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USS Essex was designed by the North American shipbuilder Donald McKay. McKay is widely recognized as the premier shipwright and designer in 19th Century America. His fast clipper ships broke all speed records during the mid-19th Century. and his ship Flying Cloud held the speed record from the New York to San Francisco around Cape Horn from 1851-1989. USS Essex was the last ship McKay designed and constructed. Her keel was laid in 1874 and she was launched in 1876 as one of the last class of wooden-hulled American Naval vessels and one of the last out-fitted with auxiliary sails.

Commander Winfield Scott Schley (9 October 1839 - 2 October 1911) was in charge of USS Essex from her launching until mid-1879. Winfield Scott Schley is well-known for his actions during the Spanish-American War where he commanded the Flying Squadron on his flagship USS Brooklyn, an armored cruiser, at the Battle of Santiago Bay. Schley retired from the US Navy in 1901 with the rank of Rear Admiral.

This fourth log book of USS Essex contains much interesting information about the daily workings of the ship. It mentions interactions with United States Naval Warship USS Hartford (Rear Admiral Farragut’s flagship at the Battle of Mobile Bay during the Civil War), American steamer City of Rio de Janeiro, American mail steamer City of Pasa, Brazilian frigate Nicheroy, Brazilian iron clad Bahia, Italian Frigate Governollo, French Flag Ship Thernis, Hictheroy, HBM Griffin/Griffon, Her Majesty’s gunboats Elk and Foam, HMS Voleage, HBM Corvette Avon, the French Gunboat Bniat, and a collision with the Brazilian man of war frigate Amazonia.

USS Essex worked around the world as a US Navy Sloop of War and then as a training vessel in the Atlantic and the Great Lakes. She ended her long service in Duluth, Minnesota and is now a National Register of Historic Places-recognized shipwreck - and the only known example of Donald McKay's craftsmanship known to survive anywhere in the world.

Sixty-two log books of the USS Essex have survived. This is an edited transcription of Log Book 4, dated from April 1, 1878-October 6, 1878.

USS Essex was designed by the North American shipbuilder Donald McKay. McKay is widely recognized as the premier shipwright and designer in 19th Century America. His fast clipper ships broke all speed records during the mid-19th Century. and his ship Flying Cloud held the speed record from the New York to San Francisco around Cape Horn from 1851-1989. USS Essex was the last ship McKay designed and constructed. Her keel was laid in 1874 and she was launched in 1876 as one of the last class of wooden-hulled American Naval vessels and one of the last out-fitted with auxiliary sails.

Commander Winfield Scott Schley (9 October 1839 - 2 October 1911) was in charge of USS Essex from her launching until mid-1879. Winfield Scott Schley is well-known for his actions during the Spanish-American War where he commanded the Flying Squadron on his flagship USS Brooklyn, an armored cruiser, at the Battle of Santiago Bay. Schley retired from the US Navy in 1901 with the rank of Rear Admiral.

This first log book of USS Essex contains much interesting information about the daily workings of the ship. Among the crew are Henry Simpson and John Millmore, two United States Medal of Honor recipients for their actions in October 1877 on board Essex, when they saved the life of a fellow crewman, John Powers.

Further, this log book mentions interactions with several United States Naval Warships including the USS Hartford (Rear Admiral Farragut’s flagship at the Battle of Mobile Bay during the Civil War), USS Tallapoosa, USS Montauk, USS Ranger, USS Plymouth, monitor USS Passaic, USS Powhatan, USS Huron, USS Swatara, and one of Essex’s sister ships, USS Alliance.

USS Essex worked around the world as a US Navy Sloop of War and then as a training vessel in the Atlantic and the Great Lakes. She ended her long service in Duluth, Minnesota and is now a National Register of Historic Places-recognized shipwreck - and the only known example of Donald McKay's craftsmanship known to survive anywhere in the world.

Sixty-two log books of the USS Essex have survived. This is an edited transcription of Log Book 1, dated from October 3, 1876-March 31, 1877.

USS Essex was designed by the North American shipbuilder Donald McKay. McKay is widely recognized as the premier shipwright and designer in 19th Century America. His fast clipper ships broke all speed records during the mid-19th Century. and his ship Flying Cloud held the speed record from the New York to San Francisco around Cape Horn from 1851-1989. USS Essex was the last ship McKay designed and constructed. Her keel was laid in 1874 and she was launched in 1876 as one of the last class of wooden-hulled American Naval vessels and one of the last out-fitted with auxiliary sails.

Commander Winfield Scott Schley (9 October 1839 - 2 October 1911) was in charge of USS Essex from her launching until mid-1879. Winfield Scott Schley is well-known for his actions during the Spanish-American War where he commanded the Flying Squadron on his flagship USS Brooklyn, an armored cruiser, at the Battle of Santiago Bay. Schley retired from the US Navy in 1901 with the rank of Rear Admiral.

This third log book mentions interactions with the United States Naval Warship USS Hartford (Rear Admiral Farragut’s flagship at the Battle of Mobile Bay during the Civil War), American Bark Emma L. Partridge, American Barkentine William Cobb, HBM Griffon, HBM Ship Volage, HBM Corvette Avon, HBM Gunboat Fram, HM Gunboat Foam, British Ship Wylo, English Mail Steamers Windsor Castle, Warwick Castle, and Trenton, British Barks Dartmouth and Francis Milly, English steamers Ethiopia, Congo, Biafra, Magellan, Cuzco, Roman, Hipporchens, Elbe, Niger, and Corisco, Sloop New Hamburg, Portuguese Mail Steamer China, English Gunboat Swallow, Portuguese Gunboat Lado, Royal Mail Steamers Asiatic and Mondego, Belgian Steamer Tycho Brahe, German steamers Valparaico and Hohengollun, French steamer Rivadavia, and Italian steamer Columbus.

USS Essex worked around the world as a US Navy Sloop of War and then as a training vessel in the Atlantic and the Great Lakes. She ended her long service in Duluth, Minnesota and is now a National Register of Historic Places-recognized shipwreck - and the only known example of Donald McKay's craftsmanship known to survive anywhere in the world.

Sixty-two log books of the USS Essex have survived. This is an edited transcription of Log Book 3, dated from October 1, 1877-March 31, 1878.

USS Essex was designed by the North American shipbuilder Donald McKay. McKay is widely recognized as the premier shipwright and designer in 19th Century America. His fast clipper ships broke all speed records during the mid-19th Century. and his ship Flying Cloud held the speed record from the New York to San Francisco around Cape Horn from 1851-1989. USS Essex was the last ship McKay designed and constructed. Her keel was laid in 1874 and she was launched in 1876 as one of the last class of wooden-hulled American Naval vessels and one of the last out-fitted with auxiliary sails.

Commander Winfield Scott Schley (9 October 1839 - 2 October 1911) was in charge of USS Essex from her launching until mid-1879. Winfield Scott Schley is well-known for his actions during the Spanish-American War where he commanded the Flying Squadron on his flagship USS Brooklyn, an armored cruiser, at the Battle of Santiago Bay. Schley retired from the US Navy in 1901 with the rank of Rear Admiral.

This fifth log book of USS Essex contains much interesting information about the daily workings of the ship. It mentions interactions with United States Naval Warship USS Hartford (Rear Admiral Farragut’s flagship at the Battle of Mobile Bay during the Civil War), the Brazilian iron clad Bahia, German frigate Albert, French Flag Ship Thernis, the English gunboat Elk, English steamers Cuzco, Danube, and Warwick Castle, HBM ship Volage, Royal Mail Steamer Asiatic, HMS Danae, American barque Samuel E. Sprin, American Whaler George and Susan, the American Whaling bark Sea Fox, American mail steamer City of Pasa, American steamer City of Rio de Janeiro, French Bark Louise Marie of St. Malo, and Italian Frigate Governollo.

USS Essex worked around the world as a US Navy Sloop of War and then as a training vessel in the Atlantic and the Great Lakes. She ended her long service in Duluth, Minnesota and is now a National Register of Historic Places-recognized shipwreck - and the only known example of Donald McKay's craftsmanship known to survive anywhere in the world.

Sixty-two log books of the USS Essex have survived. This is an edited transcription of Log Book 5, dated from August 1, 1878-February 15, 1879.

The Cypress Landing Shipwreck lies near the south shore of Chocowinity Bay at the Cypress Landing Marina. The wreck was discovered in the Spring of 1994 during the construction of the large marina that would service Weyerhaeuser Real Estate Company’s Cypress Landing housing development. During operations to clear the bay’s bottom of debris, the wreck’s rudder was wrenched from the vessel. Initially investigated by the NCUAU, the site was documented by staff and students of the Maritime History and Nautical Archaeology Program of East Carolina University. In May and June 1995, a group of graduate student crew chiefs and field school students spent a few weeks dredging approximately 100 years of fill from 1/2 of the shipwreck’s hull and documented her construction attributes. To the surprise of all, while attempting to determine the length of the vessel by locating her bow, it was discovered that the Cypress Landing Shipwreck had no pointy end.

The vessel having no pointy end meant that the wreck has a transom (square) bow. That fact, along with the evidence that the boat’s two mast steps rake aft, qualify the wreck as a previously undocumented vessel type in North Carolina: a scow schooner. Like other schooner wrecks in the state, the Cypress Landing Shipwreck has a centerboard trunk and centerboard that are offset to starboard. The wreck measures 73.00 feet long and 14.00 feet in the beam with a 2.31-foot depth of hold, indicating she is narrow compared to her length with a very shallow draft.

This book includes a comprehensive look at similarly-constructed vessels in North Carolina and around the United States, probable historical scow schooner travel routes, detailed descriptions and drawings of the artifacts excavated, color and black and white photographs of the excavation area during the project, and the site plan of the port side of the Cypress Landing Shipwreck.

Common wisdom has held that the schooner was the dominant sailing vessel type used in 19th and early 20th Century North Carolina for travel and trade. However, no proof had been put forward proving this assertion. This study proves that the common wisdom is correct, using hard numbers to increase our maritime historical knowledge of the use of schooners and other vessels that North Carolina depended on for economic stability. Results of nearly 100 years of shipping Certificates of Enrollment and Registry data compilation are presented graphically and analyzed, providing the reader with an over-all view of the vessels types working within and our of North Carolina’s eight ports: Elizabeth City, Edenton, Plymouth, Washington, Ocracoke, New Bern, Beaufort, and Wilmington. Beyond showing the schooner’s dominance graphically, comparisons with other vessel types shown in the historical record are made. Further, particular attention is paid to the use of schooners by the mercantile firm of S. R. Fowle and Son Company of Washington, NC through surviving shipping ledgers, the use of schooners as sunken obstructions during the Civil War, mariner’s tales of adventure, and an investigation of some schooner nautical archaeological sites in North Carolina. Fully illustrated with contemporary images, nautical archaeological site plans, and modern photographs, this book provides the reader with graphic representations that greatly augment the information provided within its pages.

Note: Some images in this book are presented in color. Of particular note are the color Enrollment and Registry charts that utilize color for clarity. Those readers with grayscale e-book readers can download color versions of these charts in pdf form at the Maritime Heritage Minnesota web site: www.martimeheritagemn.org

In 1859 a young reporter took a trip along the coast of Virginia down to North Carolina and then to points further inland. As he traveled through northeastern North Carolina he noted:
An excellent iron boat, with the airy name of Curlew, winged us down the Sound. Her coadjutor on the upper waters having succumbed to some one of those ills that steamboats are heirs to, she had double duty to perform. Running night and day, however, did not upset the equanimity of her good-humored commander. This gentleman…proved that, in language as in boilers, the low pressure system is the safer.
So wrote Edward Bruce, a writer and regular contributor to Harper’s New Monthly Magazine. The steamer he mentioned was one of many that sailed the northeastern North Carolina sounds and rivers. The Curlew, however, would soon participate in the coming conflict, where one incident would forever immortalize it in Civil War lore.
The history of the steamboat Curlew is linked to the history of American iron shipbuilding and the economic development of northeastern North Carolina. Harlan & Hollingsworth, America’s most prolific builder of iron ships before the Civil War, built her during the early era of iron shipbuilding in the United States. The Curlew was brought to North Carolina to carry passengers and freight on the Chowan, Roanoke, and Blackwater Rivers, and for transporting excursionists to and from Nag's Head, a service that it ably performed. After the Civil War broke out she served as a troop transport and later as a gunboat for the Confederate Navy, and was sunk resisting Federal advances into North Carolina.
This one vessel is a case study of the role of the steamboat in the economic development of North Carolina, as well as an illustration of the role of the gunboat in the Confederate Navy. Furthermore, the vessel serves as an example of the state of iron shipbuilding technology in America during the 1850s, and her remains in Croatan Sound are a rare extant example of early American iron shipbuilding. This book, therefore, fills a gap in the historical record concerning a significant piece of mid-19th Century America.

USS Essex was designed by the North American shipbuilder Donald McKay. McKay is widely recognized as the premier shipwright and designer in 19th Century America. His fast clipper ships broke all speed records during the mid-19th Century. and his ship Flying Cloud held the speed record from the New York to San Francisco around Cape Horn from 1851-1989. USS Essex was the last ship McKay designed and constructed. Her keel was laid in 1874 and she was launched in 1876 as one of the last class of wooden-hulled American Naval vessels and one of the last out-fitted with auxiliary sails.

Commander Winfield Scott Schley (9 October 1839 - 2 October 1911) was in charge of USS Essex from her launching until mid-1879. Winfield Scott Schley is well-known for his actions during the Spanish-American War where he commanded the Flying Squadron on his flagship USS Brooklyn, an armored cruiser, at the Battle of Santiago Bay. Schley retired from the US Navy in 1901 with the rank of Rear Admiral.

This second log book of USS Essex contains much interesting information about the daily workings of the ship. Among the crew are Henry Simpson and John Millmore, two United States Medal of Honor recipients for their actions in October 1877 on board Essex, when they saved the life of a fellow crewman, John Powers.

Further, this log book mentions interactions with several United States Naval Warships including the USS Hartford (Rear Admiral Farragut’s flagship at the Battle of Mobile Bay during the Civil War), USS Tallapoosa, USS Supply, USS Canandaigua, USS New Hampshire, USS Pawnee, USS Plymouth, USS Powhatan, USS Huron, USS Swatara, USS Saugus, USS Catskill, USS Mahopac, USS Franklin, USS Leleigh, USS Ajax, USS Ossipee, and one of Essex’s sister ships, USS Enterprise. Several US commercial and foreign vessels are also mentioned including the Portuguese steamer Luso, English Steamer Wist, New York mail steamer City of Havana, US mail steamer City of Mexico, mail steamers State of Texas, Margaret, and City of Houston, steamer City of Dallas, English steamers Ancola, Viella, and Africa, English Transport Orontes, English barque Jessie, Pinta, German steamer Luxo, whaling barque Petrel, Danish brig Nordley/Nodby, and Mexican gun boats Libestat and Libertad.

USS Essex worked around the world as a US Navy Sloop of War and then as a training vessel in the Atlantic and the Great Lakes. She ended her long service in Duluth, Minnesota and is now a National Register of Historic Places-recognized shipwreck - and the only known example of Donald McKay's craftsmanship known to survive anywhere in the world.

Sixty-two log books of the USS Essex have survived. This is an edited transcription of Log Book 2, dated from April 1, 1877-September 30, 1877.

A comprehesive eguide on the processes involved with obtaining a misplace or lost vehcile title in any U.S. State.

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