american clipper sailboat

The Great Clippers (1820-1870)

Introduction.

For once, we left the guns to rest, and turn the bar back in time, with one of the most glorious page of sail: A long tradition that still is revered around the world, maintained by naval schools and living museums: The magnificent Tall ships and the invention of trading race: The great clippers are unleashed !

This was before steam definitively ruled the seas, when it was still dirty, noisy and unreliable, sometimes bordering to dangerous. The oceanic nobility of the time were wooden cathedrals of sail, champions of rival trade companies that made the headlines, turned the heads and drew unapologetic cheers. The prize ? The freshest tea from India up to London’s docks…

Captains, ship-owner and architects raised as the superstars of their day, empires betting their fortune on the finest pure-breeds, with names carried with pride as an invitation to compete, fine lines, fiery temper, daring prows ready to cut the seas and break records. But clippers were also a way to revolutionize naval architecture, by searching for -empirically- the best hull shape and water lines.

They influenced naval construction to this day, also allowing frigates to be faster and mixed vessels to reach good speeds while under sail, often a viable alternative to mediocre or dangerous early steam powerplants. From 1869 and the opening of the Suez canal, clippers demand fell whereas the first composite vessels appeared, soon to be replaced by 1880s iron-hulled ships.

And when this ended, it went on with human cargo, immigrants to the US and South America or Australia. Here, from 1820 to 1870 follows the harrowing legends of half-century sailing at its very best, with the British, American and Australian clippers that made history. Follow us in that adventure !

History of clippers

The term itself was controversial. “Clipper” could either be likened to “to clip”, cut, cross quickly, or get close to an marine slang term for the “pinnacle” of its field, a thoroughbred of the seas as it was also associated with race horses. It was influenced by Dryden, the English poet that first used it to describe the swift flight of a falcon in the 17th century.

Origins (1770)

Still, Clippers had common characteristics, including a generous sailing area, elongated hull with fine shapes at both ends. In short, and at the very moment when the steamers might dethrone them, the Clippers represented an effective alternative, albeit subject to the vagaries of the weather, but much more efficient, increasing delivery speed as more important as the payload capacity.

The sailing clippers were therefore justified for carrying goods with high added value, and the buyers were ready to pay premiums and colossal fees to the first stocks arrived. Hence the highly competitive nature of these “trading regattas”. The British and the Americans held the highest position during those years from 1820 to 1860. The other Europeans followed, and the big four-master or five-master square or schooners iron ships succeeded them until the 1930s.

Alan Villiers describe the opinion of most sailors as being “sharp-lined, built for speed (…) tall-sparred and carrying the utmost spread of canvas”. Added to very fine lines that went against carrying capacity, the ships had skysails and moonrakers on the masts plus studding sails on booms and extra manpower. The true first clippers has been the topsail schooners developed in the Chesapeake Bay right before the American Revolution, which took a prominent part in the war of 1812. Their early inspirations has been French luggers operating in the Caribbean. After this war, American clippers started to link with China and India, bearing some resemblance to the small and sharp-bowed British “opium clippers” in the 1830s. “Baltimore clippers” continued to be built, this time for American companies willing to engage in the China opium trade until 1849 when it was no longer profitable.

The early clippers (1830)

The first post-Baltimore ship, also considered as the first proper “clipper” was an enlarge model called Ann McKim , built in 1833 at Kennard & Williamson shipyard, displacing 494 tons OM, with a sharply raked stem, counter stern and square rig. She is frequently assimilated as the “first clipper” but appeared at a time ships were still bulky and was its own breed, but her influence can’t be denied.

Not to be undone, old Europe made a clipper, through Scottish yard Alexander Hall and Sons, innovating with a new kind of prow, soon to be called “Aberdeen clipper bow”. This first “Aberdeen clipper” was the Scottish Maid (1839). She displaced 150 tons OM only, but built to compete against steamers on the lucrative Aberdeen-London trade. Since the distance was short she did not need to be taller. Her hull was the work of passionate designers, the Hall brothers, which tested multiple hulls shape in a water tank. 1836 tonnage regulations were also taken in account. In effect, Extra length above this level was tax-free, which motivated greatly the construction of more Clippers. These first European clippers were indeed those trading between the British Isles.

The 1840s saw the gradual appearance of much larger clippers, tailored to carry from the far east tea, opium, spices and other precious goods. Larger, they were to went through notoriously difficult cape of good hope without too much harm and then race through the Indian ocean. In the USA the first of these was the Akbar (1839), 650 tons OM, followed by the Houqua (1844), 581 tons OM, for tea. Opium clippers were generally smaller, such as the Ariel (1842) 100 tons OM.

Extreme clippers (1845)

The New Yorker 1845 Rainbow , 757 tons OM is now seen widely as the first “extreme clipper”: Large hull with very fine lines, lost of sail area. The Rainbow was really sacrificing cargo capacity for speed. More on the detail below.

Extreme Clippers would flourish between 1845 and 1855, before changes of regulations and more reliable steamers among others made them less profitable. Already there were concerned in 1850 these ships were too uncompromising and costly, therefore Medford, in Massachusetts, launched what is often compared as the first “medium clipper”, the Antelope of Boston (1851). It was a compromise, combining large stowage capacity with yet still good sailing qualities. They certainly made more profit on payload on less expensive goods which freshness was not an issue. This new breed ultimately replaced extreme clippers. Companies still kept some more for the prestige and as a flagship than to make profit as per se. By 1856, none was built anymore. Their shine lasted for just ten years but they will certainly raised the clipper as a genre, as far as possible by using sailing power. No ship that fast and with that tonnage was ever built afterwards.

The golden age of clippers (1850-60)

From 1859 a brand new British clipper appeared, in total contrast with the American ships. From 1859 were still extreme clippers, with a sleek, graceful appearance and lower sheer and freeboard, as bulwarks and narrower. They were the supreme athletes of the seas, and nothing was too fine to win the ultimate race of the time: On the China tea trade route. The first of these was aptly named the Falcon , that year of 1859. The last of these great China clippers (a name taken back for a famous seaboat of the 1930s) appeared in 1870 ad a year prior, the Suez canal was open. Only 25 to 30 of these clippers were launched at a rate of around four each year worldwide. The 1860s vessels, first generations, were of course all wooden but iron construction slowly but surely was making its way, heavier, but making the ships much stronger. In fact as the world’s leading industrial power, UK already built a flew ships in iron prior to 1859. Like frigates they were called “composites”. By 1863 the first composite tea clipper had iron spars inside its wooden hull plus copper sheathing for anti-fouling.

One of the last of these late 1860s Tea/Opium composite clippers was the Dumbarton-built Cutty Sark. The fall of this activity was gradual. First, the Emperor of China forbid importation of European goods and imposed payment in silver for tea. This was circumvented by the East India Company which produced and introduced Opium on the Chinese Market, with tremendous effect in the population, hence the Imperial ban and subsequent two opium wars. Apart Opium and tea, gradually passenger transport was thought just as profitable as wealthier gents opted for adventure and exoticism by embarking at any price on these majestic tall ships.

One such vessel converted to passengers and mail was the City of Adelaide , designed by William Pile of Sunderland (1864). But fast clippers carrying precious goods rarely exceeded 20 years of service. They were either worn out of progress made them obsolete. Apart some exploits like the Challenger carrying almost her own construction price with her tightly packed tea and precious silks load, Clippers were least and least profitable. The Australian City of Adelaide is the second and only surviving Clipper.

Californian Clippers The most prestigious and prolific Clipper builders and operators were the West Coast Yards. The great incentive was the 1848 gold rush . Americans but even Europeans flocked to California to try their luck. Rather than crossing a still untamed wild west by land, they preferred the faster route by sea, via the Cape Horn. Impoverished New Yorkers or Easterners in general despite the ticket high price, bet their own existence on this trip west. Californian clippers were therefore built to rally San Francisco to New York in record times, in four month, and gradually down to 90 days as the Clippers became better and better.

Of course the speed was showcased as an argument as tickets prices flamed up in some cases. In all, until 1855, some 144 clippers were built on the West coast. The champion became the Flying cloud, holding a record with 89 days. But in the 1860s extreme clippers left their place to medium clippers. McKay’s thoroughbred had a length-to-beam ratio of 6/1, which was much narrower than the usual 5/1. The Cloud measured 73 meter on the waterline, she was one of the largest. But the record holder of the largest clipper ever built went to the Great Republic, a 1853 McKay prestige vessel, displacing 4500 GRT for 400 ft (122 m) over all length.

Captains usually cheated by not allowing to reduced sail, even in heavy weather. They only reduced it when crossing the Cape Horn. However these ships on average rarely made more than 6-8 knots on the long run. Despite of this, Clippers, after disembarking passengers in San Francisco often went south, taking the eastern route to Asia and loading previous loads in Shanghai and other port, then sailing to Europe via the Good Hope Cape, and then back to the USA with more migrants. In two or three trips, the ship more than made up for the expenses of its construction and maintenance.

Outstanding and unmatched performances for trade ships

Due to their prolific sailing area, the great tea Clippers of the 1860s were the pinnacle of the genre, the fastest sailing trade ships ever built, up to over 16 knots (30 km/h) when the winds were favourable an the sea calm enough. 1900s iron-built windjammers sometimes approached those speeds, but only modern yachts beat them in terms of pure speed. By judging statistics of port-to-port liaisons, American clippers seemed at the top of this game and rule supreme. Donald McKay’s Sovereign of the Seas reached the unheard of, and record-holding speed of 22 knots (41 kph) on her way to Australia.

Even the best competitors of the the Great Tea Race of 1866 never approached that speed. Ten US-built Clippers raised to the hall of fame in terms of sustained speed over long distances. The Champion of the Seas for example once managed an astounding 465-nautical-mile (861 km) run in a single day (which held up until 1984). It was not uncommon for US-built Clippers to cover more than 700 km daily, on entire weeks. This of course was also linked to the skills of seasoned, brave and aggressive captains, showing outstanding feats of seamanship, flair and probably also luck. Clippers were also very safe, fortunately for their precious load. Their unmatched speed prevented them to be caught up and captured by pirates. Nothing was as fast, even oversailed cutters.

Back to the tea race, this year saw three clippers from rival companies competing: The Ariel, Teaping and Serica. The first to win earned an extra bonus of one pound per ton of precious cargo, the other down to 10 shilling. The 1863 Teaping was a 985 GRT composite clipper, and avid competitor of the tea races and in general this far east route until 1871, when the trade vanished. The Thermopylae and Cutty Sark were also other famous duellists, making the headlines. In 1866 the Taeping won by only 12 minutes over the Ariel, and only because the captain chose the more risky trip south. He took the risk, like many captains after him, to catch and hold as long as possible the dreaded Roaring Forties . This was the autobahn of the seas.

The fall of clippers (1870)

In the end, as the tea trade was no longer profitable, 1870s Clippers were used to carry passengers, migrants to the USA or between coasts and to Australia, notably for the wool trade. For long sea voyages, they were free of any space taken by coal of machines and thus carried more goods for the same size. A few routes were profitable, notably Boston to San Francisco, and to Australia, motivating Australia to built a few clipper in turn. The other traditional European shipbuilders also produced some fine clippers, notably in France and the Netherlands.

The Panic of 1857 started the downslide for Clippers. The disruption of the Secession war for international trade also, and gradual restrictions of trade in China, plus the rapidly moving nature of markets trades. In 1869, the opening of the Suez Canal made their fast trip round Africa useless and steamers, slower but more regular, were just better at making profit on the new route to the far east. A new breed appeared, the steam clippers , which fired their boilers and lowered their removable screw propeller each time the wind died. The weight and size of the steam engines and associated coal made these ships slightly bulkier and with less capacity, but this was compensated by their regularity on the long run. Some were also reconverted as had hoc frigates , like those of the American Civil War (mounting cannon, carronades, used for piracy, privateering, smuggling, or as blockade runners).

Clippers were not completely extinct after 1870s though. Composite steam clippers, arguably much slower but carrying more due to their stronger ans larger hull, proved more profitable. Soon, the rule of windjammers, three four and even five barque and schooners replaced he wooden wonders of the 1860s. In 1914, the numbers of sailing ships was still very impressive. U-Boat warfare soon condemned the tall ships trade which emerged depleted from the war. The last of these great ships slowly vanished in the interwar, such as the Preussen. Perhaps the last war action by a clipper was from the memorable Seeadler (1888), which proved that old school sailing privateers could be just as effective. As of today only one great classic clipper of the golden age survived: The Cutty Sark . Unfortunately despite such a rich history, no American clipper has survived.

Other countries

Australian clippers.

The 1851 gold rush in Australia motivated the construction of clippers. They were built in the USA, notably at the Californian McKay yards and many others, paid and exploited by British and Australian companies. They used the western winds, from Europe to the east, via the cape of good hope, reached Australia and came back loaded with Asian goods through the pacific south and the same winds via the cape Horn to Europe. The first was the composite clipper Marco Polo (1853), of 1622 GRT made in Canada. The same year, the British yard Robert Scott & Co delivered in 1853 at Greenock the Lord of the Isles, entirely in iron. She made London-Shanghai in 98 days, showing it was possible for an iron clipper to do just as good as wooden ones. She won the tea race of 1856. With a 7/1 ratio she often rolled badly in heavy weather so much so sailors nicknamed her the diving bell.

The most famous Australian clipper of that era was the James Baines (1850). Californian-built made Liverpool-Melbourne on a regular basis and her first crossing in 63 days. The Baines was launched on 25 July 1853 from the East Boston shipyard of Donald McKay yard, for the Black Ball Line (James Baines & Co.) of Liverpool. She reached the record-breaking speed of 21 knots in 1856 and under Captain C. McConnell made Boston-Liverpool in 12 days, 6 hours.

But soon she was beaten back by the Lightning , made by the same yard for the same company. Carrying wool to UK, she made the trip in 63 days and less hours, the world record. Her sail area was greater, with a mainmast reaching 50 m above the deck, 29 m wide for her largest sail, and 49 m wide with the addition of studding sails. She also made a record 24 hours run at 18.2 knots on average, over 432 nautical miles topping at 21 knots in several occasions. On the Australian line, thanks to the roaring 40, Australian Clippers had no competitors, especially packet boats and heavier medium mixed clippers. They stat active in the 1880s even after the opening of the Suez canal, which only shortened their trip for 900 miles, whereas the 4600 miles between Europe and Australia used western winds to best effect. Australian clippers therefore were the last in use anywhere in world, up to the 1890s. Of course, composite or iron-built clippers became the norm.

French Clippers

Called “Havrais” (Form the Havre, main French sailing trade port), or “Cap-Hornier” (in reference to Cape Horn), the French Clipper era preceded the tall ship traders, generally built in iron and then steel up to 1914. France has one of the finest clippers that roamed the seas, although their story is seldom known in the Anglo-Saxon world, to the point the very term “French clipper” equates a big interrogation point. We will try there to correct that issue.

Development of French Clippers was slower and later, mostly due to the lack of prospect for such trades. Only by seizing the colonial Empire of Indochina in the 1880s the French could deploy their own long range trading networks, taking advantage of classic Clippers. But by that time they were already composites and many had steam engines. North African colonies on the other hand did not required anything else than steamers, from 1830.

1870-90s: The French iron tall ships era. France, then far behind its partners in terms merchant tonnage (9th rank), implemented a resolute policy for promoting sail, by offering bonuses to yards, as their total absence of coal consumption made them interesting for carrying particular goods. Companies (called in French “armements”) such as Bordes , in Nantes, which launched in 30 years some 230 iron tall ships, specialized in carrying coal and cereals from the United States and nitrates from Chile. Of course the war of 1914 would cripple this fleet. Such sailing vessels were easy pickings, easy to spot and slow enough to be catch by a submarine and destroyed by gunfire. Nowadays France has a single of these medium iron clipper preserved for us to see, the 1890s nitrate carrier called the Belem , a familiar sight in tall ships events around the globe.

Brazilian Clippers

(To Come…)

Dutch Clippers

An example: The Kosmopoliet I, launched on 29 November, 1854 by Cornelis Gips and Sons (Dordrecht) for Gebr. Blussé of Dordrecht. She has been inspired by a medium-clipper model of 1852 showcased at an exhibition in Amsterdam by the Dutch lieutenant-commander M.H. Jansen. She carried both cargo and passengers, fully rigged with royals and skysails on three masts. On the line Netherlands-Java she made the trip in 89 days and later in 76, 74 and 77 days, whereas the normal trip would be 100 days and more. (More to Come…)

Read More/Src

en.wikipedia.org/wiki/Clipper_route en.wikipedia.org/wiki/Clipper http://www.navistory.com/navires-ere-industrielle.php http://www.baltimoreindustrytours.com/shipbuilding.php en.wikipedia.org/wiki/List_of_clipper_ships //fr.wikipedia.org/wiki/Cap-hornier //fr.wikipedia.org/wiki/Chantiers_de_la_Loire //fr.wikipedia.org/wiki/%C3%89tablissements_Ballande //fr.wikipedia.org/wiki/Armement_Bordes

Videos Docs

American Clippers

Baltimore clippers (1812).

These fast coasters mainly built at Baltimore from the 1770s were designed for trade around the thirteen colonies and the Caribbean Islands. They played their part in the independence, scouting for the insurgents, and were very fast thanks to their “V”-shaped cross-section below the waterline, strongly raked stem and masts. They could have been originated not from the east coast but from the Bermuda sloop, made for open ocean. The fact they were very fast and made for speed whereas used for trade with the full knowledge that time was money made them the first clippers.

During the 1812 war, Baltimore clippers rose to fame. There was yet a very young USN (13 october 1775), and alongside the famous “super frigates” of the USS Constitution class , Baltimore and other ports could offer privateers using Clippers. They were given letters of marque but traded, used as blockade runners, and many were captured by the British.

In addition many new such vessels were developed specifically for war: They were larger and faster yet heavily armed. Such ships were the Chasseur, Prince de Neufchatel and General Armstrong. Like battlecruisers they were designed to catch up any ships or skirmish with larger ones. Prince duelled with the much larger HMS Endymion, while Chasseur captured more vessels than the entire USN. The Royal Navy appreciated these clippers and used them after the war to chase off slave ships.

Rainbow (1845): The first “extreme clipper”

The Rainbow was in its time the fastest sailboat. It was built in New York on the plans of J.W. Griffith and officially held for a 750-ton barrel. She had most of the characteristics of clippers of his time, including concave or hollowed lines forward, a clear innovation at that time, now mainstream in ship construction.

The Rainbow with her magnificent and immense sailing area earned indeed the title of “first extreme clipper” awarded to the first real ship of this type, and the fastest, but it disappeared without a trace in 1848. The famous “America’s Cup” appeared just when this trade competition between England and the USA was at its highest. Both for long were the only cup participants, prolonging a long tradition.

Flying Cloud (1851): The fastest American clipper

One of the most famous clippers she was known first for her exceptional speed between New York and San Francisco, nailing one record at 89 days and 21 hours in 1851, and 1854 in 89 days 13 hours. The record stands until… 1989. She was Built at the McKay yard, East Boston, for Enoch Train (Train & Co) for $50,000, and repurchased, still on the slipway for $90,000 by Henry Walton Grinnell (Grinnell, Minturn & Co). One of the very first clippers designed by Donald McKay she was inspired by John Willis Griffiths designs and borrowed a lot from his previous Stage Hound , yet better streamlined overall.

Overall lenght: 235 US feet (71.6 m), 12.7 m (41.8 US feet) wide, 6.55 m (21.6 US feet) draft (2.5 m below beam). Displ. 1782 tons, 60 m (196 ft) mainmast tall over deck, figurehead showing a white and gold angel. Launched on April 15, 1851, she inspired a poem by Henry Longfellow.

Her first career (Capt. John Perkins Creesy and his wife, navigator Eleanor Creesy) was carrying candidates for the gold rush, on June 2, 1851 plus perishable foodstuffs, from New York to August 31, 1851 in San Francisco, in 89 days 21 hours despite storms and Cape Horn crossing, the doldrums, some damage along the way and an unruly crew. On July 31, she reached 18 knots and Eleanor Creesy calculated and average of 15 knots on 374 miles/24 hours. In 1853 she made another run in 105 days and later broke its own record on New York-San Francisco. From 1862, she sailed for James Baines & Co. with the Black Ball Line and by April 1871, resold to Harry Smith Edwards, South Shields. From Liverpool, she transported migrants to Australia. She was lost on June 19, 1874, loaded with cast iron, running aground, breaking in two off Saint-Jean (New Brunswick). Her cargo was sold and salvaged in 1874 but the wreck was burned.

Challenger (1851)

The Challenge is without a doubt the most beautiful and the fastest, the biggest clipper ever built in the USA. It was built at G.H. Webb yards in New York City in an effort to dethrone the mythical Flying Cloud, which was no small feat. The latter was considered unbeatable, and his record was already five years when the Challenge went to sea.

His owner, N.L. and G. Griswold, had him baptized during the greatest launching ceremony ever seen in New York. Huge, moving 2006 empty barrels, 70 meters long, its very solid hull had iron struts and was 51 cm wide at the waterline, the challenge was also the first to have three decks.

The apple of his great mast was 70 meters high, and the shape of his hull was the thinnest ever seen. Its black hull was embellished with a fine golden band, and ended with an eagle with spread wings, also gilded. Its interior fittings were extremely refined for a merchant ship, a “freighter” with current standards, with two accommodations for officers, another large room and an antechamber, 6 luxurious cabins in rosewood, panelled with carvings oak raised fine gilding.

The Challenge was designed for trade between California and China. It could also carry wealthy passengers. There was great hope in him and for his first crossing, it was entrusted to a celebrity of the time, Captain Robert H. Waterman, known to be the fastest on this road.

Her first trip would take him from New York to San Francisco, through Cape Horn, and Waterman was promised a $ 10,000 bonus if she could complete the course in 90 days. She made it in 108. For if the ship was sublime, her crew, force-picked up in the port, consisted mainly of false sailors and unreliable rabble attracted mainly by California gold. Thus, off Rio there was a mutiny, and the second was killed.

Officers promptly re-established order by harsh discipline and the journey continued in a heavy atmosphere. At Cape Horn, three sailors fell from the mizzen yard and died, and later, dysentery carried off 4 others. But on her first trip to China, Captain Land replaced Waterman, considered too tough, together with a better crew.

Challenge broke the record for a return trip in 34 days, but captain Land died on board. Pitts replaced him and made further trips. Rallying with Great Britain’s Wamphoa Tea, he set a new record in 105 days. The British admired the ship so much during her stay in UK her hull lines were carefully drawn for the admiralty.

In 1861 the proud ship was worn out. She was sold in Bombay as Golden City, and travelled between India and Hong Kong, then she sailed in 1866 for Wilson and Co. of Britain between Bombay and Java. At the Cape of Good Hope, a rogue wave swept over the back and carried off all her officers. She often ended her travels with part of her rig absent, as well as her crew.

The beautiful clipper was perhaps too finely made, fragile with a high rigging making her unstable and thus dangerous. She ended her career by hitting the reefs of Ouessant, Britanny, and sank despite the help of a French gunboat in 1876.

Chariot of Fame (1853)

British Clippers

Thermopylae (1850).

The Thermopylae is certainly less known than the Cutty Sark , but she was nevertheless one of the key legends of the Clippers’ time; It’s actually her who holds the record for the fastest tea clipper in the world , winning the Golden Rooster, breaking all established records, and motivating the owner of the rival company arming the Cutty Sark to build another clipper. These two ships made headlines because their ferocious regattas were popular.

Cutty Sark (1850)

(To come…)

Ariel (1865)

Ariel was one of the first British composite clippers to be the only A-Clipper. She was built to serve the London-Foochow route to China at a time when the tea trade gave rise to ferocious regattas. She was commissioned by Shaw, Lowther, Maxton & Co from London to Robert Steele & Greenock’s yards. Her hull was composite, with steel framing and a teak deck. Her sails was innovative with the addition of an extra square stages, up to five levels.

She measured 197.4 feet between perpendiculars (hull only), and approximately 60.16 meters long overall by 10.33 meters wide for 853 net tons in the register, carrying more than 1060 gross. 100 tons of steel ballast were added to the hull, to perfect her stability and to compensate for her higher mast height (meaning taking more wind).

In October 1865, she was launched for her first major crossing to China (Gravesend-Hong Kong) and returned, under the command of Captain Keay, in 79 days and 21 hours pilot to pilot, or 83 anchorage, which was already a nice feat. and the following year, in 1866, he participated in the great tea race with other famous shearers, Tapping, Fiery Cross and Taitsing. She was famous for his very short loss to Taeping, who arrived 20 minutes before her on London’s waterfront.

…To be continued

Author: naval encyclopedia

15 thoughts on “ the great clippers (1820-1870) ”.

Looking for information on clipper ship PIDGEON. Supposedly an anchor from this ship was recovered from San Francisco Bay off Yerba Buena Island in November 1964 by the Freighter Robin Kirk. It is believed to have been lost by the PIDGEON. Cannot find anything on either ship on Internet, but someone else researching said that the PIDGEON was never in that location. Appreciate any information.

Hello Joyce, if you count on Google for that, good luck. What you need is a dictionary of clippers, if ever this book exists. I have some books about XIXth ships, but they are not listing all clippers, far from it, only shining examples. The lists of Lloyd Registers would certainly help too: https://hec.lrfoundation.org.uk/archive-library/lloyds-register-of-ships-online . If you find infos about this ship, could you publish some info here please ? Thanks !

Here is a 1852 newspaper article of the Pidgeon Clipper. https://chroniclingamerica.loc.gov/lccn/sn86053954/1852-03-04/ed-1/seq-2/#date1=1770&index=1&rows=20&words=clipper+Pidgeon&searchType=basic&sequence=0&state=&date2=1963&proxtext=Pidgeon+clipper&y=0&x=0&dateFilterType=yearRange&page=1

Thanks for the reference !

Greetings from NewZealand A very interesting site indeed. I have spent some time transcribing the diaries of my great grandfather who was the Steward on Eagle Wing under Captain Linnell He wrote not lines but pages of commentary every day at sea. Gripping reading indeed. Extraordinary social commentary as well as of course the daily sailing events. Most interesting are his recordings of ships they sighted at sea, date times and bearings. I suspect some were last sightings. Are there other Eagle Wing researchers out there?

Thank You Helen for your appreciation ! I hope indeed this page will draw more researchers. I will update and expand it in 2021, no doubt, and add as many reference i can, pdf and sites on the topic. Fair winds and following seas !

Do you plan to share your transcriptions? The Wenonah Historical Society has a model of the Eagle Wing made around 1872 or so and it would be so great to have some insight about life on board this wonderful extreme clipper. We have learned about Captain Linnell recently but not much else.

You can see the model at this link.

http://wenonahhistoricalsociety.org/Eagle-Wing-clipper-ship-model-by-Andrew-W-Carey

Sure ! However i can’t access your page, my ip is banned apparently.

Hi! I am a Descendant of Captain Ebenezer Linnell, Commander of the Extreme Clipper Ship, The Eagle Wing. I am trying to paint The Eagle Wing and am struggling with accuracy while avoiding plagiarism of the two paintings I’ve seen. Have you run across any details of the ship that sets it apart from others? Does it most closely resemble the Taeping? I am very interested in the diary of your forefather. How lucky you are to have this! Will you be publishing? Any interesting info on Captain Linnell? Was he liked? Thank you so much for your time. JoAnn Adams http://joartcountry.gallery.com @artbyjoannadams

Philip Gunther New zealand I RECENTLY PURCHASED A Photo framed ,of a three masted ship under full sail ,main sails stacked four high It is hard to make out the name ,but it looks like Teabel Any help please ,thanks

Hello Philip, must be “Taeping” It was indeed quite a famous Clipper, of 1863 built by Robert Steele & Company of Greenock and owned by Captain Alexander Rodger of Cellardyke, Fife. Taeping participated in The Great Tea Race of 1866 and narrowly defeated the Ariel. Best, David

I am writing a book on a woman who sailed with her officer husband & children to New Zealand on the Chariot of Fame. I am trying to find a description of the ship’s figurehead but can’t find one in any of the key clipper ships texts though they do mention the ship. Where else could I look?

Hello Cathy, indeed no close photo of the ship, the closest i found for the figurehead (if this is the same) is this I just added the photo on this article BTW. Good luck for your research !

Sugar, cocoa and coffee is what the French clipper named BELEM transported, not nitrate. Just a small correction if you don’t mind. Great website , thanks for sharing!!! The BELEM will carry the Olympic flame from Athens to Marseille for this year’s Olympics. Come and admire the ship in its full gloryl

For those interested in clipper ships, I started a facebook group for them: “The Clipper Ship Era”. https://www.facebook.com/groups/1150884902100229

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• Boshin war 1860s
• US Civil War 1861-65
• The 1898 war
• Santiago July 1898
• Manila June 1898
• Elli & Lemnos (1912-13)
• Königin Luise attack (1914)
• Souchon Escape (1914)
• Antivari (1914)
• Heligoland (1914)
• Odensholm (1914)
• Tsingtao (1914)
• Cape Sarytch (1914)
• Coronel (1914)
• Falklands (1914)
• Gotland (1915)
• Emden's Odyssey (1915)
• Lake Tanganyika (1915)
• Dardanelles (1915)
• Lusitania (1915)
• Adriatic (1915-18)
• Dover Strait (1916-17)
• Jutland (1916)
• Moon Island (1917)
• Otranto Strait (1917)
• Heligoland (1917)
• Imbros (1918)
• Zeebruge raid (1918)
• Scuttling of the Hochseeflotte (1919)
• Dunkirk, May 1940
• Operation Vado 13 June 1940
• Battle of Hanko July 1941
• Battle of the Atlantic
• Malta Invasion
• Midway 4-7 June 1942
• US Amphibious Ops
• British amphibious Ops
• Operation Torch
• Operation Husky
• Operation Baytown
• Operation Avalanche
• Operation Shingle
• Operation Overlord
• Operation Anvil Dragoon
• Operation Watchover
• Goodenough Island Battle
• Operation Cleanslate
• Operation Toenails
• Makin Campaign
• Operation Galvanic
• Operation Flintlock
• Operation Catchpole
• Operation Forager
• Operation Detachment
• Operation Iceberg
• Operation Downfall

⚔ Crimean War

• Radetzky class
• Erzherzog Friedrich class
• Novara class

• Navarin class (1854)
• Duquesne class (1853)
• Fleurus class (1853)
• Montebello (1852)
• Austerlitz (1852)
• Jean Bart (1852)
• Charlemagne (1851)
• Napoleon (1850)
• Valmy (1847)
• Ocean class (1805)
• Hercules class (1836)
• Iéna class (1814)
• Jupiter (1831)
• Duperré (1840)
• Pomone (1845)
• Isly (1849)
• Bellone (1853)
• D’Assas class (1854)
• Primauguet class (1852)
• Roland (1850)

• Duke of Wellington
• Conqueror (1855)
• Marlborough (1855)
• Royal Albert (1854)
• St Jean D’Acre (1853)
• Waterloo (1833
• Sailing ships of the Line
• Sailing Frigates
• Sailing Corvettes
• Screw two deckers
• Screw frigates
• Screw Corvettes
• Screw guard ships
• Paddle frigates
• Paddle corvettes
• Screw sloops
• Paddle sloops
• Screw gunboats

⚑ 1870 Fleets

• Numancia (1863)
• Tetuan (1863)
• Vitoria (1865)
• Arapiles (1864)
• Zaragosa (1867)
• Sagunto (1869)
• Mendez Nunez (1869)
• Spanish wooden s. frigates (1861-65)
• Frigate Tornado (1865)
• Frigate Maria de Molina (1868)
• Spanish sail gunboats (1861-65)
• Ironclad Kaiser (1850-70)
• Drache class BD. Ironclads (1861)
• Kaiser Max class BD. Ironclads (1862)
• Erzherzog F. Max class BD. Ironclads (1865)
• SMS Lissa Ct. Bat. Ships (1869)
• SMS Novara Frigate (1850)
• SMS Schwarzenberg Frigate (1853)
• Radetzky class frigates (1854)
• Erzherzog Friedrich class corvettes (1853)
• SMS Helgoland Sloop (1867)

• Søværnet 1860-1880
• Dannebrog (1863)
• Peder Skram (1864)
• Danmark (1864)
• Rolf Krake (1864)
• Lindormen (1868)
• Jylland CR (1860)
• Tordenskjold CR (1862)
• Dagmar SP (1861)
• Absalon class GB (1862)
• Fylla class GB (1863)

• Basileos Giorgios (1867)
• Basilisa Olga (1869)
• Sloop Hellas (1861)
• Dutch Screw Frigates & corvettes
• De Ruyter Bd Ironclad (1863)
• Prins H. der Neth. Turret ship (1866)
• Buffel class turret rams (1868)
• Skorpioen class turret rams (1868)
• Heiligerlee class Monitors (1868)
• Bloedhond class Monitors (1869)
• Adder class Monitors (1870)
• A.H.Van Nassau Frigate (1861)
• A.Paulowna Frigate (1867)
• Djambi class corvettes (1860)
• Amstel class Gunboats (1860)

• Screw 3-deckers (1850-58)
• Screw 2-deckers (1852-59)
• Screw Frigates (1849-59)
• Conv. sailing frigates
• Screw Corvettes (1846-59)
• Screw Fl. Batteries (1855)
• Paddle Frigates
• Paddle Corvettes
• screw sloops
• screw gunboats
• Sailing ships of the line
• Sailing frigates
• Sailing corvettes
• Sailing bricks
• Gloire class Bd. Ironclads (1859)
• Couronne Bd. Ironclad (1861)
• Magenta class Bd. Ironclads (1861)
• Palestro class Flt. Batteries (1862)
• Arrogante class Flt. Batteries (1864)
• Embuscade class Flt. Batteries (1865)
• Taureau arm. ram (1865)
• Belliqueuse Bd. Ironclad (1865)
• Alma Cent. Bat. Ironclads (1867)
• Ocean class CT Battery ship (1868)
• Cosmao class cruisers (1861)
• Talisman cruisers (1862)
• Resolue cruisers (1863)
• Venus class cruisers (1864)
• Decres cruiser (1866)
• Desaix cruiser (1866)
• Limier class cruisers (1867)
• Linois cruiser (1867)
• Chateaurenault cruiser (1868)
• Infernet class Cruisers (1869)
• Bourayne class Cruisers (1869)
• Cruiser Hirondelle (1869)
• Curieux class sloops (1860)
• Adonis class sloops (1863)
• Guichen class sloops (1865)
• Sloop Renard (1866)
• Bruix class sloops (1867)
• Pique class gunboats (1862)
• Hache class gunboats (1862)
• Arbalete class gunboats (1866)
• Etendard class gunboats (1868)
• Revolver class gunboats (1869)

• Barrozo class (1864)
• Brasil (1864)
• Tamandare (1865)
• Lima Barros (1865)
• Rio de Janeiro (1865)
• Silvado (1866)
• Mariz E Barros class (1866)
• Carbal class (1866)
• Osmanieh class Bd.Ironclads (1864)
• Assari Tewfik (1868)
• Assari Shevket class Ct. Ironclads (1868)
• Lufti Djelil class CDS (1868)
• Avni Illah class cas.ironclads (1869)
• Fethi Bulend class cas.ironclads (1870)
• Barbette ironclad Idjalleh (1870)
• Messudieh class Ct.Bat.ships (1874)
• Hamidieh Ct.Bat.Ironclads (1885)
• Abdul Kadir Battleships (project)
• Frigate Ertrogul (1863)
• Selimieh (1865)
• Rehberi Tewkik (1875)
• Mehmet Selim (1876)
• Sloops & despatch vessels
• Monitor Atahualpa (1865)
• CT. Bat Independencia (1865)
• Turret ship Huascar (1865)
• Frigate Apurimac (1855)
• Corvette America (1865)
• Corvette Union (1865)

• Bartolomeu Dias class (28-guns) steam frigates
• Sagris (14 guns) steam corvette
• Vasco Da Gama (74 guns) Ship of the Line
• Dom Fernando I e Gloria (50) Sailing Frigate
• Dom Joao I class (14 guns) Sailing corvettes
• Portuguese Side-wheel steamers

• Formidabile class (1861)
• Pr. de Carignano class (1863)
• Re d'Italia class (1864)
• Regina maria Pia class (1863)
• Roma class (1865)
• Affondatore (1865)
• Palestro class (1865)
• Guerriera class (1866)
• Cappelini class (1868)
• Sesia DV (1862)
• Esploratore class DV (1863)
• Vedetta DV (1866)

• Ironclad Ruyjo (1868)
• Ironclad Kotetsu (1868)
• Frigate Fujiyama (1864)
• Frigate Kasuga (1863)
• Corvette Asama (1869)
• Gunboat Raiden (1856)
• Gunboat Chiyodogata (1863)
• Teibo class GB (1866)
• Gunboat Mushun (1865)
• Gunboat Hosho (1868)

• Prinz Adalbert (1864)
• Arminius (1864)
• Friedrich Carl (1867)
• Kronprinz (1867)
• K.Whilhelm (1868)
• Arcona class Frigates (1858)
• Nymphe class Frigates (1863)
• Augusta class Frigates (1864)
• Jäger class gunboats (1860)
• Chamaleon class gunboats (1860)

• Ironclad Sevastopol (1864)
• Ironclad Petropavlovsk (1864)
• Ironclad Smerch (1864)
• Pervenetz class (1863)
• Charodeika class (1867)
• Admiral Lazarev class (1867)
• Ironclad Kniaz Pojarski (1867)
• Bronenosetz class monitors (1867)
• Admiral Chichagov class (1868)
• S3D Imperator Nicolai I (1860)
• S3D Sinop (1860)
• S3D Tsessarevich (1860)
• Russian screw two-deckers (1856-59)
• Russian screw frigates (1854-61)
• Russian screw corvettes (1856-60)
• Russian screw sloops (1856-60)
• Varyag class Corvettes (1862)
• Almaz class Sloops (1861)
• Opyt TGBT (1861)
• Sobol class TGBT (1863)
• Pishtchal class TGBT (1866)

• Ericsson class monitors (1865)
• Frigate Karl XIV (1854)
• Frigate Stockholm (1856)
• Corvette Gefle (1848)
• Corvette Orädd (1853)

• Skorpionen class (1866)
• Frigate Stolaf (1856)
• Frigate Kong Sverre (1860)
• Frigate Nordstjerna (1862)
• Frigate Vanadis (1862)
• Glommen class gunboats (1863)

• Union Sailing ships
• USS New Ironsides (1862)
• USS monitor (1862)
• USS Galena (1862)
• Passaic class
• USS Roanoke
• USS Onondaga
• Miantonomoh class
• USS Dictator
• USS Puritan
• Canonicus class
• Kalamazoo class
• Milwaukee class
• Casco class
• USS Keokuk (1862)
• Wampanoag class (1864)
• USS Chattanooga (1864)
• USS Idaho (1864)
• Ossipee class (1862)
• USS Sacramento (1862)
• Ticonderoga class (1862)
• Unadilla class gunboats (1861)
• Kansas class (1862)
• Octorara class (1862)
• Sassacus class (1862)
• Mohongo class (1863)
• USS Spuyten Duyvil (1864)
• USS Alligator (1862)

• CSS Frederickburg (1862)
• CSS Savannah (1863)
• CSS Stonewall (1864)
• CSS Virginia II
• CSS Tennessee
• CSS Nashville
• Commerce Raiders
• Ajax class Iron Gunboats
• CSS David (1862)
• CSS HL Hunley (1863)
• Dunderberg Bd Ironclad (1865)
• Wampanoag class frigates (1864)
• Frigate Chattanooga & Idaho (1864)
• Frigate Idaho (1864)
• Java class frigates (1865)
• Contookook class frigates (1865)
• Frigate Trenton (1876)
• Swatara class sloops (1865)
• Alaska class sloops (1868)
• Galena class sloops (1873)
• Enterprise class sloops (1874)
• Alert class sloops (1873)
• Alarm torpedo ram (1873)
• Intrepid torpedo ram (1874)

⚑ 1890 Fleets

• Parana class (1873)
• La Plata class (1875)
• Pilcomayo class (1875)
• Ferre class (1880)
• Custoza (1872)
• Erzherzog Albrecht (1872)
• Kaiser (1871)
• Kaiser Max class (1875)
• Tegetthoff (1878)
• Radetzky(ii) class (1872)
• SMS Donau(ii) (1874)
• SMS Donau(iii) (1893)
• Erzherzog Friedrich class (1878)
• Saida (1878)
• Fasana (1870)
• Aurora class (1873)
• Hai An class frigates (1872)

• Tordenskjold (1880)
• Iver Hvitfeldt (1886)
• Skjold (1896)
• Cruiser Fyen (1882)
• Cruiser Valkyrien (1888)

• Spetsai class (1889)
• Nauarchos Miaoulis (1889)
• Greek Torpedo Boats (1881-85)
• Greek Gunboats (1861-84)
• Gunboat St Michael (1970)
• Gunboat "1804" (1875)
• Gunboat Dessalines (1883)
• Gunboat Toussaint Louverture (1886)
• Konigin der Netherland (1874)
• Draak, monitor (1877)
• Matador, monitor (1878)
• R. Claeszen, monitor (1891)
• Evertsen class CDS (1894)
• Atjeh class cruisers (1876)
• Cruiser Sumatra (1890)
• Cruiser K.W. Der. Neth (1892)
• Banda class Gunboats (1872)
• Pontania class Gunboats (1873)
• Gunboat Aruba (1873)
• Hydra Gunboat class (1873)
• Batavia class Gunboats (1877)
• Wodan Gunboat class (1877)
• Ceram class Gunboats (1887)
• Combok class Gunboats (1891)
• Borneo Gunboat (1892)
• Nias class Gunboats (1895)
• Koetei class Gunboats (1898)
• Dutch sloops (1864-85)

• Friedland CT Battery ship (1873)
• Richelieu CT Battery ship (1873)
• Colbert class CT Battery ships (1875)
• Redoutable CT Battery ship (1876)
• Courbet class CT Battery ships (1879)
• Amiral Duperre barbette ship (1879)
• Terrible class barbette ships (1883)
• Amiral Baudin class barbette ships (1883)
• Barbette ship Hoche (1886)
• Marceau class barbette ships (1888)
• Cerbere class Arm.Ram (1870)
• Tonnerre class Br.Monitors (1875)
• Tempete class Br.Monitors (1876)
• Tonnant ironclad (1880)
• Furieux ironclad (1883)
• Fusee class Arm.Gunboats (1885)
• Acheron class Arm.Gunboats (1885)
• Jemmapes class (1892)
• Bouvines class (1892)
• La Galissonière Cent. Bat. Ironclads (1872)
• Bayard class barbette ships (1879)
• Vauban class barbette ships (1882)
• Prot. Cruiser Sfax (1884)
• Prot. Cruiser Tage (1886)
• Prot. Cruiser Amiral Cécille (1888)
• Prot. Cruiser Davout (1889)
• Forbin class Cruisers (1888)
• Troude class Cruisers (1888)
• Alger class Cruisers (1891)
• Friant class Cruisers (1893)
• Prot. Cruiser Suchet (1893)
• Descartes class Cruisers (1893)
• Linois class Cruisers (1896)
• D'Assas class Cruisers (1896)
• Catinat class Cruisers (1896)
• R. de Genouilly class Cruisers (1876)
• Cruiser Duquesne (1876)
• Cruiser Tourville (1876)
• Cruiser Duguay-Trouin (1877)
• Laperouse class Cruisers (1877)
• Villars class Cruisers (1879)
• Cruiser Iphigenie (1881)
• Cruiser Naiade (1881)
• Cruiser Arethuse (1882)
• Cruiser Dubourdieu (1884)
• Cruiser Milan (1884)
• Parseval class sloops (1876)
• Bisson class sloops (1874)
• Epee class gunboats (1873)
• Crocodile class gunboats (1874)
• Tromblon class gunboats (1875)
• Condor class Torpedo Cruisers (1885)
• G. Charmes class gunboats (1886)
• Inconstant class sloops (1887)
• Bombe class Torpedo Cruisers (1887)
• Wattignies class Torpedo Cruisers (1891)
• Levrier class Torpedo Cruisers (1891)

• Siete de Setembro class (1874)
• Riachuleo class (1883)

• ☍ See the Page
• Coastal Battleship Vasco da Gama (1875)
• Portuguese Torpedo Boats
• Portuguese Gunboats

• GB Indipendencia (1874)
• GB Democrata (1875)
• Cruiser Heibtnuma (1890)
• Cruiser Lufti Humayun (1892)
• Cruiser Hadevendighar (1892)
• Shadieh class cruisers (1893)
• Turkish TBs (1885-94)

• Pr. Amadeo class (1871)
• Caio Duilio class (1879)
• Italia class (1885)
• Ruggero di Lauria class (1884)
• Carracciolo (1869)
• Vettor Pisani (1869)
• Cristoforo Colombo (1875)
• Flavio Goia (1881)
• Amerigo Vespucci (1882)
• C. Colombo (ii) (1892)
• Pietro Micca (1876)
• Tripoli (1886)
• Goito class (1887)
• Folgore class (1887)
• Partenope class (1889)
• Giovanni Bausan (1883)
• Etna class (1885)
• Dogali (1885)
• Piemonte (1888)
• Staffeta (1876)
• Rapido (1876)
• Barbarigo class (1879)
• Messagero (1885)
• Archimede class (1887)
• Guardiano class GB (1874)
• Scilla class GB (1874)
• Provana class GB (1884)
• Curtatone class GB (1887)
• Castore class GB (1888)

• Ironclad Fuso (1877)
• Kongo class Ironclads (1877)
• Cruiser Tsukushi (1880)
• Cruiser Takao (1888)
• Cruiser Yaeyama (1889)
• Cruiser Chishima (1890)
• Cruiser Tatsuta (1894)
• Cruiser Miyako (1898)
• Frigate Nisshin (1869)
• Frigate Tsukuba (acq.1870)
• Kaimon class CVT (1882)
• Katsuragi class SCVT (1885)
• Sloop Seiki (1875)
• Sloop Amagi (1877)
• Corvette Jingei (1876)
• Gunboat Banjo (1878)
• Maya class GB (1886)
• Gunboat Oshima (1891)

• Main article
• Ironclad Hansa (1872)
• G.Kurfürst class (1873)
• Kaiser class (1874)
• Sachsen class (1877)
• Ironclad Oldenburg (1884)
• Ariadne class CVT (1871)
• Leipzig class CVT (1875)
• Bismarck class CVT (1877)
• Carola class CVT (1880)
• Corvette Nixe (1885)
• Corvette Charlotte (1885)
• Schwalbe class Cruisers (1887)
• Bussard class (1890)
• Aviso Zieten (1876)
• Blitz class Avisos (1882)
• Aviso Greif (1886)
• Wacht class Avisos (1887)
• Meteor class Avisos (1890)
• Albatross class GBT (1871)
• Cyclop GBT (1874)
• Otter GBT (1877)
• Wolf class GBT (1878)
• Habitch class GBT (1879)
• Hay GBT (1881)
• Eber GBT (1881)
• Rhein class Monitors (1872)
• Wespe class Monitors (1876)
• Brummer class Arm.Steamers (1884)

• Petr Velikiy (1872)
• Ekaterina class ICL (1886)
• Imperator Alexander class ICL (1887)
• Ironclad Gangut (1890)
• Admiral Ushakov class (1893)
• Navarin (1893)
• Petropavlovsk class (1894)
• Sissoi Veliky (1896)
• Minin (1866)
• G.Admiral class (1875)
• Pamiat Merkuria (1879)
• V.Monomakh (1882)
• D.Donskoi (1883)
• Adm.Nakhimov (1883)
• Vitiaz class (1884)
• Pamiat Azova (1886)
• Adm.Kornilov (1887)
• Rurik (1895)
• Svetlana (1896)
• Gunboat Ersh (1874)
• Kreiser class sloops (1875)
• Gunboat Nerpa (1877)
• Burun class Gunboats (1879)
• Sivuch class Gunboats (1884)
• Korietz class Gunboats (1886)
• Kubanetz class Gunboats (1887)
• TGBT Lt.Ilin (1886)
• TGBT Kp.Saken (1889)
• Kazarski class TGBT (1889)
• Grozyaschi class AGBT (1890)
• Gunboat Khrabri (1895)
• T.Gunboat Abrek (1896)
• Amur class minelayers (1898)
• Lima class Cruisers (1880)
• Chilean TBs (1879)

• Monitor Loke (1871)
• Svea class Coast Defence Ships (1886)
• Berserk class (1873)
• Sloop Balder (1870)
• Blenda class GB (1874)
• Urd class GB (1877)
• Gunboat Edda (1885)

• Gorm (1870)
• Odin (1872)
• Helgoland (1878)

• Hotspur (1870)
• Glatton (1871)
• Devastation class (1871)
• Cyclops class (1871)
• Rupert (1874)
• Neptune class (1874)
• Dreadnought (1875)
• Inflexible (1876)
• Agamemnon class (1879)
• Conqueror class (1881)
• Colossus class (1882)
• Admiral class (1882)
• Trafalgar class (1887)
• Victoria class (1890)
• Royal Sovereign class (1891)
• Centurion class (1892)
• Renown (1895)
• HMS Shannon (1875)
• Nelson class (1876)
• Iris class (1877)
• Leander class (1882)
• Imperieuse class (1883)
• Mersey class (1885)
• Surprise class (1885)
• Scout class (1885)
• Archer class (1885)
• Orlando class (1886)
• Medea class (1888)
• Barracouta class (1889)
• Barham class (1889)
• Pearl class (1889)
• 1870-90 Torpedo Boats

• Ironclad Pelayo (1887)
• Aragon class (1879)
• Velasco class (1881)
• Isla de Luzon (1886)
• Alfonso XII class (1887)
• Reina Regentes class (1887)
• Infanta Maria Teresa class (1890)
• Emperador Carlos V (1895)
• Cristobal Colon (1896)
• Princesa de Asturias class (1896)
• Destructor class (1886)
• Temerario class (1891)
• TGunboat Filipinas (1892)
• De Molina class (1896)
• Furor class (1896)
• Audaz class (1897)
• Spanish TBs (1878-87)
• Fernando class gunboats (1875)
• Concha class gunboats (1883)

• USS Maine (1889)
• USS Texas (1892)
• Indiana class (1893)
• USS Iowa (1896)
• Amphitrite class (1876)
• USS Puritan (1882)
• USS Monterey (1891)
• Atlanta class (1884)
• USS Chicago (1885)
• USS Charleston (1888)
• USS Baltimore (1888)
• USS Philadelphia (1889)
• USS San Francisco (1889)
• USS Newark (1890)
• USS New York (1891)
• USS Olympia (1892)
• Cincinatti class (1892)
• Montgomery class (1893)
• Columbia class (1893)
• USS Brooklyn (1895)
• USS Vesuvius (1888)
• USS Katahdin (1893)
• USN Torpedo Boats (1886-1901)
• GB USS Dolphin (1884)
• Yorktown class GB (1888)
• GB USS Petrel (1888)
• GB USS Bancroft (1892)
• Machias class GB (1891)
• GB USS Nashville (1895)
• Wilmington class GB (1895)
• Annapolis class GB (1896)
• Wheeling class GB (1897)
• Small gunboats (1886-95)
• St Louis class AMC (1894)
• Harvard class AMC (1888)
• USN Armoured Merchant Cruisers
• USN Armed Yachts

☉ Entente Fleets

• WW1 American Battleships
• USS Texas (1891)
• Indiana class battleships (1898)
• Kearsage class battleships (1898)
• Illinois class (1898)
• Maine class (1901)
• Virginia class (1904)
• Connecticut class (1905)
• Mississippi class (1906)
• South Carolina class battleships (1908)
• Delaware class battleships (1909)
• Florida class battleships (1910)
• Arkansas class battleships (1911)
• New York class Battleships (1912)
• Nevada class Battleships (1914)
• Pennsylvania class (1915)
• New Mexico class battleships (1917)
• Tennessee class battleships (1919)
• Colorado class battleships (1920)
• South Dakota class battleships (1920)
• WW1 US Cruisers
• Atlanta class (1885)
• USS Charleston (1887)
• Baltimore class (1888)
• Montgomery class (1891)
• New Orleans class (1896)
• USS Maine (1896)
• Denver class (1902)
• Pittsburg (Pennslvania) class (1903)
• St Louis class (1904)
• Memphis (Tennessee) class (1904)
• Chester class (1907)
• Omaha class (1920)
• WW1 USN Destroyers
• Bainbridge Class
• Truxtun Class
• Smith Class
• Paulding Class
• Cassin Class
• O'brien Class
• Tucker Class
• Sampson Class
• Caldwell Class
• Wickes Class
• Clemson Class
• WW1 American Submarines
• USS Holland 1897
• A class subs 1901
• B class subs 1906
• C class subs 1907
• D class subs 1909
• E class subs 1911
• F class subs 1911
• G class subs 1911
• H class subs 1913
• K class subs 1914
• L class subs 1915
• M class subs 1915
• N class subs 1916
• O class subs 1917
• R class subs 1917
• S class subs 1918
• T(AA) class subs 1918
• American Torpedo Boats (1885-1901)
• WW1 USN Gunboats
• WW1 USN Monitors
• WW1 USN Armed Merchant cruisers
• WW1 USN armed Yachts
• Eagle Boats (1918)
• SC 110 ft (1917)
• Shawmut class minelayers (1907)
• Bird class minesweepers (1917)

• WW1 British Battleships
• Majestic class (1894)
• Canopus class (1897)
• Formidable class (1898)
• London class (1899)
• Duncan class (1901)
• King Edward VII class (1903)
• Swiftsure class (1903)
• Lord Nelson class (1906)
• HMS Dreadnought (1906)
• Bellorophon class (1907)
• St Vincent class (1908)
• HMS Neptune (1909)
• Colossus class (1910)
• Orion class (1911)
• King George V class (1911)
• Iron Duke class (1912)
• Queen Elizabeth class (1913)
• HMS Canada (1913)
• HMS Agincourt (1913)
• HMS Erin (1915)
• Revenge class (1915)
• N3 class (1920)
• WW1 British Battlecruisers
• Invincible class (1907)
• Indefatigable class (1909)
• Lion class (1910)
• HMS Tiger (1913)
• Renown class (1916)
• Courageous class (1916)
• G3 class (1918)
• ww1 British cruisers
• Blake class (1889)
• Edgar class (1890)
• Powerful class (1895)
• Diadem class (1896)
• Cressy class (1900)
• Drake class (1901)
• Monmouth class (1901)
• Devonshire class (1903)
• Duke of Edinburgh class (1904)
• Warrior class (1905)
• Minotaur class (1906)
• Hawkins class (1917)
• Apollo class (1890)
• Astraea class (1893)
• Eclipse class (1894)
• Arrogant class (1896)
• Pelorus class (1896)
• Highflyer class (1898)
• Gem class (1903)
• Adventure class (1904)
• Forward class (1904)
• Pathfinder class (1904)
• Sentinel class (1904)
• Boadicea class (1908)
• Blonde class (1910)
• Active class (1911)
• 'Town' class (1909-1913)
• Arethusa class (1913)
• 'C' class series (1914-1922)
• 'D' class (1918)
• 'E' class (1918)
• WW1 British Seaplane Carriers
• HMS Ark Royal (1914)
• HMS Campania (1893)
• HMS Argus (1917)
• HMS Furious (1917)
• HMS Vindictive (1918)
• HMS Hermes (1919)
• WW1 British Destroyers
• 26-knotters (1893)
• 27-knotters (1894)
• 30-knotters (1895-99)
• 33-knotters (1896-1901)
• HM Turbinia (1897)
• HMS Viper (1897)
• HMS Cobra (1899)
• HMS Velox (1899)
• River class (1903)
• Tribal class (1907)
• Cricket class (1906)
• HMS Swift (1907)
• Albacore class (1906)
• Beagle class (1909)
• Acorn class (1910)
• Acheron class (1911)
• Acasta class (1912)
• Laforey class (1913)
• M/repeat M class (1914)
• Faulknor class FL (1914)
• Lightfoote class FL (1914)
• Medea class (1914)
• Talisman class (1915)
• Parker claqs FL (1916)
• R/Mod R class (1916)
• V class FL (1917)
• Skakespeare class FL (1917)
• Scott class FL (1917)
• V class (1917)
• W/Mod W class (1917)
• S class (1918)
• WW1 British Torpedo Boats
• 125ft series (1885)
• 140ft series (1892)
• 160ft series (1901)
• WW1 British Submarines
• Nordenfelt Submarines (1885)
• Holland Type (1901)
• A-Class Type (1902)
• B-Class Type (1904)
• C-Class Type (1906)
• D-Class Type (1908)
• E-Class Type (1912)
• S-Class Type (1914)
• V-Class Type (1914)
• W-Class Type (1914)
• F-Class Type (1915)
• H-class Type (1914)
• HMS Nautilus (1914)
• HMS Swordfish (1916)
• G-Class Type (1915)
• J-Class Type (1915)
• K-Class Type (1916)
• L-Class Type (1917)
• M-Class Type (1917)
• R-Class Type (1918)
• WW1 British Monitors
• Flower class sloops
• British Gunboats of WWI
• British P-Boats (1915)
• Kil class (1917)
• British ww1 Minesweepers
• Z-Whaler class patrol crafts
• British ww1 CMB
• British ww1 Auxiliaries

• WW1 French Battlecruisers (Projects)
• WW1 French Battleships
• Charles Martel class (1891)
• Charlemagne class (1899)
• Henri IV (1899)
• Iéna (1898)
• Suffren (1899)
• République class (1902)
• Liberté class (1904)
• Danton class Battleships (1909)
• Courbet class (1911)
• Bretagne class (1914)
• Normandie class battleships (1914)
• Lyon class battleships (planned)
• WW1 French Cruisers
• Dupuy de Lôme (1890)
• Admiral Charner class (1892)
• Pothuau (1895)
• Dunois class (1897)
• Jeanne d'Arc arm. cruiser (1899)
• Gueydon class arm. cruisers (1901)
• Dupleix class arm. cruisers (1901)
• Gloire class arm. cruisers (1902)
• Gambetta class arm. cruisers (1901)
• Jules Michelet arm. cruiser (1905)
• Ernest Renan arm. cruiser (1905)
• Lamotte Picquet class cruisers (planned)
• Cruiser D'Entrecasteaux (1897)
• D’Iberville class (1893)
• Jurien de la Gravière (1899)
• Seaplane Carrier La Foudre (1895)
• Kersaint class sloops (1897)
• WW1 French Destroyers
• WW1 French ASW Escorts
• WW1 French Submarines
• Plongeur (1863)
• Gymnôte (1888)
• Gustave Zédé (1893)
• Morse (1899)
• Narval (1899)
• Sirène class (1901)
• Farfadet class (1901)
• Morse class (1901)
• Naiade class (1904)
• Aigrette class (1904)
• Omega (1905)
• Emeraude class (1906)
• Circe class (1907)
• Pluviose class (1909)
• Brumaire class (1910)
• Archimede (1909)
• Mariotte (1911)
• Amiral Bourgeois (1912)
• Charles Brun (1910)
• Clorinde class (1913)
• Zédé class (1913)
• Amphitrite class (1914)
• Bellone class (1914)
• Dupuy de Lome class (1915)
• Diane class (1915)
• Joessel class (1917)
• Lagrange class (1917)
• Armide class (1915)
• O'Byrne class (1919)
• Maurice Callot (1921)
• Pierre Chailley (1921)
• WW1 French Torpedo Boats
• WW1 French river gunboats
• WW1 French Motor Boats
• WW1 French Auxiliary Warships

• WW1 Japanese Battleships
• Ironclad Chin Yen (1882)
• Fuji class (1896)
• Shikishima class (1898)
• IJN Mikasa (1900)
• Katori class (1905)
• Satsuma class (1906)
• Kawachi class (1910)
• Fusō class (1915)
• Ise class (1917)
• Nagato class (1919)
• Kaga class (1921)
• Kii class (planned)
• Tsukuba class BCs (1905)
• Ibuki class (1907)
• Kongō class (1912)
• Akagi class (planned)
• N°13 class (planned)
• WW1 Japanese Cruisers
• Naniwa class (1885)
• IJN Unebi (1886)
• Matsushima class (1889)
• IJN Akitsushima (1892)
• Suma class (1895)
• Chitose class (1898)
• Asama class (1898)
• IJN Yakumo (1899)
• IJN Adzuma (1899)
• Tsushima class (1902)
• IJN Otowa (1903)
• Kasuga class (1904)
• IJN Tone (1907)
• Yodo class (1907)
• Chikuma class (1911)
• Tenryu class (1918)
• WW1 Japanese Destroyers
• WW1 Japanese Submersibles
• WW1 Japanese Torpedo Boats
• WW1 Japanese gunboats
• IJN Wakamiya seaplane carrier (1905)
• Natsushima class minelayers (1911)
• IJN Katsuriki minelayer (1916)
• Japanese WW1 auxiliaries

• WW1 Russian Battleships
• Tri Sviatitelia (1894)
• Poltava (1894)
• Rostislav (1896)
• Peresviet class (1899)
• Pantelimon (1900)
• Retvizan (1900)
• Tsesarevich (1901)
• Borodino class (1901)
• Pervoswanny class (1908)
• Evstafi class (1910)
• Gangut class (1911)
• Imperatritsa Mariya class (1913)
• Borodino class battlecruisers (1915)
• WW1 Russian Cruisers
• Rossia class (1896)
• Pallada class (1899)
• Varyag (1900)
• Askold (1900)
• Novik (1900)
• Bogatyr class (1901)
• Boyarin (1901)
• Izmurud (1903)
• Bayan class (1905)
• Rurik (1906)
• Svetlana class (1915)
• Adm. Nakhimov class (1915)
• WW1 Russian Destroyers
• Pruitki class (1895)
• Bditelni(i) class (1899)
• Grozni class (1904)
• Ukraina class (1904)
• Bukharski class (1905)
• Gaidamak class (1905)
• Lovki class (1905)
• Bditelni class (1905)
• Tverdi class (1906)
• Storozhevoi class (1906)
• Kondratenko class (1906)
• Shestakov class (1907)
• Novik (1911)
• Bespokoiny(Derzki) class (1911)
• Orfey class (1911)
• Izyaslav class (1911)
• Fidonisy(Kerch) class (1911)
• WW1 Russian Submarines
• WW1 Russian TBs (1877-1918)
• WW1 Russian Minelayers
• WW1 Russian Minesweepers
• Amur class Minelayers (1906)

• WW1 Italian Battleships
• Re Umberto class (1883)
• Amiraglio Di St Bon class (1897)
• Regina Margherita class (1900)
• Regina Elena class (1904)
• Dante Alighieri (1909)
• Cavour class (1915)
• Doria class (1916)
• Caracciolo class battleships (1917)
• WW1 Italian Cruisers
• Umbria class (1891)
• Calabria (1894)
• Vettor Pisani class (1895)
• Agordat class (1899)
• Garibaldi class (1901)
• Marco Polo (1892)
• Nino Bixio class ()
• Pisa class (1907)
• San Giorgio class (1907)
• Quarto (1911)
• Libia (1912)
• Campania class (1914)
• WW1 Italian Gunboats
• Governolo GB (1897)
• Brondolo class (1909)
• Sebastiano Caboto (1912)
• Ape class (1918)
• Erlanno Caboto (1918)
• Bafile class (1921)
• Esploratori (scouts)
• Poerio class scouts
• Mirabello class scouts
• Aquila class scouts
• Leone class scouts
• WW1 Italian Destroyers
• Soldati class
• Indomito class
• Sirtori class
• La Masa class
• Palestro class
• "Generali" class
• Curtatone class
• WW1 Italian Torpedo Boats
• WW1 Italian Submarines
• WW1 Italian Monitors
• WW1 Italian Minesweepers
• WW1 Italian MAS
• Grillo class tracked torpedo launches

✠ Central Empires

• WW1 German Battleships
• Siegfried class (1889)
• Brandenburg class (1892)
• Wittelsbach class (1900)
• Braunschweig class (1902)
• Kaiser Friedrich III class (1904)
• Deutschland class (1905)
• Nassau class (1906)
• Helgoland class (1909)
• Kaiser class (1911)
• König class (1913)
• Bayern class battleships (1916)
• Sachsen class (launched)
• L20 Alpha (project)
• WW1 German Battlecruisers
• SMS Blücher (1908)
• Von der Tann (1909)
• Moltke class (1910)
• Seydlitz (1912)
• Derrflinger class (1913)
• Hindenburg (1915)
• Mackensen class (1917)
• Ersatz Yorck class (started)
• WW1 German Cruisers
• Irene class (1887)
• SMS Kaiserin Augusta (1892)
• SMS Gefion (1893)
• SMS Hela (1895)
• Victoria Louise class (1896)
• Fürst Bismarck (1897)
• Gazelle class (1898)
• Prinz Adalbert class (1901)
• Prinz heinrich (1900)
• Bremen class (1902)
• Könisgberg class (1905)
• Roon class (1905)
• Scharnhorst class (1906)
• Dresden class (1907)
• Nautilus class (1906)
• Kolberg class (1908)
• Magdeburg class (1911)
• Karlsruhe class (1912)
• Graudenz class (1914)
• Pillau class (1914)
• Brummer class (1915)
• Wiesbaden class (1915)
• Königsberg(ii) class (1915)
• Cöln class (1916)
• WW1 German Commerce Raiders
• SMS Seeadler (1888)
• WW1 German Destroyers
• WW1 German Submarines
• Brandtaucher
• U-139 class
• U-142 class
• UB-II class
• UB-III class
• UC-II class
• Deutschland
• UE-II class
• WW1 German Torpedo Boats
• ww1 German gunboats
• ww1 German minesweepers
• ww1 German MTBs
• Monarch class coastal BS (1895)
• Habsburg class
• Herzherzog Karl class
• Radetzky class (1908)
• SMS Kaiser Karl IV (1898)
• SMS Sankt Georg (1903)
• Tegetthoff class (1911)
• Kaiser Franz Joseph I class (1889)
• Kaiserin und Königin Maria Theresia
• Admiral Spaun/Novara
• Panther class (1885)
• Zara class (1880)
• Austro-Hungarian Destroyers
• Tatra class Destroyers
• Austro-Hungarian Submarines
• Austro-Hungarian Torpedo Boats
• Versuchsgleitboot
• Barbarossa class battleships (1892)
• Yavuz (1914)
• Cruiser Mecidieh (1903)
• Cruiser Hamidieh (1903)
• Cruiser Midilli (1914)
• Namet Torpedo cruisers (1890)
• Sahahani Deria Torpedo cruisers (1892)
• Destroyers class Berk-Efshan (1894)
• Destroyers class Yarishar (1907)
• Destroyers class Muavenet (1909)
• Berk i Savket class Torpedo gunboats (1906)
• Marmaris gunboat (1903)
• Sedd ul Bahr class gunboats (1907)
• Isa Reis class gunboats (1911)
• Preveze class gunboats (1912)
• Turkish WW1 Torpedo Boats
• Turkish Armed Yachts (1861-1903)
• Turkish WW1 Minelayers

⚑ Neutral Countries

• Alm. Brown Corvette (1880)
• Cruiser Patagonia (1885)
• Libertad class CBC (1890)
• Cruiser 25 de Mayo (1890)
• Cruiser Nueve de Julio (1892)
• Cruiser Buenos Aires (1895)
• Garibaldi class cruisers (1895)
• Espora class TGB (1890)
• Patria class TGB (1893)
• Argentinian TBs (1880-98)
• Marsh. Deodoro class (1898)
• Riachuelo (1883)
• Minas Geraes class (1908)
• Cruiser Alm. Tamandaré (1890)
• Cruiser Republica (1892)
• Cruiser Alm. Barrozo (1892)
• TT Gunboat Talayo (1892)
• Brazilian TBs (1879-1893)
• BS Alm. Latorre (1913)
• BS Capitan Prat (1890)
• Pdt. Errazuriz class (1890)
• Blanco Encalada (1893)
• Esmeralda (1894)
• Ministro Zenteno (1896)
• O'Higgins (1897)
• Chacabuco (1898)
• TGB Almirante Lynch (1890)
• TGB Alm. Sampson (1896)
• Chilean TBs (1880-1902)
• Gunboat Baire (1906)
• Gunboat Patria (1911)
• Diez de octubre class GB (1911)
• Sloop Cuba (1911)
• GB Toussaint Louverture (1886)
• GB Capois la Mort (1893)
• GB Crete a Pierot (1895)

• Cruiser Zatagosa (1891)
• GB Plan de Guadalupe (1892)
• Tampico class GB (1902)
• N. Bravo class GB (1903)

• Almirante Grau class (1906)
• Ferre class subs. (1912)
• Cruiser Nadezhda (1898)
• Drski class TBs (1906)
• Skjold class (1896)
• Herluf Trolle class (1899)
• Herluf Trolle (1908)
• Niels Iuel (1918)
• Hekla class cruisers (1890)
• Valkyrien class cruisers (1888)
• Fyen class crusiers (1882)
• Danish TBs (1879-1918)
• Danish Submarines (1909-1920)
• Danish Minelayer/sweepers
• Kilkis class
• Giorgios Averof class
• Eversten class (1894)
• Konigin Regentes class (1900)
• De Zeven Provincien (1909)
• Dutch dreadnought (project)
• Holland class cruisers (1896)
• Fret class destroyers
• Dutch Torpedo boats
• Dutch gunboats
• Dutch submarines
• Dutch minelayers
• Haarfarge class (1897)
• Norge class (1900)
• Norwegian Monitors
• Cr. Frithjof (1895)
• Cr. Viking (1891)
• DD Draug (1908)
• Norwegian ww1 TBs
• Norwegian ww1 Gunboats
• Sub. Kobben (1909)
• Ml. Fröya (1916)
• Ml. Glommen (1917)

• Cruiser Adamastor (1896)
• Sao Gabriel class (1898)
• Cruiser Dom Carlos I (1898)
• Cruiser Rainha Dona Amelia (1899)
• Portuguese ww1 Destroyers
• Portuguese ww1 Submersibles
• Portuguese ww1 Gunboats
• Elisabeta (1885)

• España class Battleships (1912)
• Velasco class (1885)
• Cataluna class (1896)
• Plata class (1898)
• Estramadura class (1900)
• Reina Regentes class (1906)
• Spanish Destroyers
• Spanish Torpedo Boats
• Spanish Sloops/Gunboats
• Spanish Submarines
• Spanish Armada 1898
• Svea class (1886)
• Oden class (1896)
• Dristigheten (1900)
• Äran class (1901)
• Oscar II (1905)
• Sverige class (1915)
• J. Ericsson class (1865)
• Gerda class (1871)
• Berserk (1873)
• HMS Fylgia (1905)
• Clas Fleming class (1912)
• Swedish Torpedo cruisers
• Swedish destroyers
• Swedish Torpedo Boats
• Swedish gunboats
• Swedish submarines
• Dingyuan class Ironclads (1881)
• Hai Ching class (1874)
• Wei Yuan class (1878)
• Chao Yung class (1880)
• Nan T'an class (1883)
• Pao Min (1885)
• King Ching class (1885)
• Tung Chi class (1895)
• Hai Yung class (1897)
• Hai Tien class (1898)
• Chao Ho class (1911)
• Gunboats (1867-1918)
• Fu Po class Gunboats (1870)
• Torpedo gunboats (1891-1900)
• Destroyers (1906-1912)
• Torpedo boats (1883-1902)
• Maha Chakri (1892)
• Thoon Kramon (1866)
• Makrut Rajakumarn (1883)

⚏ WW1 3rd/4th rank navies

✪ allied ww2 fleets.

• WW2 US Battleships
• Wyoming class (1911)
• New York class (1912)
• Nevada class (1914)
• New Mexico class (1917)
• Tennessee Class (1919)
• Colorado class (1921)
• North Carolina class (1940)
• South Dakota class (1941)
• Iowa class (1942)
• Montana class (cancelled)
• WW2 American Cruisers
• Omaha class cruisers (1920)
• Pensacola class heavy Cruisers (1928)
• Northampton class heavy cruisers (1929)
• Portland class heavy cruisers (1931)
• New Orleans class cruisers (1933)
• Brooklyn class cruisers (1936)
• USS Wichita (1937)
• Atlanta class light cruisers (1941)
• Cleveland class light Cruisers (1942)
• Baltimore class heavy cruisers (1942)
• Alaska class heavy cruisers (1944)
• WW2 USN Aircraft Carriers
• USS Langley (1920)
• Lexington class CVs (1927)
• USS Ranger (CV-4)
• USS Wasp (CV-7)
• Yorktown class aircraft carriers (1936)
• Long Island class (1940)
• Independence class CVs (1942)
• Essex class CVs (1942)
• Bogue class CVEs (1942)
• Sangamon class CVEs (1942)
• Casablanca class CVEs (1942)
• Commencement Bay class CVEs (1944)
• Midway class CVs (1945)
• Saipan class CVs (1945)
• WW2 USN destroyers
• Farragut class (1934)
• Porter class (1935)
• Mahan class (1935)
• Gridley class (1936)
• Bagley class (1936)
• Somers class (1937)
• Benham class (1938)
• Sims class (1939)
• Benson class (1939)
• Gleaves class (1940)
• Fletcher class (1942)
• Sumner class (1943)
• Gearing class (1944)
• GMT Evarts class (1942)
• TE Buckley class (1943)
• TEV/WGT Rudderow class (1943)
• DET/FMR Cannon class
• Asheville/Tacoma class
• WW2 US Submarines
• Barracuda class
• USS Argonaut
• Narwhal class
• USS Dolphin
• Cachalot class
• Porpoise class
• Shark class
• Perch class
• Salmon class
• Sargo class
• Tambor class
• Mackerel class
• USS Terror (1941)
• Raven class Mnsp (1940)
• Admirable class Mnsp (1942)
• Eagle class sub chasers (1918)
• PC class sub chasers
• SC class sub chasers
• PCS class sub chasers
• YMS class Mot. Mnsp
• ww2 US gunboats
• ww2 US seaplane tenders
• USS Curtiss ST (1940)
• Currituck class ST
• Tangier class ST
• Barnegat class ST
• US Coast Guard
• Northland class
• Treasury class
• Owasco class
• Algonquin class
• Thetis class
• Active class
• US Amphibious ships & crafts
• US Amphibious Operations
• Doyen class AT
• Harris class AT
• Dickman class AT
• Bayfield class AT
• Windsor class AT
• Ormsby class AT
• Funston class AT
• Sumter class AT
• Haskell class AT
• Andromeda class AT
• Gilliam class AT
• APD-1 class LT
• APD-37 class LT
• LSV class LS
• LSD class LS
• Landing Ship Tank
• LSM class LS
• LSM(R) class SS
• LCV class LC
• LCVP class LC
• LCM(3) class LC
• LCP(L) class LC
• LCP(R) class SC
• LCL(L)(3) class FSC
• LCS(S) class FSC

• WW2 British Battleships
• Queen Elisabeth class (1913)
• Nelson class (1925)
• King George V class (1939)
• Lion class (Started)
• HMS Vanguard (1944)
• HMS Hood (1920)
• WW2 British Cruisers
• British C class cruisers (1914-1922)
• Hawkins class cruisers (1917)
• British D class cruisers (1918)
• Enterprise class cruisers (1919)
• HMS Adventure (1924)
• County class cruisers (1926)
• York class cruisers (1929)
• Surrey class cruisers (project)
• Leander class cruisers (1931)
• Arethusa class cruisers (1934)
• Perth class cruisers (1934)
• Town class cruisers (1936)
• Dido class cruisers (1939)
• Abdiel class cruisers (1939)
• Fiji class cruisers (1941)
• Bellona class cruisers (1942)
• Swiftsure class cruisers (1943)
• Tiger class cruisers (1944)
• WW2 British Aircraft Carriers
• HMS Eagle (1918)
• Courageous class aircraft carriers (1928)
• HMS Ark Royal (1937)
• Illustrious class (1939)
• HMS Indomitable (1940)
• Implacable class (1942)
• Malta class (project)
• HMS Unicorn (1941)
• Colossus class (1943)
• Majestic class (1944)
• Centaur class (started 1945)
• HMS Archer (1939)
• HMS Audacity (1941)
• HMS Archer (1941)
• HMS Activity (1941)
• HMS Pretoria Castle (1941)
• Avenger class (1941)
• Attacker class (1941)
• Ameer class (1942)
• Merchant Aircraft Carriers (1942)
• Nairana class (1943)
• WW2 British Destroyers
• Shakespeare class (1917)
• Scott class (1818)
• W class (1918)
• A/B class (1926)
• C/D class (1931)
• G/H/I class (1935)
• Tribal class (1937)
• J/K/N class (1938)
• Hunt class DE (1939)
• L/M class (1940)
• O/P class (1942)
• Q/R class (1942)
• S/T/U//V/W class (1942)
• Z/ca class (1943)
• Ch/Co/Cr class (1944)
• Battle class (1945)
• Weapon class (1945)
• WW2 British submarines
• L9 class (1918)
• HMS X1 (1923)
• Odin (O) class (1926)
• Parthian (P) class (1929)
• Rainbow (R) class (1930)
• River (Thames) class (1932)
• Swordfish (S) class (1932)
• Grampus class (1935)
• Shark class (1934)
• Triton class (1937)
• Undine class (1937)
• U class (1940)
• S class (1941)
• T class (1941)
• X-Craft midget (1942)
• A class (1944)
• WW2 British Amphibious Ships and Landing Crafts
• LSI(L) class
• LSI(M/S) class
• LSI(H) class
• Boxer class LST
• LST(2) class
• LST(3) class
• LSH(L) class
• LSF classes (all)
• LCI(S) class
• LCI(L) class
• LCS(L2) class
• LCG(M)(1) class
• WW2 British MTB/gunboats
• WW2 British MTBs
• MTB-1 class (1936)
• MTB-24 class (1939)
• MTB-41 class (1940)
• MTB-424 class (1944)
• MTB-601 class (1942)
• MA/SB class (1938)
• MTB-412 class (1942)
• MGB 6 class (1939)
• MGB-47 class (1940)
• MGB 321 (1941)
• MGB 501 class (1942)
• MGB 511 class (1944)
• MGB 601 class (1942)
• MGB 2001 class (1943)
• WW2 British Gunboats
• Denny class (1941)
• Fairmile A (1940)
• Fairmile B (1940)
• HDML class (1940)
• WW2 British Sloops
• Bridgewater class (2090)
• Hastings class (1930)
• Shoreham class (1930)
• Grimsby class (1934)
• Bittern class (1937)
• Egret class (1938)
• Black Swan class (1939)
• River class (1942)
• Loch class (1944)
• Bay class (1944)
• Kingfisher class (1935)
• Shearwater class (1939)
• Flower class (1940)
• Castle class (1943)
• WW2 British Misc.
• Roberts class monitors (1941)
• Halcyon class minesweepers (1933)
• Bangor class minesweepers (1940)
• Bathurst class minesweepers (1940)
• Algerine class minesweepers (1941)
• Motor Minesweepers (1937)
• ww2 British ASW trawlers
• Basset class trawlers (1935)
• Tree class trawlers (1939)
• HMS Albatross seaplane carrier
• WW2 British river gunboats
• HMS Guardian netlayer
• HMS Protector netlayer
• HMS Plover coastal mines.
• Medway class sub depot ships
• HMS Resource fleet repair
• HMS Woolwhich DD depot ship
• HMS Tyne DD depot ship
• Maidstone class sub depot ships
• HmS Adamant sub depot ship
• Athene class aircraft transport
• British ww2 AMCs
• British ww2 OBVs
• British ww2 ABVs
• British ww2 Convoy Escorts
• British ww2 APVs
• British ww2 SSVs
• British ww2 SGAVs
• British ww2 Auxiliary Mines.
• British ww2 CAAAVs
• British ww2 Paddle Mines.
• British ww2 MDVs
• British ww2 Auxiliary Minelayers
• British ww2 armed yachts

• WW2 French Battleships
• Dunkerque class (1935)
• Richelieu class (1940)
• Gascoigne class (Project)
• WW2 French cruisers
• Duguay Trouin class (1923)
• Duquesne class (1925)
• Suffren class (1927)
• Pluton (1929)
• Jeanne d’Arc (1930)
• Algérie (1930)
• Emile Bertin (1933)
• La Galissonnière class (1934)
• De Grasse class (started)
• St Louis class (started)
• WW2 French Destroyers
• Chacal class
• Guepard class
• Aigle class
• Vauquelin class
• Le Fantasque class
• Mogador class
• Bourrasque class
• L'Adroit class
• Le Hardi class
• La Melpomene class TBs
• Le fier class TBs
• WW2 French Submarines
• Requin class
• 600/630 Tonnes class
• Redoutable class
• Saphir class (1928)
• Surcouf (1929)
• Aurore class (1939)
• Morillot class (1940)
• Emeraude class (project)
• Phenix class (project)
• Aircraft Carrier Béarn (1923)
• Ct Teste seaplane carrier (1929)
• Joffre class CVs (started)
• French ASW sloops
• Bougainville class Avisos
• Elan class Minesweepers
• Chamois class Minesweepers
• French ww2 sub-chasers
• Sans souci class seaplane tenders
• ww2 French river gunboats
• ww2 French AMCs

• Sovetsky Soyuz class (started)
• Kronstadt class battlecruisers
• Krasny Kavkaz (1916)
• Svetlana class cruisers (1920)
• Kirov class cruisers (1934)
• Chapayev class cruisers (1940)
• WW2 Soviet Destroyers
• Sverdlov (Novik 1911)
• Leningrad class (1933)
• Tashkent (1937)
• Kiev class (1940)
• Gnevnyi class (1936)
• Storozhevoi class (1936)
• Opytinyi (1935)
• Ognevoi class (1940)
• WW2 Soviet submarines
• AG class (1920)
• Series I (1928)
• Series II (1931)
• Series III (1930)
• Series IV (1934)
• Series V/V bis (1933)
• Series VI/VI bis (1933)
• Series IX/IX bis (1935)
• Series X/X bis (1936)
• Series XI (1935)
• Series XIII/XIII bis (1937)
• Series XV (1940)
• Series XIV (1938)
• Series XVI (1947)
• Soviet ww2 Gunboats and Monitors
• Soviet ww2 guardships
• Soviet ww2 Minesweepers
• Soviet ww2 Minelayers
• Soviet ww2 MTBs
• Soviet ww2 sub-chasers
• Yosif Stalin class icebreakers

• Royal Canadian Navy
• IROQUOIS class destroyers
• Canadian RIVER class
• Canadian LOCH class
• Canadian FLOWER class
• Improved Flower class
• Canadian armed trawlers
• Canadian MACS

• Arunta class destroyers (1940)
• HMAS Albatros (1928)
• Barcoo class frigates (1943)
• Yarra class sloops (1935)

• HNLMS De Ruyter (1935)
• Java class cruisers (1921)
• Tromp Class Cruisers (1937)
• Holland class battecruisers (project)
• Eendracht class cruisers (project)
• Dutch Submarines
• Admiralen class destroyers
• Tjerk Hiddes class destroyers
• Dutch minelayers/minesweepers
• Ning Hai class (1931)
• WW2 Chinese Gunboats

✙ Axis ww2 Fleets

• WW2 Japanese Battleships
• Kongō class Fast Battleships (1912)
• Fuso class battleships (1915)
• Ise class battleships (1917)
• Nagato class Battleships (1919)
• Yamato class Battleships (1941)
• B41 class Battleships (project)
• B64/65 Battlecruiser (1939-41)
• WW2 Japanese cruisers
• Tenryū class cruisers (1918)
• Kuma class cruisers (1919)
• Nagara class (1921)
• Sendai class Cruisers (1923)
• IJN Yūbari (1923)
• Furutaka class Cruisers (1925)
• Aoba class heavy cruisers (1926)
• Nachi class Cruisers (1927)
• Takao class cruisers (1930)
• Mogami class cruisers (1934)
• Tone class cruisers (1937)
• Katori class cruisers (1939)
• Agano class cruisers (1941)
• Oyodo (1943)
• Seaplane & Aircraft Carriers
• IJN Hōshō (1921)
• IJN Akagi (1925)
• IJN Kaga (1927)
• IJN Ryujo (1931)
• IJN Soryu (1935)
• IJN Hiryu (1937)
• Shokaku class (1940)
• Zuiho class (1937)
• Ruyho (1933)
• Hiyo class (1941)
• Chitose class (1943)
• IJN Taiho (1944)
• IJN Shinano (1944)
• Unryu class (1944)
• IJN Ibuki (1942)
• Taiyo class (1940)
• IJN Kaiyo (1938)
• IJN Shinyo (1934)
• Notoro (1920)
• Kamoi (1922)
• Chitose class (1936)
• Mizuho (1938)
• Nisshin (1939)
• IJN Aux. Seaplane tenders
• Akistushima (1941)
• Shimane Maru class (1944)
• Yamashiro Maru class (1944)
• Imperial Japanese Navy Aviation
• WW2 Japanese Destroyers
• Mutsuki class (1925)
• Fubuki class (1927)
• Akatsuki class (1932)
• Hatsuharu class (1932)
• Shiratsuyu class (1935)
• Asashio class (1936)
• Kagero class (1938)
• Yugumo class (1941)
• Akitsuki class (1941)
• IJN Shimakaze (1942)
• WW2 Japanese Submarines
• KD1 class (1921)
• Koryu class
• Kaiten class
• Kairyu class
• IJN Midget subs
• WW2 Japanese Amphibious ships/Crafts
• Shinshu Maru class (1935)
• Akistu Maru class (1941)
• Kumano Maru class (1944)
• SS class LS (1942)
• T1 class LS (1944)
• T101 class LS (1944)
• T103 class LS (1944)
• Shohatsu class LC (1941)
• Chuhatsu class LC (1942)
• Moku Daihatsu class (1942)
• Toku Daihatsu class (1944)
• WW2 Japanese minelayers
• IJN Armed Merchant Cruisers
• WW2 Japanese Escorts
• Tomozuru class (1933)
• Otori class (1935)
• Matsu class (1944)
• Tachibana class (1944)
• WW2 Japanese Sub-chasers
• WW2 Japanese MLs
• Shinyo class SB

• WW2 Italian battleships
• Littorio class battleships
• Cavour class battleships
• Doria class battleships (1916)
• WW2 Italian Cruisers
• Alberto di Giussano class
• Trento class (1927)
• Cadorna class (1931)
• Zara class Cruisers (1931)
• R. Montecuccoli class (1934)
• Duca d'Aosta class (1935)
• Duca degli Abruzzi class (1937)
• Costanzo Ciano class (1939)
• Capitani Romani class (1941)
• Giuseppe Miraglia
• Aircraft carrier Aquila
• WW2 Italian Destroyers
• Leone class destroyers
• Sella class
• Sauro class
• Turbine class
• Navigatori class
• Freccia class
• Folgore class
• Maestrale class
• Oriani class
• Cdt Medaglie d'Oro class
• WW2 Italian TBs
• Spica class
• Pegaso class
• Ciclone class
• Ariete class
• WW2 Italian Submarines
• Mameli class
• Balilla class
• Archimede class
• Glauco class
• Marcello class
• Liuzzi class
• Marconi class
• Cagni class
• Romolo class
• Pisani class
• Bandiera class
• Squalo class
• Bragadin class
• Settembrini class
• Argonauta class
• Sirena class
• Perla class
• Acciaio class
• Flutto class
• ww2 Italian light MBs
• MS class boats
• VAS class ASW boats
• MTS class (1940)
• SLC/SSB class
• Eritrea sloop (1936)
• Diana sloop (1942)
• Gabbaiano class Corvettes (1942)
• Italian minelayers
• Italian gunboats

• ww2 german battleships
• Bismarck class Battleships (1940)
• Scharnhorst class battleships (1936)
• Deutschland class Cruisers (1931)
• K class Battleships
• ww2 german cruisers
• KMS Emden (1925)
• Königsberg class cruisers (1927)
• Leipzig class cruisers (1929)
• Hipper class cruisers (1937)
• KMS Graf Zeppelin (1939)
• WW2 German submarines: U-Boats
• Seeteufel (1944)
• Type Ia U-Boats (1936)
• Type II U-Boats (1935)
• Type IX U-Boats (1936)
• Type VII U-Boats (1933)
• Type XB U-Boats (1941)
• Type XIV U-Boats (1941)
• Type XVII U-Boats (1945)
• Type XXI U-Boats (1944)
• Type XXIII U-Boats (1944)
• Prototype U-Boats (1942-45)
• German mini-subs and human torpedoes
• WW2 German Destroyers
• 1934/34A Type
• Beute Zerstörer
• Spähkreuzer (1940)
• WW2 German Torpedo Boats
• F class escorts
• ww2 German minesweepers
• S-Bootes (E-Boats)
• Other Light Boats
• Manta (paper project, 1944)
• WW2 German Amphibious Ships
• German Commerce Raiders
• Bremse minelayer
• Brummer minelayer
• Brummer(II) minelayer
• Saar U-tender
• Bauer class U-tenders
• Nordsee S-tender
• Tsingtau S-tender
• Tanga S-tender
• Lüderitz class S-tenders
• Nachtigal class tenders
• Grille staadtjacht/minelayer
• Hela tender
• Castor minelayer
• Togo AA Cd ship

⚑ Neutral Navies

• Rivadavia class Battleships
• Cruiser La Argentina
• Veinticinco de Mayo class cruisers
• Argentinian Destroyers
• Santa Fe class sub.
• Bouchard class minesweepers
• King class patrol vessels

• Minas Gerais class Battleships (1912)
• Bahia class cruisers
• Brazilian Destroyers
• Humaita class sub.
• Tupi class sub.
• Almirante Latorre class battleships
• Cruiser Esmeralda (1896)
• Cruiser Chacabuco (1911)
• Chilean DDs
• Fresia class subs
• Capitan O’Brien class subs
• Danish ww2 Torpedo-Boats
• Danish ww2 submarines
• Danish ww2 minelayer/sweepers

• Coastal BB Vainamoinen
• Finnish ww2 submarines
• Finnish ww2 minelayers
• Greek ww2 Destroyers
• Greek ww2 submarines
• Greek ww2 minelayers

• Cruiser ORP Dragon
• Cruiser ORP Conrad
• Brislawicka class Destroyers
• Witcher ww2 Destroyers
• Minelayer Gryf
• Wilk class sub.
• Orzel class sub.
• Jakolska class minesweepers
• Polish Monitors

• Douro class DDs
• Delfim class sub
• Velho class gb
• Albuquerque class gb
• Nunes class sloops
• Romanian ww2 Destroyers
• Romanian ww2 Submarines

• Norwegian ww2 Torpedo-Boats

• España class Battleships
• Blas de Lezo class cruisers
• Canarias class cruisers
• Cervera class cruisers
• Cruiser Navarra
• Dédalo Seaplane Carrier
• Spanish Gunboats
• Spanish Minelayers

• Sverige class CBBs (1915)
• Gustav V class CBBs (1918)
• Interwar Swedish CBB projects
• Tre Kronor class (1943)
• Gotland (1933)
• Fylgia (1905)
• Ehrernskjold class DDs (1926)
• Psilander class DDs (1926)
• Klas Horn class DDs (1931)
• Romulus class DDs (1934)
• Göteborg class DDs (1935)
• Mode class DDs (1942)
• Visby class DDs (1942)
• Öland class DDs (1945)
• Swedish ww2 TBs
• Swedish ww2 Submarines
• Swedish ww2 Minelayers
• Swedish ww2 MTBs
• Swedish ww2 Patrol Vessels
• Swedish ww2 Minesweepers

• Kocatepe class Destroyers
• Tinaztepe class Destroyers
• İnönü class submarines
• Submarine Dumplumpynar
• Submarine Sakarya
• Submarine Gur
• Submarine Batiray
• Atilay class submarines

• Cruiser Dalmacija
• Dubrovnik class DDs
• Beograd class DDs
• Osvetnik class subs
• Hrabi class subs
• Gunboat Beli Orao
• Taksin class
• Ratanakosindra class
• Sri Ayuthia class
• Puket class
• Tachin class
• Sinsamudar class sub

☢ The Cold War

☭ warsaw pact.

• Chapayev class (1945)
• Kynda class (1961)
• Kresta I class (1964)
• Kresta II class (1968)
• Kara class (1969)
• Kirov class (1977)
• Slava class (1979)
• Moksva class (1965)
• Kiev class (1975)
• Kusnetsov class aircraft carriers (1988)
• Skoryi class destroyers (1948)
• Neustrashimyy (1951)
• Kotlin class (1953)
• Kildin class (1959)
• Krupny class (1959)
• Kashin class (1963)
• Kanin class (1967)
• Sovremenny class (1978)
• Udaloy class (1980)
• Project Anchar DDN (1988)
• Kola class (1951)
• Riga class (1954)
• Petya class (1960)
• Mirka class (1964)
• Grisha class (1968)
• Krivak class (1970)
• Koni class (1976)
• Neustrashimyy class (1988)
• Poti class (1962)
• Nanuchka class (1968)
• Pauk class (1978)
• Tarantul class (1981)
• Dergach class (1987)
• Svetlyak class (1989)
• Whiskey SSK (1948)
• Zulu SSK (1952)
• Quebec SSK (1950)
• Romeo SSK (1957)
• November SSN (1957)
• Golf SSB (1957)
• Hotel SSBN (1959)
• Echo I SSGN (1959)
• Echo II SSGN (1961)
• Juliett SSG (1962)
• Foxtrot SSK (1963)
• Victor SSN I (1965)
• Yankee SSBN (1966)
• Alfa SSN (1967)
• Charlie SSGN (1968)
• Papa SSGN (1968)
• Victor II SSN (1971)
• Tango SSK (1972)
• Delta I SSBN (1972)
• Delta II SSBN (1975)
• Victor III SSN (1977)
• Delta III SSBN (1976)
• Delta IV SSBN (1980)
• Typhoon SSBN (1980)
• Oscar SSGN (1980)
• Sierra SSN (1982)
• Mike SSN (1983)
• Akula SSN (1984)
• Kilo SSK (1986)
• P2 class FACs
• P4 class FACs
• P6 class FACs
• P8 class FACs
• P10 class FACs
• Komar class FACs (1960)
• Project 184 FACs
• OSA class FACs
• Shershen class FACs
• Mol class FACs
• Turya class HFL
• Matka class HFL
• Pchela class FACs
• Sarancha class HFL
• Babochka class HFL
• Mukha class HFL
• Muravey class HFL
• MO-V sub-chasers
• MO-VI sub-chasers
• Stenka class sub-chasers
• kronstadt class PBs
• SO-I class PBs
• Poluchat class PBs
• Zhuk clas PBs
• MO-105 sub-chasers
• Project 191 River Gunboats
• Shmel class river GB
• Yaz class river GB
• Piyavka class river GB
• Vosh class river GB
• Saygak class river GB
• Yurka class
• Gorya class
• Project 255 class
• Sasha class
• Vanya class
• Zhenya class
• Almaz class
• Sonya class
• Yevgenya class
• Andryusha class
• Ilyusha class
• Alesha class
• Rybak class
• Baltika class
• SChS-150 class
• Project 696 class
• MP 10 class
• Polocny class
• Ropucha class
• Alligator class
• Ivan Rogov class
• Aist class HVC
• Pomornik class HVC
• Gus class HVC
• T-4 class LC
• Ondatra class LC
• Lebed class HVC
• Tsaplya class HVC
• Utenov class

• Parchim class corvettes (1985)
• Hai class sub-chasers (1958)
• Volksmarine's minesweepers
• Volksmarine's FAC
• Volksmarine's Landing ships

• ORP Warzsawa (1970)
• ORP Kaszub (1986)
• Polish Landing ships
• Polish FACs
• Polish Patrol ships
• Polish Minesweepers

• Missile Destroyer Muntenia (1982)
• Tetal class Frigates (1981)
• Romanian river patrol crafts

✦ NATO

• Zerstorer class DDs (1958)
• Hamburg class DDs (1960)
• Lütjens class missile DDs (1965)
• Gneisenau class FFs (1958)
• Scharnhorst class FFs (1959)
• Köln class FFs (1958)
• Deutschland FFG (1960)
• Bremen class FFs (1979)
• Brandenbug class FFs (1992)
• Hai class SSK (1957)
• Type 201 class SSK (1961)
• Type 202 class SSK (1965)
• Type 205 class SSK (1962)
• Type 206 class SSK (1971)
• Type 209 class SSK (1972)
• Bundesmarine amphibious ships
• Thetis class corvettes
• Corvette Hans Burkner
• Rhein class suppert ships
• Mosel class support ships
• Lahn class support ships
• Silbermöwe class FACs
• Jaguar class FACs
• Hugin/Pfeil FACs
• Zobel class FACs
• S41 class FACs
• S61 class FACs
• S71 class FACs
• KW class PBs
• Kw 15 class PBs
• Neustadt class PBs
• Bamberg class minelayers
• Sachsenwald class mine transports
• Type 319 minesweepers
• Lindau class minesweepers
• Vegesack class minesweepers
• Schutze class minesweepers
• Bundesmarine R Boote
• Hansa inshore Ms.
• Ariadne class inshore Ms.
• Frauenlob class inshore Ms.
• Holnis class indhore Ms.
• Hameln class indhore Ms.
• Frankentahl class indhore Ms.
• Hvidbjornen class Frigates (1962)
• Frigate Beskytteren (1976)
• Peder Skram class Frigates (1965)
• Thetis class frigates (1989)
• Bellona class corvettes (1955)
• Niels Juel class corvettes (1979)
• Delfinen class submarines (1958)
• Narhvalen class submarines (1970)
• Bille class Torpedo Boats (1946)
• Flyvefisken class Torpedo Boats (1954)
• Falken class Torpedo Boats (1960)
• Soloven class Torpedo Boats (1962)
• Willemoes class FAC (1976)
• Flyvefisken class FAC (1989)
• Daphne class Patrol Boats (1960)
• Danish Minelayers
• Danish Minesweepers
• CV Karel Doorman (1948)
• De Zeven Provinciën class cruisers (1945)
• Holland class DDs (1953)
• Friesland class DDs (1953)
• Roodfier class Frigates (1953)
• Frigate Lynx (1954)
• Van Speijk class Frigates (1965)
• Tromp class Frigates (1973)
• Kortenaer class frigates (1976)
• Van H. class Frigates (1983)
• K. Doorman class Frigates (1988)
• Dolfijn clas sub. (1959)
• Zwaardvis class subs. (1970)
• Walrus class subs. (1985)
• ATD Rotterdam (1990s)
• Dokkum class minesweepers (1954)
• Alkmaar class minesweepers (1982)
• Hydra class FFs (1990)
• Greek cold war Subs
• Greek Amphibious ships
• Greek MTBs/FACs
• Greek Patrol Vessels

• Eithne class PBs (1983)
• Cliona class PBs
• Deidre/Emer class PBs
• Orla class fast PBs

• Giuseppe Garibaldi (1983)
• Conte di Cavour (2004)*
• Trieste (2022)*
• Missile cruiser Garibaldi (1960)
• Doria class H. cruisers (1962)
• Vittorio Veneto (1969)
• Impetuoso class (1956)
• Impavido class (1957)
• Audace class (1971)
• De La Penne class (1989)
• Orizzonte class (2007)*
• Grecale class (1949)
• Canopo class (1955)
• Bergamini class (1960)
• Alpino class (1967)
• Lupo class (1976)
• Maestrale class (1981)
• Bergamini class (2013)*
• Thaon di Revel class (2020)*
• Albatros class (1954)
• De Cristofaro class (1965)
• Minerva class (1987)
• Cassiopeia class (1989)
• Esploratore class (1997)*
• Sirio class (2003)*
• Commandanti class (2004)*
• Toti class (1967)
• Sauro class (1976)
• Pelosi class (1986)
• Sauro class (1992)*
• Todaro class (2006)*
• San Giorgio LSD (1987)
• Gorgona class CTS (1987)
• Italian Landing Crafts (1947-2020)
• Folgore PB (1952)
• Lampo class PBs (1960)
• Freccia class PBs (1965)
• Sparviero class GMHF (1973)
• Stromboli class AOR (1975)
• Anteo SRS (1980)
• Etna class LSS (1988)
• Vulcano AOR (1998)*
• Elettra EWSS (2003)*
• Etna AOR (2021)*
• Lerici class (1982)
• Gaeta class (1992)*

• Jean Bart (1949)
• Dixmude (1946)
• Arromanches (1946)
• Lafayette class light carriers (1954)
• PA 28 class project (1947)
• Clemenceau class (1957)
• Jeanne d'Arc (1961)
• PA 58 (1958)
• PH 75/79 (1975)
• Charles de Gaulle (1994)
• De Grasse (1946)
• Chateaurenault class (1950)
• Colbert (1956)
• Surcouf class (1953)
• Duperre class (1956)
• La Galissonniere class (1960)
• Suffren class (1965)
• Aconit (1970)
• Tourville class (1972)
• G. Leygues class (1976)
• Cassard class (1985)
• Le Corse class (1952)
• Le Normand class (1954)
• Cdt Riviere class (1958)
• Estiennes D'Orves class (1973)
• Lafayette class (1990)
• Floreal class (1990)
• La Creole class (1940)
• Narval class (1954)
• Arethuse class (1957)
• Daphne class (1959)
• Gymnote test SSBN (1964)
• Le Redoutable SSBN (1967)
• Agosta SSN (1974)
• Rubis SSN (1979)
• Amethyste SSN (1988)
• Le Triomphant SSBN (started 1989)
• Issole (1958)
• EDIC class (1958)
• Trieux class (1958)
• Ouragan lass (1963)
• Champlain lass (1973)
• Bougainville (1986)
• Foudre class (1988)
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• Dédalo aircraft carrier (1967)
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• Berk class FFs (1971)
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• Aircraft carriers
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☯ ASIA

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☪ MIDDLE EAST

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♅ OCEANIA

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℣ AFRICA

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Clipper Ship Owners Made Millions. Others Paid the Price.

Clipper ships traveled at blistering speeds but conditions on board were brutal, and opium was their most profitable cargo.

In their day, they were the fastest ships ever to have been built . They revolutionized global trade , ferrying tea from China and delivering provisions and equipment to the burgeoning settlement of Gold Rush -era San Francisco. Their owners would become some of the richest men in the United States. But as historian Steven Ujifusa shows in his new book, Barons of the Sea , clipper ships also had a dark side: They serviced the opium trade , which left millions of Chinese addicted, and employed brutal, and sometimes dangerous, methods to make their ships sail faster.

When National Geographic caught up with Ujifusa in Washington, D.C., he explained how clipper ship owners reconciled their religious backgrounds with the opium trade, how steamships and the railroad eventually rendered clipper ships obsolete, and how a clipper ship with a female navigator held the record for the fastest voyage from New York to San Francisco right up to the 1980s.

A historian said of the clipper ships: “Illicit and desperate practices followed close in their wake throughout their existence.” Explain what he meant, and what the Americans’ goal was in producing them.

So-called Baltimore clippers , which were built in the Maryland Chesapeake Bay area in the 1810s and 1820s, were used as slave smugglers and privateers . By the 1840s, American merchants doing business in China took these designs and expanded them into China clippers, carrying tea from Canton to New York and, later, Hong Kong. These merchants also used variants of the Baltimore clippers as opium runners, smuggling opium into China, thanks to bribes given to Chinese officials who were there to stop the opium trade but, instead, facilitated it.

What’s distinctive about a clipper ship as opposed to other types of vessels?

The definition of an American clipper ship is a three-masted, full-rigged ship with square sails on each of her three masts that was built for speed rather than capacity. So the designers of the great clipper ships of the 1840s and 1850s sharpened the bow and stern, creating much hollower lines than before. They were built to carry high-value freight, like tea from China or, during the Gold Rush , dry goods and provisions to California that would fetch very high prices. These ships were also much more loftily rigged than typical merchant ships. This made them very expensive to operate because you needed crews of 50 or 60 men.

Shipping barons like Warren Delano and Robert Forbes got rich from the opium trade in China, which left millions addicted or dead. Introduce us to these men and explain how they squared their Protestant morality with what was essentially drug running, and how it eventually led to the Opium War.

Several of the men I feature come from a tight-knit group of Yankee families in the Boston and New Bedford area. They didn’t see anything wrong with the opium trade. Robert Bennett Forbes compared the opium trade to nothing worse than dealing in liquor or strong spirits, and Warren Delano wrote that the opium trade was a perfectly honorable, legitimate trade. But when they were living in the foreigners’ colony in Canton in the 1830s, they didn’t actually see its effects on the Chinese population all that much.

In 1838, a new governor of Canton Province was tasked by the emperor with showing the foreign devils , as western traders were known, who was boss. This new commissioner demands that the Americans and British hand over 20,000 chests of opium to the Chinese government for destruction. The British and Americans say, “This is our opium; how can you do this?” So the commissioner promptly blockades the Foreigners Colony, in Canton, and the opium is thrown into the Pearl River.

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The British traders leave, saying, “We’ll be back with force because you just confiscated the Queen’s opium.” On their return, they shell Canton in revenge and Canton is burned. Under the terms of the Treaty of Nanking , the Chinese government is forced pay 21 million pounds sterling as reparations, not just for the seizure of the British opium but also for the costs for the British Royal Navy to sail over there. The treaty also forces open several other ports for Western trade, which allows opium to flow unchecked into the Celestial Kingdom, thus beginning the so-called “Century of Humiliation” for the Chinese.

You call the clipper ship builder Donald McKay a “mechanic and craftsman as American hero.” Tell us about him and the “extreme clippers” he built in Boston.

He was an immigrant success story. He was born in 1810 in Nova Scotia, the son of an itinerant shipwright and farmer, came to New York, then opened up his own yard in East Boston in the 1840s, becoming a kind of Jacksonian, common-man hero. He once said something to the effect of, “My words and language are rough but my feelings are honest and true.”

He began building a series of very successful, very large ships for the California trade. There’s an old naval design rule that the longer the waterline length of a vessel, the faster it can go. So McKay built clippers that were significantly larger than the old China clippers. McKay’s clippers to California grew to almost 300 feet long and The Republic was almost 400 feet long. This represented a tremendous growth in terms of how big these ships got and how fast they went.

Clipper ships like these helped build San Francisco into the city we know today. Starting in 1848-1849, there was a huge demand for miner’s supplies —furniture, chairs, tables, provisions, and lots of booze—to be shipped around Cape Horn from the East Coast, to the new city of San Francisco, which grew from a fishing village of 2,000 people to a major metropolis of over 100,000 by the mid-to-late 1850s.

This was similar to how Jeff Bezos revolutionized the supply chain for goods from all over the world. The China clippers would bring tea from Canton or Hong Kong to New York, cutting down the typical sailing speed from 160 days to under 100 days. This was truly revolutionary. One of McKay’s clippers reportedly logged 22 knots, a speed that steamships would not reach until the 1890s.

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Wagner’s the flying dutchman is about a ship’s captain who makes a deal with satan in exchange for speed. the clipper ships had their own version of the legend in “driver captains” like robert waterman . tell us about him and his fatal voyage in challenge ..

Robert Waterman had a long history of making record passages from China. While onshore, he was a dandy and a ladies man, but on ships he was an absolute tyrant. In 1851, he was given command of a clipper ship called The Challenge . She was 2,000 tons and had masts well over 200 feet high. His bosses, the Griswold brothers, offered him a $10,000 bonus if he made it to San Francisco in less than 90 days. But Waterman was given the dregs of the waterfront as a crew.

Ultimately, there is a near-mutiny, several men are beaten to death or fall from the yard, and the ship sails into San Francisco Harbor after a voyage of 109 days, flying a distress flag. Waterman is tried for murder in San Francisco. This is one of the more violent episodes in the clipper ship era and exposes to the nation and to the world how men and safety were sacrificed for the quickest possible passage to get goods to market first.

This was an era before any sort of regulation of conditions on board or of labor. The way crews were recruited was a bit like the Royal Navy with its press gangs. Actually, that’s where the term Shanghaied came from. Captains would often have a hard time getting enough men to crew up these clipper ships, which needed 50 to 60 men to sail efficiently. So, they would send out so-called “crimps” to the brothels and bars of lower Manhattan or Boston and, working in cahoots with the madams and saloonkeepers, drop drugs into the drinks of the patrons, who would then wake up with a splitting headache, a third of their wages gone and on the way to China or San Francisco. [laughs]

I was amazed to read that the Flying Cloud ’s record of 89 days and 21 hours from New York to San Francisco stood until 1989. Tell us about the various attempts on that record, and what it says about the clipper ships.

The Flying Cloud was unique. Not only was she an exceptionally well-built clipper, and arguably McKay’s masterpiece before The Great Republic , but she also had a very good team. She had a very good captain, Captain Josiah Creesy . He had been in the China trade before. He also had a very valuable asset: his wife, Eleanor Creesy , who served as his navigator. She used a new set of charts that allowed the navigator to find the optimal winds and currents to make a quick passage by avoiding the doldrums. Without her, the Flying Cloud would not have made that voyage. And it was not until the late 1980s that the sailing yacht Thursday’s Child broke the record. Some people say that it doesn’t really count because she was a yacht, not a commercial vessel, and that the record under sail still stands.

Eventually, clipper ships became what you call “beautiful anachronisms.” Talk about their legacy for the United States, and the sea barons who built them.

The end of the clipper ships came about due to the railroads, first across the Panama Isthmus and later across the continental U.S., which made such long-haul voyages by sail less profitable. Also, the rise of long-distance steam ships and the trans-Atlantic cable, which allowed information, especially financial information, to be transmitted almost instantaneously. The Civil War also wreaked havoc on the clipper ship era, when Confederate raiders chased down and sank several clippers.

As for the legacy of these ships, even though their era was extremely brief, they still persist in the American imagination. Naval historian Samuel Eliot Morison said that these clipper ships came and went with the finality of the passenger pigeon, but these were our cathedrals of wood, our Parthenons, the most complex structures we had ever built. And they still elicit wonder today. They were built for brutal, laissez faire capitalism, but in terms of their angelic beauty they are peerless.

Warren Delano II was one of the most famous of the men who derived their fortunes from owning clipper ships. He and several of his business partners would diversify their China trade fortunes into industries such as the railroads, coal and copper mining, the Trans-Atlantic cable, and real estate. When Warren Delano died in 1898 he bequeathed well over $1 million to each of his children, which would put him on the Forbes 400 list of wealthy men in America at the time. His most famous descendant was his grandson, Franklin Delano Roosevelt, who, as a successful politician, loved to quote his grandfather’s famous dictum: “In business, never let your right hand know what your left hand is doing.”

Many of the great clipper ship fortunes funded famous preparatory schools, like Milton Academy, and universities such as Harvard, Princeton, and Yale, as well as many other well-known cultural institutions. It’s a contradiction that these men were engaged in the opium trade but, when they came home, used their fortunes to invest in early American industries and civic institutions that we still know, and venerate, to this day.

This interview was edited for length and clarity.

Simon Worrall curates Book Talk . Follow him on Twitter or at simonworrallauthor.com .

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A Chronicle of the China Trade

• Introduction
• Doing Business with China
• Augustine Heard & Co.
• The Canton Trade
• Commodities & Currencies
• Treaty Ports & Compradors
• Clippers & Steamships
• Exploring Trade Links
• Chinese Competition
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The access to the tea and silk district will enable us to be sure that we can produce at fair prices; and the navigation of the Yangtze and other rivers will make steam very important.

Speeding Up the Trade: Clippers and Steamships

While the profits to be realized in the China trade were magnificent, the four- to five-month voyage from the Eastern ports in the United States to China posed innumerable threats—disease, typhoons, and possible invasion from pirates, the Chinese, or other foreign ships. The introduction of the American clipper ships (the word “clipper” signified speed) with their narrow hulls and large sails enabled sea travel at speeds of up to 30 kilometers an hour, far faster than the average merchant ships. Now Western traders could deliver the freshest tea possible, make more trips annually, and outpace the Chinese junks when smuggling opium.

In the mid-1840s Augustine Heard & Co. commissioned the Gardner shipyard in Baltimore to build the vessels the Frolic and the Dart . 30 The firm wanted a vessel fast and light enough to outpace competitors but big enough to carry a significant amount of freight. 31 Baltimore-built vessels, often outfitted with cannons, were especially known for their speed. 32 With its massive sails, the Frolic could make headway even in calm days when other ships remained still.

The introduction of steamships brought further advantages to Western traders. With their shallow draft, steamships could sail closer to land and venture into the rivers. After the Second Opium War between Great Britain and China (1856–1860), additional Chinese coastal ports as well as inland rivers, especially the Yangtze River, opened up for trade. “In 1859 or 1860 I carried out a plan I had often thought of. This was to order a river steamer from America,” John Heard wrote. “I was convinced that from the opening of China which could not fail to result from the [Second Opium War], steamers must be much wanted. . . . So I sent Captain Johnson to America to build and bring out a steamer of 700 tons.” 33 The steamship the Fire Dart alone turned a profit of $175,000 its first year. 34

• John Heard to Augustine Heard, July 19, 1860. HC: EM-7.
• In July 1850, the Frolic shipwrecked off the coast north of San Francisco. The remains of the ship were discovered in the 1950s by scuba divers.
• Layton, p. 52.
• Thomas Layton writes that “Warfare, and its consequent disruption of normal maritime commerce, ensured a strong demand for fast vessels to evade British and French warships and sneak cargo into blockaded ports. The needs of Baltimore privateers, engaged in legalized piracy, also stimulated refinements in hull design and rigging.” Layton, p. 44.
• John Heard, Diary, 1891. HC: FP-4, p. 123.
• John Heard, Diary, 1891. HC: FP-4, p. 139.

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Port of San Francisco: 1800s

° Vessels & Rigging ° Clippers ° Steamships ° Lines ° Builders ° Shipwrecks

Details and Images of Clipper Ships ° A to D ° E to G ° H to N ° O to R ° S ° T to Z

May 26, 1851, Daily Alta California , San Francisco

Clipper Ships at Anchor.

In the tremendous wind of yesterday, which made the whole bay white with foam, and caused sizeable brigs and schooners to pitch and roll, as they lay at anchor, like chips pawing over rapids, it was a study to mark the difference between the sharp clippers and the old fashioned, tub-prowed ships, as they lay at anchor, facing the tide and wind. One of the large, sharp ocean giants lay directly in the full range of the gale as it swept up from the Golden Gate, yet there was not a ripple at her bows. A number of the full built ships lay near her, and at their bows it was all "feather white," like the waves as they dash down over a cataract. She had not even a "white bone in her mouth,'' while the rest of the fleet had whole skeletons. She lay at her anchor as quietly as if on a summer lake, and did not seem to give anchor or chain any trouble. There were ships of five hundred tons which gave their ground tackle more strain than did that immense ship of three or four times the tonnage. This shows how much more safe such ships would be on a lee shore, or in a gale of wind anywhere at anchor, than those of the former usual construction. Their length also, as well as their sharp model, giving them less motion, renders the chances of dragging anchors and parting chains much less. The clippers will prove one of the greatest improveraeuts of the age.

The Annals of the City of San Francisco, June 1852

It appears from records kept by the late harbor master, Captain King, that seventy-four vessels claiming and entitled to be called clipper ships, and averaging rather more than 1000 tons burden, had arrived in the port of San Francisco during the last three years. These records commence with the well known brig Col. Fremont, in May, 1849, and include the Aramingo , which arrived in May, 1852. The average passage was one hundred and twenty-five days. Some of the fleet, however, made much more speedy voyages.

The Flying Cloud, which arrived in August, 1851, performed the distance from New York in eighty-nine days. The Sword Fish , also from New York, arrived in February, 1852, after a passage of ninety days. The Surprise , arriving in March, 1851, the Sea Witch , in July, 1850, both from New York, and the Flying Fish , in February, 1852, from Boston, respectively accomplished the voyage in ninety-six, ninety-seven, and ninety-eight days.

"These magnificent vessels now perform the longest regular voyage known in commerce, running along both coasts of the Americas, in about four months; while the ordinary ships of older models used to take seven and eight months to accomplish the same distance. The contrast is very striking between the short, clumsy vessels, of a few hundred tons burden, which brought the early European navigators to the coast of California, and the large and beautifully lined marine palaces, often of two thousand tons, that are now continually gliding through the Golden Gate. These are like the white-winged masses of cloud that majestically soar upon the summer breeze.

In another part of this work we have given an illustration of the galleon, or sea-going armed merchantman of Drake s day; here we lay before the reader a representation of one of the finest modern California traders, a clipper ship bound for San Francisco. While these noble vessels have revolutionized, in every maritime country, the model and style of long-voyage ships, they have also introduced a much happier marine nomenclature. The old-fashioned, humdrum Julias and Mary Anns , the Trusties and Actives are fast disappearing. The very names of our modern clippers have poetry and music in them, and convey a wonderful sense of swiftness. They confer even dignity on the dry details of the 'marine reporter,' where simple words shine like golden particles in the Californian miner s sands."

This was the crest of the era of the clipper ships that reached its apex with the rounding of the Horn of those 15 ships. The economic boom that had brought these magnificent ships into existence and around the Horn in the first place was about to go through some changes and eventually go bust. With glutted markets, falling freight rates, played out mines, and too many clippers rising on the stocks in eastern shipyards.

January 16, 1853, Daily Alta California , San Francisco

Clipper Ships.

It was for a long time the conviction of the maritime community, that what was gained in point of speed, by making ships of sharp models, was sacrificed in point of burden; that the average difference between the two was not sufficient to warrant the sacrifice. That the port duties, pilotage and other expenses incident to greater custom house measurement and draught of water, would more than counterbalance the profit that would accrue from quickness of passage. It then became a desideratum to build ships that would combine these different excellences; in consequence vessels were constructed that were not exactly "clipper," neither did they exhibit that rotund model usually seen in the Dutch galliot, and which were invariably distinguished in the sea-faring community by the euphonious soubriquet of "Cotton Boxes."

The ship builders of New York were appealed to by the different owners of the Liverpool, London and Havre lines, and presto! we had such ships as the Siddons, Garrick, Rochester, Henry Clay, Stephen Whitney, Louis Philippe, Ville de Lyons , and a host of others which, both in Europe and America, were the admiration of all nautical men. Their models were sought after with avidity, and copies of them taken in various shipbuilding ports of our country and Europe. To Bremen, however, belongs the credit of the nearest approximation, for a long time, to the New York style. All efforts appeared vain the bow, run, shear and general appearance seemed unattainable, and a New York ship could be picked out of a fleet with unerring certainty by a good sailor.

Capt. Stevens of Boston, declared that the ship builders of that place could put as fine a craft on the ocean, as ever was launched from a New York yard. He ordered and superintended the construction of the Martha Washington on the best New York model, and so determined was he to make her equal to anything afloat, that he even went to the expense of putting down the deck plugs with brass instead of yellow pine. She was finished, launched and taken to New York, where she was hauled into dock alongside the finest packet ships. The comparison proved victorious to the New York builders. On the death of Mr. Isaac McKim, of Baltimore, his clipper ship the Ann McKim , was purchased of New York merchants, and put into the Canton trade. The ship, it is said, was bogged, but her superiority in point of speed was soon profitably manifest, over the other vessels then engaged in that line of trade. This instituted competition, and we saw such vessels as the Witch of the Wave and others, built expressly to beat the Ann McKim , and they did it.

It soon became apparent to ship builders that the old idea, that a ship could not be made a clipper and be at the same time ss profitable as a carrier, was a fallacy; and improvement on improvement followed with a rapidity illustrative of skill and mechanical knowledge, that has elicited the approbation and admiration of the whole world. The whole ship building fraternity, throughout the length and breadth of our land, seemed to have wakened up from a sort of Hip Van Winkle sleep, and we are every day astonished at the productions of these great men's minds and hands, that are constantly entering and clearing from our port whose broad and glistening canvas now whitens every sea, are the theme of praise and wonder to the very country from which we sprung, (the most commercial on the globe), and a subject of remark and awe even to the barbarians of farthest "Ind."

Another source of pleasure is the happy appositeness of the names bestowed oa these magnificent proofs of our commercial greatness The Flying Cloud , the White Squall , the Trade Wind , the Hurricane , the Sea Witch , the Southern Cross , and a host of others equally expressive, evince the taste and judgment ol those who presided over the baptism of their entrance on the bosom of the great deep. Many of these beautiful creations are the product of Boston builders. The precise medium seems to be at length attained. They carry enormous cargoes, and the speed of these Leviathans, when sporting with the winds and the waves, is almost terrific, it is in fact so great, that could power enough be brought to bear on the hull of an old fashioned ship, as to force her through the water at the same rate, it would crush her to pieces. Would that the shade of Christopher Columbus could gaze on the immense forest of tall masts to such craft as cow environ the Beele Bay City, on the Western verge of that great continent of which he saw the first and long anxiously hoped for realization from the forecastle on the little Pinta .

May 13, 1854, Sacramento Daily Union Sacramento, California, U.S.A.

American Clipper Ships and Steamers

The Boston correspondent of the Times and Transcript thus writes of American clipper ships and steamers. The superiority of American clippers is conceded by British merchants, when they buy them in preference to English built vessels:

Our clipper ships are now attracting considerable attention on the Atlantic race course. A large number of them, owing to the dullness of the California trade, are loading for Great Britain at the principal ports. The extraordinary passage of the Lightning from this city to Liverpool, in a little more than thirteen days, has caused quite a sensation. Her log shows that she run from Boston Light to Eagle Island, on the coast of Ireland, in ten day. On the first of March she made the extraordinary run of four hundred and thirty-six miles in twentyfour hours, going through the water at an average speed of over eighteen miles per hour on that day.

The American clipper ship Red Jacket , that also made the run to Liverpool in less than fourteen days, has been purchased for about 30,000, by Messrs. Pilhington & Wilson, of Liverpool. Both the Red Jacket and the Lightning are now owned by English houses, and have been placed on the berth for Australia. At the last accounts the admirers of the two respective vessels were betting heavily on their passages.

The admirers of the clipper ship Nightingale, now loading at New York for Melbourne, are also determined to match her against either the Lightning or the Red Jacket . In fact a bet has been made that she will make a quicker passage from New York to Melbourne than the Lightning will make from Liverpool to same port. The proceeds of the bet will be applied to having pictures of the two ships painted on the wall of Father Taylor's' Bethel, the winning ship ahead with all colors flying, the vanquished ship astern with colors struck, and below them a record of their performances. A part of the bet will also be applied for the purchase and outfit of a pew in the Bethel for the use of clipper captains. Capt. Forbes, the commander of the Lightning , has made 11 some remarkable passages to Australia in the English ship Palo Alta , and while here was converted by the preaching of Father Taylor, which explains the singular, disposition to be made of the bet.

Montague Dawson, the painter of Ariel and Taeping (above), was the son of a keen yachtsman and the grandson of the marine painter Henry Dawson (1811 1878). Dawson was born in Chiswick, London in 1895. Much of his childhood was spent on Southampton Water where he was able to indulge his interest in the study of ships. For a brief period around 1910 Dawson worked for a commercial art studio in Bedford Row, London, but with the outbreak of the First World War he joined the Royal Navy. While serving with the Navy in Falmouth he met Charles Napier Hemy (1841 1917), who considerably influenced his work. In 1924 Dawson was the official artist for an Expedition to the South Seas by the steam yacht St. George. During the expedition he provided illustrated reports to the Graphic magazine. His paintings are included throughout this site to illustrate these exquisite ladies of the sea.

Snow Squall's story is pieced together with information gleaned from shipping lists, newspaper accounts, disaster books, and diaries. Her world turns out to be a fascinating one, from the laying of her keel to her captain's heroic efforts to repair his badly damaged ship after going aground near Cape Horn in 1864.

If you cannot find your preferred books locally, please consider utilizing links provided to Amazon.com which has proven to be reliable on service and delivery.

The waterways served as highways, protective barriers, invasion routes, cultural inspiration, zones of recreation, sources of sustenance: much as they do today. He presents how the Gold Rush transformed the region, wreaking havoc on the marine environment, and how the scale and scope of maritime operations waxed and waned in the decades after that event. In all, the delicate balance between protection and utilization is paramount.

Written as part of a project with the National Park Service and the Organization of American Historians, Beyond the Golden Gate is an immersive look at the maritime history of California that will inspire additional scholarship in this overlooked but critically important field. Benefitting from hundreds of primary sources, dozens of captivating images and reflective of the latest trends in the field, Beyond the Golden Gate is sure to satisfy the curious reader, the serious historian, and the maritime aficionado.

This comprehensive reference book on the discovery and recovery of underwater archaeological remains around the world was directed by noted author and diver James Delgado, along with archaeologists and scientists who have made the discoveries.

It offers a wealth of authoritative and accessible information on shipwrecks, drowned cities, ritual deposits, and other relics of our submerged past. Published in association with the British Museum Press.

Were pirates sea-going terrorists, lawless rogues who plundered, smuggled, and illegally transported slaves, or legitimate corsairs and privateers?" Highlighting such pirate vessels as the Speaker , which sailed in the Indian Ocean, and the Whydah, the first pirate ship discovered in North America (near the tip of Cape Cod), the contributors analyze what constitutes a pirate ship and how it is different from a contemporary merchant or naval vessel.

Essays by many of the world’s leading scholars present an up-to-date assessment of the field of maritime history in the early 21st century, offering fresh insights into the impact of seaborne exploration, warfare, and commerce on the course of history, from the independent traditions of ancient Japanese, Arab, and Mediterranean seafarers to the rapid European expansion around the globe from the 16th century onward. Author Daniel Finamore is Russell W. Knight Curator at the Peabody Essex Museum in Salem, Massachusetts.

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Clipper Ships ~ References, including:

The Era of the Clipper Ships: The Legacy of Donald McKay Donald Gunn Ross III

Maritime Nations, Ships, Sea Captains, Merchants, Merchandise, Ship Passengers and VIPs sailing into San Francisco during the 1800s.

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Sources: As noted on entries and through research centers including National Archives, San Bruno, California; CDNC: California Digital Newspaper Collection; San Francisco Main Library History Collection; and Maritime Museums and Collections in Australia, China, Denmark, England, Finland, Germany, Ireland, Wales, Norway, Scotland, Spain, Sweden, etc.

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OPEN DAILY 9:30 to 5

Snow Squall: An American Clipper

Renovated in 2021, this permanent exhibit houses the last remaining example of an American clipper ship. Launched in Portland in 1851, Snow Squall –like all clippers — was built for speed with a sharp, narrow hull, and an enormous amount of sail. In 1864, Snow Squall ran aground near Cape Horn, and lay abandoned in the Falkland Islands for over a century. A series of archaeological expeditions in the 1980s culminated in the retrieval of a 36-foot section of the bow, now on view in this exhibit.

• June 18, 2024

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What Is A Clipper Ship?

A Clipper Ship was a merchant ship with sails built in the 1840s by American shipbuilders. With the growth of the shipping industries, the need for faster transportation of the cargo was felt thus giving rise to the clipper ship.

The American shipbuilders created this merchant ship that could transport their goods at speed considerably higher than what was available back then. The English builders followed suit leading to its popularity worldwide. It brought about a considerable change in the shipping industry with its almost unparalleled speed and transportation capabilities.

Clipper’s Structure

A clipper was a sailing ship with three masts and square sails. These ships were meant to be fast and carry small loads of valuable cargo like tea, opium, spices, people, and mail over long distances.

The clipper’s masts were its main characteristics. They were tall and carried more sails than any other ship of those times. The formation of sails on the mast made them look like a cloud. These sails were managed by a complex system of rigging rising above a sharp bow and a sleek, narrow hull.

The tall masts and sails gave the clipper ships an aerodynamic structure and never seen before speeds.

The tonnage of the clipper ships remained constant at 4000 tons over different models. What varied was the size. Here tonnage does not refer to the whole weight of the vessel but carrying capacity of the ship as in how much wine it could carry. It is essential to know the limit as to how much weight can be safely loaded on the ship because otherwise, it could lead to severe financial damage to the merchant. An overloaded ship runs the risk of not only losing precious cargo but also capsizing leading to the loss of the entire ship as well.

Origin Of Clipper ships

The first Clipper ships were the Baltimore clippers which were originally topsail schooners developed in the Chesapeake Bay before the American Revolution. These schooners were very popular between 1795 and 1815. Baltimore Clipper’s speed made it valuable for transporting slaves and perishable cargo. Its hull design makes it the predecessor of the larger clipper ships of the 19th century.

Where was the clipper ship used?

While its competitors were lagging at a mere 150 miles per day the clipper shipped blew the competition at 250 miles per day. Despite the fact that these numbers do not mean much these days, back in those days, 250 nautical miles was quite a long journey. The very birth of the clipper ship lay in the solution to slow transportation over water. Bringing Chinese tea into America and other countries swiftly resulted in a boom for the Clippers as tea had to be delivered before its lost its flavor.

During the California Gold Rush, faster ships for transporting supplies meant enormous profit for the businessmen and miners. This was achieved by clipper ships.

Earlier, the East India Company used to pay Chinese silver in return for silver. The prices of silver rose which prompted wily British traders to trade their Opium for Chinese tea. This resulted in far-reaching implications for the Chinese, Indians and the Britishers.

Famous Clipper Ships

1) the flying cloud.

Among many other clipper ships that have revolutionized and dominated the shipping industry, the Flying Cloud happens to be one of the most famous. It touched the American waters in 1851 and created history as it traveled between New York and San Francisco in just 89 days.

2) The Lightning

The record established by Flying Cloud was surpassed by the Lightning which set the bar pretty high by cruising and covering 436 nautical miles in as little as 24 hours.

3) The Cutty Sark

In addition to these two clippers, another clipper ship worth taking note of is The Cutty Sark. It was built back in 1869 and happened to be the last clipper ever made. It is now kept in Greenwich London. The specialty of this clipper ship is that it happens to be the last of its kind that can be still viewed in physical form.

After the industrial revolution, when modernization was taking over all aspects of life and steamers and high-end ships were coming into existence the popularity of the clipper ship took a dip by a respectable margin. But even before that, it was extensively used in water transport especially in the 1800s. Even then the contribution of the clipper ship in the development of modern water transport cannot be ignored by any means. Its merits are universally acknowledged.

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If You Thought Air Travel Was Luxurious In The 1970s, Check Out What It Was Like Aboard The WW2-Era Boeing Clipper

For most travelers in the 21st century, flying is a dreary experience, full of inconvenience, indignity, and discomfort.

That wasn't the case in the late 1930s, when those with the money to afford trans-oceanic flight got to take the Boeing Model 314, better known as the Clipper.

Even Franklin Roosevelt used the plane, celebrating his 61st birthday on board.

Between 1938 and 1941, Boeing built 12 of the jumbo planes for Pan American World Airways.

The 314 offered a range of 3,500 miles — enough to cross either the Atlantic or Pacific —and room for 74 passengers onboard.

Of course, modern aviation offers an amazing first class experience (and it's a whole lot safer), but nothing in the air today matches the romanticism of crossing the ocean in the famed Clipper.

Thanks to the Pan Am Historical Foundation for sharing its photos. The foundation is currently working on a documentary about Pan American World Airways and the adventure of the flying boat age. Find out more here .

The Model 314's nickname Clipper came from an especially fast type of sailing ship, used in the 19th century.

The ship analogy was appropriate, as the Clipper landed on the water, not runways.

Here's a diagram of the different areas of the plane.

[Source: Boeing ]

On Pan Am flights, passengers had access to dressing rooms and a dining salon that could be converted into a lounge or bridal suite.

The galley served up meals catered from four-star hotels.

If you want to sit at a table to eat with other people these days, you have to fly in a private jet.

There was room for a crew of 10 to serve as many as 74 passengers.

On overnight flights, the 74 seats could be turned into 40 bunks for comfortable sleeping.

The bunk beds came with curtains for privacy.

On the 24-hour flights across the Atlantic, crew members could conk out on these less luxurious cots.

Unlike some modern jets that come with joysticks, the Clipper had controls that resembled car steering wheels.

Navigating across the ocean used to require more manpower in the air.

The lavatory wasn't too fancy, but it did have a urinal — something you never see in today's commercial jets, where space is at a premium.

The ladies lounge had stools where female passengers could sit and do their makeup.

The Clipper made its maiden trans-Atlantic voyage on June 28, 1939.

But once the US entered World War II, the Clipper was pressed into service to transport materials and personnel. In 1943, President Franklin Roosevelt celebrated his 61st birthday on board.

Winston Churchill got a ride too.

Want more of the good old days?

DON'T MISS: 25 Vintage Photos From The Glory Days Of Aviation >

• Main content

Introducing

Pan Am's Greatest

Flying Boat

Yankee Clipper animation by J.P. Magnano, 3D Viz, Miami (PAHF Collection).

A MIGHTY DESIGN: THE BOEING B-314

The 314's military beginnings.

The height of pre-World War Two commercial air transport – Boeing’s B-314 “Super Clipper” – was in no small part the result of a military vision with air power that could spread its wings over far-­flung American strongholds such as Hawaii, Alaska, and the Panama Canal.

The world was roiling with danger from potential threats and America’s military aviation planners understood that future defense meant projecting air power far from shore over great distances north and south. The concept was realized, up to a point, in the huge Boeing XB-15 bomber that was carried aloft on a mighty wing but powered by engines that weren’t up to the job.

And the XB-­15 never made it out of the prototype stage (although that one airplane went on to serve as a transport, known as the XC-­105 or “Grandpappy” to its crew). The mid-­1930’s were a time when the forces of isolationism and economic stress largely governed policy-making for America. Support for developing military technology on Uncle Sam’s dime was limited. Photo:

Juan Trippe & Civil Aviation

The mid-­1930’s were not a time of robust military expenditure in the U.S., but there was growing action in the civil aviation sector.

At Pan American Airways, support for the concept of long-­range aircraft was alive and well. Presiden t Juan Trippe had long regarded flying transatlantic routes as the keystone link for Pan Am’s global route system.

Juan Trippe's Specifications

Pan Am's Martin M-130 was the largest transport aircraft at the time, but even before the M-130 had begun its airmail service in the Pacific, Juan Trippe was preparing specs for larger planes.

In February 1936, Pan Am asked aircraft manufacturers for competitive bids on a new generation of flying boats to fill the gaps in the airline’s expanding international route network, with a particular eye on routes across the Atlantic.

The challenge the airline laid out to aircraft builders was for an airplane that could fly 4,000 miles against a 30-­mile-per-hour headwind, and carry a sufficient payload. Photo: Boeing B-314 center wing section being positioned during construction.

Wellwood Beall's Proposal

It was Boeing’s good luck that aircraft designer Wellwood Beall was on their payroll. He had long pondered such a development. As an engineer-­salesman selling Boeing fighter planes in China, he'd spent his spare time envisioning a transoceanic flying boat. In the summer of 1935, Beall returned from Shanghai to Seattle , bringing his increasingly detailed flying boat concept with him.

A few months later, Beall was asked to help prepare Boeing’s answer to Pan Am’s request for a proposal. He had methodically thought through may aspects of the design challenge, and one of the most important components of his concept was to incorporate the big wing that had been designed for the XB-­15. If it wouldn’t carry an oversized bomber aloft, it could just as well work on a commercial transport. Photo: Wellwood Beall working aboard B-314.

Designing the 314

Along with Boeing, aircraft manufacturers Douglas, Martin, and Sikorsky all responded to Pan Am’s request for bids, but in the end it was Beall’s concept and Boeing’s promised delivery dates that sealed the deal. OnJuly 21, 1936, Pan Am signed a contract with Boeing for six Super Clippers – the B-314s.

With newly developed Wright Twin-­Cyclone R-2600 engines, which could develop 1,500 h.p., the big wing could be put to use on a big flying boat.

The Boeing Company signed a contract with Pan Am on July 21, 1936 to deliver six flying boats, known as model B-­314’s, over the course of 10 months beginning in December, 1937.

Building the 314

Boeing missed the promised delivery date because the construction of the complex flying machines demanded myriad time-­consuming accommodations as things progressed. As the first plane got ready for testing in June 1938, it was quickly apparent that it wasn’t quite ready for actual passenger transport.

The tail assembly, or empennage, would need much more lateral authority. What started as a single tail quickly went through a two-stage evolution. Boeing B-­314 center wing section being positioned during construction. Photo: Honolulu Clipper.

Twin tails didn’t suffice, so the original central fin was put back, and three vertical fins did the trick. The plane had a tendency to “porpoise” – bounce back into the air – when landing, which eventually led to a redesign of the hull configuration.

B-314 Deliveries to Pan Am

• On January 27th, 1939 NC-­18602, to be christened the California Clipper at Treasure Island in San Francisco Bay three months later, was the first B-­314 delivered to Pan Am. She went in to service on the Pacific run. Photo: Pan Am Boeing-314 Honolulu Clipper between tests, Lake Washington, 1938 .
• The second B-­314, to be christened Yankee Clipper , was ferried east in preparation for Atlantic service. Read Juan Trippe's speech that day on the Yankee Clipper page.
• The remaining four planes: Atlantic Clipper, American Clipper, Honolulu Clipper, and Dixie Clipper were turned over to Pan Am over the course of the next months.
• It was the honor of the Dixie Clipper , NC-18605, under the command of Capt. R.O.D. Sullivan, to inaugurate regularly scheduled passenger service to Lisbon, Marseilles and Southampton from Port Washington, New York on June 28, 1939, carrying 22 passengers.
• Six more of the big flying boats – dubbed B-314A’s – would be ordered by Pan Am, with upgraded performance thanks to enhanced Wright engines.

Pan Am's Boeing-314 Goes to War

But as the world slid towards global war, it became clear that transoceanic aviation networks were absolutely critical – so much so that Pan Am was induced to sell three of the new planes to the British, already fighting a life-­or-­death struggle in Europe.

The big wings on the Boeings, first designed to carry warplanes would go on to serve critical roles on transport aircraft in the defense of freedom – keeping vital connections open between continents, carrying high-­value personnel and cargo at high speed to far-­flung destinations.

EDDIE ALLEN Interview

Video: Hear a June 1, 1938 radio interview from the Library of Congress with Eddie Allen as he talks about his career in flight testing, and piloting the Mighty B-314. Photo: Famed test pilot Eddie Allen studies B-­314 navigational chart.

Image captions

EDDIE ALLEN RADIO INTERVIEW – 1938 (pahf Collection)

Photo of Eddie Allen, the Boeing test pilot who shepherded the brand new Boeing-314 through its flight tests in 1938. (For best results, enable the closed captioning option on the Vimeo playbar.)

B-314 REPLICA – FOYNES FLYING BOAT MUSEUM

Today people can visit a life-size replica of the Yankee Clipper at Foynes Museum in Ireland. Peter Leslie son of Division Engineer and later Atlantic Division Manager John C. Leslie, has written his personal impressions on a visit to see their flying boat.

Visiting the Foynes Flying Boat Museum in Ireland, near Shannon Airport: "Of all the marvelous displays at the museum the crown jewel is the full size reproduction of the Boeing B-314 fuselage and tail assembly. From the street you see the iconic three vertical stabilizers, the empennage, to be technical. From inside the museum you walk out as if onto a dock. The wing and an engine loom over you, you step onto the sponson and enter the cabin. The only thing missing is the Pan Am steward to greet you. Otherwise, every detail is a faithful reproduction of the seats, fabric, molding, paint color, etc., everything is perfect. The flight deck looks like it was in use just minutes ago as the flying boat aligh ted on the Shannon River." Peter Leslie, son of John C. Leslie, Vice President of Pan Am.

Foynes Flying Boat Museum Pan Am Boeing 314 life-size model (PAHF Collection).

Clip of Boeing 314 Clipper over San Francisco Bay from Pan American Airways production "Transpacific," c. 1940 (PAHF Film collection).

HISTORY LIVES AT THE MARINE AIR TERMINAL – a new Yankee Clipper model

In 2021, Pan Am Historical Foundation Chairman Ed Trippe spearheaded the installation of a large B-314 Yankee Clipper model in the Marine Air Terminal (MAT), at LaGuardia Airport. The model now graces the MAT's Art Deco rotunda, surrounded by James Brooks' WPA mural, "Flight."

Built by Roger Jarman of Atlantic Models, this Yankee Clipper exhibit takes us back to the romance of air travel in the early days of Pan Am and the inspirational voice of Juan T. Trippe.

Installation of the new B-314 at the Marine Air Terminal, LaGuardia (Courtesy of Pan Am Historical Foundation Chairman Ed Trippe).

HISTORY LIVES AT THE MAT

Video includes the voice of Juan T. Trippe at the MAT Opening, March 1940 (WNYC Archive) and photos (Courtesy of Daniel Kusrow).

PAN AM YANKEE CLIPPER 3D

WITH A MOUSE OR TOUCH SCREEN, VIEW FROM ANY ANGLE.

Animated 3D Concept of Boeing 314 Yankee Clipper by Thales, via Sketchfab.

Copyright © 2024 Pan Am Historical Foundation - All Rights Reserved.

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The Alternative to Huge Cruises? 3 Masts, 28 Sails and Wind Power.

We checked out the 136-passenger Sea Cloud Spirit on a Mediterranean cruise. In this era of gargantuan ships, its elegant clipper design, wooden decks and relatively small size stands out.

By Ceylan Yeğinsu

From the bridge of the three-masted windjammer, the Sea Cloud Spirit , the captain called out the words we’d all been waiting for.

“Let’s set the sails!” he cried, after turning off the engines, while maneuvering to maintain an optimum angle for his 18 deckhands to climb into the shrouds and unfurl the ship’s 44,132 square feet of sails by hand.

Like acrobats, the crew scurried up the masts to the upper topgallant sails that rose nearly 200 feet above us. The ship’s captain, Vukota Stojanovic, later insisted that none of it was for show. “Whenever there is an opportunity to sail, we sail,” he said.

For the next hour, the crew hauled the ropes until the 28 sails were billowing in the wind, propelling the 452-foot-long ship — the world’s largest passenger sailing vessel on which the sails are raised by hand — toward its first port of call, Portofino, Italy.

At a time when cruise lines are packing their ever-more-gargantuan ships with water parks and basketball courts, the 136-passenger Sea Cloud Spirit, with its old-fashioned clipper design and wooden decks, stands out. It is the newest ship from the Hamburg-based Sea Cloud Cruises , and while it is the company’s biggest, Sea Cloud said it wanted to leave space for passengers to connect to the surrounding elements.

“Wherever you are on the ship, it feels like you are sitting on the water,” said Amelia Dominick, 71, a retired real estate agent from Cologne, Germany, who was on her third cruise onboard the Sea Cloud Spirit.

I had arrived for a four-night “taster sailing” from Nice, France, to the Ligurian region of Italy, designed to entice passengers to sign up for a longer cruise. Here’s what I found.

The ship and cabins

The Spirit has many comforts and luxuries, including a fitness center, library, hair salon and a spa with a Finnish sauna that overlooks the sea. The deck layouts are spacious, with nooks carved out for privacy and relaxation.

Sixty-nine spacious cabins have windows that open onto the sea. My room, a junior suite on the third deck, had two large arched windows, mahogany tables, a balcony and a comfortable couch and armchair. The marble bathroom was lavish, with a gold-plated sink and large jetted bathtub.

The elegant interior design is inspired by the original Sea Cloud, built in 1931 for Marjorie Merriweather Post, the American heiress of the General Foods Corporation, with glossy wooden panels and gold trimmings. The Sea Cloud was the largest private sailing yacht in the world before Post handed it over to the U.S. Navy for use as a weather-reporting vessel during World War II. The four-mast, 64-passenger ship has since been restored to its former glory and will sail across the Aegean and Adriatic this summer.

The experience felt authentic — even before the sails were set — with a detailed safety drill. On most cruises, the drill entails a safety video and signing in at an assembly point. But here, passengers put on their life jackets and walked through emergency scenarios that included rationing food supplies and fishing from the lifeboat.

Each day, the sails were set, even during heavy rain and wind speeds over 30 knots. Guests wanting to participate in the rigging are usually invited to do so, but the weather conditions made it too risky for this sailing.

“It was amazing to watch the work go into putting the sails up and down and to experience the wind power pulling the ship so fast without the engines,” said Malte Rahnenfuehrer, a 50-year-old psychologist from Zurich, who was traveling with his partner and two children.

The captain

It is rare for cruise passengers to see the ship’s captain after the initial welcome drinks or gala dinner. But Capt. Vukota Stojanovic was omnipresent throughout the cruise, from setting sails to lifeguarding to mingling with guests.

Originally from Montenegro, Captain Stojanovic piloted container ships for years. When he was asked to consider helming the original Sea Cloud nearly 10 years ago, he hesitated because he had no experience sailing. Even after he learned the ropes — and there are 340 ropes (known as running rigging) on the vessel — he was unsure. “I grew to love the sailings, the boats, the crew the lifestyle, but I still felt I belonged on container ships,” he said. “It would be a big adjustment, especially because I would have to shave every day,” he joked.

Eventually, he accepted the opportunity and worked tirelessly to learn how to sail and operate the ship. Today, he keeps an “open bridge” policy, allowing passengers to visit the control room, even when he is wrestling with the wind.

“The crew and the passengers are all part of the experience, and I like to meet people and receive their feedback,” Captain Stojanovic said.

Environment

Sea Cloud Cruises aspires to take a “gentle” approach, using wind power to drive its ships wherever possible, even if that means changing course for optimal weather conditions. When sailing is not possible, the Spirit has two diesel-electric engines that run on low-sulfur marine diesel fuel. The company is also working with ports that have shore power capabilities to plug into the local electric power.

Onboard, there is an emphasis on reusable bottles and paper straws, and crew members separate solid waste to be compacted and removed when in port.

Excursions and Activities

We made stops in Portofino, San Remo, Italy, and St.-Tropez, France, anchoring offshore and getting to land by tender — a contrast to the big cruise ships with their loud horns and thick plumes of exhaust spewing from their funnels.

For passengers wanting to take a dip (there is no pool), the crew marked an area in the water with floats and an inflatable slide. The water was frigid, but many passengers took the plunge from the swimming deck. Guests could also take “Zodiac Safaris” around the ship to get views of the vessel from the water.

Excursions ranged from food and wine tours to e-biking and beach trips. In Portofino, passengers were free to explore the sights independently, including the Castello Brown Fortress and the lighthouse on Punta del Capo rock. There was ample time to eat meals on shore as the ship did not depart until 11 p.m. Over the summer, the Sea Cloud Spirit will sail to Spain, Portugal, France and the Azores, among other destinations. On Nov. 11, she will depart for St. Maarten in the Caribbean for the winter.

Wherever the vessel goes, said Mirell Reyes, president of Sea Cloud Cruise for North America, the company tries to “stay away from the crowds and ports where big cruise ships spit out 6,000 passengers.”

Summer prices, which include food and beverages, range from $3,995 for a four-night sailing in a superior cabin to $9,420 for a veranda suite. Seven-night sailings cost between $6,995 and $16,495.

Follow New York Times Travel on Instagram and sign up for our weekly Travel Dispatch newsletter to get expert tips on traveling smarter and inspiration for your next vacation. Dreaming up a future getaway or just armchair traveling? Check out our 52 Places to Go in 2024 .

Ceylan Yeginsu is a travel reporter for The Times who frequently writes about the cruise industry and Europe, where she is based. More about Ceylan Yeğinsu

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Crash of an Antonov AN-24 in Moscow

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The Unique Burial of a Child of Early Scythian Time at the Cemetery of Saryg-Bulun (Tuva)

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Pages:  379-406

In 1988, the Tuvan Archaeological Expedition (led by M. E. Kilunovskaya and V. A. Semenov) discovered a unique burial of the early Iron Age at Saryg-Bulun in Central Tuva. There are two burial mounds of the Aldy-Bel culture dated by 7th century BC. Within the barrows, which adjoined one another, forming a figure-of-eight, there were discovered 7 burials, from which a representative collection of artifacts was recovered. Burial 5 was the most unique, it was found in a coffin made of a larch trunk, with a tightly closed lid. Due to the preservative properties of larch and lack of air access, the coffin contained a well-preserved mummy of a child with an accompanying set of grave goods. The interred individual retained the skin on his face and had a leather headdress painted with red pigment and a coat, sewn from jerboa fur. The coat was belted with a leather belt with bronze ornaments and buckles. Besides that, a leather quiver with arrows with the shafts decorated with painted ornaments, fully preserved battle pick and a bow were buried in the coffin. Unexpectedly, the full-genomic analysis, showed that the individual was female. This fact opens a new aspect in the study of the social history of the Scythian society and perhaps brings us back to the myth of the Amazons, discussed by Herodotus. Of course, this discovery is unique in its preservation for the Scythian culture of Tuva and requires careful study and conservation.

Keywords: Tuva, Early Iron Age, early Scythian period, Aldy-Bel culture, barrow, burial in the coffin, mummy, full genome sequencing, aDNA

Information about authors: Marina Kilunovskaya (Saint Petersburg, Russian Federation). Candidate of Historical Sciences. Institute for the History of Material Culture of the Russian Academy of Sciences. Dvortsovaya Emb., 18, Saint Petersburg, 191186, Russian Federation E-mail: [email protected] Vladimir Semenov (Saint Petersburg, Russian Federation). Candidate of Historical Sciences. Institute for the History of Material Culture of the Russian Academy of Sciences. Dvortsovaya Emb., 18, Saint Petersburg, 191186, Russian Federation E-mail: [email protected] Varvara Busova  (Moscow, Russian Federation).  (Saint Petersburg, Russian Federation). Institute for the History of Material Culture of the Russian Academy of Sciences.  Dvortsovaya Emb., 18, Saint Petersburg, 191186, Russian Federation E-mail:  [email protected] Kharis Mustafin  (Moscow, Russian Federation). Candidate of Technical Sciences. Moscow Institute of Physics and Technology.  Institutsky Lane, 9, Dolgoprudny, 141701, Moscow Oblast, Russian Federation E-mail:  [email protected] Irina Alborova  (Moscow, Russian Federation). Candidate of Biological Sciences. Moscow Institute of Physics and Technology.  Institutsky Lane, 9, Dolgoprudny, 141701, Moscow Oblast, Russian Federation E-mail:  [email protected] Alina Matzvai  (Moscow, Russian Federation). Moscow Institute of Physics and Technology.  Institutsky Lane, 9, Dolgoprudny, 141701, Moscow Oblast, Russian Federation E-mail:  [email protected]

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