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Welcome to Sail Freighter Fridays! This article is part of a series linked to our new exhibit: "A New Age Of Sail: The History And Future Of Sail Freight In The Hudson Valley," and tells the stories of sailing cargo ships both modern and historical, on the Hudson River and around the world. Anyone interested in how to support Sail Freight should also check out the Conference in November, and the International Windship Association's Decade of Wind Propulsion.  Voyage of the Experiment, by Len Tantillo. Courtesy of Len Tantillo. The Sloop Experiment was built in Albany in 1785, and was the second US-Flagged vessel to trade with the Qing Empire in China. Over the course of 18 months, Captain Stewart Dean and the crew of 9 sailed over 14,000 miles each way in a 59-foot, 85 ton sloop around the Cape of Good Hope. The return journey took four months and 12 days, a reasonably fast passage around the Cape and across the Atlantic. The Experiment carried a hold full of tar, Ginseng, turpentine, alcohol, tobacco, furs, and cash, which were traded in China and surrounding areas for the Chinese luxury goods which were in high demand in New York and Albany. Cargo brought back included silks, fine porcelain, tea, and other luxury goods. After finding that port fees in China were charged the same for all vessels, regardless of size, the Experiment never made another trip to China, but still turned a decent profit. With the economics of these port fees in favor of larger ships trading with China, the Experiment returned to the Hudson River Trade, carrying passengers and cargo between Albany and New York for a number of years. Captain Dean evidently made several other trips to China, but in other, larger vessels. It seems the Experiment went back to the Hudson River trade after her famous trip to China, and was unique on the Hudson for having the cabin outfitted and decorated in a Chinese style. It was remarked in 1789 that the Experiment's accommodations were quite comfortable, and the captain entertained guests with stories of the epic voyage he had taken in the vessel 5 years before. AuthorSteven Woods is the Solaris and Education coordinator at HRMM. He earned his Master's degree in Resilient and Sustainable Communities at Prescott College, and wrote his thesis on the revival of Sail Freight for supplying the New York Metro Area's food needs. Steven has worked in Museums for over 20 years. 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!
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Welcome to Sail Freighter Fridays! This article is part of a series linked to our new exhibit: "A New Age Of Sail: The History And Future Of Sail Freight In The Hudson Valley," and tells the stories of sailing cargo ships both modern and historical, on the Hudson River and around the world. Anyone interested in how to support Sail Freight should also check out the Conference in November, and the International Windship Association's Decade of Wind Propulsion. EDITOR's NOTE: Today's post is a collaboration with the Galway City Museum and Galway Hooker Sailing Club, to give a biography of one of the Galway Hookers still in use today, named Loveen. You can learn more about the club and their boats at their website: https://www.galwayhookersailingclub.ie/  Loveen Under Sail on Galway Bay. All images Courtesy of the Galway Hooker Sailing Club unless otherwise noted. Loveen was built by John Francis Reaney as a rowboat in 1925 and carried cargos of seaweed much of her career, and saw work in the fishing trade. She was out of working trade by the late 20th century and restored for pleasure sailing in 2021. Loveen is an outstanding example of her class of vessel: A Gleoiteog (explained below), she started her life as a 22 foot rowboat, but was converted to a gaff cutter rig in the 1980s.  Hookers at the Claddagh, circa 1900. Courtesy of the Galway City Museum. The Galway Hooker boats or the "Workhorses of Galway Bay” were used for fishing and carrying peat turf fuel, seaweed for fertilizer, general shop cargo supplies- grain, flour, tea, sugar, livestock, newspapers, people, and more over Galway Bay, to and from Kinvara, Burren, Aran Islands, and in and out of Connemara piers, harbours, and importantly from Connemara into Galway City. On the return journeys they often brought larger building materials home such as timber: One such boat was An Maighdean Mara brought building materials to help in the construction of the Carraroe Church, the local school and the priest’s house in Carraroe Connemara from Galway City in 1894. Another example was limestone from New Quay to Aran Islands, to neutralise the acidic soils of Connemara. Animal livestock such as cattle, sheep, pigs or horses to fairs and markets were brought to Fairhill in Claddagh. For many communities these boats were their primary lifeline. Galway Hookers are not large, the largest class (the "bád mór," or "big boat") ranging from 35-44 feet, carried 12-15 tons of cargo at a time, and had a shallow draft to allow access to many small landings and ports. The Leathbhád (half-boat) was about 28-32 feet, while the Gleoiteog ranges in length from 7 to 9 metres (20 to 28 feet). They were used for fishing and carrying smaller cargo. They were all gaff rigged sloops with two headsails in front of the mast, and one mainsail aft. Most can be handled with a crew of two, but can fit more people if needed. These boats helped keep the small communities and shops of Connemara supplied and connected to Galway City or to the mainland. Many families and communities depended solely on these boats, and If it hadn't been for the Galway Hookers, smaller communities, particularly Ceantar na nOileán (small island communities West of County Galway) and Carna wouldn't have thrived. They were commonly referred to as "báid móna" or turf boats and recognised as such for their main cargo. Each cargo of turf was loaded and offloaded by hand – the Bádóirí's money was well earned! Unfortunately, after the Second World War many met their decline as improved roads and cheap fossil fuels meant lorries (trucks, for the Yanks) became the new modern way of transport in Connemara, leading to the decline in use for the Galway Hookers. Bottled Kerosene gas was another sharp blow to the boatmen and skippers, as it was the main competition to the boat’s traditional cargo of peat turf fuel. By the 1970’s the Galway Hookers were in complete decline with only two remaining in trade with the Aran Islands. The Galway Hooker has links to the US as well. It was introduced to US Waters in the 19th century, when Irish Immigrants in Boston and elsewhere started building the boats they knew from home for fishing and moving cargo. Referred to as "Boston Hookers" or "Market Cutters" they served much the same roles they had in Ireland, and significantly influenced the building of small craft in New England. Just like in Galway they were designed and used for multiple purposes. Loveen's restoration took two years due to the COVID-19 Pandemic. The Galway Hooker Sailing Club was embarking on a momentous task of restoring a 96 year old boat called Loveen with the guidance and workmanship of Master Boatbuilder Cóilín Hernon, his two sons Éinde and Cóilín Óg, the Club commodore Ciaran Oliver and all the crew members belonging to the club who volunteered their time, energy and passion. The boat was then taken apart slowly, carefully and gradually. Her old planking was removed. The shape of the boat was kept in place using twelve long laths as temporary guides and were fitted into the rabbet in stem- six on each side. The upper planks were removed first gradually moving to the lower planks. The boat was always kept supported and propped. The keel, ribs, beams, thwarts, and planking were all repaired and replaced, she was re-caulked (seen in the video below) and re-rigged.
All the spars (mast, boom, bowsprit and gaff) were made using a laminating process. Lengths of identical size, shape and length of timber pieces were glued together. These glued lengths turned into one piece, a block of solid wood. Each two or three lengths were clamped together and left to dry at each stage. The block of solid wood was rounded into shape using an adze tool, as seen in the first half of the video above. The later stage was sanding using a length of stretched sandpaper connected and kept together with two handles. Each spar was fitted with its own metal bands. The mast was fitted with its own spider band and the boom was fitted with a gooseneck to fit into the mast’s collar. Sails were traditionally measured and cut by our resident master boat builder Cóilín Hernon, cut in the traditional space: The local Dominican Church. After two years, Loveen took to the water again, and can now be seen sailing Galway Bay as she has for 97 years before. You can listen to more about Loveen here. For those interested in the Hookers overall, this recorded lecture at the City Museum of Galway by master boatbuilder Cóilín Ó hIarnáin is well worth a listen, especially his points about the addition of sail area to working boats as they are changed into racing and pleasure craft. Richard J Scott's book The Galway Hookers is also a good, easy read on this topic. AuthorMartina Thornton is the Historian of the Galway Hooker Sailing Club. 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!
  August 14, 1749 - New York Evening Post New York. Last Tuesday evening a young man of about 19 years of age, apprentice to a baker in this city, went to bed in an upper room, being intoxicated, got up in the night, opened a door which was in the second story and fell down into a gang-way, where he lay till four o’clock in the morning, at which time the people of the house arose to work, and finding him there, took him up; but he died a few minuets after. Last week, one Mr. Knox, Master of a small sloop send up the North-River, and coming near the Highlands, two men came on board him in a canoe and asked Mr. Knox for a dram, which he readily gave them; and after taking a turn or two upon deck, each of them drew forth a postol, which they had conceal’d, and coming up to Mr. Knox demanded his money, he told them that he had none, whereupon they forc’d him down into the fore-castle, one of them went into the cabbin, broke open his chest but finding no money took a bottle of rum and so went off leaving Mr. Knox barr’d down in the fore-castle, where he remained till his Negro, whom they had confin’d upon deck, released him. We also hear that a sloop belonging to Capt. Bayard, was robb’d at or near the same place of nine pound in money which was all they had on board. We hear that a person was lately robbed on the road near Whippany, of about twenty sillings, by two fellows who search’d the linings of his cloaths, hat and even shoes to see if he had none conceal’d.  August 22, 1797 Albany Centinel On Tuesday night last, about 12 o'clock, was detected at Corporation dock a gang of villains, belonging to the sloop Fanny, of Crow harbour, last from Albany, in the very act of stealing from the brig Farmer, Captain Whittemore, four boxes of Sugar, together with a boat belonging to the said brig. There was found on board the sloop in the morning a quantity of hats, &c. stolen from Mr. Mayell on the night of the fourteenth instant; a quantity of cordage stolen about three weeks since from Mr. Elderkin's store, and a number of books and papers which by their contents belong to Mr. Foote of Newburgh. Four of the above gang are now in custody, one of whom has been only two days out of goal, after confinement of six months. The captain, Alpheus Vincent, alias Wilson, is not yet taken. [Vincent is safely lodged in jail in Albany.]  October 1, 1817 - National Advocate (New York, New York) NOTICE. -- The sloop YOUNG FOX, belonging to the subscriber, was taken in a clandestine manner by persons unknown, from Delafield's wharf Whitehall, on the night of the 21st instant. Said sloop was burthen 73 tons, yellow sides, no figure head, &c. Whoever will return said sloop, or give information so that she can be recovered, shall be suitably rewarded, on application to GEO. COGGESHALL, at Irving, Smith & Holly's, 133 Pearl-st. AuthorThank you to HRMM volunteer George Thompson, retired New York University reference librarian, for sharing these glimpses into early life in the Hudson Valley. And to the dedicated HRMM volunteers who transcribe these articles. 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!
Recorded in the summer of 1976 in Woodstock, NY Fifty Sail on Newburgh Bay: Hudson Valley Songs Old & New was released in October of that year. Designed to be a booster for the replica sloop Clearwater, as well as to tap into the national interest in history thanks to the bicentennial, the album includes a mixture of traditional songs and new songs. This album is a recording to songs relating to the Hudson River, which played a major role in the commercial life and early history of New York State, including the Revolutionary War. Folk singer Ed Renehan (born 1956), who was a member of the board of the Clearwater, sings and plays guitar along with Pete Seeger. William Gekle, who wrote the lyrics for five of the songs, also wrote the liner notes.
"Fifty Sail on Newburgh Bay," the album's title track, recounts the life of sailing sloops and Schooners coming in and out of Newburgh Bay, at the north end of the Hudson Highlands. The song references "Worragut," also known as "Weygat," which is Dutch for "wind gate," meaning the northern entrance to the Hudson Highlands, bound on one side by Storm King Mountain and Breakneck Ridge on the other. The stretch of river between Newburgh and Stony Point is bound on both sides by high mountains, and the river twists sharply. A difficult passage for sailors and known to contain tricky winds which required much tacking, the Hudson Highlands were best approached with caution. From the album liner notes, written by William Gekle, "And so it very often happened that sailing sloops, sometimes fifty or a hundred of them, anchored in Newburgh Bay just outside the passage, waiting for the right wind or the right tide - or both."
"Fifty Sail on Newburgh Bay" Lyrics
Fifty sail on Newburgh Bay Waitin' for the wind and tide, Fifty sail on Newburgh Bay With the anchors over the side. The skippers all sit on the rail to yarn, Same as farmers out by the old red barn, ​The boys in skiffs have gone ashore To ruckus outside the village store. Fifty sail on Newburgh Bay Waitin' for the wind and tide, Fifty sail on Newburgh Bay With the anchors over the side. Now the wind comes up with a mighty roar, Whitecaps roll from shore to shore So it's anchors up and sail away Down the Worragut from Newburgh Bay. Fifty sail on Newburgh Bay Waitin' for the wind and tide, Fifty sail on Newburgh Bay With the anchors over the side. Now the sails are full and the sloops run free, Beatin' through the Gate to the open sea, There's Breakneck Hill on the looward side And Storm King Mountain makin' up the tide. Fifty sail on Newburgh Bay Waitin' for the wind and tide, Fifty sail on Newburgh Bay With the anchors over the side. Thanks to HRMM volunteer Mark Heller for sharing his knowledge of Hudson River music history for this series.
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!​
Editor's Note: This article from the April 16, 1850 issue of the Philadelphia, PA North American and United States Gazette newspaper looks back to the days of sloop travel. See more Sunday News here.  Reminiscences of the North River – Major Noah’s reminiscences of olden times, are no less famous for their abundance than for their interest. In a recent number of his Sunday Times he gives some interesting information, showing the progress which has been made in the navigation of the Hudson within the past half century. He says: In the year 1800, merchants residing a hundred miles or more from New York, and distant from the North River ten or fifteen miles, sent their bed and bedding to the landing from which they were to sail for the city, by a team, and themselves followed on horseback. At the landing, their bed & c., was placed on board the sloop that conveyed their produce to market, and by it they took passage for the city. The horse was put to pasture or in the stable until their return, when the owner rode him home; and by the team that went for merchandise the bed and bedding were returned. Such was the convenience of riding at that day. Six years afterwards, according to the Major, a company composed of five individuals associated themselves together and built the sloop “Experiment,” for the purpose of “rendering the passage between N.Y. and Albany by water more expeditious, convenient and pleasant to ladies and gentlemen travelling north and south through the State of New York, as well as to promote the interest of those concerned, (as expressed in the words of the agreement,) by building a packet of one hundred and ten tons burthen, for the purpose of carrying passengers only. The next year, 1807, the company was increased and another sloop was built, which performed the trip between Albany and New York in 27 hours – a remarkable trip in those days. This was the same year that Fulton made his successful trip by steam in 36 hours, and from thence steady progress was on its feet. The old North River Boat, (says the Times,) in her original construction, had a strange appearance. Her water-wheels were without any houses as at the present day; and had crossheads connected with the piston, instead of the walking beam now in general use. The countryman, when he first saw her from Hudson, told his wife he had seen the devil going to Albany in a saw mill. The experiment was at one time made to run horse-boats on the River, but signally failed. Steamboats on the North River first performed their trips with wood. Lackawanna coal was afterwards introduced, by which the expense of fuel was reduced from $150 a trip to $30. This was the commencement of a new era in steamboating, hardly less in importance than the original application of steam to boats. – Ex. Paper. AuthorThank you to HRMM volunteer George Thompson, retired New York University reference librarian, for sharing these glimpses into early life in the Hudson Valley. And to the dedicated HRMM volunteers who transcribe these articles. 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!
 March 23, 1761 - New York Gazette (Weyman's) To Be Sold. By the Widow Egberts, in Albany. A good sizable Sloop, used in the Trade between that City and New York, together with her Apparel, & c. As also, a likely young Negro Man, fit for Town or Country  January 9, 1809 - New-York Gazette & General Advertiser for sale, The fine and staunch sloop EDWARD, 73 tons burthen, built on the model of the patent brig Achilles, and is supposed to be the swiftest sailor on the North River; has been employed as a packet between Poughkeepsie and New-York, and has elegant accommodations for passengers; her rigging and sails (which are new) in prime order. She may be viewed in Lent's bason, near Whitehall. Price low and terms of payment liberal. Apply to JOHN RADCLIFF.  March 21, 1818 - Mercantile Advertiser (New York, N. Y.) FOR SALE The staunch sloop KNICKERBOCKER, burthen 93 tons, built of the best materials, 18 months old, well calculated for a coaster or the North river trade. One half or the whole, will be disposed of on liberal terms. Apply to WM. R. HITCHCOCK & CO. corner Peck-slip and South-st. AuthorThank you to HRMM volunteer George Thompson, retired New York University reference librarian, for sharing these glimpses into early life in the Hudson Valley. And to the dedicated HRMM volunteers who transcribe these articles. 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!
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