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Author: 
 
 Title: 
 
 Ships and shipping of old 
 New York 
 
 Place: 
 
 New York 
 
 Date: 
 
 [1915] 
 
?r-^a^6^-3 
 
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 PRESERVATION DIVISION 
 
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 ^^^ Ships and shipping of old New York ; a brief account 
 of the interesting phases of the commerce of New York 
 from the foundation of the city to the beginning of the 
 civil war. New York city, Printed for BanJc of the Man- 
 hattan company [*1915] 
 
 61, (1] p. illus. (incl. ports., map) 23)"*. 
 
 "Written, designed, and printed by direction of the Walton advertising 
 and printing company, Boston, Mass." 
 "Authorities": di p. at end. 
 
 l.^hippin^— New York (City) 2. ^hipping— Hist I. Walton adver- 
 tising and printing company, Boston, ii. Title. 
 
 Library of Congress 
 Copy 2. 
 
 Copyright A 399416 
 
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 SHIPS AND SHIPPING OF 
 OLD NEW YORK 
 
 I 
 
 r 
 
 A BRIEF ACCOUNT 
 
 OF THE 
 
 INTERESTING PHASES OF THE COMMERCE OF 
 
 NEW YORK FROM THE FOUNDATION OF 
 
 THE CITY TO THE BEGINNING 
 
 OF THE CIVIL WAR 
 
 I 
 
 a-ilPlWP^^i^lP i"P 
 
 PRINTED FOE 
 
 BANK OF THE MANHATTAN COMPANY 
 
 NEW YORK CITY 
 
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 COPTRIOHTBD, 1915, 
 BY 
 
 Bank or the Manhattan Company 
 
 
 \^UA-kA-Aj^AX'^4>-a 
 
 Sml of the Manhattan Compani/ 
 
 I 
 
 Written, designed, and printed 
 
 by direction of the 
 
 Walton Advertising and Printing Company 
 
 Boston, Mass. 
 
 \^ 
 
 FOREWORD 
 
 In presenting its second historical brochure, the Bank of the 
 Manhattan Company directs attention to a subject always of 
 interest to the city of New York. In the space at its command 
 only a bird's-eye view can be given of the Ships and Shipping 
 of Old New York from the days of the first Dutch traders to 
 the end of that remarkable era of maritime development when 
 the American clipper ships carried the bulk of the oversea trade 
 and were the admiration of every port. 
 
 Prior to 1860 all the great fortunes of the country had come 
 from the sea, and so, inevitably, from the earliest days and 
 until the glory of the American merchant marine had passed 
 away, ships and shipping were the most conspicuous feature 
 of New York business life, and the water front was the centre 
 of interest. The story of the adventurous sailors and merchants 
 who built the city with wealth brought from the seven seas, 
 together with a brief account of their vessels, is not without 
 interest to the business man as well as to the student of history. 
 
 So far as can be learned, this pamphlet is the only connected 
 account of the commerce of New York, and no pains have been 
 spared to make it, so far as it goes, interesting and authoritative. 
 It is illustrated with many rare prints, a number of which are 
 here reproduced for the first time. They are available through 
 the courtesy of Percy R. Pyne, 2d, John D. Crimmins, the 
 New York Chamber of Commerce, J. Clarence Davies, Charles 
 H. Taylor, Jr., Arthur T. Williams, Jr., Samuel Pray, Otto 
 Wiecker, the Boston Marine Society, the New York Public 
 Library, New York Historical Society, the Nantucket Public 
 Library, and others who have facilitated the preparation of this 
 book. A list of the authorities consulted in the preparation of 
 this brochure will be found on the last page. 
 
 Because of the attention now given everywhere to the 
 development of our merchant marine this brochure has a time- 
 liness which, perhaps, will make it the more interesting. It is 
 presented with the compliments of the Bank of the Manhattan 
 Company, which hopes it may find a permanent place in your 
 library. 
 
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 A rare print of New York from the N. Viascher map, originally printed in 1655, 
 
 (Collection of Percy R. Pyne,2d.) 
 
 SHIPS AND SHIPPING OF 
 OLD NEW YORK 
 
 EW YORK owes its beginning to the trade enterprise of the 
 Dutch. And the trading instinct early implanted by 
 these keen and daring traders has given the city the 
 character which has made it the commercial centre of 
 the New World. Unlike the other colonies, founded for 
 religious or political reasons. New York was created by trade and for 
 trade, and has never questioned its destiny. 
 
 At the time the Dutch began colonizing the island of Manhattan 
 their forty years' war for independence against Spain had drawn to 
 a successful close, and they were the freest people in the world and 
 unsurpassed in enterprise and intelligence. All nationalities and 
 sects were, in theory at least, welcomed at Manhattan. By the 
 year 1650 eighteen languages were there spoken, so that New Amster- 
 dam, or early New York, was then as cosmopolitan as the New York 
 of to-day. This broad-minded tolerance, which was the universal 
 Hollandish custom, attracted from Europe bold adventurers bent 
 upon making their fortune. In spite of the interruption of the change 
 from Dutch to English rule, in spite of the constant warfare of the 
 eighteenth century and the British occupation during the Revolution, 
 New York's commerce grew steadily. By 1800, eleven years after 
 the adoption of the Constitution and the consequent establishment 
 of a stable government, New York had outstripped its rivals, Boston 
 and Philadelphia, and had taken the foremost place as the seat of 
 American commerce, — a position she has never relinquished. 
 
 The story of New York's trade begins in an era of daring voyages 
 and strange perils, runs through years of romance and adventure, and 
 reaches its culmination when the clipper ships of New York, Boston, 
 and Philadelphia controlled the carrying trade of the world. 
 
 M 
 
6 
 
 SHIPS AND SHIPPING OF OLD NEW YORK 
 
 ^"^ 
 
 SHIPS AND SHIPPING OF OLD NEW YORK 
 
 EARLIEST KNOWN VIEW OF NEW YORK. 
 Joost Hartgere' view of New Amsterdam, from a book printed in Amsterdam in 1651, contain- 
 ing a narrative or description of Virginia, New England, and the islands, by Joost Hartgers. (Col- 
 lection of New York Public Library.) 
 
 Bartering The shipping of New York began about 1610 with so insignificant 
 
 for Fur a transaction as a barter for fur— probably a beaver skin— between 
 
 an adventurous Dutchman and an inquisitive Indian. Small though 
 
 the transaction was, it was the root of a commerce that grew into a 
 
 trade so flourishing that in 1914 it reached the enormous total of 
 
 $1,795,567,321. 
 
 The consideration paid for furs by the Dutchmen probably was, at 
 first, gaudy beads, brass buttons, jack-knives or like articles. What- 
 ever may have been the consideration, it yielded the thrifty Hollanders 
 a satisfactory profit in a day when only enormous profits were sought 
 from the sea, and led to the slow^ but sure development of the mari- 
 time trade of the island of Manhattan. 
 Groiith of The first report of the rich fur trade, that the Indians of Manhattan 
 the Fur offered, reached the shrewd merchants of Holland with the news of 
 Trade jje^ry Hudson's exploration of the river which he, in honor of Prince 
 Maurice, named the Mauritius, but to which posterity has given the 
 explorer's name. At the time Holland's main source of furs was 
 Archangel. Thither the merchants of Amsterdam annually sent one 
 hundred vessels. And, although the stockholders of the East India 
 Company were much disappointed over Hudson's failure to find a short 
 passage to the rich fur trade of India, the merchants of Holland were 
 certainly pleased to learn of a place so productive of furs as New Am- 
 sterdam; and especially pleased were they that the valuable furs could 
 be secured for the cheap baubles so greedily sought by the Indians. 
 The distinction of inaugurating the commerce of New York belongs 
 
 \^ 
 
 A RARE PRINT SHOWING A DUTCH SQUADRON ATTACKING SPANISH 
 A KAKt. ^*^^gjJip^p*Jj^G ijj THE HARBOR OF CALLAO, PERU. 
 
 The Dutch vessels are in the foreground, and to the left are rowboats filled with armed men 
 from the ships going to plunder the Spanish merchantmen already helpless and op "^6 At the 
 extreme left of the picture a landing party is meetmg with resistance, and ^Pf ^Jf ^/'^^oPf^^^X 
 S seen hastening /rom the interior to repel the attack. wh^lethe<:^«"««^«;>h^e fortress and 
 naval arsenal are firing upon the Dutch. In the centre of the picture behind the masts of 
 the big ship in the foreground, is a blazing Dutch fire-ship being towed towards the ship of 
 the lieutenant-governor of the city. On the right of the picture is the governor s palace. 
 From La Galerie Agreable. by Pierre vander Aa. (Collection of J. Clarence Davies.) 
 
 to a former officer of the Half Moon who had served under Hudson. He 
 was probably either Van Campen, a Dutchman, or Robert Jewett (as 
 the Dutch said, Juet), of Limehouse, London. He commanded the 
 first trading vessel that was despatched in 1610 from Holland to the 
 Hudson for furs. Doubtless splendid furs were brought back and the 
 profitable returns set other merchants on the venture, for more ships 
 were promptly sent, two of which, Valentine says, bore the appropri- 
 ate names of The Little Fox and The Little Crane. The first ships to 
 trade with Manhattan came again and again, and the repeated voy- 
 ages made by these vessels were highly profitable business ventures 
 and resulted as well in notable discoveries. , ^i . v i- / • 
 
 In 1613, probably, the Fortune, commanded by Hendrick Christaen- ^ew iork s 
 sen, and the Tiger, by Adriaen Block, sailed to the Hudson, followed t irst .^n^p 
 by three other Dutch vessels. While at anchor off Manhattan Island, 
 Block lost his vessel by fire and spent the winter building a new ship. 
 This he christened the Onrust, meaning the Restless, and she was the 
 
 
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 8 
 
 SHIPS AND SHIPPING OF OLD NEW YORK 
 
 >.^ 
 
 SHIPS AND SHIPPING OF OLD NEW YORK 
 
 9 
 
 Beginnings 
 of Commerce 
 and Captur- 
 ing Spanish 
 Silver Ships 
 
 y 
 
 Minuit 
 
 arrives and 
 
 buys New 
 
 York for 
 
 Sixty 
 
 Guilders 
 
 first ship built in New Netherland and the second ship built by white 
 men in America. She was 44J^ feet long, 16 tons burden, rendered 
 much service in exploring Long Island Sound, and is thought to have 
 been the first European vessel to pass through Hell Gate, which in the 
 Dutch form means either "entrance to Hell" or "clear passageway." 
 
 The year 1614 is a memorable one in the history of New York, for 
 then the United Netherland Company received its charter and thus 
 opened the duly chartered commerce of the Hudson River. According 
 to Professor Henry Phelps Jackson here was the beginning of com- 
 mercial New York. Traders' huts had been built on the Hudson for 
 those who stayed to collect furs from the Indians while the fur-laden 
 ships went to Amsterdam and came back again. But there was no 
 permanent settlement at this time; for the life of the United Netherland 
 Company, which enjoyed exclusive trading privileges here, was limited 
 by charter to four voyages, all to be made in three years from January 
 1, 1615. Not until the Dutch West India Company came into existence 
 in 1621 and received from the States-General its famous charter with 
 enormous powers, including the exclusive privilege of trading in the 
 province of New Netherland for twenty years, was a permanent settle- 
 ment made. Manhattan Island was, however, of secondary con- 
 sideration with the West India Company: war, in which profits were 
 sought in the capture of Spanish silver ships, was the chief enterprise 
 of the company. As a side issue and during truces, the company's 
 vessels engaged in the fur trade and in the capture and sale of slaves. 
 In 1623 the company sent over thirty Walloon families, some of whom 
 settled on Manhattan Island, some in what is now a part of the 
 borough of Brooklyn, and others at Fort Orange, now Albany. 
 
 Director Peter Minuit, representing the West India Company, 
 arrived in 1626 with more settlers, and bought the title to the island 
 of Manhattan from the Indians for 60 guilders, usually figured as 
 equivalent to $24, but with a purchasing value of $120 of our money; 
 the consideration, however, being paid in beads, ribbons, mirrors, 
 hatchets, tools, etc. He then built Fort Amsterdam. The " Comptoir,'* 
 or counting house, of the company occupied a stone building thatched 
 with reeds, and round it were clustered about thirty houses made of 
 bark and occupied by the settlers. 
 
 As the Dutch West India Company jealously held control of all trade, 
 it was some years before the States-General forced it to open the fur 
 and oversea trade to settlers. Despite the company's discouragement 
 of individual initiative, trade flourished amazingly under Minuit's tact- 
 ful rule; for the country, rich in timber and furs, was easily exploited 
 through its many waterways and yielded rich returns. Each year 
 Minuit sent to Holland larger and larger cargoes of furs, which the 
 Dutch shallops brought to New Amsterdam from the Indian villages 
 upon the thirteen rivers to which Sandy Hook was the inlet. Fleets of 
 canoes penetrated the minor streams and brought furs to New Amster- 
 dam from the interior of the continent. Trade was pushed as far east 
 as Narragansett Bay. 
 
 NEW YORK ABOUT 1660. 
 From a map by Petrus Schenk. (Collection of Percy R. Pyne, 2d.) 
 
 The earliest known manifest of a vessel clearing from the port of New Earliest 
 York is in a report made November 4, 1626, to the States-General of Known 
 the arrival in Amsterdam of the ship Arms of Amsterdam, which sailed ^^^«" '/'''' 
 from New Netherland out of the river Mauritius on the 23d of Septem- '^i^^^ "^^,. / 
 ber. Her cargo comprised 7,246 beaver skins, a mixed lot of about ^-^ *^ ^'^ *^* 
 1,000 skins, — otter, mink, wildcat, and muskrat, — and considerable oak 
 timber and hickory. The value of the cargo was between $25,000 and 
 $50,000 of our money. In 1628 the value of the fur exports from New 
 Amsterdam was 61,000 guilders. In the year 1629-1630 the value of 
 New Amsterdam exports had jumped to 130,000 guilders, and in 1632 
 the fur exports alone amounted to 130,000 guilders, in 1635 to 135,000 
 guilders. The returns from the fur trade, however, as compared with 
 the treasure to be secured by capturing Spanish silver ships must have 
 seemed paltry to the ambitious West India Company, for in 1628 
 Admiral Heyn's capture of seventeen Spanish galleons yielded no less 
 than from 12,000,000 to 14,000,000 Dutch guilders. 
 
 The commercial importance of the settlement on Manhattan Island 
 was early recognized, and steps were taken to secure it. By the charter 
 of Liberties and Exemptions issued in 1629 to encourage immigration, 
 staple rights were granted to the settlement, compelling all vessels 
 trading on the river or on the coast to discharge their cargo at the fort 
 or pay compensating port charges. 
 
 
 y 
 
Opening the 
 
 Cocuttiri.st 
 
 Tradi 
 
 \ 
 
 10 
 
 SHIPS AND SHIPPING OF OLD NEW YORK 
 
 ADMIRAL HEYN'S CAPTURE OF THE SPANISH SILVER FLEET. 
 
 From a book entitled "The West India Triumph trumpet, sounded to God's honor and the 
 glory of the Dutch, concerning the overthrow of the Spanish Silver Fleet from New Spain, in the 
 Bay of Matanzas, by the ships of the authorized West India Company, under command of the 
 Honorable Valiant Pieter Pieterszen Heyn, General; and of Heynrick Korneliszen Lonk, Admiral. 
 Took place the 8th of September, 1628. By Samuel Ampzing, Minister of God's word near 
 Haerlem. Printed at Haerlem by Andriaen Rooman, oflBcial City Book Printer, 1629." (Collec- 
 tion of New York Public Library.) 
 
 {Inscription on the cut readt, " Conquest of the Spanish Silver Fleet off New Spain in the Bay of 
 Matanzas") 
 
 West India 
 
 Trade with New England was opened as early as 1627, when the 
 Dutch invited ** friendly commercial relations" with the Pilgrims by 
 sending the governor of the colony a "rundlet of sugar" and two Hol- 
 land cheeses, and a letter offering to accommodate (give credit). At 
 first the Pilgrims were not responsive because the Dutch were trad- 
 ing with the Indians in Connecticut, a region claimed by England; but 
 in 1633 Governor Winthrop's vessel, the Blessing of the Bay, visited 
 New Amsterdam and established relations so cordial that by 1635 
 New' Amsterdam vessels were carrying tobacco and salt to Boston from 
 the West Indies and Virginia, and Flanders mares, oxen, and sheep from 
 Holland. 
 
 Foreign trade, at first the monopoly of the West India Company, 
 Ship^ afterwards fell into the hands of the merchants of Holland, who carried 
 it on in vessels owned abroad. Among the trading vessels owned by 
 the West India Company were the New Xetherland of 260 tons, the 
 Arms of Amsterdam, and the bark Xassau. The Xeiv Xetherland, which 
 brought the colonists in 1623, was built especially for the trade and 
 made regular passages during the whole period of the Dutch posses- 
 sion. It is stated that one hundred years after her first voyage she 
 came to New York still in good condition. The Hope, in command of 
 "Schipper" Jurian Blanck, made her first voyage to New Amsterdam 
 
 M^ 
 
 SHIPS AND SHIPPING OF OLD NEW YORK 
 
 11 
 
 
 f 
 
 i 
 
 in 1633, having been captured from the enemy the previous year. 
 Other ships engaged in trade with Holland were the Sea Mew, which 
 brought Minuit in 1626, the Orange Tree, the Three Kings, the White 
 Horse, the Great Christopher, the Black Eagle, the Pear Tree, and the 
 King Solomon, all ow ned in Holland. The voyage from Holland to New 
 Amsterdam generally took seven or eight weeks, because Dutch cap- 
 tains, fearing the storms of the North Atlantic, after clearing the 
 English Channel laid their course south for the Canary Islands, then 
 to Guiana and the Caribbees, and northwest, between the Bermudas 
 and the Bahamas, to the coast. 
 
 The only instance of shipbuilding on a large scale at this time was 
 the great merchantman Xew Xetherland, probably named after the 
 earlier ship of the same name, the building of which was one of the 
 last achievements of the administration of Peter Minuit. She was 
 of 600 or 800 tons,— accounts vary,— being as large as a ship of the 
 line in the Dutch navy, and was armed with thirty guns for defence 
 against pirates and privateers. She proved a white elephant in earn- 
 ing capacity, and Minuit was severely reprimanded for such use of 
 the company's money. He was accused of favoring the colomes at 
 the expense of the company, and was recalled in 1631. So discouraging 
 was this early effort in shipbuilding that it was many years before 
 another large vessel was built in New^ York. The Onrust and the Xew 
 Xetherland are the only two vessels known to have been built during 
 these first years of the settlement, though undoubtedly many small 
 boats were constructed and much repairing done. 
 
 A new era began in 1638, when, in response to the protest of the 
 patroons, the States - General directed the West India Company to 
 abolish the monopoly in trade and agriculture, and the right to engage 
 in the fur trade was throw^n open to the world. A duty of 10 per cent, 
 on all imports from Holland and a duty of 15 per cent, on exports were 
 collected bv the company. The opening of trade had an immediate 
 effect in attracting large parties of thrifty, respectable, prosperous 
 settlers from Holland and from the English colonies; and in 1639 the 
 number of farms on Manhattan Island had increased from seven to 
 more than thirty, and soon a flourishing little town arose in the vicinity 
 of what is now Bowling Green and the shores of the East River. 
 
 Soon New Amsterdam had become a stopping-place for English 
 shipmasters, as well as for many English traders, whom the opening 
 of the fur trade brought to the little Dutch town, and in 1642 the City 
 Tavern, as the first hotel was known, was built to accommodate the 
 growing transient trade. A further step toward greater prosperity 
 of trade was the abolishment in 1645 of the monopoly of the carrying 
 trade between Holland and New Netherland, which the West India 
 Company, with an exception in favor of the privileged patroons, had 
 hitherto enjoyed. The trade was then thrown open to the vessels of 
 private merchants, and the custom regulations adopted concentrated 
 all commerce at Manhattan. Increases in the export duties caused, 
 however, so much dissatisfaction that in 1651 the duty on tobacco 
 
 a 
 
 big ^mp 
 and 
 
 \1 in II it's 
 
 r 
 
 irriiing 
 
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12 
 
 SHIPS AND SHIPPING OF OLD NEW YORK 
 
 f 
 
 larery and 
 
 A VERY EARLY PRINT OF NEW AMSTERDAxM. 
 From La Galerie Agriable, by Pierre vander Aa, showing the character of the early Dutch build- 
 ings and ships. (Collection of J. Clarence Davies.) 
 
 was removed and exports to the British colonies were exempted from 
 duties, though imports from them paid 16 per cent. duty. A valuable 
 tobacco trade with Virginia immediately sprang up. At this time also 
 the African slave trade was opened to the settlers, who, however, were 
 prohibited from visiting the Gold Coast, and not until 1659 were the 
 settlers permitted to trade freely with France, Spain, Italy, and other 
 foreign countries, and then only on the condition that vessels should 
 return with their cargoes to New Netherland or Amsterdam and that 
 furs should be exported to Holland alone. 
 
 Though the West India Company was short-sighted in hampering 
 the trade of Manhattan, its directors seem to have had some vision of 
 its commercial future, for in 1652 in a letter to Governor Stuyvesant 
 they urged him to promote commerce, particularly with the Virginians, 
 by which means must "the Manhattans prosper, their population in- 
 crease, their trade and navigation thrive.*' In words truly prophetic 
 the letter continues, *'for when these once become permanently estab- 
 lished, when the ships of New Netherland ride on every part of the 
 ocean, then numbers now looking to that coast with eager eyes will 
 be allured to embark to your island." 
 
 Slavery had been accepted as a matter of course and considered a 
 perfectly respectable trade from the earliest days; but the number of 
 
 imsterdani slaves was restricted until 1652 by the company's monopoly of the 
 
 
 SHIPS AND SHIPPING OF OLD NEW YORK 
 
 13 
 
 
 
 ( 
 
 !}, 
 
 trade and its failure to pursue it vigorously. The first privately owned 
 slave-ship to enter New York, so far as can be learned, was the White 
 Horse, which, in command of Jan de Sweerts and Dirck Pietersen, arrived 
 in the spring of 1655, and the best slaves were sold for $125 each. Many 
 of this importation died immediately. Another slave-ship, the Oak 
 Tree, owned by the company, sailed in 1659, and her dimensions give 
 an idea of within l>ow small a compass the poor negroes were crowded. 
 She was 120 feet in length, 253^ feet in width, 11 feet draught, 5 to 6 
 feet free-board, and had a poop-deck. As her ordinary lading was no 
 less than from 350 to 400 slaves, it is no wonder that from 25 to 50 
 per cent, were expected to die on the voyage. The St. John in 1659 
 lost many of her slaves from disease on the way back from Africa, 
 and was shipwrecked and captured by an English privateer. But 
 even with the occasional total loss of a ship and the constant loss by 
 death the trade was extremely profitable. 
 
 New Amsterdam was incorporated in 1653, and the beaver, as the 
 appropriate symbol of the source of New Amsterdam's wealth, was 
 selected as a part of the seal of the city. The population of the prov- 
 ince was then 2,000, that of New Amsterdam 800; and the population 
 continued to increase rapidly. People of means came from the Eng- 
 lish colonies and from Holland and made small fortunes out of the 
 river trade in furs and the coastwise trade. 
 
 Shipbuilding during the Dutch days was carried on in the locality 
 along the shore road between Wall Street and the present Franklin 
 Square, on the line of Pearl Street, which was called Smit's Valley, 
 afterwards known as the Fly. Here probably was launched the New 
 Love, the first three-masted ship known to have been built upon our 
 shores, and owned chiefly by Pieter Cornelisen Vanderveen, who came 
 from Amsterdam, and was the first man to build a brick house in 
 New Amsterdam. In Smit's Valley lived most of the ship-carpenters. 
 Their facilities at first were very limited, for a letter written in 1658 
 about a "galliot" needed for local use reads, "We are not yet in con- 
 dition to build such a craft here." At this time the price of a Hudson 
 River sloop was $560, and of a 28-foot canoe, $11.20. 
 
 The "hooft," as the city dock was called, was a lively spot toward the 
 end of the Dutch rule. It lay between the present Coenties Slip and 
 Whitehall Street, was the only wharf in Manhattan, and was very small 
 until 1653, when it was extended to fifty feet to accommodate the grow- 
 ing trade. Gangs of negroes loaded and unloaded the scows that plied 
 between the dock and the clumsy ships at anchor in the roadstead. To 
 prevent smuggling and keep the sailors from landing, ships were not al- 
 lowed to dock. A guide-board off Coenties Slip forbade ships of fifty tons 
 or under to anchor between that point and the Battery. Another near 
 the present Fulton Ferry forbade any vessel to anchor above that point. 
 The arrival of a "Holland" ship was an occttsion of great rejoicing. 
 People went in boats to meet it, and the national flag was hoisted. 
 These quaint, round-bottomed, high-pooped Dutch ships brought car- 
 goes of dry goods, hardware, groceries, with "cows calves" and "ewe 
 
 rJ. 
 
 Town I) 
 
 Dutch 
 
 f '/r r. ii I. 
 
 V n 
 
 „J 
 
 Merchant^f 
 
 V 
 
SHIPS AND SHIPPING OF OLD NEW YORK 
 
 15 
 
 SI 
 
 
 THE STADTHUYS OF NEW YORK, 1679. 
 Corner of Pearl Street and Coenties Slip. (Collection of Percy R. Pyne, 2d.) 
 
 milk sheep," — an important part of Dutch imports, — and sailed away 
 with grain, pelts, lumber, potash, and medicinal herbs. Virginia ketches 
 laden with tobacco, pinkes from the Barbadoes with sugar and molas- 
 ses, and galleys from Curagoa bringing fruits and costly dyestuffs 
 came into port at short intervals. '* Yachts," as the Dutch called the 
 small sloops used on the rivers, were constantly arriving from the 
 Hudson with beaver and mink skins collected by the Indians, and 
 occasionally after 1652 a slaver came in. Outside Sandy Hook a 
 Dutch man-of-war was stationed to protect shipping from the pirates 
 who took refuge in Long Island Sound. The fur trade was carried on 
 in small sloops. Some of these went on itinerant trading trips among 
 the Indians, each trader having his favorite locality where he had 
 established himself on friendly terms with the natives. Other sloops 
 served as regular packets running from Albany or Kingston to New 
 Amsterdam. The principal down freight was fur, and the up freight 
 was goods for the Albany settlers and for the Indian trade. All the 
 "yachts" were provided with a gun, probably the cumbrous match- 
 lock, set upon a rest on deck. 
 
 The four principal merchants of New Amsterdam were Cornelis 
 Steenwyck, Pieter Cornelisen Vanderveen, Isaac AUerton, and Go vert 
 Loockermans. Steenwyck was originally in the employ of the West 
 India Company. He had connections in Holland, and was engaged 
 more extensively in the foreign trade than any other New Amsterdam 
 merchant. Isaac Allerton was an Englishman who came to Plymouth 
 
 1 
 
16 
 
 SHIPS AND SHIPPING OF OLD NEW YORK 
 
 ^if 
 
 i 
 
 Coiitralniiiit 
 
 Trad' 
 
 irith tlu 
 
 Indian > 
 
 in the Mayflower. He owned the ketch William and Johriy traded with 
 Virginia for tobacco, and had a large tobacco warehouse on the East 
 River at Maiden Lane. Govert Loockermans grew rich in the fur 
 trade. He was one of the earhest immigrants, coming as a clerk in 
 the employ of the West India Company, and later was one of the first, 
 if not the first, captain of a regular packet line from New York to 
 Albany. He engaged in the forbidden gun and rum traflBc with the 
 Indians, and was sentenced to banishment, but the judgment was 
 never enforced. 
 
 The Dutch found it impossible to resist trading guns and liquor for 
 furs, though this was forbidden by the West India Company, as 
 it was sure to cause Indian wars. But, when a musket would buy 
 twenty beaver skins and one pound of gunpowder was worth from ten 
 to twelve guilders in furs, the profits were tempting. A ship sent out 
 in 1644 from Holland by the Patroon of Rensselaerwyck was by the 
 merest chance searched at Fort Amsterdam, and was found to have on 
 board, but not in her manifest, 4,000 pounds of powder and 200 muskets 
 for trade with the Indians. Although this contraband cargo was 
 confiscated, it probably reached the Indians in the end. 
 
 Govert Barent, armorer at Fort Amsterdam, and three others 
 were sentenced to death for a similar offence; but *'by the intervention 
 of many good men" they were saved, but their illegally held property 
 was confiscated. As almost every one aspired to have a hand in this 
 trade, public sympathy was in favor of it; and the same stand was 
 taken on the liquor trade, as it was found that much better bargains 
 could be made with drunken Indians than with sober ones. 
 
 There was practically no coin in the colony, and wampum was legal 
 tender and the only currency in use. The shores of Long Island 
 abounded with the shells of which wampum was made, and the Indians 
 who lived there were the chief manufacturers of it and *'the bankers" 
 for the whole coast. This gave the Dutch a great advantage over the 
 other colonies in trading with the Indians. Wampum was of two kinds, 
 black and white. In 1659 the value of four pieces of the black was 
 fixed at a penny. In 1656 Director Stuyvesant made beaver skin a 
 currency also, — one beaver skin to be valued at eight florins, or $3.20. 
 
 When the Dutch came to Manhattan, Holland's commercial star 
 was just rising, and toward the middle of the seventeenth century she 
 Englami took first place as a commercial power. With the help of England, 
 Holland had crushed the sea power of her old enemy, Spain, and soon 
 controlled the carrying trade of the world, nearly half the entire ton- 
 nage of Europe being under her flag. Her rapid commercial develop- 
 ment began to arouse the jealousy of England, and led the latter to 
 pass the famous Navigation Laws, which forbade importation to Eng- 
 land in any but English ships or the ships of the country producing 
 the goods. This blow at the Dutch carrying trade was soon amended 
 to close English colonial ports to Dutch vessels in the same way. 
 But these laws were hard to enforce in the colonies, and there was 
 so much illicit trade between the English and Dutch colonies that 
 
 n am pn it> 
 
 atnl Braver 
 
 SL'ins L('(jal 
 
 Tett<l- : 
 
 I { alia n I 
 versu. 
 
 
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 "X , ^ 
 
 j 
 
f 
 
 SHIPS AND SHIPPING OF OLD NEW YORK 
 
 '-c-f 
 
 SHIPS AND SHIPPING OF OLD NEW YORK 
 
 19 
 
 t 
 
 U&kr 
 
 
 t 
 
 AN EARLY SEA FIGHT OFF THE MEXICAN COAST 
 Showing the men-of-war of the eighteenth century From LaGaUrie AgrSable, by Pierre vander 
 •* Aa. (Collection of J. Clarence Daviea.) 
 
 England's losses of revenue were considerable It was estimated that 
 £10,000 were annually lost on tobacco alone taken to Manhattan Ihe 
 Navigation Laws and the difficulty of enforcing them m the colonies 
 ed to wars between Holland and England; and thus the commercial 
 importance of New Netherland was the cause of its being taken by 
 
 ^Throughout the colonial period New York was a little seaport town, 
 entirely dependent upon the ocean for its livelihood Though dis- 
 couraged by long maritime wars, by privateering and piracy, legiti- 
 mrteTrade developed in a variety of directions. The beaver ceased 
 to be the one important support of commerce: a monopoly n the 
 flour business led to a flourishing West Indian trade that was based 
 upon a loaf of bread." Just before the Revolution broke out. the com- 
 merce of New York equalled that of Boston or Philadelphia. 
 
 In 1678 Governor Andros estimated the total value of Property 
 in the city at $3,000,000 of our money. A merchant worth ±,1,000, 
 ^ui^alent^o $20,000 to-day. was considered "'^h. and a planter w.Ui 
 movables worth half that amount was well off. The Dutch element 
 
 ^''L'riJrS ten years of the British occupation of New York. 
 
 t 
 
 continued war with Holland and the depredations of P^.v^^f J^!, P/^^" 
 vented any considerable expansion of commerce, and in lbb9 the 
 presence of nine or ten vessels in port at once, even of traders to Boston, 
 the South, or the West Indies, was an event to provoke comment. 
 Some attention was given to fishing, and whales were taken in JNew 
 
 York harbor. ^ ,. , j. x i ri, . 
 
 As soon as conditions justified it, the English government took / 
 steps to foster trade. In 1678 shipping was greatly stimulated by the ^^l^"^;;;^' 
 passage of the Bolting Act, which remained in force sixteen years and ^.,^. ^■ 
 laid the foundations of New York's foreign trade. This act gave the 
 city a monopoly in bolting flour and in packing flour and biscuit for 
 export, and threw the export trade in breadstuffs into the hands of 
 the millers and merchants of New York, who made the most of their 
 
 opportunity. , . . 11 • . .1. -i. 
 
 At the time the act was passed the shipping belonging to the city 
 consisted of three ships, seven sloops, and eight boats. In 1694, after 
 the Bolting Act had been in force sixteen years, New York had h^ 
 ships and 102 sloops. When the act was repealed m justice to the 
 rest of the province, the petitioners against the repeal stated that 
 600 of the 983 buildings in the city depended in some way on the flour 
 trade, and cited that the revenues of the city had increased from i.2,000 
 to £5,000, and that the number of beef cattle slaughtered in the city 
 had increased from 400 to 4,000. The cattle were chiefly for export 
 to the W^est Indies. Under this stimulus the growth of the city was 
 extraordinary, and it was altogether fitting that the new arms granted 
 in 1686 should carry, in addition to the beaver, the arms of a windmill 
 
 and two flour barrels. , , , . , t? * 
 
 More and more settlers came, and land rose m value. J^ourteen 
 lots near Coenties Slip sold at auction in 1689 for £35 each, and a lot 
 at the foot of Broad Street was valued at £80. This rise was due 
 especially to the building at the foot of Broad Street, at the same 
 time that the canal was filled in, of two basins large enough to harbor 
 a whole fleet of the small ships of the day, which were known as the 
 
 Wet Docks. ^ ^ 1 «xT 
 
 In his report on shipping in 1686, Governor Dongan said: New 
 York and Albany live w^holly on trade with the Indians, English and 
 W^est Indies. We send to England mostly beaver, whale oil and some 
 tobacco; to the West Indies flour, bread, pease, pork, sometimes 
 horses, and bring from there rum which pays duty and molasses which 
 
 does not.'* , ^r ^r 1 
 
 At the beginning of the eighteenth century New York appears 
 to have had about half as much trade as Boston, and about one-third 
 of this was in direct violation of the Navigation Laws. The ^\est 
 India trade was handled so intelligently that it grew steadily, and 
 throughout the colonial period rivalled in profits the fur trade. I'ro- 
 visions were shipped from New York and exchanged for West India 
 products, which were taken to England and there exchanged for manu- 
 factured goods. These were brought to New York and sold, and thus 
 
 Commerce 
 at tin (lose 
 of the 
 
 Sevetiteentk 
 Vent ur If 
 
 < 
 
 >. 
 
20 
 
 SHIPS AND SHIPPING OF OLD NEW YORK 
 
 i / 
 
 there were three profits on each transaction. The bulk of this traffic 
 was wHhThe BrWsh islands. There was more trade with the Barbadoes 
 Than with any of the other islands, as provisions were taken there not 
 nnW 7or the local supply, but for transportation to the Spanish coa.st 
 i^he Sench 1 rancTs."^ Much of the trade was merely an exchange 
 of Droduct^ but a considerable cash balance resulted, which was 
 hnSatey remitted to England to pay for manufactured goods. 
 ^hTwine rade with Madeira was the only losing trade done by New 
 York as the city consumed more wine than could be paid for by the 
 Jomm.Sitie: that could be supplied to Madeira Fof - ^hort tune 
 owinc to a European war, an enormously profitable wheat trade with 
 Lisbon was carried on for the supply of France New York also sent 
 quantities of flour to Rhode Island, Boston, and Sou h Carolina. Trade 
 had its UDS and downs according to what ports war left open. . 
 
 Every few years a prolonged maritime war with France or Spain, 
 or bXwodd break out, and merchantmen ran the gauntlet of war- 
 shins and pr"vateers. Piracy, too, was an ever-present danger tha did 
 much to dTourage commerce, and there were so many interruptions 
 To TegiUmartrade that New York merchants plunged into pnvateer- 
 
 ,>. , '"L^'lTwarSif sTpVo- privateering, in which all the leading 
 
 Piracy and bo snorx wds tiic ^ x^ -.^pv and so outrageous were the tariffs 
 
 "" '1-^ ™nTS ThrNaSS^ aXS :tirit°ol/wlessness, which tol- 
 id piracv and enLuraged smuggling, was bred among even the most 
 
 "^S^wtrokf out 'n 1688 between France and Spain, and Eng- 
 land io"n^ Spat! New York became the principal headquarters for 
 DrivaSsmen and adventurers from all Europe, to whom the name 
 pnyateersmen dii „„Dlied Many of these, in times of peace, 
 
 a^l'fundeTfhe^sklL'nV'cKones. a'nd for almost ^teen jears 
 thiv not onlv found New York a safe haven, but greatly enriched her 
 me^hants numbers of whom engaged indirectly in piracy through 
 
 -\^rwi't;tt^ms bTwWch New Vork merchants profited by 
 !w ^ tV,; more conservative New York merchants, was to fit out an 
 
 frX:SVe™^vS fof Se?n stuffs, spiL. precious stones, and 
 
 %Cfi"r1 pirateTo Aew York as a base was WiUiam Mason, who 
 
 Pirates ^n^f"^^*;?- j i„tt«,= a.ithorizina him "to war as in his wisdom 
 
 ^^- C J/. trs^rin^^ILsTrSh. several other ships received 
 
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 C 
 
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22 
 
 SHIPS AND SHIPPING OF OLD NEW YORK 
 
 
 Pirate l c" 
 
 comes /<- 
 
 \rir Vi>r/. 
 
 similar letters, and, as they engaged only in lawful pnvateering and 
 brought in several French prizes, there is no reason to suppose that 
 Mason's letter was issued in bad faith. Very hkely he d.dn t prern^.- 
 tate piracy, and took it up only because he failed to make his expected 
 profits o/t of privateering. In piracy, however, he was extremely 
 successful, and at the end of three years, when spoils ««;•« d'^^^' 
 every man before the mast received 1.800 p.eces-of-eight. about $1,800. 
 En then dropped out of sight; but in 1693 h.s ship ca'ne back in 
 charge of Edward Coates, a notorious pirate. Coates negotiated 
 with Governor Fletcher, and at Fletcher's trial testified that permission 
 to enter New York without danger cost him £1.800. which was divided 
 among the governor and his council. The governor's .share of the 
 bribe was the pirate's ship, which he sold to the irreproachable Caleb 
 Heathrote for £800. When news of this deal between Coates and 
 Fletoher leaked out, and it was known that New York would sanction 
 piracy under the guise of privateering, adventurers under the black 
 flaff flocked to New York from all over the world. 
 
 One ofihe most notorious. Captain Thomas Tew, soon appeared 
 in New York, and between him and Governor Fletcher a close friend- 
 ship sprang up. He had recently returned from a highly successful 
 cruL b the Indian Ocean, where he had captured several ships of he 
 East India Company and made his name a terror in that part of the 
 world. Coming to America to secure a new pnvateering outfit, he 
 made an unsuccessful attempt in Bristol, R.I., a town particulariy lax 
 toward pirates,— evidence enough of his reputation. 
 
 He then came to New York, where he was made welcome and had 
 little difficulty in securing an outfit. A most pictoresque figure was 
 CaDtain Tew as he appeared in the streets and taverns of New York, - 
 qu&atfJIl in all but size. He is described as a shght, dark man of 
 about forty, who dressed richly and scattered h^ gold wMth a free hand 
 A blue cap with a band of cloth of silver covered his dark locks, and h.s 
 blue jacket, cut in the latest buccaneering mode, was profusely embroid- 
 ered with gold and trimmed with buttons o mother-of-pearl In strik- 
 ing contrast to his blue jacket were loose white linen trunks that came to 
 hif knees and set off his elaborately worked stockings. Around h.s neck 
 was a wonderful chain of yellow Arabian gold, and m his belt a dagger. 
 Us hilt set with precious stones. His fierce eye and insolent manner 
 reminded hTs most casual comrades that he feared neither devil nor 
 r^an"and was the sort of a leader that would attract the very devils of 
 
 " ft*' hospitality of Governor Fletcher's home was thrown open to 
 him He was often seen beside the governor in the latter's coach, hey 
 eichanced valuable presents of jewelry, and, when he departed with a 
 pr^vatiring commission and resumed his piracy m the Indian Ocean, 
 he left behind him a warm friend in Governor Fletcher. Later when 
 brought to trial for complicity in freebooting. Fletcher admitted his 
 friendship w^th Tew. and stated that Tew had promised to aba„don 
 piracy and become an honest privateer. He acknowledged that he 
 
 ( 
 
 / 
 
 io\^^ 
 
 "^^ ^ny^ro 
 
 SOME LEADING MERCHANTS OF THE COLONIAL PERIOD. 
 
 Ja ^Z; 
 
 1f^^ 
 
"^ 
 
 24 
 
 SHIPS AND SHIPPING OF OLD NEW YORK 
 
 I* irate John 
 Hoar, the 
 
 Merchants' 
 
 Syndicate, 
 
 and the 
 
 Red Sea 
 
 Traffif 
 
 I 
 
 Stephen 
 
 De Lanceys 
 
 Venture 
 
 
 "found the captain agreeable and companionable, possessed of good 
 sense and a great memory." He had invited Tew to his home not 
 alone for his agreeable companionship, but also in the hope of reclaim- 
 ing him to a better life, and the only serious defect he had observed 
 in his moral character "was his vile habit of swearing, which, how- 
 ever, he hoped to correct by serious admonition and by lending him 
 a book on the subject." 
 
 Among the pirates with whom New York merchants had an even 
 more intimate connection was John Hoar, an Irishman, who had been 
 a buccaneer in the West Indies. He openly recruited his men for the 
 Red Sea trade, or "on the account," to use another euphemistic phrase 
 then popular, and his financial backing was arranged by a syndicate 
 of twenty-two New York merchants. He sailed in 1695 with a privateer- 
 ing commission supplied by Governor Fletcher. About a year later 
 the same syndicate quietly fitted out another ship, the Fortune, ostensi- 
 bly a slaver, though her lading was described as "goods suitable for 
 pirates." She made straight for Madagascar, where she met Hoar s 
 ship laden with plunder, exchanged cargoes with him, and returned 
 to New Y^ork, bringing some of Hoar's crew. 
 
 As this profitable arrangement amounted to direct piracy, and was 
 a little too risky to be practised generally, the more conservative 
 merchants were satisfied with the modest profits of the Red Sea trade. 
 This trade lent a picturesque magnificence to the city, for rare Persian 
 fabrics, costlv perfumes and spices, Oriental rugs, poured into New 
 York. Arabian gold was current coin, and New York women wore 
 robes embroidered for Eastern queens. Jewels and costly ornaments 
 of Oriental workmanship in gold, silver, ivory, and pearl were worn. 
 The taverns along the water front were full of wild-looking sailors, 
 bristling with knives and ready for any desperate enterprise, while 
 their captains were profusely entertained by the merchants and the 
 landed gentry that they enriched. 
 
 A typical venture in the Red Sea trade was that of bteplien De Lancey 
 —a man of wealth and unassailable position— in 1698, in the ship 
 Nassau, in command of Captain Giles Shelley. Rum that cost but 
 two shillings a gallon was sold for £3 at Madagascar. Pipes of 
 Madeira wine worth £19 brought £300. Gunpowder was sold at a 
 similar advance. The voyage netted the owners about £30,000. 
 In addition to profits from trade, the Nassau brought twenty-nine 
 pirates as passengers, who paid £4,000 for their passage. 
 
 Even such trips were not without their dangers. At the time the 
 Nassau made her prosperous voyage, two other vessels— one the 
 Prophet Daniel— were captured by pirates, and a third, belonging to 
 Frederick Philipse, was seized by an East India Company's frigate, 
 presumably for taking to direct piracy. The Prophet Daniel was a 
 sister ship of the Nassau: she too cleared for Madagascar ostensibly 
 for slaves. Slave dealing was then a very respectable business, and 
 young John Cruger, afterwards mayor of New York for several terms, 
 and first president of the Chamber of Commerce, acted as supercargo 
 
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 <^ CD (B n 
 
 tOCTT 
 
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 B< _ cr 
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 '¥ 
 
26 
 
 SHIPS AND SHIPPING OF OLD NEW YORK 
 
 ^■11 
 
 on this voyage. His log-book describes the seizure of his vessel at 
 Fort Dolphin on the African coast by Abraham Samuels, the pirate, 
 with whom they came to trade. Samuels turned the vessel over to 
 Evan Jones, who with his crew came from Westchester, N.Y. 
 Suppresaiof, Accused of abetting piracy, Governor Fletcher was recalled, and Lord 
 of riraoff Bellomont, who was sent out to take his place, immediately set about 
 suppressing it. About this time Frederick Philipse, a member of 
 the council and the richest man in New York, expected a ship from 
 Madagascar, and, fearing her cargo would be confiscated, sent his son 
 Adolphus to meet her in a vessel bound ostensibly for Virginia. This 
 vessel cruised about outside until the expected ship arrived, and relieved 
 her of a large cargo of Oriental goods, with which she sailed to the 
 Delaware, leaving the Madagascar ship with nothing but negroes 
 aboard. The scheme failed, however, as the goods were seized when 
 on their way to Hamburg, and the men were brought to trial. 
 
 If the pirates who marketed their plunder through New York had 
 refrained from touching English ships, they would probably have been 
 left undisturbed, but they boldly attacked the vessels of the East 
 India Company and English ships in West India waters. Then in 
 1695 New York pirates took one of the sacred ships of the Great Mogul, 
 laden with presents for Mecca. The mogul learned that the corsairs 
 were English, and threatened reprisals. The East India Company, 
 fearing the mogul's vengeance, applied to the king for a frigate to 
 protect their interests in these seas. None could be spared on account 
 of war with France, and this suggested to Robert Livingston the idea 
 of a private expedition against the pirates. So he proposed the plan 
 to Bellomont, and the two secured the support of the king, Ix>rd Somers, 
 and the Earl of Oxford, who shared with Bellomont and Livingston 
 the expense of equipping a vessel. Profits were to be divided among 
 the owners, with a liberal share for the captain. 
 
 Livingston selected Captain William Kidd, a man of some wealth 
 
 ^unuu and position, to command the vessel, as he was an efficient comrnander 
 
 Khhl and well thought of in New York. His commission, issued under the 
 
 great seal of England, was directed "to the trusty and well beloved 
 
 Captain Kidd, commander of the ship Adventure, galley." For some 
 
 months he cruised along the American coast, and was considered useful 
 
 in protecting shipping. Then he sailed for the coast of Africa, and 
 
 turned pirate. After securing a fortune, he returned to New \ ork m 
 
 1699, and, thinking that no one had heard of his piracy, went ashore 
 
 on Gardiner's Island, off Long Island, and buried a large treasure. He 
 
 then went to Boston, was arrested, and sent to England for trial. A 
 
 political issue was made of his case because of the noblemen invo ved 
 
 in it and he was executed in London in 1701, though at his trial he 
 
 was proved guilty of the death of only one man, a mutinous seaman 
 
 at whom he had thrown a bucket. , , j u 
 
 Xnr York- Though the Red Sea trade and piracy were brought to an end by 
 
 Privahrrs ^ord Bellomont,— but not without much friction with his council, 
 
 most of whom were merchants involved in it,— privateering flourished 
 
 Captain 
 Will lain 
 
 i 
 
 SHIPS AND SHIPPING OF OLD NEW YORK 27 
 
 * 
 
 N 
 
 during every war throughout the eighteenth century, and enormous 
 treasure was brought into port from Spanish treasure-ships and French 
 vessels kden with costly Oriental stuffs. Nearly every merchant of 
 consequence had an interest in not only one, but many Pnvateer.ng 
 ventures. Many merchants at the gate of their manor-houses had 
 figure-heads of vessels captured by their privateers. , 
 
 The opportunity given by the War of the Spanish Succession, be- / .».,„,,- 
 ginning in 1702. wal quickly seized upon in New York and a fleet of «< « 
 fiventy sail soon cleared the port. Among the ™o«t famous and T.,.^^ 
 daring of these privateers was Captain Regnier Tongrelow, of the ^._ ^^ j,_^^^. 
 New York Galley. The newspapers of the day give accounts ot many ,.^„^ 
 prizes brought into New York by this great fighter, who feared no 
 ^ds, and, then given a choice, always picked for his adversary the 
 Weeest ship in sight. A writer in the News-Letter learned that 
 cfptain Tongrelow cruises off the Havana; and that the governor 
 ther^f sent out two privateer sloops to take him: but that Tongrelow 
 had taken both." The Spanish governor apparently persisted how- 
 ever, for a month later the News-Letter reports On 30th last 
 arrived here Captain Tongrelow who was chased from the Havana 
 by a ship, a brigantine and a sloop who were fitted out thence to 
 
 ^ A^noth^r bold privateer was Captain Tom Penniston, who never hesi- 
 tated to engage two ships of the enemy at one time. Captain Nat 
 Burches was another daring fellow. He commanded Tongrelow s 
 tender, a little sloop of six guns and twenty-seven men. The News- 
 Letter of August 5, 1706, reports his meeting with a Spamsh ship of 600 
 tons, 24 guns, 250 men. He disabled the ship, forced her to run ashore 
 and at last made an arrangement with the Spaniards by which he took 
 their lading of brandies and wines, but left the rest of the cargo un- 
 touched. So Burches came home with fifty pipes of canaiy and brandy, 
 but was soon off again, and apparently ended his days by falling into the 
 
 hands of the enemy. . ^ . i *u 
 
 When ashore, the privateersmen frequented the taverns along the 
 
 water front, particularly a long-roofed, low-porched resort kept by 
 
 Captain Benjamin Kierstede. They were wont to get drunk and to 
 
 fight and riot about the streets of the town, to the indignation and 
 
 often to the danger of the staid citizens. • i^.n +v,^ 
 
 Immediately after the declaration of war against France, in 1740, the 
 
 newspaper Post Boy was full of announcements of the fatting out ot 
 
 brigs and sloops for a cruising voyage against His Majesty s enemies 
 
 and with calls for "gentlemen sailors and others to join their crews, 
 
 and before the end of the war twenty-nine privateers had been fatted 
 
 out, which with one exception were small sloops, brigs and brigantines 
 
 of from 125 to 200 tons with batteries of from 12 to 16 httle six- 
 
 pounders and as many swivels, and a crew of seldom ov^r 100 men. 
 
 Magnificent fighting was done during the war that broke out in 17i>6. 
 130 privateers were commissioned in New York, and in the farst two 
 years of the war upward of 80 prizes were brought into port, worth 
 
 Sat 
 
 jiiirrln s 
 
 
 fhr War ■>' 
 
/ 
 
 28 
 
 SHIPS AND SHIPPING OF OLD NEW YORK 
 
 v,-# 
 
 Legitimate 
 
 Tradt 
 
 during thi 
 
 Eighteenth 
 
 Centuri 
 
 Ship 
 build in a 
 before th 
 Rerolutio 
 
 perhaps $5,000,000 of to-day *s money. In 1758 Lieutenant-Governor 
 De Lancey, writing to Secretary Pitt, said, "The Country is drained 
 of many able-bodied men by almost a madness to go a privateering. 
 
 In addition to prizes taken by privateers, many were brought into 
 New York by the king's ships. At one time Captain Peter Warren, 
 afterwards Admiral Warren, who married Susannah De Lancey and 
 whose country seat was near Christopher Street in Old Greenwich Vil- 
 lage, commanded the New York station, and from the transactions 
 arising from the condemnation of his prizes the De Lancey family and 
 other merchants were greatly enriched. 
 
 In spite of all interruptions. New York did not neglect ordinary 
 trade, though it grew but slowly. From 1717 to 1720 imports averaged 
 £21,254 yearly, and exports £52,239. For the next two years the 
 figures were about the same. Between 215 and 235 vessels cleared 
 yearly, the figures for Philadelphia being about the same. By 1735 
 the increase in shipping had greatly altered the appearance of the city. 
 Wharves and docks had been built, and there were shipyards from 
 Whitehall Street to near the site of Catherine Street Ferry. Pearl 
 Street was no longer the river-bank, and Water Street had been raised 
 above the water. In 1747 ninety-nine vessels were owned in New 
 Y^ork, with a tonnage of 4,513 tons, and 755 seamen were employed. 
 Governor Tryon's report to the English government states that in 
 1762 New York had 477 vessels, carrying crews amounting to 3,552 
 men, and that in 1772 the number of vessels had risen to 709 while 
 the number of men had fallen to 3,372,— fewer men being needed 
 to man vessels in times of peace than in times of war. Exports were 
 valued at £150,000, and imports at £100,000. 
 
 At the time of the Revolution the trade of New York equalled, if it 
 did not exceed, that of Philadelphia or Boston. Much of it was with 
 the Spanish and French colonies, and was forbidden by the Navigation 
 Acts, though connived at by the government. Consequently, when 
 the government changed its policy and decided to enforce these laws, 
 it was a heavy blow to the city, and her merchants were foremost in 
 protesting. The support of the non-importation agreements entered 
 into by all the colonies was firmer in New York than in any of the 
 
 other colonies. . 
 
 Though seafaring people and those whose business depended upon 
 them made up the bulk of the population of New Y'ork, there was 
 comparatively Uttle shipbuilding done. It developed slowly in a small 
 way. Toward the end of the seventeenth century Rip van Dam, a 
 prominent merchant and citizen, built many ships. In 1693 John 
 Marsh, a carpenter, applied to Governor Fletcher for aid to per- 
 fect an invention to increase the speed of ships. In 1728 shipyards 
 occupied the river front between Beekman Street and Catherine Street, 
 then the northern limits of the city, and in 1740 there were three ship- 
 yards in the neighborhood of Dover Street, and this was called the 
 "shipyards district.'' John Dally, John Rivers, and Joseph and Daniel 
 Latham are mentioned as shipbuilders, but the principal one was prob- 
 
 
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 SHIPS AND SHIPPING OF OLD NEW YORK 
 
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 ably William Walton, who is known to have built several vessels for 
 English owners. Though in 1774 Governor Tryon reported that ships 
 to the value of £30,000 sterling were that year built in New York for 
 England, the right kind of labor was lacking; and Massachusetts could 
 build at much less cost, and consequently secured the bulk of the busi- 
 
 The backward condition of the shipbuilding industry in New York 
 as compared with other colonies is proved by the report of the English 
 inspector-general of customs, who stated that in 1769 the colonies 
 built and launched 389 vessels— 113 square-rigged, 276 schooners and 
 sloops— with an aggregate burden of 20,000 tons. Of these Massachu- 
 setts provided nearly one-half. Rhode Island came next, while New 
 York had only 5 square-rigged vessels and 14 sloops and schooners, 
 measuring in all 955 tons. Pennsylvania owned 1,344 tons, Virginia 
 1,249 tons. North and South Carolina 1,396 tons, Connecticut 1.542 
 tons. Georgia, with one sloop and one schooner, alone ranked below 
 
 New York. • xt v i 
 
 Throughout the eighteenth century there were in New York many 
 conspicuous merchant families, who ruled the city and were prominent 
 for several generations. Among the well-known names was John 
 Cruger. The first to bear the name was alderman from the Dock 
 Ward from 1712 to 1733, and mayor from 1739 to 1744. His son 
 John was alderman of the Dock Ward from 1754 to 1756, then mayor, 
 and was also the first president of the Chamber of Commerce. Ihe 
 family owned many ships and a wharf on the east side of Whitehall 
 Slip, and their trade was largely with Bristol, England, and the West 
 Indies. In the fire of 1776 they lost six warehouses. 
 
 The Livingstons were also distinguished merchants. Philip, son of 
 Philip, second lord of the manor of Livingston, was active m privateer- 
 ing, but made his fortune in the general importing business. He 
 was alderman from the East Ward from 1754 to 1762, member of the 
 Assembly from 1759 to 1769 and Speaker of the House in the last term, 
 member of the First and Second Continental Congresses and signer 
 of the Declaration of Independence. Many other members of this 
 family were prominent merchants. ^ 
 
 The Waltons were among the real merchant princes ol the 
 eighteenth century, their wealth being cited in Parliament as evidence 
 of the prosperity of the colonists. The founder of the family, W ilham 
 Walton, had a shipyard on the East River, and was commonly called 
 "Boss" Walton because of his active superintendence. He sailed his 
 own vessels to the West Indies and the Spanish Main. The origin 
 of his fortune was a privilege granted him by the Spaniards of St. Augus- 
 tine and the West Indies to supply the garrisons with provisions. 
 He kept a permanent factor on the West Indian coast, and his nephew 
 enjoyed the same monopoly. His nephew Williani sailed his uncle s 
 vessels to Curagoa, and in the French wars ran his vessels as priva- 
 teers He was a member of the Assembly in 1751-1752 and until 
 1759, joining the De Lancev party. In 1758 he became a member 
 
 vj# 
 
 SHIPS AND SHIPPING OF OLD NEW YORK 
 
 81 
 
 Kew Yoek 
 
 1790. 
 (Collection of Percy R. Pyne, 2d.) 
 
 of His Majesty's Council. Many other members of his family were 
 prominent merchants and they were the heaviest underwriters of the 
 
 The Ludlows were another great merchant family in the general 
 importing business. They were early members of the Chamber of 
 Commerce. Alsop was also a prominent name in New York commerce 
 for many years. John and Richard were wealthy merchants. John 
 was a delegate to the First and Second Contmental Congresses and 
 first president of the Chamber of Commerce after its reorganization 
 in 1784. The Bayard family were sugar refiners the mystery ot 
 which they introduced to New York. So were the Van Cortkndts. 
 The Roosevelts, and the Cuylers. The Schuylers, Verplancks, Whites, 
 Baches, Murrays, and Franklins were shipping merchants and mporters. 
 The Gouverneurs traded with the West Indies and the Spanish Main. 
 The Schermerhorns were in the coasting trade and in ship-chandlery. 
 Among the most adventurous merchants was Lawrence Kortright. 
 whose armed vessels scoured the seas during the war in 1759-1761. 
 The largest ship-owner in New York just before the Revolution was 
 Robert Murray, a "Friend." He owned more tons of shipping than 
 any one else in America, and was celebrated not only on that account, 
 but abo because he was one of the five New Yorkers rich enough to 
 
 Ltid loirs 
 (Util Others' 
 
 \ 
 
32 
 
 SHIPS AND SHIPPING OF OLD NEW YORK 
 
 A 
 
 keep a coach. This he called " my leather conveniency " to avoid any 
 appearance of ostentation. His business was chiefly with the West 
 
 Separation from England cost Americans their valuable trade with 
 
 the British West Indies, and, until the adoption of the Constitution 
 
 in 1789 gave Congress some basis upon which to negotiate commercial 
 
 treaties with foreign countries, the carrying trade with Europe was 
 
 closed to us by discriminating duties. Consequently, American enter- 
 
 prise looked to the Orient, and directly after the war the foundations 
 
 were laid for the splendid trade that brought wealth to the country until 
 
 the American sailing vessel was driven from the sea. , a. . 
 
 Th. Rh. The first real legislation of the First Congress of the United States 
 
 oftZ was to encourage shipping, and between 1789 and 1795 the merchant 
 
 American fleet of the United States increased from 201,562 tons to 747,96o tons. 
 
 Merchant The Napoleonic wars caused a great demand for American products, 
 
 Marhu threw the carrying trade of Europe into American hands, and for a time 
 
 left the United States no real competition in the China trade. By 
 
 1820, in spite of the repressive influence of the Embargo Act and the 
 
 War of 1812, our shipping had reached 1,280,167 tons, and half of this 
 
 was in the foreign trade. . . i 
 
 Between 1820 and 1830 ninety per cent, of our carrying trade was 
 controlled bv American vessels. No other country had ever made such 
 marvellouslv rapid progress: our ships were admired in every port in 
 the world. ' Great Britain alone disputed our supremacy. Between 
 1847 and 1858 our tonnage employed in the foreign trade more than 
 doubled, reaching 2,300,000 tons as compared with 943,000 tons in 
 1846. By 1860 the United States owned a greater tonnage than the 
 United Kingdom, and nearly as much as the whole British Empire,— 
 2,496,000 tons in all. During the great days of the American mer- 
 chant marine New York filled an important place. ^ In every sea 
 
 often the answer to the hail of passing craft was, '*To from 
 
 New York.*' 
 
 Beginning 
 
 oj the 
 
 China 
 
 Trade 
 
 At the close of the Revolution New York had lost about half her popu- 
 lation, and her commerce and shipping were completely destroyed even 
 to her fishing fleets. But within six months of the time the city was 
 evacuated by the British the Empress o} China sailed from New York for 
 Canton, and was the first American vessel to make the voyage to China, 
 sailing February 22, 1784. She had a displacement of 360 tons, was 
 manned by a crew of 46, and was the first American vessel to be copper- 
 bottomed. A number of New York and Philadelphia merchants fitted 
 her out, and her cargo was mostly ginseng. She carried with her sea 
 letters signed by the President and Secretary of Congress, and reached 
 Canton Roads August 23, arriving home May H, 1785. The voyage 
 netted $30,000,-25 per cent, on the investment. This was considered 
 small, as profits of 100 per cent, were often made by ships in the China 
 
 trade 
 
 Several other New York vessels immediately followed the Empress 
 of Chinas lead. In the season of 1787 three of the five American 
 
 SHIPS AND SHIPPING OF OLD NEW YORK 
 
 SS 
 
 \ 
 ^ 
 
 <^ 
 
 vessels at Canton were from New York. One of the first and most 
 
 famous New York vessels in the China trade was the Experiment a 
 
 little sloop of 80 tons, hardly more seaworthy than the Hudson 
 
 River sloop of to-day. She carried a crew of fifteen men and boys, 
 
 and was commanded by Stewart Dean, a plucky privateersman in the 
 
 Revolution. She mounted six carriage guns, and carried plenty ol 
 
 muskets, boarding-pikes, and cutlasses, as there were pirates to be 
 
 reckoned with. The Experiment made a profitable voyage, taking out 
 
 ginseng and bringing back silk and tea. Not a man was lost, and the ^^ 
 
 return voyage was made in four months and twelve days. __ ., 
 
 New York's rapid recovery after the Revolution was amazing. I New. >^^ 
 Within five years the population had reached 30,000 and commerce had .a^^ 
 returned to its former figure. Work was begun filling m the East Orouih 
 River to afford deep-water wharfage for the larger ships needed for 
 
 the long East India voyages. j * * „ 
 
 The merchants of New York were quick to see the need of a strong 
 central government, and through the Chamber of Commerce, reorgan- 
 ized in 1784, took steps to secure the ratification of the Constitution 
 by the State, thus helping to pave the way for the marvellous groAvth 
 in the American merchant marine that followed the fostering shipping 
 
 legislation of 1789. t^ - „ t^u^ 
 
 The city responded to improved conditions at once. During the 
 next twelve years (1789-1801) duties on foreign goods imported into 
 New York increased from less than $150,000 to more than $500,000. 
 Exports increased in value from $2,500,000 to almost $20,000,000. 
 Tonnage of vessels in the foreign trade ran up from 18,000 tons to 
 146,000 tons, and in the coasting trade from below 5,000 tons to above 
 34,000 tons. At the opening of this period Massachusetts had 19o 401 
 tons of shipping, and New York had fourth place with 92,737 tons 
 By 1801 New York had reached first place and has never relinquished 
 it: In 1806 the revenue from the port of New York amounted to one- 
 quarter of the national revenue. u . r .„/;..„ 
 
 The capitalists of old New York were all ship-owners and merchants, P^^oundin^^^^ 
 so shipping operations were usually financed very informally At the 'if the Hank 
 Tontine Coffee House or at Bradford's, merchants met to take shares ^^^^^^^^^^ 
 in one another's ventures, but as the business of New York became ^^ ^ 
 more complex with the city's growth it began to require the service and 
 convenience of banks. In 1799 there was but one bank m the city 
 and, as the necessary business of New York justified the establishing of 
 another one, the Bank of the Manhattan Company began business on 
 September 1, 1799, at 40 Wall Street. It had been organized April 2 
 1799, as The Manhattan Company to supply New York City with 
 pure water. Among the subscribers to the two million dollars capital 
 stock were some of the leading mercha^jts and men of New York, 
 such a/Daniel Ludlow^'john B. Church, William Laight, Pascal N. 
 Smithr Samuel Osgpod; John Steven< John B. Coles,^ John Brow^, 
 De Wittr ClintoiVAaron Btfrr, Augustus H. Lawrence, Fredrick De 
 Fey stef; John Aspinwall,^homas LeRoy,vR. R. Livingston, Robert L. 
 
SHIPS AND SHIPPING OF OLD NEW YORK 
 
 35 
 
 I 
 
 > 
 
 4' 
 
 LAUNCH OF THE STEAM FRIGATE "FULTON" THE FIRST AT NEW YORK. 
 
 OCTOBER 29, 1814. 
 "She was 150 feet long and 50 feet wide. Will mount 28 long 32-pounder3 and 2 SO-pounders. 
 (Columbiads ) Drawn by J. J. Barralet from a sketch by Morgan taken on the spot B. Tanner 
 enS^er Philadelphia. PubUshed March 27. 1815. by B. Tanner. No. 78 Sou^Sth Street. 
 (Collection of Percy R. Pyne, 2d.) . / 
 
 Livingstonr Schuyler Livingston^illiam Cutting, J^esJVIorris,u^ 
 Henry Rutger,5Hlbert Aspinwall, Nicholas Gouverneur,^ohn Delafaeld,^ 
 Nicholas Lowland others. It stood behind the shipbuilders and ship- 
 owners and aided those who were developing the early steamship 
 business. Among its depositors have been such representative mer- 
 chants as John W. Low, W. H. Barker, G. G. Howland Jacob Walton, 
 Archibald Gracie, John C. Green, David Griswold, William Rhine- 
 lander, Jacob Rhinelander, Gerard Beekman, Nathaniel Cruger, 
 C. Griswold, and most of the men of New York who were the builders 
 of the city's commerce. The growth of the bank has kept pace with 
 the commercial needs of the city. 
 
 New York's fur trade had always been extensive and prohtable. 
 With the opening of the China trade it was found that better prices 
 could be obtained there than in Europe, and from 1804 to 1830 one of 
 the chief articles of export to the East was furs. Many New \ork 
 vessels were engaged in seal hunting, and sea-otter had recently been 
 discovered on the northwest coast of America. So many New York 
 vessels stopped there to collect skins on the way to Canton, where they 
 exchanged them for teas, spices, camphor, sugar, coffee, porcelain, 
 silk, nankeen, and other fabrics valuable in proportion to bulk and 
 therefore profitable for carriage. The surplus was reshipped from 
 New York to Hamburg and other Northern European ports. Between 
 
 If or 
 
36 
 
 SHIPS AND SHIPPING OF OLD NEW YORK 
 
 Merchant 
 
 and Ship- 
 
 owners of 
 
 New YorL 
 
 during thi 
 
 First Part 
 
 of ih, 
 
 Nineteenth 
 
 Cenitiri 
 
 Tonnage 
 and 
 Primiteering 
 in IS I 
 
 1804 and 1812 much ginseng was taken to China, and later large amounts 
 of opium, and from 1811 to 1831 it was profitable to take sandalwood 
 from Pacific islands to China, in one year 1,333 tons being carried. 
 American manufactured goods later made up the bulk of the cargoes 
 to China, and tea and cassia were the principal imports. 
 
 Among the principal ship-owners of the day was John Jacob Astor. 
 His large fleet sailed every sea and brought back to New York Oriental 
 and European manufactured goods. One of his most famous projects 
 was the founding of a colony at the mouth of the Columbia, to be sup- 
 ported by the fur trade with the Indians. He fitted out the Tonquin 
 and established a trading post, which was captured by a British man-of- 
 war in 1812. 
 
 Jacob Barker was another large ship-owner. At the time of the 
 War of 1812 he owned more ships than any one else in America except 
 WiUiam Gray, of Salem; and his ships went to many countries, carrying 
 on a particularly active business with Russia. For five years he had a 
 contract to supply oil to the United States light-house service, and to 
 secure the oil sent his own whalers into Southern Pacific waters. When 
 Congress authorized in 1813 a loan of $16,000,000, the proposals adver- 
 tised failed. So Barker went to work circulating a subscription list, to 
 which the New York merchants rallied and the loan was a success. 
 
 Archibald Gracie was another shipping merchant prominent before 
 the War of 1812. Until the seizure of his ships by Napoleon under the 
 Berlin and Milan decrees forced him to failure, he did a large business. 
 During these troubled times one of the most uniformly successful 
 merchants was Robert Lenox, who escaped the disasters that ruined so 
 many ship-owners. One of the oldest shipping firms was LeRoy, 
 Bayard & Co., founded in 1790. In 1800 it was the largest commercial 
 house in the city. During the war it sent out fast vessels to Europe 
 and the East Indies, which, when they escaped capture, made enormous 
 
 profits. 
 
 As shipping was the principal support of the city, the War of 1812 
 and the Embargo Act preceding it pressed heavily upon New York. In 
 1812 the registered tonnage of the port was 266,548 tons, equal to that 
 of Boston and Philadelphia together. With the war all trade came to a 
 standstill, but the declaration of war authorized privateering. 
 
 Within four months 26 privateers fitted out from New York, with 
 212 guns and more than 2,200 men. Many of these were wonderfully 
 swift, as they had been built to escape search and impressment by 
 British men-of-war. These fast, beautiful brigs and schooners, well 
 armed and heavily manned, were seldom captured, and brought wealth 
 to their owners. One New Y^ork privateer of 17 guns and 150 men, 
 during a single cruise, was chased by seventeen armed British vessels, 
 but escaped, bringing into port goods valued at $300,000 and a large 
 amount of specie. 
 
 The General Armstrong, whose fight at Fayal is the most thrilling 
 in our naval history, was owned by a syndicate of New York merchants. 
 After five lucky privateering cruises this small brigantine of seven guns 
 
 f^^v 
 
 Ed>^» 
 
 ^ CoU^^^ 
 
 ^''llia 
 
 ^ a H' 
 
 ebb 
 
 ^' 
 
 • A% \»^ John Jacob Astor j^f^. 
 
 CO' 
 
 x^"" 
 
 WXJ* 
 
 V5^^^ 
 
 "Or. 
 
 "^rieij 
 
 FIRST LEADERS OF COMMERCE. THE MEN WHO HELPED TO BUILD THE 
 
 AMERICAN MARITIME TRADE. 
 
 (Collection of the New York Chamber of Commerce.) 
 
 0\ ^jtix 
 
«: 
 
 38 
 
 SHIPS AND SHIPPING OF OLD NEW YORK 
 
 SHIPS AND SHIPPING OF OLD NEW YORK 
 
 39 
 
 
 The A'r 
 
 York Park 
 / ;. 
 
 VIEW OF NEW YORK QUARANTINE, STATEN ISLAND, 1833. 
 Published by Parker & Clover, 180 Fulton Str^t. New York. Painted and engraved by W. J. 
 ' Bennett. (Collection of Percy R. Pyne, 2d.) 
 
 and a crew of ninety men was caught in the harbor of Fayal by three 
 large EngUsh ships-of-war. She was commanded by the intrepid Cap- 
 tain Samuel Reid. After three attacks the enemy, with 136 guns and 
 1,200 men, succeeded in disabling the General Armstrong, and Captain 
 Reid was forced to sink her and escape to the shore with his men. 
 This splendid fight delayed the English squadron ten days while a Brit- 
 ish fleet, assembling in the West Indies for an attack on New Orleans, 
 waited for their arrival, and this gave Andrew Jackson time to gather 
 his army at New Orleans and made it possible for him to wm his 
 astonishing victory. • i i 
 
 At the close of the War of 1812 the need of a closer commercial rela- 
 tion with the Old World grew so pressing that some of the more enter- 
 prising merchants of New York determined to establish lines of swift 
 sailing packets between the New and the Old World Accordingly, there 
 came into existence in 1816 the famous Black Ball Line, the first Ameri- 
 can packet line between New York and Liverpool. It was founded by 
 Francis and Jeremiah Thompson, Isaac Wright, Benjamin Marshall, 
 and other New Y'ork capitalists, among whom the shrewd, far-sighted 
 Quaker element predominated. At first the packets sailed on the 
 first of every month, and later, as the competition of other lines arose, 
 
 on the sixteenth also. • , • . /? i j j 
 
 The four original Black Bailers were of only four to five hundred 
 
 tons, but they made the old merchantmen appear very inadequate, 
 
 <A 
 
 and commanded the best cargoes. The Red Star Line, established in 
 1821 and owned by Byrnes, Grimble & Co., the Swallow Tail Line, 
 owned by Fish, Grinnell & Co., afterwards Grinnell, Minturn & Co., 
 entered the field soon after the founding of the Black Ball Line; aiid 
 by 1822 New York enjoyed weekly packet service to Liverpool and a 
 line to London. Between 1822 and 1832 three lines were established to 
 Havre. Other famous lines were St. George's, E. E. Morgan's London 
 Line, Spofford & Tileston's Liverpool Line, and E. K. Colhns's Dramatic 
 Line with vessels named the Sheridan, Garrick, Siddons, etc. 
 
 During the first nine years of the service the passage from Sandy 
 Hook to Liverpool averaged twenty-three days, and the return trip 
 forty days. Many of the later packets sometimes made the passage 
 from New Y^ork to Liverpool in sixteen days, and few there were who did 
 not succeed in making the run in seventeen days. Six of these line 
 packets made records of fifteen days or less to Liverpool,— the Mon^ezwma, 
 the Independence, the Patrick Henry, the Southampton, the St. Andrew, 
 and the Dreadnought. Large were the wagers placed upon the trans- 
 atlantic races, which were of frequent occurrence between the packets. 
 In 1837 the Columbia, 597 tons, of the Black Ball Line, under Captain 
 De Peyster, and the Sheridan, of the Dramatic Line, commanded by 
 Captain Russell, then on her first voyage, raced to Liverpool for 
 stakes of $10,000. Though the Sheridan was only 895 tons, she earned 
 a crew of forty before the mast with regular pay of $25 a month and 
 the promise of a bonus of $50 each if the ship won. The ships sailed 
 together, and the Columbia won in sixteen days, the Sheridan arriving 
 
 two days later. 
 
 Agents, builders, and captains, all were part owners of these packets 
 and speedily grew rich. The agent owned perhaps one-eighth of a vessel ; 
 the builder, in order to secure the job of repairing, which averaged 
 $500 on the round trip, possessed another eighth; another eighth was 
 owned by the captain; and perhaps a sixteenth was owned by the block- 
 maker and the sail-maker. Competition between the different lines 
 was keen, and the tonnage kept increasing, especially after 1842. In 
 1854 the Amazon and Palestine, 1,800 tons each, the largest of the 
 Atlantic sailing packets and the last ships of the Morgan Line, were 
 launched from their ways. 
 
 These packets outstripped all foreign competition and even received 
 the attention of the English Parliament, for a committee of the House 
 of Commons reported that American ships sailing between New Y^ork 
 and London had the preference over English ships as to both freight 
 and insurance. W riting from New York in 1842, Dickens said, "Below 
 here by the waterside, where the bowsprits of ships stretch across the 
 footway and almost thrust themselves into the windows, lie the noble 
 American vessels which have made their packet service the finest in 
 the world." The whole country, as well as New York, took the greatest 
 possible pride in their packets and their captains. No matter what 
 the weather was, ships sailed on the day set, leaving the piers with 
 sails set, and cheered by the multitudes who gathered to see the depart- 
 
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 SHIPS AND SHIPPING OF OLD NEW YORK 
 
 .1 
 
 CUSTOM HOUSE, WALL STREET, NEW YORK. 1831. 
 Wall Street, from near the corner of Broad Street, including the Custom House to Trinity 
 Church. On the north, at the Nassau Street comer, is the First Presbyterian Church A veo^ 
 rare view Drawn by C. Burton. Engraved by Hatch & Smilhe. Pubhshed by G. Melksham 
 Bourne, Broadway, New York. (Collection of Percy R. Pyne, 2d.) 
 
 ure. Tugs were seldom used in leaving or making harbor until after 
 
 1835, and long afterwards captains took pride in dispensing with their 
 
 services and in sailing their ships right up to their berths. 
 
 Famou One of the favorite transatlantic packets was the Patrick Henry, 
 
 Packet 1,000 tons, owned by Grinnell, Minturn & Co. and commanded by 
 
 Captain John C. Delano, of New Bedford. She was a remarkably 
 
 fine sailer, and made more money than any other ship belonging to her 
 
 owners. Another famous ship was the Dreadnought, in command of 
 
 the equally famous Captain Samuel Samuels. On her first voyage 
 
 from Liverpool she reached Sandy Hook just as the Cunard steamer 
 
 Canada, which left Liverpool a day ahead of her, reached Boston. 
 
 In 1856 she made a record from New York to Liverpool in fourteen 
 
 days, eight hours. Three years later she broke her own record with 
 
 a passage of thirteen days, eight hours. In 1860 she sailed from Sandy 
 
 Hook to Queenstown, 2,760 miles, in nine days, seventeen hours,— a 
 
 record never equalled before or since. *' She was on the rim of a cyclone 
 
 most of the time," Captain Samuels explained. Sailors of the day called 
 
 her "the wild boat of the Atlantic," and a song was written about her 
 
 that became a famous chanty ,—" Bound Away in the Dreadnought.*' 
 
 The completion of the Erie Canal boomed the business of the packet 
 
 KA 
 
 SHIPS AND SHIPPING OF OLD NEW YORK 
 
 43 
 
 «»•> '^^v'*« 
 
 JOHN FITCH'S STEAMBOAT. 
 
 Fitch made the trial of the steamboat with a screw propeller on {^« C;>^Yad^uccesrf uUy run 
 Tombs now stands, in New York City, m the summer of 179o {? /JJJ^f f.^^^^^^^ 
 the Perseverance at the rate of seven miles an hour on the Delaware, several yearaueii^e 
 Robert FuTSJi tried out his boat on the Seine River. Fitch's boat was a l^ng-boat or yawl. 
 5,out eiKS feet long and 6ve feet beam, with square stern and round bows with seats and 
 waS stieffi? an oar at the bow and went about six miles an hour. . Fitch.took with him as 
 n^senKers Robert Fulton and Robert R. Livingston, and was aided in running the boat by a 
 K^^ohn Hutchings all of whom are represented in the above picture. The State of New 
 & granted Fitch a'patent fThTs invention, but he later abandoned the boat with part of its 
 machinerv!leaving it to decay on the shore of the pond, and to be earned away in pieces by 
 
 ''^hI' Wbomin East Windsor, Conn., and was a farmer's boy He was apprentice to a watch- 
 maker ^ storekeeper in Trenton. N.J., and a lieutenant in the army Being taken prisoner 
 bl the IndiantKe Northwest territory, he became acquainted with the region and made a 
 ^^oi^f if He became a surveyor in Kentucky, and turned to civil engineering, going to 
 
 1846 by John Hutchings, and in the collection of Percy R. Pyne, 2d.) 
 
 era, and then modern commercial New York may be said to have begun. 
 Packet lines to Boston had been started in 1818, to Charleston in 1825, 
 and in 1832 E. K. Collins, an important figure in American shipping 
 affairs, established lines to New Orleans and Vera Cruz. 
 
 Before the dawn of the nineteenth century— about 1796— John 
 Fitch sailed his steamboat on the pond called the Collect, which cov- 
 ered that part of the city where the Tombs now is. Umniportant 
 as the event then seemed, it marked the beginning of the end of the 
 sailing ship and the transference of the carrying trade to steam. In 
 1807 Robert Fulton went up the Hudson in the Clermont bo that 
 New York, whose enterprise created the swiftest sailers of the day, 
 also witnessed the perfection of the invention which was to drive the 
 sailers from the seas; and on the Hudson the steam traffic farst devel- 
 oped. A steamboat was, indeed, at first an alarming sight to the 
 river's rural population, and the astonishment of the village inhabit- 
 ants is expressed by one of them, who declared he had seen the devil 
 going to Albany in a saw-mill." Long before steam had ventured to 
 sea, it was competing with sail for the Hudson River traffic. In 1810 
 there was a regular line of steam packets to Albany; tri-weekly m 
 1813 A line from New York to New Haven and New London was 
 established in 1818. In 1819 the Savannah, a sailing ^^ssel with aux- 
 iliary engine, crossed the Atlantic in command of Captain Moses 
 Rogers of New York, where she had been built by Francis Pickett. 
 
 of 
 St 
 
 tir 
 
 •n nts 
 
 It' 
 
44 
 
 SHIPS AND SHIPPING OF OLD NEW YORK 
 
 MODEL OF THE STEAM PACKET "SAVANNAH." 
 
 First steam vessel to cross the Atlantic. She sailed from Savannah. Ga., in 1819. 
 
 (Collection of Commercial Museum, Philadelphia.) 
 
 Rogers had been employed by Robert Fulton and Stevens. The 
 Savannah, sailing from Savannah, Ga., made the passage m twenty- 
 seven days, eighty hours of which she ran under steam. She was the 
 first vessel to cross the Atlantic with the help of steam. Off the coast 
 of Ireland, she was chased for a day by a revenue cruiser, which thought 
 she was afire. On her return she was under steam ten days out of 
 thirty-three. She was a failure because of the large space needed for 
 her machinery and fuel. As there was little room for cargo, her engine 
 was eventually taken out. By 1830 there were eighty-six steamboats 
 
 in New York waters. . , . . . r 
 
 Cornelius Vanderbilt was then garnering his fortune, running a Ime 
 of steamboats from New Brunswick, N.J., to New Y'ork, and, when the 
 monopolv of the Hudson and the Sound granted to Fulton and Livingston 
 came to an end, he started a line of very fine boats over these waters. 
 Between 1829 and 1848 he owned and operated fifty steamboats, most of 
 which he built, and finally established a line of transatlantic packets 
 superior to all competitors. 
 
 ^M^' 
 
 SHIPS AND SHIPPING OF OLD NEW YORK 
 
 45 
 
 
 MODEL OF THE CUNARD STEAMSHIP "BRITANNIA." 
 
 One of the first steamships to cross the Atlantic. (Collection of Commercial Museum, 
 
 Philadelphia.) 
 
 Prior to the Revolution shipbuilding had not been an important 
 industry in New York, but the great demand for vessels, felt soon after 
 1790, forced the city into shipbuilding, and in an incredibly short time 
 New York was one of the great shipyards of the world. 
 
 Among those who built ships before 1800 were Thomas Cheeseman \ew Y'ork 
 and his son Forman, who built the 44-gun frigate President^ launched ShipbuHderH 
 at Corlear's Hook in 1800, — by far the largest ship built in New York 
 up to that time. Other early shipbuilders with yards on the East River 
 below Grand Street were Thomas Vail, William Vincent, and Samuel 
 Ackerly. The Oliver Ellsworth^ built by Vincent & Vail in 1804, made 
 a passage from New York to Liverpool in fourteen days, — a remark- 
 able record for that time and not often exceeded since. 
 
 Henry Eckford opened a shipyard in 1802 at the foot of Clinton 
 Street. Here in 1803 he launched John Jacob Astor's famous Beaver, 
 which was of 427 tons and carried a cargo of 1,100 tons. And so well 
 built was she that after forty years' service her live-oak frame was 
 broken up to furnish timber for another vessel. Eckford gained fame 
 by building frigates during the War of 1812, and two of his appren- 
 tices, Isaac Webb and Stephen Smith (of Smith & Dimon), became 
 leading shipbuilders. The first ship of Christian Bergh was the 400- 
 ton North American, which was launched in 1804 for the Atlantic trade. 
 
46 
 
 SHIPS AND SHIPPING OF OLD NEW YORK 
 
 Otiu 
 I.eaditi 
 
 
 THE STEAMSHIP "BRITISH QUEEN" OFF THE CITY OF NEW 
 
 YORK IN 183S. 
 Thia vessel was one of the early transatlantic steamships and belonged to the British and 
 American Steam Navigation Company, and plied between New York and Liverpool. Its length 
 was 275 feet; beam, including paddle-boxes, 64 feet; tonnage, 1,862; horse-power. 500. (Collection 
 of J. Clarence Davies.) 
 
 He built many Atlantic packets, a Greek frigate, and the famous six- 
 gun schooner Antarctic for Captain Morell. Isaac Webb, who built 
 many of the Liverpool packets and was another great builder of this 
 time, was born in Stamford, Conn., in 1794. His father was a ship- 
 carpenter, and his son, William H. Webb, was perhaps the most famous 
 of all New York shipbuilders. 
 
 Shipbuilding had become by 1830 a great industr>% employing thou- 
 sands of men and engaging the keenest business men of the city. 
 Coming along the East River, one saw many fine vessels on the stocks 
 and great piles of lumber, — white oak, hackmatack, and locust for 
 ribs, yellow pine for keelsons and ceiling timbers, white pine for floors, 
 live oak for "aprons." 
 
 Among other leading shipbuilders during New York's great ship- 
 building era was Jacob Westervelt, who learned the "art, trade, 
 mystery," of his profession as a common sailor and as an apprentice 
 to Christian Bergh. While a member of Bergh's firm, he constructed 
 most of the Havre and London packets launched before 1837. He 
 built 247 vessels in all, and received from the Queen of Spain the 
 order of Isabel la Catolica in recognition of models for the Spanish 
 
 f nffates 
 
 Stephen Smith with John Dimon founded the firm of Smith & 
 Dimon, famous all over the world. Prior to 1843 they had built, among 
 other vessels, the ship Mary Howland, 500 tons, whose unusual size at- 
 
 ^' 
 
 1i 
 
 I 
 
 j'l ^ * V 
 
 1 
 
-;j>^ae-«» 
 
 ' 11 1 
 
 I 
 
 f,-]'Mr 
 
 SHIPS AND SHIPPING OF OLD NEW YORK 49 
 
 S 
 
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 P4 
 
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 ^ 
 
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 lironn 4.V 
 11.11 
 
 tracted crowds to her launching, and the packets Ko5co6 and Indepen- 
 dence. The latter, built in 1834, was 140 feet long, 1,734 tons burden, and 
 sailed regularly for a number of years on March 6, under command of 
 Captain Ezra Nye, carrying the President's Message. They built the 
 Greek frigate Liberator and a number of North River steamboats. 
 Dimon attended to the repairs, the most profitable end of the business, 
 and once said, "Smith builds the ships and I make the money, ^rom 
 their yard came the first true clippers, the Rainbow and the bea Witch. 
 
 Another famous firm. Brown & Bell, consisted of Daniel Brown, 
 nephew and adopted son of Noah Brown (of Noah & Adam Brown), 
 and Jacob Bell, who built many Liverpool packets, among them the 
 Liverpool 1,174 tons, and the Queen of the West, 1,168 tons. Ihe 
 firm built both sail and steam vessels. Brown received a ring trom 
 the Empress of Russia in return for the loan of some ship drawings. 
 
 James R. & George Steers made a great reputation by budding 
 the cup defender America, though this was but a small part of the work 
 done by them. The first ship railway built in America >yas con- 
 structed by their father and his partner. In return for their enter- 
 prise the legislature granted the ship railway company a charter for a 
 bank to last "as long as grass grows and water runs." Thus was 
 founded the Dry Dock Bank, now the Eleventh Ward Bank,— the only 
 other bank ever receiving such a charter being the Bank of the Man- 
 hattan Company. TTT-ll- TT If jy U 
 
 The most widely known of New York's shipbuilders was William H. ''/'«''' ^• 
 Webb, who learned his profession as a common apprentice in his father's ^^' ' 
 yard. He launched a larger aggregate of tonnage than any other 
 builder and had great success with warships. He budt for the Italian 
 navy, and constructed the wonderful steam ram Dunderberg, which he 
 sold to France. He also built the first steamer to enter the Golden 
 Gate, but his name is more closely associated with the beautiful fleet 
 of clipper ships built in his vard between oth and 7th Streets. 
 
 The rise of the shipbuildmg industry was due to the great expansion The Clipper 
 in the world's commerce which followed the close of the wars at the ^^>P t^ra 
 beginning of the nineteenth century. The commerce which England 
 and America had long been cultivating in the Far East waxed mightily; 
 and, as it grew, the demand for stanch, fast, and easily managed ships 
 increased until American shipyards, which were easily leading the 
 world, could not keep up with their orders. Some yards launched 
 three great ships at a time. During 1832 the registered and enrolled 
 tonnage of New York was greater than that of Liverpool or any city in 
 the world except London. There might be seen 500 vessels at anchor m 
 the harbor any day of the year. When China in 1843 opened four more 
 of her ports to commerce, the tea trade became very important. Be- 
 tween July, 1845, and July, 1846, forty-one vessels arrived in New York 
 from China, and probably as many more in other Atlantic ports. The 
 value of the tea imported into New York from 1847 to 1853 was more 
 than $8,000,000. After the repeal of the British Navigation Laws 
 in 1849 gained for American ships a share of the British tea trade, 
 

 SHIPS AND SHIPPING OF OLD NEW YORK 
 
 51 
 
 I 
 
 k 
 
 1^ 
 
 ,. 
 
 •( 
 
 
 Vc« 
 
 Y 
 
 SHIP "ORIENT," EMPLOYED IN THE CHINA TRADE. 
 
 Built in New York in 1849, and the first ship to enter the River Min when it was opened to 
 commerce in 1854. (Collection of Nantucket Public Library.) 
 
 American-built ships were admitted to British registry, and between 
 1850 and 1857 all the largest, finest, and swiftest ships owned and char- 
 tered in England were American-built. In the tea trade swift vessels 
 had an important advantage in the delivery of a cargo which would 
 sell at high prices. As the trade grew, the shipbuilders of New 
 York and Boston strove to produce fast ships, and so the famous 
 American clipper ship was evolved. Some fast ships had been built 
 which approached the clipper line before the clipper era, but the first 
 real clipper with the long hollow water line and the sharpening of the 
 forward body and of the stern was the RainhoWy built by Smith & 
 Dimon in 1844 for Rowland & Aspinwall, a New York firm of China 
 merchants. She went to China and back in six months and fourteen 
 days, including two weeks in port, and proved so profitable that her 
 owners immediately ordered another clipper from the same firm. In 
 1848 the Rainbow was lost off Valparaiso. 
 
 The new vessel, the Sea Witch, with the low free-board and raking 
 masts of the Baltimore clipper, was very beautiful. She was painted 
 black with a gilt stripe, and had a huge Chinese dragon as a figure- 
 head. Her length was 170 feet, and her burden 890 tons. Her reputa- 
 tion of being the fastest ship on the sea during the first three years of 
 her existence was well earned, for her best 24-hour run was 358 miles, 
 much faster than that of any steamship of the period. She was engaged 
 
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 THE PACKET "INDEPENDENCE." 
 
 Built in 1834 by Smith & Dimon. Under command of Captain Ezra Nye, she regularly sailed on 
 
 March 6, carrj-ing the President's Message. 
 
 (Courtesy of Mrs. Neilson Abeel.) 
 
 ^^^H 
 
 
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 ^|^£5«*»-- 
 
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 THE "SAMUEL RUSSELT./* 
 (Collection of Nantucket Public Library.) 
 
54 SHIPS AND SHIPPING OF OLD NEW YORK 
 
 in the tea trade for ten years, stopping at San Francisco, and was finally 
 wrecked off the coast of Cuba while bringing coolies /^^«"^ Anioy to 
 Havana. The Samnel Russelh 940 tons, was built in 1847 by Brown 
 & Bell for A. A. Low & Brother and was named for the eminent mer- 
 chant, founder of the house of Russell & Co^n China with whom the 
 Low brothers began their business career. The first American ship to 
 enter the British tea trade after the repeal of the British Navigation 
 Laws was the Orieniah which was built in 1849 for A. A. Low & Brother 
 by Jacob Bell. When she went to Hong-Kong on her second voyage 
 in 1850, she was at once chartered for London through Russell & Co. 
 at £6 per ton of forty cubic feet, while British vessels were waiting for 
 cargoes at £3 10^. per ton of fifty cubic feet. She sailed August 28, 
 beat down the China Sea against a strong southwest monsoon yet ar- 
 rived off the Lizard ninety-one days out, and was moored at the \> est 
 India Docks in ninety-seven days from Hong-Kong,— a passage never 
 equalled under sail before and rarely surpassed since, bhe delivered 
 1,600 tons of tea, earning $48,000 for freight from Hong-Kong. Her tirst 
 cost, ready for sea, was $70,000. Her arrival caused great excitement 
 and apprehension in England, and the Admiralty got permission to take 
 off her lines when in dry dock. . .^ i • i ij- „ 
 
 Californ.a The discovery of gold in Cahfornia m 1848 gave shipbuilding. 
 Clippers particularly the building of clippers, a great boom, for much depended 
 upon the celerity with which a cargo was delivered in California. 
 Prices would rise or fall overnight, and at first, until supplies were 
 abundant, the cost of commodities soared. Those ships, therefore, that 
 could most promptly deliver cargoes earned naturally for the sh^^^ 
 pers the greatest profits. Ships which cost from $70,000 to $80,000, 
 often paid for themselves on their first voyage. Nor is this f^irprising 
 when one learns that flour at first sold in San Francisco for $44 a 
 
 In the year 1849 775 vessels cleared from Atlantic ports for San 
 Francisco, 214 from New York. 91,405 passengers arrived in San 
 Francisco that year, and all had to be fed and clothed by the East, 
 as they produced nothing but gold. The freight rates earned seem 
 incredible to-day. In 1850 the Samuel Russell received $1.50 per 
 cubic foot,— $60 per ton. She could carry probably 1,200 tons, amount- 
 ing to $72,000, a little more than her first cost when ready for sea. 
 As more ships were built, rates declined to $50 then $40, where they re- 
 mained for long. To-day they are, by way of Cape Horn, $7 to $8 per 
 ton, charged, however, by the hundredweight. , i • xt 
 
 In the year 1850 60,000 tons of shipping were launched in New 
 York and 30,000 tons more were still under construction at the end 
 of the year. 10,000 workmen were kept busy. The total tonnage 
 built in the United States for that year was 306,034 tons. , , , 
 
 During the California clipper period, 1850 to 1860, one hundred 
 and sixty clippers were built, mostly in the first four years, m or near 
 New York and Boston. In 1850 thirteen California clippers were 
 launched, of which eight were built or owned in New \ork. 
 
 i 
 
 i\ 
 
 i 
 
 { 
 
 i 
 
 " > 
 
tg^Utk 
 
 56 
 
 SHIPS AND SHIPPING OF OLD NEW YORK 
 
 f- ^^ 
 
 Thi 
 
 Surpri.^ 
 
 and th 
 
 CIiallciK/ 
 
 Clipper The keen rivalry between clippers led to races over thousands of 
 Races miles of seas; and upon the result thousands of dollars were often 
 wagered. A race in 1850, between the Houqua and the Samuel Russell, 
 Memnoriy and Sea Witch, — old rivals in the China trade, — and the new 
 clippers Celestial, Mandarin, and Race Horse (the latter of Boston) 
 was arranged round Cape Horn. Stakes were large, and every ship 
 had its backers. The Samuel Russell, arriving in San Francisco one 
 hundred and nine days from New York, reduced the record by eleven 
 days, and every one supposed she was the winner until the Sea Witch 
 came in ninety-seven days from Sandy Hook, cutting the record by 
 twelve days more. This was especially remarkable in that it was 
 midwinter in the Antarctic when she rounded Cape Horn. 
 
 The Surprise, built in 1850 for A. A. Low & Brother, was one of 
 the most profitable and in every way successful clippers ever built. 
 When she was towed round to New York by Boston's historic tugboat, 
 the R. B. Forbes, she was pronounced the most beautiful ship ever seen 
 in port. She beat W. H. Aspinwall's Sea Witch's record of ninety- 
 seven days to San Francisco by one day. She soon left San Francisco 
 for London via Canton, and, when she reached Ix>ndon, her freight 
 receipts had entirely paid her cost and running expenses besides netting 
 her owners $50,000. She made eleven consecutive passages from 
 China to New York in eighty-nine days or less, six from Hong-Kong, 
 five from Shanghai, — the best, eighty-one days from Shanghai in 1857. 
 The carrying capacity of the swift clippers proved to be too slight to 
 pay well, and lightness of build made them easily strained, so the later 
 clippers were made larger. In 1851 there were thirty -one California 
 clippers launched. Among these was the Challenge, 2,006 tons, built 
 by William H. Webb for N. L. & G. Griswold, the largest ship yet built 
 in New York. Her sail plan was enormous: she carried 12,780 yards 
 of canvas, and, when lying at the foot of Pine Street, her bowsprit 
 at high tide reached over the roofs of the stores. She was painted 
 black with a gold stripe, and was one of the most expensive wooden 
 vessels ever built in America. Her captain was Robert H. Waterman, 
 under whom she made some fast runs; and, when in London, she was 
 so much admired that her lines were taken off by the Admiralty. 
 
 . _ The Comet, 1,209 tons, was also built by Webb in 1851. She was 
 
 and the owned by Bucklin & Crane, and commanded by Captain Gardner. 
 Sxordji.sh rpj^g Comet was remarkable for speed, sea-worthiness, and good fortune. 
 She made the round trip to San Francisco in seven months, nine days; 
 the return trip in seventy-six days, — the shortest on record. The 
 third of the famous clippers built by Webb in this year was the Sword- 
 fish, 1,150 tons, owned by Barclay & Livingston. She was generally 
 considered Webb's masterpiece. On her first passage out to San 
 Francisco a race was arranged for large stakes between her and the 
 Flying-fish, a Boston record-breaker, built by the great designer, 
 Donald McKay. The Sword-fish won, making the trip in ninety-two 
 days,— the second best record ever made,— her rival taking ninety- 
 eight days. 
 
 The Comet 
 
 SHIPS AND SHIPPING OF OLD NEW YORK 
 
 57 
 
 > u 
 
 , '<llbl 
 
 I 
 
 "h^ 
 
 \. B. 
 
 Palmer 
 
 Another clipper built in 1851 was the N. B. Palmier, named for 
 the celebrated Captain Palmer, and launched at Jacob Westervelt s 
 yard. In China she was known as the "yacht" on account of 
 her smart appearance. Her captain, Charles Porter Low, a rich man 
 and younger brother to the owners, with his wife, made his home 
 upon her, and gave elaborate entertainments, especially m China. 
 After a few voyages to California she kept entirely to the tea 
 
 ^"^ The most notable of all the California clippers was the Flying C hud The Fhha 
 built bv Donald McKay of Boston, but owned by the New York firm of ^ loiu. 
 Grinnell, Minturn & Co. Her length over all was 225 feet, tonnage 
 1 783 tons, and she was commanded by Captain Josiah Cressy, of 
 Marblehead. She made the passage from New York to San Francisco 
 in eighty-nine days, a passage never surpassed and only twice equalled,— 
 once by herself, and once by the Andrew Jackson in 1860. In this 
 passage she made her famous run of 374 miles while steering to the 
 northward and westward under topgallant sails after rounding Cape 
 Horn. This was the fastest day's run under steam or sail up to that 
 time exceeding by 42 miles the best run then made by an Atlantic 
 steamship. This triumph caused the greatest excitement throughout 
 the country. Her owners had her log printed in gold on white silk tor 
 
 distribution among their friends. i i r- • n at- ^ ri 
 
 Another fast New York clipper, also owned by Grinnell, Minturn Uw 
 & Co., and built by Donald McKay of Boston, was the Sovereign of ^^''''^^^^ 
 the Seas, 2,421 tons, launched June, 1852. This very beautiful and 
 powerful vessel, commanded by Captain Lauchlan McKay, brother of 
 Donald McKay, left New York for San Francisco in August, 1852, 
 with freight for which she would receive $84,000,— flour then being 
 worth $44 a barrel in San Francisco. Discharging her cargo, she went 
 to Honolulu and loaded with oil for New York, reaching there m 
 eighty-two days,— a passage never equalled. For 10,000 miles she 
 sailed without tacking or wearing, and in ten consecutive days made 
 3,300 miles. Later she sailed from New Y^ork to Liverpool in thirteen 
 days, nineteen hours, the passage from the Grand Banks to Liverpool 
 taking five and a half days. 
 
 The largest of all the clipper ships was the Great Republic, which was < • ''^ «? . 
 built by Donald McKay, her first owner, at Boston, and later bought '^'/'"^^'^ 
 by A. A. Low & Brother, of New York. She was 325 feet long, 53 feet 
 beam, 38 feet deep, of 4,555 tons burden. She had, when launched, four 
 decks and four masts, and carried a crew of 100 men and 30 boys. 
 She carried 15,653 yards of sail, and used in building 1,500,000 feet of 
 hard pine, 986,000 feet of white oak, 336 tons of iron bolts, and 56 
 tons of copper. She was burned during a fire at New York, December 
 26, 1853, and was rebuilt so that her tonnage was reduced to 3,357 
 and her decks to three. She made a passage to San Francisco in 
 ninety-two days. She went under the English flag, and made a voyage 
 from St. John to Liverpool in fourteen days. In 1872 she sprang a 
 leak, and was abandoned at sea. 
 
 r 
 
 1 
 
JdJ 
 
 CLIPPER SHIP "DREADNOUGHT," OFF TUSKAR LIGHT. 
 12H days from New York on her celebrated passage into dock at Liverpool in 13 days 
 11 hours, December, 1854. Built at Newburyport in 1853 by Currier & Townsend for 
 David Ogden «fe Co., of New York. Made the passage from Sandy Hook to Queens- 
 town in 9 days and 17 hours, under Captain Samuel Samuels. Length, 200 feet; ton- 
 nage, 1,413. (Collection of Boston Marine Society.) 
 
 .\ 
 
 
 11 
 
 "GREAT REPUBLIC." 
 The largest of all clipper ships, built by Donald McKay, who first owned her, in 
 1853. Afterwards bought by A. A. Low & Brother, of New York. 325 feet long, 53 feet 
 beam, 38 feet deep, and of 4,555 tons burden. December 26, 1853, a great conflagration 
 in New York set fire to her. and she was burned to the water's edge. She was later 
 rebuilt and made the record time from New York to the equator of 15 days, IS hours. Cape 
 Horn in 48 days, and San Francisco in 92 days. (Collection of Arthur Williams, Jr.) 
 
 SHIPS AND SHIPPING OF OLD NEW YORK 
 
 59 
 
 A list of those interested in shipping during the first half of the 
 century would include the name of almost every merchant of conse- 
 quence in New York at the time. In the early part of the century the 
 city experienced what has been called the New England invasion, 
 when there came from New England a surprising number of those who 
 later became New York's leading shipping merchants. Their success 
 was due largely to the valuable experience they gained while in the 
 employ of New England merchants and capitalists, who in the early 
 days owned most of the shipping of the country. 
 
 Among the New Englanders who had successful careers in New Y^ork 
 was Jonathan Goodhue, who was brought up in the counting-room of 
 Hon. John Norris, one of the most wealthy and enterprising of Salem 
 merchants. For him Goodhue served as supercargo on a voyage 
 to the Red Sea; and later, when he started business in New York, he 
 retained Mr. Norris's patronage and enjoyed a large part of the business 
 of Joseph Peabody of Salem and Hon. William Gray of Boston, both 
 eminent ship-owners. With Pelatiah Perit he formed the firm of 
 Goodhue & Co., and for many years did a very large commission business. 
 Many clerks of the firm went out to St. Petersburg, Calcutta, Canton, or 
 London, started business, and opened relations with Goodhue & Co. 
 The firm for many years was agent for the Black Ball Line of Liverpool 
 packets. 
 
 Moses H. Grinnell, born in New Bedford in 1803, was a typical 
 New Y^ork shipping merchant. When under twenty years of age, he 
 went to Rio de Janeiro as supercargo, sold his goods profitably, took a 
 cargo of coffee to Trieste, sold it, then left his ship for a business trip 
 through Europe. On his return he settled in New York, and became 
 a partner in the great shipping house, Grinnell, Minturn & Co., 
 soon known all over the world. This firm probably built more ships 
 than any other American firm, — it had two great packet lines, one to 
 London, one to Liverpool, — and much of its success was due to the 
 enterprise and courage of Moses H. Grinnell. 
 
 One of the most famous China houses was that of N. L. & G. 
 Griswold (nicknamed No Loss and Great Gain Griswold). The 
 Griswolds came from Old Lyme, Conn., in 1794, when just of age, and 
 entered the West India trade, shipping flour and importing rum and 
 sugar. They entered the China trade, and there was probably not a 
 grocery store in the country in which tea packages marked "Ship 
 Panama N. L. & G. G." were not a staple article. The firm had three 
 vessels in turn named Panama. Many men afterwards famous mer- 
 chants went to Canton as supercargoes for this firm, among whom 
 were John N. A. Griswold and John C. Green of Russell & Co. 
 
 In those days the duty on tea was enormous, twice its cost in Canton; 
 but the government did not insist on the payment of duties for nine, 
 twelve, or eighteen months, giving merchants time to sell their cargo 
 and make another venture with the proceeds before paying the duty. 
 John Jacob Astor had several vessels operating this way, so that for 
 from eighteen to twenty years he had what w as virtually an interest- 
 
 Shipping 
 yierchanU 
 of the Sail 
 Era 
 
 i 
 
 Jonathan 
 Goodhue 
 
 Moses II . 
 Grinnell 
 
 .V. L. «{- 
 
 G. Griswold 
 
 
60 
 
 SHIPS AND SHIPPING OF OLD NEW YORK 
 
 free loan from the government of $5,000,000. He was prudent and lucky, 
 and so large a government loan did not ruin him, as it did many others. 
 
 One of the most prominent tea houses was Thomas H. Smith & Sons, 
 who, starting out with a few thousands, imported teas so heavily that, 
 when they failed, they owed the government $3,000,000, not a cent 
 of which was ever paid. This failure upset the tea business for five 
 years, and involved almost every one so engaged. The firm had an 
 enormous tea store on South Street at Dover Street, which extended 
 through to Water Street and was one hundred feet wide. It was one 
 of the sights of the city when built. 
 Hoidand tl The firm of G. G. & S. S. Rowland, afterwards Rowland & Aspin- 
 
 Anpinivall wall, did an enormous shipping business, especially on the Pacific 
 coast, though they were also interested in trade with the East and 
 West Indies, England, and the Mediterranean. They owned several 
 Liverpool packets, — at least seventeen or eighteen vessels in all. They 
 did an extensive business with Venezuela, and to the Pacific sent car- 
 goes valued as high as $250,000. These cargoes consisted of all kinds 
 of small wares, dry goods, ironware, steel, provisions, gunpowder, 
 muskets, Chinese shawls, — in fact the stock of a country store. 
 
 W. R. Aspinwall left the active management of the affairs of Rowland 
 & Aspinwall in 1850-1851 to go into the Pacific Railroad and Steam- 
 ship Company. Re founded the city of Aspinwall, and eventually 
 gained great wealth through operations in California. 
 
 A, A. Low One of the last of the old-time New York merchants was A. A. Low, 
 <£• Brother son of Seth Low of Gloucester, Mass. Re started out as clerk for a 
 Salem merchant who traded with South America. In 1833 he went 
 to Canton as clerk for Russell & Co., the largest American house in 
 China. In four years he was admitted to the firm, and remained with 
 it three years. Re then returned to New York and began his own 
 business, which became the great house of A. A. Low & Brother. Re 
 immediately started on a large scale, built many vessels and added 
 to his great fleet by buying others. Re was uniformly successful, 
 and never lost a ship until the Alabama began her depredations. 
 Then two were burned. In 1860, when trade was opened with Japan, 
 Mr. Low was one of the first to enter it. The firm included his younger 
 brother, Josiah B., and his brother-in-law, Edward R. R. Lyman, and 
 they occupied a counting house on Burling Slip. At this period most 
 of the leading shippers were depositors with the Bank of the Manhattan 
 Company. 
 
 Conrlitsinn The year 1853 marked the height not alone of clipper shipbuilding, 
 but also the high tide of the American deep-sea merchant marine. 
 Forty-eight clippers were added to the California fleet that year, and 
 more the following years. Clippers had captivated the imagination 
 of the public, and every one with money to invest wanted to put it into 
 one. For a while the discovery of gold in Australia helped to keep 
 this great fleet busy. R. W. Cameron had a line from New York to 
 Melbourne which employed eight or ten of the finest ones, and a number 
 of them were chartered in England to run from there to Australia. 
 
 ^^* 
 
 SHIPS AND SHIPPING OF OLD NEW YORK 
 
 61 
 
 .1 
 
 J 
 
 W 
 
 During the Crimean War they were used to transport troops, but, when 
 the financial depression of 1857 came, it was evident that shipbuilding 
 had been overdone. The California freight rate fell to $10 a ton, and 
 American vessels lay idle for months in Manila Bay, Rong-Kong, 
 Foochow, Shanghai, and Calcutta. 
 
 Americans made the mistake, moreover, of continuing to build 
 wooden sailing vessels after the era of steam and iron had arrived. 
 In the decade between 1850 and 1860 the proportion of ocean freight 
 carried by steam had risen from 14 per cent, to 28 per cent. So far as 
 we then knew, we had no great deposits of iron and coal, and we believed 
 England had the advantage. Had it not been for the Civil War, we should 
 perhaps have adjusted ourselves to changed conditions; but the Alabama 
 and other Southern cruisers virtually drove our flag from the sea. 
 
 Internal progress, too, attracted more and more the attention of 
 the far-sighted, shrewd, capable business men of America. Inter- 
 communication was made easier by the coming of the railroad and the 
 telegraph, so that it was more profitable to engage in manufacturing 
 and internal distribution. The carrying trade fell into other hands, 
 particularly England's, and at the close of the Civil War our oversea 
 merchant marine had practically disappeared from the seas. Many 
 of the old merchants had entered other and more profitable lines of 
 industry, and the few who remained in the shipping industry were 
 content to use foreign bottoms. 
 
 And here we leave the story of the ships and shipping of old New 
 York, which we have briefly sketched. We have seen the rise, culmina- 
 tion, and decadence of the city's oversea trade; and to-day we look 
 toward the dawn of a new era which promises much for the re-establish- 
 ment of the American merchant marine and for the securing again 
 of our share of the foreign trade of the world. 
 
 New York Harbor about 1849. 
 
 (Collection of Percy R. Pyne, 2d.) 
 
t 
 
 I 
 
 AUTHORITIES 
 
 The author desires to acknowledge his indebtedness to the follow- 
 ing authorities which have been used in the preparation of this 
 brochure : — 
 
 "American Merchant Ships and Sailors," W. J. Abbot. 
 
 "Autobiography," Jacob Barker. 
 
 "A History of American Manufactures, J. L. Bishop. 
 
 "History of the State of New York," J. R. Brodhead. 
 
 "One Hundred Years of American Commerce," Chauncey Depew. 
 
 "Clipper Ship Era," Arthur H. Clark. 
 
 "Jasper Danckaerts' Journal," edited by James and Jameson. 
 
 "The Dutch and Quaker Colonies in America," John Fiske. 
 
 "Autobiography," R. B. Forbes. 
 
 "China Trade," R. B. Forbes. „ „ c. ^ 
 
 "New York City and Vicinity during the War of 1812-15. R. S Guernsey. 
 
 "American Historic Preservation Society, Appendix B, fc. H. UaU. 
 
 "Narratives of New Netherland," J. F. Jameson. 
 
 "The Dutch Founding of New York," T. A. Janvier. 
 
 "InOldNew York," T. A. Janvier. ,„,,.»* u ** r- 
 
 "Historic Buildings now Standing in New York," Bank of the Manhattan Company. 
 
 "History of the City of New York," Mrs. M. J. R. Lamb. 
 
 "History of Merchant Shipping and Ancient Commerce, \\. S Lindsay. 
 
 "A Short History of the English Colonies in America, Henry Cabot Lodge. 
 
 "The China Clippers," Basil Lubbock. 
 
 "The American Merchant Marine," W. L. Marvm. 
 
 "History of New York Ship Yards," John H. Morrison. 
 
 "History of American Steam Navigation," John H. Morrison. 
 
 "Tribute to Memory of Moses H. Grinnell," New \ork Chamber of Commerce. 
 
 "Tribute to Memory of Abiel A. Low," New York Chamber of Commerce 
 
 "Beginning of New York's Commerce," New York Commercial Tercentenary Com- 
 
 mission. . /-v.^^ n i 
 
 "Documentary History of New York," Edmund O Callaghan. 
 
 "New York," T. Roosevelt. , „ ^, , 
 
 "The Old Merchants of New York City." Walter Barrett, Clerk. 
 
 "The United States of America," N. S. Shaler. 
 
 "American Merchant Marine," John R. Spears. 
 
 "In Olde New York," C. B. Todd. 
 
 "Story of New York," C. B. Todd. 
 
 "Historyof New York," Valentine. , „ ,, , ,. 
 
 "Manual of Corporation of City of New York Valentine. 
 
 "The Memorial History of the City of New York from its First Settlement to the 
 
 Year 1892," J. G. Wilson. 
 "New York Old and New." R.R.Wilson. 
 
 "Narrative and Critical History of America, Justin Winsor ^^ „ m T R 
 
 And various magazine articles by T. A. Janvier, Henry P. Johnson. Mrs. M. JJl. 
 
 L^Xand G. W. Sheldon, in the Magazine of American History, Harpers 
 
 Monthly, and Cosmopolitan. 
 
 /■ 
 
 
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