able to cross belts of calm and light winds much more quickly than the low rigged, full-bodied ships, while in strong head winds there was no comparison, as the sharper ships would work out to windward in weather that held the old type of vessels like a barrier, until the wind hauled fair or moderated. In a word, the clippers could go and find strong or favorable winds while the full-bodied ships were compelled to wait for them.
It must be admitted that some remarkably fast passages were made by the old full-built American vessels. We have seen Captain Waterman's record with the Natchez, and other cases of this kind might be cited; but they prove nothing beyond the fact that with a fair wind and enough of it, other things being equal, a well-handled, full-modelled ship is about as fast as a clipper; also that single passages except as between vessels sailing together, are not the most reliable tests of speed. A number of passages by the same vessel, or a record of best days' runs, afford a more accurate means of arriving at a just estimate of speed.
The first California clippers, thirteen in number, were launched during the year 1850, the Celestial, 860 tons, built by William H. Webb and owned by Bucklin & Crane, of New York, being the first to leave the ways. She was soon followed by the Mandarin, 776 tons, built by Smith & Dimon for Goodhue & Co., of New York, and the Surprise, 1361 tons, owned by A, A. Low & Brother; Game-Cock, 1392 tons, owned by Daniel C. Bacon, Boston, and the barque Race Horse, 512 tons, owned by Goddard & Co., Boston, all built by Samuel Hall at
