The Post published a long account of the ship, and gave the name as the Enoch Train. When I went down to the office that morning Colonel Train had not yet arrived, but he soon came in, walking straight as a gun-barrel, and seeming to be a little stiff. "Did you see the Post this morning?" I asked. "Premature," he replied. That was all he said. He would not discuss the matter. I was nettled that he did not appreciate the honor I thought I was conferring on him. It was not for nothing that a man's name should be borne by the greatest vessel on the seas. I said to myself that the name should be changed at once. The ship was to be of 2,200 tons burden, larger than the Flying Cloud and the Staffordshire, both of 2,000 tons, and I decided to call her the Sovereign of the Seas. The news that we were building a still bigger ship was rapidly circulated throughout the world. Many shipping lines wanted to buy her before she was off the ways. Despatches from New York shipping lines making inquiry as to price came almost daily. I invariably replied that we would take $130,000. But this was a little too stiff a price at that time, although the Flying Cloud had paid for herself in a single trip. I finally sold her to Berren Roosen, Jr., of Hamburg, Germany, through the brokers Funch & Menkier, of New York, for $110,000. She was entered in my name, although I was at the time only nineteen years of age. I was quite proud to have the greatest vessel then afloat on any water associated with my name. She was sent to Liverpool. The California business had grown steadily, and the house of Train had taken a leading part in it. One of the biggest of our ships was built expressly for it, and employed on the long run from Boston to San Francisco. This was the Staffordshire, which we had named for the great potteries in England from which we got so much of our import freight. She was of the same size and tonnage as the Flying Cloud--2,000 tons. We sent her to California on her first trip under Captain Richardson, full of freight and passengers. There were three hundred passengers, each paying $300 for the trip around the Horn. This brought us in $90,000, completely paying for the cost of building and equipping, with cash in hand, before she sailed. The Flying Cloud and the Staffordshire were followed by about forty fast clippers during the great gold-fever of '49. I was still in my teens, and consider it not an insignificant thing to have accomplished the initiation of this magnificent clipper service which revolutionized sailing vessels all over the world, and gave to America the reputation for building the fastest ships on the seas.