The authenticity of the rig design and construction (above) on the Pride of Baltimore II stands worthy comparison with an original topsail schooner (right) seen in the late 1800s when many of these vessels were still in active use – although many more had by now succumbed to a mix of light construction, powerful rigs and years of being driven hard by crews who were often in fear of their lives. Left: a Letter of Marque signed by President James Madison in the War of 1812, issued to Henry Lewis of Boston for Brig Abaellino
helm in balancing pressure aloft. Larger Baltimore schooners could have
a permanently set Topgallant yard and sail with its own dedicated Stuns’l. All you hot foredeck crews – imagine keeping track of all these ‘light sail’ halyards, sheets and clewlines, making sure nothing is crossed or fouled in the dark of night (and that’s without being shot at). Further aft, things get simpler with a
large gaff plus loose-footed mainsail set on a boom which extends well aft of the transom; footropes on its aft end are used by nimble crew when reefing and furling. This mainsail also features a triangular
topsail that is laced to the topmast and which stays permanently aloft, set or furled by being brailed up similarly to the foresail. The competent skipper will ensure a smooth-setting sail by shifting the topsail tack up and over the gaff peak halyards to the leeward side. Many larger schooners carried substantial jackyard topsails which could be a handful but delivered a lot of power aloft where more wind is found. The pursuit of extra area was almost
limitless and there was a further extension aft of the mainsail along its leech called a Ringtail. During a desperate chase this could be set similarly to the Stuns’l on its own yard at the head. Overkill perhaps but there was a lot at stake. Contemporary drawings also show a
watersail hung down from the mainsail boom closing off the slot between the boom and sea surface and sometimes a large ‘Course’ sail hoisted from the deck to the fore yard. Imagine the steering angle required to keep all these sails drawing effi- ciently without blanketing… Doubtful that they would ever all be set at once but limitless options were there when needed. All of these sails could be wetted down
in light airs by bucket or fire hose from the pumps, in a somewhat mysterious process that may have swelled the sail fibres to make the fabric less porous. It’s possible also that the weight of the water on the
cloth would help stabilise the sailplan in light airs, reducing the sails’ shimmering and shaking. The process is mentioned enough in literature that it must have been beneficial somehow… It should be clear that there was an
immense amount of technology and native intelligence to drive these then state-of-the- art vessels as well as the hard-working crews did. We might tend to skim over historical details but on closer examina- tion it’s hard not to admire the ingenuity of the builders and crews back then. If these schooners sound extreme it is
because this is exactly what they were. Many were lost at sea and in extreme con- ditions they could capsize or be sailed right under. Their very low freeboard and rather full bows above water were dangerous and weight management of goods taken and weapons on deck was carefully monitored. There is a tale of one smaller privateer,
with all her guns run out to windward and large crew poised there, preparing to board, sailing through the lee of her far larger opponent and capsizing to wind- ward in the sudden blanketing. She began to roll and sadly just kept going – but imagine the laughter and relief onboard their intended victim. In 1977 the Pride of Baltimore, modelled
largely on the famous Chasseur, was launched in Baltimore’s inner harbor… not as a replica but as the first Baltimore Clip- per built in 150 years. She sailed more than 150,000 miles in nine years before she was tragically and suddenly sunk in an 80kt squall in the West Indies. The captain and three crew were lost and the eight surviving crew members floated for four days before being rescued by a Norwegian tanker. Tellingly to our brief history, the Pride
of Baltimore just took a single violent microburst abeam and buried her boom and rail. Water poured through an open hatch and she settled quickly, sinking in minutes, now upright and with her Mary- land pennant still flying as she settled.
Heroically the city and state then con-
structed Pride of Baltimore 2 as a replace- ment. Pride 2 is of greater displacement and though not as original as the lost vessel she is a sturdy and fine enhancement of her predecessor, retaining most of her character and beauty while taking advantage of some improved construction and safety. I have had the good fortune of sailing
offshore on Pride of Baltimore 2, once from Charleston to Bermuda and on a return trip from Bermuda to Baltimore. The experience, especially for someone appreciative of the place in history these fast schooners occupy, was incredible. The Tall Ships Race from Charleston
started in an 18kt southwest wind, a perfect wind angle for the Pride. It soon increased to nearly 30kt, but seldom vary- ing more than a few degrees as it built. Speed built from a comfortable 9kt to 12 as waves built. We carried a full sailplan with the breeze just aft of the beam but reduced sail somewhat at night. Steering became a workout as we crossed the Gulf Stream and regularly hit 13-14kt with waves passing under the keel and making the rudder kick. The competition disappeared astern,
having to deal with an advancing weather system as we stayed ahead of it. We only slowed a bit when a large wave swept the boom jaws off the mast, breaking the mast hoops connecting it and causing us to douse the huge mainsail while we re- secured the boom and wound on replace- ment hoops like giant wood ring-dings. Now triple-reefed the main was re-
hoisted and off we went, back up to 13kt. Below, the hull would thunder loudly as the waves to windward ran up against the exposed aft quarter and the rudder would shudder as the pressure wave shook it about. We ran the 883 miles to Bermuda in a little over three days, averaging over 250 miles a day. A fast pace in any kind of sailing boat. No tacks, no gybes, just reeling in the miles on a powerful and beautiful piece of history.
SEAHORSE 55
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