Sea History 005 - Autumn 1976

No. 5

NATIONAL MARITIME HISTORICAL SOCIETY Ship Restoration at Mystic • .Aboard a Tall Ship in Operation Sail • Star of India Sails Again • List of Historic Ships in U.S. • Sail Training Conference • Christmas at Sea, Kaiulani, 1941 • Charles Cooper Voyage, 1861 • Letters; Ship Notes, &c.

FALL 1976

N.STANFORD

Poland's Dar Pomorza passes the Forrestal, whose salutes have left little clouds of smoke to leeward.

Below, the Japanese Katori, one of the ships of the International Naval Review, salutes the passing tall ships. On the bridge, her officers shield their ears from the blast.

TIMOTHY FOOTE TIMOTHY FOOTE

Before a spectator fleet that stretches to the horizon, the handsome Danmark shows her heels to a chubby harbor tug.

TIMOTHY FOOTE

As out of a dream, returning vessels emerge from the afternoon mist with all sails set. A II hands are busy here at the turn-around point, setting sail for a down-river run before a gentle northerly.

PORT AUTHORITY OF NEW YORK AND NEW JERSEY

THE GLORIOUS FOURTH It had become fashionable to poohpooh the Bicentennial. The government had failed to give the occasion focus.

The trendsetters kept insisting that no one was interested.

Nonetheless , the day came, the ships sailed in, and the people gathered-by the millions .

Operation Sail in New York gave July Fourth international importance as vessels from the far corners of the globe made their stately way up the Hudson.

Meticulously aligned rows of cadets , young people of many nations, stood at rigid attention hour after hour on swaying spars and wire foot ropes to pay tribute to the birth of a nation of nations. The shores they came by were thronged , mile after mile, with people; more than had ever come to the waterfronts of our city in all its Jong history.

And the people, native New Yorkers and visitors alike, responded with warmth and overflowing enthusiasm.

The crowds were enormous: many streets, including Broadway, became actual rivers of people: Everyone was smiling, many were dressed in flamboyand red-white-and-blue, and strangers chatted easily with each other, often borrowing the greeting "Happy Birthday!" from the front page of that morning's Daily News. There was an almost universal feeling of good will, which proved quite real, as a happily surprised Police Department reported few problems .

The people were there because they wanted to see a spectacle, perhaps never to be repeated. But they were there also because they wanted to be part of an historic occasion. The view might have been better on television, but these millions wanted to be participants in history. People were interested. They did care, and right across America, from Boston to San Diego, and in thousands of towns and villages from Maine to Hawaii, though the spectacle may have been lesser, the spirit was the same.

As night fell, the ships were docked in seemingly endless numbers on the West side or at anchor in the Hudson, gaily illuminated with strings of lights. Many people, weary after a long day in the sun, were on their way home. But many others returned to the waterfront for the annual Macy's fireworks display, this year coordinated with radio broadcast

music that filled the air from innumerable transistor radios.

The crowds thronging the streets and piers, small children held on parents' shoulders, lovers with their arms around each other, the music, the boom and blaze of the fireworks in extravagant colors and patterns, the whole sky turning red at "the rockets' red glare," the oh's and ah's and wild applause from grown people, the good, good feeling: these things greeted the ships at rest after their long sea voyaging and echoed back their glorious tribute to a nation of nations, born of the sea.

N.F .S. Above, Miss Liberty seems to smile indulgently at all the fuss.

Spectators thronged Liberty Island, as they did every viewing point on all shores from the Narrows to beyond the George Washington Bridge.

At left, an officer of Spain's Juan Sebastian de Elcano proudly confronts the legendary city. (See our story this issue from her decks.)

Well over one hundred smaller vessels followed the tall ships.

These varied from modern racing sloops to schooners, brigantines, and even a few replicas.

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SEA HISTORY FALL 1976

No. 5

CONTENTS PRESIDENT'S REPORT .................................... 1 LETTERS ................................................ 3 THE LIVING ACT: SHIP RESTORATION AT MYSTIC ........... 6

by Peter Stanford OPERATION SAIL ....................................... 14 Aboard Juan Sebastian de Elcano, by Timothy Foote White Wings on Seas of Glory, by Edmund F. Moran Report from Boston Harbor, by Albert A. Swanson THE STAR IS REBORN! by Kenneth D. Reynard ................ 18 SAIL TRAINING ......................................... 20 International Sail Training Races, by Barclay H. Warburton, III The Captains Foregather Different Ships, by Corwith Cramer, Jr. "AS GOOD AS CAN BE MADE ... " .......................... 24 Report on the Vicar of Bray, by Peter Throckmorton HISTORIC SHIPS PRESERVED IN THE U.S. & CANADA ....... 28

by Norman J. Brouwer SHIP NOTES ............................................ 31 SEAPORT & MUSEUM NEWS .............................. 33 CHRISTMAS ABOARD THE KAIULANL 1941 ................. 35

by William Thomas THE CHARLES COOPER RETURNS TO BOSTON, 1861 ......... 38

by Franklin Jordan BOOKS ................................................. 40 INDEX, Nos. 1-4 SEA HISTORY is the journal of the National Maritime Historical Society, with offices at 2 Fulton Street, Brooklyn, NY 11201; at the Maritime Museum, Foot of Polk Street, San Francisco, CA 94109; and Suite 643, 1511 K Street, Washington, DC 20005.

OFFICERS & TRUSTEES are Chairman: Rear Admiral Walter F. Schlech, Jr., USN (ret.); President: Peter Stanford; Vice Presidents: Karl Kortum, John Thurman; Secretary: John Lyman; Treasurer-elect: Howard Slatnick; Trustees: Frank 0. Braynard, Norman J. Brouwer, Robert Carl, Alan G. Choate, Harold D. Huycke, Karl Kortum, John Lyman, Walter F. Schlech, Jr., Howard Slotnick, Peter Stanford, John N. Thurman, Shannon Wall, Charles Wittholz.

SEA HISTORY STAFF: Editor: Peter Stanford; Managing Editor: Norma Stanford; Contributing Editors: Norman J. Brouwer, Ted Miles; Albert A. Swanson, Peter Throckmorton; Publication Director: David 0.

Durrell.

CORRESPONDENCE should be directed to 2 Fulton Street, Brooklyn, NY 11201. MEMBERSHIP IN THE SOCIETY is $10 ($5 student or retired).

COVER: The Star of India under sail in San Diego, July 4, 1976. See story on page 18.

NATIONAL MARITIME HISTORICAL SOCIETY NEW YORK

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PRESIDENT'S REPORT

In this issue, we sail with the people of the Juan Sebastian de Elcano in Operation Sail, in the Charles Cooper in her passage home to Boston over a hundred years ago, and with a mixed crew of boys and shellbacks during the bark Kaiulani's Christmas at sea in 1941, during the last voyage of an Americanbuilt square rigger under sail. Kaiulani's tale is a particularly interesting one.

The National Society was originally formed in 1963 to save her. And the remains of the handsome bark, built in Bath, Maine, in 1899, are now slated to become part of a new West Coast National Maritime Museum in San Francisco (see "Seaport & Museum News").

That undertaking means much to historic ships and the cause of history. A long-held dream of Congressman Phillip Burton and others who cherish the voyaging heritage of that sea-haunted city, the new Museum confronts epochal challenge in drawing together the interests of the historic wat~rfront, in preserving the large fleet of wooden ships of the State Marine Park at the Hyde Street Pier, in integrating its work with the disciplines and rich lore of the distinguished private San Francisco Maritime Museum-and in adding to these things a sense of direction and of activist, people-involving program, which must be its own.

A strong sense of learning and sailorly ways must be brought to that work, for a museum is more than a depot of relics or a show; it should be a place, we feel, where past and present meet in lively encounter, and the essential continuities of a way of life are expressed.

Kaiulani, by more than a curious chance, continues to play her role in that. Three of the people most involved in the waterfront and ships of the new museum-the director of the private Maritime Museum, the director of the Port Authority, and the director of the ships at the Hyde Street Pier-all sailed before the mast in Kaiulani, and were aboard on the Christmas Day recorded in these pages.

****

In this issue, also, we take a long look at the living act of restoration, the involvement of people and the ships that they care for, that has produced the renaissance of the last decade at Mystic Seaport in Connecticut.

The major thought we came away with is this: the act of building is itself important, the process on a par with the product. That finding seems to emerge strongly from the work at Mystic today, and it's one of deep implications for all centers of sea learning, one that may lead to continuing and growing change.

As maritime museums confront the costs and difficulties-including the drying-up of hand skills-that afflict questions of work in our society today, it is encouraging to see that new courses can be sailed, new interests opened.

A second finding is the importance of active work under sail. That, which finds strong expression at Mystic today, is also recognized increasingly at other centers. A recent discussion on the avenues it opens, held at Mystic lately under the auspices of the American Sail Training Association, is also reported in this issue of SH (see "Sail Training").

••••

The most splendid single achievement under sail this year, however, must be the sailing, after half a century's lapse, of the Star of India in San Diego.

This old bark was saved by a sport fishing club on a kind of dare, after they had read of the false dawn of a movement to save the old Down Easter Benjamin F. Packard in New York, in the 1920s. Many problems ensued, as different kinds of "borrowed interest" were tried to keep the ship alive. Finally, at the end of World War II, her condition was considered so disgraceful that the city fathers moved to have her taken to sea and sunk. From there, the road back was Jong and difficult, but addressed to just one thing: getting the ship fully and authentically restored.

From the beginning, her master's goal was to get her under sail again.

••••

Keeping in life the real ships with a real story to tell seems in many ways to lie at the roots of our work. Not every ship can be saved, and as the list of historic ships presented in this issue, and the varied projects discussed under "Ship Notes" makes clear, a strong sense of priorities is needed in the work.

We would like to pose the thought that we are dealing here, not with a static universe that supports historic ships, but a series of interests that can be developed. The interest must be deep enough, and run true enough, to carry

the ship. In this spirit we salute those working particularly to save the Hudson River paddlewheeler Alexander Hamilton; where no resources could be found, they are finding resources at the last moment for this vessel, by making her important to the important Hudson city of Newburgh. We salute also the gallant Cape Verdean crew of the Ernestina exEffie M. Morrissey, Gloucester fishing schooner, Arctic exploration ship, and last immigrant packet ship to this country under sail. Their first attempt to bring the vessel home to the United States for Operation Sail failed, as she was dismasted in high seas at the outset of the voyage. But Michael Platzer's report in this issue makes clear that lively and determined interests are enrolled in her cause, and it is one that should not fail.

****

Finally, let us suggest that causes shape their own priorities in some matters, and that when this happens, the whole ship preservation movement benefits. Such a case clearly exists, in our view, in the project to recover the Vicar of Bray, last surviving ship of the California Gold Rush of 1849, which made the United States a continental nation. A gift of English interests to the American people on the Bicentennial of the Republic, she can add a unique message to the new National Maritime Museum in San Francisco. Karl Kortum, Director of the San Francisco Maritime Museum, reported in our last issue on the vital role she can play in that city.

"May I add my voice," says Melvin H. Jackson, Curator of Marine Transportation at the Smithsonian Institution, "to those who enthusiastically endorse your efforts on behalf of salvaging the hull of the former British ship Vicar of Bray and its installation as a memorial of the Gold Rush era in the old Haslett Warehouse in San Francisco."

The tide of public interest and opinion sets fair for this most important project, and we must make sail to catch that tide and so complete the Vicar's most important voyage, her return to San Francisco after a century and a quarter'~ absence on other business in distant waters.

Respectfully submitted: Peter Stanford

1

USCG Eagle, July 4, 1976

Photo : Timothy Foote

As New Yorkers in business in a city that intends to stay in business, we proudly salute the United States Coast Guard for its superb and dedicated performance in Operation Sail1976. We join many Americans in the hope and expectation that the USCG &gle will again lead the Tall Ships through New York Harbor when like occasion arises again, when we celebrate the Tricentennial of a Republic born of the sea, one hundred years from now.

HOWARD SLOTNICK President Gotham Auto Lease 719 Main Street New Rochelle , NY 10801 (914) 235-3340

Key Chevrolet, Inc. 365 White Plains Road Eastchester, NY 10707 (914) 961 -5100

LETTERS Aloha, Kaiulani!

To the Editor: What a great opportunity we missed to display one of America's last real sailing ships during the Bicentennial Operation Sail-76 in New York, a tribute to America's heritage.

It is very sad that the Kaiulani is lost forever.

In 1969-70 I sailed around the world in a Norwegian bark. And the reason I was interested in the bark Kaiulani is this: In Europe, I got the information, the Kaiulani will be rebuilt in the Philippines, and then sailing around Cape Horn to her last destination in Washington. I had no greater wish, than to be crew member on this historic voyage!

Words of a poem come to my mind, written by Robert Louis Stevenson to the Hawaiian princess the bark was named for: "The islands here in southern sun shall mourn, their Kaiulani's gone ... '' To have a link to sailing ships and preservation of their remains, I would like to become a member of the Society.

I enclose a money order for $10. I wish you good success in your works.

JOACHIM BLIESE Agania, Guam As we go to press, we are informed that Kaiulani's remains will be installed in a new National Maritime Museum being formed in San Francisco (See "Seaport News"). The Editor and Managing Editor signed up for that famous voyage of Kaiulani that could not take place years ago, and became members of the Society by that route. We hope that her sail plan will never be replaced as symbol of the purposes of the Society. ED. God Save the Queen!

What about the King?

To the Editor: Who has information on the latest developments concerning the stern paddlewheeler Delta King, sistership to the Delta Queen, which navigates the Mississippi? It's now at Rio Vista near Antioch on the Sacramento River, but I don't know what its exact status is. The new captain of the Delta Queen, like myself, is much interested.

JOEL BUFFINGTON Brookings, Oregon Restore a Few? To the Editor: The maritime historic preservation movement is in what can be described as a bad case of future shock. Those of us in the maritime field who are over forty

still remember the craftsmen and the seamen and the ships that existed when we were in our teens. It is difficult for us to accept that the world of ships has changed more in our lifetimes than it has since the sixteenth century.

We have the luck to be in a unique period, where hundreds of years of the history of technology has passed in a couple of generations. Only a lifetime separates the men who built the Viking Lander from the last flowering of ingenuity by American craftsmen working in a tradition three thousand years old, building the Wiscasset schooners and their sisters.

Captain Culler says "restore a few" ... and build little ones that keep the tradition alive . I wholeheartedly agree, except for one detail. We cannot "restore a few" 19th century Western Ocean packets, as only one exists, the Charles Cooper. We cannot "restore a few" extreme clipper ships: we have only a piece of one, the Snow Squall.

We cannot "restore a few" California Gold Rush ships or Copper ore men of the 1840s, because only one exists, which luckily fits both categories, the Vicar of Bray.

Houses, ships, furniture, automobiles and locomotives; the crafted products that shape men's lives, are by their nature, expendable. There is a period when what is old or obsolete is merely junk, to be thrown away and replaced qy the new. But eventually these things acquire a symbolic value, as representing something that should be remembered; they become, in short, antiquities.

The Smithsonian institution has lovingly preserved and exhibited the Hart House, as an example of a whole period of American history. The exhibit shows, in a way no graphics ever can, the techniques of its construction and reconstruction over one hundred and fifty years, and gives a beautiful insight into the lives of the people who built and lived in that house. There are thousands of "Hart Houses" in New England. Ships, in the art of their construction, are many times more complicated than houses, and they are much more complicated to save. ls that an argument against saving them?

PETER THROCKMORTON Curator-at-Large, NMHS Schooners at Sea To the Editor: I have sailed quite a few years in West Coast Lumber schooners, and I may say

that I consider these when lumberIoaded to be some of the best sea boats afloat. I have written tomes about my experiences in these vessels and copies of nearly all of it is on file with Mr. Karl Kortum, director of the San Francisco Maritime Museum.

Parker wrote a fine book, The Great Coal Schooners of New England, but these are only a few of East Coast Schooners. He never got that far to write about those that traded south.

East Coast Schooners had their troubles, but at least at times they could find anchorages, to weather out some gales.

West Coast Schooners did not have any ports to go to, there was no wide shore shelf on which to anchor as some East Coast Schooners did at times. They had the gales of Hatteras and we here had Cape Flattery and breaking bars.

I recall Captain Carl Flynn, a native of Machias, Maine, telling me that he rode out a hurricane off Charleston, South Carolina, in a four-masted schooner he commanded at that time, with both anchors down. The vessel dragged all over the shop, but she weathered the hurricane in good shape. The anchors were as bright as polished steel when hove up. Captain Flynn worked for years for Howard Hughes as his captain in charge of the Diesel Yacht Hilda and the Steam Yacht Southern Cross which was formerly Lord Inchcape's Rover. The last vessel that Hughes owned was the Oceania, a Diesel yacht.

This was taken over by the US Navy when the country entered the war.

Hughes did not have a boat after tli'!t, but he paid Captain Flynn's wages until he died.

Back to the schooners . All wooden ships leaked some, I have been in some that were quite tight for many years, and gradually they loosened up.

I am not a scientist as Mr. Gerr evidently is, I never notice that the gaffs put excessive strain on the hull. And of course you looked out, that you did not jibe the schooner over when running heavy with the wind on the quarter. You do not want to break gaffs and booms.

I have written Karl Kortum many a time, what was done when it dropped calm. We did not have vangs, so we lowered sail. With good sails and gear and of course good pumps, I would not hesitate to go anywheres with a lumberloaded West Coast Schooner, the cargo well stowed and secured.

CAPTAIN FRED K. KLEBINGAT San Francisco, California

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LETTERS A Growl from the Forecastle

To the Editor: I know neither Mr. Stanley Gerr or his sea experience, but in light of my own, I take exception to his American orders for tacking a square-rigged vessel as put forth in his article "The Language of Command in Sail" in the latest issue of SEA HISTORY .

His first and third orders are the same preparatory advisement and should be given after the helmsman is directed to "Give her a good full." Then comes the general call "Hands 'bout ship!", "Stations for stays!", or "Stand by to tack!"

The turning order is "Down Helm," often pronounced "Helium," at which time the mate on the fo'c's'le head has the slack of the weather sheets hauled over the head stays and then slacks the lee head sheets )Vhile the second mate is aft and if the spanker is set, trims the boom midships. "Hard alee" is a small craft term, not used in large vessels. The corresponding deep water order would be "Hard Down!" and would be an emergency order only, since a hard over rudder has as much braking as turning action.

When the sails begin to shake, the order "Raise tacks and sheets" is given and as she runs up into the wind, the warning "Weather main, lee crojik braces!" is called, followed by "Mains'! haul!" Unless Mr. Gerr is tacking a 4masted bark he'd better haul rather than slack his lee mizzen braces to get the after yards around, since those braces lead forward in a 3-masted ship. And, if the master knows his business, the order will be called as the wind presses against the weather leeches while the lee side of the sails is still blanketed by the fore sails, the wind thereby swinging the yards without manual hauling.

With the wind about a point on the new weather bow, the order "Let go and haul!" swings the fore yards around and as the head sheets are shifted over, to the helmsman goes, "Right the helm ," the tacks and sheets are boarded, the spanker sheet eased off and the watch on deck clears up the tangle of gear. I seriously doubt "Haul 'round the fore yards" sounds too much like a landsman's "salty" idea of sea-goin' lingo. And, incidentally, when tacking with the mains'] furled, the order is "Main tops'] haul!"

Mr . Gerr's suggestion of a study of the language is excellent and should be swiftly activated, for there's far too much "salty" writing by uninformed authors that is printed and accepted as

4

from the United States to Australia, coming to anchor in Sydney Cove, just a biscuit toss away at the foot of George Street outside the door.

I must also take this opportunity to congratulate you for the splendid articles in Boating. I felt it to be a privilege to have my illustrations appear with them. The present article "How the West Was Really Won" turned out to be especially enlightening and of particular interest. Gertrude and I just recently returned from Sydney by sea, touching at many of the places singled out in the article: Los Angeles, San Francisco, Tacoma, Seattle and Vancouver. We later spent a week or two with friends in Victoria, B.C . A lovely spot and the Provincial Museum there is one that should not be missed.

In my ignorance (I knew about the ships and voyages in varying degrees of ROBERT G. HERBERT, JR . detail) I persisted in the thought, nevertheless, that it was Lewis and Clark, and East Northport, Long Island their continental successors, who "won New York the west" . Your instructive article gave Mr. Gerr:, who sailed in coasting schoo- its readers a well-needed history lesson, ners and two voyages in the Tusitala un- particularly this one! If I may presume der Captain Barker, is in Europe. He to point out an "Irish pennant"will be delighted to know that he has maybe a typographical one-Drake roused the formidable energies and con- was on the California coast in I 579 siderable knowledge of Mr. Herbert on (not I 574) and on my 1972 visit I shed the project he proposes, which is to my piety like the true pilgrim, on the develop, while time remains, a con- beach below the white cliffs at 38 N. cordance of international practice in the and on the arid , windswept moorland language of command in sail. -ED. above Drakes Bay overlooking the Estero.

OSW ALO L. BRETT Levittown, Long Island An "Aye" Vote New York To the Editor: It seems to me a very good idea to preserve at least some of the hulks in New York harbor. Certainly 4- or 5Farewell and Adieu masted schooners or barkentines are of great historical interest and none are be- To the Editor: ing preserved as such.

It was a magnificent and yet someI hope there will be a write-up with what sad sight watching three fine tall pictures on towing the Peking from ships depart from South Street SeaEngland to New York last summer. port on July 7th .

This letter is intended as a vote for The Danmark majestically backed your thinking on ship preservation and out of Pier 15 , followed by the Chrisrestoration . tian Radich and the Sir Winston ChurA.C . LYON, JR. chill. The crowds on piers 15 and 16 apGlendale, Arizona plauded loudly as the last mooring lines were tossed from the dock. The crews responded with happy cheers. A show Winning the West well done on our 200th birthday.

To the Editor: It certainly made me think what it The Bicentennial Festival exhibition of my pictures in Sydney went off must have been like 100 years ago when very well from late March till the end the tall ships departed from South Street of April. A copy of the Society's let- on their perilous journeys across the ter appeared alongside the first picture oceans of the world powered by the .at the entrance. This was, appropriately winds .

ED SQUIRE enough, an oil of the brig PhiladelBrooklyn, N.Y. phia which brought the first cargo

authoritative stuff. As my British 4striper said during the last war, "Yes, Commander, They know the words but don't speak the language," when I'd get disgusted with some of the phrases I'd hear.

In line with this, it may be of interest to note that while I was a guest recently on the Japanese training ship NIPPON MARV, I was surprised to see the compass card marked with the English N for north, NE, E, SE, S and so on, and on the rim of the bowl, in English was "Dead beat compass-Tokyo, Japan."

I asked Capt. Hashimoto why that instead of Japanese characters and he said (he spoke quite good English) that it was because in the maritime field there were so few short "words" for many nautical terms that masts, sails, rigging were all in English, then with a wide sweep of his hand he said, "Yes, everything."

LEITE RS God Save Sailormen To the Editor: With money unlimited, yes, save every scrap of junk. Dredge up the Lawson and the Preussen and rebuild them. But things being as they are and a man in your position knows what maintenance costs, let alone rebuilding, etc.

I'd suggest building replicas, even "scaled down" in some instances, but use them. The way San Francisco's scow schooner (Alma) is used. There is marine insurance in case of collision, covering multiple casualties down to mashed fingers. (On occasion I've read of lawsuits and insurance troubles that cooled me off, temporarily, about owning a boat!) But let's build replicas.

Those whose profession it is can handle the nasty details.

In the Watercraft Collection and Chapelle's works there are many small square-rigged ships and many more handy-sized schooners, fishermen, pilots, coasters which could be duplicated full size and sailed.

In England there were or are yachting clubs similar to American flying clubs.

So many own a plane and take turns flying until that inevitable day. (The rest carry on with new aircraft.) In England there may be say four complete crews for a given boat. Everyone has a rating and may serve in no other capacity (except downward).

So these replicas would be manned by enthusiasts who owned l/64th or l/lOOOth of a vessel. Start small, with a George Steers or a small Baltimore clipper if too many enthusiasts whoop it up for square rig. Such vessels should be managed by a knowing person like the late John Leavitt to prevent yachting types with money and influence taking over. Wealthy yachtsmen would be welcome to donate money and contribute skills but would have to sail at their rating, regardless of their donation. The right types would not object.

As to historic ships, when I was in the Philippines, I asked around about the Kaiulani but no one ever heard of her. I was seldom in Manila and only for a day or two with no time for looking around. I've seen the Falls of Clyde at Honolulu and she looks shipshape. The work is coming along. I see the Star of India in San Diego which sports a suit of sails on occasion. Beautiful sight. The Balclutha in San Francisco is damned near down to a barquentine by now with many yards sent down. It's not for me to say how funds are managed but there is a steady stream of tourists at $1.50 a look.

That is why I say start small and see what the traffic will stand. A topsail schooner which would cross enough yards to satisfy the square-rigger people, and handy enough to break in kids that can sail a Snipe. Of course things happen like the capsizing of the Albatross in the Gulf of Mexico. And there was a hue and cry when the German Pamir sank with 80 cadets. But still it's safer than the freeways. Some sheetblocks or a jibing forestaysail club might knock out some teeth, but so will riding a horse on a bad day, and he can bite too.

Would the instigators of replicas have to prostitute themselves to the extent of "duplicating" a type in modern materials? That's too bad I agree, but better that than no craft at all and settling for models and pictures. Of course a one-off craft of modern materials doesn't save much money . That schooner at South Street Seaport (Pioneer), built of iron, which was given a new steel skin was a brilliant move on someone's part. I've seen her pictures.

She looks salty!

man, knocked down three ABs during the trip when they were drunk and mouthing off. But it was warm. My North Atlantic winters in the Coast Guard, and in winters in Alaska, were not.

I was in the four-masted schooner Constellation ex Sally Perrus Notes at Washington, D.C., in 1935 . We made sail only for drying purposes so after two and a half months I quit and shipped out of New York in the Black Diamond line Black Heron. Years later I got to the Pacific in the Army Transport Lake Francis, a steam schooner. We'd average 5 knots bucking the Trade Winds coming back from the islands to Honolulu, with water ballast loose in the #4 hold. Saw a schooner from the Marshall Islands come into Cantar Island under sail with laborers, drop them off an cl sail away.

WILLIAM J. CAREY San Ysidro, California

Thanks for a good yarn, good thoughts, and your careful note of the two historic trading schooners, Pioneer in New York and Alma in San Francisco, that belong to museums that sail them. Indications are, we're going to see more of this, with the John F. Leavitt schooner under construction in Maine, for coastal work in the lumber trade, Bath Marine Museum (Maine) planning on a City of Bath schooner one day, and Mystic Seaport now decided to build a new Alice S. Wentworth. Replicas, as you say-but working replicas, done with the old skills in the old ways. These three, we may be sure, will be firstclass. The "brilliant move" that saved Pioneer as a working schooner was the late Russ Grinnell's, a fine man of Gloucester killed in a waterfront accident six years back. He used her as a working ship.-ED.

I'm from Washington, DC, originally. I saw the bugeye Hallie K. when she was working, and various other Bay craft including the Federal Hill. But in my early teens I was reading too much of clipper ships, four-masted barques, etc. I was under-impressed with a Bay schooner with no topmasts. But they were sail, and I looked at them, but it was shortly before Mr. Chapelle's books came out and I didn't look for detail-though some I noticed in spite of my ignorance. Such as a hulk where the Flood Gate Boat Club was later, with a mast-hole indicating a sharp rake with the mast being 16-sided as it went through the deck, real schooner building. The old sloop Floria Elsie originally of Ipswich, N.Y., bulwarks all around with a 6-inch quarterdeck amidships and a turned-stanchion taffrail from the The Prince Salutes the Vicar break all around the stern.

I've been to sea 40 years, and I've All enthusiasts for ships and maribeen wet and cold at times but I could time history are deeply in debt to your always go below and get warm later. I was in the Barber American-West Afri- Society for saving the Vicar for future can Line in 1930, New York to Madeira, generations to admire and enjoy.

PHILIP Dakar and all the way to Lobita Bay, HRH the Duke of Edinburgh Angola, including an 85-mile trip up the London, England Congo to Matadi in the ex-Belgian Congo. All steamlioating of course but Prince Philip, leader of England's the characters I met aboard were in Maritime Trust, is deeply interested in sharp contrast to the quality-folks at our shared sea heritage; approprihome. One old character fellow called ately he is also patron of the Sail TrainScotty used to get drunk (they all did) ing Association, an illustrious example and sing "Rolling Home" in a warbling of how these two interests come tovoice. The chief mate, a damned Dutch- gether. -ED.

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The Living Act: Ship Restoration at Mystic Seaport

by Peter Stanford President, National Maritime Historical Society Howard Davis cheerfully lays into caulking the 135-year-old Charles W. Morgan. Photo: Mystic Seaport.

"If we're going to represent shipbuilding and ship operations, we've got to be in these things." The speaker, Ship Preservation Director Donald P. Robinson, eyed his interviewer quizzically.

Quite a bit lay behind his casual statement (as the world knows) and quite a bit could be said to lie beyond it, things yet to be done-as he went on to say.

Don Robinson's office is in the thick of the action to give life and continuance to the historic ships at Mystic Seaport in Connecticut. Through the window, on this fine day late in June, one could see the work going on about the decks of the newly rebuilt schooner L.A. Dunton, veteran of the Grand Banks fisheries and Newfoundland trading. The door opened out into a huge shed completed a few years back, designed to house the biggest ships the Seaport has, humming at this moment with a variety of smaller but vital activities . The Dunton, now afloat again after her time on the new lift dock, the whaling ship Charles W. Morgan afloat and fully rigged at her new stone wharf, the Noank sloop Emma C. Berry curtseying to her own reflection, restored as she was at her birth over a century ago, the world-girdling Joseph Conrad, built as a Danish schoolship and made justly famous by Alan Villiers in his romantic quest to make her a training ship for youth of all nationalities in the 1930s, the last ship probably ever to round the Horn under single topsails and carry studdingsails in the Trades-these and a myriad of lesser vessels afloat and ashore, are kept in health and draw new strength from the people, skills and materials that nourish them in Mystic today.

6

And Mystic ships once more fare forth into deep and shallow waters.

The Seaport's schooner yacht Brilliant, kept and sailed to the highest standards under captain Francis E. (Biff) Bowker, had just won the American Sail Training Association race along the coast for the second year running. Only two of her young Mariner crew had sailed in her before. Outside in the river, small craft constructed by traditional means under John Gardner's boatbuilding program tacked and swooped about, a whaleboat manned by young activists called the Mod Squad sprang across the ruffled water, and the small passenger steamer Sabino, still active in the trade she pursued for generations among Maine's rivers and islands, slipped quietly along the shore. The tidal reach where staunch coasters and Cape Horn square riggers once were launched, for decades a quiet backwater, had come to life again.

No Easy Road How did all this come about? Only ten years ago, Mystic's ships, which attracted throngs of visitors to the place, were in a bad way. Ashore, new land had been acquired, buildings and exhibits added . But this did not help the ships, the mainstay of the public interest. In many cases, new paint covered deadly rot. The trustees of the Seaport were in varying degrees aware of this, and they agreed when their new Director, Waldo C.M. Johnston, suggested forming a Ships Committee to get at the question of the future of Mystic's fleet in a fundamental way.

"It was not the work of any one person," says Johnson today, leaning back in his chair and reaching for his pipe as

he thinks back to state the case precisely. "We had good men on the committ: Olin Stephens, Waldo Howland of the Concordia yard who's very much with us today, John Leavitt who sorrowfully no longer is-he couldn't find a dry bunk to sleep in aboard the Bowdoin, and he was worried sickand that marvellous man Major Smythe. Thank heavens, Harry Scheel agreed to be chairman."

These were people who knew about ships, and cared. Theirs was not an easy assignment, not a matter for romantic dreams of what might be, but hardheaded determination of what could be .

There would be, the committee early realized, no spectacular leaps forward .

In fact, it soon became clear some ground gained would have to be given up. The schooner Bowdoin was seen into good hands in Maine (she is sailing in Maine waters today). The bugeye Dorothy Parsons was sold to the Harry Lundeberg School at Piney Point, Maryland. The Baltic refugee ketch Gunde/ sank twice at her dock and was taken to a yard downriver, where she simply fell apart. The beautiful Herreshoff schooner yacht Pleione was taken to sea and sunk, in accordance with her owner's last wishes. The old coasting schooner Australia (whose real identity was cleared up by some research into original records made for the first time in the process of determining her fate) was hauled ashore and is now partly dismantled in a shed, as an important exhibition of her builder's art. "And," says Johnston, "an example of what happens when we don't care for our ships, or don't know how to."

More was involved than saying "No," though without that harsh and final negative, there could be no advance. A fully found, competent, well directed staff of ship people had to be set up. A plan looking to resources and opportunities as well as problems, had to be developed.

A Way to Go

"We had excellent support from our trustees, led by a few stalwarts like Hank duPont," says Waldo Johnston.

"I think it's important that we tried hard to stay together, to move as a body, to take things step by step. God knows the steps we had to take were serious enough, each one of them. And what we came to in the end was a different philosophy, a point of view from which we began to see the ships as ships, not just big structures on show to the public.

"In the long run that approach saved us a lot of grief, though it also cost us a lot of money, which is always hard come by, as we all know."

But what was the plan? "Well," says Johnston, "we knew where our ideas were trending, and someone had to write it all out, so I did so in the winter of 1968. Then we met and refined it, and of course we made changes beyond mere refinement as we got into the work. As our people grew stronger in the work, the people working on the ships, I got them together for one long weekend, I remember, and we really had at it. Whew! That was some session.

Made your head spin. But we got rid of some crazy ideas, and we got what we believe are the sound ideas laid out in terms of program for ships-and since we look to ships now as our birthright here, this meant changes for Mystic as a whole."

Johnston feels clearly that the program speaks best for itself, in threedimensional performance. But I remember it presented to me one frosty winter morning, when I went to Mystic seeking aid and counsel on our ships in New York.

Waldo, a deceptively gregarious chap for our line of business, generous to a fault with people grappling with problems in the field, led me into a room where coffee was set out and some of the staff assembled. There was an unusual twinkle in his eye. After some introductory chatter, centering on the "ships as ships" business, Waldo turned to Ed Lynch, then Curator at Mystic, and said: "Why not lay it out for him, Ed?" What followed was one of the most ambitious undertakings I had ever heard, or have to this day. Lynch spoke slowly, and movingly, of Mystic's early days. (I remembered that, Carl Cutler sitting in a big barn, surrounded by books and papers, and relics of ships, talking to visiting boating people who dropped in about the need to build to save our heritage; and later the inimitable Ed Stackpole finding new ways to draw and interest people in what became, after the arrival of the 1841 whaling ship Charles Morgan in 1941, a lively tourist center.) "It was the Morgan that made us," said Lynch.

"We start from that, and we try to learn what she has to teach us."

The picture of Mystic that then unrolled before us was clearly based on that deeply educative idea. Mystic had understandably, perhaps, grown up to represent all kinds of aspects of our sea heritage-rather on the principle that what could be saved and brought in, be it boat or building, would be. Now it

The Australia looked fine, but she floated on paint, patches and pumping until she could float no more. Stripped down after this beaching, she is now a dry/and exhibit. Photo: Mystic Seaport.

was time to prune away odd branches, and bring the whole center to its basic root as a shipbuilding place. "That was what was here, that's what we have to get down to." Not with literal recreation, but with active cultivation of the shipwright's skills and disciplines, and with real work going forward on real vessels. The ships? "Do 'em the right way, the fundamental way. Don't put in a fiberglass knee and paint it to show how the grain ran in the wood original. Do go out and start acquiring the hackmatack roots that made the original knees. Season 'em, get men to cut them so they'll fit into the ship so that you can't slide a dime into a gap anywhere." Sure, you'd have to replace that knee some day, or your successors would. But that is the whole story of the ship as a living thing. She ages, she needs renewal. She stays alive if the same disciplines and skills and materials that built her, keep rebuilding her.

The Living Act The implications of this approach ran on and on. Scholarship, normally confined to people working at desks, would have to be applied and tested and used in the field. Paper practices and living memories would be applied alike to keep the work true. (The thought occurred, and perhaps someone expressed it, that scholars would find refreshment and true learning in this work in the field, with living ships.)

Displays, exhibits, educational material presented in buildings ashore? The new approach dictated active practice of all crafts and trades, and participation by the visitor wherever possible. If nothing else, let the visitor at least talk to someone who knows the subject, let there be give and take and people finding their own words for things. "I

The rebuilding of the L.A. Dunton makes a symphony of oak, carefully fitted for strength, renewed as the trees renew themselves in the forest, by replacement. Photo: Mystic Seaport. "/

The Living Act: Ship Restoration at Mystic Seaport thought you might be pleased with that," chuckled Waldo, breaking in.

"One is slightly aware of the low esteem in which you hold our displays ." And, someone observed, people learn by experiencing things, somehow getting into them, more truly than by being lectured.

There was talk also that the act of restoration itself might ultimately prove as interesting to people, and as important, as the finished product of a restored vessel-at least, the activity should be considered in that class, the process on a par with the product. And there was talk that people would have an understanding and a kind of identity with things that they had seen happen, or in the happening of which they had somehow, one way or another, been part.

This was the hard road, the true road.

It made everything more expensive, but expenses could be controlled and spaced out-and in the long run, which was really the most expensive way? There was talk in the room before the gathering broke up, that maybe, just maybe, people supported things that they were part of. People cared for their own. The resources to get into the living act of restoration could come from that true, eternally fresh source, that very human desire of people to care for their own.

I walked out of the room feeling that a big door had been swung wide open, and that even I, the visitor, had been part of its opening this time. It would have to be swung wide again and again for these things to happen. And I walked across the snow with Ed Lynch to look at the rebuilding of the Emma C. Berry, where young minds and muscles were acquiring delicacy, strength and finesse and respect for fresh materials being shaped to old design in a kind of learning that seems ageless.

Hard Cases In the spring of 1970 I drove Alan Villiers down to Mystic with my son Tommy. Villiers was very sour on this scheme of mine. "What the hell is this going to do to save your ship~?" he wanted to know. Well, I said, I think there's some fresh learning to be had there. "Fresh?" he said. "There's nothing fresh about a bunch of old crocks gathered together to die, just the stink of the sickroom." What about the Conrad? This made Villiers really sore.

"I do not want to see her," was all he said. But when the day came, it was a glorious spring day, he agreed to come for the ride through the New England countryside, all aburst and alight with white dogwood and young greenery.

"Come along, then, let's see the old crock," he said when we got to Mystic.

He stumped straight across toward the Conrad. "Lot's of fresh paint," he snorted, and remarked a moment later, quietly, that she had all her yards crossed, the full rig, as she had when he sailed her round the world.

"Beware of falling blocks, Tom," he said as we went aboard. Then things changed. The new spanker boom was noted. The yards, several of them new, properly rigged. A young man putting a sailmaker's whipping on the end of a new halyard drew a long, silent stare, and a kind of grunt of satisfaction. So it was throughout the whole ship. Only the women's bathrooms below offended him, but as he left he said he guessed they were necessary. (I really didn't dare ask whether he meant the women, or their bathrooms.) We went off to have a quiet beer with John Leavitt at the Seamen's Inne. Villiers enjoyed himself enormously saying outrageous things about the performance of the schooner rig at sea, while John rolled his eyes heavenward, getting his own back when

Alan paused for breath. We decided, I believe, that the desperate effort of the National Society to save John's old schooner Alice S. Wentworth was worthwhile, though perhaps foredoomed, and ended our visit on that.

(Later, years later, when I saw Ed Lynch at Strawbery Banke in New Hampshire, where he was working time and overtime to get his fundamental approach working on a few critical projects, he told me: "You were blind lucky that the Conrad was the ship we'd chosen to make a kind of model case.")

The next case was the L.A. Dunton, built in Essex, Massachusetts at Arthur Story's famous yard, and launched in the spring of 1921. She came into Mystic as a cut-down auxiliary with her stern lopped off, under the command of her last working master, in October 1963, and was thereafter restored pretty well to her original outward look and lofty rig as a Grand Banks fisherman. But there was rot and deterioration at work throughout her hull. (Part of the problem being that ill-ventilated ceiling works all right in cold northern waters, but breeds bad problems in warmer Connecticut waters.) So she began several stages of rebuilding, the last being completed this summer. With the public admitted aboard throughout the process, she became a fascinating and very important display.

The Long Road Home Then the supreme test, the Charles W. Morgan herself. Built in 1841, she made 36 long whaling voyages in her 80-odd years of active service. Fate saved her as a movie ship ("Down to the Sea in Ships' '-a movie that woke many to our heritage in ships, and played a small role in keeping the Tusitala sailing under the Farrell flag into the early 1930s); then a group called Whaling Enshrined tried to save her, but finding their

means would not stretch to pay deck seams and renew tattered rigging, they gladly gave her up to Colonel Green, who kept her as a public exhibit on his property outside New Bedford. He provided nothing for her in his will, however, and when he died the old bark began to slide downhill fast. Carl Cutler at Mystic, having regretfully given up the thought of saving the wooden full-rigged ship Benjamin F. Packard, turned then to the distressed Morgan and his trustees agreed at length to take her on, little knowing-as who could?the huge costs and immense rewards she would bring to their Marine Historical Association. She slipped quietly upriver into Mystic in December 1941, just before Pearl Harbor-a passage that would never have been undertaken in the wartime conditions that thereafter prevailed across America.

Sitting with rocks in her lower hold, her keel in the sand, the Morgan made Mystic. Even during the war, visitation grew steadily. Afterward it took off, a seaport village grew up around the vessel, other vessels joined her. We would now find, and some found at the time, aspects of the desire simply to put on a good show in all this development, some of which has subsequently been quietly undone. But the Morgan remained real in her bones, and people came to Mystic for that real presence from another age.

How, under the new philosophy, would the Morgan sail the seas of time?

There was scant experience in this country of permanent preservation of a wooden ship her size, outside the periodically rebuilt Constitution and Constellation. Johnston went to Europe, where prevailing sentiment indicated completely dry storage, as the Cutty Sark at Greenwich and the Victory at Portsmouth are kept or totally enclosed, as Visitors to Mystic can handle the materials used in ship renewal work (left) one of the joys of wandering through the DuPont Restoration Shipyard. At right, a hackmatack lodging knee is fitted into the Morgan's tweendeck framing. Grown knees are sometimes got out of pasture oak as well, and are one of the articles of faith in the ship restorer's creed.

in the case of the Vasa and the Fram in Scandinavia. An impressive array of arguments came back with him in his briefcase. But Johnston had to dig deeper. Wood preservationists were called in to assist in studies, engineers were consulted.

Showmanship indicated the simple, superficially most economical solution, one that would visually present the ship to the public quite cheaply for decades.

Simply fill her hold with concrete to the waterline, forget everything below, and maintain topsides and deck, cabins and rig like a dry-land structure.

"I could not stay at this place, and see that ship destroyed," says Johnston now of that last option, waving his hands before him, "nor could others.

But we looked into it. We looked into, I think, everything, every single course we would imagine and some you might not want to."

A Second Coming And always, like a running tide pulling at the keel of a vessel ready to depart, there was the ultimate alternative: rebuild, refloat, rerig her as a ship. By the spring of 1973, this became the decision, which was published in the New York Times, as befits a decision of this calibre taken with a national treasure.

What was said at the time, as the reporter caught it, seems apropos here.

"We decided to save the life of the old girl to keep her alive and visible for future generations," said Johnston, and later, commenting on the philosophy behind the act, and the real resources brought together to execute it: "We want to preserve not only the vessels but also the tools, the skills, the expertise that originally were used to build them."

The reporter caught onto the hackmatack knees, which have become a kind of watchword or touchstone of truth at

Mystic. "Hackmatack was used by the original builders in 1841," said J. Revell Carr, then and now Curator, "and the whole idea of this restoration is to proceed exactly as the original builders did in the nineteenth century."

In the summer of 1974 the Morgan was brought back to her old berth, afloat, moored to a new stone wharf built to accommodate her, the kind of wharf she sailed from in New Bedford.

The operation had gone well. There had been work to do strengthening her for the move. Over 200 test borings had shown, however, that great strength resided in the old timbers in the underbody that supported the heavy hull. The new shipyard shed had been built large enough to take the whole ship, once she'd been floated round and brought out of water on the new lift dock-but the extent of the repairs did not make that necessary. The most anxious moments were unquestionably those spent trying to work her free of her sand berth; in the event, after two previous attempts had failed, she came off on a high tide on December 6, 1973, at 4:55 in the morning-a moment well remembered by the senior staff who turned out of their beds early to help float the old ship again after twenty-two years. ''When she finally decided to leave her bed of sand, she moved slowly, almost imperceptibly, like a sedate matron heading for the hors d'oeuvres," said Johnston.

The ship's reappeance was rightly called "the Second Coming of the Morgan." She was in many respects fit for sea, fitter, perhaps, than in some of her later voyages, and rigged right through to the main royal, which was completed and sent up by staff working over the weekend to give a final present to the ship. Maynard Bray, shipyard supervisor in charge of the restoration,

The Living Act: Ship Restoration at Mystic Seaport had told the Times reporter the year before: "You work nights and weekends here, but there is a deep satisfaction to the work."

The Course Ahead Stray thoughts cross my bows at this point in this accounting. The thought that new ideas spring from old seedbeds: so I note in a "Circular of Information" put out by Carl Cutler in 1939, that he had listed as one of the objectives of the Marine Historical Association at Mystic, "The factual reproduction of an early shipyard, with shops, lofts, spar yard, tools and equipment in working condition on the site of the famous Greenman yard, and possibly with one or more old sailing vessels as permanent exhibits." One admires the "possibly" in that sentence, published in the year he finally lost the Benjamin F. Packard. A natural train of thought leads to the Packard's cabin, saved from the ship before she was sunk, and lovingly restored in a building shaped to the purpose, opened this summer at Mystic, thirty-seven years later. One is in these things for the long haul.

One realizes that leaky decks on the Bowdoin, too-tight ceiling in the Dunton are problems of maintenance and routine that must be answered for by a coherent, well knit ship staff; such vital matters can't be treated as merely a problem in maintaining public displays.

And of course, that anyone can say "Float the Morgan, "but it takes a very solid and dedicated ship establishment to do so. It also takes conviction.

"You've got to believe, really believe," says Johnston, "and you've got to work hard."

Mystic is well aware of its leadership in this work, and aware of the responsibilities that leadership entails.

Waldo Johnston served as first president of CAMM, the Council of American Maritime Museums, successor body to the informal Council of Sea Museums we in the National Society had formed. He was co-chairman, and in effect co-founder of the International Congress of Maritime Museums, whose next meeting will be at Mystic in 1978. He is Chairman of the Maritime Preservation Committee at the National Trust for Historic Preservation, a committee created to set up a Maritime Preservation Division within the National Trust, in response to the National Society's call, through Senator Kennedy's and Congressman Murphy's bills, for a National Ship Trust.

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What has happened in his time at Mystic must happen elsewhere. There must be emissaries carrying the message and the learning: so Maynard Bray this year supervised the rebuilding of the Hudson River Sloop Association's Clearwater, and drew up a manual of maintenance practices which began with the adjuration to have one person responsible for the ship; so the Acting Shipyard Supervisor, Jim Giblin, came down to South Street when the Peking came in last year, to counsel with realism on what could be done once

Strength and lightness call for careful work.

Here John Gardner, head of Mystic's boatbuilding program, fastens a floor in replica of 1820s Whitehall boat. Photo by Kenneth Mahler, Mystic Seaport.

lightly, and what should be done only one way, the right way, first time out.

There must be other centers, above all, and urgently on the West Coast, where Karl Kortum, director of the San Francisco Maritime Museum, wrote early this year: "I think we should be hardheaded about these craft-rather than romantic. True, they are picturesque old craft...but what are the costs?"

The Economics of Desire Don Robinson talked of these things when we sat in his office this summer.

"We see our way to getting caught up with our ships," is how he describes the present state of affairs. The whole business of saving them is a living process, a thing in motion. More emphasis will go now to continuous day-in, day-out

maintenance of restored ships. And it now seems clear that this is the only way to do it; "you can't get the work done outside today, and if you could, it's simply not affordable." So essentially you come back to the economics of desire: people who want to do this kind of work, and get reward out of it. And people support the work for the same reasons. Robinson is keenly aware of the public's interest in the work of the shipyard, and feels they are only on the threshold of getting the work presented.

He sees the yard's work closely integrated into the whole work of Mystic. It is critically important, he feels, that his people get to sea. "If they don't get to sea, mistakes will creep in. There will be a lack of functional awareness." He mentioned the unreal ''purism'' of people bred up on study rather than performance, the feeling that only one way is "right."

"Heck," he says, "our Master Rigger Charlie Andersen and Ken Reynard of the Star of India fight like cat and dog about how to do a thing right. They're both right. That's the life in it."

Our talk ended as Charlie Andersen came in to report that the crew was ready to go Newport to step the new maintopmast for the Gaze/a Primeiro.

The new spar was built at Mystic (according to plans they had on file) to replace the one Gaze/a lost in collision at the start of the Tall Ships Race from Bermuda, prior to Operation Sail.

There was some lively discussion of whether the job could be safely done that night, as the ship's schedule demanded. In the end Robinson hopped into the waiting car and drove off with the crew to Newport. The new mast was sent up that night.

A few weeks later, reviewing these things with Waldo Johnston, we were pleased to hear that the trustees had voted to approve the project of building a replica of the Alice S. Wentworth (our desperate effort to save the original had garnered only a few remains). So Mystic will be a shipbuilding center again, building ships that go to sea. Information gathering was well under way, gathering seasoned timber and gear had begun (most of the fittings would be;: forged at Mystic's smithy), then gathering funds, and finally scheduling the work into the continuing restoration and maintenance program of the yard.

A "Practical Vision" Johnston has warned in several messages to Mystic's members that "the

good old days" are gone. The cost of everything is rising, social and economic uncertainties chew away at things. But Mystic's own membership is growing: it stood at 13,675 at the end of 1975. People's involvement in the work is growing-one vital measure is some 23,000 hours of volunteer labor given to assigned museum tasks. Major gifts and bequests are growing, slowly (a bequest from the late Henry B. duPont, whose heart and mind were much with Mystic's ships, made possible the full establishment of the Restoration Shipyard named in his honor). In these things, and in the disciplines of wrestling with problems rather than relying on promise, Johnston finds continuing reason for tempered optimism. That tempering is all important. He warns, in Mystic's latest Annual Report, "that we must give top priority to constant review of all our operations and expenditures."

But that is how the Morgan was sailed in her time! If not the good old days, then some good values, and the disciplines they bre<;d, are alive and well in Mystic today, and in that, one feels, lies the making of the voyage. Johnston concludes his report with these words: "I remain deeply impressed with the strength of Mystic Seaport, the dedication of its trustees, the devotion of its members, the loyalty of its staff, and the continued capability of all to work with me to discover and follow the proper course that stretches out ahead.

If we search diligently enough and with intelligence and practical vision, we shall determine that course ... " w

,/ I

I

The schooner L.A. Dunton, fished out of Gloucester, survived as a Newfoundland trader, and has been rebuilt at Mystic where her lofty rig challenges the skies.

Photo courtesy Mystic Seaport.

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Joseph Conrad sleeps at her pier, where she is used to train young people in seamanship, while harbor steamer Sabino slips jauntil> by. Photo by Claire L. White, Mystic Seaport.

I I,

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In the crisp light of a New England winter, the Charles W. Morgan once again stirs restlessly in the wind. Photo: Kenneth Mahler, Mystic Seaport.

Operation Sail Aboard the Topsail Schooner

Juan Sebastian de Elcano

The trouble with being aboard is that you never see your own ship!

But the Chilean Esmeralda, seen here leaving Newport, is a sister to the Juan Sebastian de Elcano, except that Esmeralda carries staysails between main and foremast, where Sebastian carries a gaffforesail.

by Timothy Foote Senior Editor, Time Magazine

NOTE: Tim Foote, a small boat sailor and student of history, went at the last minute to join the tall ships of Operation Sail for their passage from Newport to New York, He arrived on the rainy night of July I st, and went from ship to ship, finding things in some confusion ashore as the great fleet gathered in its crews for the morning's departure, and was courteously taken in at last aboard the Spanish Navy's giant fourmasted Juan Sebastian de Elcano. A few sentences from his report were used in Time's account of Operation Sail, and further echoes of the passage may occur, one hazards to guess, ¡ in his forthcoming book on Revolutionary War naval actions. One may be grateful for the impulse that made him go, we believe, and the memorable record he kept.-ED.

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There had been talk that a special cash allowance was to be issued ($90 for midshipmen, $20 for sailors) so the men might better enjoy New York. La Escandalosa, the ship's daily, this morning warns against the dangers of the town, pointing out with courtly Hispanic understatement, that Nueva York has some unhealthy spots (zonas poco recommendables), but praising the virtues of the Cardinal Spellman Club on Park Avenue. There, it is promised, a shipmate can procure a free meal and properly Catholic young ladies may appear to dance with the crew. A midshipman remarks that he went there once-but never again! Another grins: "I am tryeeng to theenk een Eenglish."

Meanwhile Juan Sebastian de Elcano slides through the hot hazy morning of July 3rd, 1976, southeast of Sandy Hook, waiting for a pilot and the Bicenteniaro de Los Estados Unidos.

When I went aboard in the dark two nights ago at Newport the gleaming white hull of the Argentinian training ship ¡Libertad lay just aft, the string of lights around her bulwarks giving her the look of a queenly iceberg slowly melting into the sea. Along the quay beside Juan Sebastian and Libertad cadets, sailors and local belles were draped against cars, walls, even bollards as they said variously indecorous goodbyes in a style familiar to anyone who has watched returning liberty parties in Norfolk or San Diego or, for that matter, anywhere in the world. Only Russia's Kruzenshtern, tied up behind Libertad was silent. Russian sailors had been allowed ashore only for closely supervised entertainments. Now no sign of life appeared on her shadowy decks,

and a Rhode Island state police car was parked beside her with a bored trooper leaning against it.

When we dropped down out of Newport on the way to Manhattan, present politics slid away behind. The route the tall ships took, south past the tip of Long Island, was exactly the course Admiral d'Estaing followed in August, 1778 when he abandoned efforts to take Newport and offered battle to Lord Richard Howe's fleet just as a storm was about to strike. The Juan Sebastian herself is no stranger to the Leaving Newport, July 2, in company with

the Libertad .

resonances of history. Her overworked sailors, I note, have labels on their pants reading Armada Espagnofa. Even if that simply means Spanish Navy the phrase has a most unfortunate ring to my English-speaking soul.

She was nobly named, though. Signs and plaques aboard proudly display an orb which speaks to the ship: Tu Primus Circumdedisti Me-"You were the first to round me." As, of course, Juan Sebastian de Elcano was, as the navigator who brought the remains of Magellan's fleet home to Cadiz in 1522 after the commander died during history's first circumnavigation of the globe. Since Juan Sebastian's maiden voyage in 1928 every officer in the Spanish navy has trained aboard her and, at one time or another during their careers, most of them come fondly back to serve aboard.

The 63 cadet-midshipman aboard study much of the day and take calisthenics to keep fit, leaving most of the work to 284 rated men and sailors, though the cadets do join the sailors aloft on the huge, square-rigged foremast. (Juan Sebastian's masts are made of hollow cast iron. The foremast doubles as smokestack, carrying sooty fumes high above the deck, dirtying the staysails. Since the smoke comes from the galley stove it often smells like food and is not hard to endure, the men who work aloft report.)

The sense of tradition is strong. Each evening just before dusk when the whole. ship's company is mustered to hear the plan of the next day, cadets and sailors face each other at attention across the deck, at salute for minutes at a time as the band plays and they sing a deep, slow, throbbing hymn whose words and music strongly suggest our own "Oh hear us as we cry to Thee for those in peril on the sea." Standing so, hands to forehead, feet as if nailed to the deck, the ranks of men list slowly forward and backward as the ship rolls, but the ceremony is sombre and moving nonetheless.

Being a guest aboard, when the ship is under motor power (as she usually is when there's less than a 15-knot breeze) is a little like one's imagination of a cruise on some vast, white Edwardian yacht. A twelve-piece band plays every evening. Glimpses into cabins reveal carved wooden paneling, what look like Savanarola chairs with lion-faced armrests. Coffee and drinks are served steadily in the officer's smoking room.

And everyone is exceedingly kind and polite. (You soon find it impossible to get anyone to go up a ladder or through a hatch ahead of you, no matter how much of a head start he has.)

When a solid wind blows from the beam and her 2,457 sq. feet of new dacron sail are set, everything changes.

Clearing the headsails for hoisting. Peffy officer in foreground signals: "Halyard's clear."

Going aloft, squads of men literally run up the ratlines, head to seat, like lemmings suddenly freed of the laws of gravity. Down on deck tug-of-war chains of seamen begin hauling hard on halyards and sheets. Far above, the great yards swing slowly around .

Square sails, it turns out, do indeed blossom like flower petals opening in slow motion. Four bos'uns man their pipes simultaneously, but each one has a different set of signals which only the men in his particular squad seem to pay heed to. The result is a wild, bewildering, birdlike symphony. Some whistles suggest a flock of exasperated hotel doormen trying to call cabs on a rainy

night. High, shrill cries ring out like the piercing shriek of a red-tailed hawk.

There are fast melodic pipings and long, liquid, repeated warbling twitters. Then the giant blocks join in, creaking as heavy line slowly turns in their sheaves, a deep, complainy sound like the squawk of a giant seagull.

But when all four of the fore-and-aft sails, the topsails, the square sails on the foremast and the cluster of jibs and staysails begin to draw all sound seems to still. The vibration of the engine stops too. Then the ship inhales a great breath of life or pride as she plunges forward.

Slowly this silence dies away, and rising out of it comes the first faint creamy

13

Cadets man the yards (above) and shrouds (at right) for hours on end, as the Juan Sebastian de Elcano makes her way up the Hudson. A II photographs are by the author.

hiss of water rushing under the bows.

Setting sail took 22 minutes by my watch, and even so one of the staysails remained jammed. High above us dark figures tug and haul madly at it. There is a flapping such as twenty jibs might make coming about at the same time.

Peering upward from the bridge I see that the sail is wrapped around a stay and will be freed only if someone undoes a shackle approximately the size of a small snapping turtle. A stainless steel wrench which looks as long as a baseball bat appears. It has a rawhide lanyard but Juan Sebastian's surehanded seamen nonchalantly pass it back and forth a hundred and more feet above the deck. It is nearly above my head and I am convinced that if they drop the thing it will go right through the deck and all the way to China.

We have been wallowing south of Fire Island for about an hour when David Smith of the Sandy Hook Pilots Association finally climbs aboard and we head inshore in single file following the distant lead of the U .S. Coast Guard's training bark Eagle. It is still hazy. The waters off the tip of Sandy Hook and beyond are a kind of fantasia of sailboats, charter vessels, and outboards, among them some with some fine and very foolish names. I see a handsome racing sloop which someone has called Jaws, and another, smaller plastic craft named Sloop du lour, not to mention Oily Boid IV. The way is so choked with little boats, in fact, that we have to keep putting the engine in reverse to creep along in the confines of the channel, to which Juan Sebastian must keep, with her 7 :3 meter draft. Pilot David Smith is far from happy. Everyone on the bridge peers forward looking for a black can that marks the first bend in the channel.

It pops into view but then is maddeningly obscured again by clusters of sailboats.

As Juan Sebastian heads in behind

14

the point, another water hazard appears, this time an extended ribbon of sail and powerboats, each flying a special flag with a black map of New Jersey rampent on a yellow field. The boats all seem to be playing follow the leader through the Tall Ship anchorage and are clearly part of Governor Byrne's Welcoming Sailpast. (To be part of it you needed to send in $25 and have a boat capable of making 6 knots in a dead calm.) As we edge toward our own anchorage they suddenly zigzag right across Juan Sebastian's bows.

Again it is "Full Astern." We shudder almost to a stop. Finally the last of Governor Byrne's welcoming committee minnows its way past.

Once anchored we begin to inspect the cheerful fleet that cruises around inspecting us . Enthusiastic camera fans shout at our sailors to say "Cheese!"

The Tall Ships are at anchor almost exactly where Admiral Howe anchored his fleet in July, 1778 and waited for d'Estaing's superior fleet to cross the bar, give battle, and perhaps take New York. Instead, pleading that not even for 50,000 livres could he get a pilot to take him over the bar, the French Admiral moved on to Newport.

July Fourth dawns. Another pilot, Bill LaSalle, comes aboard. The Tall Ships move north toward Manhattan.

After the nautical mess of yesterday we expect a score or so of small boats to be run down during the day's festivities.

But as Juan Sebastian passes under the Verrazano bridge, our 200-yard wide channel is clear. Westward, toward Staten Island and the U.S.S. Forrestal, the water is speckled with boats. Northeast toward the towers of Manhattan, though, they are as thick as a Hollywood director's dream of Dunkirk. You think you could leap from deck to deck all the way to the Battery. Blimps and helicopters cavort around the towers of the World Trade Center like tropical

fish in a tank. Thunderous salutes and puffs of smoke explode from navy vessels left and right of us along the way.

Standing on the bow I see the Statue of Liberty through a slot between the jibs, her outline faintly softened by feathery arcs of water from a red fireboat. Her base, like the stands and streets we pass all afternoon, is crowded with people whose faces at a distance, look like multicolored sprinkles on a birthday cake.

Just above her a South African gunboat is anchored. Our ship's doctor, who also edits the ship's daily paper, remarks: "Ironic."

Once again we have moved backwards in history. It was behind Bedloe's Island, now given over to Miss Liberty, that another Eagle, Howe's flagship HMS Eagle, anchored during the summer of 1776 to be protected from Rebel fireships as the Admiral waited for hiS lethargic brother to take Manhattan.

We move north behind Portugal's beautiful Sagres II. Sails have been partly set to please the crowd but they are not drawing-quite the reverse. A light north wind is coming down the river at us. Juan Sebastian's band keeps up a musical barrage of marches and rhumbas. But what we now mostly hear is the "Whoy, Whoy, Whoy" of sirens as small Coast Guard Auxiliaries with blue "squad car" lights spinning, tear down upon any small boat skipper who has edged into the channel or is going too fast. The loudspeaking sounds ferocious

White Wings on Seas of Glory and deafening: "You there, Egg Harbor! You are transiting an anchor area!

Slow down!" Pause. Then "Have a good day."

Our men salute and our band plays the Star Spangled Banner as the cruiser Wainwright, presumably with President Ford aboard, comes steaming downriver led by tugs and Coast Guard boats. A squall of Hudson River rain obscures the George Washington Bridge just as the distant green squaresails of Libertad seem to be going under it.

Eagle, which led the parade, runs past us now, heading south with sails bulging from that now fortuitous north wind, her forestay slicing past the sheer cliffs of the New Jersey Palisades. She is far enough west to be near the course taken

by Captain Hyde Parker in HMS Phoenix, and James Wallace in the frigate Rose as they headed up the river past an American barrier of sunken hulks and chevaux de/rise in July, 1776.

On that occasion Parker is said to have put his pistol on the binnacle and told the American pilot he'd blow his brains out if they struck.

Off Spuyten Duyvil the tall ships move in toward the eastern shore, waiting to come about . Heading back, all sails set and full with that fortunate northerly we get a better look at the scores of smaller boats in the parade.

Gipsy Moth IV. The all-girl schooner Winston Churchill. Squadrons of smallish sloops all flying German flags. A full scale model of the Santa Maria. A Viking ship which seems to be powered by an Evindrude outboard. Well below us, opposite Grant's Tomb, four big blue racing yawls from Annapolis, with matching blue and gold spinnakers, are gybing in parallel formation, doing a kind of soft shoe dance down the river.

As Juan Sebastian heads toward her berth on New York's West Side we all feel suddenly drained of energy. The light is fading. Everyone is still faintly intoxicated by a kind of joy that has echoed all day long from the ships to the crowd and back. Two tugs nudge us into Pier 90, which is rimmed with people.

Bow and stern lines and spring lines are shot out and secured. It is hot and quiet.

The officer in charge on the foredeck is Juan Sebastian's third officer, Capitan de Corveta Jose Maria Molfulleda Buesa, a kind man who. has spent some time earlier trying to explain to me in detail how a square-rigged ship comes about. Now Jose Maria leans forward and shakes my hand with some finality.

"Happy Birthday," he says. For a second I cannot think whose birthday he means. w

By Edmund Francis Moran A Modern Seafarer At sea I find romance, adventure and serendipity. I once sailed in engineless sailing schooners, as well as the bark Nantucket. The classic idyllic windjammer captivates the human psyche.

And so it was with joyous exuberance that I joined historians Walter Hoyeski and other doughty museologists aboard the small modern ferryboat Michael J. Cosgrove, chartered by the National Society to watch and welcome the Tall Ships in New York Harbor on July 4, 1976. Locally, on this day, sail had a glorious revival.

Great Ships and Small To celebrate Independence Day a vast sailing armada thronged tradition-rich New York waters. Present in an event known to history as Operation Sail1976 were full-rigged ships, barks, barkentines, brigs, brigantines, topsail schooners, sloops, other assorted fore-

WALTER HOYESKI

and-afters, and a Chinese junk. Essentially sail-driven, most entrants boasted ample auxiliary power, which they used coming in, against a gentle breeze. Ubiquitous mechanized yachts shrieked a raucous welcome. Their foaming wakes furrowed the harbor waters. Thundering ovations greeted the seventeen big square-rigged schoolships that led the procession, steering on the USCG Eagle.

Of particular interest was the Russian Kruzenshtern, ex-Padua. She was built as one the of the Laiesz line of Hamburg, who once boasted a fleet of capacious Cape Homers, known to history as the "Flying P" ships . Of that exalted company, four still exist today, namely the huge four-masted barks Padua, Peking, Passat and Pommern.

Of these, only the Padua, now Krusenshtern, still sails, the others being cared for as museum ships in New York, Germany and Scandinavia respectively.

Smaller visiting windships warrant attention. The brig Unicorn was built in Baltic waters after World War II, and was sailed to this country by Jacques Thiry some years back. The brigantine

Black Pearl, a small auxiliary yacht, belongs to the renowned Barclay Warburton, who sailed her over to Europe three years ago to help organize the Tall Ships race to this country. The Western Union, another latter-day auxiliary sailer, originated in Florida in 1939 as a staunch cable-repair ship. originally she was schooner rigged as ¡a pole-sparred knockabout. She now boasts topmasts and bowsprit, sailing under the name Amistad in honor of a ship that was seized by the slaves she carried, who found freedom here. Mon Lei, a true Chinese junk, is said to be more than a century oJd, and is a sailed by worldtraveled Alan York .

The Grand Banker Revived Three Grand Banks fishermen were in Operation Sail. The Gaze/a Primeiro, born in Portugal in 1883, is a wooden three-masted barkentine. For many years that redoubtable sea-gleaner operated as an engineless dory fisherman .

Today she sails for the Philadelphia Maritime Museum. Long may her cutwater cleave the sea!

The schooner Bluenose II was built in Lunenberg, Nova Scotia about a dozen years back, to commemorate the Canadian Grand Bankers of other days. That sleek semi-knockabout is a copy of the old Bluenose, who ended her days as a trader in the West Indies, far from the rocky coastline and fog-haunted seas she was born for.

And one of our own, the schooner Mary E., was in this parade of whitewinged visitants. This small wooden two-master originated in Maine in 1906.

Once a dory-fisherman under sail only, she became a dragger under engine power. In recent years, that little patriarch emerged from obscurity, and today she carries passengers in New York harbor. For long, that quondam Gloucesterman eluded modern historians.

Go to Gloucester today, you'll find no Gl6ucesterman there. Not so many years back, I worked with others to bring the Gloucester schooner L.A .

Dunton to Mystic, that Valhalla of vanished craft. I sailed in with the crew that brought the Lettie G. Howard, then named Caviare, from Gloucester to South Street in New York . Now I propose that we save the W.J. Ellison, a Newfoundland Grand Banker of 1935, to be enshrined in Gloucester as typical of the big, sea-battling schooners that fished from that sea-echoing harbor. I have spoken of this before, and will again. If need be, I will pull for her with the proverbial "Seine-boat oar." So ends this day. w

15

OPERATION SAIL

Report from Boston Harbor "Where it all began" has been the theme of the Bicentennial celebration here in Boston and for that matter New England. And where it all began was on the seas and in the harbors, as these were the highways of the time, the transportation routes that brought the goods to and from the fledgling colonies. The hardy colonial craftsmen found all the materials to begin a new and financially rewarding industry . The craftsmen were here and the budding iron foundries were here, the rope walks were here, the cargos were here and the markets in the old world were waiting to buy both the cargos and the ships. So it was in the early days of the Massachusetts Bay Colony that the ships and the men to build and sail them were to go forth from Boston to change the trade of the whole world.

So it is that the development of our country is tied to the sea. Any history of Boston must have a strong tie to the maritime, as it is to those individuals who had the drive and desire to develop the commercial trade not only with Europe and the old world but to the West coast of North America and on to the Orient.

The visit of the Tall Ships to Boston has again brought a focus on our harbor. The Commonwealth of Massachusetts, through the Metropolitan District Commission and the Department of Environmental Management, has established the Boston Harbor Islands State Park. The new park is made up of the islands of the harbor that for the past three hundred years have been used, but mostly misused, for pest houses, rendering plants, garbage dumps and military fortifications. The new park was opened with just three of the islands being developed as open space and recreation area, as well as historic fortifications on George's Island being refurbished. The Massachusetts Port Authority who is charge of the development of the commercial aspects of the harbor has now begun to focus on the marine industry to improve the port facilities rather than concentrate on Logan Airport.

Three events took place during July 1976 in Boston that will have a lasting effect on our city.

On July 4th, Arthur Fiedler and the Boston Pops presented the 1812 overture at the Hatch Shell on the banks of the Charles River. The finale was unforgettable with the field artillery pieces from the Massachusetts National Guard

16

coordinated with the Pops music.

On the tenth of July the Tall ships of Operation Sail paraded into Boston harbor lead by the venerable USS "Constitution. " On the eleventh HMS "Britannia" arrived in Boston harbor to bring Queen Elizabeth and Prince Philip for a nine hour visit to Boston in honor of our country's two hundredth birthday.

Fort Independence on Castle Island with more than 100,000 people gathered, appropriately, around the Donald McKay Monument (in center of photo) to view the Tall Ships Parade into Boston Harbor, July 10, 1976.

These events had a profound effect on the people of Boston. In each case hundreds of thousands of people joined together to be witness to something that has survived to become a living part of our heritage: Mr. Fiedler and the music of composer Tchaikovsky; Queen Elizabeth and the British monarchy; and the Tall Ships whose design and romance have all survived the test of time.

Over four million people took part in these events and not one serious incident happened during that time to detract from the celebration. People were talking to and smiling at each other, caught up in the great feeling of brotherhood that was evident everywhere. They were in need of and looking for things to which they could relate and hold as truths. These they found.

The value of such events cannot be measured in dollars, even though many dollars were added to the local economy. But the good will and good feelings are priceless.

ALBERT A. SWANSON

Suoscription $10.50 one year 38 Commercial Wharf, Boston, Mass. 02110

RADICH WEATHERS A HURRICANE The Norwegian full-rigger Christian Radich started her homeward voyage late in the season, having visited ports as far inland as Chicago during Operation Sail. Paul Galloway boarded her in Montreal on September 7, and sent back to the Chicago Sun-Times an account of the hurricane she encountered 400 miles off the coast of England on Wednesday evening, September 22.

He records the scene as Captain Kjell Thorsen sent out a standby advisory at noon Thursday, after sixteen hours' battering by the storm, saying the ship would need help ''if hurricane lasts another twelve hours": "Outside the windows of the tiny pilot house was a scene of the storm's incredible violence and anarchy. Three of the petty officers, in yellow, rubberized foul weather suits, were hanging from a yard on the mainmast, trying desperately and in vain to secure what remained of the mainsail...Just in front of us, two cadets, ages 15 and 16, in their orange weather gear, fought the wheel, struggling to keep the ship at a 45-degree angle to massive breakers.

"On the foremast, only tatters of sail remained. They had been torn loose by the fury of the hurricane as ff they were soggy paper, and frayed remnants of the rigging, steel cables and ropes almost as large as a child's wrist swung drunkenly from the yards."

Earlier the ship had run before the blow, Galloway reports, "swept along on roller-coaster cascades of waves, screaming through the night at 14 knots under only one sail on the mainmast and one torn and bedraggled sail on the foremast." There was concern that she would lose her topgallant masts. But, records Galloway, "There was no fear, no panic. The officers went through their harrowing duties with a professional calm that belied their concern, meeting one crisis after another, being defeated, falling back, then facing the next crisis.

"Throughout the horror of the long night and the gray morning and afternoon of the next day, the routine of the ship went on. The cadets, although they were not allowed aloft in the rigging, maintained their four-hour watches."

The Force 12 storm-a hurricane with winds over 65 knots-abated Thursday afternoon, and the Radich was able to make way under power toward England, where on Sunday night, "battered and wounded but with a dignified grace," she came to anchor off Pal-

OPERATION SAIL mouth . Of the new suit of sails she carried, nine were unrepairable, three badly damaged . Galloway dined ashore with First Mate Hegerstrom and Second Mate Hoen in a waterfront restaurant Monday, overlooking the ship.

"We talked for a while," he concludes, "and then we said nothing. We sat there quietly, looking at the ship.

Just looking at her and not saying anything ."

Leifur Eiriksson: Iceland's Entry in Operation Sail Iceland's participation was first considered late in 1975. We decided to bring one of the two boats presented by Norway in 1974, on the llOOth anniversary of the settlement of Iceland in 874.

These were replicas of the merchant Viking ships, of the kind used for bringing household and livestock from the Old World to the New World settlement. The same type of vessel was used on the west coast of Norway until late in the 18th century.

No other vessel of this type would be in the parade; the Danish Viking ship replica Sebbe Als (SH No. 4, pp. 15-16) is of a different kind, the so-called "long ship" used for raids and warfare.

The ship we chose, like her sister, had sailed from Norway to Iceland, making the passage in twelve days. But sailing her to America was out of the question, since the voyage would have to be undertaken much too early in the summer, when dangerous pack-ice still filled the passage south of Greenland (in ancient times the seafarers set out in early August). We were glad that the Iceland Steamship Company agreed to transport the ship, and Icelandic Airlines the crew.

Leifur Eiriksson is a small ship, 40 feet long and 10 feet wide, with a mainsail of the square-rigged Viking type.

There is also a topsail, not much used, and seven oars are carried aboard .

Viggo Maack, naval architect of the Iceland Steamship Company, was named skipper, with a crew of six. We were outfitted with a set of replicas of ancient garments to wear, which had been made for the Millenial celebration of the founding of the Althing (Parliament) in 1930. We rehearsed in the ship for about a month, finding her able and remarkably fast-up to 15 knots! A lasting attachment was created.

Our maiden voyage in America, on July 3, was made memorable by an unusual accident. Suddenly, out of the blue, a waterspout hit us and almost capsized the vessel. A lot of water got

into her as she Jay on her side, but by a quick , concerted effort we were able to pull down the sail and get the ship back on her keel. The sixteen-hour sail we had next day in Operation Sail was forever memorable to all of us. We were conscious of our own smallness, but all day Jong patrol boats and sailing boats came up to our side photographing and shouting encouraging comment. One was: "God bless you! You are the greatest!"

SIGURDUR A. MAGNUSSON Chairman, Writers Union of Iceland

Maine and Virgin Island Cruises 95' Windjammer __ Harvey Gamage, __liiiiiilllm.ilillliiir' (2oa> 669-7068 Box R, 39 Waterside Lane, Clinton Conn. 06413

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17

The Star is Reborn!

by Kenneth D. Reynard Fleet Captain, Maritime Museum Association of San Diego

NOTE: Four years ago we reported (SH No. J, p. 32) the seemingly insuperable obstacles faced by Captain Ken Reynard in getting the restored bark Star of India, of San Diego, out under sail. Under his tough and able management the ship had been trans/ormed from hulk to museum ship; master rigger Jack Dickerhoff made and sent up her rigging, Ken himself had sewn her a complete new suit of sails-an immense task pursued in his evenings, year after year.

"Captain Reynard, " we concluded, "is determined to take his ship to sea, and we're sure he will overcome the problems that such a goal entails. " On July 4, while Operation Sail was in progress in New York, Captain Reynard did just that. In an account that tells much of the ship and the man, he gives us his report.-ED.

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Tugging gently at her lines on San Diego's Embarcadero lies an iron barque, the oldest merchant ship afloat today . This doyenne of all the world's sailing ship fleet was built at Ramsey on the Isle of Man in 1863 and launched on 14 November of that year as Euterpe, the goddess of music and lyric poetry.

The young Queen Victoria was on the throne, Abraham Lincoln was President of the United States, and some of the worst fighting of the Civil War had yet to be fought . The English people were more or less openly friendly to the Confederate cause, but not the forthright Manxmen who saw to it that the Stars and Stripes flew with the Red Duster on that day of her launching.

The year 1863 has its own significance: the Lloyds of London scantling requirements were reduced to nearly half, as it was now realized that ships of all metal construction need not be nearly so heavy . Thus, this old relic of a dimming past, the Star of India, exEuterpe, was astonishingly heavy of

construction; her plates are 15/16ths of an inch at the keel to above the turn of the bilge, 3/4" to the deck, with 5/8" bulwarks. All other parts are proportionately heavy. She is no clipper!

Her bows are full with only moderate flare, she has a noticeable tumble-home, and she is fat and plump in the rear; a dowager, stately, unruffled, and slow.

The Star roamed the world carrying passengers, mostly emigrants, and cargo out from England to India, Australia, and New Zealand via Cape Hope, and homeward via Cape Horn, twenty-one circumnavigations in all until late in 1897 when she took her final farewell of the British Isles. Shaw Savill sold her to J. J. Moore of San Francisco in 1898 who put her under Hawaiian registry to circumvent United States law about foreign built ships. But Hawaii was about to disappear as a nation due to annexation to the United States.

There followed ahout a year of snarled up red-tape in which she, along with some other vessels such as Star of Italy and Falls of Clyde, wallowed around bereft of any real nationality: certainly she was no longer British, she was not yet American by any means, and Hawaii as a sovereign nation had disappeared.

All was solved by an Act of Congress specifically naming her and several others to American Registry on 14 June 1900. In January of 1901 she was sold to the Alaska Packers Association of San Francisco and wore that hailing port on her stern until 1927 when she was towed to San Diego. In 1906 she towed out the Golden Gate as Euterpe, just four days before the earthquake. In accordance with her owner's wish to have their ships' names commence with Star, she was given the name Star of India and returned to San Francisco under her new name.

She made the annual run to Alaska for the salmon fishery there, carrying the men and supplies north, and the salmon pack south until one day, 30

August 1923, she arrived with over 20,000 cases of salmon; they and the crew were discharged. Thus ended the last of her sailing days as a cargo ship covering over 62 years of the hardest kind of sailing in all the world's climes.

The Alaska Packers were converting to steam and one by one their sailers were being laid up. In 1927 the San Diego Zoological Society decided to establish an aquarium and felt that it would be a prime idea to have it in one of the many available square-rigged ships. Star of India was purchased and towed to San Diego in July 1927 and there to languish in that quiet sunny port, slowly to deteriorate in the sun, that most destructive of all natural forces on man's fabrications. By 1959 it became apparent that this could go on no longer, and she must be either scrapped or sunk. She was drydocked in November that year and the hull was found to be in very fine shape in contrast to decks, rigging, etc., which were not.

I had always had a deep interest in the Star, but as Master of the refrigerated ship Westgate I was away too much to be of real help. But late in 1961 my ship was sold and I was free to take charge of the restoration, the story of which is a long and colorful one, a book in itself.

We had more rust, dirt, and decay, and even skepticism, than anything else; but slowly the work progressed (and her debts as well) until by 30 May 1963 with all but her royals crossed, we opened to the public. We had received nothing of anyone's tax dollar nor did we want any. Star of India retired her debts in four and one-half years, and they were over $70,000.00. 14 November 1963 dawned gray and looked like rain in her 1OOth anniversary but the sky cleared and a grand party was held, with Captain Alan Villiers as honored guest. I had made a fore lower topsail for her, determined that on this occasion at least one sail would be set. The Star has done well over the years and is about as fully

restored as is possible, save only a few details.

By 1973 we felt the need for more space; and a building ashore being out of the question, we acquired the veneralble old San Francisco Bay ferryboat Berkeley of 1898, the first successful propeller driven craft of that type on the West Coast. She is complete with boilers, engines (three cylinder triple) and stained glass clerestory-all of which were very run down; and to use understatement, in need of a bit of work. At about this time we also acquired the classic, graceful steam yacht Medea, restored and presented to us by the graciousness of Paul and the late Olive Whittier of Los Angeles. This little fleet of vessels is the Maritime Museum Association of San Diego which has no real problem that cannot be cu.red with money and which has a potential for the future of an excellent repository of marine lore.

Having made our own sails about five years ago for the Star, often setting them at the pier ori balmy days, it is only natural that we should develop the desire to do this on open water. This was finally accomplished on the Fourth of July, 1976, accompanied by some 2,000 spectator boats and viewed by almost 300,000 people lining all possible vantage points of the entire San Diego Bay area. The problems involved in bringing about this event are almost unbelievable and will be the subject of some future volume or two. Even the drydocking became a sort of "Hairbreadth Harry" affair that ended far better than it began.

The old ship is tighter than Scrooge's purse and has never leaked a drop during my fifteen years with her. Mute testimonial as to her condition was found after sandblasting: stamped into the surface of those massive one-inch thick plates, and in many areas below and above the water, one can easily read the plate maker's mark BRUNSWICK'S BEST . .t

19

SAIL TRAINING

The International Sail Training Races, 1976

By Barclay H. Warburton, III

President, American Sail Training Association NOTE: The American Sail Training Association was founded in 1973, by agreement with the Sail Training Association, an international body headquartered in England, to faster and coordinate the interests of sail training in American waters. This account, excerpted from the fall issue of ASTA 's excellent journal, The Day's Run, reports on the origins of the international movement as now organized, and on the Tall Ship Races which brought the world's training ships to take part in Operation Sail-1976. Readers interested in receiving this issue of The Day's Run may write ASTA, Eisenhower House, Fort Adams State Park, Newport, RI 02840. Regular membership is $10.-ED. The background of the International Sail Training Races, how they came to America in 1976 for the first time, and why Newport was selected as the place to finish is of importance in understanding the growth of this great International event.

The Sail Training Races started in 1956 with a race organized by the Sail Training Association which started at Dartmouth, Englahd, and finished at Lisbon, Portugal. The first race was such a great success in terms of both spectator interest, and, more importantly, of the international goodwill engendered by the meeting of young cadets from many countries, all with a common interest in the sea, that the ST A decided to make the affair a biennial event. Among the great races that have taken place every two years since then were the 1960 Race from Oslo to Ostend, with Statsradt Lemkuhl the winner in a close and exciting finish; the 1964 Race to Bermuda with Juan Sebastian de Elcano the winner of the long leg to Bermuda; and the 1972 Race from Cowes to the Skaw, which saw Dar Pomorza of Poland taking the honors.

As the Races grew in importance and size, various countries and cities holding some sort of historic commemorative event began to eagerly compete for a visit by the ''Tall Ships''.

A race to the United States in 1976 to coincide with the Bicentennial celebrations seemed a natural, and the STA was most receptive to the idea. As the In-Shore Regatta (the intership sports competition) had become of increasingly greater importance over the years, the ST A expressed an interest in having the

20

International Races finish at Newport, a port they considered to be more appropriate for the In-Shore Regatta than any major commercial city.

Because over the years it has become customary for the ships to visit a port during some celebration of note, the ST A has made it a policy to run the race to a finish line near that port, and then "turn over" to a local organization upon completion of the In-Shore Regatta and the Prize Giving Ceremony.

Accordingly, in order to preserve the identity of the Sail Training Races as an on-going program of the STA, as opposed to the once-in-two-hundred-year celebration of the Bicentenary, "Operation Sail '76" and the STA entered into a formal agreement stating that the conduct of the Races through the end of the In-Shore Regatta was the sole responsibility of the ST A, and further stating that "Operation Sail '76" would begin at 0800 1 July, with the departure of the sail training ships from Newport. Only those ships which had taken part in at least one leg of the Race, or the Coastwise Race, were eligible for the In-Shore Regatta and the events at Newport.

For the first time ever, the Sail Training Association invited another organization to act with them as co-host and co-organizer of the Races, and the American Sail Training Association, which had been founded in 1973, was honored to be so chosen.

Plymouth to Tenerife

The most ambitious sail training races yet undertaken in the twenty-year history of this event saw eight Class A ships and thirty-nine Class B's gathered at Plymouth, England, for the start on 2 May, 1976. the United States was conspicuous by its absence on the starting line, no American ship having entered in either class.

First across the line in Class A was the great Soviet four-masted barque, Kruzenshtern. In Class B, the holder of the world's record to Australia and back, Great Britain II, was the first away on the 1400 mile run to Tenerife.

During the race airs were light and contrary-certainly not the wind the big square-riggers needed to make a fast passage. Line honors went to GB II in Class B, and Tovarishch in Class A. On corrected time; Tovarishch was the overall-winner.

In the Canary Islands the overnight cruise-in-company with the crew exchange took place; over six-hundred boys and girls changed ships. The sec-

ond day brought Northeast winds in excess of Force 6, to give the ships a great sail back to Tenerife.

Tenerife to Bermuda

the first U.S. ship to join the Race, Regina Maris, belonging to the Ocean Research and Education Society of Boston, was away to a good start as the 2500-mile leg to Bermuda got underway on 23 May. Also joining at Bermuda were Juan Sebastian de Elcano and Sagres.

After three days of good sailing in a northeast breeze, the trades disappeared. Before the race ended, several ships experienced problems of shortages of water; so long was the passage, that even a decision to withdraw and turn on engines would not have helped some vessels because the distances left to go were beyond motoring range. In a true spirit of seamanship, many ships assisted one another; Gorch Fock, although not racing, was in the vicinity and gave water to several vessels, and in a display of sportsmanship that was to win her the coveted Cutty Sark Trophy, Zenobe Gramme, the entry of the Belgian Navy, towed Kukri and Erika over 1000 miles, thus giving up any chance of victory for herself.

When the final results of the long race were in, it was Tovarishch, once again, the winner in Class A, Gypsy Moth Vin Class B 1, and Stella Po/are in B 2.

Great Britain II was the first to finish in the grueling contest.

Bermuda to Newport

At 1500 on 20 June, eighteen squareriggers crossed a line that stretched, for almost two miles (1.85 to be exact) in a Northeasterly direction off St. David's Head. It seemed that all the ships chose to go for the favored end of the line, marked by H.M.S. Esquimaux. A change in the racing rules, granted by the Race Committee at the Captain's Briefing on 20 June, by the signed request of all eighteen Class A entrants, permitted the large ships to use their engines without penalty right up to the starting gun. The purpose of this change, as proposed by Captain Baron von Stackleberg of Gorge Fock, was to allow for emergency maneuvering in the event of risk of collision; unfortunately, several ships who were early on the line, took advantage of the rule change to hold on the line with engines going astern. This meant a rapid closing of those who had timed their start pror erly, and the inevitable happened. Two collisions took place, one between Libertad and Juan Sebastian de Elcano,

SAIL TRAINING Close quarters at start of Tall Ships race from Bermuda produce near catastrophe. Here Argentina's Libertad scrapes by Spain's Juan Sebastian de Elcano. Photo courtesy The Bermudian.

with the latter losing her foretopmast as a result. The subsequent protest hearing at Newport cleared Juan Sebastian and disqualified Libertad, she being both to windward and overtaking. (All sail training races are sailed under the International Rules of the road, not racing rules.)

The second collision was among Gaze/a Primeiro, Mircea, and Erawan.

As this matter awaits adjudication in the courts, comment here would not be appropriate.

In spite of these mishaps, the start off St. David's Head was a most glorious sight; clear skies, 12-15 knots Southwest wind, and a fleet of majestic sailing ships whose like has not been seen in the Western Hemisphere for perhaps one hundred and fifty years.

Sadly, the breeze died away to nothing on the second day, and for three days the ships, large and small, sat, as the poet wrote, like " ... painted ship(s) upon a painted ocean". Swimming parties and intership visits were frequent, with an afternoon's exchange of cadets between Kruzenshtern and Eagle taking place. Finally, on Thursday morning 24 June, came the decision from the Race Committee in Newport; the time limit for the Race was moved up to 1800 24 June. This meant that ships of Class A would take their positions as of 1800 that evening, and then proceed under power to Newport.

Class B entrants, many of whom were far ahead of the larger and slower Class A's, were permitted to finish in accordance with the original racing instructions.

Determination based upon the 1800 positions made Gorch Fock the winner of Class A. The great sailing yacht Ticonderoga, which at one time or another has held virtually every record for major ocean races, was winner in Class B 1 and Overall Fleet winner in Class B. Sabre, the entry of the Royal Artillery Yacht Club won Class B 2.

Coastwise Race The 310-mile Coastwise Race was organized so that U.S. registered vessels who were not licensed to go to Bermuda, but who frequently work with

trainees, might be able to participate in the In-Shore Regatta and "Tall Ships '76". This race was specifically for ships such as Bill of Rights, Brilliant, and Harvey Gamage, fast American schooners restricted by Coast Guard regulations to within a 20- or 100-mile limit. There were seven entries in the Coastwise Race, with Brilliant being the only one to finish. All other entries withdrew; a combination of fog and calm made drifting around on soundings a dangerous situation.

In all, the ST A/ AST A Races were a tremendous success in terms of their two major purposes: promoting sail training as an educational and character-building experience for young people, and bringing the youth of many nations together to foster international goodwill and understanding. The Races served the additional purpose this year of bringing the ships to the United States in order to subsequently take part in "Operation Sail '76", the Bicentennial celebration which brought so much pleasure to millions of people.

Complete race results available on request from A STA. .V

NEW YORK PHILADELPHIA NORFOLK 21

SAIL TRAINING THE CAPTAINS FOREGATHER, AND THERE IS NEW THINKING ABOUT SEA MUSEUMS The fourth annual conference of the American Sail Training Association at Mystic opened auspiciously on October 21 with a stirring call by Francis E. (Bift) Bowker, master of the schooner Brilliant, to all participants to address themselves to one thing very needful in America today: pride. This, he said, is what young Americans can get at sea.

Pride in ship, in self, in shipmates, and in the rewards of hard work done with zest and snap to meet the test of the sea.

Barclay Warburton, President of the Association, picked up this theme and to it added this: that sail training was concerned with "the indomitable will of man to do things-and get to sea!"

Lt. Commander Greville Howard, VRD, RNR, reported on the International Sail Training Races of 1976, including the great one that led up to Operation Sail in New York, Boston, Baltimore and other ports. The Sail Training Association, headquartered in England, is an international organization, and conducts the Tall Ships races which have become a feature of European waters . It is linked closely with its younger sister-organization, the American Sail Training Association, which was founded to meet an agreed perception that a distinctively American organization would be needed to carry forth this mission in American waters .

Corwith Cramer, Jr., Executive Director of the Sea Education Association, which sails the schooner Westward out of Woods Hole, Massachusetts, then presented the first of the conference's working reports, on the need for legislation defining the status of the student at sea, the liabilities of shipowners to students, and construction and manning requirements for sea training ships.

"Our society," said Cramer, "boasts of its love of adventure, but in word only." In fact it is only with the greatest difficulty that we can get young people to sea, in the face of impractical "no risk" standards that are set up. We have, he added, to improve and be careful of our own standards. Society rightly reacts with outrage to tragedies like the loss of the Albatross in the Gulf of Mexico, and the Pamir in the North Atlantic. "Society will not accept our sending young people to sea in ships that roll over and sink." Probably, he concluded, we need a trade organization to pull our concerns together, and

22

fight them through. These themes and many specific recommendations were thoroughly discussed in a panel discussion, chaired by Cramer, the next day.

There was much discussion of the problems brought out in Cramer's report and panel; one overheard remark seemed to go to the heart of the matter. " 'No risk' means ultimately, no voyaging."

Alexander Salm, President of Operation Sail, then led off a round of reports from conference participants, covering their activities for the year. These ranged from Dr. George Nichols' sailing the barkentine Regina Maris home from the Mediterranean, to a take up the work she is now in following the life of the whale in the North Atlantic, to a report from Baltimore that the Baltimore clipper under construction in public view there would be launched in the coming spring. Commander Paul A. Welling, captain of the USCG Eagle, reported the interesting news that the bark would head for Europe next year, reverting to practice of prior years, leav-

' 'No risk' means, ultimately, no voyaging. " ing in May and returning in July . There was a good deal of discussion, which continued throughout the conference, on the advantages of larger or smaller vessels. Sentiment seems mostly for smaller vessels, but certainly Dr. Nichols seems happy with the generously proportioned Regina, and it's clear that different programs lead to different viewpoints on this as on other questions. The most impressive report probably was that rendered by the Pathfinder brigs in Canada. They are three almost identical vessels, built the period 1952-62. The first, the St. Lawrence JI, cost $38,000 to build, the next, Pathfinder, $93 ,000 , and the newest, Royalist, $230,000(!) Operating costs of these lively vessels, which took part in Operation Sail, are fully met through carefully designed and administered community support programs. Captain Joseph Davis of the schooner Bill of Rights pointed out an increasing program of sail training, as opposed to passenger cruises, in his ship and others, and spoke for many when he said of Operation Sail that it ''brought the country together. There was never so much joy since the Revolution!"

Irving Johnson, famous master of the Yankees and veteran Cape Horn sailor, spoke movingly at dinner that night of

his experiences in half a century's seafaring, including a passage with Nichols in Regina this summer, in which a young woman member of the crew earnestly instructed Johnson in the proper way to heave up and furl a squaresail on the yard. He said that the Pathfinder brigs, which sail with 14-18 year-olds in crew, set an enviable example in sailing sometimes with only two older people aboard. "The best crew," he said, "is all trainees; indeed none of us can afford to stop learning at sea." And finally he said that, for himself, the great gift of experience under sail had been a thing you can see in any real sailor, a way of leaning forward into the work. "What it a taught me," he said, "has been to lean forward into life ."

Museums and Sail Training One of four panel discussions was held next day on sail training and the maritime museum .

Zelda Mueller of Operation Sail urged that the expertise developed in Operation Sail should not lie unused, but be used to advance activist programs for museums. With this there was general and wholehearted agreement.

Ralph L. Snow of the Bath Marine Museum set the theme when he pointed to the "activist role of the museum in the community and ¡the region it serves," as lying at the heart of the interest a maritime museum should have in sail training. "Museums," he said, "are best situated to encourage the involvement of people with their past." In Bath, he noted, the Museum was deeply interested in the extension of a heritage of craftsmanship from the past to the present. The shipyard was a central tbing for the Museum, which is devoted to the story of the oldest shipbuilding center in the United States. Through the Apprenticeshop, and through work and exhibits at the Percy & Small shipyard, the Museum tried to get at that heritage in living ways, and it was their dearest ambition to take another step forward and construct a working vessel on the Percy & Small ways.

A report was heard from Fort Adams, Rhode Island, an area which George Howarth of the State Department of Natural Resources described as "one big museum." Dennis Murphy, Director of the Department, said that the presence of the Tall Ships in Newport had given Fort Adams national publicity and recognition, and that they were moving in the wake of this to expand active program including, at present, launching ramps for boats and other means of involving people with

SAIL TRAINING

the sea. It was generally agreed that a yachting museum would be a natural development for Newport, and that this would fill a gap in the existing roster of maritime museums. Captain Albert Swanson, representing the National Society in Boston, reported on the great success there of Operation Sail, and people's desire to capitalize on this in advancing the proposed Historical Museum of Boston, a museum proposed to ''present the overall story of how the area developed." He paid tribute also to the small Constitution Museum, now established in a warehouse described as the "support building" for Drydock No. 1. The harbor islands, Swanson reported, are being developed as historic parks, in a program run by the State, which he works in. Until recently the Westward of SEA was run out of Boston; now the square rigger Regina Maris is based there.

"It taught me to lean forward into life. " Reviewing these somewhat scattered programs in both Newport and Boston, it was agreed that a central museum focus would be desirable, and that if a principal agreed center could be created, that sail training ships associated with that center would probably garner increased support and bring both support and lively program to the museum center.

The use of stationary ships, like the Peking in South Street, as training ships in situ was raised by Zelda Mueller. The Conrad at Mystic was so used, and a great deal of learning and reward result.

It was agreed that sail training ships need not be owned in every case by the museum. The great thing was to have such ships based on the museum, and so enriching its program.

Peter Stanford pointed also to the experience of the Hudson River Sloop Association's Clearwater. By making regular cruises on the river, and building up local chapters at principal ports of call, the Clearwater had created an institution around herself boasting over 5,000 members, fine publications, and very strong, deep-rooted community support and interest.

The question was posed: would this work for example for the Bath Museum, which has a high goal of increasing its 1,500 members to 5,000? The organizing principle would be that wherever the ship calls, local historical societies, art,

music and ecology groups share in her program. The museum thereby gains significant outreach into communities at some distance from the museum center, and its fundamental messages get translated into on-the-scene community events.

Captain Swanson noted that sail training bred up people who knew how to care for historic vessels, and suggested that those living skills which are required flourish best when they are learned and practiced at sea. To this, Zelda Mueller added: "If you lose the seaman and his arts, you've lost the living link you have with your history."

This was strongly agreed with by all hands.

The question of historic preservation values obstructing activist sailing on some historic waterfronts was brought up. Snow gave a spirited rebuttal to this, saying that the National Register of Historic Places was governed under a philosophy that recognized the importance of active program, which brings life to old buildings and neighborhoods.

Finally, there was discussion on whether it was a good idea for a museum dedicated to being a lively center of experiential things to call itself a museum: didn't the word itself suggest something dead? It was pretty well agreed that you could get recognition as an active center under the name "museum," however, and that the principles of learning from real things were guarded by the museum concept. A museum after all is neither an amusement park nor a learned society.

P.S. DIFFERENT SHIPS, DIFFERENT LONG SPLICES

By Corwith Cramer, Jr. Executive Director, SEA PO Box 6, Woods Hole, MA 02543 NOTE: The Sea Education Association sails the schooner Westward as a research vessel, based at Woods Hole.

"Its principal purpose," says their newsletter Following Sea, "is to teach college-level students about the oceans through a combination of classroom studies ashore and practical laboratory work at sea. " Six weeks ashore are followed by six weeks aboard the 125-foot Westward. Her schedule shows her calling in at Bermuda, the Dominican Republic and Puerto Rico in November, in Puerto Rico and the Bahamas in December, in Florida in January. Here the Executive Director reflects upon an-

other program, run in other ships to different purposes. -ED. To me, the fascination of Op Sail was the tremendous variety of training programs represented.

I was fortunate to get a close look at one of these efforts when the director of the (British) Sail Training Association, Brian Stewart, invited me to spend some days at sea aboard the Sir Winston Churchill.

Like her sister ship, the Malcolm Miller, she was built of steel in England in 1967. Rigged as a three masted topsail schooner, she is 125 feet on deck, 25 feet wide, and draws 16 feet. Designed by Camper and Nicholson, her hull is similar to the large sailing yachts which that English firm produced in quantity between 1900 and 1925. She has a large house which takes up most of her deck space amidships, and her rig, with running backstays on all three aluminum masts, requires a lot of manpower. In comparison with Westward she is faster, less forgiving, and a good deal larger.

The program she serves is designed to build character by giving young people in the British Isles a taste of life before the mast. Every two weeks a new group of 39 trainees, ages 16 to 21, arrive on board from factories, schools and businesses throughout Britain, sent by sponsors who feel the experience will do them good. They are divided into three watches, each supervised by a watch leader (former trainees) and a watch officer (volunteer yachtsmen). For the next fortnight they provide the power to move the vessel an average of 800 miles.

In some respects the program is similar to ours. The discipline of sailing ships at sea is pretty universal. But in other ways the scene aboard is in striking contrast to Westward. The professionals who make the decisions (captain, chief officer, bosun, engineer, cook) seldom deal with the trainees.

There is little attempt at explaining why-or how-and the European class structure is omnipresent. The entire ship is divided into four classes-afterguard, petty officers, cooks, and traineeseach of which lives and eats separately.

The STA schooners operate 42 weeks of the year in very rough and cold waters. They are rugged ships, and they provide their trainees with rugged experience. I'm certain that the two weeks which now form a common experience for their thousands of alumni are unforgettable. The time I spent aboard gave me a valuable perspective on our own operations. .:ti

23

Out of a different world, the Vicar's round bows still fend off a cold and desolate sea. Her sturdy structure is used as an extension to a pier and a breakwater behind which small boats can shelter. Photo: Peter Throckmorton.

''As good as can be made. â&#x20AC;˘ â&#x20AC;˘

,,

Report on the Vicar of Bray

By Peter Throckmorton

Curator-at-Large National Maritime Historical Society NOTE: The Vicar of Bray, a hulk in the Falkland Islands, is the last survivor of the westward oceanic movement that made America a continental nation. She is one of the 777 ships that took part in the California Gold Rush of 1849.

This report is concerned with the project now under way to return the Vicar to San Francisco, where community plans supported by the Mayor and State and Federal authorities have been made to emplace the ship as a monument to the seafaring heritage that built our nation. The Vicar project is sponsored by the National Maritime Historical Society, as part of a continuing program to enhance our national sea heritage-ED. Presented to the National Society by English interests as an international tribute to the American Revolution Bicentennial, the Vicar of Bray today awaits transport home from the Falkland Islands, where she was condemned as a hulk after losing her last battle with Cape Horn. The Haslett Warehouse in

24

San Francisco has been chosen for the installation of a museum for the Vicar (see "Opportunity in San Francisco, SH No. 4).

The ship was discovered in the Falkland Islands by Karl Kortum in 1966.

Having made a necessarily brief visit to the ship where she lies, serving as an extension to the jetty at Goose Green, he and his staff at the San Francisco Maritime Museum were swept up in a wave of excitement when the museum's librarian, the late Al Harmon, discovered that this obscure bark from the North of England had been one of the ships that came to San Francisco in the Gold Rush year 1849. "Finding her," said Scott Newhall, at that time editor of the San Francisco Chronicle, "was equivalent to finding the bead necklace that bought Manhattan."

Prince Philip of England, and Frank G. G. Carr, the author of England's Maritime Trust, shared the enthusiasm of the vessel's American discoverers.

Through the good offices of Alan Burrough, CBE, distiller of Beefeater Gin, the ship was sold to the National Society in this country for $1, by the Falkland Islands Company, as a gift in

honor of the two hundredth birthday of the United States. (The dollar involved in the transaction was given by Scott Newhall.)

In the spring of 1976, a team from the National Society visited the Vicar in her lonely berth on a beach in the Falklands . They came away convinced that salvage is a practical proposition-and eminently worthwhile.

The Ship The Vicar of Bray was built by Robert Hardy in Whitehaven in the County of Cumberland, England, in 1841. Her original registered tonnage was 281, which was .later altered to 347 .69, and then to 364.

As originally built, she was 97 feet on deck, by 24'3" wide, by 16'10" depth in hold. She was lengthened, apparently in 1859, to 120 feet overall, or approximately 115 feet on deck. This corresponds to measurements made of the actual ship in the Falklands in the spring of 1976. The last change in tonnage was apparently accomplished by increasing the size of her hatch coamings, in 1877.

The Vicar belongs to a period in ship

construction which marks the highest peak in the art of wooden shipbuilding in England, before the advent of scientific naval architecture. She was one of a class of vessels which were built for the hardest sailing ship trade in the worldthe copper ore carriers. These vessels carried coal from ports in the North of England, across the South Atlantic, around Cape Horn, to the western coast of South America, where they discharged their coal and loaded copper ore for the return trip (at that time there were no copper smelters in South America). Like another famous class of 18th and 19th century small square rigged ship, the colliers, the Vicar was built for an old established trade, which her builders thought would go on forever. Therefore, she was built to last forever .

When Lloyds surveyor William Fell surveyed the Vicar, at Robert Hardy's Yard on the 28th of April 1841, his comment on the general quality of workmanship of the vessel was: "As good as can be made." His further comment, under "General Remarks," was: "This vessel is built of the best materials with excellent workmanship, and expensively fitted out in every ¡way, and fit to take a dry and perishable cargo to any part of the world, and I am of the opinion should be classed AI 12 years .... " Mr. Fell's enthusiasm is understandable when one scans his original survey report. Keel, stem and stern posts were of "African Oak" (a term loosely used in the period which referred to what we now know as iroko, and sometimes to upepe-both well known West African

hardwoods, used to this day) as was planking and futtocks. Except for the floors and "first foothooks," built of English oak, the lowermost outside planking ¡of American elm, and the decks, which were of pine, the original report has the entire ship built of this timber. The structure was held together by oak treenails and copper bolts, and further strengthened by forged iron knees, pointers and breasthooks.

Present Situation Goose Green, where the Vicar lies, is just under 50 miles from Port Stanley, the major port of the Islands, by air.

There is communication with Stanley several times weekly by DeHaviland Beaver float plane. Heavy cargo is hanthe Falkland Island Companies motorship Monsunen or the Government's M. V. Forrest. The location in Choseil Sound is a safe anchorage for ships of any size in any weather.

The whole area is the property of the Falkland Island Companies Darwin Estate, and Goose Green has electric power, a doctor, accommodations, and catering possibilities for a working crew, by arrangement with the company. the Vicar lies parallel to the shore, inside a strong modern dock built alongside her starboard side by the Falkland Islands company. The dock has a timber deck built on pilings, and makes an ideal working platform for operations on the Vicar. The ship is listed to port at an angle of about 15 degrees, high side to seawards. The ship forms an extension to the pier, and serves as a breakwater behind which small boats belonging to the Darwin Estate can shelter.

The Falkland Islands Company has asked that we replace the Vicar with a suitable structure when we remove her.

According to Philip Berrido, Darwin's oldest inhabitant, the Vicar has been there since 1912, when she was brought into the bay to be sunk as a dock, was improperly anchored, and blew away during a night gale, to fetch up in her present position. Berrido says that a good deal of her last cargo of coal still remains on board. It's still there because, says Berrido: "It's spoiled by the salt and no good for the stove." The coal ballast of the Vicar has undoubtedly contributed to her well being over the years, holding her down so that gales have not pushed her on shore to break up.

Norman Brouwer (historian), Hilton Matthews (shipwright) and I carried out a preliminary survey of the Vicar of Bray on April 14 and 15, 1976. We were as favorably impressed as had been Mr. Pell, 125 years before.

At first, the Vicar seems a desolate wreck, with her decks fallen in and weather deck beams collapsed, and the port side timber port in her bow gaping like a missing tooth in a pretty face.

That first unfortunate impression of the Vicar is modified when one inspects her carefully. Upright, with the mess cleared up, it would be difficult to believe that she is in her second century.

Except for her perished deck, smashed transom, the accessway cut into her starboard side, and some missing planks on the port side forward, the hull seems intact.

Her broken rudder still chatters in its worn gudgeons in the chop that builds

This engraving by Thos. Armstrong shows San Francisco as it was on October 31, 1849, three days before the arrival of the little bark Vicar of Bray.

25

As good as can be made: Report on the Vicar of Bray up in the sound, and the general outlines of her poop and after cabin are still there, even to the cabin sole. All this is obscured by the clumsy tin shack constructed on the poop. The hold is full of stuff fallen from her decks. Her pumps and pump wheels lie there in the mud, as do the bunks from the focsle and the panelling from the master's accommodation.

The Vicar, in her old age, is like the 90 year old man in a cross country run, of whom it was remarked, "He doesn't run remarkably, but it's remarkable that he can run at all ."

Construction The vessel remains as originally built of West African hardwoods, with English oak used in her floor and upper first futtocks. Planking of iroko is of the best quality, quarter sawn, and is still remarkably sound. Longitudinals and deck beams are of either iroko or upepe. The visible futtocks in the lower hold are iroko, floors visible there tend to be of English oak. Almost all are relatively sound-that is they are soft on the surface, with good hard wood underneath. The English oak has fared worse than the iroko. The pine decks have rotted away completely.

All visible frames and futtocks were probed from stem to stern and all were strong in spite of apparent surface deterioration. Even the English oak probably retains more than half its strength.

The Vicar was rebuilt in 1859, and long leaf yellow pine was used in this reconstruction. It still retains its strength.

The Vicar, like most English ships of her period, had, in place of the massive grown knees typical of American vessels, forged iron hanging and lodging knees. These members are not rusted much, due to the nature of forged iron.

However, some through fastenings have deteriorated.

The hull appears remarkably strong, and has not lost its sheer, except on the starboard side forward where sagging pressure has broken the iron bolts of her massive iron breasthooks.

We were not able to dive and carry out an underwater inspection due to bad weather. However, both English oak and American elm have the reputation of retaining their strength as long as they are continually immersed. The Vicar still retains her copper sheathing below low tide level, which should still protect her to some extent. The area between "wind and water," that is be-

The tweendecks, port side looking aft. A high level of workmanship and finish shows throughout this view. Note the good condition of the ceiling and that the iron knees and straps have not pulled away from it. The deck beams and other timbers are carefully beaded, as are the openings in the ceiling. Photo: Peter Throckmorton.

tween low and high tide level, is where one might expect serious deterioration.

Here the Vicar has held up remarkably well.

In short, the Vicar still exists as a ship because of her hardwood construction and the forged iron in her knees and breasthooks.

Stage I We see the Vicar salvage as a thing to be undertaken in several stages. Recommended Stage I operations are: 1. Further survey to be carefully carried out, especially of main fastenings of forged ironwork to hull and underwater part of ship.

2. Rebolt existing iron knees, after burning off bolt heads and driving out existing perished bolts. If impossible to drive perished bolts, an alternative method (sistering) can be resorted to.

3. Remove all weather deck beams, which are perished because of the pine main deck having rotted above them. Some tween deck beams should be removed as well . As each beam is removed it should be replacr.d by a temporary steel I beam.

This early photograph of about 1845, made

by William Henry Fox Talbot, shows vessels of the Vicar's type in an English seaport. The original calotype negative is in the Science Museum, London.

4. All excess wood inside the ship should be removed, and carefully packed and tagged for shipment to the United States. This includes: • forward part of cabin • deck beams • winch and king post • stump of main mast • pump and pump flywheels • rudder • all other excess timber and whatever turns up in the excavation of the hold.

5. Parts of the ship that are removed and shipped to the United States should be sent to a laboratory which is prepared to receive them, in order to undergo exhaustive analysis and experiments in preservation so that a program can be organized as soon as the ship is stabilized and ready to leave the Islands.

Note: If arrangements for the removal of the ship have not been made by the end of Stage I, a simple aluminum or sheet rock corrugated roof should be erected over the ship in order to prevent further deterioration.

Stage II Stage II should follow or parallel Stage I. Material removed from the Vicar should be shipped to San Francisco where a preservation laboratory should be set up and experiments begun with the Vicar material. At this time various questions must be answered, such as: How will the Vicar be moved from her place of arrival in San Francisco, to her permanent home? How will she fit in the space assigned for her?

Space assigned will have to be kept at constant temperature and constant humidity. How will this be achieved?

Minimum staff for Stage II should consist of an architect, a conservationist, and assistant conservationist.

In addition various temporary staff members will be required-such as a skilled mover who can get the Vicar from dock to exhibition space, a lawyer and other experts.

The most important part of Stage II,

the design of a museum for the Vicar, should be begun the moment the project is approved and funded.

There is no use transporting the Vicar to San Francisco if she is going to rot, exposed and abandoned, on a barge in some backwater, while various authorities wrangle over what is to be done and who is going to pay for it.

Cost estimates must be made, and funds for Stages II and IV, must be guaranteed before the Vicar of Bray leaves the Falklands.

Stage III The Vicar is a monumental artifact of the design and workmanship of another day. She is not now a seaworthy ship, and cannot become one without destroying her historical and aesthetic character. Therefore there are only two ways that the Vicar can proceed to San Francisco, both of them dependent on the success of Stage I, that is stabilizing her and getting her afloat.

Once temporarily afloat, the Vicar could be floated on top of a barge, and towed home, a method successfully demonstrated by the salvers of the Great Britain. The Vicar is a tenth the weight and a quarter of the bulk of the Great Britain. This presents no formidable problems if a suitable barge is available and a tow arranged.

An even better method of transporting the Vicar would be inside a seagoing floating drydock. Stage III, in short, is technically simple and straightforward, but totally dependent on the availability of a barge and tug, or a selfpropelled floating drydock .

Stage IV While we look to the interest of the National Park Service for this stage, we

propose that the Society act as the catalytic force that brings together the group that plans and designs the exhibit and the preservation program.

This would involve organizing and staffing a curatorial department, with a curator and a staff of one or two assistant curators, and conservation department with a full time staff conservator and a minimum of one assistant.

We would hope for the advice and help of several institutions that have been involved in similar work, especially the American Institute of Nautical Archaeology and the Smithsonian Institution.

Salvage of the Vicar requires many kinds of expertise: that of the archaeologist, and that of the salvage master .

Welders, shipwrights and divers must also do their part.

Advice on the preservation of the Vicar is needed from several European institutions that have faced similar challenges, notably the Vasa Museum in Stockholm, the Viking Ship Museum at Roskilde, Denmark, and other centers where the original wooden fabric of historic ships has been successfully preserved. Precedents for all the things that need to be done to save the Vicar exist.

Sweden has saved the Vasa. England has recovered the Great Britain, from the same area. Both vessels are many times larger than the Vicar.

The Vicar cannot be saved without money, or without political action. If saved she cannot survive without first class museum technology.

It will take a major effort to save the Vicar. An effort in which something vital in what we have learned and made of ourselves in America is at stake. w

27

Historic Ships Preserved in the U.S.A. and Canada

by Norman J. Brouwer

Ship Historian South Street Seaport Museum NOTE: This list embraces what we hold of our heritage in ships-121 in the United States, 15 in Canada. It is comprehensive, within the limits of its de:: sign and unavoidable error. It is an uncritical register, with addresses supplied where possible as a guide to further information . The list includes all kinds of vessels, from World War II patrol craft to schooners cruising with passengers, but certain critical limits had to be drawn. Replicas, however worthy, are not covered. The sail training ship Eagle, based at the Coast Guard Academy, New London, Connecticut, is not included, nor is the schooner yacht Brilliant, which trains youth in sail/or nearby Mystic Seaport. The Eagle may be found in Norman Brouwer's "Squarerigged Sailing Craft in ExistenceSchool Ships" (SH No. 2, p. JO. These square rigger lists are completed, with addenda, in SH No. 3). Brilliant awaits an historic yachts list. Uncounted small craft preserved ashore are not listed, but the little Modesty at Sayville, Long Island, is listed: she is afloat, rigged, complete. Fragments of ships, like the keel of the whaling ship Thames at Mystic, or the more complete skeleton of the National Society bark Kaiulani now in Seattle, are not listed: only whole ships are. Most vessels are museum-owned and open to the public unless otherwise noted.

The list is worth poring over. the major ship centers leap to the eye: Mystic, in Connecticut, South Street in New York, and the ships in San Francisco which are now to be brought together in a new National Maritime Museum.

Philadelphia's impressive fleet suffers from divided ownership, though most are now being brought together physically at Penn's Landing.

The list is subject to change for good and for ill. A virtual seaport museum fleet exists in Wilmington, North Carolina; the sponsoring organization has no name as yet. The sloop Great Republic is being rebuilt in Gloucester; the paddlewheeler Alexander Hamilton is on the beach at Jersey Highlands and will certainly be lost without speedy action (see "Ship Notes"). It is hoped that 1977 will see two highly significant additions to the list, brought in from overseas: the bark Elissa from Greece (SH No. 4, p. 30), the Effie M. Morrissey from the Cape Verde Islands ("Ship Notes, " this issue). Others are yet to be discovered and identified in our own waters.-ED.

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ALABAMA U.S.S. Alabama-Battleship; built at Norfolk, Va. in 1942. USS Alabama Battleship Commission, P.O. Box 65 , Mobile, Ala. 36601 U.S.S. Drum-Submarine; built at Portsmouth, N.H . in 1941. Address same as above.

ALASKA Nenana-Sternwheel River towboat; built at Nenana, Alaska in 1922. Nenana, Alaska 99760 CALIFORNIA Queen Mary-Passenger liner; built at Clydebank, Scotland in 1934. California Museum of the Sea Foundation, P .O. Box 20890, Long Beach, Calif. 90801 San Diego Berkeley-Bay ferryboat; built at San Francisco , Calif. in 1898 . Maritime Museum Association of San Diego, 1306 North Harbor Drive, San Diego, Calif. 92101 Medea-Steam yacht; built at Glasgow, Scotland in 1904. Address same as above.

Star of India-Bark ; built Douglas, Isle of Man in 1863. Address as above.

San Francisco Balclutha-Full-rigged ship; built at Glasgow, Scotland in 1886. San Francisco Maritime Museum, Foot of Polk Street, San Francisco, Calif. 94109 Eppleton Ha//-Sidewheel tug; built at South South Shields, England in 1914. Not open for boarding. Address as above.

U.S.S. Pampanito-Submarine; built at Portsmouth, N.H. in 1943 . Not open for boarding. Address as above.

Alma-Bay scow schooner; built at Hunter's Point, Calif. in 1891. San Francisco Maritime Historic State Park, 2905 Hyde Street, San Francisco, Calif. 94109. Not open for boarding.

C. A. Thayer-Three-masted schooner; built at Fairhaven, Calif. in 1895. Address as above.

Eureka-Bay ferryboat; built at Tiburon, Calif. in 1890. Address as above.

Hercules-Tugboat; built at Camden, N .J. in 1907. Not open for boarding. Address as above.

Wapama-Steam schooner; built at St. Helen's, Oregon in 1915. Address as above.

CONNECTICUT Mystic Seaport Charles W. Morgan-Whaling ship; built at New Bedford, Mass. in 1841. Mystic Seaport, Mystic, Conn. 06355 Emma C. Berry-Sloop fishing smack; built at Noank, Conn. in 1866 Joseph Conrad-Ship-rigged schoolship; built at Copenhagen, Denmark in 1882.

L. A. Dunton-fishing schooner; built at Essex, Mass. in 1921.

Sabino-Coastal passenger steamboat; built at East Boothbay, Maine in 1908.

DELAWARE Overfa//s-Lightship; built at Bath, Maine in 1938 .

Lewes Historical Society, W. 3rd Street, Lewes, Del. 19958 DISTRICT OF COLUMBIA Chesapeake-Lightship; built at Charleston, S.C. in 1930. Lightship Chesapeake, 1200 Ohio Drive, S. W . , Washington, D .C. 20242 Philadelphia-Gunboat; built at Skenesborough, N.Y. in 1776. National Museum of History and Technology, Smithsonian Institution, Washington, D.C. 20560 FLORIDA Carrie B. Welles-Fishing schooner; built at Pensacola, Fla . in 1929. Spongerama, Tarpon Springs, Fla. Virginia-Fishing schooner; built at Essex, Mass. in 1910. Historic Pensacola Preservation Board, 200 E. Zaragoza Street, Pensacola, Fla. 32501 HAWAII U.S.S. Bow.fin-Submarine; built at Portsmouth, N.H. in 1942. Pearl Harbor, Oahu Falls of Clyde-Four-masted ship; built at Glasgow, Scotland in 1878. The Falls of Clyde, Pier 5, Honolulu, Hawaii 96819 IDAHO Jean-Sternwheel river towboat; built at Portland, Oregon in 1938. Lewis and Clark State College, Lewiston, Idaho ILLINOIS U.S.S. Silversides-Submarine; built at Vallejo, Calif. in 1941. Chicago, Ill. U-505-Submarine; built at Hamburg, Germany in 1941. Museum of Science and Industry, 57th Street and Lake Shore Drive, Chicago, Ill. 60637 IOWA George M. Verity-Sternwheel river towboat; built at Dubuque, Iowa in 1927.

Keokuk River Commission, 226 High Street, Keokuk, Iowa 52632 Rhododendron-Sternwheel river towboat; built at Pittsburgh, Pa. in 1936. Clinton, Iowa KENTUCKY Belle of Louisvil/e-Sternwheel passenger steamboat; built at Pittsburg, Pa. in 1914.

Active excursion vessel. Steamer Belle of Louisville, Foot of Fourth St., Louisville, Ky. 40202 MAINE Seguin-Tugboat; built at bath, Maine in 1884. Undergoing restoration. Bath Marine Museum, 963 Washington Street, Bath, Maine04530 Sherman Zwicker-Fishing Schooner; built at Lunenberg, Nova Scotia in 1941. Grand Banks Schooner Museum, 100 Commercial Street, Boothbay Harbor, Maine 04538 Victory Chimes-three-masted schooner; built at Bethel, Del. in 1900. Rockland, Maine. Active cruise ship, summer months.

Camden (All are active cruise ships during summer months. Address; Camden, Maine) Adventure-Fishing schooner; built at Essex, Mass. in 1926.

Bowdoin-Exploration schooner; built at East Boothbay, Maine in 1921.

Mattie-Coastal schooner; built at Patchogue, New York in 1882.

Mercantile-Coastal schooner; built at Deer Isle, Mainein 1916.

Stephen Taber-Coastal schooner; built at Glenwood, New York in 1871.

MARYLAND Baltimore U.S.S. Constellation-Corvette; built at Norfolk, Virginia in 1855. Baltimore Seaport, Constellation Dock, Baltimore, Md. 21202 Five Fa/ham-Lightship; built in 1926. Address as above.

Maggie Lee-Skipjack; built at Pocomoke City, Md. in 1903. Address as above.

U.S.S. Torsk-Submarine; built at Kittery, Maine in 1944. Address as above.

Nobska-Interisland steamer; built at Bath, Maine in 1925. Baltimore, Maryland. Restaurant vessel.

Piney Point Dorothy Parsons-Bugeye; built at Oriole, Md. in 1901. The Harry Lundeberg School, Piney Point, Md. 20674 Joy Parks-Skipjack; built at Parksley, Virginia in 1936. Address as above.

Relief-Lightship. Address as above.

St. Michaels Edna E. Lockwood-Bugeye; built at Tilghman's Island, Md. in 1889. Chesapeake Bay Maritime Museum, P .O. Box 636, St. Michael's, Md. 21663 Rosie Parks-Skipjack; built at Wingate, Md. in 1955. Address as above.

MASSACHUSETTS U.S.S. Constitution-Frigate; built at Boston, Mass. in 1797. Commanding Officer, U.S.S. Constitution, Boston, Mass. 02129 General Greene-Coastguard cutter; built at General Greene-Coastguard cutter; built at Camden, N.J. in 1927. Newburyport, Mass. (reportedly going to Portsmouth, Va.) Great Republic-Sloop; built at Gloucester, Mass. in 1900. Gloucester, Mass. Now undergoing restoration.

Nantucket-Lightship. Nantucket, Mass.

Peter Stuyvesant-River steamboat; built at Wilmington, Del. in 1927. Anthony's Pier 4 Restaurant, Boston, Mass. Now a restaurant.

Relief-Lightship. New Bedford, Mass .

Fall River PT-796-PT Boat; built at New Orleans, La. in 1945. U.S.S. Massachusetts Memorial Commission, Battleship Cove, Fall River, Mass. 02721 U.S.S. Joseph P. Kennedy, Jr.-Destroyer, built at Quincy, Mass. in 1945. Address as above.

U.S.S. Lionfish-Submarine; built at Philadelphia, Pa. in 1944. Address as above.

U .S.S. Massachusetts-Battleship; built at Quincy, Mass. in 1942. Address as above.

MICHIGAN Alvin Clark-Lake schooner; built at Trenton Michigan in 1846. Mystery Ship Seaport, Menominee, Michigan Huron-Lightship. Port Huron, Michigan Keewatin-Lake passenger steamer; built at Glasgow, Scotland in 1907. Saugatuck Marine Museum, P .O . box 436, Douglas, Michigan49406 Reiss-Tugboat; built at Cleveland, Ohio in 1913 . Address as above.

Valley Camp-Lake freighter; built at Lorrain, Ohio in 1917. S.S. Valley Camp, P .O. Box 1668, Sault Ste. Marie, Michigan 49783

MINNESOTA Wi/kie-Sternwheel steamboat; Julius C . Wilkie Steamboat Museum, Winona, Minn. 55987 Edna G.-Tugboat; built at Cleveland, Ohio in 1896. Two Harbors, Minn.

Julius C.

MISSISSIPPI Margaret Emilie-Oyster schooner; built at Biloxi, Miss. in 1912. Biloxi, Miss.

MISSOURI Goldenrod-Showboat; built at Parkersburg, W . Va. in 1909. St. Louis, Mo. Active showboat.

U.S.S. Inaugural-Minesweeper; built at Winslow, Wash. in 1944. St. Louis, Mo.

MONTANA (no name)-Sternwheel river scow. Poplar, Mont.

NEW JERSEY Alexander Hamilton-Sidewheel river stea-

Maj. Gen. Wm. H. Hart-Harbor ferryboat; built at Staten Island, N. Y. in 1925.

Floating school.

Mathilda- Tugboat; built at Sorel, Quebec in 1899. Proposed for restoration.

New York Central No. 29-Steam harbor lighter; built at Staten Island, N.Y. in 1912.

Peking-Four-masted bark; built at Hamburg, Germany in 1911.

Pioneer-Coaster schooner; built at Marcus Hook, Del. in 1885. Sail training vessel.

Wavertree-Full-rigged ship ; built at Southampton, England in 1885.

NORTH CAROLINA U.S.S. North Carolina-Battleship; built at Brooklyn, N .Y. in 1941. U.S.S. North Carolina Battleship Memorial, P.O. Box 417, Wilmington, N.C. 28401 Wilmington (Fleet being assembled for a seaport museum, no name as yet. Address; Wilmington, N.C.) Annie B.-Tugboat; built at Milford, Del. in 1926.

Edward M.-Oyster dredger; built at Reedville, Va. in 1920.

Geneva May-Skipjack; built at Winona, Maryland in 1908.

Harry W. Adams-Fishing schooner; built at Lunenberg, N.S. in 1937.

OHIO Delta Queen-Sternwheel river steamer; built at Stockton, Calif. in 1926. Operating passenger vessel. Greene Line Steamers, Inc., 322 E. Fourth St., Cincinnati, Ohio 45202 W.P. Snyder-Sternwheel river towboat; built at Pittsburg, Pa. in 1918. Ohio River Museum, Front Street, Marietta, Ohio 45750

mer; built at Baltimore, Md. in 1923. Atlantic Highlands, N. J . Proposed for restoration. Now on beach.

Binghampton-Harbor ferryboat; built at Newport News, Va. in 1905. Edgewater, N.J. Restaurant vessel.

Miss New York-Harbor ferryboat; built at Staten Island, N .Y. in 1938. Edgewater, N.J. Proposed restaurant.

Thomas M. Freeman-Bugeye; built at Madison, Maryland in 1889. Smithville, N. J .

U.S.S. Ling-Submarine; built at Philadelphia, Pa. in 1943. The Submarine Memorial Assoc., P.O. Box 395, Hackensack, N.J. 07602

OKLAHOMA U.S.S. Batfish-Submarine; built at Portsmouth, N.H . in 1943 . Muskogee, Oklahpma

NEW YORK Modesty-Oyster sloop; built at Green-

tage Ship Guild of the Port of Philadelphia, P.O. box 791, Bryn Mawr, Pa. 19010 Nellie & Mary-Oyster schooner; built at Bridgeton, N.J . in 1891. Undergoing restoration.

Philadelphia U.S.S. Becuna-Submarine; built at Groton, Conn. in 1944. Penn's Landing, Philadelphia, Pa. Quest-Former fishing schooner, built Thomaston, Maine in 1920. Address as above.

port, N.Y. in 1923. Suffolk Marine Museum, Montauk Highway, Sayville, N.Y. Prissila-Oyster sloop; built 1888. Address as above.

South Street Seaport, Manhattan Ambrose-Lightship; built at Camden, N.J. in 1907. South Street Seaport Museum, 16 Fulton Street, New York, N.Y. 10038 Lettie G. Howard-Fishing schooner; built at Essex, Mass. in 1893.

OREGON U.S.S. Banning-Patrol craft; built at Portland Oregon in 1944. Hood River, Oregon Columbia-Lightship; built at Quincy, Mass. in 1908. Columbia River Maritime Museum, 16th & Exchange Streets, Astoria, Oregon 97103 Crosline-Ferryboat; built at Seattle, Wash. in 1925. Coos Bay, Oregon PENNSYLVANIA Barnegat-Lightship; built in 1904. Heri-

29

U.S.S. Olympia-Armored cruiser; built at San Francisco, Calif. in 1891. U.S.S. Olympia, Penn's Landing, Philadelphia, Pa. 19106 Gaze/a Primeiro-Grand Banks barkentine; built at Cacilhas, Portugal in 1883. Philadelphia Maritime Museum, 321 Chestnut Street, Philadelphia, Pa. 19106 U.S.S. Intrepid-Aircraft Carrier; built at Newport News, Virginia in 1943. Philadelphia Navy Yard, Philadelphia, Pa. Moshu/u-Four-masted bark; built at Port Glasgow, Scotland in 1904. Philadelphia, Pa. Proposed restaurant.

SOUTH CAROLINA U.S.S. Yorktown-Aircraft Carrier; built at Newport News, Va. in 1943 . Patriots Point Development Authority, P .O. Box 634, Charleston, S.C. 29402 TEXAS U.S.S. Texas-Battleship; built at Newport News, Va. in 1914. The battleship Texas Commission, San Jacinto Battlegrounds, Houston, Texas U.S.S. Cava/la-Submarine; built at Groton, Conn. in 1944. Submarine Seawolf Commission, P.O. Box 1575, Galveston, Texas 77550 U.S.S. Stewart-Destroyer escort; built at Houston, Texas in 1944. Address as above.

VERMONT Ticonderoga-Sidewheel lake steamboat; built at Shelburne Harbor, Vt. in 1906. Shelburne Museum, Inc., Shelburne, Vt. 05482 VIRGINIA Cross Rip-Lightship; built in 1915. Portsmouth, Virginia 23705 Delaware-Lightship; built at Bath, Maine in

1923. Hampton, Virginia (currently looking for new home) Dorothy-Tugboat; built at Newport News, Va. in 1890. Newport News, Virginia WASHINGTON Equator-Schooner; built at Benicia, Calif. in 1888. Everett, Wash.

U.S.S. Missouri-Battleship; built at Brooklyn, N.Y. in 1944. Bremerton Navy Yard, Bremerton, Washington Kirkland Arthur Foss-Tugboat; built at Portland, Ore. in 1889. Northwest Seaport, Box 395, Kirkland, Wash. 98033 Relief-Lightship; built at Camden, N.J. in 1904. Northwest Seaport (above) Wawona-Three-masted schooner; built at Fairhaven, Calif. in 1897. Northwest Seaport (above) WISCONSIN Meteor-Whaleback lake freighter; built at Superior, Wis. in 1896. Superior, Wisconsin U.S.S. Cobia-Submarine; built at Groton, Conn. in 1944. Manitowoc Maritime Museum, 809 South 8th Street, Manitowoc, Wis. 54220 BRITISH COLUMBIA Moyie-Sternwheel lake steamer; built at Nelson, B.C. in 1898. Kaslo, B.C. Sicamous-Sternwheel lake steamer; built at Okanagan Landing, B.C. in 1914. Penticton, B.C. St. Roch-Steam schooner; built at Vancouver, B.C. in 1928. Maritime Museum, 1905 Ogden Street, Vancouver, B.C. Z6j 3j9

MANITOBA Keenora-Lake steamboat; built in 1897.

Manitoba Marine Museum, Selkirk, Manitoba NEWFOUNDLAND Grace Boehner-Fishing schooner; built at West La Have, Newfoundland in 1919. Twillingate, Newfoundland NOVA SCOTIA Theresa E. Connor-Fishing Schooner; built at Lunenburg, N.S. in 1938. Lunenburg Fisheries Museum, Lunenburg, Nova Scotia North Cape-Dragger; Lunenburg Fisheries Museum (above) Reo II-Small power vessel; built 1932. Used as rum runner. Address as above.

ONTARIO H.M.C.S. Haida-Destroyer; built at Newcastle upon Tyne, England in 1943. Ontario Place Corporation, 8 York Street, Toronto, Ontario M5J 1R2 Ned Hanlon-Tugboat; built in 1932. Marine Museum of Upper Canada, Exhibition Park, Toronto 2B Ont. Segwun-Lake steamboat; built at Glasgow, Scotland in 1887. Gravenhurst, Ontario Tri//ium-Sidewheel ferryboat; built in 1910.

Toronto, Ontario. Active ferryboat, restored.

YUKON Keno-Sternwheel river steamer. Dawson City, Yukon.

Klondike-Sternwheel river steamer; built at Whitehorse, Yukon in 1937. Whitehorse, Yukon.

Tutshi-Sternwheel lake steamer; Carcross, Yukon.

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30

SHIP NOTES The Morrissey Must Come Home!

By Michael Platzer Africa Branch, Office of Technical Cooperation United Nations NOTE: In our last issue, we reported the project to bring the Ernestina, exEffie M. Morrissey, back from the Cape

Verde Islands, off Africa, to the United States for the Bicentennial. Here is a report from a UN official who traveled to Cape Verde to help coordinate the effort, and what has transpired since. His concluding plea, for unity among all interests in this undertaking, is worth heeding, particularly in view of the serious commitments now coming and the workable program that has been proposed. The National Society has invited interested parties to attend a con! erence on the project as we go to press.

-ED. The efforts undertaken by the Republic of Cape Verde to have the Ernestina ex-Effie M. Morrissey come to America in time for Operation Sail were inspiring. The President of the new Republic insured that no efforts would be spared to make her seaworthy to cross the Atlantic. Other commercial ships were removed from the slipway and 60 carpenters, welders, mechanics, and other laborers were put to work on the Ernestina from seven o'clock in the morning until seven o'clock in the evening. People in the port city told me that they had never seen the shipyard workers work so hard on a vessel. It was indeed a labor of love. The Ernestina is a part of their sea heritage (there is even a song about the Ernestina), and represents a living link between the United States and Cape Verde.

Many of the old seamen in the port had sailed on the Ernestina. In fact one of the crew members, Eugenio Lopes, at age 64 was to be first mate for the Bicentennial voyage, and had made the trip many times with Capt. Enrique Mendes.

In connection with the trip, artifacts and products from the various islands of the archipelago were collected and placed on the ship: coffee from Fogo, salt from Sal, rum from San Antao, cloth weavings and pottery from San Tiago, Lionel Madeira's wood relief collection from San Vincente, and children's drawings from all the islands.

The Ministry of Transport, the Director of Information and Tourism, Port Director, and the party officials in Mindelo greatly facilitated my trip to help the preparations for the voyage. A man was sent from the Ministry to Por-

tugal to obtain sails in a hurry, a fuel pump was taken from a fishing boat, the ship was given new rigging, rotten planking was replaced, and everything that could be done within two weeks was done. Only the masts which had been broken once already could not be replaced. In addition, the new rigging could not be tested in rough seas prior to departure.

In the extremely rough weather encountered off the coast of the island of San Antao, the masts swayed after changing course and snapped in the rough seas. The masts fell overboard (fortunately none of the thirteen-man crew was hurt), but kept pounding against the old hull of the ship like a battering ram due to the high waves, and therefore had to be cut away along with the rigging and sails to save the ship. The present owner, Capt. Alberto Lopes, watched in horror from the escort ship Wilma. For several weeks he was so broken that he could not undertake anything; although his wife comforted him by saying it was only a ship which had lost its masts.

When he finally did make the voyage to the United States on the Wilma in July, he was overwhelmed by the interest and activities underway in the Cape Verdean-American community to save the vessel.

Fund-raising events sponsored by the Cape Verdean Ethnic Heritage Society were held in Providence, Rhode Island, with strong local civic support, in July and again in October. Through the generosity of the Seaboard Shipping Company of New Jersey and Canadian Transport, new masts to the correct dimensions are being furnished. The International Longshoremen's Association Local 1329 has volunteered all handling of these and other materials to be sent to the ship, free of charge. Other interests are being developed, and foundation funding is being sought.

These developments bring promise for the first time in many years' effort, led in the past mainly by Harry Dugan of Philadelphia, to recover the vessel and see to her future in the United States.

Crew cheers as Erriestina sets out.

The Hamilton Fights for Life

By Dan Donovan Treasurer, Steamer Alexander Hamilton Society NOTE: Everyone knew the Alexander Hamilton, last sidewheeler on the Hud-

son, should be preserved. When she lay in South Street, with the Museum staff unable to take care of her, their hands full with the large ship collection already there under Museum ownership, it was impossible to find enough volunteers to do the elementary-but extensive-work needed to preserve the immense wooden fa bric, or to raise funds for hauling and bottom work on the steel hull. Now, at the last, hundreds of people are rallying to the cause, as she lies in peril on a sandbar in New Jersey. You can join them by sending $5 to Steamer Alexander Hamilton Society, PO box 817, Times Square Station, New York, NY 10036.-ED. The steamer Alexander Hamilton piled the river for 48 seasons, bringing New Yorkers to such spots as Indian Point, Bear Mt. State Park, and West Point and earlier in its career to river cities as far north as Albany.

The Hamilton drew wide attention as the Hudson River Day Line's last remaining sidewheel steamboat. It became, in fact, a kind of floating landmark that was as much a part of New York as the Empire State Building and the George Washington Bridge.

But the end of the 1971 season brought the Day Line sharply into modern reality. The Hamilton, with its huge engine crew and wooden superstructure, was not viewed as romantically by its owners and the U.S. Coast guard as it was by sidewheeler buffs, and so the steamer was finally replaced by a modern, economical diesel vessel in 1972.

In the spring of that year the Hamilton was sold to a restaurant firm and was moved to the South Street Seaport in lower Manhattan, where it was to be converted for use as a restaurant and shops. But many who were devoted to it during its running days watched unhappily as it sat idle at the Museum's pier, unused and unmaintained. Finally it was moved to a secluded part of the former Brooklyn Navy Yard.

The old sidewheeler was recognized by many individuals for its historic and aesthetic significance and, late in 1973, a small group who wanted to do something about preserving it formed the Committee To Save The Alexander Hamilton. But the group didn't own the boat and after it was again sold, late in

31

SHIP NOTES

1974, it was moved to the North Jersey shore resort of Atlantic Highlands.

The preservation committee established contact with the new owners to try to help in some way; the group was informally offered cooperation by the Railroad Pier Co., which planned to develop the waterfront area with the Hamilton as a main attraction. As in the earlier scheme, the sidewheeler was to have a restaurant on board.

For the last year, however, the onceproud Hamilton has remained resting on a sandbar just off the shore. Nothing has been done to maintain it. Windows have been broken, woodrot continues to destroy the superstructure and rust eats away at the metal work and the huge steam engine.

But at last interest has been kindled in communities along the Hudson-notably Newburgh, N.Y., once a calling place for the steamer and now actively discovering the potential of its waterfront and river heritage.

Under one plan, the preservation committee, now incorporated as the Steamer Alexander Hamilton Society by the New York State Board of Regents, would buy the boat and bring it to Newburgh-a more logical and welcome place for its restoration. The nonprofit organization consists of historians, former members of the Hamilton's crew and just plain sidewheeler buffs, who remain as devoted to the steamer now as when they could still ride it and enjoy its presence on the river.

A.V.S. Olcott, Jr., once assistant general manager of the old Day Line, is the society's president. Gerard Mastropaolo, secretary and this writer, who is

acting as treasurer, both worked on board in the Purser's Department in the Hamilton's last years. Contributors to the society come from as far away as San Jose, California, and now number in the hundreds.

Schooner Atlantic Raised Genar J. Santos, a builder from Brooklyn, New York, has acquired the schooner Atlantic, which after many vicissitudes sank at her pier at Norfolk, Virginia, in the fall of 1975. He has the 185-foot ship afloat now, with his brother Cosmo living aboard and working to keep ahead of leaks that keep developing in what Santos describes as "paper thin" plating. The Atlantic is the superb three-masted yacht, built in 1904 to William Gardner's design, which won the Kaiser's Cup in the famous transatlantic race of 1905. On that occasion she sailed 3014 miles in 12 days, 4 hours, 1 minute. In her time she belonged to such leading yachtsmen as Cornelius Vanderbilt and Gerard Lambert.

Other Ships .... Priscilla, an oyster sloop built 1884. has been acquired by the Suffolk County Marine Museum at Sayville, Long Island (NY) where she will join the sloop Modesty. It's planned to sail the boat in active program, typical of the activist bent of this young and growing museum .... In Connecticut, the Commodore Isaac Hull Memorial, Inc., has announced a fundraising campaign to make a home in Derby for the USS Cassin Young (DD-793), one of the two Fletcher class World War II destroyers surviving out of a construction program of 175 ships. "The ship will serve as a

"The Flash of the Paddlewheels" A ride up the Hudson on the ALEXANDER HAMIL TON was an experience for all the senses. The smell of the river, stirred by the flash of the paddlewheels as the great white sidewheeler swept alongside was only fanfare to walking up the wide gangplank and entering a different world.

The captivating motion of the pistons and huge revolving shaft in the Engine Room was joined by a steady beat and hiss of steam, all commanded by the clang of the engine telegraph and the hand of the engineer on the throttle.

An intense heat dominated below but the aroma of hot oil made you aware that this was the heart and muscle of the ship.

A contrasting atmosphere was found on the carpeted Saloon Deck with its writing tables, paintings, and private parlors. On the outside promenades a steady rhythm swept the steamer along on the long upriver stretches between landings. Then the soothing sound of the spray from the bow and paddleboxes and the silence of the distant shore made the steamer seem the most tranquil spot on earth. Salutes from other passing vessels only punctuated the steamer's majestic procession.

- From The Sidewheeler Newsletter of the Steamer Alexander Hamilton Society

32

memorial to a native son of Derby, Commodore Isaac Hull, commander of the USS Constitution during the War of 1812, as well as to all veterans and servicemen of the United States," says the group's prospectus. They maintain offices at 15 16 Emmett Avenue, Derby, CT06418.

There is a wave of new construction going on, in traditional ships of major dimensions. The 78-foot keel of the John F. Leavitt has been laid, at Thomaston, Maine. She is to be a 91 foot two-masted centerboard schooner, built to the design of R.D. (Pete) Culler, under the supervision of Maynard Bray.

"It's a job that's good for the soul," says Ned Ackerman, owner and future master, who envisages the schooner making a living bringing in lumber from southern ports. Master builder Roy Wallace, who works on the construction with his son and grandson, has young apprentices working with him and the schooner may also sail that way, with a few senior hands and young crew .... The Bath Marine Museum looks forward to building a City of Bath schooner which might give experience under sail to young people .... Still another group thinks of building a replica of the famous Gloucester schooner Columbia .... And in Baltimore, Maryland, the Pride of Baltimore, a 90-foot Baltimore clipper, is under construction under the direction of Melbourne Smith of the Historical Watercraft Society, Inc. The vessel is being built by traditional methods, and is on public view during construction. The work is commissioned by the City of Baltimore as part of a remarkable harbor redevelopment scheme .... Another vessel being built by traditional means is the re-creation of the British armed sloop Welcome, built as a fur trader in 1774.

The new ship is taking shape in a tent near the Mackinac Bridge in Michegan, as a project of the Mackinac Island State park Commission.

And in Providence, Rhode Island, a fiberglass replica of John Paul Jones's first command, the 12-gun sloop Providence, was commissioned on October 24. Seaport '76, which owns the vessel, also operates the replica of the British frigate Rose which was built in Nova Scotia and is on exhibition in Newport, Rhode Island. Rose has been sailed each year, and it is planned to use Providence in an active educational sailing program. Jones loved the first Providence for her handiness, but her heavy rig will prove a challenge to latter-day sailors.

I

I

SEAPORT & MUSEUM NEWS A National Maritime Museum in San Francisco A new National Maritime Museum, a thing long dreamt of by those concerned with the West Coast's heritage in ships, is now to be set up in San Francisco, the West Coast's leading seaport city. It will embrace the ships of the State Marine Park at the Hyde Street Pier, and will reach inland to create a museum center in the Haslett Warehouse (SH, No. 5, pp 26-29). It includes, according to plans still to be made final, a supportive relationship with the private San Francisco Maritime Museum and its Cape Horn square rigger Balc/utha and other ships.

Congressman Phillip Burton, whose plan this is, has secured the agreement of Governor Brown to turn over the State properties involved to the Federal Government, and productive meetings have been held with the director and trustees of the San Francisco Maritime Museum . There are at the moment four alternative plans for the whole new museum establishment, which must be closely integrated into the plans of the Golden Gate National Recreation Area, of which it forms a part, and the plans of the Port Authority, who own three piers in the area and have been trying to build a breakwater to protect the historic ships at the Hyde Street Pier.

Burton's efforts were responsible for the establishment of the Golden Gate National Recreation Area. He points out that from the beginning, this national park which safeguards for all time the natural environment of beaches and cliffs outside San Francisco Bay was conceived also to open to public learning and enjoyment the cultural environment of the city's waterfront inside the Bay. The city's main heritage is in ships and the sea, he has said, and the great interest the public has in that heritage should be safeguarded.

Burton has a long-standing interest in the national sea heritage. When Mrs .

Lyndon Johnson made a state visit to the Philippines, he personally made sure that she went to visit the hulk of the American bark Kaiulani-and arranged that the hulk be pumped out and floated for the occasion. The remains of the Kaiulani, all that could ultimately be recovered, which the National Society holds in trust for the American people, are expected to be exhibited in one of the new National Maritime Museum buildings. It is perhaps of more than passing interest that Harry Dring, Director of the State Marine Park ships, Karl Kortum, Director of the San Fran-

cisco Maritime Museum , and Thomas Soules, Director of the Port Authority, were all shipmates together in Kaiulani in her last voyage under sail.

Kortum, who has long worked with Burton on history's interest in the waterfront, Mayor George Moscone, who is a noted supporter of the work, and William Whalen of the Recreation Area met with your reporter in January this year to confer on the gift to San Francisco of another National Society ship, the Vicar of Bray, last survivor of the California Gold Rush of 1849. Slated for ultimate installation in the Haslett Warehouse, she would now become part of the new National Maritime Museum.

The united interests and support that attend the birth of the new institution are impressive, and bode well for its future .

But it seems proper, in this account, to let Harry Dring, who has the keeping of the wooden ships at the Hyde Street Pier, sound the warning note of challenge that con~ronts the new Museum : "You can't defer drydocking," says Dring, "because worms don't care about politics."

National Trust Names Maritime Director The National Trust for Historic Preservation has announced the appointment of Harry C. Allendorfer as Director of Maritime Preservation.

Captain Allendorfer came to the Trust from the National Bicentennial Administration, where he was concerned with maritime matters and worked particularly on Operation Sail.

A Maritime Preservation Committee was formed at the Trust a year ago, in October 1975, chaired by Waldo C.M. Johnston of Mystic Seaport.

Other committee members are: Peter Manigault, Charleston newspaper publisher; Rear Admiral Walter F. Schlech, Jr., Chairman of the National Society; James R. Shepley, President of Time, Inc.; and Ralph L. Snow, Director of the Bath Marine Museum . Appointment of this committee followed many meetings over the past seven years, particularly after the introduction of legislation calling for a National Ship Trust.

The National Trust asked that the Ship Trust be set aside in view of their own interest in this field .

The National Trust has also announced ''the development of a nationwide inventory of historic watercraft, an assistance program for watercraft preservation projects and a planned national conference on maritime preservation ."

New Museums The Essex Shipbuilding Museum was dedicated August 14, honoring the 4,000 registered vessels launched into the little creek this Massachusetts town fronts on, north of Cape Ann. The L.A. Dunton at Mystic, Lettie G. Howard at South Street, and Effie M. Morrissey, subject of a major ship save reported in this issue, all were born here. For further information on the new museum which has long been a project of peopl~ in the community, write Jim Witham President, Essex Historical Society, Eastern Avenue, Essex, MA 01929.

And in Baltimore, the Brown's Wharf Maritime Museum has been opened in a harborside warehouse of 1822. The museum traces the growth of the port and all its trades, and is the project of a maritime family, the Ruckerts of Ruckerts Terminal Corporation.

39

Floreat Clearwater!

Clearwater finished her annual October pumpkin sail in New York, coming south from Hudson, through Albany, Saugerties, Kingston, Poughkeepsie, Beacon, Cold Spring, Ossinning, Dobbs Ferry and Yonkers. Her parent body, Hudson River Sloop Association, Inc., holds its tenth annual meeting in Peekskill December 5, from 12 noon on, concluding with the traditional Sloop Dinner at 6:30. The Restoration's admirable North River Navigator reports on the early successes, ensuing troubles, and stronger-than-ever recovery of this organization, which as the world knows is dedicated to improving the life of the Hudson River today. Troubles came in the fourth and fifth years as the founding educational purpose was watered down and the original peopleoriented approach nearly abandoned.

Today twenty active Sloop Clubs support and take part in the work, which flourishes . For membership in the Restoration, including the monthly Navigator, send $5 (student), $10 (individual), $15 (family) in tax-exempt dues to HRSR at 112 Market Street Poughkeepsie, NY 12601. '

A literate magazine for the serious boatman 1 Park Ave. New York, N.Y. 10016

Subscription: one year,$ 9

33

SEAPORT & MUSEUM NEWS JIMO'KEEFE

The X Have at It The X Seamens Institute record, "Heart of Oak" has now been issued.

Beginning with the 18th century title song-a stirring and oddly moving thing, one of those songs where you can't tell whether it's the melody or the associations that does it, but it does ita song which celebrates the relief and triumph of the English at an unexpected and dazzling series of victories in the Seven Years' War, the album romps through a succession of chanties, ditties and ballads that catch the joys and tragedies of the seamen's lot. The X Seamen do a workshop of sea stories, crafts and songs at the National Society's Brooklyn, New York headquarters each Tuesday at seven. Much of this material has been broadcast as "Lure and Lore of the Sea." It is catchy, sometimes uneven, very lively stuff: sometimes an argument ends in song! Those interested in tapes, instructions, materials to make up programs that engage people in this fashion may write the X Seamen here, attention of their leader Bernie Klay (Dan Agiuar, John Townley, Frank Woerner are the other stalwarts, a full history appears in our last issue).

NOTE: For Holiday gifts, you can As light faded over the river, the boats pushed off. Their oars fell into the water, pulled by men and boys in torn canvas pants and ragged jerseys. These were the men of Colonel Glover's regiment, come from Marblehead in Massachusetts to New York, to honor what their forebears had done on a rainy, blowy night two hundred years before.

Earlier there had been a few speeches, notable ones by Jim Hurley, Director of the Long Island Historical Society, and John H. G. Pell, Chairman of the New York State Bicentennial Commission, and a reading from a Tory play that mocked the exploits of our local hero, General Stirling. There had been the defiant music of fifes, a mutter of drums, the crash of musketry. But a hush was on the river as the boats rowed across it, until they completed their journey on a sandy strip of shore just north of the Fish Market and the masts and rigging of ships clustered in the dusk at the South Street Seaport Museum piers.

Then talk broke out among the few hundred people gathered where Fulton Street (called Cadman Plaza now-but we plan to change it back!) runs down from Brooklyn Heights to the water, just south of the cyclopean piers and

34

splendid arch and rigging of the Brooklyn Bridge, across the East River from the towers of Manhattan.

The people were neighbors, friends, and strangers come at the invitation of the National Society to take part in a reenactment of the evacuation of George Washington's army from Brooklyn on the night of August 29, 1776. Songs were sung, including the X Seamen's stirring "Heart of Oak," and there was dancing and talk till late into the soft summer night, among the people. What everyone remembered and talked of was the boats, small and lonely looking as they went across, with the harbor oiler Stirling following in their wakes like a mother duck anxious for her brood . The next day, as an awakened city went about its business, she towed them back to the United States Merchant Marine Academy at Kings Point, Long Island, who had lent them for this good service.

"We Proudly SerYe the people of the working waterfront.'' -Phil Rando, Prop.

Waterfront Rest.

Fulton St. on East River Brooklyn, N. Y.

spread a little joy and benefit the Society by ordering "Heart of Oak" or its predecessor album, "The X Seamen at South Street" for $7.00 postpaid (each) and a book of words and music to thirteen of their best for $1.-ED.

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Detail of painting by Oswald L. Brett.

Kaiulani at sea, 1941.

Christmas Aboard the Bark Kaiulani, 1941

By William Thomas NOTE: Sixteen years ago Bill Thomas, former journalist and now aide to Congressman Phillip Burton in San Francisco, began to make notes on conversations with members of the crew of the Kaiulani. These were men who had sailed in the bark's last voyage, the last voyage of an American-built square rigger round Cape Horn, in 1941-42. Journals, letters, photographs were produced, as Thomas's quest continued, and men remembered, around the table, what they had said and done and what the weather was like. Out of this came a book, to be published soon.

Since the Holiday season is approaching, in this year 1976, we think it appropriate to invite you to read, and take part in, Christmas at sea, as these men remembered it aboard the Kaiulani. One hesitates to add a word to keep you from this true narrative, except perhaps this: there is no gift of the Mag ii in this.

Only the cold sea, obdurate canvas, lonely men. But read it again, or read it aloud to your family. Who among us has more to say than "Merry Christmas," picked up like a gull's cry by the wind?-ED. The problem was the spanker, a triangular sail, brand new and the skipper's pride. The spanker was set behind the mizzen mast and it was the sail closest to the stern. When it was pulling the Kaiulani steered like a mule with someone yanking at its tail. Unfortunately the new-bought spanker was one of the captain's few extravagances and he was determined to use it whenever possible. In addition to making steering difficult the

spanker sent a breeze down the chimney of the cabin stove.

The first mate didn't know this. On the night before Christmas Eve, after the captain had gone to bed, the mate ordered the jib and spanker unfurled to the wind. Shortly before midnight the mate sneaked below to light the stove so the cabin would be warm when he got off duty. The mate's fingers shivered with the cold as he struck match after match. The gale sent down the stove pipe by the spanker frustrated the first officer's efforts and he only succeeded in filling the saloon with smoke. Suddenly a heavy squall pushed upon the sails and brought the Kaiulani almost on to her beam ends. Captain Wigsten came dashing from his cabin and found the mate kneeling before the smoking stove instead of being on deck to cope with the emergency. The scene was becoming all too familiar: the chart house door flying open, the angry skipper emerging followed by a tail of smoke. The frantic captain found the Kaiulani in a very dangerous position, broadside to the wind and heeling badly.

Fortunately most of the crew was already on deck as the starboard watch was mustering for the midnight change of watches. Captain Wigsten ran to the halliards of the spanker and mizzen staysail and cast them loose while at the same time bellowing for Big John to help the helmsman at the wheel. The after sails fluttered down to the deck.

Once that pressure was eliminated the men at the wheel were able to turn Kaiulani's stern into the wind and she came upright while the captain dressed down the mate for thinking more of his own

comfort than of the ship. The captain's words had no more effect than previously, judging from the mate's bland expression. The first officer went below to his bed in the chill cabin while the skipper ordered the sailors to set the spanker again. When that sail was pulling properly Captain Wigsten sent the donKey man to light the cabin stove.

Harry soon returned to report that he could not get the fire started because of the spanker. Captain Wigsten called the sailors aft and had them furl the sail again-it was a miserable job which the seamen hated because they had to climb on top of the chart house and the wheel shelter to reach the sail. When the job was completed Harry relieved Jimmy Walpole at the wheel. The skipper told Jimmy to light the fire which he did easily. The captain retired to his cabin and Jimmy stood by the wheel yarning with the donkey man. Some time later fhe old man came on deck again; apparently the events of the evening had disturbed him so much he could not sleep. Walpole asked, "How's the fire cap?"

A very long pause ensued. Harry wondered if Jimmy had made a mistake in bringing up such a tender subject.

The sorrowful second mate who was hovering nearby seemed to have the same misgivings. Finally the skipper allowed the stove was burning well and Walpole resumed his talk with the donkey man. He was quickly interrupted by Captain Wigsten who blurted: "Take the damn stove out and-throw it overboard!"

This was the first time Harry had seen Jimmy at a loss for words. Walpole stuttered a bit but did not move because

35

Christmas Aboard the Bark Kaiulani, 1941 he could not believe he had heard correctly. The second mate seized Walpole by the arm. " Come on Jim ," old Lund urged , "we do what the captain says!"

The skipper led them below , illuminating the way with his flashlight.

The light from the fire in the potbellied stove danced on the panelled cabin bulkheads as they discussed how to carry it on deck . In the end Walpole got a bucket of sea water which he poured into the stove. Although a lot of steam rose upwards the fire still burned merrily.

Captain Wigsten then grumbled impatiently, "Unship it anyway and throw it over the side!" Jimmy suggested

"The hungry young sailors peeked through the galley doors and saw the cheery Swedish cook, brow damp from his exertions, standing over the big iron stove. " waiting until the fire burned out but the skipper was obsessed with getting rid of the stove before it should lead the first mate astray again. The second mate went for some wet burlap bags while Jimmy disconnected the chimney under the eye of the restless skipper. When Lund returned with the burlap he and Jimmy used the damp cloth to protect their hands as they lifted the hot stove.

They staggered up the companionway with smoke swirling about them. The sight of the two sailors struggling out of the chart room door with the flaming stove was one which would remain vividly in the donkey man's memory.

The panting seamen gingerly carried the fiery furnace across the deck . They were followed by Captain Wigsten whose determined face was illuminated by the flames. "Overboard!" bellowed the skipper. With a brief flicker of protesting fire the stove disappeared over the side. A moment of silence ensued and then they heard the hiss of hot iron meeting the cold sea. The captain's face relaxed into a satisfied expression and he retired below to his bed.

So began Chnstmas Eve. The gray seas, black because it was night, and the ship heaving gently, the dark sails serving as shock absorbers against the long swells. The donkey man's right arm was sore from the wheel's tug which told that the Kaiulani was alive, willing to be commanded but insolent. Steering was difficult but he did it well. He alone

36

stopped the bark from sidling into the wind and dismasting herself. Because of him the ship of steel and wood and rope and canvas moved steadily onward . He was commander for a short time of wind and wave. So long as he did not fail , they would carry Kaiulani toward her destination. He steered well, feeling the ship and the sea, proud of the power which was in his hands.

Christmas Eve. He really did not think of it yet. He was still ruminating about the stove which had gone over the side with a tail of flame and a hiss of man-made iron against primeval sea.

Harry struck four bells to note the second hour after midnight. Another sailor came to take his place at the wheel. Harry told the course to his relief: "Northeast by north."

"Northeast by north," echoed the new helmsman, taking hold of the wheel.

"Northeast by north," Harry said as he-passed the second mate. Lund nodded, the battered felt hat on his head moving slightly. Harry thought, don't worry old mate. We'll make it. In Durban you ' ll see the big native girls in the bamboo compound. Don't worry old Lund. They'll be there. Just as they were forty years ago when you were young like us .

Christmas Eve. At first he was not homesick. He did not think of his brother and his parents. He did not long for the familiar stucco home and the intimacies of the family. He was not easily turned to sentimentality. When he was he did not readily confess it. Harry curled up in the wheel shelter and napped until the watches changed at 4 a.m. and he could tuck into his bunk.

The Christmas spirit failed to capture the disgruntled skipper who was feeling anything but joyous. "Christmas is like any other day!" the captain warned the little cook . Fortunately for the sailors Oley fondly remembered Christmas Eve and the sumptuous meals which were always served in his Scandanavian home on that night . No, indeed, Christmas was not like any other day. Passing seamen sniffed the delicious aromas coming from the galley where Oley was accomplishing culinary magic with the meager resources at his command. The hungry young sailors peeked through the galley doors and saw the cheery Swedish cook, brow damp from his exertions, standing over the big iron stove. That night he intended to fill their stomachs-a difficult task for they were always ravenous from the fresh air and the hard work . Oley whistled and called

cheery greetings to the eager pilgrims to his little galley. Harry called to consult with the cook and went away to prepare a menu for the evening meal. On the typewriter in the donkey room he wrote: **Kaiulani** South Atlantic

Dec. 24, 1941

Christmas Eve Smorgasboard Herring Salad and Pickled Salmon Buttered Salmon Bellies with Tartar Sauce Sliced Tongue Grilled Ham Sweet Rice with Cinnamon Mashed Potatoes Coffee Mince

Apple Pumpkin Pie

At five o'clock warning was shouted in the fo'csle that dinner was coming and the starboard watch swarmed to the table. Harry saw the hungry looks on the bearded visages of his companions, an emotion which must have shown clearly on his own face too, and he realized anyone who observed the niceties of table r manners would probably go hungry. The food came, mounds of it on platters carried by the mess boy, and the sailors roared their approval. Their shouts were quickly muffled by mouthfuls of food as they gorged themselves. They paused barely long enough to grunt a meager approval when Oley dropped by to witness the rapid destruction of his handywork.

The cheerful cook then went aft to the saloon, expecting to add the praises of the officers to those of the sailors. Instead the captain shouted at the dismayed cook, "What kind of junk is this? Isn't the regular food good enough? This is a sailing ship!"

Oley fled before the captain's anger and he was almost in tears by the time he reached the fo'csle. There he found the starboard watch had eaten everything. The seamen were enjoying a state they had almost forgotten-that of being stuffed-and they greeted the unhappy cook with unstinted praise which quickly raised his spirits. The

record player was wound up and they listened to Christmas carols until out on deck the fo'csle bell was rung loudly four times-it was six o'clock and the port watch wanted their turn at the dinner table. The seamen switched off the record player and came on deck to find the wind had increased so much the other watch had brailed up the fore topgallant and the mainsail. The port watch mounted the main shrouds to

" 'Merry Christmas!' The lonely cry, thinned by the wind and the space of the sea, was heard by the men struggling with the fore topgallant." take in the mainsail while the starboard watch scrambled up to furl the fore topgallant. From the deck where the cook and his mates watched, the men strung out on the yards were like blackbirds sitting on the arms of telephone poles.

One of the port watch shouted to the sailors on tne next mast, "Merry Christmas!" The lonely cry, thinned by the wind and the space of the sea, was heard by the men struggling with the fore topgallant. One of them called back, "Merry Christmas." The holiday greeting echoed again and again, from watch to watch, yard to yard, across the void of dusk. Homesickness came wave on wave as Harry beat with callused fists upon the hard canvas of the sail which was wet from the wind-whipped fog. "Merry Christmas ... Merry Christmas ... Merry Christmas." Never before had he been away from those he loved at this time of year. As he climbed with his watchmates down the shrouds of the rolling ship he thought how far he was from his homeland, from where he had grown up and first touched earth.

Where as a child he had run through the sun dried fields of grass, his feet stirring dust from the parched earth, until he had come to the Alameda shore of the Oakland Estuary and looked up in surprised wonder at the brightly painted figurehead of a sailing ship. The woman carved of wood beneath the bowsprit of the Mary Dollar had looked down unblinkingly. The old windjammer, rusting and idle and forgotten yet romantic and magnificent with her tall masts and crossed yards, had swept him up in a dream which he had followed to the bottom of the earth on this Christmas Eve fifteen years later.

The port watch charged eagerly into the fo'csle, yelping like a pack of hounds on the scent of food. That night Oley had forgotten his animosity towards them and they too consumed a monstrous feed. The unfortunate first mate fled the captain's wrath for the fo'csle where his watch made him welcome. After dinner they turned on the radio which was tucked in a wind scuttle of one of the portholes. Faintly, vaguely, from America came the beautiful song "Silent Night, Holy Night."

Harry and Jimmy heard it on the fo'csle head where they were standing the tedious two-hour ice watch. Thi! wind was freshening and an evil night seemed before them. The donkey man's heart sought home. He wondered if they thought of him that night.

Christmas day dawned ¡clear. Later the swirling fog rode in upon the wind and chilled the donkey man as he stood at the wheel. The yards were braced up sharp and the Kaiulani, sailing as close to the wind as she could, struggled northwards towards a more hospitable climate. At 5:30 a.m. while the rising sun dispelled the fog the starboard watch crowded noisily into the galley for coffee and the special luxury of ham sandwiches. When they went off watch at eight o'clock the rigging vibrated with the wind and the beam seas were beginning to run. At noon when the last of the Pitcairn Island chickens were devoured the fiddles were around the edges of the fo'csle table to prevent the dishes from falling off. During the afternoon the wind increased and rain beat on the decks. The shjp tossed and turned and buried he!' bow in the stormwhipped sea. Spray leaked through the fo'csle skylight and sea water slurped in through the door. The bark's speed was almost 1O miles an holl{ and her violent motion sent the sailors' possessions flying from their bunks to mingle with the water sloshing on the deck. Christmas was a miserable day.

The evening was even worse. Captain Wigsten sought revenge for the stove incident and the first mate's watch was the object of his wrath. At six o'clock when the port watch stumbled from the fo'csle into the rain they found the skipper waiting for them. "Set the main upper t'gan's'l!" he bellowed. No sooner were the sailors finished than the captain ordered the fore upper and fore lower topgallant sails set to the mounting wind. The first of the sails flapped down and the ship heeled over a bit more. The pressure of the wind seemed more than mere canvas could bear.

However in obedience to the skipper's order the tired sailors tailed on to the lee sheet for the second sail, the upper topgallant. High above their heads Kenny Glasgow stood on the footrope of the yard and prepared to cast off the gaskets which bound the sail. At that moment a heavy gust of wind caused the ship to heel and also ripped the recently set sail to ribbons. The skipper, his anger tempered by the mishap, cancelled the order to set the second sail.

Then he shouted, "Lay aloft and furl the fore lower t'gan's'l!" For an hour the port watch struggled on the bouncing yard to tie down the fluttering remnants of the sail the captain had made them set only a short while before.

When the exhausted seamen descended to the deck Captain Wigsten surveyed them with satisfaction. Then he announced that during the next watch they would have to lower the torn sail to the deck and bend a new one in its place. The command assured that they would work hard in the hours before breakfast. With a last sidelong glance at their sullen faces Captain Wigsten stumped below to his cabin. The skipper came on deck at midnight and ordered the other watch to take in the main upper topgallant. When this was done the ship was back under the same sails she had been carrying before the captain's wrath spilled over. The seamen stood on the poop and watched the wildly pitching ship bury her bow in the seas. This was to be Cape Horn's farewell.

During the night Kaiulani again crossed the line of 50 degrees south latitude to complete a twenty day passage around the tip of South America.

No windjammer owned by Americans was to go that way again. The ghosts of many sailors dead must have cried farewell that Christmas night. w

-

Kaiulani, ca. 1910

S.F. Marit. Museum

37

The Charles Cooper Returns to Boston, 1861 (The conclusion of a two-part narrative)

By Franklin Jordan (From Voyages by Alfred T. Hill, to be published in January I977 by David McKay Co., Inc. in cooperation with South Street Seaport Museum) Up to the middle of May we experienced a succession of heavy squalls, head winds, and calms, during which time many light sails were blown away .

The squalls were of daily occurrence; it rained in torrents, and we were always able to keep our stock of water full. By the last of May we had reached the Mozambique Channel, where we experienced a heavy gale for three days.

June 23-Strong gale from the south and clear sky, carrying all sail possible.

At 5:00 P .M. furled royals and top gallant sails. Gale increasing, closereefed the topsails and furled the mainsail. Very heavy squalls with hail and lightning. At 9:00 P.M. called all hands and took in the foresail. Ship laboring hard and heavy sea running.

Something of our prospects could be imagined, after such good weather, for Good Hope was yet to be doubled in the winter season, and we were soon to experience its terrible storms and icy seas, for we could not expect to reach it before the middle of July, which corresponds to January in northern latitudes.

"And now there came both mist and snow, And it grew wondrous cold."

July I-Strong gale from the northwest and rapidly falling barometer with ugly cross-sea running. At 7:00 P.M. wind suddenly hauled to the west.

Close-reefed the topsails. Ran before the wind. Land called Plattenberg

bearing north I 7 miles .

July 7-While tacking ship mainsail was blown to ribbons in a heavy squall, striking at the time. Heavy head seas running and ship laboring heavily.

July I I-Strong gale from the northwest. Furled mainsail and close-reefed topsails . At midnight took in the foresail and hove to. Gale increasing, took in fore and mizzen topsails. Main topsail blew away and fore staysail torn from bolt ropes . Sea ran so high the main spencer was no use. Lay to under bare poles. Storm so terrific it is impossible to keep the ship's reckoning or write the log.

Ship nearly on her beam ends and liable to go down at any moment. All that can be done is to await events. The helm is lashed down and the ship drifting helplessly to southward. July I3-5:00 P .M. Wind abated. Upper main topsail set close-reefed-new sail very strong. With this alone the ship was swung off before the wind and with great difficulty kept from broaching to in the heavy sea. 7:00 P.M. sent lower topsail aloft and set it. Being far south of the Cape, we can now hold our course to the north-west.

Occas10nally heavy squalls of hail would come up astern and make the ship stagger and reel like a drunken man. In two days more (July 15) we were able to set the topsails and foresail, and under them the ship went tearing through the seas, and it would have been about as comfortable overboard as on deck . The water was pouring over the side and bows like a cataract. It was freezing cold, and we were wet to the skin with the seas that came roaring over the side and pelted

with snow and hail from above . The situation was far from pleasant, but we were homeward bound and thankful that every drenching sea and squall of hail and snow sent us nearer home .

For two days we kept along with all sail the ship could possibly stagger under, and when the watch went below they would say, "The Boston girls have got hold of the tow rope at last."

To our infinite joy on the 20th of July we were in the region of the south-east trade winds and with all sail set were making a rapid run to the north-west.

"But frowning, stern, and wrapped in sullen shade, Tremendous rock emerges on the sight; north-east a league."

Up to the last of July we were still rolling along before the wind with all sail set and good weather; we had seen land only once since leaving Calcutta on April 6th, and we were bearing up for St. Helena, which from our calculations could not be far off. Next day at 4:00 P .M. the cry of "Land, ho!" was heard from a man in the fore-topmast cross trees.

"Where away?" asked the captain. ''Two points on the weather bow, sir!"

Soon from the deck we could see the giant rock looming up from the deep some 35 miles distant.

August 8-Since losing sight of St. Helena, nothing eventful has occurred. We have had fine weather and fair winds and again crossed the equator in gallant style with studding sails set on both sides. Longitude 2I0 30' west.

The good breeze hardly failed us after crossing the line, and when we were three degrees north, a stiff and favoring

Above, the Charles Cooper (977 tons) in the Falkland Islands today, is protected by a tin roof bought by the National Society to help preserve the ship.

At left, the packet John Clark (1160 tons) was built in 1856, the same year as the Cooper, for the Baltimore-Liverpool run. She is portrayed by D. McFarlane battling a hurricane on her first return voyage. From the George L. Radcliffe Maritime Museum, Baltimore, Md.

38

breeze sent us rolling rapidly homeward. At midnight the north star appeared above the belt of haze which skirted the horizon, and its little, dim twinkle was hailed with joy. The beautiful southern cross had disappeared.

The birds that flew in our wake since leaving the Cape had one by one turned back and given up the race . With the little, dim Pole Star as a guide, we seemed threading our lonely way through space in quest of our native land.

After the middle of August we had two weeks of equally, rainy weather, after which the variable wind region had been passed and no serious mishap had occurred. Provisions were scarce; and all hands fore and aft were living on rice, hard tack, and salt beef; but we were making good progress and under no apprehensions though we had been nearly five months at sea.

By the first week in September the rate of sailing had been such that we had reached 30° north latitude and were fast approaching the Gulf Stream. The air grew warm and moist, and clouds ahead gave evidence of the presence of that mighty oceanic current which we had so long looked forward to with longing eyes.

There were a few days of squalls, rain, and head winds; but the ship was in splendid order and seemed ''to walk the waters like a thing of life." During the afternoon watch, standing in the main topmast cross-trees, looking far away to the north west, I beheld the clearly defined, deep indigo-blue current; and in a few hours we were plowing through its heated waters and the next morning were across its liquid banks and could feel the cool September breeze off the distant land. There were a few more days and nights of watching and waiting. Then anchors were made ready and everything prepared for entering port. Many passing vessels were seen, and the end was not far off.

The last night of the voyage!

All day long the "loom of the land" but none had really seen it. The whole crew were gathered on the forecastle all anxious to see the first light or a pilot boat. About an hour past midnight I called the captain's attention to three dim twinkling lights. Gazing long and steadily he gruffly remarked, "Those are Nauset lights. Set all sail at once!"

The gallant ship held her way nobly.

Only a few hours and daylight would lift the curtain and reveal the near but hidden shore.

"And ever the fitful gusts between, A sound came from the land,

It was the sound of the trampling surf, On the rocks and hard sea-sand."

"Call all hands!" said the captain, "it's no time for sleep!" Soon everyone was on deck, and in the darkness a voice seemed to rise from beneath the bows.

"Ship, ahoy!"

"Aye, aye," was the response.

"Back your main topsail for a pilot," said the voice.

A beautiful little schooner seemed to rise from the sea and, rounding to, lowered a boat and the pilot came on board.

He was hardly over the side when he ordered, ''Brace up the main yard!''

And again bending to the breeze the ship glided on her course.

It would be impossible to relate with what anxiety we inquired for the latest news as well as all that had taken place during our six months pilgrimage in complete isolation from the rest of the world. There was little time to ask questions, for daylight was at hand and we were entering the harbor. The State House, Bunker Hill Monument, and other familiar objects rose to view. The gallant ship with all sail spread to the breeze and dextrously handled by the skillful pilot was a brave spectacle.

Soon the order was given to shorten sail, and finally the courses were hauled up and the great topsails settled slowly down; the headway ceased with the ebbing tide. We had reached our destination.

"Stand by the anchor," said the pilot.

"Aye, aye, sir," came the response from the first officer on the forecastle.

The pilot waved his hand, there was the sharp click of a hammer, and the ponderous anchor fell from the bow and the heavy chain rattled through the hawse pipe. The voyage was ended.

Through storm and calm, tropic heat, and winter cold, for nearly 20,000 miles we had held our weary way, but now all was over and the ship lay quiet and still.

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ED. NOTE: Franklin Jordan went on to serve in the Navy as master's mate in the sloop Macedonia, in the Civil War. "The winds were howling, " he says, "the rains falling, the floods rising and all together beating upon the fabric of the Republic, which was not built upon the sand." Later he served in the Army in the Southwest, and then lived in Florida for several years before moving to California, where he practiced law for 30 years. He died in 1917 at age 75, leaving a wife and two children, and was buried in his birthplace, Saco, Maine.

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BOOKS The Return of the Great Britain, by Richard Goold-Adams (London, Weidenfeld & Nicholson, 1976, 226 pp., 16 pp. illus., index, $15). Richard GooldAdams is one of those quiet, determined people one learns it is very good to have on one's side in life's battles. Certainly it was a very good thing for Isambard Kingdom Brunel's superbly innovative steamer Great Britain (built in 1844) that Goold-Adams picked up her cause, her battle for survival, in what must be ranked as the greatest ship-save of our time, and perhaps of all time.

Think of it! The task was nothing less than to recover a rust-weakened 3,000 ton hulk from the remote Falkland Islands in the South Atlantic (near the latitude, and in the weather system of Cape Horn), and bring her home to the dock she was built in a century and a quarter earlier , in Bristol, England , there to undertake her complete restoration and permanent establishment-all this to be done working with no initial financing or resources of any kind but a few dedicated people.

And all this to be accomplished by the volunteer effort to be raised in a socially divided and practically bankrupt nation.

What of the prize to be won, the Great Britain herself'? Goold-Adams describes her this way: "As first planned, when her keel plates were laid down in her present drydock on 19 July 1839, the big new ship was to be of 2936 gross registered tons, and a paddle steamer. She was expected to be called the City of New York. And it was only during her actual building that Brunel gained enough knowledge about the revolutionary new technique of screw propulsion to make the tremendous decision to adopt it for his great ship. Plans were switched, the existing engines were to be swung round at right ,angles to drive a propeller shaftanother piece of pioneering machinery-and the name was changed to that of the country itself: Great Britain. Other features to make history included the first wateright bulkheads, first virtual double bottom, and first balanced rudder. This was in fact to be among the dozen most significant ships ever built by man, even to this day."

Well, Goold-Adams led, and in your reviewer's opinion largely embodied the effort that saved this prize and successfully placed it in the drydock in Bristol that the builder had adapted to accommodate the construction of what was then by far the world's largest ship.

This was accomplished in 1970 after un-

40

precedented, gale-burdened salvage work in the Falklands, after the unprecedented tow of the huge, graceful hull (atop a giant pontoon) the length of South and North Atlantic Oceans, and after the difficult, inches-to-spare movement up the River Avon and into drydock, whose only precedent was the hulk's first movement through that tricky course, in reverse direction, after her launch 127 years earlier.

Goold-Adams' s account of all that went into this is meticulous and full of the honest doubts and disagreements and joys of achievement in the venture.

The style of his leadership is well reflected in what he writes of his thoughts for a broadcast a few awestruck hours after Prince Philip had seen the ship into dock.

"I had been desperately keen," he says, "that something at least should be said about our plans for the future, and that the impression should not be left with the viewers as I felt it had been in a previous BBC broadcast about the salvage on 13 June that this was the end of the road, a romantic and fanciful story, but one with no underlying sense of direction, management or objective ... this time I felt it had been possible to give the answers. ' · 'If it was a miracle,' I concluded, 'for this great ship to come slipping up the Avon out of the mists of history, it was also one that we, who are concerned in it, are determined to carry through to its full completion.' " That determination, backed by a strong sense of ultimate objective, by coherent direction and careful management at each stage of the project, is clearly what saved.the Great Britain and is making her restoration the brilliantly successful undertaking it is today.

What we have here is a remarkably clear, compelling and faithful accounting of a unique project. It is the only such full account that we have anywhere of what it takes to save a ship.

Perhaps in Goold-Adams we have one of the few principals who could log his own watch on deck so dispassionately, and with such careful analytical attention to the underlying factors that breed success in great undertakings.PMS NOTE: This book is available for $15 postpaid from NMHS.

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BOOKS Wooden Shipbuilding and Small Craft Preservation: Papers from the Symposium on the American Wooden Shipbuilding Industry sponsored by the Bath Marine Museum April 30-May 2, 1976, in Bath Maine, and from the Second Annual Museum Conference on Small Craft sponsored by The Mariners Museum, May 8-9, 1976, in Newport News, Va. (Washington, DC, Preservation Press, 1976. 100 pp., $5.50). This first book published on maritime preservation by the National Trust is a sure-fire winner. The pictures alone, beginning with a photographic essay on American small craft, and ending with a step-bystep record of the building of a large coasting schooner at the Percy and Small yard in Bath, Maine, are rewarding to browse through, and invite study.

Papers from the Small Craft Conference, a moveable feast held this year at The Mariners Museum , stress the interplay between historic and artifactual research and the effort that must go into these things before you pick up a scraper or a hammer-as pointed out particularly in a paper by Keith R. MacArthur on Mystic's lifesaving craft.

The fourth Bath Marine Museum symposium upholds the high standards that have been established for this fixture of the maritime preservation world .

Ralph Snow's paper on the Percy and Small Shipyard, which is undergoing restoration today by the Bath Marine Museum, of which he is executive director, deals with how the yard produced its great schooners rather than what it produced. It abounds in living detail on the actual life and functioning of the yard, based on oral history research, archeological findings in the yard itself, as well as thoroughgoing paper research. The yard was of course a major factor in the life of the town; large timbers blocked the streets as they were fed into the saw mill, and everyone knew when the large machinery was in use, as lights dimmed throughout the town.

Basil Greenhill, director of the National Maritime Museum in England, contributed a distinguished paper on results of recent archeological learning about wooden boats in England, and the survival of some old practices as translated to American use. One could wish, however, for more such contribution by the distinguished and growing community of American marine archeologists, working on sites in this country today.

Another small dissatisfaction I find is in the lack of an index of small craft collections throughout the country, so that

42

the reader can hunt them out and see for himself. This would be a good project for the Trust to pursue in future publication.

From this good beginning, one hopes to see more maritime publications from the Trust, and more discussion of maritime matters in the Trust's quarterly Historic Preservation, and monthly Preservation News.

TED MILES Cruising in Seraffyn, by Lin and Larry Pardey (New York, Seven Seas Press, 1976. 192 pp. $11.95). "Go small, go simple, go now,'' say the authors of this account of ocean and coastal cruising in the 24-foot wooden cutter which they built together. A serious attempt is made in this book to get out actual costs of such sailing in different kinds of boats, based on the many case histories that now exist. Just as one begins to get annoyed at the enormous competence and practicality of this young couple, one comes across an item like "150 gallons red wine (approx.)-$225" in their listing of construction costs. The book is full of the joys the Pardeys take in their way of life and is recommended to any who think to take to the sea in a small boat.

Jack Nastyface: Memoirs of an English Seaman, by William Robinson (London, Wayland Ltd., 1973, $7, 157 pp., illus., available through United States Naval Institute, Annapolis, Md.). As the author declares at the begining of this book, this is a seaman's story of his experiences in the Royal Navy from 1805 to late 1811, including action at Trafalgar , Basque Roads and Walcharen. It is a revealing glimpse into Nelson's navy and the conditions and customs that prevailed.

Robinson deplores the cruel and (what is far worse) arbitrary floggings, the impressment and virtual imprisonment aboard ship. The reader detects a sensitive and alert mind appalled by the harshness and stupidity of the system, yet proud of the men he served with and the achievements of the Navy .

His accounts of the battles are fascinating, especially for the touches of humanity. After the battle of Trafalger the rigid barriers between seamen and officers on his shattered ship were temporarily relaxed as dazed men of all ranks asked after their friends . And the day after the battle they were forced to abandon a Spanish prize ship as the weather worsened. Having taken off as many survivors as they could, they witnessed the separation of a Spanish

seaman and his son; the father in the overloaded rescue boat, the young man on the sinking prize. The sentiments that went into the happy resolution of this dilema will not be easily forgotten!

The book was first published in 1836, a discreet quarter-century after Robinson's desertion. This reprint is generously illustrated with drawings and cartoons by George Cruikshank, a contemporary of Robinson's.

NS Briefly Noted All About Boston Harbor Islands, by Emily and David Kales (Marlboro/ Herman, paper, illus ., $4.50) . Complete exploration of these historic islands with the boatman in mind. Recreation, geology, archaelogy, history and the future.

America's Historic Ships, Replicas & Restorations, by Irvin Haas (New York , Arco, 1975, 127 pp., $8.95). Attractive, engaging introduction to leading historic ships, including warships, and sailing replicas, useful to old hands for accurate information presented in lively if uncritical fashion. (We salute Arco for handsome format and modest price, Haas for his care and evident jo fin subject!)

Rebels Under Sail: The Am erican Navy During the Revolution, by William M. Fowler Jr. (Charles Scribners Sons, N. Y., illus., $15.00). Readable account of America's brave, small first fleet in both ignomy (the Penobscot expedition) and glory (the John Paul Jones raids) .

Detailed exploration of life aboard ships in the eighteenth century and a solid research make this more than just another naval history.

Rise and Fall of British Naval Mastery,

by Paul M. Kennedy (Charles Scribners Sons, N. Y., maps, $15.00). Traces the conditions that led to Britain's dominance of the seas in the 19th century and her downfall in the 20th.

Broadly written against the background of economic conditions, embodies valuable research and perspectives important to understanding the flow of modern maritime history.

Whaling and the Art of Scrimshaw, by Charles H. Meyer (David McKay, N. Y., illus., $17 .95) ($14.95 until 12/31/76). Definitive work on scrimshaw with much information about whales, 19th century whaling and whalers. Includes step by step chapter of instruction for hobbyists and a strongly written indictment of contemporary whaling. Both an adventure and an encyclopedic reference work.

INDEX

SEA HISTORY-Nos. 1thru4 Compiled by Norman J. Brouwer (The first numeral indicates volume number, followed by page number)¡ Abel Tasman 3-4 ill.

Acheos2-8 Adelaide 3-31 Adventure4-7, 9 Aegean 3-6 Aeroe 3-5 AF Chapman 2-7 Albert Leo Schlaegeter 2-12, 4-11 Albion 3-29 Alexander Hamilton 2-3, 31, 4-19,

Britannia I-JO, 40 ill.

Briton 2-12, 3-13 Brouwer, Norman 4-22 Brynhilda 2-36 Bucaneer 3-6 Bucaneer Queen 3-10 Bucentaur 1-11 Buffel 2-32 ill., 33 Burgess, Robert 1-10 Butcher Boy 1-3, 31, 32

21

Alice S. Wentworth 2-3, 4-1, 3, 33 A lier ton 3-33 Alma4-28 AlmaDoepa/3-5, 31 Almirante Saldanha 3-5 Alpha 3-5 Alsterkamp2-7 A lumchine 3-30 Alvin Clark 3-3, 5, 4-1, 33 ill.

Amadeo3-32 Ambassador 2-7 Ambrose 1-4, 4-19 ill.

American 4-9 American Maritime Academy 4-43 American Sail Training Ass'n 4-17 Amerigo Vespucci2-10, 4-13 ill.

Amilir3-6 A misrad 1-37 Amphion 3-5 A mphitrire 3-5 Anda/ucia 2-7, 13 ill. 3-13, 4-30 Angelita 2-12 Anna 1-34 Anna Maria 3-5 Annie C. Ross 2-35 ill. 4-43 Ansel Gibbs 2-26 Antarna2-ll ill., 12,4-18 Antonio Padre 2-7 Aqua 2-31, 4-19 ill., 20 Arerhusa2-7, 3-13, 39 Arken 3-13 A rno/dus Vinnen 2-7 Arthur Foss2-31 Asrrea 3-9 Athena4-42 Atlantic 2-37, 4-34 Atlas 2-7 A van ti 2-28 B. Antonucci 4-21 Balclutha 1-3, 2-7, 4-26, 27 ill., 29 ill., 43

Barba Negro 3-5, 4-19 ill ., 35 Barnabas 3-31 Bath Marine Museum 1-32, 4-3

Barnegat 4-35 Beaver 3-5 ill.

Beegie 3-6 Bel Espoir 3-5 Be/em2-8 HMS Belfast 3-29 Be/lands 1-19, 3-19 Berkeley 2-31 Bertha 3-30 Besre1â&#x20AC;˘aer 3-10 Bice 2-7 Bill of Righrs4-17 Black Pearl 3-4 ill., 6, 4-42 Blackjack 3-10 Bonaire 3-5 Book Reviews l-36ff, 2-36ff, 3-36ff, 4-47 Boston Great Cove 2-4 Bounty 2-12, 3-13 Bowdoin 4-35 ill.

Brendan 3-10 Brenhilda 2-36

Dana3-8, JO Danmark2-J0,4-JOill., 12ill., 13 Dar Pomorza 2-10, 4-11 David Torrey 3-36 Delta Queen 2-37, 4-18 Derg2-8 Dewarurji 3-6, 7 ill.

Discovery 2-12 Dolores 3-5 HMS Dolphin 2-12 Don Juan De Austria 3-6 Dossin Great Lakes Museum 1-2

C. A. Thayer2-31, 4-26, 27 ill., 28, 29ill.

Cadamosto 3-8 Cadmus3-35 Calcutta Harbor 4-48 ill.

Caledonia 3-30 California 3-6 Callao 3-16 HMS Calypso 2-12 Cambria 3-30 Canning 3-30 Cap Pilar2-34 ill.

Captain James Cook 4-18 Captain Scot/ 3-6 Caribee 3-6 HMS Caroline 3-29 Carrick 2-7 Casca3-31 Castleton 1-26, 2-21, 3-19, 22 Catawissa 3-33 Cathkit 3-31 Catskill 4-21 HMS Cavalier 3-29 Cavalla4-32 Caviare4-9 Centurion 3-6 HMS Cerberus 3-29 Challenge 3-30 HMS Challenger 2-36 Champigny 2-8, 4-30 Chancellor Livingston 4-19 CharlesCooper2-7, 31, 3-3, 4-38 ill., 40, 41ills.,48ff, 49 ill.

Charles Racine 3-32 Charles J.t. Mor11an2-12, 14ill., 4-19 Chorlorre Rhodes 3-6 Chesapeake Bay Maritime Museum l-2, 31 Chillicothe 2-7 Christian Radich 2-10, 4-13 Christophoros 2-8, 4-30 Circassion 2-29 City of A de/aide 2-7 City of A us tin 3-6 City of Beaumont 3-6 City of Detroit 1111-2 Cito3-8 Clan Macleod2-8, 28 C/arasrella 2-8 Clearwater 4-35 Clement, Michael 4-14 Colombo 3-17 Commandant Louis Richard 3-8 Compton Castle 3-30 Conemaugh 2-7, 3-13 USS Constellation 2-12, 3-23 ill., 23 ff, 28 ill.

USS Constitution 2-12, 3-35, 4-28, 3~

Cora Cressy 4-33 Corsair 1-37 County of Peebles 2-8 Creamer, Michael 4-30 Christoforo Colombo 2-10, 4-13 Curry Sark 2-8, 37, 3-29

Dreadnought 2-8 Duchesse Anne 2-10 Duenna 3-6 Dunay2-JO Dunboyne 2-7 Durrell, David 4-33

Eagle 2-JO, 4-cover, 11, 18, 20, 43 Ebe 3-6, 7 ill.

Edna E. Lockwood 4-35 Edwin Fox2-8 Effie M. Morrissey 4-3, 14, 34 Elbe 3 2-31 Elissa 2-8, 15 ill . 3-13, 4-19, 30ff 31 ills., 32 ill.

Elizabeth 4-inside front cover Elizabeth Bondi 2-14, 31, 4-7, 34 ill.

Enchantress 3-10 Engineer 3-26 USS Enterprise 2-37

Eolus3-6 Epp/et on Hall 3-30, 40 Erg4-7 Ernestina 4-3, 14, 15, 34 Esmeralda 3-6, 8 ill., 4-13 Eugene Eugen ides 3-6 Eureka4-26 Euterpe 2-JO Eva3-6 Exodus2-35 ill.

Fa/ado Von Rhodos 3-6 Falls of Clyde 2-8 Falstaf/2-8, 15 ill.

Fame 4-inside front cover Fano 3-9 Fan tome 112-8 Fennia2-8 Ferreira 2-8 Fjeld 2-8, 4-30 Fladan 2-33 Flores2-IO Flotow2-7 Flying Clipper 3-6 Fort Laramie 1-34 Foudroyanr 2-12, 3-29 Fram 3-6 Fredonia 3-36 Freedom 4-17 Friedrich 3-8 Fulton 3-31

Georg Stage 2-10 George B. McClellan 4-21 Gerd2-33 Gerr, Stanley 1-8, 4-44 Gertrude L. Dailey4-22 Giorgio Cini2-6 ill ., 8

Glenlee2-8 Gloria 2-10, 11ill.,4-11 Gloriana 3-36 Golden Hinde 3-13 Gorch Fock 2-7 ill., 10, 12, 4-11 Governor Fuller 4-3 Governor Stone 4-9 Grace Harwar 3-20, 21 Grant, Gordon 4-9 Great Britain 2-8, 9 ill., 33, 3-30, 4-5, 7 Great Eastern 2-33

Great Republic4-3 Grethe 3-9 Grossherzo11 Friedrich A u11ust 2-12 4-13

Grossherzogin Elizabeth 2-10 Guanabara 2-12, 4-11 Gulli3-5 Gusta/4-30 Gustav 3-20 HaiChu3-6 Harald3-8 Heather3-6 Helen F. Riley 4-22 Hercules 2-31, 4-26 Hesper4-33 ill.

Hinemoa3-5 Horizont 3-6 Horka, Archie 1-12, 30 ill., 2-16 3-14 Horst Wesse/2-10, 4-11

Huascar3-6 Hudson Bel/e4-43 Hussar2-12 Independence 3-6 ls/amount 2-8 J. W. Parker 3-36 Jacare 3-6 Jadron 3-6 James Craig 2-8, 28, 33 Jarramas2-IO Jhe/um2-8 Joa/3-9 Joanna of Foulness 3-6 John F. Leavifl 4-3 John Feeney 3-36 John H. Amos 3-30 John Milton 2-29 John Oxley 2-27, 39 ill.

John W. Brown 4-9 John W. Brown 114-9 Jordon, Franklin 4-48

Joseph Conrad 1-36, 2-JO Joyfarer 3-5 Juan Sebastian De E/cano 3-6, 9 ill.

4-13

G.D. Kennedy2-7 Ga/atea2-8 Gallagher, Charles 4-18 Galleon's Lap 4-17 Gamecock 2-7 HMS Gannet 2-14, 3-29 Gar/andsrone 3-30 Garthpoo/1-13, 16, 17 Gaze/a 3-6 Gaze/a Primeiro 1-3, 3,5 ill., 4-13, 35 Ge/ion 3-6 General Harrison 4-inside fr. cover

Junga 3-6 Jylland2-6 ill., 14 Kaiulani l-6ff, 31, 35, 2-1ill.,3, 8, 36, 3-2 ill., 3, 13, 4-1, 7' 8, 11, 26

Kaiwo Maru 2-12 Kangaroo 4-inside front cover Kopel/a 3-6 Karen Sorensen 3-6 KatherineMacka/11-17, 18, 19,21, 24, 3-18, 21

Kathleen & May 3-6, 30

INDEX

SEA HISTORY-Nos. 1thru4 Compiled by Norman J. Brouwer (The first numeral indicates volume number, followed by page number)• Kermit 3-18 Kestre/4-19 ill., 43 Kingswear Castle 3-30

Nette S. 3-5 New Endeavor 3-8 New York Central No. 29 2-31

Kortum, Karl 4-26 , 27 ill.

Kruzenshtern 2-8, 4-11 ill.

Kurt 2-8, 4-35

New York Bicenten'I Barge 4-35ill .

New York State Maritime Museum 4-21

L.A. Dunton4-9 LaAmistad4-14 La Belle Pou le 3-8 La Sirena 3-33 Lady Elizabeth 2-8 Lady Hopetoun 2-27, 40 ill.

Lady of Goad Voyage4-35 Laennec2-IO

Newton4-23 Niantic 4-inside front cover Nina2-33 Nina Corkum 4-33 ill.

Nippon Maru 2-7 ill., 12, 4-13 Nonsuch 3-13 Norden4-43 Norlandia 3-8 Norma& G/adys4-7 Normandie 2-37

I anguage of Command in Sail 4-44ff Lee, Lance 4-15

L'Etoile3-8 Lettie G. Howard 1-4, 4-9 , 20 Lewis R. French 4-3 Lexington 1-10 Libertad2-12, 4-11 , 12 ill ., 13 Liebchen 3-10 Lieutenant Rene Gui/Ion 3-6 Lightship #79 1-2, 4-35 Lightships 1-2, 4, 33, 2-31, 33 Lilla Dan 3-8, 11 ill.

Lillebaelt 3-9 Lincoln Castle 3-30 ill.

Lizzie May 3-6 Long Island Shipwrecks 2-29ff Lonsdale 2-8, 3-13

Lornty2-7 Lotsenschoener 3-10 Luther Little 4-33 ill.

Lutine2-37 Lydia Eva 3-31 Lyman, John 1-8, 3-23 ·

Lyra 3-10

Madame I-I ill.

Magdalene Vinnen 2-10, 13 ill .

Maj. Gen. Wm. H. Hart 1-4, 4-20 Malcolm Miller 3-8 Marco Polo 3-6 Maria3-30 Mariners Museum 1-2, 10, 11, 33

Olandsrev 2-33 Oldenburg 2-10 USS Olympia 3-28 ill., 4-35 Operation Sail 1976 4-11, 24

Oplag2-36 Orange 2-35 ill.

Oregon Pine 1-19 Orietta 3-8 Osprey 3-10 Padua 2-8, 4-11 Palinuro 3-8 Parchim 2-21, 22, 3-14, 20, 21 Passat2-8 Pathfinder 3-8 Patria 2-12, 3-9 Peder Most 3-5 Peking 2-7, 3-13 ill., 39 ill ., 4-7, 11 , 19 ill ., 20, 30, 43 Percy & Small Shipyard 1-32 Perseus 3-8 Philadelphia 1-3 Philadelphia Maritime Museum 1-2 Phyllis 1-13, 16 Pieter A . Koertz 2-14, 4-34 Pilgrim 3-9 Piombino 3-9 Pioneer 1-4, 2-8, 4-18, 20, 21 Playfair 3-9

Marquesas 3-8 MaryE. 4-7, 35 Mary Powell 2-37 Mathilda 1-4, 4-9, 19, 20 Max2-IO May Queen 3-31 Mayflower /13-13 Medea 1-32, 2-31 Medway Queen 3-30 Meiji Maru 2-14, 3-13 Meka 113-8 Mercator 3-8, 11 ill.

Mercury2-14, 3-29 Meridian 3-8 Merry3-8 MetaJan3-6 Mircea 2-12, 4-11 Miss Pepsi 1-2 Mneme2-IO

Pollux3-13 Polly Woodside2-IO Pommern 2-10 Portmar4-20 Portsmouth 1-33

Models, ships 1-1 ill., 6ff, I Off

Rachel & Ebenezer 3-10 Raffaela Madre 3-8

Modesty4-35 Molfetta 3-8 Mon Lei4-13, 42 Monitor 1-34 Monongahela 1-34, 2-36 Moshulu 1-34, 2~8. 31, 36, 3-13, 4-30, 35

Mount Stewart 3-16 Najaden 2-12 Nellie& Mary4-35

Portsmouth Naval Shipyard Museum 1-33 HMS President 2-14 Presidente Sarmiento 2-12 Prince Louis 113-5 Princess Elizabeth 3-30 Princeton 3-25 Prinzess Eitel Friedrich 2-10, 4-11 Providence 4-35 Provident 3-30

Queen Mary 2-37 Quest4-35

Rattray, Jeannette 2-29

Regina3 -9 Regina Maris 3-9, 12 ill., 4-35 Relief2-31 Rendezvous 3-9 Resolute 3-30 Result 3-9, 30 Rhone4-inside front cover Richard Henry Dana4-18 Rickmer Rickmers 2-10

Rimac 1-9 Robert Fulton 4-19 ill ., 43 Robin 3-30 Roman3-35 Romance 3-9 ill.

Rona 2-10 Rose 3-13, 4-35 Royalist 3-9 Ryde3-30 Sabino 2-31, 32 ill.

Sagres2-IO, 12,4-11, 12ill.,42 Sail Training 4-l 7ff Sam 3-8 San Diego Maritime Museum 1-3 San Francisco Maritime Historic State Park 4-26ff San Francisco Maritime Museum 4-26ff San Giorgio 3-6 San Mateo 2-31 Santa Monica 3-9

SantoAndre2-IO Savannah 1-36, 4-42 Sayle, Charles 4-14 Schooners vs Square-rig in deep sea trades 1-8, 9, 4-5 Schorpioen 2-33 Schulschiff Deus/ch/and 2-12 Sea Cloud 1-37, 2-12 Sea Day4-42 Sea Museums Council l-2ff Seamens Bank For Savings 3-34ff Sebbe Ats 4-15 Sedov2-l0, 13 ill .

Seefalke 2-31 Seguin 1-33, 4-35 Sekstan 3-9 Senator 4-inside front cover Seute Deern 2-14, 31, 4-34

Shadow4-21 Shamrock 3-30 Shenandoah 3-1 ill., 9, 4-17, 18 Shintoku Maru 3-9 Shturman 3-9 Sid, Will & Harry 3-6 Sigyn 2-10 Sir Winston Churchi/13-9, 4-13, 17, 24 ill.

Sirius 3-9 Skaregrom l-12ff, 12 ill., 2-16 ill., 16ff, 21 ill., 25 ill., 3-14ff, 14 ill., 22 ill.

Smith & Terry No. 4 3-6 Smithsonian Institution 1-3, 6 Snow Squall 4-36ff, 36 ill ., 38 ill., 39 ill.

Snowflake 3-9 Som 1-19 Sonja 3-13 Sorlandet 2-12, 3-13, 4-13 South Street Seaport Museum 1-4, 3-13, 39, 4-19 ill., 20 Southerner 3-35

Southgate2-IO Sprague 3-31 St. Lawrence/13-lOill.

St. Mary4-40 ill .

Stanford, Peter 1-8, 2-3, 3-2 ill., 3, 4-1, 11, 29 ill., 35, 43 Star of Alaska 2-7 StarofFin/and2-I ill., 8 Star of India 1-3 , 31, 32, 39 ill., 2-10, 31 Statsraad Lehmkuhl 2-12, 4-13 Ste. Canute 2-33; 3-30

Stevens4-9 Stirlinx 4-43

Stobart, John 4-inside front cover, inside back cover Stornoway 4-30 Suomen Jou/sen 2-10, 11 ill.

Suzanne Vinnen 3-9 Svalen 3-22 Svanen 3-31

Swift3-l0 Sydney Cove Waterfront Museum 2-33

Tabor Boy 3-10, 4-17 Tacora 1-9 Taiyo3-IO Thalatta 3-30 Thistle 1-34 Throckmorton, Peter 4-37 ill .

Tid 164 3-30 Tihany, Elizabeth 4-23 Tovarishtch 2-12, 4-11 Trillium 3-31 ill.

HMS Trincomalee 2-12, 3-29 Tropik 3-10 Turo 3-8 Tusita/a 1-34, 2-36, 4-43

Twin Fal/s4-9

u. s. 114 4-22 Unicorn 3-10, 12 ill., 4-35 HMS Unicorn 2-14, 3-29 United States 1-33 Unity4-35 Unyo Maru 2-12 Uruguay2-14 Utrecht 4-20 Valborg 1/2-33 Valkyrie 3-10 Varua 3-10 Vasa 2-11 ill., 14, 4-40, 41 Vema4-35 Veri Amici 3-8 VicarofBray2-3, 10, 3-3, 4inside front cover, 1,5,28,29,43 Victoria 3-5, 4-49 HMS Victory2-14, 3-29 Viking 2-9 ill ., 10, 31, 3-20 Ville De Mu/house 2-7 Volo 3-8

W. J. Ecker/3-10 W. J. Ellison 4-7, 9 W. T. Preston 2-31 Wallowa2-31 Wan Fu3-l0 Wapama4-26, 27 ill ., 28 Waratah 2-27 ill .

Warburton, Barclay 4-17

HMS Warrior 2-14, 3-29 ill .

Waverley 3-30 Wavertree 1-4, 2-10, 4-13, 19 ill., 20,43

Wawona2-31 West Calera 1-17 West Harcui•ar 3-21 Western Monarch 2-8 Western Union 4-14 Westward4-17, 35 Wetsera 3-10 Whitehorse 3-31 Wilhelm Pieck 3-10 ill .

William Bisbee 3-36 Worcester 3-13 Wyoming 1-32 X Seamen's Institute 4-42

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