Sea History 019 - Winter 1980-1981

Wavertree: Saga of a Cape Horn Deepwaterman • The Ship Savers

No. 19

SEA HISTORY OFFICIAL JOURNAL OF THE WORLD SHIP TRUST

SEA HISTORY is the journal of the National Maritime Historical Society, an educational, tax-exempt membership organization devoted to furthering the understanding of our maritime heritage. Copyright © 1980 by the National Maritime Historical Society.

OFFICE: 2 Fulton St., Brooklyn, NY 11201.

Telephone: 212-858-1348.

MEMBERSHIP is invited and should be sent to the Brooklyn office: Sponsor, $1,000; Patron, $100; Family, $20; Regular, $15; Student or Retired, $7 .50.

CONTRIBUTIONS may be made for any recognized project. Make out checks "NMHSShip Trust," indicating on the check the project to which you wish support to be directed.

OFFICERS & TRUSTEES are Chairman: Karl Kortum; Vice Chairman: F. Briggs Dalzell; President: Peter Stanford; Secretary: Alan G. Choate; Trustees: Norman J. Brouwer, John Bunker, Alan G. Choate, F. Briggs Dalzell, Harold D. Huycke, Barbara Johnson, James F. Kirk, Karl Kortum, Edward J. Pierson, Kenneth D. Reynard, Walter F. Schlech, Jr., Howard Slotnick, Peter Stanford, John N. Thurman, Barclay H. Warburton Ill, John M. Will, Alen York.

President Emeritus: Alan D. Hutchinson.

ADVISORS: Chairman: Frank 0 . Braynard ; Oswald L. Brett, George Campbell, Robert Carl, Frank G. G. Carr, Harry Dring, Joseph L. Farr, Timothy G. Foote, Richard GooldAdams, Robert G. Herbert, Melvin H . Jackson, R. C. Jefferson, Irving M. Johnson, John Kemble, Clifford Lord, Conrad Milster, William G. Muller, John Noble, Capt. David E. Perkins, USCG (ret.), Ralph L. Snow, John Stobart, Albert Swanson, Peter Throckmorton, Curator-at-Large, Alan Villiers, Shannon Wall, Robert A. Weinstein, Thomas Wells, AICH, Charles Wittholz.

SHIP TRUST COMMITTEE: International Chairman, Frank Carr; Chairman, Peter Stanford; George Bass; Norman Brouwer; Karl Kortum; Richard Rath; Peter W. Rogers; Barclay H. Warburton, III; Senior Advisor, Irving M. Johnson.

SEA HISTORY STAFF: Editor, Peter Stanford; Managing Editor, Norma Stanford; Associate Editors, Norman J. Brouwer, Francis J. Duffy, Michael Gillen, Ray Heitzmann, Ted Miles, Naomi Person, Albert Swanson; Advertising & Circulation Director, Charles E.A. Muldaur; Accounting, Jo Meisner; Membership, Marie Lore.

WINTER 1980-81

CONTENTS 4 LETTERS 8 WA VERTREE TO WINDWARD, Peter Stanford 13 WAVERTREE MEMORIES, Captain James E. Roberts 17 THE SHIP SAVERS: THE SHIP TRUST MOVEMENT 18

BRITAIN'S MARITIME TRUST

19

THE WORLD SHIP TRUST

22 THE NATIONAL PARK SERVICE AND MARITIME PRESERVATION, F. Ross Holland, Jr. 29 MARINE ART: ASMA THIRD ANNUAL EXHIBITION, Peter W. Rogers ASMA NEWS

34

35 SAIL TRAINING: DAY'S RUN, Report of the American Sail Training Association 36

THE LAST VOYAGE OF THE USS SARA TOGA, Capt. Guy E. Barron

38 SHIP NOTES 42 BOOKS

The National Maritime Historical Society is saving America's seafaring heritage. Join us.

We are making America's seafaring past a our nation's seafaring legacy? living heritage. The National Maritime Membership in the National Maritime Historical Society discovers and Historical Society costs only $15 a SEA HlS'"[ORY year. You'll receive Sea History, restores the few remaining ships and seagoing artifacts-and helps a fascinating magazine filled keep them in trust for future with articles of seafaring and generations. historical lore. You'll also be And the Society helps get eligible for discounts on books, young people to sea to keep alive prints and other items. the spirit of adventure, the disciHelp save our seafaring pline and skills it took to sail the heritage. Join the National magnificent vessels from our past.

Maritime Historical Society Won't you join us to keep alive today! y

TO: National Maritime Historical Society, 2 Fulton Street, Brooklyn, New York 11201

YES

I want to help. I understand that my contribution goes to forward the work of the Society 'and that I'll be kept informed by receiving SEA HISTORY quarterly. Enclosed is: D $15Regular

COVER: Wavertree drives to windward through hostile Cape Horn seas. See story page 8. From a painting by Oswald L. Brett, courtesy The Whitehall Club.

Photo, Michel Legrou.

ISSN 0146-9312

D $JOO Patron

D $1,000Sponsor

D $7.SOStudent/Retired

NAME

(please print)

~~~~~~~~~~C-ontrib_u_ tio-ns_t_ o_ N_ M_ H_ S_ are-tax_d_ ffi_u_ clible.~ ZIP~~~~~~~-

NATIONAL MARITIME HISTORICAL SOCIETY

hy upon your first voyage did you yourself feel such mystical vibrations when first told you and your ship were now out of sight Of land." Herman Melville, MOBY DICK

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SEA HISTORY, WINTER 1980-81

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LETTERS Aloha, Falls of Clyde The massive public effort which went into saving the Falls of Clyde in the first place requires that all of us do what we can to save her. I will be exploring various alternatives on the federal level and will be working closely with the State of Hawaii and the Bishop Museum to see what can be done at the local level.

I appreciate your support for this preservation effort. I remain hopeful that the Falls of Clyde will always have a safe berth in Hawaii. Aloha!

DAN IEL K. INOUYE United States Senator As noted in SH 18 "Letters," the ship is

now funded through June 1981. In the months till that date a long-term program must be developed. -ED. While Time Remains There were 562 four-masted schooners built in the US . The Hesper and the Luther Little, now rotting in Wiscasset, Maine, are the only surviving examples. If something isn't done to help them they will be lost. I visited these ships in 1979 and again this year-they are deteriorating rapidly.

You have called attention to this before, but I believe a further appeal should be made while time remains to save these ships.

KEVIN MACKAY Van Nuys, California

Friends of the Wiscasset Schooners, PO Box 164, Wiscasset ME 04578 works to save these ships. -ED. Brooklyn Waterfront Possibilities Congratulations on the results you have achieved thus far in the revitalization of the East River waterfront in Brooklyn.

I have many times walked the area of the Empire Stores buildings, where despite decay, there still very much exists the aura of bygone days and the possibilities of renovation . It is a splendid idea that Empire Stores could be used as a birthplace for the building of a new schooner by the Pioneer Marine School. As I am in the process of rebuilding a H erreshoff sloop, I had thought what a shame it was that I couldn't share my knowledge and interest with some of the unrooted youth of the inner city, if only to open the door to a new experience; a great deal of pride can be found in working with the hands. Having the boat take shape with the background of the Museum would certainly enhance both projects.

DAVID JONES Brooklyn, New York Copies of the Brooklyn Journal carrying a

full report on the East River Renaissance are available on request to NMHS. -ED. 4

From this Cornucopia ... a Viking!

The summer SEA HISTORY is a cornucopia of unusually interesting articles and arresting and often beautiful advertisements. Even yo ur printer outdid himself!

As an historian I found William Avery Baker's "Sailing Reproduction s of Historic Ships" of absorbing interest. He brought together far-ranging information on these diverse vessels, and for me answered gnawing questions as to the fate of the Nina, Pinta, and Santa Maria, Columbus's three ships reproduced in Spain for the Chicago Columbian Exposition of 1893 . All are gone.

But he tells us that the Viking, built in Norway and sailed over from Norway for the same exposition, still exists in Chicago as the oldest replica in the United States. I am going to make every effort to see it.

MARGOT GAYLE President, Fri ends of Cast Iron Architecture New York, New York

We Agree, Mate!

As a member of the Masters & Pilots Offshore Division, I strongly endorse everything Mr. Piggot said in his letter in SH 17 ("Something More than Bums") - and the way he said it !

DAVID M. SINK New Orleans, Louisiana

To Make People A ware As the owner of a complete set of SEA HISTORY, I know the value of your journal. Since Galveston is now the home of the bark Elissa, I am ordering back issues for our store here. There is no better way to start making people aware of our maritime heritage, and the value and meaning it gives our lives .

GEOFFREY BIRKHOLZ R. H. John Chart Agency Galveston, Texas

Something Extra read an ad that membership is $15. enclose $20 to cover the extra cost of sending SEA HISTORY to Japan.

T. MORI, Managing Director Odex Japan Co., Ltd .

Tokyo, Japan

We thank you for this thoughtfulness and we are grate/ul indeed to several magazines which run ads for membership in the Society gratis.-ED.

They Got the Message Mr. Robert G. Herbert, Jr. in his letter in SH 17, pays tribute to Norman Wilkinson 's famous painting, " I Will Not Abandon You." The painting here, portrays the SS President Roosevelt standing by the sinking British freighter Antinoe during a violent storm in the North Atlantic in January 1926. The title was taken from the message the two code signal flags, "A over I," conveyed to the men on the sinking ship.

At that time I was a junior engineer on the SS Leviathan, riding out the same sto rm . From the Roosevelt's wireless transmissions we were able to keep up with the progress of the rescue. The storm, one of the worst ever, left wreckage over hundred of square miles of ocean. There were those not fortunate enough to have a President Roosevelt standing by to assist.

Some ten years later I came across Mr. Wilkinson's painting by chance in the Maritime Exchange in San Francisco. And much later, in 1954, I swallowed the anchor and took over as chief engineer of Overlook Hospital in Summit, New Jersey. I was able to recruit men who spoke my language into my department, and with the support of Robert E. Heinlein, director of the hospital, we soon got a flagpole up , on which we hoisted "A over I. " The trustees felt the word "abandon" should not be in our motto, so the signal

• A over /

C-G-1

was interpreted as: "We stand by to assist." The two signal flags are never hauled down . They send a continuous message to the community.

Recently I learned that the Ballard Community Hospital in Seattle has picked up this theme: they fly the code flags "C-G-1" meaning "We stand by to assist," since "A over I, " many code revisions later, no longer carries the same meaning.

JOHN c. CARROTHERS Deep River, Connecticut

Mr. Herbert undertook to track down the SEA HISTORY, WINTER 1980-81

precise meaning that "A over I" had in the 1920s. Here, courtesy of the G. W. Blunt White Library at Mystic Seaport Musuem, is the whole sequence of "A bandon" signals from the International Code of Signals, American Edition of 1920:

URGENT AND IMPORTANT SIGNALS. TWO-FLAG SIGNALS. ABANDON--ASSIST ANCE.

l)(.)\"l-IB1\) ' I

EAS.\ \"'}

YACHT SAILS

ABANDON.

AB AC AD

AJ

-Abandon tbe vessel as fast as possible.

-Do not abandon the vessel.

-Do not abandon tbe vessel until tbe tide ha• ebbed.

-Do you intend to abandon 1 -1 do not intend to abandon the vessel.

-1 must abandon the vessel.

- I shall abandon my vessel unless you will keep by us.

- I will not, abandon you. I will remain by you (or vessel indicated).

- I (or, They) wish to abandon, but have

AK

-Is she (or vessel indicated) abandoned 1

AE AF AG AH AI

~\

---

' ' 1A r;" E RIDING SAILS

COTTON • FLAX • DACRON

not the means.

Send Me a Lad As a lad I dreamt of going to sea in one of the big Sewall square riggers on the Philadelphia waterfront. Once I almost made it. The Arthur Sewall had finished loading coal and was towed to a berth near South Street in Philadelphia, as another vessel was due in the coal docks at the Reading Terminal, and on a Saturday I went aboard looking for a job. The Captain told me he wished I had come Friday; I could have had the job but they had wired New York to send a lad. He told me if I came down Monday and the fellow didn't show up from New York, I could have the job.

I told a couple of friends about it, and we went aboard together on Monday. The captain told us the job was open. But it was heavy work and he wanted the most husky.

He picked one of my friends . I lost out as I was the youngest and smallest one.

The ship then sailed. When she passed Cape Henlopen, they hoisted signals to acknowledge the name of the ship and that was the last time anyone heard of her.

CAPT. GUYE. BARRON

Tampa, Florida The Arthur Sewall, built 1899, departed Philadelphia April 2, 1907, laden with 4900 tons of coal for the US Fleet in Seattle. She was never heard of again, though the sealing schooner Fritjof came across a ship sunk off Nair Island, near Cape Horn, with her royals still set and showing above water. Traces were found of her men ashore, but no survivors were ever recovered. -ED. w SEA HISTORY, WINTER 1980-81

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Fighting to make westing, to get to windward, Wavertree's great bows drive into a rising Cape Horn sea. Detail from painting by Oswald L. Brett.

WAVERTREE TO WINDWARD The Hard Service and Incredible Survival of a Classic Horn Square Rigger.

By Peter Stanford, Chairman, American Ship Trust

"She was the driest of all ships I have been in," George Spiers wrote me, remembering his voyaging in her in 1907. That was because of her sweeping sheer, rising to that ocean-defiant bow. Karl Kortum, her discoverer and in many dimensions her savior, said she had in British iron the saucy sheer of a wooden Yankee Down Easter: ''strikingly handsome.''

"She was an ocean wanderer," said Captain Thomas Thomas, sitting across the table from me in a Buenos Aires cafe.

"It was a hard life, never easy. I remember when I was made second mate aboard one of thes~ ships. We were at sea, becalmed, during my first watch in charge. Sometimes you'd lie for days like that, rolling around, waiting for wind. A hand working aloft dropped a short piece of old line into the sea-it floated there. I was terrified that the captain would see it when he came up at noon. It finally sank, I think. I would have lost my job if he'd seen it. You didn't waste anything on those ships, not even a piece of old rope."

And Thomas Thomas remembered other things from sailing in these ships; the beauty of a cold dawn breaking on windfurrowed ocean, ships seen on the horizon, the wildness of it and, ina way, the freedom .

Listen to Captain James E. Roberts, who sailed in Wavertreein 1897-8: "A sailing ship was an object of beauty and reflected life within her. A hard life and a rough one, but it was clean and free and held satisfaction." Talking for hours in a quiet room in South Street, or at meetings aboard his old ship, this was his distilled memory of the life as he knew it in Waver-

8

tree, the first ship he went to sea in.

These are things people have seen in the Wavertree. After her25 years in sailingserAlan Villiers Describes Wavertree's Last Battle with Cape Horn, in Autumn 1910

"Still the gales screamed at her, the seas swept over that enormous area of main deck. More sails blew out. They shifted the rags, dragged fresh sails aloft. The coal cargo shifted. The sea smashed over her from astern and stove in the wheel, damaging the steering gear. Some of the heavy iron spars smashed like match sticks.

"This time the old ship could take no more. At last, over one hundred days out, she had to turn before the sea or sink beneath it: she ran back to Montevideo in distress. Repaired sufficiently, she put to sea again, took on the Horn once more.

But the gales still screamed at her down there without respite. Again the seas smashed over her. In a sudden shift of maddened wind, the whole mainmast went overboard-sails, yards, rigging, everything. As the dismasted hull floundered in the tumult of freezing waters, the broken spars flailed the hull, leaks started, the sea came down below. The pumps were smashed. The dismasting also destroyed the freshwater tank by the foot of the mainmast. Soundings showed three feet of water down below, rising.

"Again she had to turn back, this time to the Falkland Islands. It was for the last time." ŠAlan Villiers. From The Wavertree: An Ocean Wanderer, South Street Seaport Museum, 203 Front Street, New York 10038.

vice, 1886-1910, years in which the world changed around her, and mest of her sisters dropped out of service, she entered a long half-life as storage barge in Punta Arenas, behind Cape Horn, and from 1948 to 1968 as sand barge in the Riachuelo in Buenos Aires.

Even there, with cropped bulwarks and forecastle head, and all but two lowermasts shorn away, the people of the waterfront knew what she was: they called her notponton, or barge, but el gran velerothe great sailing ship.

An Ordinary Life She was launched on Thursday, December 10, 1885, one of a series of big full-riggers built for R.W. Leyland & Co. of Liverpool, at the Oswald Mordaunt yard at Southampton on the south coast of England. The newspaper noted her as "a handsomely modeled iron sailing ship of 2150 tons net register ... full rigged and fitted with skysail on mainmast."

Leyland had ordered four such ships that year, but before the year ended they must have found they had one too many; they sold her off to Chadwick Pritchard of Liverpool, who renamed her Southgate (the name on her bell, and on her cabin coffeepot, which have been recovered). By March the following year she had cleared Cardiff with a cargo of coal for Singapore.

Ironically, transporting Welsh coal to distant points to refuel the British steamships that were replacing sailing ships on most of the world's trade routes, was one way sail still could compete. The development of the fuel-efficient compound engine began to change this in the Wavertree's first SEA HISTORY, WINTER 1980-81

The Wavertree in her prime, around 1900, sits at anchor off Telegraph Hill, San Francisco, for a formal portrait by TH. Wilton's Elite Studio. Deep-laden with grain, sails bent and anchor chain hove short against the flood tide coming through the Golden Gate, she's waiting only for her skipper to come out to hoist in the accommodation ladder slung over the side, pick up her anchor and take a towlinefrom a tug to begin the long voyage south, round Cape Horn and home to England. Photos, National Maritime Museum, San Francisco.

The grace and order of the decks of a first-class deepwaterman: Wavertree's sistership Milverton, photographed at anchor by William Hester of Seattle, getting on fora century ago. Standing on the scrubbed planking of the poopdeck just to one side of the steering wheel, you are lookingforeward past polished binnacle, elegant skylight and companionway hatch, past well kept boats on skids and the sturdy iron columns of mizzen, main and foremast, to the rising sweep of the forecastle head. A wisp ofsmoke from the stovepipe promises a cheery welcome, this grey wet day, in the saloon under the deck you 're standing on.

,.., . ..,.,.. ...... .......,,. ~

""¡¡.::;;~-:.

decade. But sail was still a major contender on the long-haul world trade routes; it was just in the year of the ship's launch, 1885, that the tonnage of all steamers in the British merchant marine, most advanced of its day, first exceeded total tonnage under sail.

From Singapore she sailed on to Chittagong, India, thence home with a cargo of jute, arriving just a year from her departure. After another passage to India she was acquired by Leyland, and renamed Wavertree, on July 20, 1888. Now she entered the Australian trade: cheap manufactured goods outward, grain cargoes home. The grain trade was bred by the need to expand the agricultural hinterlands of industrial European cities; as early as the 5th century BC we find Athens dependent on sailing ships bringing in Black Sea grain, and before that we suspect sail was used on the Euphrates to support Chaldean cities. The world's wind systems made it practical for square riggers to bring Australian grain home right round the world to Europe, in large grain fleets, up through 1939; a trickle of grain came in from Buenos Aires this way after World War II, a trade that ended with the sinking of Pamir in 1958.

Wavertree also entered the San Francisco grain trade, making four trips in that; she ferried Oregon pine down the Pacific Coast to Chile; she carried Chilean nitrate to New York and European ports to fertilize depleted farmlands. She was, in fact,

Wavertree' s sail plan (like Milverton' s, above) shows a towering traditional rig with topmast doublings, deep single topgallants, royal yards half the length of the lowers-and a skysail above the royal on the main. Skysail remains moot: she was announced with it, and her sheers/rake is pierced for the extra stay, but by 1900 she had lost this extra sail, as had her sisters.

Above, two ships of Wavertree's class a-building at the Oswald Mordaunt yard, the nearer one in frame, the further plated in. Hercules Linton, designer of the immortal clipper Cutty Sark, is the probable author of their sweeping lines; he could not make these dray horses racers, but he could make them handsome. Just once, the year after Wavertree, a longer, slimmer cousin to this design was authorized, the lissome Leyland Brothers. She made runs in clipper time. Š Southern Newspapers Ltd. Southampton.

At left, the tall ship leans to a northwester, leaving New York on a mad March day, 1895, bound with a cargo of kerosene to India. From there she sailed to Mauritius, then Australia; from there to San Francisco, thence home to England. When she set out again, in June 1897, young James Roberts signed on as deck boy. He was to rejoin his old ship in New York 73 years later. From a painting by John Stobart.

an "ocean wanderer," finding cargo where she could.

The Last Voyage And increasingly a ragged one. George Spiers, sailing in her last Cape Horn voyage, 1907-8, records short crews, poor rations, patched shrouds and failing gear.

The value was being sailed out of her.

Another generation of bigger square riggers, efficient German four-masted barks, were taking up her cargoes. From 1908 she was laid up for two years-then, under new owners, was loaded with coal and sent brutally on a one-way voyage round Cape Horn, we believe to end up as a breakwater in Chile.

This was the voyage she never completed. The Horn was too much for her weakened rigging, though not for her stout iron hull. After running back once to Montevideo for repairs, she went down to try the rounding again; and staggered back to the Falkland Islands, 300 miles downwind, more a wreck than a ship, five men of her crew severely injured, three with broken legs, in the battle to bring her in.

She arrived off Port Stanley December 7. Still the hard rules held; she lay there rolling in the open roadstead while Captain Irving, himself an old man for this work at age 64, presumably bargained for a cheap tow into harbor. One side or the other relented, and on Christmas Eve, 1910, she was .towed into shelter by the tug Samson. Her sailing days, the long, hard service at sea, were over.

At sea, her real home, Wavertree's twin sister Milverton (top picture) backs a topsail with balletic poise, heaving-to to pick up a pilot while the foredeck gang clears away the anchor.

Milverton is at the end of her sea career, under Finnish ownership in 1925. Painted gunports are long gone, the skysail that crowned her rig is a forgotten glory, and even the mizzen royal is missing, leaving a bare pole above the topgallant. Photo courtesy Lars Gronstrand.

Of the Leyland ships, Woolton, of Wavertree's year 1885, vanished at sea in 1893; Toxteth, a larger ship with midship bridgedeck, two years younger than Wavertree, went missing on a Cape Horn voyage in 1908; Fulwood, Wavertree's sistership, went through World War I under Norwegian ownership and was lost with all hands in 1919.

Wavertree barely survived her last encounter with Cape Horn in 1910. Dismasted in winds of hurricaneforce, water pouring into her through ruptured decks, she staggered into the Falkland Islands as shown here. Five men were gravely injured battling the wreckage on these decks in boarding seas; they and their ship were fortunate to survive. Photos courtesy South Street Seaport Museum.

This ship's people: here they gather under the break of the poop, with a few more to join before the

Wavertree sets out from Portland, Oregon, by way of Cape Horn to Liverpool, in December I907.

Through George Spiers, then I8, standing with arms folded at the ladder, we know each person in this photograph, from First Mate Connors, standing with his usual look of aggrieved righteousness between Spiers and Connor's nephew Captain William Masson (in golfing cap and shore rig), to Jones the Welsh sailmaker, seated in front of Spiers. Service to the ship made these men a crew. In Spiers's narrative in The Wavertree: An Ocean Wanderer, we hear them singing "A Fire Down Below" as they tramp round the capstan to weigh anchor, and "Paddy Doyle" as they stow canvas for the last time coming into Liverpool. Courtesy the late A.G. Spiers.

Pulled Back Over Time's Horizon Ten years ago this summer, the Wavertree came into South Street Seaport Museum.

Grown men stood on her decks wiping their eyes, to see such a ship come back to New York after three quarters of a century in distant waters. Four years before that, Karl Kortum, then Director of the San Francisco Maritime Museum, had found her in a backwater in the Riachuelo, in Buenos Aires. The first resolution of the Museum's newly seated Board of Trustees in June 1967, had been to acquire the ship.

A bold resolution ... and a wise one.

For in the outpouring of effort that went to bringing in the ship, people's sense of the Museum's purpose grew clearer and stronger. And the young Museum, whose chances for survival were rated very thin at first, acquired friends, confidence and muscle-muscle vitally needed to win the place it now holds in the heart of the New World's greatest city.

She had that hold on people's minds, as she did with the people who sailed in her. A deepwater sailing ship is a most expressive artifact, expressive of the culture that gave her birth, and of cultures before her time reaching back at least to the Phoenicians .

A thing used hard by man, and using men hard, always, to make her voyage.

Of this particular ship, when we were having difficulties acquiring her (her owner Alfredo Numeriani's first thought was to accept in exchange a new motorship of equal size) the artist Charles Lundgren said something that many others would say in time to come. There were other ships

12

easier to come by (they're gone now, 12 years later), and Jakob lsbrandtsen, who was signing the checks, asked rather testily one day, why this ship, why only this ship?

Charlie drew back in genuine wonderment, searching for words. We waited.

Finally he said: "But Jakob-she is beautiful!" w

We are now the ship's people. In restoring her, in sending her masts up again into a world that has changed since she last sailed, we are restoring something of ourselves. The American Ship Trust is proud to work with the South Street Seaport Museum on this vital undertaking and invites all hands to join this effort: Ship Trust, NMHS, 2 Fulton Street, Brooklyn NY 11201.

Captain James ÂŁ. Roberts, shown here as steamship officer, sailed in the Wavertree in I897-98, as I5-year old deckboy al $2.50 a month. He continued in square rig until I903, when he shifted to steam, becoming captain of an American ship by I9I9. In I970 Roberts rejoined his old ship in South Street, coming down from Sailor's Snug Harbor often to counsel with the crew until his death at age 9I in I973. He left us vivid impressions of his time in the Wavertree, and of the sterling qualities of a seafaring man of the old school.

August I I, I970, the Wavertree returns to a New York much changed since she left 75 years earlier.

SEA HISTORY, WINTER 1980-81

The cry "I'm overboard" as the ship passed him was heard by the man at the wheel . ..

Running wild andfree, the Milverton lowers her fore upper topsail, the exact situation her sister Wavertree was in when Roberts' shipmate Robinson was lost. Photo, courtesy Lars Gronstrand.

WAVERTREE MEMORIES:

From a Voyage Made as Ship's Boy, Age 15, in 1897-8.

By Captain James E. Roberts To recall events which happened during a voyage I made in the good ship Wavertree over 73 years ago is quite a test of memory, but sometimes impressions although trivial may be retained indefinitely. For instance, on my first day at sea when hauling on the starboard fore braces with the rest of the watch the AB in front of me remarked in tones not intended to be consoling: "Well boy, you won't see your happy home for another three years." This dealt something of a blow to my conjured-up visions of romantic adventure in the life at sea. That particular incident has remained clearly in mind throughout the years.

It was my individual duty in my watch on deck to furl the mizzen royal when shortening sail. One night when heavy weather was setting in I was aloft to furl the sail. On reaching the topgallant masthead where the yard should have been lying suspended on the lifts, it was only part way down and cock-billed with the sail billowing out. With no chance of getting a footing I decided to go down on deck, believing that the yard would soon drop to its proper position and then I would go aloft again to furl the sail. In the meantime I joined the watch in clewing up sails which were further to be taken in. But it wasn't long before the Second Mate's watchful eye caught sight of the billowing mizzen royal in spite of the darkness. "What's the matter with that mizzen royal?" he bellowed out. "Where's that boy?"

My explanation that I couldn'tget on the yard served to no purpose. "Get up there and furl that sail!" was the rejoinder I received in most unmistakable and convincing tones. To cut the story short, I managed to clamber out on the yard gripping firmly with elbows and knees. Hardly had I managed to get into that position when down came the yard with a jolt. It came as a shock but I held on, otherwise the story would have a different ending.

With the yard in its proper position the job of furling the sail was not difficult.

Life in the square-rigger was fraught with risks which the activities of this specific calling seemed to demand at times to get the job done quickly and well. Another incident which happened on the outward passage I recall clearly. The loose end of the starboard mainsail reef-earring had come adrift from the yard and was whipping around. I was told to go aloft and secure it, which I promptly proceeded to do. Looking down from the yard I decided to go down the leech of the sail to where I could pick up the earring as I sat astride the lower reef-tackle block . Accordingly I swung myself over the fore part of the yard and slid down the leech but found after carrying out the plan that the return journey was not SEA HISTORY, WINTER 1980-81

so easy. With some feeling of alarm I found that the jackstay was just out of reach for my getting a handhold to pull myself up on the yard, and each successive attempt saw me further from the mark. I finally had to allow myself to slide down the leech to take a rest saddle-legged on the reef-tackle block. In the meantime my predicament had been observed from the deck and measures were being taken to meet the situation. An AB was stationed at the ship's side with a life-ring in case I fell overboard, while another raced up the main rigging and out to the yardarm. This gave me fresh courage as I climbed up within reach of the rescuer's strong arm. Grabbing me by the back of the collar he pulled me on top of the yard to safety.

One form of diversion when off watch in fine weather was to recline on the back of the figurehead. From this position I could look down with unobstructed view at the ceaseless motion of water undulating from the bow causing a bow wave on each side of the stem as the vessel cut through the water. In following years I have noticed passengers standing motionless as if transfixed, gazing down over the bow or at the wake of the ship astern, seemingly mesmerized by some strange fascination that the sea appearing to be in constant motion exercises.

In reviewing the circumstances experienced during the outward and homeward passages the voyage in general would ordinarily be recorded as uneventful except for the tragic loss overboard of my shipmate, George Robinson. He and I were making our first voyage to sea in the Wavertree after being shipmates in the training ship Indefatigable. When the accident happened the ship was running the easting down in the "roaring forties" before a gale of wind and heavy following sea.

Although in a position on the yard close in to the mast, helping in the struggle with the rest of the watch to furl the fore upper topsail, poor Robinson fell from aloft clear over the ship's side. On account of the darkness prevailing and the howling of the gale none of the watch missed him as he fell; in fact, each man would be struggling to hold on while having to exert his utmost efforts to help in furling the sail. The cry "I'm overboard" as the ship passed him was heard by the man at the wheel, and this was the only evidence of the grim tragedy.

I am now looking forward in anticipation to seeing my old ship restored to her original stateliness and perfect proportions. To stand on her decks again recalling scenes and happenings incidental to life at sea in those days will be for me a stirring experience.

www

13

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SCRIMSHAW - Past and Present An event in the remarkable history of scrimshaw, - now, for the first time, authenticated fine reproductions of the most famous of the old - a SUSAN tooth - and the best of the new - a GILKERSON tooth. Made of a non-whale product, polymer ivory, these pieces faithfully recreate the artist's original engraving and th~ full chara~~er of the whale tooth. They are among the finest of art reproductions done by ARTEK, as part of its unusual Save The Whale® Collection" of scrimshaw.

THE GILKERSON Generally considered to be On board the the finest scrimshander toTHE SUSAN whaler Susan, day, William Gilkerson brings in the early to scrimshaw an artistry com19th century, parable to that of the classic seaman Fredmasters of engraving. Mr. e rick Myrick created a series Gilkerson agreed to let Artek of scrimshaw reproduce one of his best teeth that have recent works. The artist himsince become self assisted in the production legendary. The few remaining process and these replicas today are highhave his entire approval. With ly prized by an ebony-like spindle stand museums and collectors. The Nantucket Whaling designed by Mr. Gilkerson, Museum authorized ARTEK to reproduce a Susan in this tooth is being offered in its collection, one of the finest done by Myrick. The museum-approved replica with a vitrine is being a strictly limited production offered in a strictly controlled limited edition of of 500 pieces, each docu1,000, each hand-numbered and documented for mented and hand-numbered for $125.00 plus $4.00 $150.00 plus $4.00 shipping and handling charges in shipping and handling charges in the U.S.A. the U.S.A. For a full color brochure of our "Save The Whale® Collection" of scrimshaw, send your name, address and $1 .

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15

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SEA HISTORY, WINTER 1980-81

THE SHIP SAVERS

TRUST: ''Infinite and Fascinating Variety''

PHILIP S. GREEN, Hon. Treasurer, who gallantly took up his charge in WST "because of my pride in my forebears George and Richard Green, the former, the great shipbuilder at Blackwall and the latter the shipowner who designed, built and gave the Worcester to the nation."

Retired in Penzance, Mr. Green has helped to launch a Ship Trust bound on an outward voyage worthy of the Blackwall frigates built by his great-grandfather.

ward, in which he was serving as chief scientist, 1972. Chairman and founder of Mariners International, and of Mariners France, organizations which offer deepsea experience to young and old in traditional seafaring, his account of the Belem save and some remarks on Old Salts ("I just don't have Their stamina") appeared in SH 16.

tion, Governor of the Foudroyant Trust, and longtime Hon. Editor of the Royal Cruising Club Journal, his latest book is reviewed on page 42.

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ERIK c. ABRANSON, at the helm of the Sea Education Association schooner West-

MALDWIN DRUMMOND, DL, JP, with a hastily stowed mug in his jacket pocket, sailing with Mrs. Drummond in search of rare plants on the coast of Chile in the vicinity of Cape Horn, aboard the cutter St. Rafael, 1978. Chairman of the Maritime Trust of Great Britain, erstwhile Chairman of the Sail Training Associa-

PETER STANFORD, (right) listens to son Joseph (left) correct his brother Robertthe Wavertree, built in Southampton, was originally named Southgate, not the other way round-while South Street Seaport Museum President Hightower and a distinguished guest hear the beginning of Robert's response. Founding President of South Street (l 966-76), currently President of the NMHS and Chairman, American Ship Trust Committee. .t

''GHOSTS OF CAPE HORN'': The Challenge of the Story, and the People Who Rose to It "Cape Horn is still there." With these closing words, spoken by Jason Robards, the film "Ghosts of Cape Horn" has been completed. It has been a rare privilege to work with the seafarers and historians who led us to the sources of this epic story of the struggle to round Cape Horn-and who are engaged in the struggle to keep alive the heritage of that ultimate test of ships and men. To them and their effort, embodied in the World Ship Trust, we have dedicated our film.

Our three-year odyssey to make the film is now over. What an unforgettable set of associations it brought to all of us involved in the making of "Ghosts"! From the Society's Curator-at-Large Peter Throckmorton, who came to me in the most sincere desire to see some effective public presentation of the American sailing legacy, to Karl Kortum, Chief Curator of the National Maritime Museum, who opened the Museum's unique files on the Cape Horn trades and Jed us on to priceless archival footage in this country and abroad, we the film-makers met many inspirational people whose very li ves reflected the story to be told. To those Cape Horn sailormen Alan Villiers of SEA HISTORY, WINTER 1980-81

England, Captain Irving Johnson of Massachusetts, Tom Wells of Seattle; Sterling Hayden, apprenticed under sail in the Gloucester fisheries, Frank Carr, Chairman of World Ship Trust, the sailorhistorian Giles Tod, South Street Seaport Museum historian Norman Brouwer (who had served time at sea in these dangerous waters, in a steamer), and to so many others whose knowledge of the sea, of what seafaring takes, and gives, was so freely given to us, we owe a priceless intellectual and creative debt. To the museums and historical institutions who provide tangible evidence of this great American experience at sea, we owe thanks for their commitment, and for their very existence.

The film crew with whom we worked for three years were swept up in this story.

Their talents translated even our must subtle creative ideas into the sounds and images of the film-much utterly original work went into this including Gordon Lightfoot's title song "Ghosts of Cape Horn," which, separately issued as ·a record, has already become popular. And in all this, popularity is not a thing we disdain: it is part of our goal!

The corporations who backed the film understood the goal. They invested for no other reason than to support the underlying educational message-the deep education to be gained fr.om a great experience of man. Dow Corning Corporation, Michelob, Sperry Topsider, Atlantic Maritime Enterprises, Hartford National Bank, American Airlines, Sheraton Hotels, Braniff International and Nikon: these representatives of the American free enterprise system generously united to make the work possible, to bring a vital part of the American heritage to the American people.

"Ghosts of Cape Horn" will help the cause the National Maritime Historical Society's Ship Trust Committee so fervently defends. We invite other corporations to support that cause. It is a difficult and challenging cause, but its rewards are immense and these are the people who are advancing it.

JAMES R. DONALDSON, Ill, Producer KEITH F. CRITCHLOW Co-Producer/ Director "Ghosts of Cape Horn" is an Actuality Films Ltd. production.

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The National Park Service and Maritime Preservation The National Park Service has long been in the business of preserving this country's maritime heritage, but only in the last decade has it devoted its efforts to ship preservation.

Though the Service has had a strong tendency to steer away from ship preservation because of the great expense involved, one must keep in mind that the organization is a land-based bureau, and oriented by history, tradition, and inclination to land operations. Indeed, the historians, the historical architects, the archeologists, and the curators-the principal disciplines in historic preservation, or cultural resources as it is now called-all performed work that related to the land. And rangers-from whose ranks so many of our managers come-for the most part received their academic training in forest management.

As a young park historian, and later a research historian, interested in things maritime, I can recall railing with great passion against the shortsightedness and the bias of the Service for not devoting more attention to the nation's maritime history. As time has passed and I have moved into the managerial ranks with a broader perspective of the Service, I have swung around to the view that indeed bias existed in the Service, but it was a bias based on lack of knowledge and understanding of the subject. Success in persuading the Service to undertake a maritime project lay in making a solid, rational case for the project. Over the years the Service has become more used to, and therefore more receptive to, maritime preservation. Just recently, for example, the Director of the Park Service made a major commitment to maritime heritage preservation for the reason that it was to the best interest of the nation's maritime history.

The National Park Service today is involved in all phases of maritime preservation. This involvement did not spring full blown on the scene. it came about slowly over a long period of years. These early efforts were diverse and scattered over the country. Specifically there were three areas: â&#x20AC;˘ Cabrillo National Monument in San Diego, California commemorated a Spanish voyage that discovered and explored the west coast of the United States. It also had one of the first lighthouses built on the West Coast. â&#x20AC;˘ Cape Hatteras National Seashore-in its early days designated a Recreation Area-on the Outer Banks of North Carolina, unintentionally at first, depicted man's relationship to the sea 22

There is no question the Service is committed to the preservation and interpretation of this country's maritime heritage.

The question is how well will we be permitted to perform this work. and possessed the most important US lighthouse in the nineteenth centuryCape Hatteras. â&#x20AC;˘ Salem Maritime National Historic Site in Massachusetts told the story of an important phase of New England shipping history.

From this base Service involvement in maritime preservation grew. The growth, however, was for many years land based .

Nevertheless, interest within the organization grew, and managers and planners began to look for sea-related subjects to interpret to visitors . The interpretive theme at Cape Hatteras became man-and-thesea, with park rangers telling the visitors about lighthouses, the importance of the offshore Gulf Stream to shipping, the story of the Life Saving Service, and shipwrecks along that most dangerous coast.

Cabrillo National Monument began telling the visitors about shore whaling. Commercial fishing, its techniques, successes, and frustrations, became a theme at Cape Cod National Seashore. The history of shipping on the Great Lakes is covered in the interpretive story at Isle Royale National Park in Lake Superior. Man's relationship with the water, both for pleasure and commercial reasons, is a principal theme at the rugged and beautiful Acadia National Park in Maine. And Cristianstead NHS in the Virgin Islands includes the historic Danish customs house around which shipping history is interpreted.

In more recent years Congress has authorized a number of seashore and lakeshore parks, and maritime sites, particularly lighthouses and lifesaving stations, are usually found on the land included in each park. Cape Lookout National Seashore, with a lighthouse, lifesaving stations, and the village of Portsmouth; Apostle Island National Lakeshore, with lighthouses and lifesaving stations; and Gateway National Recreation Area with the most historic lighthouse and Life Saving Station site in the country, are examples of such new areas.

Naval history has been one of the most neglected themes that the National Park

By

F. Ross Holland, Jr. Assistant Director, Cultural Resources National Park Service

System commemorates. It is easy to memorialize a battle where the army fought or preserve a fort that was the base of operations against the Indians since a piece of real estate, with attendant structures, can be marked off. But is it impossible to commemorate a naval battle with a piece of the ocean. Moreover, the ships in naval battles do not survive well . The naval warfare that is interpreted is done from a land base. Oliver Perry's victory over the British on Lake Erie in the War of 1812 is represented by a large column on the shores of Put-in-Bay, Ohio. What is said about naval action during the Civil War is told as they relate to forts-e.g., Ft. Donelson and Ft. Sumter-and battlefields-e.g., Vicksburg and Shiloh. In the 1970s the National Park Service began getting sites and ships associated directly with the nation's maritime heritage. As is to be expected, the acquisition coincided with a rising general public awareness and an interest in the nation's sea history.

A project that had been long simmering -the preservation and display of the USS Cairo-came to a head in the 1970s, and the National Park Service made the commitment to preserve and display this salvaged Civil War gunboat in a museum setting in Vicksburg, Mississippi.

In 1971 the National Park Service acquired its first vessel-the Lightship Chesapeake. Surplus to the needs of the Coast Guard because a tower had replaced it, the lightship-still in operating condition-came to the Service primarily to be part of its environmental education program. Since then the nearly 50-year old vessel has become principally a historic structure, giving the visitor some notion of the history, use, operation, and life aboard this type of aid to navigation.

The next event occurred in 1974 when Congress authorized the establishment of the Charlestown Navy Yard as part of Boston National Historical Park. This park was a "Watergate baby" since the bill authorizing it came close to being vetoed.

President Nixon's administration opposed the proposal, but the bill reached the White House after he resigned, and, according to rumor at the time, Speaker of the House Thomas O'Neil prevailed upon his old friend President Ford to sign the act.

As originally envisioned the Navy Yard was to be a setting for the USS Constitution which the Navy would leave at the yard permanently on display. It didn't take a great deal of astuteness to realize that the story of this Navy Yard was far broader and more important than just one vessel.

SEA HISTORY, WINTER 1980-81

Members of the rising generation come to the water's edge at the National Maritime Museum in San Francisco, a scene echoing with the lure and story of the sea worn ships across the way.

Though much of the yard is to be adaptively developed by the Boston Redevelopment Authority, the National Park Service quickly concluded that the two most important structures-the ropewalk (the last one in the nation) and the forge shop (where the Navy's die-lock chain had been invented and manufactured)-had been omitted from its part of the historic yard.

At last, this year Congress is authorizing their addition to the park. In the meantime the park staff has secured a WW II destroyer, USS Cassin Young, from the Navy, and is readying it for visitation.

The final event that put the Park Service solidly into ship preservation occurred in San Francisco, California. The state maritime park, which had a coterie of ships, and the San Francisco Maritime Museum became a part of Golden Gate National Recreation Area. Since that time the Jeremiah O'Brien, a World War II Liberty Ship, has been added to the Golden Gate fleet, and it is to be put into a good state of repair by a citizen effort. But at the same time at least two of the San Francisco ships-the steam schooner Wapama and the square rigger Balclutha -are in need of extensive reparis. Due to reduced funding to the National Park Service, we will be lucky if we get money to repair the Wapama-which is badly hogged-in less than four years. I would not even want to guess when the Balclutha will be repaired.

The fact is that while the National Park System has expanded greatly in the last few years, the administration and the Congress have been cutting back on funds and personnel for the Service. Progress in the maritime field is slow, unfortunately, because of fiscal and personnel restraints imposed upon us.

I do see improvement as the Service moves more extensively into this new field.

Ahead I see innovative relationships with SEA HISTORY, WINTER 1980-81

citizen organizations, building upon the relationships established at the Boston Yard and the National Maritime Museum, San Francisco. That partnership with the private sector can be extended, I believe, in fruitful cooperative relationships with commercial interests as well. The Service is working on these concepts in its plans for the National Maritime Museum, and on other concepts bringing vitality, outreach, and earned support to historic ships.

We look at the active steaming of the paddle tug Eppleton Hall, and the active sailing of the scow schooner Alma, conducted by volunteers of Friends of Historic Ships, attached to the National Maritime Museum in San Francisco, and we look ahead to further activist ventures which provide important sea experience-so preserving maritime skills and disciplines as well as physical structures. Such active programs can also provide outreach to shore and riverfront communities in San Pablo and San Francisco bays.

I follow with interest the work of the Ship Trust Committee of the National Maritime Historical Society, and the discussion of projects in this country and abroad in SEA HISTORY. Wehavemuch learning to do in this field, and I believe the Service can help bring organization and support to activities across the country in the years ahead.

There is no question the Service is committed to the preservation and interpretation of this country's maritime heritage.

The question is how well will we be permitted to perform this work.

One new area the Service is exploring is the field of archaeology. We are becoming concerned about our underwater resources, especially shipwrecks, and are studying ways to manage them so that these attractions can be visited by the scuba diver, but in a way that there will be no purloining of movable objects. These

underwater resources-whether Spanish shipwrecks or 19th and 20th century wrecks off seashores and lakeshores-are of increasing concern to the Service. As part of the program to identify the wrecks and to devise strategies to manage them, the Service has developed one of the best underwater archeological teams in the country.

The preservation of ships is an expensive endeavor. For the time being, at least, the Service is going to have to be highly selective in those it takes on. They will have to be those truly nationally significant, and those for which no other alternatives for preservation exist. In other words, those vessels that are threatened or endangered historic landmarks. One such landmark with which the Service may become involved in the near future is the Falls of Clyde in Honolulu.

A ship that we should become involved with is the USS Olympia. This vessel is the last survivor of an important period in American history. That period was the emergence of the United States on the scene as a world power, a step we could not have taken without a powerful navy. It is perhaps the most significant US Navy ship now afloat, the USS Constitution notwithstanding. Its past owners have had to sell off the port engine to maintain the ship, and the present ones have melted down a propeller to make commemorative coins to raise money for the ship's preservation.

This priceless remmant of our historical and technological heritage deserves better treatment from the nation, for there is much the present generation can learn from it. w

Mr. Holland, a longtime devotee of the maritime heritage, is author of America's Lighthouses, The Aransas Pass Light Station: A History, and The Old Point Lumber Lighthouse.

23

Carolina and Go Experience the true charm of the historic cities of the Old South on a Carolina and Golden Isles cruise aboard the Independence or American Eagle.

You'll spend seven carefree and fascinating days cruising through the breathtaking and everchanging scenery of the Intracoastal Waterway, through South Carolina and Georgia's Golden Isles.

Ports of call for the Carolina and Golden Isles cruises are Beaufort, Charleston and Hilton Head Island, SC; and St. Simons Island, GA. While in port, there's ample time for shopping, sightseeing, or just plain daydreaming. There are a host of interesting attractions in the ports of call; Bay Street in Beaufort, the antebellum homes of Charleston, Harbour Towne, Fort Frederica, and much more.

The Independence has 48 staterooms, the American Eagle, 26. All are large and outside, with private bath facilities, regular beds and large opening picture windows. The food is out of this world. the service superb, and the atmosphere informal.

Soak up the sun from two sun decks, or relax in the air conditioned comfort of the glass-enclosed Nantucket Lounge.

Roung trip Carolina and Golden Isles cruises depart from Savannah, Georgia. Aboard the Independence, Dec. 6and13, 1980; March 7, 14, 21, 28; April 4, 11 And 18, 1981.

For reservations and information, send in the coupon, or call toll-free 1-800-243-6755. In Conn. call 345-8551 collect.

lden Isles Cruise

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Anierican Cruise Lines 1 Marine Park, Haddam, Conn. 06438 Toll free: 800-243-6755 In Conn.: 203-345-8551

OKEECHOBEE AND SOUTHERN WATERWAYS CRUISE This Winter, enjoy 10 carefree days aboard the Independence on an Okeechobee and Southern Waterways cruise adventure.

The cruise follows the Intracoastal Waterway, one of the least travelled and most fascinating waterways in the world. All along the route, the area is rich in natural beauty, boasting flora and fauna native to the area; alligators, exotic birds, live oak trees, and more.

Ports of call are Savannah and St. Simons Island, GA; Fernandina Beach, Palm Coast, Port Canaveral, Vero Beach, Lake Okeechobee and Fort Myers, FL. The Okeechobee cruises alternate departures between Savannah, GA and Fort Myers, FL. Sailing dates are Dec. 30, 1980; Feb. 4 and 24 from Fort Myers. From $840 per person.

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(212) 929-3121

ANTON IO JACOBSEN SIDEWHEELERS (1850- 1921) Shown:

NANTUCKET signed - lower right daied • 1887 image - 14" x 22" frame - 18Vi" x 26Vi" Nm Shown' GAY HEAD signed - lower left da1ed - 1892 image - 14" x 22" frame - 18Vi" x 26 Vi"

ISLAND HOME unsigned - undated image - 14" x 22"

frame - I 8Vi'' x 261/l"

PRICE LIST Each Any p air Set of three

$155 S300 S445

Please enclose check, money order or charge card number.

Full refund wichin 30 days if noc totally pleased.

All orders sent Pose Paid - U.P .S. (please use streec address).

Please allow 4 weeks delivery from receipt of order.

Charge payments (VISA, MASTERCHARGE enclose card# and expiration date).

Mass. Reside nts please add 5% sales cax.

Send for o ur color brochure"The Collection' - a selected offering of museum and colleccors pieces of fine Marine Arc, Porcraiture and P rimicives. Please enclose S l.00, refundable with your order.

CANVASBACK ART COMPANY The Barn, Dept. SH 286 Main Street So. Yarmouth, Mass., 02664 617-394-5173

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"Constitution in the Charles River, Boston, c. 1803"

by ROYCROSS 250 Signed and numbered $125 .

300 Numbered $75.

America's oldest commissioned warship, Old Ironsides, as seen in her home port of Boston in 1803. Full color edition reproduced from the original painting by renowned English marine artist, Roy Cross, and owned by the USS Constitution Museum. Also available by the artist, in the same edition as above, is "Constellation in the Charles River, Boston, Early 1800's" The sale of these prints will benefit the work of the USS Constitution Museum.

Five color print 22" x 32 "

1,------------1

I I I I

To: USS Constitution Museum, Box 1812, Boston, MA 02129 Please s end _ _$125. signed and numbered prints of Const itution _ _ $75. numbered prints of Constitution _ _$125. signed and numbered prints of Constellation _ _ $75. numbered printsolConsteltation

\ Name - - - - - - - - - - - - - - - \ Address ·- - - - - - - - - - - - - - - \

------------~ip, _ _ _ __

I Check enclosed for $

AMERICAN SOCIETY of MARINE ARTISTS THIRD ANNUAL EXHIBITION DECEMBER 2--31, 1980

oil on canvas, 31" x 40'.'

Robert Skemp, "Clipper Ship White Squall in the Pearl River"

also featuring SUZY ALLUND CHRISTOPHER BLOSSOM WILLARD BOND RICHARD L. BROOKS JAMES V. CAPUA CHESLIE D'ANDREA JOHN DITCH PETER E. EGELI EDWARD J. ELHOFF JOHN A. ENGLISH CARL G. EVERS FRED FREEMAN STANTON GLOVER JIM GRAY MARK GREENE WILL HADDON FRANK HANDLEN AL HELNER ANDREW HEPBURN NORMA JAY WILLIAM C. KAVANER MACOLM LELLIOTT CHARLES]. LUNDGREN RAYMOND A. MASEY VICTOR MAYS LLOYD McCAFFERY PAUL McGEHEE JOHN MECRAY MELVIN 0. MILLER RAUL MINA-MORA JAMES E. MITCHELL WILLIAM G. MULLER MARK RICHARD MYERS BEN NEILL DANIEL W. PEREPELITZA CHARLES RASKOB ROBINSON PETER W. ROGERS ROBERT OLIVER SKEMP ROBERT STICKER JAMES E. TAYLOR PAUL VAN DEMARK THOMAS WELLS TIMOTHY WAITE WELLS ELAINE WENTWORTH CALIB WHITBECK STANLEY M. ZUCKERBERG

GRAND CENTRAL ART GALLERIES Biltmore Hotel, 43rd Street and Madiso n Ave., NY, NY 10017

(212) 867-3344

Open Mon.-Fri. 10:00-6:00.

HISTORICAL MARINE WATERCOLORS

BY

STEVE

MAYO DECEMBER 6TH TO 31ST

1980 AT

THE IROQUOIS

WATERCOLOR 18"x24"

STEVE MAYO

KIRSTEN GALLERY---5320 ROOSEVELT WAY, N.E.

SEATILE, WA 98105

TEL: (206) 522-2011

7 DAYS A WEEK 11 AM-5 PM

SEA HISTORY PRINTS The Young America This famous ship has become a symbol of the sail training effort of the Ship Trust in the United States.

We are now pleased to offer a limited edition of 950 prints of the brigantine Young America by the gifted young artist Christopher Blossom, who sails in her crew. This painting, which appeared on the cover of SEA HISTORY #17, is beautifuly reproduced using six inks on 100% rag paper. Each print is numbered and signed by the artist, and the first 100 are also remarqued.

Image size is 30" x 17 Yi".

Paper size 23" x 35".

Price: $75. Price remarqued $150.

Through the generosity of the artist, proceeds from the sale of this print will go to the Ship Trust to keep the Young America sailing.

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tr ·-

The Brigantine Young America, by Christopher Blossom

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To: National Maritime Historical Society, 2 Fulton St., Brooklyn, NY 11201

I I

I have enclosed my check for D $75 for a signed and numbered print.

D $150 for a signed, numbered and remarqued print.

I !

I I I

NAM E - - - --

- --

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ADDRESS _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

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Z IP _ _ _ __

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SEA HISTORY, WINTER 1980-81

"The Face of the Sea, "by Frank Hand fen.

"The spell the sea invokes is universal. It is rooted in our past. The bearer ofprotean moods, benign today, a roil of weltering waters the next, the sea holds our attention. We think we understand it, know it, but there is no knowing it. It is a study in causality, but the causes are infinitely varied and over the horizon; sometimes they are beneath. We are beguiled, charmed, and terrified by it.

"Here then is a depiction of deep water, deeply distrubed, the bane of mariners who have looked at its ancient, furrowed visage astir with its colossal grimaces through unknown centuries. ''Ever they rose, those seas, behind some nameless helmsman struggling to keep his vessel, now running too long, too fast, from the staggering trip and halt and rolling broach; a condition not favoring the sailor and his ship. " -Frank Hand/en, Fellow, ASMA

ASMA Third Annual Exhibition

By Peter W. Rogers President, American Society of Marine Artists

"Swell's Crest," by James E. Mitchell. This is a study of the elements ofsea, sky and light, without the distraction of a vessel or land within the composition. It seeks solely to portray the sea beyond the capabilities ofphotography or traditional realism. Oil, 20" x 42 ".

"Hoy and Launch off Boston Navy Yard, 1830, "by Victor Mays. The sailing anchor hoy of the early to mid 19th century was designed to set moorings, service ground tackle and carry water to vessels moored offshore. Varying in rig and size they shared broad beam and heavy scantlings. The hoy depicted is a forty-foot naval double-ender. By shifting rudder, bow davit, forestay and sheets it could be sailed off in either direction in congested areas. Twin capstans coupled with running tackle provided powerful mechanical advantage in handling massive anchors. Fresh water tanks were fitted below decks. In the middle distance the naval brigantine Porpoise lies at anchor drying sails.

On the Charlestown shore are the great covered shipways of the old Boston Navy Yard. Watercolor, 12" x 20".

On December 3, the Third Annual Exhibition of the American Society of Marine Artists opens to the public for a month at Grand Central Galleries, New York City. The exhibition is being sponsored by Interstate and Ocean Transport Company. On display will be 79 works of art, juried to represent the most rigorous attempts to picture men and ships-and the seas that confront them. The catalogue this year lists the biography of every artist, and shows the evidence of a great many years spent professionally at sea-Navy Captains and Commanders, naval architects, shipwrights, yachting champions, writers about ships, Cape Homers, many veterans of the war at sea. Fine artists-fine enough to have gone and learned their subject. Read the text beside each painting. These are men and women who have pledged their years to the seafaring theme.

Man has carved his mark on the face of the land. We are told he is changing the chemistry of the sea. It does not show in "the furrowed visage:â&#x20AC;˘ We crawl about its surface in arrogance, desperation, resignation, or hope with our cargoes and ordnance.

Through centuries of carnage and commerce the seas remind us that they do not care. Vast energies are unleashed in the wake of a great ship, and the wake is soon gone.

The oceans one day put every seaman in his place. Good men look for contests with a risk of failure, and there is honor in doing so. Marine art is a challenge on that level, for marine artists are scholars and exacting observers of a subject greater than man, a subject often out of reach.

Readers of SEA HISTORY have stared intently at the water and know the lift and fall of it, the slither and hiss as it slides beneath, the collision with the bows and the weight of spray thrown windward, caught, and blown back aboard, the bows again lifting and the weight cast away. A good deep sea painting captures a "kinetic moment," a freeze frame in the forward dance of a vessel across the back of those undulating hills. What marine artists attempt is to capture the most complex set of movements

30

imaginable. Constructing a plausible topography for the seas, orchestrating the stagger, lurch, lift and run of a vessel in a seaway, and then making it all move, making the wind shriek and the seas explode-this demands more than finesse with a brush.

This is elegant choreography calling for a thorough study, and knowledge of the basic physics of wave motion, and of the effects of fetch, wind duration, bottom contours, wakes, the patterns of breaking seas, secondary sea states, the behavior of seas when the wind dies, wind waves in enclosed bodies of water, the appearance of currents and tide rips, the "inherent colors" of different waters, the effect of sky and bottom on color, the behavior of reflections and the effect of different agitations upon them, the interface of reflections and translucency, and the effects of silt.

Moreover, the artist has to know the effects that buoyancy, displacement, and forward motion produce on a vessel at sea.

This short list comprises a lifetime of work.

Beyond the need to learn the look and moods of the sea is the fact that good marine painters are saturated by knowledge of vessel types, rig, historical eras, trades, weaponry, naval architecture, peculiarities of gear, details of important battles, and expeditions, and the procedures of shipboard evolutions. Often it is this research that makes marine art so time-consuming, and the knowledge involved is the stuff of another lifetime.

The picture comes first. Whatever research and ruminations precede it, the picture determines success or failure. The event must be imagined and seen, composed, drawn, given life and movement, and be correct in terms of rig, colors, gear, costume, place, time of day, sea state, set of sails and the elaborate geometry of light and shadow. Then-above all-it must emerge as a "picture" that is uniquely worth preserving. The spirit of a romantic is required to conjure the special pictorial moment that can live in a viewer's mind for years-and the skills of an engineer to be able to do it. Always it requires the critical judgment that rejects the pedestrian cliche. A proper balance and mastery of these SEA HISTORY, WINTER 1980-81

The seas bury and forget, but upon them man exercises his most implacable determination . ..

"Bound for Valparaiso, "by Jim Gray. This is the way the Peking would look to her Captain, standing on the bridge deck just abaft the main mast lookingforward. She was steeredfrom this deck located amidship, notfrom the poop deck. Peking is on a port tack in the variables off Argentina, heading South toward Cape Horn. They have been coming into heavier weather this morning, seas are building, and care will be taken not to lose sails. Oil, 24 " x 36".

"The Big K, "by Norma Jay. The Betsy Lis typical of many tugs engaged in the logging business plying the coastal waters of Oregon, Washington and British Columbia. The painting portrays the final stage of a log tow. The logs, having been towed into the harbor via ocean, are now being herded into position alongside one of the freighters.

SEA HISTORY, WINTER 1980-81

31

"Clipper Ship Challenge," by Mark Green. Built in 1851 to beat the Flying Cloud, by William H. Webb al New York, for N.L. and G. Griswold. She was renowned as the larges/ and most extreme clipper ever built. Of 2006 registered tons, she measured 230feet in length and was the first sailing ship built in America braced with iron.

Captain Robert H. Waterman, the famous clipper captain was master on the maiden voyage, with the promise ofa $10, 000. 00 bonus for a record passage, New York to San Francisco. With an inexperienced crew, bad sailing conditions and a mutiny off Rio de Janeiro, the passage was the fastest ever made at that time ofyear, but she did not beat the Flying Cloud's record.

demands is not arrived at in a hurry. Only eight of forty-six artists in this exhibition are under forty. It is clearly a skill and a body of knowledge that comes slowly.

There are reasons that artists are willing to undergo this long search. The theme is compelling because it evokes juxtapositions appropriate to a visual medium-man at his most willful in an environment where he is most precarious and inconsequential, the unparalleled beauty of destructive forces, the paradox of men building beautiful objects to destroy others, the sacred and profane qualities of an industrial waterfront.

The first of these themes is a paradigm for much marine art.

The seas bury and forget, but upon them man exercises his most implacable determination, and here it often has its clearest visual focus. Acts of frightening barbarity and great selflessness have taken place here, are documented, and serve well as a symbolic demonstration, just as the flag-raising at Iwo Jima spoke for the entire nature of ground combat. There is more than the titanic struggle. The famous statue in Gloucester has meaning beyond heroism. Man may be nothing at sea, but fortunately he does not know that. The steady rhythms of the life, the pride in the work, produce not just courage, but the "unnamed" plain good men to stand a watch. Life at sea focuses the mind on the stars, the march of the swells, the abiding comfort of good gear and machinery.

The rationalizations and countervailing conditions of the beach slide astern. It sets men to the design and building of sound, lovely vessels that serve with grace and efficiency. The hard learning of the past has equal footing with the special needs of the present,

32

and as a result here is a world in which the tradition of watching and learning, actively, from other generations, stretches back harmoniously. It is a less abrupt and fickle world. It has to be. The basic problem of seafaring remains the same.

So it does in marine art. There are new eyes and minds at work, different statements, new stories told and moments evoked, but the problem remains-asking new generations to have a hand at it.

Sand pounders claim that marine art "has been done:' but that makes as much artistic sense as saying the human figure has been done. Certain themes test the mettle and offer limitless nuance.

There is always room for interesting, imaginative interpretations that are not derivative. That it is a tired theme is a tired argument.

Beauty and ugliness exist in sharp focus here. The greasy detritus floating in a backwater heralds an adventure. A machine of lively beauty emerges from the rainswept clutter of rusting plate in a shipyard. And just over the horizon from the sprung and sinking wreckage of one ship comes the gleaming optimism of another.

This exhibition shows the kind of care and attention that lives beyond "right now:' w

A 52 page catalog of the ASMA exhibition is availablefor $5 from Grand Central Galleries, Biltmore Hotel, 43rd and Madison, NY, NY 10017.

Peter W. Rogers is a former QMJ in the Coast Guard. He served for four years in icebreakers and a buoytender. He is a graduate of US Naval Schools-Deep Sea Divers and has written several articles on navigation for Sail magazine.

SEA HISTORY, WINTER 1980-81

FULL-COLOR BALTIMORE HARBOR IN 1935, Image Size 18 3/.i" x 30", another new print

by PAUL McGEHEE, renowned marine artist. Only 950 people will be able to own o ne of these exquisite narrative marine prints. Reserve your copy now for your ho me or office for o nly $ 100 signed and numbered; $150 with remarque drawing.

T he 14 prints now available include 19th century steamboat scenes, skipjacks, four-masted schooner, clipper sh ip, etc. Available through leading galleries o r order direct from Art Recollections Showroom. © 1980 By Paul McGehee

Send Orders To: Art Recollections Showroom 704 N. G lebe Rd., Dept. 212-SH Arlington , VA 22203 Tel: (703) 528-5040

SEND FOR FREE 12-PAGE FULL-COLOR BROCHURE

6TH ANNUAL

OF

SHIPS AND THE SEA

'80 NOV16·DEC13 SEA H ISTORY, W INTER 1980-81

Artists appearing in the show: • • • • • • • • • • • • • • • • • • • • •

Carolyn Blish Christopher Blossom Willard Bond Ted Butts Bob Cale Steven Cryan Daniel Ford Carl Evers Fred Freeman Jerome Grimmer Mark Greene Al Heiner Frank Handlen Stephen Hustvedt Marshall Joyce William Kavanek Raymond Massey Victor Mays John Mecray Melvin 0. Miller James E. Mitchell

• • • • • • • •

Richard Moore William Muller Peter Parnall Daniel Perepelitza Charles R. Robinson Peter Rogers Robert Skemp Paul Van Demark

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O~KSHOP GALLERY

IN THE FREEDMAN 'S COMPLEX 2600 POST ROAD SOUTHPORT, CT 06490 203 - 255 -4613 MON-SAT, 9:30 -5 :30 MON & THURS EVES. TIL 9

33

ASMA

News TYNE PRINTS

Announces a limited-edition of 750 signed and numbered full-color lithographic art prints of The Convoy of the Cripples from an original painting by the marine artist:

RAYMOND A. MASSEY A.S.M.A

On October 16, 1944, the USS The Sullivans was one of five destroyers assigned to a screening group to escort the disabled cruisers, the USS Houston and the USS Canberra on a decoy mission ordered by Admiral Halsey to attract and destroy Japanese enemy aircraft. Print image size is 20" x 30". Signed print, $50. Signed and remarqued print $100. Free color brochure. Order from:

TYNE PRINTS 112 Walton Drive, Buffalo, New York 14226 716-839-0185

SEA HISTORY PRINTS

Now showing: H.M. Armed Transport

BOUNTY Running on strong winds off the island ofMoorea by

OSWALD L. BRETT This limited edition of 500 prints is printed in full color on fine rag paper. Through the generosity of the artist, proceeds wi ll benefit the work of the Society.

Image 14 Y2" x 20 Y2" Price $85

34

Paintings by Suzy Aalund, ASMA Watercolors by Willard Bond, ASMA Marine photos by Frank Klay And other marine and New England scenes Out of print books of the sea.

Antique maps & charts.

To: National Maritime Historical Soc. 2Fulton St., Brooklyn, NY 11201 Please send me__ prints. My check for$ is enclosed.

TRADEWINDS GALLERY

NAME - - - - - - - - - - ADDRESS _ _ _ _ _ _ _ _ _ __

Open Tuesday thru Saturday 10 AM to 6 PM or by appointment

_ _ _ _ _ _ _ _ ZIP _ _ _ __

(203) 536-0119

The catalog of the annual ASMA exhibition containing 52 pages and 96 photographs will be available by midNovember. The exhibition at Grand Central Art Galleries will open December 2.

The ASMA-Peabody Museum of Salem exhibition will open as scheduled on May 15, with the jurying date set at January 21. A large catalog for that exhibition will be available in the spring.

An Art Review Committee, chaired by Victor Mays, has been appointed to assist SEA HISTORY in maintaining its excellent coverage of marine art. The board has appointed an Executive Committee made up of Peter W . Rogers, Charles Raskob Robinson, James E. Mitchell, Victor Mays and Mark Greene and welcomes the following members to the board : William B. Mollard, Daniel Perepelitza, James V. Capua and Frank Handlen.

The Society takes great pleasure in announcing the presentation of the first "Iron Man Awards" for distinguished service to marine art, to Adrian S. Hooper and Mark Greene.

Membership in the Society is growing steadily and it is encouraging to report that good marine artists are continually emerging from all areas of the country.

The annual meeting of the Society will be held at the Doral Inn, New York, on December 3 and will be followed by Tom Wells's noted Cape Horn film .

Several members will also exhibit this fall at the Mystic Seaport New England show and at the annual Greenwich Workshop exhibition, Southport CT. A growing number of ASMA members are joining forces for small group shows, a very promising development. The Society newsletter provides a listing of members' exhibitions around the country. As always, lay membership in ASMA ($25.00) is encouraged (a good way to keep abreast of all exhibitions) . Contributions and correspondence may be sent to the Society c/ o NMHS, 2 Fulton St., Brooklyn NY 11201.

PETER W. ROGERS

15 W. Main St. (near the bridge)

Mystic, Conn. 06355

SEA HISTORY, WINTER 1980-81

DAY'SReport RUN of the American Sail Training Association SAIL TRAINING PLANS FOR 1981 The American Sail Training Association is currently developing its programs for 1981 and 1982; these include two major efforts, that of the Sail Training Races and increased opportunities for sail training aboard the ships Young America and Providence, as well as other ships.

Sail Training Races The East Coast Sail Training Races planned for 1981 will start in conjunction with the gathering of classic ships at Mystic Seaport the weekend of June 27-28 . A grand weekend is planned: classic ships, both commercial and privately owned yachts, will assemble at the Seaport on June 27, opening two days of festivities, museum visits, and hospitality arranged in cooperation between the Seaport and the Mystic Chamber of Commerce, wi th all the active sail training ships and yachts invited to participate. On Monday, June 29, there will be a Parade of Sail Training Ships down the river and the first race will start in Fisher's Island Sound. During the week, the vessels will visit different ports, and will end the week at Newport, Rhode Island for the Fourth of July weekend .

There trainees will participate in the traditional In-Shore Regatta (intership sports competition) and the Pri ze-Giving Ceremony.

The 1982 International Sail Training Races presently call for a start from Caracas, Venezuela where the Venezuelan Navy will have recently commissined the world's newest bark, Simon Bolivar. Present plans tentatively call for a race to Norfolk, Virginia, a Cruise-in-Company with crew interchange to Philadelphia, and a Transatlantic Race to Lisbon, Portugal to join up with the STA ships racing from the ancient and historic port of Falmouth , England.

Plans for 1984 will be discussed again at the STA meeting of the International Advisory Committee in London on November 11, and it is expected that approval will be given to the proposed Sail Training Race from St. Malo to the Azores to Quebec, in celebration of Jacques Cartier's voyage of discovery 450 years ago.

Sail Training Opportunities for 1981 This past summer of 1980 saw a greatly increased amount of activity in assisting young people to have a seagoing experience aboard square-rigged ships, thanks to the leadership and energy of our Chairman, Vice Admiral Thomas R. Weschler, USN (Ret.). ASTA chartered SEA HISTORY, WINTER 1980-81

the hermaphrodite brig Young America for one week and the Revolutionary War sloop Providence for four weeks, and 75 young people were given their first taste of salt water. Over half received scholarship assistance from the Association . We are grateful to the many contributors who made this help possible.

In addition, AST A wishes to thank the US Coast Guard for making a very important "first" possible . On her cruise from New London to Curtis Bay, Maryland for her winter layup, the USCG bark Eagle embarked 20 civilian trainees . These younsters came from a variety of Sea Scout, Girl Scout and Naval Sea Cadet units accompanied by adult supervisors.

The ASTA is greatly indebted to Rear Admiral M.E. Clark, USCG, Superintendent of the Coast Guard Academy, for making this opportunity possible, and to Rear Admiral Robert McNitt, USN (Ret.) head of the National Sea Explorers, for his assistance. We look forward to an ongoing cooperative relationship with the Coast Guard which will enable more young people to experience training aboard Eagle.

In 1981 ASTA plans to increase its program along similar lines. We presently plan to have Young America for two weeks and Providence for six, thus enabling more younsters to participate.

Young America carries 22 trainees and Providence, 15 . Early applications are essential for those desiring to get aboard one of these ships. If interested, please write to: American Sail Training Association, Eisenhower House, Ft. Adams State Park, Newport RI 02840.

BARCLAY H. WARBURTON , III, PRESIDENT

Amsterdam Sail 80 The'' Amsterdam Sail 80'' at the beginning of August attracted over a million spectators who came to see the sail training ships at the end of this year's series of the Tall Ships Races. "Sail 80" also included two days of sail parades by Dutch gaff sail inland waterway craft on August 8-9. A similar rally was held five years ago to celebrate Amsterdam being a city for 700 years, but this year's event was even larger, attracting several thousand small craft.

Most of the tails ships and traditional Dutch craft were berthed in Ijhaven, the old liner terminal dock right in the center of Amsterdam . On Saturday August 8 the sail-past, lasting six hours, started with restored fishing craft from the Ijsselmeer.

Most of these belonged to members of the Society for the Preservation of the Batter.

These included two new wooden batters built exactly to traditional lines and deck layout with no attempt to make them into yachts. On the other extreme were original batters of around 70 years old which had been coated in fibre glass and lined with cement. Most of the fishing batters had been totally rebuilt but kept their fish wells.

Following this sail-past came the rowing wherries which originated from passenger wherries used on the Thames, but are now conventional rowing skiffs. Then came the inland waterways cargo craft which, with over 40 different hull types, included a wide variety of sailing craft. The display on Saturday ended in the evening when the small craft fought a spectacular mock battle with fireworks .

ROBERT SIMPER

Results of STA Tall Ship Races, Europe 1980 Race 1: Kiel to Karlskrona-July 18 Class A

I-Dar Pomorza; 2-Guayas; 3-Pogoria; 4-Gorch Fock; 5-Georg Stage; 6Danmark; 7-Kruzenshtern; 8-Sorlandet; 9-Creole Class B Div. I: I-Gratitude; 2-Gratia; 3-Carola; followed by 15 others; 4 retired. Div .

II : 1-Falken; 2-Etoile; 3-Belle Paule; followed by IO others; 4 retired. Div. III: 1-Ritsa; 2-Hajduk; 3-Sparta; followed by 18 others; 4 retired.

Race 2: Frederickshanv to AmsterdamAugust 1 Class A I-Dar Pomorza; 2-Gorch Fock; 3-

Pogoria; 4-Sorlandet; 5-Kruzenshtern; Creole and Guayas retired.

Class B Div. I: I-Liv; 2-Christian Venturer; 3-Christiana; followed by 6 others; 7 retired. Div. II: I-Peter von Danzig; 2-Etoile; 3-Falken; followed by 11 others; 6 retired. Div. III: I-Dasher; 2-British Soldier; 3-Hajduk; followed by 15 others; 3 retired.

35

SAIL TRAINING

The Last Voyage of the USS Saratoga, 1906 A 16-year old weathers a hurricane and encounters the rigors of schoolship life.

By Captain Guy E. Barron I joined as cadet aboard the training ship USS Saratoga, of the Pennsylvania Merchant Marine Academy, in 1906. I had served as officer's messboy aboard the United Fruit ship Bradford of Hamburg, Germany.

USS Saratoga was one of three Navy ships attached to State maritime academies, the others being the St. Mary in New York and the Enterprise in Boston. Built as a large corvette (the next rating below frigate) in 1842 at Portsmouth, New Hampshire, the 882-ton Saratoga was 150' long and 37' in beam. With a good deal of deadrise and moderately sharp lines, she was a fast-sailing and weatherly ship. In the late 1850s her sides were raised and a grating spar deck was added . Later a sharp clipper bow was built outside her round bow above water.

When I first went aboard I found that the crew went aft on the port side, officers on the starboard . I learned that turning a hatch upside down means shipwreck.

Whistling means bringing on high winds or storm.

I was the first cadet reported aboard for the winter cruise. When the second cadet came aboard we were made to put on boxing gloves. When they said "Go ahead!" I was scared and hit the other cadet in the

I wondered how long I could stay afloat by swimming, and I wondered where the ship was. face, making his nose bleed. They raised my hand and yelled: "Winner!" The second cadet had to put on the gloves with two other cadets before he was declared a winner.

We put to sea in December 1906. Once at sea, the raw cadets were not allowed to loiter forward the foremast, until they were initiated. This meant crawling through a barrel with the top and bottom broken out, while some of the crew rocked it back and forth, then crawling between rows of senior classmen who spanked the cadet with barrel staves. And when they were through the new cadet had to stand on the spud locker on deck and give a speech on how he liked everyone on board.

Two days out, I was ordered to go into the wardroom with two cadets and get a case of peaches and a case of pears out of one of the former ammunition magazines .

I put my finger in the ringbolt, raised the hatch and put it down, upside down, as the Executive Officer was coming out of his room. He yelled at me to put the hatch back, screaming: "What do you want to

do, sink the ship?" Then he ordered me to lift the hatch again and put it down right side up.

The next day we were in a hurricane off Cape Hatteras.

The Executive Officer spotted me on deck and yelled: "You are the cause of this!" He clenched his fist and moved his arm back to knock me down, but then changed his mind and walked away.

We put up two triangular storm sails, one forward and one aft. They stayed up for a minute, then with a loud noise like a cannon shot they blew to pieces. We had bucket brigades in the three hatches bailing out the water and about eight boys on the fire pump, pumping water out of the bilges.

Suddenly we were in a dead calm for 20 to 30 minutes. Then the wind came again, in the opposite direction. Our mainstay carried away and the crew worked for several hours rigging up a hawser from the foot of the foremast to the top of the mainmast, to keep the mast from going overboard. When it got dark, the three hatches were closed and no one was allowed below deck.

We lay down on the weather side of the ship and were all sleeping when a huge wave came over the hammock railing. I

Cadet Barron (front row, far left) found himself enrolled in a rugged way of life aboard the Saratoga. Photos courtesy Pennsylvania Schoo/ship Ass'n and Capt. Barron.

¡'--f-

About 30 years old, not halfway through her 65-year career, USS Saratoga slips to windward through the Chesapeake. She was then serving as schoolship for the US Naval Academy, Annapolis, Maryland.

The big corvette runs in light airs with studding- ="' sails set. White trim shows form ofsharp clipper bow added in mid-1870s. lill::lâ&#x20AC;˘~=c

found myself in the water. I looked around and could not see the ship, I wondered how long I could stay afloat by swimming, and I wondered where the ship was. Then I touched something. Later I found it to be a fire hydrant aft of the wardroom skylight.

I hung on, then someone grabbed my leg and another grabbed the leg of the person holding onto me. After a bit the water ran out through the scuppers and we went back and lay down on the deck again.

There was only one wave that washed over the rail during the entire storm.

The port bow was smashed in and you could stand up and walk in between the new bow and the original one, where the ship's head had been. The sea blew up the deck between the two bows, and water squirted up as high as the foreyard during the storm.

We headed for Delaware Bay. A tug towed us into Lewes. Just inside the Cape, a cadet on the fore yard securing the harbor gasket and taking in the sea gasket was pulling with both hands, standing on the footrope, when the gasket broke. He made a complete somersault before hitting the water. A cadet standing near the mizzen after pinrail threw a halyard to him.

Another rang the fire alarm, and another began yelling "Man overboard!" down the hatch. The tug dropped the tow and began circling back. We launched the whaleboat. The cadet in the water, hanging onto the halyard, was dragged over two floes of ice. When he hit the ice, his hands SEA HISTORY, WINTER 1980-8I

slipped on the halyard, and when the boat crew picked him up he was at the end of the line, his hands raw from the slipping rope.

Dr. Harwood bandaged his hands.

We proceeded to anchor in Lewes Harbor inside the breakwater. Commander Atwater went ashore in the ship's gig to take the train to Philadelphia so that he could report to the commander of the League Island Navy Yard. After the gig left the dock it started snowing, and the ship's crew were ordered to man the rail to watch out for its return. After a while a cadet yelled: "There they are!" The rest ct.id not believe him, but the Officer of the Deck ordered the whaleboat to go out in the direction the cadet said he saw the gig, but not to go beyond hailing distance.

They found the gig with all the rowers unconscious and towed it back to the ship.

The unconscious men were lifted aboard through a gunport, and the doctor worked on them until all had recovered.

Then a German sailor and a Swede got into a fight with sheath knives, each claiming that if the other had kept on rowing, they could have reached the ship. One cadet gave a yell and both men turned to see what it was. Three or four cadets then jumped them, and that was the end of the fight.

When the Commander came back from the Navy Yard with the harbor tug Juno, we had a time hoisting the anchor. As it came up we saw that another very large anchor was tangled up with it. We hoisted the

other anchor aboard and took it to the Navy Yard where the officers sold it. They said they were going to buy athletic gear for the cadets.

The Navy Department made a survey of the ship and it was decided that the damage was so great she should be put out of commission and the crew sent home. They arranged to have the USS Adams, which was stationed at Samoa, brought back to the States, and in 1907 the cadets went to work to help get the vessel ready as a training ship, taking out the gun mounts, scraping black paint off the wooden hull and painting it white. I completed my two years of training in her.

w w w

After graduating from the Academy in 1909, Captain Barron went in the German steamer Warnow to Kronstadt, Russia, and then, in 1911, as AB in the 3-masted schooner Mary B. Baird, carrying coal from Philadelphia to Key West and lumber back. In 1913 he went 3rd mate in the Army transport Meade, then 2nd mate in the tanker Wico to wartime Europe, where he saw victorious German warships returning after sea battle with the Russians off Riga. Master by age 29, he pursued a varied maritime career and maintains a lively interest in seafaring today, at age 90, living in Tampa. A native ofPhiladelphia, he admired the great Cape Horn Down Easters berthed there and just missed ending his career aboard one-see "Letters" this issue.

37

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The USS Hamilton and Scourge, part of Commodore Isaac Chauncey's fleet on Lake Ontario in the War of 1812, sunk in under 300' of water 15 miles from Niagara Falls, were examined this summer preparatory to recovery operations expected to take 3-4 years. The ships, converted merchantmen captured from the British, went down in a sudden squall on August 8, 1813. The two 72-footers appear remarkably intact and have been donated by the US Navy to the Royal Ontario Museum, which has transferred them to the city of Hamilton, where it is planned ultimately to exhibit them . Recovery efforts are led by Dr. Daniel Nelson, a Canadian dentist who found the vessels five years ago, using sidescan sonar.

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An 18th-century Spanish ship sunk off the Louisiana coast has been tentatively identified as El Constante, flagship of a three-vessel flotilla driven off course and wrecked by hurricane in 1776 according to Dr. Sherwood Gagliano, Baton Rouge archaeologist. He reports that the Constante was bound for Havana with cargo from Mexico and South America. Some pottery brought up from the wreck was made in the Philippines, presumably crossing to Acapulco by the Manila galleon. To date, Gulf shrimpers set up as Free Enterprise Salvage Inc. have recovered about $350,000 worth of gold, 30 pounds of silver, five tons of copper and "many artifacts" from the wreck, which they discovered in the winter of 1979. The Louisiana State Department of Culture, Recreation and Tourism is responsible for safeguarding archaeological values in this looting of an historic shipwreck .

USS Nautilus, first nuclear submarine, is slated for tow from Mare Island, Cal. to a new home at Groton, Conn. where she was built by the Electric Boat Works in 1954. Some$1 .5 million has been pledged for this project by Federal and State governments, and donations from local business and individuals are also sought to set the historic sub up as museum. Submarine Memorial Ass'n, Thames St., Groton CT 06340.

159 John Street New York, NY 10038 Tel: 212-344-0130

Liner Norway ex-France leaves Miami January 25 on a week 's island-hopping cruise to celebrate the 50th anniversary of the keel-laying of the famous Normandie. The 69,500-ton France, largest liner now afloat, was built after World War II to replace theNormandie. Frank Braynard and others will lecture on the golden age of liner travel. Oceanic Research Society, PO 8005, Universal City CA 91608.

EAST COAST The 95' ketch Angelique has completed her first season in the Maine cruise trade. Capt. Mike Anderson says that they had a good year. This winter the crew will do finish work on the boat.

Built of steel in Florida especially for the passenger trade, she has a large deckhouse which serves as on deck lounge in case of bad weather.

Yankee Packet Co., Box 736, Camden ME04843.

BarkentineRegina Maris has been whale watching off the New England coast. Crew of the ship, students and scientists, have been conducting workshops that bring people aboard for a taste of life at sea and give them the rare chance to see whales and other large sea mammals.

Ocean Research and Education Society, 64 Commercial Wharf, Boston MA 021 !0.

USS Constitution, frigate of 1797, celebrated her 183rd birthday on October 18 with special exhibits and activities at the USS Constitution Museum in Boston. A special edition of prints of Roy Cross's painting, "USS Constitution in Boston Harbor, 1803" (see SH 14:52) is offered by the Museum. Admiral Arleigh A . Burke, USN (ret.) attended and received the Samuel Eliot Morison Award for Distinguished Service.

Museum, PO 1812, Boston MA 02129.

Mystic Seaport Museum, celebrating its 50th year, announced at Members Day in September that trustees had contributed 1/ 3 of a $7 .5 million endowment drive. Museum President Clifford D. Mallory, Jr. noted that Mystic is "not a maritime cemetery," but a "living, working and educating community." Trustee Waldo F. Howland spoke with appreciation of "The Mystic Way, " which had built the Museum from small beginnings into the self. reliant, diverse institution it is today. The drive, which would about double present endowment, is designed to assure that independence and diversity. Seaport, Mystic CT 06355.

A writing contest on American maritime subjects was also announced at Mystic. The winning article receives a $300 prize and will be publishecd in The Log. Deadline: April 1. Rules available: from Log Editor, c/ o the Museum.

Ship model classification guidelines have been set up at Mystic Seaport, following study of the

38

museum collection and consultation with the Smithsonian Instutution and The Mariners Museum. The aim is to offer ratings of museum quality models, so establishing standards in this field as an aid both to museums and private collectors. R . Michael Wall, Dept. of Ship Model Sales & Service, Mystic Seaport CT 06355.

Honoring the 24th defense of the America's Cup, Suffolk Marine Museum has opened an exhibit featuring companionway and skylight

SEA HISTORY, WINTER 1980-81

MUSEUM NEWS of the yacht America, photographs and mementos including the transom of the J-boat Enterprise. Museum house: 10-3 Mon. through Sat., 12-4 Sunday. Museum, West Sayville, NY 11796.

The Vikings come to New York, as South Street Seaport Museum opened this fall a multi-part exhibit: a collection of Viking artifacts, models, a 22' sogneboat built on the Museum pier by the Maine Maritime Museum Apprenticeshop, and

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at Onsoy, Norway, in 1979, was sailed via the Hebrides to the Isle of Man, and was exhibited at the British Museum before coming to South Street as deck cargo.

The Museum is also sponsoring a seven-day Caribbean cruise aboard the 4-masted bark Sea Cloud, built as the ultimate sailing yacht in 1931 and lately rebuilt and refitted to her former grandeur by German owners. Cruise begins Martinique, February 28. Museum, 203 Front St., New York NY 10038 .

Sportsman's Edge, Ltd A Gallery of Contemporary Sporting and Wildlife Art Original Paintings, Prints and Sculpture

The Wilmington Steamboat Foundation has been incorporated in Delaware. Manned by volunteers, its goal has been announced by President Richard V. Elliott as: "a maritime museum that will accomplish for Delaware's maritime traditions what Connecticut's Mystic Seaport has for New England's." Inquiries and contributions are welcome. Foundation, PO 903, Wilmington DE 19899.

The longboat Parrot sailed up to Brome's Wharf in August to join the Maryland Dove (SH 8) at Old St. Mary's City. Designed by the Dove's architect William A. Baker, the boat is of the kind used for riverine passenger and light cargo traffics. Under sail or six oars, she will be exercised with the Dove in the growing programs of the restoration. Chesapeake Bay Maritime Museum has donated a third boat, a 27' cabin cruiser, to serve as tender on these outings. Old St. Mary's City MD 20686.

Submarine Torsk has been reopened to the public by the Baltimore Parks Department.

Built in 1944 at the Portsmouth Naval Shipyard, she is open daily except Tues. and Wed., admission $1.50. USS Torsk, Pier 4, Pratt St., Baltimore MD 21202.

SEA HISTORY, WINTER 1980-81

Fair Weather ""Abner Coburn"" by Sir Montague Dawson Framed size 26 \1, x 36\1,

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SHIP NOTES, SEAPORT SHIP MODELS We have on hand a huge selection of over 200 ship models and half-hulls. These nautical items are either antique or the work of some of the finest craftsmen in the United States. If you wish to obtain a particular ship model or type, please write and let us know. We also custom build, lease, restore and appraise ship models.

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AS WE SEE IT Great Liners of The Past Are you interested in great liners suc h as the TITANIC , OLYMPIC , BRITANNIC , LUSITANIA , MAURETANIA, AQUITANIA, QUEEN MARY, and the QUEEN ELIZABETH I? If so , you may be interested in joining the TITANIC HISTORICAL SOCIETY, IN C. This society, founded in 1963, covers these liners plus much more about the White Star Line and Cunard White Star Ltd. steamship companies and their ships. Pub lishes a fine JOURNAL four times a year, profusely illu st rated.

Fo r a sample copy of our journal - send $3.00 by check or money order. Write for FREE membership information.

The owners of the celebrated schooner Harvey Gamage announce the offering of shares in the construction of a new threemasted schooner, trading West Indies and East Coast US. For information apply:

DIRIGO VOYAGES 39 Waterside Lane Clinton, Connecticut 06413

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WINDJAMMER VACATION The 3 Masted Schooner

VICTORY CHIMES Largest Passenger Windjammer Under The U.S. Flag Sails weekl y from Rockl and, Maine. Coast Guard inspected.

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Calvert Marine Museum, ten years old this year, has announced a master plan for future development. The plan centers on a new boat basin providing space for museum small craft and for waterborne visitors. A new di splay building will house exhibits on the marine life and maritime history of the Patuxent River region. An editorial in the Museum's excellent newsletter Bugeye Times notes that "everyone involved must strive hard to maintain the quality and ambience developed over the past ten years." Museum, PO 97, Solomons MD 20688 .

Chesapeake Bay Maritime Museum opened the Bay Craft exhibit in the new Chesapeake Bay Building this summer, and will open a third section to coincide with the 10th Waterfowl Festival held in mid-November. The 15-year old Museum is clearly succeeding in its mission of integrating maritime hi story into the continuities of Bay life. A newspaper reporter recently noted : "Visitors enter a dock filled with the sights of the early 1800s. Cannons greet visitors through the gun ports of the Lynx, a Baltimore-built schooner, and a factor's office is filled with authentic goods of the time ... The Chesapeake Bay Mari time Museum is a treat no matter what your age."

Museum, St. Michaels MD 21663.

The Mariners Museum is celebrating its 50th year. In this period the Museum has become a major research resource to other maritime museums, as well as a center for collection and exhibition. An expansion of the library/research center has been announced, to add new space and a new entrance to the library.

Museum, Newport News VA 23606.

GULF COAST The 3-masted barkentine Marcel B. Surdo, built in Serriovecchio, Italy between 1895 and 1900, is to be restored as a museum ship in Tampa, Florida. Still wearing her movie-ship disguise as the Bon Homme Richard, the old hull was towed into Tampa in July. There a group led by Tom Curtis plan to restore her to her historic condition as part of a new Tampa Bay Maritime Museum.

The Thames Spritsail Barge 'REMINDER' Sails the waters of the Thames estuary and the East Coast of England providing exciting sailing holidays.

Built in 1929 Reminder has been skillfull y co nverted for holi day cru ising whi lst maintaining her tr aditional character.

One week fully inclusive cruises starting and fini shing at ou r Malden base from ÂŁ100 per berth.

If you are thinking of visiting Britain in 1981 write for advance derails of ou r historic cra ft holid ays. Free cruise brochure from: Capt. Roser Beckett

ANGLIAN YACHT SERVICES LTD. 28Spital Road, Maldon, Essex CM96EB United Kingdom

40

Restoraton of the bark Elissa (SH 15) is continuing at Todd Shipyard in Galveston . The work includes repairs to her bulwarks, deck beams and hatches. New steel is also going into the poop and cargo hold . This part of the job is expected to be completed in the early part of December. New rigging is being laid up by a rigging gang under Steve Hyman. Elissa Project PO Drawer 539, Galveston TX 77553.

SEA HISTORY, WINTER 1980-81

& MUSEUM NEWS WEST COAST Allen Knight Maritime Museum may move to the Monterey waterfront, if funds can be raised to install it in a n available building. The Museum was started privately by Knight in the 1930s. He had been a cadet in Falls of Clyde, then a shipbroker and real estate man and mayor of Carmel. The museum building on his grounds was fitted out with shipplank from the 5-masted Down East schooner Wm. H. Smith and 4-masted schooner (ex-barkentine) Aurora, which dragged ashore after fishing barge/ dance hall use in Monterey Bay. On his death , his collection went to the Monterey History & Art Association, PO 805, Monterey CA 93940.

National Maritime Museum, San Francisco, assumed posession of felucca Matilda D October 22. Built 1975, she had been sailed as an important type of Bay craft by the State Historic Ships Park-and now will be sailed again . Paddle tug Eppleton Hall (SH 8) has been moved to Museum lagoon , having been accepted by Museum last year. Liberty Ship Jeremiah O'Brien is undergoing below-decks restoration under Ships Manager Harry Dring, who reports great cooperation from "the marvellous crew of men who sailed these ships.'' Plans are going forward for exhibits and an auditorium in ship's five holds. Material to tell the story has flowed from all over, including launching photographs from the photographer in Maine (along with a contribution). All wartime logs have been recovered including those recording her six trips to the Normandy beachhead. Museum, Foot of Polk St., San Francisco CA 94109.

SHIP~ MODELS

Hjemkomst, a 76.5' replica of Norway's Gokstad ship, was launched August 7 into Lake Superior at Duluth . Her builder Robert Asp began work on her in 1972 and plans to sail her to Norway in 1982-her name means "homecoming." Hjemkomst Project, Hawley, MI 56549.

145-J Water St.. So Norwalk. Ct. 0685 4

Hull's last sailing trawler, built in 1884 as the

City of Edinburgh, is scheduled to return to Hull as we go to press. Dr. Henry Irving, lecturer at Hull University and author of The Tidal Havens of the Wash and Humber, has acquired the 76' vessel from her Faroe Island owner. She fished out of Hull until 1897, when she was sold to Danish owners in Iceland and renamed Frieda. In 1913 she went to the Faroes, ending up with a large engine and deck house, under the name Sjoborgin. Dr. Irving plans to restore her as sailing ship, and possibly exhibit her at the Town Dock Museum .

The 85' iron steamer Gondola, built in 1859, has been launched and restored to service on Coniston Water in the Lake Country near the Scot-

SAIL AWAY TO YESTERDAY Sail the Maine Coast. . aboard the his toric windjammer schooner Stephen Taber. Weekly cruises. $325 includes everything.

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tish border. She served as passenger vessel on the lake for 81 years until laid up in World War II. She became a houseboat, and then sank in a storm in 1963 . In 1976 she was acquired by the National Trust, who began rebuilding her with a new engine of traditional design in 1978. Contributions to help keep this lovely vessel steaming are welcomed by the National Trust, Broadlands, Borrans Road, Ambleside, Cambria LA220EJ UK .

The Mariners' Museum opened in Sidney, British Columbia in July, after dedication by Rev. Ivan Futter, who spent four years as priestskipper of an Anglican mission boat. Exhibits range from a 9th century Persian astrolabe to the pilothouse of Lyric, a Pacific troller built in 1928. Ken and Francine Zmuda founded the museum to open their collection to the public.

Museum, 2554 Bevan Ave., Sidney, BC, Canada.

York's Viking dig, noted in our last, has turned up valuable artifacts from the Viking city built atop Roman ruins . Funds, volunteer diggers, and permits from York town fathers are still needed to uncover the actual waterfront, which may include wharves and vessels, before the developers move in next spring. Inquiries and contributions to the York Archaeological Trust may be forwarded through Mr. Beadle as World Ship Trust representative.

LAKES & RIVERS

A poster competition for the World Ship Trust is being arranged, with prizes including trips on North Sea ferries, and sets of the famous "Ships of Hull" prints issued by the Hull Daily Mail.

Contest closes January 3. Inquiries: Barry & Esther Beadle, Hon. Ship Trust representatives, Yorkshire & Humberside, 39 Newland Ave., Hull HU53BE UK .

SEA HISTORY, WINTER 1980-81

'!IB!-:,V,.1PJ:4f?l~/;fT

GREAT BRITAIN

Center for Wooden Boats Fourth Annual Wooden Boat Show in Seattle drew 20,000 visitors July 4th weekend-including people from England, Denmark, Norway, Germany, Belgium, France and Switzerland. Columbia River Maritime Museum, Northwest Seaport and others contributed to the Northwest Indian Canoe exhibit and other efforts of this lusty outfit, whose director Dick Wagner notes: "We see ourselves as a museum with a special focus on our maritime history-small boats . Each historical organization," he adds, " has a different message but a common denominatorthe obligation to spread knowledge of our heritage. No one museum can do it all." Center, 2770 Westlake Ave. N., Seattle, WA 98109.

The small Lakes passenger steamer Erie L. Hackley, built Muskegon, Michigan in 1882, has been found by Mystery Ship Seaport divers.

The ship went down with 11 passengers in a squall in October 1903 . Recovered artifacts are on display at Seaport, PO 235, Menominee MI 49858.

From our own workshop: finest quality wood ship kits-cl ippers. schooners. frigates. tankers. freighters-30 in all. Beautiful fittings; no lead or plastic. Also plans. books. tools , materials. fittings and marine prints. At better dealers or send $1 .00 for big illustrated catalog .

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41

BOOKS

Looking aft through the cabins of the America's Cup challenger Galatea.

Salt-Wa.ter Palaces by Maldwin Drumhis guests. Having been aboard the great mond, mtrod. Earl Mountbatten (New yachts of a vanished era himself he knows how to make us feel at home aboard and York, Viking Press, 1980, 140 pp., 70 illus., $16.95). his careful commentary on the spl~ndid C~ack your sheets and stand by for a photographs of ships, decks and interiors gives one a sense of truly being on the glonous romp through the history of great y~chts and notable yachtsmen! We begin scene. Considerable scholarship went into the work. We learn accurately the cost of with Charles II and his courtiers enjoying their oyst:rs in "a brave gale of wind," outfitting a Stuart yacht (especially the a?d end with. the 816-ton steam yach~A-'.arlarge, and to the author's mind justified c1s~~s, lost m World War II retnevmg cost of the huge flags they flew) or sailing a Bnt1s? troops from the beaches of late Victorian schooner, but this learning is Dunkirk. In between we join the founding never obtrusive. of the Royal Yacht Squadron, sail in Mr. Drummond's credentials are forsquare-rigged yachts that went to the Arcmidable: chairman of the technical comtic or aroun.d Cape Ho~n, and revel in the mittee that built England's great sail training schooner Sir Winston Churchill exuberant lifestyle earned to sea by such noble characters as Lieutenant William member of the committee that saved th~ Henn'. R,N (ret._), ~ho challenged for the iro~ steamer Great Britain for history, past chalfman of the Sail Training Association Amenca s.Cup m his narrow-gutted cutter Galatea with Mrs. Henn, a pet monkey, a and author of the widely reprinted Tall cat, a dog and other domesticated wildlife Ships. Currently he serves as chairman of in crew. the Maritime Trust of Great Britain and Hon. Editor of the Royal Cruising Club Maldwin Drummond is the ideal companion for such a broad reach through the Journal. last 300 years of going to sea in style and A zest for life and bent for service irradiate this joyful book. It is also full of for fun. He is himself a notable sailor, having taken his own boats (rather oddly namsurprises, from vignettes of Midwestern American canoing in the last century to ed Gang Warily) around Scandinavia to John MacGregor's habit of carrying his the borders of Russia, and sailed with Rob Roy into his lodging place when he others in the Mediterranean, the Caribcame in after a deepwater passage with his bean, along the rock-bound coasts of long-suffering dog, for a quiet night Maine and through the softer scenes of ashore. As the late Admiral of the Fleet Long Island Sound; he has gone with his wife to hunt strange plants under sail in the Earl Mountbatten observes in his introduction: " ... to the owner, even the vicinity of Cape Horn.

And he is a born host, with the good smallest yacht can be a 'salt-water host's knack of knowing what will interest palace.'"

PS

42

The Viking World, by James GrahamCampbell (New York, Ticknor & Fields, 1980, 220 pp., illus., $25).

Charlemagne, seeing Viking longships slipping along the coast one day around 800 AD, is said to have turned away with foreboding. He had no ships to catch these raiders-such ships did not exist in all the reaches of his European empire. In ensuing decades, in fact for the next th ree centuries, the Viking adventurers used daring, the power of seaborne concentration, and surprise to raid and levy tribute on even the great cities of Europe, adventuring forth as far as the Caspian Sea and Greenland in ships that traveled thousands of miles inland on the river systems and battled North Atlantic gales in the first extensive deepsea voyaging of Western man.

The English scholar Alcuin noted with sorrow: ''Never before has such terror appeared in Britain ... nor was it thought such inroad from the sea could be made.''

Most of what we have known of the Vikings came from the learned monks who suffered from their depredations. Norse chroniclers wrote of their deeds only long after the Viking age, with heavy emphasis on family feuds, valor and bloodshed.

But there was more to the Viking experience than this. The whole sweep of the experience embraces the creation of a maritime empire based on commerce, and it includes the founding of great cities like Kiev and Dublin.

The impact of that empire on the development of the Western World as we know it has always seemed to this reviewer much deeper than general historians have generally allowed. Today, with the tools of modern archaeology and statistical research, we are coming to a fresh appreciation of the quickening effect of the Viking culture on Western Europe. The myth that the Vikings strode across the stage for 300 years in blood and terror and then inexplicably vanished, is being replaced by a far more significant picture: the picture of developing maritime trade, and of this raiding and trading people becoming, in effect, amalgamated into the facbric of an awakening commercial Europe.

That inheritance had everything to do with the evolution of modern England (the Norman conquest of 1066 was an invasion

by Vikings only a generation or two ashore in Normandy), and much to do, at one or two removes, with the establishment of the United States and the evolution of our own worldwide commercial empire, the most powerfrul force of the 20th century.

Jamess Graham-Campbell, a Celtic and Viking atrchaeologist, throws aside the curtains on 1the Viking scene with breathtaking

(continued p. 44) SElA HISTORY, WINTER 1980-81

Announcing a New Series of Reprints

All volumes are hard bound and are faithful facsimiles of the original.

SEAFARING MEN: Their Ships and Times From Earl M. Coleman, Publisher. Series Editor, Robert Wolk, Seamen's Church Institute Arctic Harpooner, A Voyage on the Schooner Abbie Bradford 1878- 1879, by Robert Ferguson.

Edited by Leslie Dalrymple Stair, illustrated. by Paul Quinn .

On the morning of May 8, 1878, the schooner Abbie Bradford set sa il from New Bedford, Massachusetts. Its destination was Hudson Bay, in search of the whales that inhabit those icy waters.

Aboard this whaler was a young harpooner, Robert Ferguson . ARCT IC HARPOONER is Ferguson's diary, in narrative fo rm , of thi s remarkable voyage.

224 pages 7 illus.

ISBN: 0-930576-29-2 $19.50 The Sealers, by PeterTulein. Translated by Eugene Gay-Tifft illustrated by Ernst Hansen.

Every spring scores of Norwegian fishing vessels embark for the polar regions to hun t for seals. THE SEALERS is the true account of one such hunting exped ition aboard the schooner Quest. Its author, PeterTutei n, a yo ung Danish seaman, has written a fast-paced story of courage and end urance in the face of constant peril.

247 pages ISBN: 0-930576-28-4 $22.50 Mutiny at Sea, by Robert L. Hadfield .

This collection of true stories demonstrates the varieties of insurrection aboard ship. The reader will encounter murderous mates, desperate convicts, insubordinate sailors and rebellious slaves.

Each chapter is a gracefully written narrative.

253 pages9illus.

ISNB: 0-930576-27-6 $22.50

Fair Winds & Foul, A Narrative of Daily Life Aboard an American Clipper Ship, by Frederick Perry.

One o f the few narratives told from the officer's point of view, its author, Frederick Perry, was first mate on the clipper Continental in the New YorkSan Francisco-Liverpool trade of the 1870s.

The passage of the clipper from New York was not an easy one. After nearly six months al sea the Continental dropped anchor in San Franciscoslightl y worse for wear, wit h the loss of two crew members, and a log book that added another chapter to the fabulous history of the cli pper ship.

204 pages 9 illus. ISB N: 0-930576-25-X $17 .SO Merchant Seamen, A Short History ofTheir Struggles, by William L. Standard .

In the mid-1930s, the fight for seamen's rights gained recognition and momentum . As a former seaman, union organizer, and counsel to the National Maritime Union, William Standard was in the vanguard of this movement. IN MERCHANT SEAMEN he has written an info rmative firsthand acco unt of this struggle.

224 pages ISBN 0-930576-30-6 $15.00 Men of the Merchant Service, by Frank T. Bullen.

As a career seaman, captain, and author, there are few as well qualified as Frank Bullen to relate the saga of British seafaring li fe in the 19th cent ury. As a witness to the passing of the great days of sail.

Bullen recognized that the economies of the steam-

The short life and vio lent end of the grea t German capital s hip Bismarck is o ne of the bestknown dra mas of the Second World ¡War. Neve rtheless, not until now has her inside story been told. Baron von Miillenheim-Rechberg, senior survivor at the time of her s inking and toda y her o nl y survivin g officer, has filled that void.

Ordered to the Bismarck before s he was commissioned, the Baron served in he r th ro ug hout her career. His absorbing story g ives the world the most intimate look that it has ever had a t the ship the British said "put up a most ga llant fight against impossible od ds."

SEA HISTORY, WINTER 1980-81

ship, and the soon-to-be-opened Panama Canal, would signal the demise of the sailing ship. Bullen's lament , MEN OF THE MERCHANT SERVICE, is in the form of a manual, detailing the various occupations and skills necessary for a seafaring career.

347 pages ISBN: 0-930576-26-8 $29.50

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Fulton St. I 2Brooklyn, I Please send me:NY 11201 Harpooner $19.50 I DD Arctic FairWinds&Foul $17.50 II DD TheSealers MerchantSeamen $15.00 $22.50 at Sea $22.50 I DD Mutiny MenoftheMerchantService $29 .50 (Please include payment- check or money order -with I order. We pick up postage and handling. NY State I residents please add 5% sales tax.)

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BOOKS

A sea classic and a fine gift!

Capt. Irving Johnson's

The Peking Battles Cape Horn This is Irving Johnson's classic narrative of a passage round Cape Horn in 1929 in the steel bark Peking. A new foreword and appendix provide background on the author and the ship. In the new afterword the author look s back, after 48 years of seafaring, to his experiences aboard the Peking.

10% discount to National Society members.

To : SEA HISTORY PRESS, National Maritime Historical Society, 2 Fulton Street, Brooklyn, NY 11201 (212) 858-1348 Please send me_hardcover copies of " Peking" at $11.95;_ paper cover copies at $5.95 each. My check for $_ _ _ is enclosed.

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verve and solid authority in his notable book, which includes studies from other hands and a splendor of illustrative material. Though he built cities, the Viking's true home was the sea, and wisely this work begins with that, and with scenes of the little villages clustered in crevices in a rocky land where the sea creeps in, in narrow fjords, as the pathway to discovery, and to the wider world.

PS A Cross in the Topsail, by Roger Finch (The Boydell Press Ltd., PO Box 9, Woodbridge, Suffolk, IP12 3DF UK, 119 pp., 70 illus., ÂŁ8.00).

I grew up on the East Coast of England and it is still my home. In spite of living on a peninsula between the sea and an estuary I did not come in contact with ships because World War II was in progress and all the waterside places were wired off and often mined. However once a week my family went to Ipswich and it was there in the Docks that I first saw ships.

They were always in front of the Customs House, a group of sailing barges lying between freights with grey smoke from the cabin chimneys curling up through the rigging, The sight of their rich brown sails and the bright wooden spars thrilled me and indeed many others living in Suffolk. The barges were a special fascination and incredibly over twenty years later they were still to be seen there-the last sailing cargo carriers in Northern Europe. Ipswich however was a busy modern port and these barges had to earn their keep right up the the end.

Nobody gave them much publicity because they had always been there.

The Ipswich barges had finally abandoned sail for well over a decade before one of the two large companies which owned them decided to have their fleet history written up. The result is an objective analysis and does not attempt to capture the atmosphere of working sail. It is what it set out to be, a solid factual, reliable company history.

The modern company of Pauls & Whites had its origins in the activities of the Ipswich merchant Robert Paul back in the 1840s. However it was his two sons who built up the firm of R. & W. Paul Ltd. They combined the business of milling and shipping, using their own barges and small steamers to haul the grain. They also bought theirown shipyard and built barges.

These maritime activities were at a peak between 1890 and 1950. However the Company have rerigged their barge Ena so that the famous cross in the topsail, which was unique to Paul's barges, is still seen on the East Coast of England.

In all this is a very worthwhile work on English coastal shipping. It is beautifully produced and lives up to the high standard that Paul's always maintained with their ROBERT SIMPER grain barges.

Seafarm: the Story of Aquaculture, by Elisabeth Mann Borgese (New York, Harry N. Abrams, 1980, 236 pp., 131 illus., 54 color, $35.00).

Ms. Borgese, Chairperson of the International Ocean Institute in Malta, has traced the philosophical basis and technological development of seafarming from its beginnings in civilizations in the East to modern applications in the US, Southeast Asia, China, India, Japan, and the USSR. The author is interested in the expansion of aquaculture, which yields a high protein crop, as part of the answer to the world hunger situation. Aquaculture systems are less energy intensive than other modern food production processes. Perhaps we can solve some of our present energy problems by implementing technologies that the West left behind centuries ago.

Shellfish, seaweed, algae, and fish farming may be complementary to land-based agriculture. These interdisciplinary systems may also yield by-products such as methane gas that can be used in one's home. Forums such as the UN Conference on the Law of the Seas are dealing with in-

Boating's Best Books MARITIME LAW AND TECHNICAL BOOKS FOR THE SHIPPING AND EXPORT INDUSTRY

Excellent selection on history by Chapelle, Lubbock, Underhill and others.

Send for catalog of over 500 titles-history, boatbuilding, design, navigation, cruising, fishing, cooking, etc. $2 refundable with first order.

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SEA HISTORY, WINTER 1980-81

ternational legal ramifications and guidelines for developing sensible commercial enterprises in our oceans . Inevitab ly, lifestyle changes will occur in fishing communities and coastal areas. Though transition often brings about short-term conflict , the author is devoted to the long-run potential of aquaculture as a resource for the entire world population.

Her book makes engrossing reading and is splendidly illustrated with photographs from around the world .

NP Whales, Giants of the Sea, by Katherine D. Marko, illustrated by Bettye Rene Beach (Nashville, Abington, 1980, 30 pp., illus., $5.95).

Writer Marko and illustrator Beach have combined their talents and come up with a short, well done-and pointedchildren 's book about the behemoths of the sea. It touches on their probable evolutio n, how and why they were hunted, their habits, and how, if the laws are obeyed, they will be around for a long time. Yes, all that in 30 pages! I read the book to my child ren (ages 3 and 5) and they both enjoyed and, I think, learned from it-which is the whole idea.

MICHAEL GILLEN Yachts and Yachting by Vanderdecken, facsimi le of 1873 edition, introduction by Joh n Leather (London, Scolar Press, 1979, 391 pp., illus., $60).

Despite its steep price, this is an excellent selection for anyone interested in the classic sailing yacht of a century ago. An ancestor volume to L.F. Herreshoff's The Common Sense of Yacht Design (and perhaps equally controversial in some of its recommendations!) the work delves into design and construction from keel to masthead. Valuable sketches illustrate the first third of the book but unfortunately there are fewer as you get on, leadi ng to some difficulty for the present-day reader.

-who, however, will remain fascinated if he is a traditional yacht owner or aficionado .

ERIC RUSSELL T he Mariner's Pocket Companion, by Wallace E. Tobin Ill (Annapolis MD, Naval Institute Press, rev. ed . I 974, IOI pp., $6.50).

This invaluable guide for deck officers and crew is one that anyone, experienced or otherwise, will find comforting to have available when in charge of handling both routine and unusual situations afloat. A major ingredient of its clarity is that the author makes very few assumptions. For example, when he presents a geometric formula he spells out what all the little letters mean in plain English and tells you how to use it. Definitely a 4.0 book.

ERIC RUSSELL

w w w SEA HISTORY, WINTER 1980-81

MARITIME CLASSICS Presenting the most authoritative and renowned works ever published NORTH ATLANTIC SEAWAY, by N.R.P. Bonsor The most complete history of the transatlantic passenger service ever published, from 1816 to present. Three volumes, 1,386 pages, rare photos, specifications, profiles-$73 POSTPAID AMERICAN CLIPPER SHIPS 1833-1858, by Howe & Matthews The histories of 350 clippers. Two volume boxed set, 780 pages, 113 plates-$40 POSTPAID THE LAST OF THE WINDJAMMERS, BY Basil Lubbock The swan-song of the mighty iron and steel Cape Homers, 18701928. Two volumes, 34 foldout plans, 966 pages, 300 illustrations$70 POSTPAID IMMEDIATE DELIVERY PROMISED

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MM&P crewed tug.Warrior running off Point Barrow, Alaska in oil pipeline and Sealift supply operation to Prudhoe Bay.

This is MM&P Country.

Square-riggers that brought the "49ers" up' from the Isthmus to the gold fields of California , deep-laden lumber schooners , puffing stern wheeled steam tugs , all make up the rich seafaring tradition of our nation's west coast Today, skilled members of the MM&P Pacific Maritime Region Group continue to keep the area's vital waterborne trade "on the move" from Mexico to Canada and Alaska and Wood chip burning Columbia River log towboat of the 1920s. ; throughout the Pacific Ocean. These union seamen (and women too) include San Francisco inland pilots, licensed deck and engineer officers, and also unlicensed personnel on harbor and world-ranging . ocean tugs , excursion boats , Washington State super-ferries and Alaska highspeed passenger ferries , th_e largest passengercarrying vessels in the U.S. 'lneq;;hant marine.

•'" .... ...

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~'-•:~

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