gS6 
FOREST AND STHEAM. 
H«II-Massachttsetts Y. C. 
HULL, MASS. 
Saturday, Sept. 13. 
The last of the regular championship club faces of the 
Hull-Massachusetts Y. C. was sailed off Hull' on Satur- 
day, Sept. 13, in fluky breezes varying from east to south- 
west. It was southeast and very strong before the start, 
but constantly grcAV lighter until, when the yachts were 
on the second round of the course, it had died to almsot 
a fiat calm. It then backed to the ea.stward, giving the 
leading 2S-footers au opportunity to finish just within the 
time limit. There was but one 21-footer, Chloris, and 
she failed to finish within the time limit. When it seemed 
that the i8-footers could not possibly finish within the 
time limit, the breeze hauled to sovithwest and sent 
them around flying, the first boat finishing fifty seconds 
inside the lim.t. As the knockabouts only sailed aroimd 
the course once, they finished well within the limit. 
Chewink II. was the windward boat in the start of the 
25-footers. Sally VI. was just under her lee, and 
L'Aiglon was to leeward of all, but ahead. L'Aiglon led 
to the first mark, but on the beat to windward both Sally 
and Chewink passed her. At the end of this leg Sally 
had established a good lead, which she held to the finish. 
In the i8ft. knockabouts, Biza was first over the line to 
leeward. Ayaya was next, with Malillian on her weather 
o.uarter. Then came Gertrude, Nethla and Alcedo. Biza 
led all around the course, until the Avind hauled to south- 
west, just befcre the finish, when Gertrude came up and 
passed her, winning by twenty seconds. 
Sally VI. wins the championship of the club and the 
cup presented by Com. Boggs. Malillian wins the cham- 
pionship in the i8ft. knockabout class and the cup. 
Rooster II. and Chloris are very close for the champion- 
ship in the 21-footers and the cup presented by Vice- 
Com. Boynton. Accordingly this class will race Satur- 
day. The summary : 
Class D— y. R. A. 25-footers. 
Klapsed. 
SaJIy VI., L. F. Percival 1 56 00 
Chewink II.. F. G. Macomber, Jr 1 59 25 
L'Aiglon, E. W. Hodgson 2 04 15 
Class S— Y. R. A. 21-footers. 
Gertrude. H. E. Lynch ....2 35 10 
Biza, Alfred Douglas 2 35 30 
Ayaya, W. P. Keyes 2 37 45 
Malillian, B. S. Permar 2 39 32 
Nethla. Cole & Bacon 2 45 10 
Alcedo, J. F. Linder Withdrew. 
YACHTING NEWS NOTES. 
Mr. Stanley M. Seaman has made the following trans- 
fers through his agency: The Burgess 40ft. sloop 
Nymph, owned by Mr. John Reilly, New Rochelle Y. 
C, has been chartered by Col. David E. Austin, of New 
Y'ork citj'. The Crowninshield designed raceabout 
Vagabond, owned by Mr. P. L. Howard, New Rochelle 
Y. C, has been sold to Mr. T. AUred Vernon, of the 
Atlantic Y. C. 
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Mr. Hollis Burgess, the Boston yacht broker, has 
made the following transfers through his office: The 
2ift. Buzzards Bay knockabout Amanita, owned by Louis 
Bacon, of Boston, sold to Joshua Crane, Jr., of West- 
wood, Mass.; the 15ft. Manchester half-rater Devil, 
owned by Dexter Rumsey, of Manchester, Mass., sold to 
Mark Hopkins, Jr., of Boston; the 45ft. center board 
sloop Frolic, owned by Theodore Cox, of New York, 
bought by Henry Crowell, of Newton Highlands, Mass.; 
the 62ft. steam yacht Eleanor, owned by George A. 
Binden, of Wakefield, Mass., chartered to the Man- 
chester Y. C; the 105ft. steam yacht Josephine, owned 
by Wm. H. Gwynne, of Cambridge, Mass., to the Bos- 
ton Leather iVssociates; the speedy 114ft. Herreshoff 
steam yacht Clara, owned by Robert Bacon, of New 
York, chartered to Robert Winsor. The last mentioned 
charter was made in conjunction with Mr. Frank N. 
Captain William A. Andrews, who after making two 
successful passages across the Atlantic in small boats, and 
who attempted a third trip with his wife, has been de- 
clared legally dead by the courts. He sailed from At- 
lantic C.ty with his wife in a 12ft. boat known as the 
Dark Secret for Palos, Spain, on Oct. 6, 1901, and has 
never been heard from. 
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The twin screw English-built steam yacht Candida, ex 
Cala Mara, has arrived at New York from Southampton 
by way of the Azores. The yacht has been purchased 
by Mr. H. Douglas, of New York, through the agency 
of Mr. A. J. Mcintosh, from Captain S. H. Johnston- 
Stewart, of Glasgow. The yacht was designed and built 
by J. Reid & Co. at Glasgow in 1895. She is 141ft. be- 
tween perpendiculars, 18.75ft. breadth and 9.5ft. deep. 
m. m. if!. 
Mr. Cornelius Vanderbilt has purchased through the 
agency of Messrs. Tams, Lemoine & Crane, the Eng- 
lish built steam yacht Cherokee, from the estate of the 
late WilHam Clark. Cherokee was built in 1893 by the 
Naval Construction and Armaments Co., now Vickers, 
Sons & Maxim, at Barrow-in-Furness, England, for 
Lord Ashburton, from designs by Mr. W. G. Storey. 
She was named the Venetia. Mr. Whittaker Wright, 
of Cowes, purchased the vessel in 1897 and changed her 
name to Sybarite. In the spring of 1901 she was sold to 
the late William Clark, who named her Cherokee. She 
is 233ft. over all, 219ft. sin. on the water line, 29ft. 3in. 
inches beam and i8tt. gin. deep. She is of steel, has two 
decks, is lighted with electricity and has six water 
tight bulkheads. Her engmes are of the triple expansion 
type, with cylinders 2ii/in., 34in. and 36in. in diameter by 
34m. stroke of piston. 
^ ^ ^ 
At the annual meeting of the Northport Y. C. held 
on Saturday evening, Sept. 13, the - following officers 
were elected: Commodore, John B. Morrell, of New 
York; Vice-Commodore, Charles A. Van Iderstine, of 
New York; Secretary, H. Davis Ackerly; Treasurer, 
Charles J. Pidgeon. Members of the Board of Trustees, 
Edward Thompson, Nathaniel S. Ackerly, Daniel P. 
Morse, John W. Hiltman and John J. Burton, 
The New Seamanship. 
As Exemplified In Ihe Huge Sevcn-Mattcf. 
Down at Quincy Point, within the placid confines of 
the Fore River, lies the hull of the largest sailing vessel 
the world has yet seen. This vessel marks the culmina- 
tion of a new era in wind-propelled vessels — or else the 
beginning of one whose extraordinary developments the 
imagination hesitates to reach out after. There be wise 
heads whose belief is that in a seven-master, io,ooo-ton 
(displacement) schooner, with a carrying capacity of 8,000 
tons, the type has reached its limit, and no further 
progress in size and number of masts is probable, and 
others prophesy that the development of the idea is only 
in its infancy and the sea-freighting of the world is yet 
to be done in vessels to which even this is but a pigmy. 
Only a little while ago people who failed to take the ad- 
vice of the late lamented Hosea Biglow, "Don't prophesy 
onless ye know," were saying that the building of great 
steel steam freighters in the many magnificent shipyards 
the world over was sounditig the doom of the large sailing 
ship, that great ocean cargoes were soon to be carried 
entirely in steamers, and that the old ships with their 
towering clouds of canvas were to five only in memory 
and the pages of romance. Now what do we see? The 
Fore River Engine Works, mammoth, modern, turns out 
side by side with a Government cruiser an equally enor- 
mous ship of steel for the carrying of coal, to be driven 
from port to port, not by mighty engines and triple 
screws, but by the same wind and clever trimming of 
sails and setting of keel to current that sent the Argo- 
nauts of old on their historic course. 
Truly this ship, whether the alpha of an era or the 
omega of a type, is extraordinary among sailing vessels 
and on her to-day extraordinary weapons are at work. 
From the great powerhouse alongside come all sorts of 
occult forces, their work on board, controlled and directed 
by a hundred men, making a seeming pandemonium. The 
blows of the riveting machines within the hull blend in 
such rapidity that you cannot hear yourself shsut. On 
the decks men hold, a hose ending in a steel tube to the 
head of a cold chisel, and with it cut steel as if it were 
cheese, the chisel driving by the buzzing blows of a 
hammer concealed within the tube and vibrated by com- 
pressed air. On the wooden deck being laid above the 
steel one the calking irons are driven by the same wizard 
hammer, and one man calks as ten might without it. And 
out of it all grows the city, beautiful and stately, which 
is, after all, to be but a sailing ship, wind-driven and 
wave-tossed, as was the first little schooner launched at 
Gloucester early in the eighteenth century. 
As this vessel marks the present summit of achieve- 
ment in building sailing vessels, so she presents forcibly 
the new seamanship which her type has brought about. 
The old-time idea of a sailing ship culminated in the 
three-masted full-rigger. As the vessel of the Argonauts 
had but one mast with a single square sail hung from a 
cross yard, so the subsequent greater vessels grew on this 
model, adding more masts and more square sails until 
we have the great cargo ships of the last century. Many 
of them are extant to-day, with towering masts hung 
with five or six square sails to a mast, to say nothing 
of studding sails for light weather, staysails hung between 
the masts, and jibs, jib topsails, and flying jibs till one 
is bewildered with the number of sails and appalled at 
the number of men required to handle them. Then, I 
take it, some genius discovered that instead of having the 
yard hung to the mast by the middle, it worked better in 
a small boat with a single sail to hang it at the end, anr' 
have the sail swing by its edge from the mast. 
It made things one sided, but it was a splendid thing 
in tacking and beating. Thus we had the catboat rig, 
properly so called, because it is as quick as a cat in tack- 
ing. Somebody put a bowsprit and a jib on a catboat 
and behold, the sloop. Again an extra long sloop giving 
chance for second mast similarly rigged and we have the 
first schooner. Yet from the first two-masted schooner of 
two centuries ago to the many masted leviathan of to-day 
is a long look ahead and the change has come in the man- 
within just a very few years. 
Not until the time of the Civil War was so huge a 
schooner as a 300-tonner thought of, and it was not on 
the seven seas at all, but on the Great Lakes in the year 
1850 that the first three master was built. Twenty years , 
later the three-master had become the favorite rig of all 
schooners of above 150 tons or so. The growth from that 
time forward was steady, but slow, and it was not till 
1880 that we had a four-master, and vessels of the 
schooner type began to run up into the 1,200 and 1.500 ton 
class. It was in 1889 that the experiment was carried still 
further. The demand was for greater tonnage, greater 
coal-carrying capacity, for coal seems to be the chief 
btirden of the great schooner. Yet as the size of the ves- 
sel increases it is unwise to increase the size of single sails 
beyond a given point lest they be unwieldy. To get 
greater .spread of canvas, therefore, another mast must 
be added and the Governor Ames, the first five-masted 
sailing vessel afloat, was built at Waldoboro, Me. There 
was much controversy as to the worth of the Ames, and 
it was not until about four years ago that the experimen 
was declared a success by other builders and followed by 
the John B. Prescott. a five-master with a capacity of 
4.500 tons, and the Nathaniel Palmer. Two years later 
came two greater than these, the George W. Wells, and 
the Eleanor A. Percy, six-master, each with a capacity of 
about five thousand tons, and the only two in the world, 
and now two years later still we have the seven-master 
sliding off the ways. 
Certain peculiarities in the handling of the two six- 
masters, however, showed that in them the limit of size 
in wood construction was reached. In sailing it was 
discovered that the six-masters were '.'tender," that is to 
say, the rise and fall of the seas under their great length 
made them wiggle and spring, their keelson not being 
rigid enottgh when built of wood, although of huge thick- 
ness, was re-enforced in every possible way. Hence the 
Lawson is built of steel, giving a rigid keelson, although 
a much slenderer one, all cf which helps the carrying 
capacity. From the tip of her 85ft. bowsprit to her great 
stern, which lifts almost a half hundred feet out of water. 
478ft. aft, and from her keel to her seven mastheads, 135ft. 
above it, she is practically all steel, the deck and cabin 
fittings and the 55ft. topmasts only being of wood. The 
names of the masts, by the way, are in order, fore,, main, 
mizzen, spanker, jigger, driver and pusher. 
With her nineteen sails set she will spread more than 
an acre of canvas to the wind and yet she carries or is to 
carry a crew of only sixteen men. The largest full riggers 
of the present day carry crews of thirty to forty men and 
it is obvious that the sixteen men of the Lawson could 
not handle her without special appliances, in the knowl- 
edge of the working of which comes the new seamanship. 
The jovial "yeo-heave-ho," the rollicking sea chanty, 
and the tramp, tramp, of feet as the sailors hove her 
short at the capstan by main strength, is no longer heard 
in taking up the anchor. It could not well be, for each 
anchor of the seven-master will weigh io,ooolbs. and must 
be handled by grips of steel and the giant strength of 
steam. So the huge cable will grind in and out of the 
hawser hole to the puff of an engine with the power of 
forty horses throbbing in its heart, the touch of a man's 
hand on the throttle and lever being all the human agency 
required in its handling. Again in the hoisting and lower- 
ing of such great sails there is no more call for the watch 
to tally on the falls and "walk away up the deck with her" 
while the great gaff swings aloft or is dropped. Instead a 
valve is turned in the steam winch which sits at the foot 
of the mast, the drum revolves and with a man to "hold a 
turn" of the halliards on this the sail goes aloft with no 
strain except it be on the piston rod of the engines. So, 
too, in the steering. The steersman may watch the leach 
of the foresail indeed to see that he is giving her the 
proper "full and by" when beating to windward, but he 
will no longer be able to gauge the progress and point of 
his ship in a dark night by the feel of the straining seas 
on the rudder, as he might do in the old-time smaller 
ships that steered by hand. Instead he will stand with 
his hand on a little wheel that turns at a touch to star- 
board or to port and merely transmits his will to the 
engine whose pistons sway the great rudder to the right 
or to the left as the command comes through the 
mechanism. In the darkness of the night the steers- 
man will have but to keep his eye on the needle and lub- 
ber mark on the compass and swing the 10,000 tons of his 
monster ship, by a touch of the finger. 
The new seamanship is founded upon the old, indeed, 
but differs from it in the size of the forces which it handles 
and he methods used as much as the Yankee designed 
and built schooner differs in size and appearance from the 
old-time brig that was built in Liverpool and sailed from 
Southampton docks, differs almost as the modern great 
freight engme differs from a donkey cart. The romance 
of many men and little sails- is swallowed up in the 
romance of enormous cargoes and mighty forces con- 
trolling them under the guidance of a few. And it is a 
romance incomparably greater. To feel thus, you have 
but to stand on the stern of the Lawson and 
look forward along her mighty deck, see the 
sheer of her hull sweep upward and forward till 
the forecastle deck marks its culmination. Already she 
is no more a structure of steel, but a living creature of 
the sea, harnessed by man, to be sure, to do his bidding, 
but to do it with a stateliness, a grace and a dignity that 
is matched by no other creation of his hand. 
"The days of the large sailing ship are numbered; steam 
is to take its place," said the unwise prophets of a few 
years ago. Now we see steani added to the sailing ships 
merely to assist in the handling of them, that they may be 
larger, and drive a still greater hull than would be other- 
wise possible. Yet in view of the great increase in num- 
ber and size of schooners, one is tempted to prophesy 
with like rashness that the days of the square-rigger are 
numbered. Capital works always in the direction of 
economy. If it finds, as it must, that the schooner type 
will carry as great a cargo, with a crew one-third as large, 
and other expenses no greater, it is obvious that it will 
in the future employ the schooner. To-day in the waters 
of Massachusetts Bay, a full-rigged ship is rare enough 
to cause comment from those who look from the land. 
The schooner is more easily handled by fewer men, may 
be handled more quickly in a given maneuver, and though 
in sailing directly before the wind, where many of her 
sails would blanket one another, she may not be so speedy 
as the ship with square yards, yet on any given voyage of 
much duration she Avoiild come in ahead because of her 
superior speed in reaching and tacking. 
There may be a limit to the size of schooners, but it is 
doubtful if we have approached it yet. Tire first four- 
master came about almost by accident. The hull was 
intended for a very large three-master, but it was found 
that to supply the proper sail area three masts would be 
very large and the sails unwieldy, so a fourth mast was 
added as an afterthought. The first five-master was 
deemed an unwise experiment by many builders, and was 
not duplicated for a decade. Now we have a seven-master 
and there is little doubt that though most of our harbors 
will not admit vessels drawing greater depth than this, 
there is room in them for vessels still longer, and no rea- 
son why an eighth or a tenth mast might not give the ship 
still greater length and coal carrying capacity. Indeed, 
the problem of handling these great vessels is not so 
much the matter of entering harbors, for in many coast- 
wise ports the big six-masters already in commission sail 
directly to the dock, and in others where it is not wise to 
attempt this, tugs meet them outside and tow or push 
them in; the trouble will come in the open sea. The ad- 
dition of each new mast seems to bring an added problem 
in the matter of handling the ship. Thus the five-master 
has ways that are new and tricks that are vain which 
never confronted the captain of the three-master, and 
these are to be learned only by actual handling. Captain 
Crowley, who is to be the master of the Lawson, well 
knows this. He has grown up with the schooner type, 
and has handled each additional mast as it came into 
use. Yet he sees no reason why the seven-master, when 
her little ways are once learned, should not be handled 
as well as the smaller ships. 
Within a few weeks the Thomas W. Lawson will be 
spreading her acre of canvas to the breezes of Massa- 
chusetts Bay, and her skipper will be face to face with 
the latest conundrum of the sailor man's world, and the 
half of the world that goes down to the sea in ships aud 
