840 
FOREST AND STREAM 
[Dec. 30, 1905. 
tain got into the skiff and tewed the boat into the East 
Channel, where we anchored for the night. Here Bo 
and his wife left us to take the train for Philadelphia, 
and, after trying in vain to obtain a tow, we turned in. 
At S A. ,M., Monday morning, we again tried to get a 
tow, but seeing no chance, we decided to drop down 
■ the river with the tide. There was no wiiid, and slow 
progress was made. After passing Governor’s Island, 
we became badly tangled up with the numerous ferry- 
boats, but got clear of them, with no more than a severe 
shaking up. Upon reaching the bay, a fine S.E. breeze 
sprang up, and in short time we were again anchored 
off the Staten Island Y. C. Here Schmaltz and his 
wife bade us good-bye and the Little Man and Cap- 
tain spent the remainder of the day in cleaning up ship. 
This may be called really the end of the cruise, but as 
the trip to Philadelphia from this point is somewhat 
interesting', I will give that to you also. 
Little Man agreed to remain with the boat, while the 
Captain went to Philadelphia to adjust some business 
matters and obtain a crew to take the boat back to 
Atlantic City. Owing to business complications, Bo 
could not get away, and being an exceptional hand, his 
loss was greatly felt on this trip. After no little trouble 
Burt and Mr. A. agreed to go the Friday following, and 
Little Man was relieved from his duties and returned to 
Boston. 
Burt and Mr. A. had never been aboard this craft 
before, which naturally threw more work on the Cap- 
tain, as it takes a certain length of time for even a good 
hand to learn the ropes, as all yachts have their own 
peculiarities. At 9 o’clock we dropped down through 
the narrows with the tide, there being but little air 
stirring. We rounded Sandy Hook about 11:30 and 
steered our course down the Jersey shore. Toward 
morning a breeze sprang up from the N.W., making it 
a close reach, but we made excellent time. The crew 
were divided into rvatches, but owing to their un- 
familiarity with the boat and sailing at night, the Cap- 
tain remained on deck until morning. 
Saturday morning the sunrise gave promise of a 
beautiful day, but the wind dropped fast, and at' 9. A. 
M. we were becalmed off Sea Girt. 
No breeze put in an appearance until nearly noon, 
this time from the S.E., making it a beat down the 
coast. At 3 P. M. we sighted Barnegat, which is about 
fifty miles from Sandy Hook. By this time the wind 
had increased in force, and it looked a bad night ahead. 
We had not intended to put in at Barnegat, for various 
yachtsmen of experience had advised us that it was un- 
navigable, even for boats of shallow draft. As we 
neared the entrance to Barnegat, small yachts could 
be seen making their way in and out the bay, and we 
closely observed their course. By the time we reached 
the light all the yachts had gone inside, and we steered 
our course as near as we could judge to the point where 
they headed in and found the buoy which marks the 
entrance. We eased our sheets and ran into the bay, 
picking up each buoy in turn, and had no difficulty in 
selecting our course. In beating back of the light in 
the very shallow water, we stood over a little too far 
and touched bottom, but by getting out the spare 
anchor, we warped her off and anchored for the night. 
After Burt and Captain paid a short visit to shore, 
which w^as swarming with mosquitoes, we turned in for 
the night, expecting to reach Atlantic City the follow- 
ing day w'ithout difficulty. 
Sunday morning dawned bright and clear, but the 
wind was blowing with great force from the S.W. We 
put in two reefs before starting. No sooner had we 
left the bay, than the wind flattened and the reefs were 
shaken out. We carried this sail for a couple of hours, 
when a bad squall from the N.W. forced us to anchor 
and put in two reefs. We were then off Beach Haven, 
and the wind being light for the remainder of the after- 
noon, Atlantic City was not reached until 7:30. The 
inlet is very difficult to make unless one is familiar vrith. 
the water, especially in the dark, when the buoys which 
mark the channel could not be seen. Off Heinz Pier 
we anchored and we swung our light to attract at- 
tention, v/hich was answered by a small launch, which 
kindly showed , us the channel into the inlet, where we 
anchored for the night. Burt had very foolishly left 
his arms exposed the entire trip, and they were now in 
such condition that he suffered severe pain. We put 
him ashore immediately, that he could consult a phys- 
ician and it was weeks before he fully recovered. 
Monday morning Mr. A. and the Captain, after some 
difficulty, warped Lavinia up to the anchorage of At- 
lantic City Y. C., who courteously cared for the boat 
until our return. 
Owing to the light airs on the following Saturdays 
and Sundays, which were the only time we had to bring 
the boat around to Philadelphia, we did not leave At- 
lantic City for several weeks and then our destination 
was Ocean City, about ten miles south of Atlantic City. 
Our boat was left in charge of Burt, who was spending 
his summer’s outing at Ocean City, it being decided to 
make the trip around Cape May on the following 
Saturday. It was with difficulty that a crew was ob- 
tained, and the Captain was finally obliged to depend 
on George and Harold, two office assistants, to bring 
the boat around to Philadelphia. George had had some 
experience, having been one of the party in sailing to 
Maurice River from Philadelphia, but Harold had never 
been aboard a sailing craft before. 
On reaching Ocean City the wind was blowing with 
so much weight from the S.W., that it was deemed ad- 
visable not to make a start until Sunday morning 
early. Cons.equently, Sunday at 4 o’clock we weighed 
anchor and in the light S. breeze run out to the bar,^.. 
where our course shifted so that we had to beat to 
windward. The wind was so paltry that we made 
practically no headway, but at 10 o’clock we had suc- 
ceeded in crossing the bar and were becalmed in a 
heavy sea off Ocean City. The rough water, together 
with the extreme heat proved too much for the crew, 
who were sick for most of the day. At i o’clock the 
Captain got under way and beat down the Jersey coast 
toward Cape May Point against a very light S. air. 
By dark we had reached Anglesea, and the crew being 
tired, turned in for the night, leaving the Captain the 
only one on deck. Off Wildwood we ran into a fish, 
pound and after getting the boys out of their bunks, we 
got clear, but with a badly torn mainsail. 
^These fish' pourids arc a menace to yachtsmen at 
night, inasmuch as they are m.)t lighted and arc im- 
possible to make out in the darkness until you run 
directly on them. 
Ofif Cape. May Light we were again becalmed until 
4 o’clock in the morning, when a S.E. breeze' took us 
around the Cape. To make time, we set our light sails; 
but off Cross Ledge Light we were again becalmed. 
Here v;e anchored and spent the entire afternoon in 
playing cards on th cabin top in the shade. 
At 6 P. M. we got a strong S.E. , which carried us 
at a fast clip up the river, and by 1 o’clock we had 
passed Reedy Island and were off Delaware City. It 
looked new as if we would reach our mooring off the 
club house by morning, but luck was against us, and at 
Wilmington we were again becalmed. This time we 
anchored, and all hands turned in for a much needed 
sleep. At 6 o’clock in the morning there was no sign 
of vcind and George was rowed ashore to make a train 
for Philadelphia. At 10 o’clock, on the change of the 
tide, we got a fair wind, and at noon we picked up our 
mooring off the Philadelphia Y. C. 
The trip around Cape May had been most dis- 
couraging, owing to the lack of wind, and we were 
very glad to reach Philadelphia. 
Men Who Live on Lightships. 
Men who live in a gale of wind all their lives, yet 
suffer one of the most uneventful existences in the list 
of human occupations ; who welcome the sight of a pass- 
ing sail, yet are bored at each other’s presence; who toss 
at anchor almost within sight of land, yet seldom know 
what their fellow-beings are about; wdtose stout craft, in 
stormy weather, held nose down to the waves by fath- 
oms of heavy anchor chain, toss and roll and suddenly 
burrow through the center of mountainous waves — these 
are the men who kindle their warning lights in lightships 
over the danger spots along Uncle Sam’s coast. 
Once the Diamond Shoals vessel, off Hatteras, was 
compelled to stay out five months before its relief came. 
The crew of tough sailors almost went crazy. Three 
months of this sort of imprisonment is all that any sane 
person can stand. So the crew mutinied. 
It was a trivial matter, springing from the nervous 
irritation of all hands. The captain reproved the mate 
for playing cards with the sailors, and declared that it 
was a sacrifice of dignity and discipline. The mate 
brooded over the matter, and told his troubles tO' the 
engineer, w'ho immediately joined him in a committee of 
two to tell the captain that he was putting on airs. Out 
jumped the captain’s revolver. Up jumped the engineer 
and mate in time to grab the weapon before it went off. 
The crew sympathized with the male; and the captain 
was a prisoner aboard his own vessel until the relief ship 
came. 
The mutinous crew sailed their craft back to Norfolk 
in a forgiving mood, and all hands save the mate relieved 
the strain on their nerves by going ashore and getting 
uproariously drunk. When the inspector visited the ship 
he found it deserted by every one except James Adams, 
the mate, who was reasonably sober, considering. James, 
therefore, was forgiven for his mutiny and promoted to 
be captain of the ship. The captain was discharged, in 
spite of the fact that he had been at sea two months 
longer than usual in one of the heaviest seas known off 
the Capes. The Government will not tolerate a captain 
v'ho gets intoxicated under any circumstances. 
The men on the ships will tell you that before they 
have been on the vessel ten days they will have become 
so bored with each other’s company that they actually 
feel murderous. For a few days at the start they play 
checkers and chess, with an occasional game of cards. 
Soon they tire of that. They try smoking and reading. 
But the Government changes their libraries only once a 
year, and so the supply of unread books is soon ex- 
hausted. In winter, especially, the visits of the light- 
house tenders are often a month apart. The sailor who 
gels a copy of the latest newspaper is the most popular 
man on the ship for the time being. When it is time 
for shore leave, the men are scarcely on speaking terms. 
“Lookee here,” says one sailor to another, after they 
'are ashore, “I see quite enough of you on the ship. If 
you come near me now I’ll knock your block off!” 
Ten days, later, however, when these men meet for 
another shift of duty, they are as glad to see each other 
as though they had not met for years. And they are 
loaded down with an assortment of parcels which would 
make the most hardened commuter blush. 
Nantucket Shoals Light Vessel No. 58, which went 
down in the big blow . last Monday while being towed to 
port, has had as stormy a history as any vessel in the 
service, and Capt. James Jorgensen, her commander, has 
cheated the sea of its human prey on numberless occa7 
sions. The Nantucket station is one of the most dan- 
gerous, as well as the most important in the service. Ex- 
amine the Government map and you find a dozen or 
more lightships— Hen and Chickens, Sow and Pigs, Pol- 
lock Rip, and others — near shore or under the lee of 
islands; but the Nantucket Shoals, which Nantucket 
Lightship guards, are fifty miles out into the open ocean, 
just where the nor’easters, rounding New England’s 
cibovv, pound the waters into perpetual furies. Even in 
fine weather, the cross-currents keep the anchored vessel 
tossing. . In stormy weather — well. No. 58 has often 
shipped her anchor and been driven miles away from her 
station by a killing gale. Five years ago, this very day, 
she was taken in tow 200 miles off the Capes of IJefaware 
by the steamship Luciline, after fighting a nor’easter for 
. six. .days , .with leaking, boilers. Nine years ago Capt. Jor- 
gensm’’ was blown into- Block Island, and the Evening 
Post printed an exclusive interview with him, which, no 
doubt, with a few details altered, would fit perfectly the 
recent (and final) storm, experience of his sea-worn 
craft. Here is part of it : 
“The sea began to roll down upon us in mountainous 
waves, and the wind whistled through our rigging with 
fearful velocity. The men on watch found it difficult to 
remain on deck. The spray which drenched the deck 
nearly blinded them. The snow fell in such thick clouds 
that we could not see the length of the ship. The barom- 
eter began to fall steadily about 8 o’clock in the morn- 
ing, and reached the lowest point I have ever seen — 
28.95-100. The wind certainly blew more thmi eighty 
miles an hour all day and long into the night. The tide 
was running at a ten-knot clip, and between the force of 
the tide and the fury of the 'storm the ship was almost 
continually on her beams ends.- - - - 
“We were all obliged to remain below, except the 
watch, who lashed himself to the mast. The ship was 
rolling^ and pitching so furiously that we should have 
been pitched into the sea if we had ventured from below. 
"We had 180 fathoms of chain attached to a 7,000- 
peund mushroom anchor. The water was about 30 fath- 
oms deeo. The weight of the chain cable would jiull 
t’.ie high bow of the boat into the mountainous waves as 
they broke, and, when the waves sank again, into the 
trough of the boiling sea the boat would follow, until it 
seemed that we were bound not to stop until the bottom 
was reached. 
“A few minutes after 10 o’clock, the ship descended 
into the trough of the sea until the water seemed to rise 
in a wall nearly 50ft. high on either side of us. Down 
went our staunch ship until suddenly she was thrown 
high in the air by the combined pressure of wind and 
water, and, when she fell again into the trough of the sea, 
we had slipped the mushroom anchor and were adrift at 
the mercy of the elements. 
“Steam was got up as soon as we could manage to 
walk around, and the crew got sail enough on her to 
keep her head up to the wind. But soon the canvas was 
torn to shreds, and away we went before the fury of the 
gale. 
“At daybreak next day nothing could be seen around 
us except water, which swept by in huge waves. All day 
we drifted before the gale, but toward evening sighted 
land, which we made out to be Block Island. It was 
slow work getting into port, but we succeeded in doing 
It.” 
No. 66 is the regular ship on the Nantucket Shoals 
station, and No. 58 was only the substitute which went 
on relief when No. 66 steamed up to New Bedford to 
coal. Both were steel vessels, but No. 58 was smaller 
and older. To have her blown off her station was so 
common an occurrence that the New Bedford folk never 
feared for the safety of their lads at sea under ordinary 
circumstances. But when that pathetic, half-finished 
wireless message came out of the darkness and the storm 
on Monday last, “Send help from anywhere ” the old 
salts predicted riehtly that this would be the last voyage 
of old No. 58 with a .commander who never called for 
help until he was convinced he must. 
The wireless was once an agent in a tragedy for Cap- 
tain Jorgensen. In January, 1902, there had been a period 
of storm, and communication had been interrupted for a 
number of days. When it was re-established, the first 
message which came out of the mist was from the cap- 
tain’s home in Braintree, Mass. It read: 
“Christine is dying; come home.” 
Then immediately came a second message: 
■ “Christine is dead.” 
There were other messages explaining that Christine, 
the captain’s daughter, had died of lockjaw as the re- 
sult of vaccination. The hardy old captain was frantic, 
and would have set out for the shore at once, but the 
storm was too heavy. All next day and the next he 
paced the deck, realizing the impossibility of reaching 
land, yet hoping, against hope that somehow the elements 
would grant him that one boon, to reach Braintree in 
time to bury his child. Still another day passed, and it 
was not until the following morning that a liner bound 
inward to New York hove to in the distance and man- 
aged to take the grief-stricken father off. TwO' days 
more and he had reached home — in time. As the crow 
flies it is more than 100 miles from Nantucket Shoals to 
Braintree. It took Captain Jorgensen a full week to go 
from one to the other. * * * 
Most of the men on the lightships are married men; 
and, strange as it may seem, the demand for this sort of 
service is unusually good. The outside ships, such as 
Diamond Shoals, Sandy Hook, Scotland, Fire Island and 
Nantucket, have fourteen men besides from one to three 
wireless operators, where wireless is used. The captain 
receives $1,000 a year for his services, and the sailors 
$30 a month. 
While the Nantucket ship has the interesting task of 
sighting incoming European steamships and lighting 
them on to Fire Island, the Diamond Shoals ship has at- 
tracted more attention than any other because it has a 
unique American feature, namely, a powerful electric 
searchlight -which shoots a geyser of flame straight up 
into the heaven as far as the eye can reach. Kipling, in 
his recent story of an eight-hour airship flight from 
London to Quebec, has the location of the cities marked 
by vertical pillars of light which shoot their rays even 
up to the mail-packet “lanes,” one and two miles above 
the surface of the earth.— New York Evening Post. 
Power Boat for Robert Galloway. — Mr. Robert Gallo- 
way, of Memphis, Tenn., has commissioned the Hunting- 
ton Mfg. Co., of New Rochelle, to build for him a cruis- 
ing power boat 97ft. over all, 17ft. breadth and 3ft. draft. 
The boat will take the place of Daisy, the boat Mr. Gal- 
loway had built at Tom’s River, N. J., in 1904. The new 
boat will be fitted with two 50 horsepower gasolene 
motors and she will have a small' schooner rig. Mr. Gal- 
loway will use the boat north during the summer and go 
south in her in the winter. Her gasolene tanks have a 
capacity of 600 gallons, and the same amount of water can 
be carried. Two boats will be swung on davits. 
•(•IK 
The houseboat designed by Messrs. MacConnell & Cook 
for Mr. George Inness has been launched at Milton Point 
shipyard and will shortly leave for Tarpon Springs, Fla. 
The auxiliary twin-screw cruiser building at the Robert- 
son yard. City Island, is having engines installed and will 
shortly leave for the South. The deep-sea cruising yawl 
which Messrs. Higgins & Gifford are building in Glou- 
cester from Messrs. MacConnell & Cook’s design, is now 
in frame. The yacht is building under Lloyd’s survey for 
the 13A1 class and is the first sailing yacht of the class 
to be built under their registry in this country. The firm 
is designing a 50ft. auxiliary yawl for Mr. C. K. Wooster, 
of Chicago, and a steam auxiliary schooner for the Com- 
mercial Cable Company for its Pacific service. 
