class="x-ebookmaker-pageno" title="Page 10" id="pgepubid00030"/>for England. There she would be sold, her crew making their way home in other ships, and her purchase money expended in articles needed in the colonies. This was the ordinary practice, and with vessels sold abroad so soon after their completion the shipyards must have been active to have fitted out, as the records show, a fleet of fully 280 vessels for Massachusetts alone by 1718. Before this time, too, the American shipwrights had made such progress in the mastery of their craft that they were building ships for the royal navy. The "Falkland," built at Portsmouth about 1690, and carrying 54 guns, was the earliest of these, but after her time corvettes, sloops-of-war, and frigates were launched in New England yards to fight for the king. It was good preparation for building those that at a later date should fight against him.

Looking back over the long record of American maritime progress, one cannot but be impressed with the many and important contributions made by Americans—native or adopted—to marine architecture. To an American citizen, John Ericsson, the world owes the screw propeller. Americans sent the first steamship across the ocean—the "Savannah," in 1819. Americans, engaged in a fratricidal war, invented the ironclad in the "Monitor" and the "Merrimac," and, demonstrating the value of iron ships for warfare, sounded the knell of wooden ships for peaceful trade. An American first demonstrated the commercial possibilities of the steamboat, and if history denies to Fulton entire precedence with his "Clermont," in 1807, it may still be claimed for John Fitch, another American, with his imperfect boat on the Delaware in 1787. But perhaps none of these inventions had more homely utility than the New England schooner, which had its birth and its christening at Gloucester in 1713. The story of its naming is one of the oldest in our marine folk-lore.

"See how she schoons!" cried a bystander, coining a verb to describe the swooping slide of the graceful hull down the ways into the placid water.

SCHOONER-RIGGED SHARPIE

"A schooner let her be!" responded the builder, proud of his handiwork, and ready to seize the opportunity to confer a novel title upon his novel creation. Though a combination of old elements, the schooner was in effect a new design. Barks, ketches, snows, and brigantines carried fore-and-aft rigs in connection with square sails on either mast, but now for the first time two masts were rigged fore and aft, and the square sails wholly discarded. The advantages of the new rig were quickly discovered. Vessels carrying it were found to sail closer to the wind, were easier to handle in narrow quarters, and—what in the end proved of prime importance—could be safely manned by smaller crews. With these advantages the schooner made its way to the front in the shipping lists. The New England shipyards began building them, almost to the exclusion of other types. Before their advance brigs, barks, and even the magnificent full-rigged ship itself gave way, until now a square-rigged ship is an unusual spectacle on the ocean. The vitality of the schooner is such that it bids fair to survive both of the crushing blows dealt to old-fashioned marine architecture—the substitution of metal for wood, and of steam for sails. To both the schooner adapted itself. Extending its long, slender hull to carry four, five, and even seven masts, its builders abandoned the stout oak and pine for molded iron and later steel plates, and when it appeared that the huge booms, extending the mighty sails, were difficult for an ordinary crew to handle, one mast, made like the rest of steel, was transformed into a smokestack—still bearing sails—a donkey engine was installed in the hold, and the booms went aloft, or the anchor rose to the peak to the tune of smoky puffing instead of the rhythmical chanty songs of the sailors. So the modern schooner, a very leviathan of sailing craft, plows the seas, electric-lighted, steering by steam, a telephone system connecting all parts of her hull—everything modern about her except her name. Not as dignified, graceful, and picturesque as the ship perhaps—but she lasts, while the ship disappears.

But to return to the colonial shipping. Boston soon became one of the chief building centers, though indeed wherever men were gathered in a seashore village ships were built. Winthrop, one of the pioneers in the industry, writes: "The work was hard to accomplish for want of money, etc., but our shipwrights were content to take such pay as the country could make," and indeed in the old account books of the day we can read of very unusual payments made for labor, as shown, for example, in a contract for building a ship at Newburyport in 1141, by which the owners were bound to pay "£300 in cash, £300 by orders on good shops in Boston; two-thirds money; four hundred pounds by orders up the river for tim'r and plank, ten bbls. flour, 50 pounds weight of loaf sugar, one bagg of cotton wool, one hund. bushels of corn in the spring; one hhd. of Rum, one hundred weight of cheese * * * whole am't of price for vessel £3000 lawful money."

By 1642 they were building good-sized vessels at Boston, and the year following was launched the first full-rigged ship, the "Trial," which went to Malaga, and brought back "wine, fruit, oil, linen and wool, which was a great advantage to the country, and gave encouragement to trade." A year earlier there set out the modest forerunner of our present wholesale spring pilgrimages to Europe. A ship set sail for London from Boston "with many passengers, men of chief rank in the country, and great store of beaver. Their adventure was very great, considering the doubtful estate of affairs of England, but many prayers of the churches went with them and followed after them."

By 1698 Governor Bellomont was able to say of Boston alone, "I believe there are more good vessels belonging to the town of Boston than to all Scotland and Ireland." Thereafter the business rapidly developed, until in a map of about 1730 there are noted sixteen shipyards. Rope walks, too, sprung up to furnish rigging, and presently for these Boston was a centre. Another industry, less commendable, grew up in this as in other shipping centres. Molasses was one of the chief staples brought from the West Indies, and it came in quantities far in excess of any possible demand from the colonial sweet tooth. But it could be made into rum, and in those days rum was held an innocent beverage, dispensed like water at all formal gatherings, and used as a matter of course in the harvest fields, the shop, and on the deck at sea. Moreover, it had been found to have a special value as currency on the west coast of Africa. The negro savages manifested a more than civilized taste for it, and were ready to sell their enemies or their friends, their sons, fathers, wives, or daughters into slavery in exchange for the fiery fluid. So all New England set to turning the good molasses into fiery rum, and while the slave trade throve abroad the rum trade prospered at home.

Of course the rapid advance of the colonies in shipbuilding and in maritime trade was not regarded in England with unqualified pride. The theory of that day—and one not yet wholly abandoned—was that a colony was a mine, to be worked for the sole benefit of the mother country. It was to buy its goods in no other market. It was to use the ships of the home government