Up and down the Eastern seaboard during the 1850s, American shipyards constructed numerous large wooden merchant sailing vessels that formed the backbone of the commercial shipping industry. This comprehensive volume appraises in minute detail the construction of these ships, outlining basic design criteria and enumerating and examining every plank and piece of timber involved in the process, including the keel, frames, hull and deck planking, stanchions, knees, deck houses, bulworks, railings, interior structures and arrangements. More than 150 illustrations illuminate the size, shape, location and pertinent specifics of each item. Complete with a glossary of contemporary industry terms, this work represents the definitive study of the mid-nineteenth century's great American-built square rigged ships.

This book describes the intricacies of the construction and fabrication more than 150 years ago of masts and yards installed in American merchant vessels, particularly those spars which were "built" or composed of multiple pieces bound together by iron bands. These were referred to as "made" spars as opposed to spars constructed from a single tree. It also contains instructions for developing the shape and proportions of various spars. Very little information is available on this subject. Generally, the external sizes of individual spars can be found but intimate details are sorely neglected. In addition, the book includes the spacing and location of masts in a ship, and the rake, and it discusses the types of wood that are most desirable in the construction of spars.

A history of the American Steel Barge Company and the vessels that it built and operated. The whaleback ship reflected the experiences of its inventor, Captain Alexander McDougall, who decided in the 1880s that he could build an improved and easily towed barge cheaply by using the relatively unskilled labor force available in his adopted hometown of Duluth, Minnesota. Captain McDougall’s dream resulted in the creation of the American Steel Barge Company. From 1888 to 1898, the American Steel Barge Company built and operated a fleet of forty-four barges and steamships on the Great Lakes and in international trade. These new ships were considered revolutionary by some and nautical curiosities by others. Built from what was then a high tech material (steel) and powered by state-of-the-art steam machinery, their creation in the remote north was a sign of industrial accomplishment. In Whaleback Ships and the American Steel Barge Company, Roger C. Pellett explains that the construction of these ships and the industrial infrastructure required to build them was financed by a syndicate that included some of the major players active in the Golden Age of American capitalism. The American Steel Barge Company operated profitably from 1889 through 1892, each year adding new vessels to its growing fleet. By 1893, it had run out of cash. The cash crisis worsened with the onset of the Panic of 1893, which plunged the country into a depression that mostly halted the ship-building industry. Only one shareholder, John D. Rockefeller, was willing and able to invest in the company to keep it afloat, and by doing so he gained control. When prosperity returned in 1896, the interest in huge iron ore deposits on the Mesabe Range required larger, more efficient vessels. In an attempt to meet this need, the company built another vessel that incorporated many whaleback features but included a conventional Great Lakes steamship bow. Although this new steamship compared favorably with vessels of conventional design, it was the last vessel of whaleback design to be built. Whaleback Ships and the American Steel Barge Company objectively examines the design of these ships using the original design drawings, notes the successes and failures of the company’s business strategy, and highlights the men at the operating level that attempted to make this strategy work. Readers interested in the maritime history of the Great Lakes and the industries that developed around them will find this book fascinating.

Without effective and durable hull fastenings, boats and ships—from the earliest days of seafaring through the twentieth century—could not have plied the seas. In this second edition of Ships’ Fastenings: From Sewn Boat to Steamship, author Michael McCarthy amplifies and extends his thorough treatment of the parts that hold the boat together, offering fascinating descriptions of a range of techniques that span from sewn-plank boats of the ancient world and Micronesia to Viking ships, Mediterranean caravels, nineteenth-century ocean clippers, and even steamships. To further contextualize this comprehensive account, McCarthy provides a history of many of the discoveries and innovations that accompanied changes in the kinds of fastenings used and the ways they were secured. He discusses copper sheathing, metallurgy, the advent of Muntz metal, rivets of all types, welding in the ancient and modern sense, and the types of non-magnetic fastenings needed on World War II minesweepers. He even takes a glance at the development of underwriting and insurance, because the registries kept by Lloyd’s and others provided not only guides to the suitability of a particular ship but also dictated the form and method of fastening. A boon to shipbuilders, historians, and archaeologists, Ships’ Fastenings is also a valuable guide for the enthusiast and amateur boat builder.

Pushed out of the South as Reconstruction ended and as white landowners, employers, and “Redeemer” governments sought to reestablish the constraints of slavery, thousands of African Americans migrated west in search of better opportunities. As the first well-known all-black community on the plains, Nicodemus, Kansas, became a national exemplar of black self-improvement. But Nicodemus also embodied many of the problems facing African Americans during this time. Diverging philosophies within the community, Charlotte Hinger argues, foretold the differences that continue to divide black politicians and intellectuals today. At the time Nicodemus was founded, politicians underestimated the power of African American voters. But three of the town’s black homesteaders—Abram Thompson Hall, Jr., Edward Preston McCabe, and John W. Niles—exerted extraordinary influence over county, state, and national politics. Hinger examines their divergent strategies for leading their community and for relating to white people, which reflected emerging black worldviews across the United States as African Americans grappled with the responsibilities accompanying their new freedom. Hall supported racial uplift, McCabe insisted on achieving equality through politics and legislation, and Niles advocated reparations for slavery. Hall and McCabe, both northerners, had distinguished educations, while Niles, a former slave, was a gifted orator. Their differing approaches to creating a new civilization on the prairie, seeking justice for blacks, and improving the situation of Nicodemus citizens roiled Kansas politics, already in turmoil over temperance and woman’s suffrage. Nicodemus was a microcosm of all the issues facing black Americans in the late nineteenth century, and Hall, McCabe, and Niles are archetypes for powerful philosophies that have persisted into the twenty-first century. This study of their ideas and the ways they shaped Nicodemus offers a novel perspective on the most famous post–Civil War African American community in the West.

"The book documents the maritime history and the 2018/2019 archaeological fieldwork and laboratory and historical research to identify the wreck of notorious schooner Clotilda in Mobile Bay. Clotilda was owned by Alabama businessman Thomas Meaher, who, on a dare, equipped it to carry captured Africans from what is now Benin and bring them to Alabama in 1860, some fifty years after the import of the enslaved was banned. The boat carried perhaps 110 Africans, and, on approaching Mobile Bay, the captives were unloaded and dispersed by river steamer/s to plantations upriver. To hide the evidence, Clotilda was set afire and sunk. Apparently, the site of the wreck was an open secret but lost from memory for a time. Various surveys through the years failed to locate the ship. In 2018, Al.com reporter Ben Raines identified a shipwreck near Twelvemile Island, and the story attracted international attention. Researcher partners, including Delgado and coauthors in the crew, determined that this was not the Clotilda. In 2019, on another investigative mission to locate the Clotilda, Delgado and crew compared the remains of a schooner and determined that it was the Clotilda. The Alabama Historical Commission and the descendent community of Africatown, where survivors of the Clotilda made their lives post-Emancipation, are making plans for commemoration of the site and the remains of the ship, if it is possible to salvage and preserve out of water. The book takes two tacks. First it serves as a nautical biography of Clotilda. After reviewing the maritime trade in and out of Mobile Bay, it places the Clotilda within the larger landscape of American and Gulf of Mexico schooners and covers its career before being used as a slave ship. Delgado et al. reconstruct Clotilda's likely appearance and characteristics. The second tack is the archaeological assessment of the wreck. The book also places the wreck within the context of a ship's graveyard in a "back water" of the Mobile River. Delgado et al. discuss the various searches for Clotilda. Detailing of the forensic and other analyses shows how those involved concluded that this wreck was indeed the Clotilda"--

“[Sledge] rightfully celebrates and affirms the southern sea’s enriching past and gives readers reason to want for its wholesome and meaningful future.” —Jack E. Davis, Pulitzer Prize–winning author of The Gulf: The Making of an American Sea The Gulf of Mexico presents a compelling, salt-streaked narrative of the earth’s tenth largest body of water. In this beautifully written and illustrated volume, John S. Sledge explores the people, ships, and cities that have made the Gulf’s human history and culture so rich. Many famous figures who sailed the Gulf’s viridian waters are highlighted, including Ponce de León, Robert Cavelier de La Salle, Francis Drake, Elizabeth Agassiz, Ernest Hemingway, and Charles Dwight Sigsbee at the helm of the doomed Maine. Gulf events of global historical importance are detailed, such as the only defeat of armed and armored steamships by wooden sailing vessels, the first accurate deep-sea survey and bathymetric map of any ocean basin, the development of shipping containers by a former truck driver frustrated with antiquated loading practices, and the worst environmental disaster in American annals. Occasionally shifting focus ashore, Sledge explains how people representing a gumbo of ethnicities built some of the world’s most exotic cities—Havana, way station for conquistadores and treasure-filled galleons; New Orleans, the Big Easy, famous for its beautiful French Quarter, Mardi Gras, and relaxed morals; and oft-besieged Veracruz, Mexico’s oldest city, founded in 1519 by Hernán Cortés. In the modern era the Gulf has become critical to energy production, fisheries, tourism, and international trade, even as it is threatened by pollution and climate change. The Gulf of Mexico is a work of verve and sweep that illuminates both the risks of life on the water and the riches that come from its bounty.