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John Peck (Naval Architect)

John Peck (June 12, 1725 Boston - May 3, 1790 Boston) was an american merchant and naval architect of the 18th century.^[1] He had been trained as a merchant, and as apprentice in that matter had served at sea as supercargo for a few voyages. After already having become interested in naval architecture while studying mathematics in school, the experiences of observing ships at sea furthered that interest. It would appear, however, that his designing of ships was more of a hobby, compared to his main trade as a successful merchant. Additionally, he was appointed inspector of salpeter in Watertown, Massachusetts, around the time the revolution started.^[2]

John Peck was married to Hannah Jackson, died 1770, with whom he had a son, William, born in 1763.^[3]

Ships

Peck's son stated that Peck sr. never had laid eyes on draughts of ships, but developed his own method to draw plans. The same source admits that these plans later on were close to intellegible even to Peck sr. himself, and states that his father only ever owned one book on ship building, although probably not when the first ships of his design and ideas were being built.^[4]

Most of Peck's ships were built at various yards, in Boston, Plymouth and Newburyport. One was built abroad, see below, two on his own land, with a few of the others under his direct supervision in a private ship yard in Plymouth.^[5] For the maiority, Peck served as naval architect, but he wasn't a shipwright, too, a fact that distinguishes him from the other ship-designers of his time, and makes him the first naval architect of the US of A, insofar as the term is understood for one who draws ships, but is not a shipwright or -builder as well.^[2] In designing ships, Peck appears to have had his own ideas, supported by the building of the Minerva as means to evaluating them. According to Chapelle, he was "secretive, egotistical and easily discouraged"^[3], but was a "very clever designer"^[3], his ships being reputed as fast, handy, and able to carry a large press of sail.^[3]

In 1774, Peck had a ship built to test his own ideas on ship design. The Minerva, of about 20 to 20 tons, was exceptionally broad, compared to other ships of that time, but proved to be a fast and seaworthy vessel. When he learned that the Massachussetts legislation wanted to built ships-of-war, he submitted plans and proposals and was granted approval. One ship built thus was the brig, or brigantine, Hazard, with sixteen guns, that was built in Boston. This ship proved to be a very fast vessel, but her career ended short when she was burned during the Penobscot expedition.^[2] Another ship by Peck sr. was the privateer Belisarius. Being intended for that particular trade, she too was to be fast, a goal achived according to Joshua Humphreys, who is quoted by Howard I. Chapelle as saying that she was one of the fastest sailing ships at sea. According to Humphreys, she was spelled Bellesarius and of 110' length, with a breadth of 30'. Belisarius was captured in 1781 by the British after she had been sent out to sea without sweeps and subsequently got caught in a calm. She served in the Royal Navy as a 20-gun-ship.^[5]

A better-known Peck design was the Empress of China, the first american ship to arrive at China under the new flag of the equally new nation. Owned by Robert Morris, and others, of Philadelphia, she was built in Boston in 1783. Despite being a rather full ship, she had a reputation for being a fast sailer.^[6]

The Maréachal de Cartries (Cartries probably a misspelling of Chartres) was a ship of 390 tons, built about 1781 - 83 in France as East Indian packet. She has the distinction of being the first ship built to american plans, but not in America.^[7]

One ship that was probably, but not with certainty, built to his design was the large privateer Rattlesnake which later in the Royal Navy was known as a fast ship as well. According to Chapelle, she was built in Plymouth while Peck was there as well to supervise the construction of the Continental packet-ketch Mercury.<ref name=HIC140</ref> Rattlesnakes lines differ from Belisarius, so it might be possible he was experimenting with the design.^[3]

Around 1785, possibly earlier, Peck went to Portsmouth, or perhaps Kittery in Maine across the river, where he operated a small shipyard. In 1790, he fell ill and, by doing of his son, went back to Boston where he died in May of the same year.^[3]

References

^ Howard I. Chapelle: The History Of American Sailing Ships. New York: W. W. Norton & Company, Inc. 1935
^ ^a ^b ^c H. I. Chapelle: The History Of American Sailing Ships. Republished New York: Bonanza Books, 1982, p. 138
^ ^a ^b ^c ^d ^e ^f H. I. Chapelle: The History Of American Sailing Ships. Republished New York: Bonanza Books, 1982, p. 142
^ H. I. Chapelle: The History Of American Sailing Ships. Republished New York: Bonanza Books, 1982, p. 138-139
^ ^a ^b H. I. Chapelle: The History Of American Sailing Ships. Republished New York: Bonanza Books, 1982, p. 139
^ H. I. Chapelle: The History Of American Sailing Ships. Republished New York: Bonanza Books, 1982, p. 140
^ H. I. Chapelle: The History Of American Sailing Ships. Republished New York: Bonanza Books, 1982, p. 141

Consilium abeundi

The "consilium abeundi" (abb. c.a., literally "advice to leave" from lat. consilium: Advice and abire: walk away, leave) originally was a term in academic jurisdiction at universities in the 18th and 19th centuries. A punishment for students, the convicted was expelled, as well as required to leave town. The latter could include an inviolable precinct. Depending on university's consitution, time execute was one to three days. Concurrently, academic rights and privileges were revoked. At some institutions, re-immatriculation was possible after a time. Generally, a c. a. verdicted student was allowed to register at any other university, or similar academic institution.

As a punishment, the consilium abeundi was more than incarceration, but less than relegation, the ultimate eviction from the university without the possibility to attend another institution. The c. a. could also be declared on probation, coming into immediate effect after the next transgression. The verdict was issued either by the university's court, the senate or the rectorate and had to be accepted by the convict with his signature.

Before the implementation of independent academic courts at the universities, punishments were either declared by the university's senate, or the "Consilium", the congregation of all regular professors. From these congregations, the Consilium as a term for punishment was derived.

In the 19th and early 20th century, the c. a. was possible also at schools, namely the higher school called Gymnasium.

History

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Refereces

[1] Howard I. Chapelle: The History Of American Sailing Ships. New York: W. W. Norton & Company, Inc. 1935

[HIC138-2] H. I. Chapelle: The History Of American Sailing Ships. Republished New York: Bonanza Books, 1982, p. 138

[HIC142-3] ^ ^a ^b ^c ^d ^e ^f H. I. Chapelle: The History Of American Sailing Ships. Republished New York: Bonanza Books, 1982, p. 142

[4] H. I. Chapelle: The History Of American Sailing Ships. Republished New York: Bonanza Books, 1982, p. 138-139

[HIC139-5] H. I. Chapelle: The History Of American Sailing Ships. Republished New York: Bonanza Books, 1982, p. 139

[HIC140-6] H. I. Chapelle: The History Of American Sailing Ships. Republished New York: Bonanza Books, 1982, p. 140

[7] H. I. Chapelle: The History Of American Sailing Ships. Republished New York: Bonanza Books, 1982, p. 141

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