Jan. 8, 1910.] 
FOREST AND STREAM. 
65 
ward, and then slack off the spanker boom 
tackle as the wind caught the sail on the other 
side. The center sails were more or less 
blanketed by the spanker as the vessel v , ee ^! 
around from the thrust of the helm, and the 
1 cst of the sails slowly swung across the deck 
themselves with no power necessary to .jj 1 
over and slack off, or was there any wffimgng 
of booms as the sails filled and hauled taut the 
sheets Everything worked aright under th_ 
guidance of the skipper, who was the complete 
master of the situation. 
When the lower sails were over one man 
had to go up each mast to pass the chain end 
of the topsail sheets over the stay and make 
it fast on the other side. This was the only 
aloft work required, and seemed somewhat 
dangerous as the sailor had scant footing. 
All of the other ropes were hauled in place 
from the deck. As the schooner headed for 
the north the wind began to veer to the east 
and the prospect was that the rain and cloud 
would disappear, and there would be a cleai 
sky and plenty of nature’s motive power on 
the morrow. 
Latitude 41° 20' N.; longitude 71 00 W. 
Monday, Aug. 30.—The Captains face was 
glum this morning, for a half gale of a norther 
was sweeping down the Gulf of Maine, and the 
vessel was beating into it, heading to the north¬ 
east several points away from her destination. 
The skipper had looked for a northwester 
which would have enabled him to have steered 
for Stockton and reach that port in short 
order, but now he must beat into the wind. 
But what a sight it was for the passenger to 
behold the blue ocean whipped into a frenzy 
of white-capped madness with nothing m the 
complete sweep of the circle to mar the fine 
picture. And how delightful to watch from the 
extreme end of the vessel the curves of the sails 
and the motion of the ship as she slanted into 
the gale. From the end of the spanker boom 
to the tip of the jib boom there were four hun¬ 
dred feet of towering, shivering canvas, each 
sail being wrought into action by nature s wind. 
As a thing of beauty is a joy forever, so a sail¬ 
ing vessel is forever a delight to the eye. bails 
are an inspiration, while a smoke stack is 
ugliness itself. But as man must have a steamer 
to do his bidding—he must of necessity also 
rob the sea of man’s master handiwork of 
strength, grace and beauty, the sailing ship, and 
the sea’s real romances of ropes and rigging 
will then have to give way to the engineers 
mathematical calculations of horsepower and 
boilers. It is a satisfaction to know that there 
are still on the American coast sails to look 
upon, be they only yachts and schooners 
To return to the progress of the schooner 
Northland, she had been blown 'so far out to 
sea by the norther that the Captain decided to 
tack and stand in shore, and then the passenger 
was giving another treat in schooner tactics, 
to see the bringing around of a great four- 
master. As in jibing, the topsails must be taken 
in first and then the engine was booked onto 
the foresail and spanker sheet. The Captain 
was at the wheel, mates and sailors about the 
deck. As the skipper sang out, H-a-r-d-a-l-e-e, 
the engine pulled the spanker (last sai ) to 
windward, and held the foresail (first sail) to 
leeward. By this action the two extreme 
canvas wings—forward and aft—were placed in 
opposite directions that the wind would blow 
the vessel’s stern one way and bow the other, 
and with the helm hard over and the center 
sails swinging over themselves, the schooner 
was around in two minutes and on the othei 
tack. 
The tacking was done so easily and skilfully 
that a spectator might yearn _ for the excite¬ 
ment of tacking aboard a big square-rigger 
when the first command is—Stations! s-q-u-a-r-e 
t-h-e c-r-o-j-i-c-k y-a-r-d, and then begins the 
fun of hauling the many yards over to , catc 1 
the wind on the other side of the ship, and get¬ 
ting her round before she misstays. A square- 
rigger of the size of the schooner Northland 
would take twice as long to bring her around 
and would require a crew of thirty officers and 
men whereas the Northland was readily 
handled with thirteen all told. As this crew 
was representative of the American coasting 
wab icuicacmauvu ‘ 1 • 1 r . 
fleet it is of interest to know the kind of men 
who, are now manning our sailing vessels an 
from what corners of the world they come. 
The Captain, Charles H. Saunders, is a com¬ 
mander of whom any American would be 
proud. A skipper of the type when Y ankee 
clippers were found on all the seven seas, anc 
the Stars and Stripes was seen in every port. 
He is firm, decisive, commanding at the same 
time good-natured, gentlemanly and courteous. 
A native of Maine, at the age of fifteen lie was 
apprentice to a ship bound for China and he 
has been sailing ever since. It needed only a 
few minutes’ talk with Capt. Saunders to con¬ 
vince a traveler that life and property at sea 
would be safe in his hands. r 
First Mate Leo Maguin hailed from Cali¬ 
fornia, and was a live mate in every respect, 
taking great pride in his knowledge of seaman¬ 
ship and in keeping a vessel spick and span. 
He had sailed among Norwegian sailors tor 
such a length of time that he spoke with a 
Scandinavian accent. 
Second Mate, Jack McCoy. Here was the 
sailor of fiction, poetry and the stage. A 
regular, rollicking, roving, happy-go-lucky jack- 
tar who lived neither for yesterday or to mor¬ 
row, only for to-day. Jack first saw daylight 
in Newfoundland, and quickly took to the sur¬ 
rounding ocean. He had sailed on all kinds o 
ships and under different flags, and could spin 
3 arns of all nations. His spare time aboard 
ship was spent in weaving mats, and lie was 
therefore known as Jackithe Weaver, Jack the 
Rover, and Jack the Sailor, and was also 
blessed with an extra stock of Irish wit. When 
the Northland was out of sight of New York 
and headed for the Maine coast, Jack said she 
was sailing to the United States. 
Two very important officers aboard the vessel 
were the engineers, Davis and Tenny—one m 
charge of the hoisting engine, the other of the 
gasolene They were two fine sons of Maine. 
The last and not least of the officers were 
the Japanese steward, whose duties begin at 
half past three in the morning, and the cabin 
boy, a Curacoa mulatto, who looked aftei cabin 
comforts. 
The six foremast hands in the forecastle rep¬ 
resented England, Sweden and Norway. An 
owner of the vessel, H. E. Ferguson his son 
Hardy, the writer and a black cat made up the 
ship’s company. , , . 
The good ship and company had worked in 
shore far enough by four o’clock to tack agam 
for the northeast, and by sunset the gale had 
blown itself out and the sun went down on the 
western horizon with a glorious tint of crim¬ 
son just as the moon moved up from the east¬ 
ern edge of the water with a radiant beam 01 
silvery light. For all day from sunrise to sun¬ 
down the ship had been out of sight of land, 
some 60 miles from the nearest shore. 
Latitude 42° 47 ' N.; longitude 69 1 W. 
Tuesday, Aug. 31.—During the night the 
Captain had picked up Monhegan light, and at 
daybreak the schooner was off Monhegan 
Island, at the entrance to Penobscot Bay. On 
all sides was the rock-bound coast and rugged 
hills of the State of Maine. Slowly in the 
breeze and genial sunshine the schooner made 
her way to Stockton, the head of the bay, and 
as she entered this port the Captain began 
taking in sail, first clewing, and furling the top¬ 
sails, then lowering the jibs, and finally the 
lower sails, which operation was done by catch¬ 
ing a turn around the bits and then slacking 
off by hand. No engine power required for 
the first time on the trip. Enough sail was 
left to make the dock with the aid of the auxil¬ 
iary power, and when almost abreast of the 
wharf the last bit of sail was taken in and the 
vessel brought around with a great sweep. 
The anchor was dropped, a line run to the 
shore, and in another half hour, at 3:30 p. m., 
the big schooner had been warped to her berth 
and made fast, ready to unload her cargo ot 
cement and then take aboard for transporta¬ 
tion to New York several thousand tons of 
paper made from Maine’s spruce forests. 
ARTHUR BINNEY 
(Formerly Stewart & Binney) 
Naval Architect and Yacht Broker 
Mason Building, Kilby Street, BOSTON, MASS. 
Cable Addre ss, Designer," Boston __ 
COX STEVENS 
Yacht Brokers and Naval Architects 
15 William Street, - New York 
Telephones 1375 and 1376 Broad 
Canoe and Boat Building. 
A Complete Manual for Amateurs. Containing: plain 
and comprehensive directions for the construction of 
canoes, rowing and sailing boats and hunting craft, ny 
W. P. Stephens. Cloth. Seventh and enlarged edition. 
264 pages. Numerous illustrations and fifty plate* in 
envelope. Price, $2.00. 
FOREST AND STREAM PUBLISHING CO. 
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