Editor's Note: This article originally appeared in the Hudson River Maritime Museum's 2018 issue of the Pilot Log.

A remarkable family of African American river men participated in the transition from working sail to steam during America’s Industrial Revolution. Sometimes referred to as the Black Schuylers, the family began with one or more sloops early in the nineteenth century and seized the opportunity to acquire steamboats early in the 1840s. The Schuyler Steam Tow Boat Line figured prominently in the operation of steam tows on the Hudson River and by 1888 reportedly employed eighteen boats in Albany in the towing of canal boats on the river. The family acquired real estate in Albany’s south end between Pearl Street and the river, traded grain and coal, issued stock, and invested in railroading. Their wealth placed them in Albany’s elite business and charitable circles and their esteemed status led to their burial in Albany’s prestigious Albany Rural Cemetery alongside Albany’s other business and political leaders. That so little is known of this family and its accomplishments may be more a reflection of their race than of their accomplishments. The family’s identity as Black, while not a barrier to their early success in business, may have played a discriminatory role in their lack of prominence in the historical record. Ironically, the lighter skin of later generations may also have played a role in their lack of visibility in more recent Black History scholarship. While incomplete, it is hoped that this account may spur further research into the life and contributions of this Hudson River family.  
 
​Until the second half of the nineteenth century, Albany’s commerce and financial opportunities were almost entirely dependent upon the city’s position at the head of ship navigation on the Hudson River. The river served as New York’s “Main Street” well into the nineteenth century and Albany was strategically situated near the confluence of the upper Hudson River and the Mohawk River. Although Albany received larger ships, much of the freight and passengers coming in or out of Albany before the 1807 advent of steamboats was carried by single and double-masted sloops and schooners of 100 tons capacity or less. These sailing vessels continued to carry freight into the fourth quarter of the nineteenth century, even as steamboats soon attracted much of the passenger business. Captain Samuel Schuyler, the progenitor of the Black Schuylers, began and sustained his career with these boats and raised his sons Thomas and Samuel on them.
 
Albany grew rapidly in the 1820s and 1830s as a direct result of the surge in freight handling brought about by the much heralded completion of the Champlain and Erie canals in 1823 and 1825 respectively. Both canals terminated in Albany. Freight moving east and south from Canada, Vermont, the Great Lakes region and the interior of New York was shipped on narrow, animal-towed canalboats with limited capacity. 15,000 such boats were unloaded at Albany in 1831. These cargoes needed to be stockpiled and transferred to larger sloops and schooners for trip to New York City and other Hudson River towns. Over time, steamboats became more efficient and reliable, especially after Livingston-Fulton monopoly on steamboats in New York was struck down by the Supreme Court in 1824. 

One innovation with implications for canal freight was steam towing which presented an economical alternative to “breaking-bulk,” the laborious process of unloading and transferring cargoes at canal terminals. Steam-powered sidewheel towboats appear to have been introduced on the Hudson River in the 1840s and could tow long strings of loaded canalboats directly to their destinations without unloading. Captain Schuyler’s sons capitalized on this concept and transitioned from carrying freight on sloops to towing rafts of canalboats and other craft behind powerful steamboats. They were at the right place at the right time and had the experience and extensive business connections to make the most of this innovation. 

Captain Samuel Schuyler (1781-1841 or 1842) was one of Albany’s first African American businessmen.  His origins in Albany are obscure but his surname suggests that he was enslaved by the Dutch-American Schuylers who were among Albany’s wealthiest and politically most prominent families. Philip Schuyler (1733-1804), known for his role in the American Revolution and early advocacy for canals, held slaves in Albany and at his other properties. Slavery was practiced extensively in Albany County until gradually abandoned in the early nineteenth century.

Albany County manumission records report that a slave named Sam purchased his freedom in 1804 for $200 from Derek Schuyler. It is possible, but by no means certain, that Sam is the same man later referred to as Captain Samuel Schuyler.  The fact that Samuel married in 1805 so soon after this date lends further credence to this possibility.  
          
Samuel Schuyler is described as a “Blackman” in the Albany tax roll of 1809 and a “skipper” and free person of color in the Albany directory of 1813. He was involved in the Hudson River sloop trade and owned property in the area of the waterfront which appears to have included docks and warehouses at the river and a home on South Pearl Street. He married “a mulatto woman” named Mary Martin or Morton (1780-1847 or 1848) and had eight or more children with her including Richard (1806-1835), Thomas (1811-1866) and Samuel (1813-1894). Richard was baptized in Albany’s Dutch church on North Pearl Street. Captain Schuyler came to own a flour and feed store as well as a coal yard at or near the waterfront. His sons joined the business which was known as Samuel Schuyler & Company in the 1830s.
 
The elder Captain Schuyler died in 1841 or 1842. After his burial, or perhaps after their mother’s burial in 1848, the younger Schuylers erected an imposing monument in the new Albany Rural Cemetery in Menands, established in 1844. The monument is a tapered, four-sided column resting on a plinth. It is significant that the column is engraved with a realistic bas relief anchor commemorating his sailing career and the three chain links denoting the fraternal organization Odd Fellows to which he apparently belonged. An inscription notes that the monument is dedicated to “OUR PARENTS.” That Schuyler and his family were accepted in a prominent location in the cemetery in spite of their African-American heritage is noteworthy because at the time the Albany Rural Cemetery had a separate section designated for African-American burials. ​

The younger Samuel Schuyler (1813-1894) and his brother Thomas (1811-1866) both began their careers in the sloop trade. Thomas began his career as a cabin boy in his father’s sloop and progressed in skill and responsibility. Samuel attended the old Beverwyck School in Albany and began his apprenticeship aboard the sloop Sarah Jane at age 12. He became the master of the sloop Favorite and later the Rip Van Winkle. He then purchased the Rip Van Winkle and together with his brother Thomas bought the sloops Anna Marie and Favorite. Samuel Schuyler married Margaret M. Bradford (1816-1881) and Thomas Schuyler married Ellen Bradford (1820-1900). The brothers appear to have bought their first steamboats, including the Belle, in 1845. The towboat enterprise was operating in the 1840s as the Schuyler Towboat Line and may have been incorporated in 1852. In that year the Schuylers financed and built the America, the powerful and iconic flagship of their fleet. Samuel became the company’s president and Thomas became the firm’s treasurer. Both men were active in Albany business and charitable circles serving as officers of bank, stock and insurance companies, trade organizations and charitable endeavors. Their business interests extended beyond towing as evidenced by a $10,000 investment in the West Shore Railroad built along the Hudson’s west shore through Newburgh, Kingston, Catskill and Albany. ​

​Schuyler’s towboat business clearly prospered. In 1848, Samuel bought a relatively new but modest brick house at the corner of Trinity Place and Ashgrove Place in Albany’s South End and greatly enlarged it. Among other changes, he added an imposing round and bracketed cupola at the roof, making the house one of the largest and most stylish in the neighborhood. The house still stands. Thomas appears to have been a driving force in financing and building a new Methodist-Episcopal church nearby at Trinity Place and Westerlo St. in 1863. The Albany Hospital and the Groesbeckville Mission also benefitted from his philanthropy. Thomas died in 1866 and was buried alongside his father beneath a Gothic-style tombstone. His brother Samuel published a tribute to his brother which memorialized his many contributions to the Albany community.

​Sources:
- Stefan Bielinski, The Colonial Albany Social History Project; The People of Colonial Albany, website hosted by the New York State Museum, exhibitions.nysm.nysed.gov
- Howell & Tenney, History of the County of Albany, W.W. Munsell & Co., New York 1886.
- Abbott, Reverend W. Penn, Life and Character of Capt. Thomas Schuyler, Charles Van Benthuysen & Sons, Albany, 1867.
- Albany County Hall of Records, Manumission Register.

Scow Sloop LITTLE MARTHA
 
African Americans played a vital role both before and after slavery as skilled captains and boatmen on the Hudson River. Built circa 1870 to carry lumber, Little Martha was captained by African American Clint Williams and his two brothers. They were described by sloop historians Collyer and Verplank as “capital boatmen.”  The sloop was owned by William Bull Millard of the Millard Lumber Co. and operated principally between Chelsea, Dutchess Junction, Marlboro, Milton, Barnegat and Poughkeepsie. She was named for the builder’s daughter, Martha Hyer Millard.
 
Scow sloops and schooners were more easily and inexpensively built than their fully-molded counterparts. The shallow draft boats were surprisingly good sailers and appeared on the Hudson River, Lake Champlain, the Great Lakes and San Francisco Bay where they remained in use well into the 20th century.

Gundalows were iconic wooden cargo vessels that operated primarily on the rivers and bays of the coastal regions of New Hampshire and Southern Maine from the mid-1600’s to the early 1900’s.  These vessels evolved to become a practical and efficient method for transporting goods and materials to and from the deep-water port of Portsmouth, NH to the towns that were established in the Piscataqua River watershed and were classified as Piscataqua Gundalows.  Considered to be the “18-wheelers” of the that era, gundalows helped to build the economy of the region by carrying raw materials to the various mills and factories in those towns while also facilitating the transport and trade of manufactured items that made their way up and down the East Coast of the United States and to as far away as Europe and the Mediterranean.

EARLY YEARS – 1650 to 1800
Early European settlers in the Piscataqua region encountered a vast network of rivers, streams, and bays that had been used for centuries by the indigenous people of the area as resources for food, water and for transportation to and from ocean fishing grounds and their summer and winter encampments.  As the area became settled by the Europeans the need for an efficient and timely method of bringing goods and materials to and from the many towns that developed in the watershed rose to a level that necessitated a solution.

Roads in the area were nothing more than hunting trails established by indigenous people and were not set up to accommodate horses and carts which would have been the alternative to canoes or boats.  Trips on land meant days of travel adding miles to a journey between Portsmouth and a town on Great Bay that could be traversed by water in a matter of hours.  Having observed the reliance of the indigenous population on the water as an efficient transportation medium and realizing the swiftness of the tidal current and its periodicity – nearly two flood tides and two ebb tides per day – those involved in the commerce of the region came to conceptualize and develop the first gundalows.

Drawing on their experiences in their former homelands and capitalizing on an abundance of building materials, local farmers, fisherman, merchants, and property owners began to build square ended, flat bottomed scows that could be loaded with cargo, floated on the water, and steered with long oars called sweeps.  Early gundalows were undecked meaning that they resembled a rowboat or canoe.  There were no raised platforms from which to gain a vantage point for steering and all cargo rested on the bottom of the scow.  The flat bottoms and wide beams were necessary for trips that spanned more than one tide cycle allowing the gundalow to rest evenly on the exposed mudflats left after the tide ebbed.  The flat bottoms also facilitated beaching to load and unload cargo and passengers for there was little infrastructure in the way of wharfs, docks, and quays available in those early days.  Sweeps were used to pole the gundalow off the beach at high tide and acted as a rudimentary rudder for steering – like a Venetian gondola from which it is believed that the name gundalow was derived.  Gundalows also had shallow drafts (usually < 3 ft) allowing them to reach to the head of the tide in many of the rivers that emptied into Great Bay, Little Bay and the Piscataqua.

THE MIDDLE YEARS 1800 to 1860
From about 1800 until 1860, gundalow design changed as more and more people from Europe and the Mediterranean settled in the watershed.  After 1800, the square ended scow configuration slowly faded replaced by a rounded stern which accepted a more sophisticated steering system consisting of a fixed rudder with a tiller attachment and a raised platform from which the gundalow captain could see to steer the vessel.  The raised platform aft led to a similar platform at the bow from which the crew could look for hazards and landmarks that were used for navigating the treacherous waters of the Piscataqua River.  Taking to heart the adage that “time is money”, gundalowmen began to introduce sails on their vessels around 1820, not as a way to steer the boat, but more as a way to gain speed above and beyond that of the fast-moving tidal current.  These sails were typically square in shape and mounted on a vertical mast located at the bow.  The mast and sail configuration, which was removable, could be turned to take advantage of the wind direction but required crew to work the rigging and stabilize the sail.  This method of sailing in the sometimes-narrow river basin was neither quick (tacking and jibing would have been an adventure!) nor efficient and the extra speed could only be gained moving with the current and if the wind was blowing from sailing points abaft the beam.  Along with the increased population came the desire to travel across the rivers and streams more efficiently on foot or horse.  Bridges sprang up in several places in the watershed in the 1740’s which presented a new challenge for gundalow captains to overcome.  The bridges were constructed in locations along the rivers where land masses were relatively close together not usually at the port or dock facilities in the towns served by gundalows.  Clearance under the bridges was typically less than 25 feet even at low tide and a gundalow with a square-rigged sail could not travel up or down river with the mast and sail raised beyond where the bridge was erected.  This dilemma forced gundalow captains to offload/onload cargo far from its destination or to forego the added speed created by the sail by transiting without the mast and sail raised.

THE END YEARS - 1860 TO 1925
Because gundalows were not constructed in shipyards, they were not required to be registered with the local town, county or state governments.  Many farmers, fisherman and property owners built gundalows without plans making up or changing the designs as they went to take advantage of improvements adopted by other gundalow builders.  While the standard characteristics of gundalows remained uniform – flat bottom, wide beam, shallow draft, square rigged sail and tall vertical mast – other innovations were added to improve gundalow operations.  These innovations such as adding cuddy cabins for the captain and crew to shelter in overnight or when the weather made it difficult to operate and changing the steering system to include a ships wheel connected to a drum that turned the rudder with a system of block and tackles located on the deck, were commonplace as gundalows multiplied in the Piscataqua watershed. 

It is estimated that over 1,000 gundalows were being used on the Piscataqua River and in the tributaries that fed Great Bay and Little Bay at some point in the 1800’s.  Unfortunately for the entrepreneurial spirit of the gundalow captains there was one challenge that they could not overcome.  With the introduction of the steam engine and subsequently railroads, a faster, more reliable mode of transporting goods and materials started to take over.  The first railroad to reach New Hampshire established a train station in the town of Dover in 1832.  Ironically, with the growth of rail transportation, infrastructure such as railroad bridges and train depots were needed to keep up with the popularity of the new transportation system.  Gundalows were used extensively to deliver the materials needed to build that infrastructure unwittingly helping to diminish the reliance on those vessels as the rail system grew to take over their role.  During this final phase of gundalow building one innovation stands out because it helped to overcome the problem of getting up or down river where a bridge had been built.  Drawing on ship designs such as dhows and feluccas from the Mediterranean and the Middle East, a lateen rig was adopted by many gundalow owners. 

​The lateen rig eliminated the tall vertical mast and square sail of earlier models and replaced it with a system that incorporated a shorter stump mast (approximately 20 ft high) and a long yard that was fixed to the mast at an angle with a block and tackle allowing the yard to be lowered and raised.  With this rig, gundalow captains could now “shoot bridges” meaning they could lower the yard to the deck as they approached a bridge, “shoot” under the bridge, and raise the yard and sail back to its sailing position once they were clear.  Even with this innovation, “shooting bridges” required a mastery of river conditions, vessel speed, and maneuverability because there were no other methods of propulsion to help steer the gundalow under the bridge.

The last operating gundalow was launched in 1886 at Adams Point in Durham, NH.  She was named Fannie M after the wife of her builder, Captain Edward H. Adams.  Adams was a major force in gundalow design and construction.  His innovative approach to the building of these vessels resulted in the classification of gundalows that operated in the watershed as Piscataqua River gundalows.  These gundalows incorporated many of the innovations that have been described in previous paragraphs, but it was the ships wheel/tiller steering mechanism, the lateen sailing rig, and the spoon bow that set Piscataqua gundalows apart from gundalows operating in other parts of New England.
​
The Fannie M. operated until 1925 far exceeding the typical lifespan of past gundalows and was beached along the shoreline (as were most gundalows that had exceeded their usefulness) at Adams Point in Durham, NH.  Shortly after that, Captain Adams having the foresight to understand the impact that gundalows had on the history, heritage, and economy of the region, participated in a WPA (Works Progress Administration) effort to document the sailing and motor vessels in various regions throughout the country.  Measurements taken from the many journals that Captain Adams kept for his gundalow construction projects, including the Fannie M, were used to create formal drawings that are now housed in the Smithsonian Institute preserving the legacy of the Piscataqua Gundalow.

20th and 21st Century Gundalows
Captain Adams was not done building gundalows after the Fannie M was taken out of service.  In 1931, he and his son Cass, set about designing and building a new type of gundalow which would carry only passengers and incorporated a gas-powered engine to propel the vessel.  Over the next 19-yrs, Adams and Cass would work on the gundalow in their spare time using driftwood found along the shoreline of their property on Great Bay to fashion the hull and deck.  Finally, in October of 1950, the new design, aptly named Driftwood, was ready for launch.  Built with a deeper draft which allowed enough headroom for passengers in the cuddy cabin to stand when the weather was poor, the new gundalow also shed its lateen sailing rig using the engine from a Model-A Ford for propulsion.  Launch day saw hundreds of people from the local community turn out to the Adams property along Great Bay.  Speeches were made and a bottle of champagne was broken across the cutwater (bow).  Driftwood slid down the ship ways and into Great Bay.  The engine started and she motored out towards the middle of the bay for a test run of her steering and speed.  Unfortunately, the valve that allowed water to circulate through the engine to cool it was left closed and after about 45 minutes the engine seized and would not restart.  Driftwood was towed back to shore and hauled up on the beach next to the ship ways.  She remained there never to sail again.  Five months later Captain Adams passed away at age 91.

Gundalows were not completely forgotten after the passing of Captain Adams.  In 1978, several wooden boatbuilders in the Piscataqua region some of whom were apprentices to Capt. Adams, got together with the Strawbery Banke Museum and remembering the importance of these vessels to the history and the economy of the region developed a plan to build a replica of the Fannie M.  Their objective was to use the replica as a floating classroom to educate the young people of the Piscataqua region about their rich maritime heritage, the importance of gundalows, and overall, the importance of a clean environment to the sustainability of the watershed.  The CAPT Edward H. Adams was built on the grounds of the Strawbery Banke Museum and launched in 1982.  Being a replica and keeping with the design of Piscataqua Gundalows in the late 1880’s, the new gundalow was not certified to carry paying passengers on the water.  Instead, she was towed from town to town in the watershed where festivals celebrating the rivers and bays of the region were held.  Local schools brought classes of students down to where the Adams was docked for onboard education programs and tours of the gundalow, concerts, and other maritime related events.  In 1999, Strawbery Banke Museum deaccessioned the Adams because of the cost required to maintain a gundalow that had far exceeded its life expectancy. 

​The group of volunteers that had been conducting the education programs on the Adams got together and formed the Gundalow Company.  The Gundalow Company took ownership of the Adams and through fundraising and grants raised the funds to keep her running.  Over the next 8 years the Adams continued to serve the Seacoast community but the officers and directors of the Gundalow Company realized that she was reaching the limit of her useful life.  In 2009 a decision was made to build a second replica, but this time the organization made a conscious decision to build a gundalow that would be able to bring students, residents, and visitors to the area out for trips recreating the gundalow experience of sailing on the Piscataqua River, Great and Little Bay and the other rivers in the watershed. A capital campaign was started and materials for the build were purchased and assembled on the grounds of Strawbery Banke where in early 2011 construction of the successor to the Captain Edward Adams began.  In early December of that year and after countless hours put in by professional shipwrights, boat builders and volunteers, the gundalow Piscataqua was launched from the boat ramp at Peirce Island in Portsmouth, NH.  Piscataqua met all USCG safety regulations which included the installation of a 25 HP diesel engine, lifelines, a fire suppression system, and automated bilge alarms. Following her launch, she completed her fitting out with the installation of her lateen sailing rig and in May 2012 sailed with her first class of local school students.  Since that time, she has sailed with over 75,000 passengers including 25,000 plus students and summer campers, and 50,000 residents and visitors to the Seacoast NH and ME areas, all with the mission of protecting the maritime heritage and the environment of the Piscataqua Region through education and action.  To read more about Piscataqua, gundalows in general, and the mission of the Gundalow Company please visit gundalow.org 

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The rotor ship Buckau was originally built as an auxiliary sailing schooner in 1920, she was converted in 1925 as the first rotor ship using Flettner Rotors. These modern sails are now being used as wind assist systems on dozens of ships, and are projected in some cases as the principal propulsion of a number of vessels currently in the design stage.

Flettner Rotors work on the principle of the Magnus Effect, which is what causes baseballs to curve when thrown. Flettner Rotors also provide much more thrust from the same surface area when compared to traditional sails.

The tests with Buckau were successful, and the idea caught on to a degree. While Backau was only 600 tons, thus a small ship, others were later launched after her tests, including the 3,000 ton Barbara. Anton Flettner wrote a book about his inventions which is now available on Google Books, and in it details that he had taken a sailing excursion as a young man to Australia, which inspired his maritime endeavors.

There were a number of smaller experiments with Flettner Rotors in the early 20th century, but the collapse of shipping rates in the 1920s did not provide an incentive for building more ships. It wasn't until the Oil Crisis of the 1970s that more research was poured into the idea, and until the early 21st century not many Flettner Rotors were installed or used. However, they are now considered one of the best options for wind-assist retrofits on all kinds of modern vessels.

​Buckau proved that rotors are a viable form of propulsion nearly a century ago, and now they are being put to regular use in the pursuit of decarbonizing shipping. These types of pioneering efforts are not frequent, but they are capable of changing what the future of sail will, quite literally, look like.

The 1970s Oil Crisis saw a major revival in interest around Sail Freight, which coincided with the bicentennial of the American War of Independence, itself a trigger for renewed interest in traditional crafts and tall ships. As part of this whole scene, Folk Music also experienced a rise in popularity, and in this particular song, you have these threads all combined.

While the lyrics are certainly dated, they do encapsulate the spirit of their times, and a seed off which we build today. Folk tunes are always changing, and the lyrics could be modified just slightly to be far more inclusive and encouraging in a modern context. I propose the following as a candidate, for those interested in recording an updated version: "Sailing ships and sailors 'gain will sail the open waters... so all you brave windjammers climb your way into the rigging..." The verses will all need a bit of work as well, but that's not a terribly hard task either.

We construct our world through the stories we tell, and as I once heard it said, all stories aspire to be songs. We could use more of these types of stories and songs in the face of the challenges we face today.

LYRICS:
You can see the squares of canvas dancing over the horizon
You can hear the chanty wailing to the heaving of the men
You can feel the seas up to your knees and you know the sea is risin'
And you know the clipper’s day has come again
To the men on high the bos'n's cry commands a killing strain
’Til every mother's son begins to pray
With a hearty shout she comes about and she heads into the rain
And the ship has never seen a better day

Sailing ships and sailing men will sail the open water
Where the only thing that matters is the wind inside the main
So all you loving mothers keep your eyes upon your daughters
For the sails will mend their tatters and the masts will rise again

Wooden beams and human dreams are all that make her go;
And the magic of the wind upon her sails
We'd rather fight the weather than the fishes down below;
God help us if the rigging ever fails
As the timber creaks the captain speaks above the vessel's groans
'Til every soul on board can hear the call
It's nothing but the singing of the ship inside her bones
And this is when she likes it best of all

Sailing ships and sailing men will sail the open water
Where the only thing that matters is the wind inside the main
So all you loving mothers keep your eyes upon your daughters
For the sails will mend their tatters and the masts will rise again

Where the current goes the clipper's nose is plowing fields of green
Where fortune takes the crews we wish them well
Where men could be when lost at sea is somewhere in between
The regions of a heaven and a hell
Well they're sailing eastern harbors and the California shore;
If you set your mind to see them then you can
As you count each mast go sailing past you, prouder than before
Then you’ll know the clipper’s day has come again

Sailing ships and sailing men will sail the open water
Where the only thing that matters is the wind inside the main
So all you loving mothers keep your eyes upon your daughters
For the sails will mend their tatters and the masts will rise again

Sailing ships and sailing men will sail the open water
Where the only thing that matters is the wind inside the main
So all you loving mothers keep your eyes upon your daughters
For the sails will mend their tatters and the masts will rise again
So all you loving mothers keep your eyes upon your daughters
For the sails will mend their tatters and the masts will rise again.

​If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!

​If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!

​If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!

This song is a bundle of Victorian references which I'll let you look up for yourselves, but is also a uniquely windjammer song. I'd like to focus on those elements, more than the other content, as the song was from the late 19th century, when steam and sail had diverged, but both were still going strong.

There's a number of references which all indicate this is a windjammer sailor's song: Setting Sail, of course is obvious, but others are not. Doldrum Grounds are unique to windjamming, as a motor vessel doesn't care if the wind stops. Slacking neither tacks nor sheets is an expression for fast cruising, or maintaining all possible speed, but steamships have none of these parts of square-sail rigging. Rocks and Shoals are dangerous to almost any vessel, but especially to sailing vessels off a lee shore, where the wind can drive a sailing ship on the rocks while a motor ship could employ its engines to move off from the hazard.

This remnant of windjamming has survived in several recordings, and uses various years, all from the mid-to-late 19th century, after steam propulsion became common, so it is likely to have been something that differentiated between sailors with the two separate skillsets for the different types of vessels. Regardless, now it is simply a good song in the queue for those of us ashore. 

LYRICS:
'Twas in the year of '94 and I think of March the 20th day
I thought I'd have a little cruise from the Well Street home to Tiger Bay
As I rolled through old Wappin street, 'twas there I met a pretty maid
She gave me a kiss and she lifted her skirts, her legs were all in fine array

[Chorus]
Whack fol the looray looray laido whack fol the looray looray lay
Whack fol the looray looray lay hurrah for the pilots of Tiger Bay!

When we set sail it was quite late, it was the hour of ten at night
We never slacked a tack nor a sheet 'til we came to the house of Mother Wright
And when I saw that cosy room, I there resolved to stay next day
So I took that gal for me harbour dues and she piloted me down to Tiger Bay

[Chorus]

Then in the morning when I woke, I found myself in doldrum grounds
But the madam wouldn't let me go until I had spent twenty pounds
Says I to myself: this'll never do, I'll jump this bark without delay
So I took a slant for the Well Street home from the rocks and shoals of Tiger Bay

[Chorus]

Now when I got back to the Well Street home I met my mate in the smoker there
He shouted: Jack, where the hell have you been? You seem to be in ballast there
I hung my head, not a word I'd say, I got me another ship that day
And if I ever go to London again I'll take another cruise down to Tiger Bay

[Chorus]

To all you young fellers in this room I've only got one word to say
Whenever you meet a pretty little maid just lead her gently by the way
There's many an ups and downs in the world, and many a pretty girl down the highway
But the prettiest ones that you'll ever see are the pilots down in Tiger Bay

[Chorus]

​

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