Editing Cutty Sark (section)

==History==
===First tea seasons===
''Cutty Sark'' was destined for the [[tea]] trade, a seasonal trade of a high-value cargo from China to London. Though the "premium" or bonus paid to the ship that arrived with the first tea of the year was abandoned after the [[Great Tea Race of 1866]], faster ships could usually obtain a higher price for transporting their cargoes than others.<ref name="MacGregor 1983">{{cite book|last=MacGregor|first=David R.|date=1983|title=The Tea Clippers, Their History and Development 1833–1875|publisher=Conway Maritime Press|isbn=978-0870218842}}</ref> Her first roundtrip voyage under captain George Moodie began 16 February 1870 from London with a cargo of wine, spirits and beer bound for [[Shanghai]]. The return journey, carrying {{Convert|1305812|lb}} of tea from Shanghai, began 25 June, arriving 13 October in London via the [[Cape of Good Hope]].

''Cutty Sark'' sailed in eight "tea seasons", from London to China and back.{{r|MacGregor 1983|p=237–242}}
{| class="wikitable"
|+ ''Cutty Sark''{{'}}s tea runs{{sfn|Carr|1964|p=5}}
! Year !! From     !! To             !! Days
|-
| 1870 || Shanghai || Beachy Head || 109
|-
| 1871 || Shanghai || North Foreland || 107
|-
| 1872 || Shanghai || Portland || 120
|-
| 1873 || Shanghai || Deal || 116
|-
| 1874 || Woosung || Deal || 118
|-
| 1875 || Woosung || Deal || 122
|-
| 1876 || Woosung || Start || 108
|-
| 1877 || Woosung || Scilly || 122
|}

===Competition from steamers===
''Cutty Sark''{{'}}s launch coincided with the opening of the [[Suez Canal]] to shipping in 1869. Her first trip encountered significant competition with steamships. The route from the Far East to London (and many other European ports) through the Suez Canal was shorter by about {{convert|3300|nmi}}, compared to sailing round the Cape of Good Hope.<ref name="suezcanal.gov.eg">{{cite web|url=http://www.suezcanal.gov.eg/English/About/Pages/WhySuezCanal.aspx|title=Why Suez Canal?|website=Suez Canal Authority}}</ref> The route round Africa is in excess of {{cvt|14000|nmi}}. Typically a clipper might log significantly more than that by planning her route for favourable winds. Whilst it was possible for a sailing vessel to take a tug through the canal, this was difficult and expensive. Furthermore, sailing conditions in the northern [[Red Sea]] were unsuited to the design of a tea clipper,<ref name=Jarvis/> so they still had to sail around Africa. The ability of a steamer to make, for example, {{convert|10|kn}} continuously, versus the fastest clipper voyage averaging under {{convert|6.5|kn}} over a longer distance, gave steamships not only a more predictable voyage time, but a substantially quicker one.{{efn|For this arithmetic, the speed of a steamer is that of [[SS Agamemnon (1865)|SS ''Agamemnon'']]. The "fastest clipper voyage" is that of [[Ariel (clipper)|''Ariel'']] in 1865. Ariel's log for that voyage shows about {{cvt|15800|nmi}} for the voyage, which took 99 days.{{r|Lubbock|pp=269–285}}}}

Less obviously, steamship design had taken a large step forward in 1866 with [[SS Agamemnon (1865)|''Agamemnon'']], using higher boiler pressure and a compound engine, so obtaining a large improvement in fuel efficiency. Ships of this type could compete with clippers before the Suez Canal opened.<ref name="Jarvis">{{cite book|last=Jarvis|first=Adrian|editor1-first=Robert|editor1-last=Gardiner|editor2-first=Basil|editor2-last=Greenhill|title=The Advent of Steam – The Merchant Steamship before 1900|publisher=Conway Maritime Press|date=1993|pages=158–159|chapter=Chapter 9: Alfred Holt and the Compound Engine|isbn=0-85177-563-2}}</ref>

When the tea clippers arrived in China in 1870, they found a big increase in the number of steamers, which were in high demand. The rate of freight to London that was given to steamers was nearly twice that paid to the sailing ships. Additionally, the insurance premium for a cargo of tea in a steamer was substantially less than for a sailing vessel. So successful were the steamers using the Suez Canal that, in 1871, 45 were built in Clyde shipyards alone for Far Eastern trade.{{r|MacGregor 1983|p=209}}

The numbers of tea clippers sailing to China each year steadily reduced, with many ships being sold and moving to general cargo work. Costs were kept to a minimum and rigs were often reduced to [[barque]] so that a smaller crew was needed.

===''Thermopylae''===
''Cutty Sark''{{'}}s [[Race Cutty Sark and Thermopylae|well-known race against]] ''[[Thermopylae (clipper)|Thermopylae]]'' took place in 1872, the two ships leaving [[Shanghai]] together on 18 June. Both ships were of similar size: length, beam and depths were within {{convert|1|ft|spell=in|1}} of each other. The ''Thermopylae'' had a slightly larger capacity: 991 compared to 963 (GRT) or 948 compared to 921 (net).{{sfn|Carr|1964|p=5}} Two weeks later ''Cutty Sark'' had built up a lead of some {{convert|400|nmi|mi km}}, but then lost her rudder<ref>{{cite web|url=http://collections.rmg.co.uk/collections/objects/15131.html|title=The tea clipper Thermopylae|publisher=[[National Maritime Museum]]}}</ref> in a heavy gale after passing through the [[Sunda Strait]]. John Willis's brother was on board the ship and ordered Moodie to put into [[Cape Town]] for repairs. Moodie refused, and instead the ship's carpenter Henry Henderson constructed a new rudder from spare timbers and iron. This took six days, working in gales and heavy seas which meant the men were tossed about as they worked and the brazier used to heat the metal for working was spilled out, burning the captain's son. The ship finally arrived in London on 18 October a week after ''Thermopylae'', a total passage of 122 days. The captain and crew were commended for their performance and Henderson received a £50 bonus for his work. This was the closest ''Cutty Sark'' came to being first ship home but it was Moodie's last trip as her captain before he transferred to steamships. He was replaced by Captain F. W. Moore.{{citation needed|date=May 2024}}

{{Quote box |title=Life at Sea |width=30% |quote=A little east of the longitude of the Cape we were favoured by a great fair wind blow, that tested all the resources of ship and crew. At the first spurt, heavy squalls came up from S.W., that threatened to take toll of our masts, but later it steadied down to a hurricane straight from the west.

Captain Wallace was sure in his element now. It was 'Stand by!' the whole time, not knowing whether the sticks would go, but the splendid rigging and equipment of sails in the ''Cutty Sark'' stood the strain. We lost two brand new topgallant sails and one lower fore topsail.

A tremendous sea was running and needs must we carry on or be pooped. The partial becalming of the lower sails by the stern seas was a great danger, as they filled again with a bang that threatened to burst them into tatters. It was some trick rebending sails. I had a time on the fore topsail yard for two hours. The ship took a green sea over the stern, and it appeared as if there were just three sticks set in the ocean, as it swept the length of the deck. |source=—A crew member writing of life on board<ref>{{cite book|title=The Log of the ''Cutty Sark''|author=Basil Lubbock|url=https://archive.org/stream/logofcuttysark0000lubb/logofcuttysark0000lubb_djvu.txt|publisher=James Brown & Son|date=1924}}</ref>{{rp|9}}}}

===Later tea seasons===
Moore remained captain only for one round trip to China, taking 117 days for the return trip. This was 14 days longer than ''Thermopylae'' and 27 days longer than achieved by the iron ship ''[[Hallowe'en (clipper)|Hallowe'en]]'' a few months later. Captain W. E. Tiptaft assumed command in 1873 achieving 118 days on his first return trip, but after the ship had to travel {{convert|600|nmi|km}} up the [[Yangtze River]] in search of a cargo. Steamships were now taking most of the tea. The following year the return journey took 122 days.{{citation needed|date=September 2021}} In November 1877 the ship was anchored off [[Deal, Kent|Deal]] in the [[English Channel]] along with sixty other vessels, waiting out a great storm. The anchor failed to hold and ''Cutty Sark'' was blown through the ships, damaging two others before grounding on a mud bank. Fortunately she was pulled clear by the tug ''Macgregor'' before too much damage was caused and she was towed to the [[Thames]] for repairs.

In December 1877 the ship sailed from London to Sydney, where she took on coal for Shanghai, arriving there in April. However, the ship was unable to find any cargo of tea for a return trip to London—the days of the tea race were over. The master, Captain Tiptaft, died in October while still in Shanghai and was replaced by the first mate, James Wallace. The ship now had to take different cargoes around the world, including coal, jute, castor oil and tea to Australia.

In 1880 yards were shortened and the [[stunsail|stun'sails]] removed.{{sfn|Carr|1964|p=5}} Also in 1880 an incident occurred on board during which the First Mate Sidney Smith killed seaman John Francis. Smith was allowed to leave the ship at [[Anjer]] by Captain Wallace, causing the crew to cease work in protest. Wallace continued the voyage with six apprentices and four tradesmen but became becalmed in the [[Java Sea]] for three days. In desperation as matters moved from bad to worse, he committed suicide by jumping overboard and disappeared. He was replaced as Master by William Bruce, who proved to be a drunken incompetent who claimed pay for non-existent crewmen and managed to set sail with inadequate provisions, resulting in the crew starving. An inquiry in New York in April 1882 resulted in the captain and mate being suspended and replaced by Captain Moore, previously of [[Blackadder (clipper)|''Blackadder'']].

===Wool trade===
[[File:Cutty Sark - waiting in Sydney Harbour for the new season's wool.jpg|thumb|right|upright|''Cutty Sark'' in Sydney Harbour awaiting a cargo of new season's wool, {{c.}} 1890]]

In December 1883, ''Cutty Sark'' departed [[Newcastle, New South Wales|Newcastle]], New South Wales with 4,289 bales of wool and 12 casks of tallow, arriving in London in just 83 days. This was 25 days faster than her nearest rival that year and heralded the start of a new career taking Australian wool to Britain in time for the January wool sales.

From 1885 to 1893, ''Cutty Sark'' was run between England and New South Wales under the agency of the Sydney-based Dangar, Gedye & Co.<ref>{{cite book|last=Fraser|first=A.D.|title=THIS CENTURY OF OURS – Being an Account of the Origin and History during One Hundred Years of the House of Dangar, Gedye and Malloch Ltd, of Sydney|date=1938|pages=100–110|publisher=Hallstead Press Pty Limited|location=Sydney}}</ref> In 1885 [[Richard Woodget]] was appointed captain on a salary of £186 per year (£23,729.80 in 2019 when adjusted for inflation) and continued to improve on the fastest trip record, achieving 77 days on his first outward trip and 73 days returning to Britain from Australia. He achieved this by taking a more southerly route than previously, to catch the strongest winds in the [[Roaring Forties]] despite having to face icebergs, gales and storms whipped up by the winds he sought. ''Cutty Sark'' was the fastest ship on the wool trade for ten years. In July 1889 the log of the modern passenger steamship {{SS|Britannia|1887|6}} recorded that when steaming at 15 to 16 knots she was overtaken in the night by a sailing ship doing 17 knots, which proved to be ''Cutty Sark''.
{| class="wikitable"
|+ ''Cutty Sark''{{'}}s wool runs{{sfn|Carr|1964|p=5}}
! Year    !! From           !! To      !! Days
|-
| 1883–84 || Newcastle, NSW || Deal || 82
|-
| 1884–85 || Newcastle, NSW || Dock || 80
|-
| 1885 || Sydney || Downs || 73 (67 to Ushant)
|-
| 1887 || Sydney || Lizard || 70
|-
| 1887–88 || Newcastle, NSW || Lizard || 69
|-
| 1888–89 || Sydney || London || 86
|-
| 1889–90 || Sydney || London || 75
|-
| 1890–91 || Sydney || London || 93
|-
| 1891–92 || Sydney || Lizard || 83
|-
| 1893 || Sydney || Antwerp || 98 (90 to Bishop's Rock)
|-
| 1893–94 || Sydney || Hull || 93 (87 to Scilly)
|-
| 1894–95 || Brisbane || London || 84
|}

===As ''Ferreira''===
Eventually steamships began to dominate the wool trade too and it ceased to be profitable for a sailing ship. In 1895 Jock Willis sold ''Cutty Sark'' to the Portuguese firm Joaquim Antunes Ferreira for £1,250.<ref name="Platt13">{{cite journal|last1=Platt|first1=Alan|last2=Waite|first2=Simon T.|last3=Sexton|first3=Robert T.|title=The Cutty Sark's Second Keel and History as the Ferreira|journal=The Mariner's Mirror|volume=95|issue=1|page=13|publisher=The Society for Nautical Research|location=Portsmouth, UK|date=February 2009|doi=10.1080/00253359.2009.10657081|s2cid=163769315}}</ref> She was renamed ''Ferreira'' after the firm.<ref name="Platt13"/> Her crews referred to her as ''Pequena Camisola'' (''little shirt'', a straight translation of the Scots ''cutty sark'').<ref>{{cite web|url=http://www.bymnews.com/new/content/view/8591/80|website=BYM News & Magazine|title=Cutty Sark|date=24 January 2005|access-date=21 May 2007}}</ref>

[[File:Cutty Sark (ship, 1869) - SLV H91.250-165.jpg|thumb|right|''Cutty Sark'' moored in a port, possibly Sydney. Another clipper can be seen in the background.]]
The ship traded various cargoes between Portugal, Rio de Janeiro, New Orleans, Mozambique, Angola, and Britain. In May 1916 she was dismasted off the [[Cape of Good Hope]] because of the rolling of the ship in bad weather and had to be towed into [[Table Bay]] off [[Cape Town]]. Because of World War I, it was impossible to obtain suitable materials to replace the masts so she was re-rigged over 18 months to a [[barquentine]] sail arrangement.

In 1922 ''Ferreira'' was the last clipper operating anywhere in the world. Caught in a storm in the [[English Channel]] she put into [[Falmouth, Cornwall|Falmouth]] harbour where she was spotted by retired merchant navy captain Wilfred Dowman of [[Flushing, Cornwall|Flushing]], Cornwall, who was then operating the training ship ''Lady of Avenel''. The ship returned to Lisbon, where she was sold to new owners and renamed ''Maria do Amparo'' (Mary of the Refuge, a name associated with the devotion of Our Lady of the Refuge; in Portuguese, "''Nossa Senhora do Amparo''").

===As cadet training ship===
Dowman persevered in his determination to buy the ship, which he did for £3,750 and she was returned to Falmouth harbour. The purchase was made with the support of Dowman's wife, artist Catharine Dowman ({{nee|Courtauld}}),<ref>[https://www.rmg.co.uk/discover/behind-the-scenes/blog/catharine-dowman-and-preservation-cutty-sark Catharine Dowman and the preservation of Cutty Sark] {{Webarchive|url=https://web.archive.org/web/20191221052417/https://www.rmg.co.uk/discover/behind-the-scenes/blog/catharine-dowman-and-preservation-cutty-sark |date=21 December 2019 }} 6 March 2018, ''rmg.co.uk'', Retrieved 16 April 2019</ref> heiress daughter of [[Sydney Courtauld]], crepe and silk manufacturer.

The rigging was restored to an approximation of the original arrangement and the ship was used as a cadet training ship. In 1924 she was used as committee boat for the regatta week in Fowey during that years regatta week as recalled to me by Mr. Arthur (Toby) West. As a historic survivor, the ship was opened to the public and visitors would be rowed out to inspect her. Dowman died in 1936 and the ship was given by Catharine Dowman, his widow, along with £5,000 for maintenance, to the Incorporated Thames Nautical Training College, [[HMS Worcester (1860)|HMS ''Worcester'']] at [[Greenhithe, Kent|Greenhithe]].{{sfn|Carr|1964|p=5}} She was towed to Greenhithe by tug.{{sfn|Carr|1964|p=6}} The ship was crewed by cadets, 15-year-old Robert Wyld steering the ship during the voyage.<ref>{{cite news|url=http://www.hands-on-illustrations.co.uk/big/mn/27/28.pdf|last=Wyld|first=Robert|title=Cutty Sark must Sail Again|newspaper=[[The Daily Mirror]]|date=28 May 2007|via=Hands on Illustrations}}</ref>

[[File:CuttySarkAndHMSWorcester.jpg|thumb|300px|right|''Cutty Sark'' and {{HMS|Worcester|1860|6}} as training ships, 1938]]
At Greenhithe, ''Cutty Sark'' acted as an auxiliary vessel to {{HMS|Worcester|1860|6}} for sail training drill, but by 1950 she had become surplus to requirements. From February to October 1951 she was temporarily moved first for a refit and then to take part in the [[Festival of Britain]] at [[Deptford]]. On 30 January 1952, the 800-ton tanker {{MV|Aqueity|1946|6}} collided with ''Cutty Sark''{{'}}s bow in the Thames. The two ships were locked together after the collision which forced ''Cutty Sark''{{'}}s [[jibboom]] into ''Worcester''{{'}}s [[forecastle]] rails, snapping the boom before scraping along ''Worcester''{{'}}s starboard side. ''Cutty Sark''{{'}}s figurehead lost an arm in the process. Worcester was a condemned hulk, sunk at her moorings at the time, photographs showing her lying on her starboard side with her starboard side near the shore. ''Cutty Sark'' was anchored and towed to the [[Shadwell Basin]] where repairs were carried out by Green & Silley Weir Ltd. The damaged arm was recovered at [[Grays Thurrock]] and the figurehead was repaired.<ref name=Collision>{{cite web|url=http://www.hms-worcester.me.uk/page19.html|title=The Cutty Sark|website=HMS Worcester & Merchant Navy|first=Colin|last=Thurlow|access-date=27 April 2011}}</ref>