Sea History 080 - Winter 1996-1997

No. 80

NATIONAL MARITIME HISTORICAL SOCIETY

WINTER 1996-97

SEA HISTORY. THE ART, LITERATURE, ADVENTURE, LORE & LEARNING OF THE SEA

TUGBOAT MUSTER IN THE HUDSON RIVER

Celebrating the Life and Work of Karl Kortum Steamboat Portraits by the Bards Francis Drake at Cape Hom Tall Ships in Europe: 1996

75

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No. 80

SEA HISTORY

SEA HISTORY is pu bli shed quarterly by the National Maritime Historica l Society, 5 John Walsh Boulevard, PO Box 68, Peekskill NY 10566. Second class postage paid at Peekski ll NY I0566 and additional mailing offi ces. CO PYRIGHT © 1997 by the National Maritime Historical Society. Tel: 914 737-7878. POSTMASTER: Send address changes to Sea History, 5 John Walsh Boulevard, PO Box 68, Peekskill NY 10566.

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OFFICERS & TR USTEES : Chairman, Alan G. Choate; Vice Chairmen, Richardo Lopes, Richard W. Scheuing, Edward G. Zelinsky; Presidem, Peter Stanfo rd ; Vice Presidem , Norma Stanfo rd ; Treasurer, Bradfo rd Smith; Secretary, Donal d Derr; Trustees, Walter R. Brown, W. Grove Conrad, Fred C. Hawkins, George Lowery, Karen E. Markoe, Warren Marr, II , Brian A. McA ll is ter, James J. Moo re, Dav id A. O' eil , RADM Thomas J. Patterso n, Na ncy Pouch, Cra ig A. C. Reynolds , Marsha ll Streibert , Loui s A. T rapp, Jr ., Dav id B. Vi etor, Harry E. Vinall , III , Jea n Wort FOUND ER: Karl Kortum ( 19 17- 1996) OVERS EERS: Chairman, Tow nsend Hornor; Charles F. Adams, RADM Dav id C. Brown, Walter Cronkite, John Lehman, Schuyler M. Meyer, Jr., J. Wi II iam Middendorf, II, Graham H. Phillips, John Stobart, Willi am G. Winterer ADVISORS: Co-Chairmen, Frank 0 . Braynard , Melbourne Smith; D.K. Abbass , Raymond Aker, George F. Bass , Francis E. Bowker, Oswa ld L. Brett , Norman J. Brou wer, RADM Joseph F. Call o, Willi am M. Doerflinger, Francis J. Duffy, John Ewa ld , Jo se ph L. Farr, Tim oth y G. Foote, Willi am Gilkerson, Th omas Gillmer, Walter J. Hand elm an, Charl es E. Herdendorf, Steven A. Hyman, Haj o Knutte l, Gunn ar Lundeberg, Conrad Mil ster, William G. Muller, Dav id E. Perkins, Nancy Hughes Richardson, Timoth y J. Run yan, Ralph L. Snow, Shann on J. Wall , Th omas Well s AMERI CAN SHIP TR UST: Chairman , Peter Stanford; Trustees, F. Briggs Dalzell, William G. Muller, Melbourne Smith, Ed wa rd G. Ze linsky SEA HISTORY STAFF: Editor, Peter Stanford; Executive Editor, Norma Stanford; Managing Editor, Justine Ahl strom; Contributing Editor, Kevi n Haydon; Accounting, Joseph Cacciola; Membership Development & Public Affairs, Burchenal Green; Membership Secretary, Patricia Anstett Laverde; Membership Assistants, Erika Kurtenbach, Grace Labrador; Advertising Assistant, Carmen McCallum; Secretary to the Presidem, Karen Ritell

WINTER

1996-97

CONTENTS 2 DECK LOG & L ETTERS 4 NMHS NEWS

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THE AMERI CA FLA G AT S EA: ls Our Military Unwittingly Helping to Scuttle the US Merchant Marine?

by Da vid A. O'Neil 8 CAPE HOR N ROAD, X: Francis Drake Wins Freedom of the Seas

by Peter Stanf ord

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Francis Drake at Cape Horn

by Raymond Aker

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Karl Kortum's Enduring Legacy

by Steve A. Hyman, et al.

17

Under Sail in European Waters

Photographs by Thad Koza

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Building a Modern Maritime Tradition

by Jerry Roberts 24 MARINE ART: James & John Bard

by A . J. Peluso 29 MARIN E ART N EWS 30 History Is In the Air at Sagres

by Joseph Callo 33

U-Boats and Rockets

by Henry Keatts 34 TRAFFIQUES & DISCOV ERIES

36 SHIP NOTES, SEAPORT & M USEU M N EWS 42 REVIEWS

48 PATRONS COVER: A doughty McA llister tug , with eagle atop wheelhouse, skims the Brooklyn shore on a winter afternoon in 1900, while another tug assists a three-masted schooner preparing to dock along Manhattan' s South Street wate1front near the Brooklyn Bridge. "East River Traffic, 1900," oil on canvas, by William G. Muller

Join Us for a Voyage into History Our seafaring heritage comes a Ii ve in the pages of Sea History, from the ancient mariners of Greece, and Portu g ue se navi gators opening up the ocean world , to the heroic efforts of seamen in World War II. Each issue brings new insights and new discoveries.

If you love the sea and the legacy of those who sail in deep waters , if you love the rivers, la ke s and ba ys and th e ir workaday craft, then you belong with us. Stay in touchjoin us today! Mail in the form below or phone

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80

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NATIONAL MARITIME HISTORICAL SOCIETY

DECK LOG

LETTERS

The passing from thi s life of two great friends ofNMHS , Karl Kortum and Dick Rath , are noted in this issue of Sea History. Don't tum your back on these memorials, gentle reader; they are not about the deaths of these men but their lives!

Man is a time-binding animal, in Alfred Korzybski's fe licitous phrase.

So he can reach out to people now gone from among us. And he can grasp human experience before his own life span.

The past is not an imaginary concept that can be brushed away, but is a living reality , a vital component of the present.

And so it is with the still-to-be-determined reality of the future , with thi s difference : we can affect what happens there! Indeed, we are largely responsible for the shape of things to come, a responsibility we can begin to meet only by reasoning beyond our lifetimes.

In this issue I hope you 'II get to know Francis Drake, an active, cheerful and surprisingly visionary presence, whose voyaging at the outset of the modem age helped shape the world we live in. Now weareseeingtheendingofthatage: a time for fresh vision and bold acts, indeedas was the era in which Drake left his signature engraved on the world 's oceans.

Hail and Farewell, Karl Karl Kortum was unique: a national treasure and a universal institution in the saving and restoration of historic ships and the establi shment of maritime museums around the world. To these activities he generously contributed hi s vast knowledge and experience garnered from hi s founding of the San Francisco Maritime Museum, and the restoration of hi storic California vessels in the 1950s.

His obituary in the New York Times came as a numbing shock. Karl was possessed of such indefatigable energy and steadfast dedication in all he undertook, that he gave the impression of being virtually indestructible. Regrettably for all of us, this was not the case.

Besides his skill in every aspect of seafaring, he exercised the subtle perception of the consummate artist with his camera and has bequeathed to posterity a rich legacy of maritime photos.

It is with a great sense of sorrow and loss that I bid Karl " hai l and farewell."

Osw ALD L. BRETT Lev ittown, New York For more on Karl' s life and legacy , see pages 14-15.

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"They sang the old songs," we said when the schooner John F . Leavitt sank on her maiden voyage some years ago, " but they didn't understand the words"that is they never hoisted in the real lessons of seafaring. Now we have to record the loss of the lovely old schooner Alexandria, ex-Lind¢-a sad tale of unheeded weather warnings, clogged pumps, seas ick crew. Explanations and excuses could not save her when an autumn gale hit the ill-prepared ship off North Carolina in December. She was lucky not to lose at least one of her crew.

There are lessons here that ex tend beyond the exigencies of seafaring, to the ex igencies of our everyday lives.

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NMHS is searching its own past and future, currently, to plot its course toward new possibilities for our work together. These are suggested in "NMHS News." There will be more on thi s in future Sea Historys , but for now let me say that we are seeking to move our Society from advocacy to achievement, and from a supporting role to positive action to redeem a threatened heritage, and reach more Americans with its challenging message.

PETER STANFORD

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All Hands for the Wapama!

Karl Kortum 's story of the steam schooner Wapama in the Autumn 1996 Sea History is one for the history books.

I wish to add my voice to his, now unfortunately silenced, and to the many others who have written in support of preserving the Wapama as an important part of West Coast seafaring hi story. Its value as an engineering marvel and educational destination for young and old cannot be overstated. We simply must not let short-sighted thrift throw away the valuable evidence of our seafaring past.

Let us make every effort to reach out to every source of support for an energetic program of preservation and educational presentation of the ships that wrote the history of the sea along the Pacific Coast of the United States.

JOHN R. WILLIAMS Washington DC Merchant Mariners Respond I must take issue with Rob Quartet's grossly inflated estimates of wages and benefits for American merchant mari ners, as descri bed in " A Shipper's Perspective" (SH78).

I sail as second mate for a large American flag tug and barge company. Working 180 days a year, my gross annual

Among the many letters received in memory of Karl Kortum , surely marine artist Os Brett's came in the saltiest envelope, depicting two Liberty ships meeting in mid-Atlantic in WWII.

salary is $45,000, before taxes. There is no overtime (we gave that up), no union dues (as we are now management), and the bulk of our retirement money is put away by each individual in a 40lk plan.

Perhaps Mr. Quartet would be kind enough to share with the rest of us which compani es are paying $ 180,000 to $240,000forsix-months' work. I will be the first to apply .

HARR YT. SCHOLER Orlando, Florida I work as master aboard a large liquefied natural gas tanker. This billet is probably one of the higher paid ones in the US flag fl eet. I can assure your readers that the compensation, including benefits, is nowhere near the $380,000 per year Mr. Quartet states (in SH78). In fact, it is approximately a third of that figure.

The debate over the Jones Aet is healthy in my view and modernizing our laws is long overdue. This is particularly true with regard to personal injury lawsuits, manning of coastal vessels and harmonizing US and international regulations. However, when Mr. Quartel' s numbers on compensation are so patently abs urd, it brings into question all hi s other arguments.

CAPT.

J.E. CARR

At sea, passing Singapore As a British merchant seaman I have followed your debate about manning costs with interest. Seafarers in the OECD countries all face similar situations as those experienced in the US. In most cases our pay and conditions do not seem disproportionate to those of our compatriots in the armed services or shores ide. Unfortunately , that is not the compari son that the international shipping industry chooses to make.

Our jobs have gone to seafarers in the developing world who can enjoy a good living standard at home on a fraction of our wages. This was often brought home to me in conversations with Asian seamen during a career as a North Sea pilot.

Piloting a Hong Kong-owned bulker up Channel one day, I mentioned to her Indian captain that I was considering buying an electric dishwasher for the kitchen at home. He looked at me in amazement.

SEA HISTORY 80, WINTER 1996-97

"Surely, Pilot, your servant washes the dishes in your house?"

"I am the servant in my house, Captain. " "Really , Pilot. At home we have three servants and a nanny to care for the children when my wife wishes to join me at sea."

His tax-free salary was about one third of my own. He was well educated and held respected licenses.

In the seafaring wage competition stakes there is no contest.

CAPT. PETER M. ADAMS Nottingham, England

A Mast by Any Other Name In "Traffiques & Discoveries" in the Autumn 1996 issue of Sea History there is a discussion of the names of the masts of the Thomas W. Lawson.

As a midshipman at the US Naval Academy, the fourth class (freshmen, plebes) were required to know the answers to many questions. Some were trivial but, hopefully , many were related to the profession of the sea.

One of the questions was, "What are the names of the masts of the sevenmasted schooner Thomas W. Lawson?"

The answer was "Fore, main, mizzen,jigger, kicker, spanker and pusher."

I make no claim for the accuracy of that listing. Nor do I know on what it was based. In any case, that was the lineup that many generations of midshipmen were required to know.

CAPT. BRUCEMEULENDYKE, USNR (RET) Old Saybrook, Connecticut

SCOW Stands Tall The most recent issue of Sea History Gazette told of the NMHS Annual Dinner honoring the tugboat industry (see "NMHS News," page 4).0n that great occasion two tables of serious tug boaters represented the State Council on Waterways and the historic New York State tug Urger of 1901.

At those tables were representatives of the Royal Bermuda Yacht Club and the Association of Fleet Tug Sailors, members of the crew of the first educational voyage of the Urger in 1992 and Captain Pam Hepburn of the commercial tug Pegasus, the only woman tug owner and skipper in New York Harbor.

SCOW is the only state-wide, private, non-profit organization devoted to the Erie Canal that encourages public involvement in planning, programming SEA HISTORY 80, WINTER 1996-97

and advocacy of al I the New York State canals.

Our emblem , the venerable tug Urger, travel s the canals of New York welcoming thousands of visitors who learn about hi story , geography and other subjects in a program entitled "Outside Classroom Walls."

Under SCOW, Urger cut her teeth in New York Harbor-her first time off the Erie Canal-in OpSail 1992 when 50 million viewers saw her escort the tall ships from the Verazzano to the George Washington Bridge.

Now Urger should be dreaming about participating in next Labor Day ' s Annual Intrepid Tugboat Challenge on the Hudson River so vividly described in the article by Jerry Roberts in this issue of Sea History (see pages 20-22).

SCHUYLER M. MEYER, JR .

Chairman, SCOW Port Byron, New York

A Cold War Tall Ship Mystery Morin Scott's account of the tall ships races (SH78) stirred memories of a chance encounter I had with the tall ship Sedov many years ago.

I was aboard the Columbia University Research Vessel Verna (ex-Hussar) in June 1960 on a cruise from Rio de Janeiro to Nova Scotia. We were detonating half-pound blocks of TNT (one per minute, day and night) , making seismic profiles to study the geologic layers beneath the ocean floor.

On a splendid June evening, 500 miles northeast of Bermuda, several shipmates and I were enjoying a North Atlantic sunset. To our astonishment, we saw on the horizon a jumble of masts and spars that eventually resolved into a great fourmasted bark lying hove to in the twilight. Our captain, who had been exchanging greetings with the vessel by signal lantern, told me she was theSedov, a research and training ship of the Soviet Navy presently on station taking scientific measurements.

To get a closer look at the ship, I gave instructions to lay to and take a core sample of the ocean floor sediment while two shipmates and I launched an 18-foot Lunenburg fishing dory and rowed over to inspect the bark more closely.

To our surprise we heard a voice in clear English inviting us aboard. When we reached the main deck , we were greeted by an officer in a crisp white uniform who seemed to be both host and translator. In the elegant main deck sa-

loon he introduced us to a large circle of ship 's officers. Within minutes, an impressive party was organized, complete with tinned sturgeon on black bread and (of course) vodka.

I spoke through the translator with many of the officers, answering questions about American oceanographic research. However, I got few convincing answers to my return questions. This half-dialog was interrupted frequently with toasts to " Soviet~A merican friendship," which caused a lot of vodka to di sappear. When I asked to visit the scientific labs, our host took us to the wheelhouse. After viewing the standard navigation gear I explained that we preferred to see the scientific equipment. At this point our host said that the ship had completed its (undisclosed) scientific observations and must get under way.

During our two-hour visit, Verna and Sedov had drifted several miles apart.

The prospect of rowing an open boat to windward on a black night in mid-ocean might have caused us some anxiety had we not been fortified with Russian vodka.

Back aboard Verna, we got under way and resumed shooting explosives.

Soon, the Chief Mate pointed out something curious on the radar screen. The Sedov could be seen as a large target about five miles away, apparently dead in the water. A second, much smaller target was tracking our ship, staying about one mile behind. The Chief Mate was certain that we were being followed by a submarine at the surface.

To test this theory I interrupted our monotonous sequence of half-pound TNT charges and set off a 25 pounder.

When this big one blew, the "target" following us immediately changed course, increased speed and went through some strange maneuvers before going out of range on our radar.

Now that the Cold War is over, perhaps one day I will learn what the Sedov was doing that summer evening in the mid-Atlantic.

SAM GERARD Palisades, New York ERRATA Note in Sea History 79: on page 17, the San Diego Maritime Museum 's steam yacht Medea was photographed by Dale Frost; on page 24, Scott Kennedy's portrait of two vessels in Victoria Harbour depicts the Empress and the Pacific Swift; and on page 31, the number for the Hong Kong Tourist Board is 212 869-5008. J,

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NMHSNEWS World Ship Trust Award to SS Great Britain Prompts Prince Philip's Interest in Wapama

NMHS Annual Dinner Honors Tugboat Industry

In September, Prince Philip presented the World Ship Trust Award to the SS Great Britain. The award was given to honor the restoration work done on the screw steamer of 1843, which is now on ex hibit in her builder's dock in Bristol , England.

NMHS Vice Chairman Edward G. Zelinsky and President Peter Stanford-both vice presidents of the World Ship Trustwere on hand at Buck ingham Palace for the presentation. As a result of that meeting, Prince Philip wrote to RADM Tom Patterson (co-chairman with Zelinsky of the Save the Wapama Committee) supporting the work to save the Pacific steam schooner Wapama: I was very interested to hea r from Peter Stanford about your project to save and restore the steam schooner Wapama. The period which spans the last sailing ships to the first fully mechanized ships is one of the most fsignificant in maritime Vl :i history. Wapama bei:0.. longs to that period and :;: Vl I very much hope that Cl your efforts will be suco2 0 cessful. ~ Having undertaken, NMHS Vice Cha irman Edward G. Zelinsky shakes hands with HRH Prince and successfully conPhilip at the World Ship Trust Award cluded, the massive ceremony at Buckingham Palace. From task of restoring Jerethe left, others on hand were James miah O 'Brien, I have Forsythe.founder of the No1folk Wherry Trust, HRH Prince Philip , OBE, Arthur no doubt that you will Prothero and Peter Stanford, all found- be equally successful ing members of the World Ship Trust . with W apama.

The venerable New York Yacht C lub set the scene for NMHS 's Annual Dinner on 15 November 1996, and the tugboat industry turned out to join NMHS members and friends for this historic occasion . The evening recreated the old Towboat N ight, when industrial rivals joined for an evening of camaraderie and congratulations. We welcomed, among others, executives and crew members from McAllister Brothers, Moran , Columbia Coastal, Turecamo and Weeks Marine as well as Norton Lilly International , the Journal of Commerce , Hudson Hi ghl ands Cru ises, the State Council on Waterways, Caddell Drydock, the Navy League and the Bridgeport & Port Jefferson Steamboat Company.

Owners, captains and representatives of the hi storic tugboats KWhittlesey, Urger and Pegasus were also among the guests.

The NMHS Distingui shed Service Award was g iven to Joe DeMuccio, founder of the Tugboat Enthus iasts Society. Marine artist Steve Cryan produced an excellent running slide show of the last 35 years of tugboating in New York Harbor.

Dinner Chairman W. Grove Conrad with committee members Brian McAllister and Jean Wort, all NMHS trustees, organized the even- W. Grove Conrad (a t right), NMHS trustee ing and gathered a and president of Norton Lilly International, fine company. Grove presented the NM HS Distinguished Service Conrad summed up Award to Joe DeMuccio, founder of the the festivities when Tugboat Enthusiasts Society. he said, "There are few times in o ur working lives when a rare combination of hi s tor y, good people, and promise for ' the future comes together. This was one of those occasions."

Kortum and Rath Memorials Several contributions have been received in Karl Kortum 's memory , dedicated to restoring the steam schooner Wapama. In addition to this vital effort, however, we welcome contributions to go into a Kortum Memorial Fund, which will continue to strengthen our work for all hi stori c ships.

Contributions in memory of Richard Rath will go into a Rath Memorial Fund to send young people to sea in educational programs such as he ran aboard the schooner Pioneer in South Street.

Thi s fund will be jointly administered with the Irving and Exy Johnson Fund, which has the same purpose.

Checks can be made out to "NMHS -Kortum Memorial ," or "NMHSRath Memorial ," and will be devoted to the purposes set forth above. A celebration of Karl Kortum 's life and work is on pages 14-15 of this iss ue; Dick Rath is remembered on page 38.

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NMHS to Provide Educational Program for OpSail 2000 NMHS has had a long-standing relationship with OpSail , which was founded by our Advisory Council Chairman Frank Braynard. As a result of recent discus sions with OpSail C ha irm an Charlie Robertson, the NMHS Maritime Education Initiative will be recognized as an official element of the total OpSail 2000 program. Once again tall ships manned by young cadets from around the world will converge on North America's East Coast and as America's eyes turn seaward , NMHS wi ll be there to help people understand the high purpose to wh ich the ships sail.

NMHS President Peter Stanford said, "Thi s achieves our long-held objective of going beyond the thrilling spectacle and the inherent excitement of tall ships to reach the deep currents of educational purpose which these ships and their crews embody. "

NMHS Events • 12 April-NMHS Annual Meeting at the State University of New York 's Maritime College at Fort Schuy ler in the Bronx. The schedule will include a business meeting, project reports , a keynote address, luncheon and tours of the campus, museum and the co llege's training ship, Empire State.

There is no charge for attend ing the meeting. However, there wil l be a charge of approximately $30 for lunch. • 2 May-"HMS" Rose Sail-Training C ruise in New York Harbor. The frigate Rose will return to the East Coast thi s spring after a triumphant summer in Europe and a winter in the Caribbean (see page 19). This is yo uropportunity to learn the ropes aboard a unique C lass A tall sh ip. The contribution to take part in thi s day sail will be $150.

Information about both events will be available in March. Please call us at 1 80022 1-NMHS or 914 737-7878.

SEA HISTORY 80, WINTER 1996-97

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THE AMERICAN FLAG AT SEA

Is Our Military Unwittingly Helping to Scuttle the US Merchant Marine?

by David A. O'Neil n the first years of our nation, the Continental navy consisted of anned merchantmen, manned primarily by civilian mariners. Domestic maritimerelated businesses had existed for over one hundred years as this land 's first industry. After gallantly helping to win our young country's freedom, the first task assigned to these mariners-tumedmilitary-seafarers was to continue protecting America's ability to trade on the high seas. No doubt, perhaps, because of their own roots, naval commanders and privateers readily became the official "protectors" of our merchant marine.

Many readers are acquainted with our Barbary Coast naval involvements and the like, where history accounts for this dutiful role of our early US Navy . A modem irony lies in the hi storical fact that our navy once took very seriously its primary role of protecting the ships of the US merchant marine and the citizen mariners associated with our foreign trade.

The Merchant Marine As Orphan The first article in this series was devoted to the business and political issues which have contributed to the current round of maritime decline. Obviously there is also another relevant and important issuenational defense. This defense consideration is generally tenned "sealift" when one speaks of the military's sea transportation needs, the transport of "beans and bullets" to the war theater to support efforts overseas. Most crucial cargo, including imports like crude oil to make the needed fuels , the jeeps and the tanks as well as al1other commodities, must come and go by ship. Thus, the transport of goods is not limited to what the troops and theater support elements need, but also includes bringing strategic materials from overseas to this country's manufacturing base at home.

In all the conflicts of consequence to which this country ever rallied, the "beans and bullets" got there primarily on merchant ships. Our own merchant ships and our allies' ships, including sometimes anything that would float, were called upon in their basic commercial configurations. There was a time when 100 percent of our war needs went by sea. Just a few years ago, 95 percent of the supplies needed for Operation Desert Shield went by sea. That operation took about two months longer than

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planned before Operation Desert Stonn could commence, due largely to the failure to get the right stuff to the right place in a reasonable time- coupled with the shortfa,11 in available ships and mariners (or " maritime decline"). Certainly the job did get done. The point here is that it could have gone better and it was fortunate that it didn't have to go on longer. We were fortunate that Iraq didn't push farther south while unopposed; that the conflict was not long enough to require serious resupply; that our shipping was unopposed and that wewerewelcomedatrealoffloadingports.

The test was not particularly severe.

As for the long-tenn sustainment of troops in the field, some military planners seem to be betting on thumbing a ride from our friendly allies-if they have any merchant ships themselves in a few years, that is. But wasn't it Margaret Thatcher who said we may not use British aircraft bases the next time we decide to bomb Libya? Wasn ' t it France that said we couldn't even use their air space for that or any such future missions? If we have concerns about the support of these two countries, just whose merchant fleets can we depend on? Thirteen foreign flag ships chartered by the US government balked during Desert Shield-four presented problems sufficient to require alternate arrangements. Little known is the right of seamen to decline to enter a war zone, granted by the International Transport Workers Federation of Seafarers' Resolution on War Zones adopted in Venice in 1986. The US is the only major non-signatory, by the way.

Wiser military planners know that we may have to go it alone some day.

Isn't that what preparedness is all about and why we have a standing anny and navy in the first place? Why not a standing merchant marine instead of outmoded ships of questionable reliability and without assigned crews? When asked to comment on the importance of having a national capacity to deliver war materiel, a Joint Chiefs chainnan, a ch ief of naval operations and a Vice President of the US-all in the previous administration-publicly replied that we must support the US merchant marine for its value in national emergencies. But when it came to mustering the funds in peacetime, everyone had empty pockets.

But, it 's not the military's responsi-

bility to use its hard-won budget to help build ships for the private sector, nor does its current defense edict include stemm ing the decline of the US flag merchant marine. It is understandable that the Navy's priorities are for fighting ships and aircraft. And the mi 1itary doesn't want the current generation of shipping methodology anyway. It wants the comrru:rcially outmoded roll-on-roll-off way of moving things .

More Big Government Dollars?

It isn 'tmuch ofa surprise, therefore, to see another fami liar government solution in the works: big dollars plus new government function. So today the Department of Defense is building its own merchant marine for the exclusive transport of its rolling stock. We are well into a program where 19 roll-on sealift ships will be built or converted, costing nearly $7 billion.

With a typical Construction Differential Subsidy (CDS) program, $7 billion wou ld build about 120 US flag, commercial ships of about the same capacity!

Those 19 government-operated "grey hull s waiting at anchor" are supposed to land military equipment during the early surge or bui ld-up phase for some future national emergency. But, for the longtenn sustainment of our troops (the things that can't roll on and off once all the vehicles are in the war zone) we will be increasingly dependent on foreign ships to supplement our own, underfunded, mothballed ships of the Ready Reserve Force (RRF) which use, ironically, "too modem" cargo handling methods. The trained citizen seafarers required to break out and man those RRF vessels are apparently supposed to materialize minuteman fashion . Their future availability, however, is questionable, as our active merchant fleet, the only place a seaman gains shipboard experience, continues to atrophy. The consequence ofa shrinking merchant fleet is fewer working mariners.

The military 's price tag for the 19 rollon ships could easily launch flotillas of militarily useful , operating merchant ships. These could be chartered in peacetime to US owners who, as before, would also be required to pay back most of the shipbuilding costs. In addition, the owners assume the financial burdens of maintaining and manning the vessels for 20 years. This type of government-built, civilian-charter scheme was very successSEA HISTORY 80, WINTER 1996-97

Any investigation will show a strong commercial maritime program to be infinitely more cost effective than a government-only sealift shipbuilding program. fully accomplished in the fifties with the Mariner-class ship construction program.

But today the idea is squashed in Washington every time it is brought up. Remember, the State Department's assumed role these days is to internationalize everything connected with trade. The international standoff on shipbuilding subsidies with whjch they are currently wrestling is driven largely by the convenient argument of our old friend "free trade."

Consequently, there are many senior military planners who actually believe that government assistance to the commercial sector is an absolute no-no. Either they haven 't been on a trade mission recently or they don 't believe the constitutional language about "prov iding for the common defense and promoting the general welfare." "Regulating commerce with foreign nations" has present-day application to keeping a national merchant marine alive. Perhaps this attitude is also part of our waning nationalism.

The Department of Defense, once the "cradle of nationalism," now purchases major pieces of military equipment made overseas-the security aspect of "Buy American" is apparently long past. Government procurement has always embraced the low bid , but now the Fed has an even broader choice, and chartering foreign ships to transport US government cargos is considered routine today.

In all fairness, the government purchasing agent is doing exactly what most taxpayers wi sh-paying the lowest price for all that he buys. But when the government buys an older foreign vessel (intended to be converted for some future naval sealift mission) instead of an older US ship, government has impacted the situation much more than merely sav ing a few taxpayer dollars. This country has very effectively remunerated a foreign flag competitor with hard-earned US tax dollars. It has also helped the foreigner to get rid of his outmoded tonnage. It has supplied him with the down payment to buy newer, more competitive tonnage. The US operator who lost that bid is still saddled with hi s older tonnage, and will soon face even stiffer competition against the foreigner's new ship. If we explore the ripple effects, we could also consider the issue of our growing balance of payments problems and the losses felt by maritime infrastructure.

We must also question the ultimate cost. These foreign ships, already 15 years old, are sold to us for $ 15 to $20 million each, but ultimately cost $300 million per vessel after military conversion. Meanwhile, older US ships are SEA HISTORY 80, WINTER 1996-97

available that cou ld well do 85 percent of the same job for around $30 million total cost after refurbishment. These illustrations reflect on the system ' s abi lity to understand price but not to understand value, specifications instead of common sense, and group-made decisions versus leadershLp. While the Navy may not be responsible for keeping a national merchant The following is from a Westinghouse Electric & Manufacturing Co. advertisement appearing in the Saturday Evening Post in 1942.

This time ... let's keep our Merchant Marine Once again it has taken a war to prove to America that a strong Merchant.Marine is a vital national need.

We learned this lesson once before, but it didn't stick. In 1917-18, we feverishly built ships to meet a pressing wartime supply problem. When peace came, we allowed hundreds of those ships to rust into uselessness at their piers.

By 1935, we had let our Merchant Marine sink from a strong first to a poor fourth among world powers. Approximately two-thirds of our own commerce was being carried on foreign vessels.

The aggressor nations knew this.

They knew we had neither the ships to import many of the strategic materials upon which American iil.dustry depended, nor to carry our vast potential war production to distant fighting fronts. This weakness was an open invitation to war. And the Axis nearly caught us flatfooted when they struck.

Butin 1936,menofforesightsta.Tted our Merchant Marine on the road back.

They drafted the Merchant Marine Act, making it a policy of the United States to develop a merchant fleet "capable of serving as a naval and military auxiliary in time of war . . . to provide shipping service on all essential routes" in time of peace. .

From this start, America's Marine industry has built more than half a.S much merchant ship tonnage as existed in the entire world prior to World War II. This powerful merchant fleet, now serving our vital wartime needs, can likewise expand our peacetime foreign trade-to help maintain our vast productive capacity, and to provide postwar employment for thousands of American workers.

Here is strength we must never lose.

Let us never again forget that an adequate Merchant Marine is our greatest strength in time of war, our most powerful weapon to guard a lasting peace.

marine ai ive, we must ask ourselves if we want our navy to unwittingly accelerate the decline of the US maritime industry. While this author observes issues where the Navy has certain ly contributed to maritime decline, he also believes such to be primarily the result of the Navy's doing business by the book. The only oversight at work seems to be the lawyers interpreting the Federal Acquisition Regulations.

Don't Treat It Like an Orphan The obvious answer seems to lie in supporting a commercially active merchant marine and, once and for all, putting an end to treating it like an orphan. But at the Department of Defense, little, if any, consideration is shown toward " adopting" the US merchant marine as a serious factor in our national defense. We may hope that the recently formed and growing unified military Transportation Command, USTRANSCOM, may come to fully appreciate that merchant ships are at least as important to a war effort as is the wartime use of civili an aircraft (the CRAF program). Any investigation will show a strong commercial maritime program to be infinitely more cost effective than a government-only sealift shipbuilding program. The responsibility of delivering the beans and bullets rests more prudently with the guys with that specific expertise, rather than with the highly skilled fellows who specialize in sinking enemy ships. Only the US Army has both the immediate "in house" requirement for emergency transportation and the required level of funds. The amount of funding required to support a merchant marine is a drop in the DoD's bucket (about one-thousandth of their 1995 budget) , but leadership from the Administration and Congress will be required to change current thinking.

If truly aware of the potential need for emergency transportation, today' s leaders must be planning an increased dependency on other nations to carry this nation's military needs across the sea. Apparyntly there is a high-level acceptance of this, since our government seems resigned to foreign flag fleets carrying the lion 's share of US foreign trade today . Many other great maritime nations-the Athenians and Romans, the Byzantine empire, Spain and the United Kingdom-allowed an identical scenario to unfold.

Will we ever learn? J,

Mr.O'Neil is president ofSeaworthy Systems, Inc. and president of the American Merchant Marine Museum Foundation.

7

THE CAPE HORN ROAD, PART X:

Francis Drake Sails for Freedom

by Peter Stanford man can ' tdie, not while he's got the smell of this stuff in his nostrils." A gnome out of a Celtic fairy tale, the speaker was slight and dark, with a quizzical grin on his face and dark-hued, pine-smelling oil running off hi s hands as he held them up for our inspection. "Stockholm tar!" he explained. This was Joe Bennett, fatherofOswald. We had idly asked Oswald Bennett his age as he worked in the rigging loft, and when we congratulated him on still working in this strenuous trade at the age of seventy, he' d said: "Oh, when it comes to age you'd best talk to my Dad." And he had turned to call a dim figure working at the back of the loft, who came up to be introduced. The elder Mr. Bennett then offered the tarry nostrum cited above, with considerable delight-in which we shared.

The conversation took place a quarter-century ago, in Alan Hincks's yard in Appledore on the north coast of Devon, England, where a working replica of Francis Drake 's Golden Hind was taking shape in the old-fashioned way, with the Bennetts , father and son, laying up her rigging.

Stockholm tar is the traditional preservative that has been used to protect cordage from wind and weather from time immemorial. It's not at all like the petroleum-based tar we use on rooftops and roadways today, except for its dark color and resistance to water. It has a grand spicy smell to it and keeps rope supple and strong in near-miraculous fashion.

When the replica of the Golden Hind was being built, we did not know that the original Hind had also been built in Devon. Scholars had believed that this formidable fast-sailing ship had been built across the English Channel in France. A document di scovered only in 1981 , however, shows Drake applying to Queen Elizabeth for a bounty--or as we would say, a subsidy-for building the ship in his home county of Devon.

The little ship was eminently suited for war service, and in that dangerous era, the Queen had every reason to encourage the building of such ships.

Norma and I pursued our way, visiting a round of old British seaports in that distant fall of 1972, thinking how good it was to meet the countrymen of Francis Drake. These were people of yeoman stock like Drake himself, talking the same gnarled, knotty, vividly expressive English he spoke. These West Country people were hi s people, whom he never forgot.

And an observant Spanish prisoner, captured during Drake's global voyage, noted the immense respect his men had for him; as for how they felt about him , Don Francisco de Zarate said simply: "They adored him ."

"The Famous Voyage" Around five in the evening on 15 November 1577, Drake's Golden Hind put to sea from Plymouth, on Devon' s south coast, steering southwest down the English Channel toward the open ocean. She sailed under her original name Pelican, rated at 100 tons (actually nearer 150) in the muster of the squadron she was leading to sea. Aboard her were some 80 souls, led by Francis Drake, as captain general, a recognized leader after his freebooting forays against the Spanish colonies in the Americas in recent years, and a new-minted man of substance who had 1,000 pounds of his own money invested in the voyage. England's foreign mini ster Francis Walsingham,

1\

8

the Royal Navy's George Winter, and others prominent in Queen Elizabeth's court made up the balance of the investment needed to get the little fleet to sea. But Elizabeth's role was suitably deniable, an eminently wise precaution as she steered her ship of state through the dangerous currents of an international scene overshadowed by the growing worldwide hegemony of Spain.

Drake, as events were to show, most likely had no written commi ssion for the voyage he was embarking on. He was later to say that the Queen, in a personal audience, had told him: "I would gladly be revenged on the King of Spain for divers [various] injuries that I have received." But the mission of the voyage ran deeper than that. To both Elizabeth and Drake the object of the voyage, as revealed in their actions then and later, was to shatter the monopoly of oceanic world trade asserted by Spain and Portugal with the support of the Pope as God's spokesman on earth. Spain's tribute from the conquered American colonies had provided the gold and silver that made her all at once the dominant power in Europe, spurred on by a driving religious ideology that made her a menace to the independence of other nations.

So, it is clear that Drake 's five ships, sailing into the autumnal evening to go out and attack the world's strongest and most aggressive power, carried a heavier cargo of concerns, and perhaps a greater share in the world 's destiny, than a casual raiding expedition .

"The famous voyage," as it would soon be known, got off to a messy start. Standing southwest through the night of 15 November, by morning Drake's ships had reached the mouth of the English Channel, where they were met by a head wind "quite contrarie to our intended course." Under threatening skies they ran back to anchor in Falmouth, driven by a rising wind. Over the next two days this wind rose to a howling gale. The flagship Pelican and the little Marigold were both forced to cut away their mainmasts to avoid being driven ashore, even in the sheltered anchorage they'd gained. Running back to Plymouth the ships made good their damages. They put to sea again "with happier sayles" on 13 December.

The squadron made a swift 12-day passage southward, keeping well to sea in fair winds. Sailing in the wake of Portuguese and Spanish navigators, man had come a long way from the headland-to-headland piloting practiced by Europeans only a century earlier in these same waters, as the Portuguese had worked their way step by step down the Moroccan coast, which Drake reached in one quick leap from England. The fleet raised the sandy, barren coast of Africa just north of Mogador on Christmas morning, 25 December 1577. From there, having reprovisioned, the fleet headed south along the coast.

It had been talked up in seaport towns that Drake was bound to the Mediterranean, but as the fleet sailed southwest to the Cape Verde Islands and then struck out across the Atlantic toward Brazil, it became clear that Drake was bound into the Pacific world. In 1520 Magellan had discovered a way through the Americas to the Pacific. But in the intervening half century, few ships had sailed through the Strait of Magellan.

Above, Drake by Nicholas Hilliard, J581, soon after his voyage.

SEA HISTORY 80, WINTER 1996-97

He asked God "life and leave to sail once in an English ship, in that sea!"

It was not that Spain's Philip II did not see the importance of the Strait as a direct sea route to hi s growing colonies on South America's Pacific coast. It was just that the going was too tough . Samuel Eliot Mori son, the great chronicler of these voyages, sums up the agonies of the Spanish effort to carry out Philip's orders to develop this route: At least six expeditions had tried to get through, with about seventeen vessels, twelve of which had been cast away in or near the eastern entrance; and Elcano' s Victoria still held the unique distinction of passing through and returning home.

"Of these vessels' crews," he adds, "not one man in five ever saw hi s native land again; probably well over a thousand had perished."

The Ships and Their People Now that the ships' crews know were they are going, let's have a closer look at Drake 's squadron, its mission and its people, beginning with its remarkable Captain General. Francis Drake was born about 1540, son of one Edmund Drake, a yeoman farmer and wool-shearer who leased hi s farm near Plymouth from the Earl of Bedford. Edmund ran into trouble with the law, and for this reason or because of religious persecution (the story his children were brought up to believe), he left Devon when Francis was about eight, traveling across England to Chatham, a burgeoning naval base on the Medway just off the Thames estuary. Edmund found a home for his family in a laid-up ship's hull and scraped out a living as an evangelical preacher to the ships of the fleet. Francis acquired a good education in these straitened circumstances.

The Oxford-educated naval officer and historian Sir William Monson later said of Drake: "He would speak much and arrogantly but eloquently, which was a wonder to many that his education could yield him those helps of nature. " In the early 1550s, Francis was apprenticed to the owner and master of a small bark trundling cargoes up and down the coast. She also made voyages to the Continent, and now and then piloted larger vessels through the treacherous sandbanks and swirling tides of the Thames estuary-a wonderful training ground for seamanship. It was a region where waterfront streets and taverns echoed to the talk of sailors and merchants just in from Lisbon, Bordeaux or Genoa. The Thames served as an outlet for the ever-growing trade of the port of London, which by the 1550s handled some 90 percent of England's exports.

Francis 's mother had died , and Edmund followed in 1557, leaving a scanty estate. The master of the bark died a few years later and left the vessel to Francis, aged about 20. Francis sold the vessel and took his money , a few friends from the ship, and himself to Plymouth. There, in the early 1560s, he began shipping out in the deep-sea trading expeditions his cousin John Hawkins had begun to run to Africa and the Caribbean.

England's entry into ocean voyaging, as Morison and others have noted, came late in the new day of oceanic commerce. From the beginnings of the late medieval revival of trade in the 11 OOs and 1200s, English ships had been barred from the Baltic trade by the paramilitary Hansa network. The well-capitalized state shipping lines of the Italian maritime republics, notably Genoa and Venice, had effectively monopolized the rich trade from the more advanced Mediterranean world, including precious spices from the Far East. The Hansa kept their grip on eastern trade until the mid- l 500s, and as Italian capital, know-how and initiative stimulated the great seaward surge of first Portugal and then Spain from the 1300s SEA HISTORY 80, WINTER 1996-97

on, England, despite isolated ventures and voyages (to which English-speaking historians have perhaps paid too much attention), remained a bit player on the oceanic scene. John Cabot 's (Giovanni Caboto) notable voyage to Newfoundland in 1497 was not effectively followed up, despite the growing wealth and stability of the new Tudor monarchy under the Henries VII and VIII; Cabot's son Sebastian left England to become piloto mayor or senior pilot of the Spanish monarchy , returning only late in life to English shores to share his wisdom , in rather pontifical fashion.

The hard-hitting Hawkins family were something new on this scene. They were determined to seize their share of the rich Spanish trade with the Americas, which Spain reserved to itself, as noted earlier. Drake flourished in this heady atmosphere of voyaging in distant waters, far from any friendly base of support.

In 1568 we find him in command of the bark Judith in a fleet of six ships led by John Hawkins, as the fleet put into San Juan d'Ulua for repairs after a gale. A Spanish squadron happened by, and promising no harm , were allowed to berth themselves alongside the English ships. The Spanish then attacked without warning. Hawkins and Drake, fighting a rearguard action, escaped with as many men as they could save, and limped back to England separately in the two surviving, overburdened ships.

After this, Drake began to raid Spanish shipping ad lib. He concentrated his efforts on Panama, improvising brilliantly to outwit Spanish defenders of the silver shipped by mule train from the Pacific to the Caribbean for shipment home to Spain.

He allied himself with the Cimarrones, escaped African slaves who formed effective auxiliaries. He collaborated on one occasion with a French raider. It 's hard to call these raiders "pirates" as it 's now fashionable to do. Real pirates tortured, raped and slaughtered their victims. Drake did none of these things and severely controlled his men 's behavior, as Spanish testimon y affirms with remarkable unanimity.

In the course of these highly profitable ventures, in which the Queen surreptitiously took part, Drake and his companion John Oxenham guided by one Pedro, a Cimarrone chief, crossed the Isthmus of Panama to get at the port of Panama, where silver was brought in for transshipment to Nombre de Dios on the Caribbean side. As they struggled across high hills, Pedro invited Drake to climb a treetop observation post and, on a clear January day in 1573 , Drake saw the Pacific Ocean, or the great South Sea, gleaming in the sun before him.

According to the official narrative in Sir Francis Drake Revived, he "besought Almighty God of Hi s goodness, to give him life and leave to sail once in an English ship, in that sea!"

That was what this voyage of 1577 was about. Queen Elizabeth, backing her adventurous mariners , used the funds they brought in to strengthen her Royal Navy. Drake, with his usual eloquence, made the case for breaking into Spain 's American trade by the back door, sailing a squadron around to the Pacific by way of the formidable Strait of Magellan.

Another West Countryman, the fiery Richard Grenville, had proposed a similar scheme. But Elizabeth astutely commissioned Drake instead . She did thi s in a personal meeting arranged by Foreign Minister Walsingham with the short, stocky, rough-hewn Drake-a man very unlike the dashing young nobles who flocked to the Queen 's court.

One quintessential courtier, Thomas Doughty, was in the fleet as second-in-command , unfortunately both for the voyage and for himself. Duties can be delegated, counsel can be

9

It is only in the last 500 years ... that people began to think of the sea as free and open to all. taken-practices Drake regularly followed. But command is indivi sible, a lesson Doughty, with all his skills at selfadvancement, had apparently not learned. As the fleet wound its slow way down the South Atlantic, troubles involving Doughty kept popping up-trouble over the division of spoils from a Portuguese ship they had captured in the Cape Verdes, troubles over precedence and protocol-troubles similar to the problems that had arisen between Spanish lordlings and the tough Portuguese warrior Magellan, sailing these same waters. The "sweet smell of land," when the squadron made the Brazilian coast and commenced its long haul southward, did not mute these troubles. Duriqg the passage Drake got rid of the supply ship Swan, 50 tons, and the small Portuguese vessel they named Mary when they had taken her in exchange for the pinnace Christopher, 15 tons, which had accompanied the squadron from England.

On 20 June 1578, as the Antarctic winter was coming on in violent gales, the squadron put into Port San Julian, 200-odd miles short of the Strait of Magellan. The ships were now just three in number: the flagship Pelican, 150 tons, under Drake as Captain General; the ship Elizabeth, 80 tons, under John Winter; and the little bark Marigold, 30 tons, under John Thomas. Drake planned a thorough refit and re-provisioning in San Julian.

Sailing into the barren inlet, the men spied the gallows on which Magellan had hanged his mutineers, still standing after 58 years in that icebox climate. The place seemed ill-omened, and to psychic discomfort was soon added the dismal discovery, as Drake ordered the ships rummaged (cleaned out and fumigated), that they had been badly shortchanged in provisions for the voyage. Adding to these woes, the native Patagonians were hostile and would not make peace, though Drake refrained from reprisals after the killing of two seamen in an early skirmish.

But there was yet another "mischiefe, wrought and contrived closely among our selves, as great, yea farre greater," as the official narrative has it. This was the evident division in the high command, with Doughty letting it be known to the gentlemen adventurers-about 40 of the total ships' companies of 160 men-that he, not Drake, had secured the Queen 's support for the voyage, and that he, not Drake, should lead from now on.

Drake decided to act. He impaneled a jury of the gentlemen and officers (Doughty's peers) and held a trial of Doughty for fomenting resistance to Drake as the Queen's appointed captain general. In the course of the trial, Doughty, parading his important connections, boasted that he had consulted with Lord i3urghley, Elizabeth's senior counsellor. This was a bad slip.

Drake, enraged, shouted that the Queen had ordered that the voyage was to be kept secret from Burghley, a conservative committed to a policy of appeasement of Spain. This rings very true. Other charges followed, making up a pattern of treacherous insubordination which endangered the squadron, its mission and every soul involved. The jury found Doughty guilty. Doughty apologized for his faults and reconciled himself to Drake. They had a farewe ll supper together, "each cheering up the other, and taking their leave, by drinking to each other as if some journey only had been in hand." Doughty then took Communion kneeling side by side with Drake, and was duly beheaded.

So passed from the scene a troubled soul, a man whose fate it was to make trouble, perhaps without realizing the consequences of his acts. But everyone, including Drake, felt that Doughty had faced those consequences bravely at the end.

The ships' people remained uneasy as the three vessels tugged at their anchors in the unending succession of gales and snow squall s that swept over the naked, barren landscape.

10

Doughty's execution stopped the threatening cabal of gentlemen and courtiers in the fleet by showing plainly that his was a losing game; it did not cure persistent doubts and unrest.

Again Drake decided to act.

Calling all the ships' companies ashore on Sunday, he gathered them to hear him speak on "some matter of importance." The fleet chaplain Francis Fletcher offered to preach a sermon. "Nay , soft, Master Fletcher," said Drake, motioning him aside, "I fnu st preach this day myself."

"Masters," he started out, "I am a very bad orator, for my bringing up has not been in learning . ... " But he advised all hands to listen, for he stood ready to answer for everything he said back in England and to the Queen herself. He reminded them that they were "very far from our country and friends wherefore we are not to make small reckoning of a man, for we cannot have a man if we would give for him ten thousand pounds." He called for an end to the "controversy between the sailors and the gentlemen," and went on to make the famous statement that was to become a core doctrine of the Royal Navy, and which echoes down through the intervening centuries with fresh force and vitality today: But, my masters, I must have it left, for I must have the gentleman to haul and draw with the mariner, and the mariner with the gentleman. What, let us show ourselves to be of a company, and let us not give occasion to the enemy to rejoice at our decay and overthrow.

"I would know him that would refuse to set his hand to a rope," he added, "but I know there is not any such here.,; And, indeed, if there was any such person on that desolate beach, he did not speak up then, or at any time from then on in the voyage.

It is from John Cooke, a careful writer who sailed with Winter in the Elizabeth, that we have these words from Drake.

It is from Cooke also that we have the full proceedings of the Doughty trial, in recording which Cooke was clearly anxious not to give offense to Doughty' s friends back in England.

Drake 's force of character simply bursts through these constraints of time, space, and interpretation-and it seems to have worked a similar magic on the men.

"The Intolerable Tempest" And so on 17 August, risking a passage in the dead of the Antarctic winter, the Pelican, the Elizabeth and the Marigold sailed out of Port San Julian. Three days later they raised the Cape of the Virgins, which marked the entrance to the muchfeared Strait of Magellan. This was as far as the knowledge of their Portuguese pilot, Nufio da Silva, ran. They had picked him up in the Cape Verdes, and he had helped their coastal piloting to this point. Few seamen, however, had gone through the Strait of Magellan and come home to tell the tale. Drake, with his customary sense of ceremony, struck his topsails in salute to Elizabeth, the Virgin Queen, and took the occasion to rename the Pelican as the Golden Hind. The name honored Sir Christopher Hatton, whose family crest was a hind-an old term for a female deer. Hatton was a patron of the voyage and had employed Thomas Doughty, the man Drake had executed a few weeks earlier. Sternly practical reasons for the choice of this delightful name show through this gesture, as such reasons show through many of Drake's most elegant acts.

The three ships ran through the strait in the remarkably fast time of 16 days, which was long a record. This, however, was the end of their peaceful sailing.

On 7 September, two days into the Pacific, the ocean Magellan had named Mar Pacifico (and which Fletcher said were better named "Mare Furisum"), the squadron ran SEA HISTORY 80, WINTER 1996-97

Drake' s flagship the Golden Hind, ex-Pelican, was an 80-ft. vessel, carrying 80 people, a forge and all

into an appalling storm out of the northeast, which raged almost without intermission for the next 52 days .

Running before its violence, the squadron was driven far to the south, where on 30 September the Marigold was lost with all hands. Last seen "spooming along before the sea," she became the first of a long count of ships lost with their people in the bitter seas off Cape Horn.

Struggling back north in somewhat moderated weather, the surviving Golden Hind and Elizabeth took shelter and anchored in a cove a little north of the Pacific entrance of the Strait of Magellan. But the gale, reviving, hit them with such violence that the ships ' anchors would not hold and they were driven out to sea-the Elizabeth to re-enter the Strait, and the Hind to drive southward in the open sea. Fletcher describes the scene: The seas . . . were rowled up from the depths, even from the roots of the rocks, as if it had been a scroll of parchment . .. and being aloft were carried in a most strange manner and abundance,asfeathersordriftsofsnow,by theviolenceofthe winds, to water the tops of high and lofty mountains.

Those who have been in extreme weather at sea will recognize that ultimate state in which great drifts of sea become airborne.

The Elizabeth had had enough. She ran home to England, which she reached in June the next year. Her captain, John Winter, who had been foreman of the jury that unanimously convicted Doughty, backpedaled energetically to distance himself from the execution and, with equal energy, blamed his crew for forcing him to abandon Drake halfway through the voyage. Available evidence suggests strongly that Winter himself was the quitter and, further, that another man who straggled home later, claiming he had been abandoned in a small boat by Drake in the Pacific, actually was abandoned by Winter off the coast of Brazil, where he was eventually recovered. (Winter is recorded as losing a boat there.) All other experience of Drake shows that his men would stand by him through practically anything, and he by them. ¡¡A

Most Large and Free Scope"

On 28 October 1578, a seaworn vessel came to anchor in the lee of a mountainous island at the southernmost tip of the archipelago that ends the continent-the island of Cape Hom. Her ship's company gave thanks to God for their deliverance, and the record tells us that Drake immediately set about gathering herbs ashore to cure the incipient scurvy which had begun to break out among the ship 's crew, starved for fresh fruit and vegetables. Water casks were filled at the island springs and towed out to the ship, firewood was gathered for the ship 's stove, and we may be sure clothes and bedding were hung out everywhere in the welcome rays of the sun . Francis Drake went ashore to take careful observations with his astrolabe, an instrument practically useless at sea, but very accurate for sighting the sun or stars from a platform that did not weave and stagger through shouldering seas.

In a two-day stay, he determined that he was on the southernmost land any European had ever reached, and in clear weather he could see that none of the islands or headlands around them reached as far south as this island he had come to. Hounded southward by gales of irresistible violence, he had come to the southernmost land-and found open sea to the southward beyond it. Fletcher, writing the official history, notes that "being chased along by the winds" was interpreted by Drake "as though God had sent them of SEA HISTORY 80, WINTER 1996-97

things needed to make her selfsufficient f or the voyage.

Drawing by Ray Aker.

purpose to the end which ensued." The narrative continues: The uttermost cape or headland of all these islands, stands near in 56 degrees without which there is no main, nor island to be seen to the southwards: but that the Atlantic Ocean and the South Sea, meet in a most large and free scope.

Up to this time the Strait of Magellan had been thought to be a passage through the solid landmass of a great southern continent, Terra Australis. If it were blocked by the Spanish, entry to the Pacific would be blocked. But this was not the case.

Drake carried this great news home with him to England.

He romped up the Pacific coast of South America stopping to take cargoes of Chilean wine, and gold and silver from the mines. Once, coming on eight llamas laden with silver, they "offered our service and became drovers," carrying the silver down to the waiting ship. Their greatest haul, however, was the taking of the Pacific galleon Nuestra Senora de la Concepcion with a cargo that more than paid for the whole voyage.

Sailing on across the Pacific, Drake also arranged a treaty with the Sultan of the Spice Islands to assure England's direct role in the spice trade.The Golden Hind arrived home on 26 September 1580, after two years, nine months and two weeks at sea. Drake brought nearly the entire ship's company home safely, a record unparalleled in ocean voyaging.

His first question on arriving home was: "Is the Queen still alive?" She was, and early in the following year Drake was knighted on the decks of the Golden Hind. Elizabeth had great fun , as the sword was handed to her, in citing Philip's demand thatshechopoffDrake's head. The ship was then in adrydock built for her on the south bank of the Thames below London.

She was to be preserved as a monument, but rotted away before a hundred years had passed. Her fame, however, and the lessons to be learned from her sailing live on today.

*****

The idea of the world 's oceans as a commons, like the village green that is used by all, is so well established today that it comes as a shock to realize that it is only in the last 500 years of the 5,000-year story of civilization that people began fo think of the sea as free and open to all. Ancient navigators in the Mediterranean divided their sea into separate basins of commerce and transshipped their goods on reaching the limits of their trading areas-and this pattern persisted.

The idea of the free scope of the seas was the predecessor for the concept of freedom of the seas, that is , freedom for all comers. This condition became a reality throughoutthe worldwherever there was water enough to float a British warship, as the saying went-only a little less than 200 years ago.

Drake's "famous voyage" became famous not just in England, but throughout Europe, wherever people were struggling for freedom to determine their own destinies , from the provinces of Holland, to Bohemia far inland. For by his sailing Drake had defied Earth 's dominant tyranny-and survived!

And the message of that voyage has echoed down the hallways of time. People tookheartinDrake 's story in 1940, when British air/sea power stood alone against the most monstrous tyranny of our own age and kept the ocean road open for the ultimate defeat of Nazi Germany. Were people deluded or wrong-headed to call on Drake 's message then? I don 't think so, not for one minute. !, For further reading see Book Locker, page 42 .

11

Francis Drake at Cape Horn

by Raymond Aker he generally held view is that Cape Horn was discovered by the Dutch navigator Willem Schouten in 1616.

Analysis of details from Francis Drake's voyage around the world in 1577-1580, however, reveals that the Horn was, in fact, first seen by Drake and that his ship, the Golden Hind, was the first to round it.

Drake lost credit for his discovery even before he died in 1596 because Queen Elizabeth imposed secrecy on the important find of an open passage between the Atlantic and Pacific Oceans.

In the 19th century, Captain James Burney and Sir Julian S. Corbett established that Drake discovered Cape Horn, which he had identified as " neere in 56 deg." The actual latitude is 55° 59' South. Their findings were challenged in 1926, however, when historian Henry R. Wagner stated in his monumental Sir Francis Drake's Voyage Around the World that Drake never got as far east as Cape Horn. Wagner claimed that, after entering the Pacific from the Strait of Magellan and being driven south by successive storms, Drake landed on Henderson Island and mistook it as the southernmost island below South America.

This poorly considered notion took hold because historians did not weigh Wagner's identification against arguments for Cape Horn . Only two choices fit the known facts of the voyage: Cape Horn and Henderson Island. The two are very different. Wagner's claim held without serious challenge, and credit for discovery of Cape Horn passed to the Dutch.

The very accurate latitudeof56° South for Drake 's cape was recorded in The World Encompassed, published in 1628 by Drake 's nephew and heir-also named Sir Francis Drake-and was backed up by testimony from John Drake, who was with Drake on the voyage. Richard Hawkins, who related things that Drake had told him, also cited the cape's latitude as 56°.

Henderson Island 's southern headland , Cape Brisbane, stands in 55° 39' South, 62 miles west of Cape Horn. This is fairly close to the latitude of 56° cited in Drake accounts. But 21' (equal to 21 nautical miles) is a large error for a latitude obtained on shore, as Drake's undoubtedly was.

And there is the important additional fact that The World Encompassed and Drake 's chap lain, Francis Fletcher, both affirmed that from the southern cape of Drake 's island, no land

T

or islands could be seen to the south . That is true for Cape Horn but not for Henderson Island . The fact is that from Henderson Island, the Ildefonso Islands , rising to 410 feet, lie only 15 miles southwest, clearly visible to an observer on Henderson.

False Cape Horn, 32 miles from Henderson Island, projects four miles south. Its heights, also, cou ld easi ly have been seen from the height of Henderson Island .

The Ildefonso Islands come into play again, in Drake 's departure from Cape Horn. He sailed two days from the cape he'd discovered to reach three small , low islands, on which hi s men landed to take birds and seals. The islands are still visited regularly by sealers. Wagner had Drake landing atNoir Island , a large single island 155 miles to the north not remotely resembling the islands described in the narrative.

Further evidence supporting Drake's cape being Cape Horn is found in Fletcher's statement that he traveled with a boy to the most southern part of the island and found that it was "more Southerly three partes of a degree then anny of the rest of the Ilands ." A part of a degree of latitude is one minute, which equals one nautical mile. Cape Horn extends three and a half miles south of its eastern neighbor. This is not true of Henderson Island, which extends only a mile south of its western island neighbor-to say nothing of other islands further south, clearly visible from Henderson, as noted above.

A Look at the Maps Corbett illustrated his case with early Drake maps which included those by Fletcher, Jodocus Hondi us and Ed ward Wright, but he did not make comparisons with modern charts. Evidence in these charts further supports Drake's cape as Cape Horn.

Wright's world map, published by Richard Hakluyt in 1600, shows a crescent shape for Drake 's island named "Queen's Iland," which matches Horn Island with its large bay on the west side. The shape is so deliberate that Wright must have seen it on one of Drake 's drawings or a map.

The Hondius Broadside Map, ca. 1595, and Fletcher's manuscript map of the Cape Horn region show similarities that could derive from one of Drake 's own maps. Each shows a scattering of very small islands north of the Horn , which do not exist on a modern chart. The misconception can be accounted for by the fact that from Drake 's course the land falls away to the north and on ly the high peaks oflarge islands

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At left, the map drawn by Drake~ s chaplain , Francis Fletcher.

Above, the Mellon map , probably copied from the map Drake presented to Queen Elizabeth.

show above the horizon . Capt. James Cook passed this way on the same course going home in 1774 and showed the peaks as islands on his chart of the region, which confirms that Drake saw them the same way.

In the 1970s, a previously unknown colored manuscript map of Drake 's voyage, ca. 1587, belonging to Paul Mellon, came to light. It is believed to be derived from a map that Drake gave to Queen Elizabeth. Here, Drake 's southernmost island is shown with a prominent bay on the south side. Hi s course is shown either arriving or leaving from the southeast comer of the island. Modem charts of Hom Island show such a bay.

Richard Hawkins related information which enables us to reconstruct Drake 's movements about and on Hom Island.

Describing Drake 's buffeting southward, he wrote: "And moreover, hee said, that standing about, when the wind changed, hee was not able to double the Southermost Hand, and so anchored under the lee of it." This shows that Drake was on the east side of Hom Island and anchored in the southeast comer. The Mellon map confirms this. And today, this is an anchorage from which landings are made.

On October 24, 1578, when Drake had Hermite Island on his port beam and Cape Hom looming ahead, he would have seen St. Francis Bay opening up and headed in for shelter, then anchored off the north shore of Hom Island to make landings sheltered from swell and surge to look for wood and fresh water. From there he could leave either by St. Francis Bay or by the open sea to the east. Two days were spent ashore. On the 28th a southerly wind arose in the morning and, probably to avoid beating out of the bay, he chose to leave by the east side of the island, but as noted, failed to clear the point in the southeast comer and so anchored and made his second landing.

Fletcher gives interesting details of the landing on the north

shore. Contrary to expectations, Hom Island is a verdant island. This writer saw Antarctic beech trees in sheltered places on the north shore that would have served for firewood.

Water is also readily available. Fletcher added that he set up a stone on the south side, probably at the summit, and engraved the queen 's name, her kingdom and the date. Perhaps this will be fo und one day.

Drake 's purpose for landing at the southeast comer was undoubtedly to get the latitude of the cape, but Hawkins adds a humorous detail, which Drake may have engaged in to upstage Fletcher, who had gone to the south end of the island.

Drake "going ashoare, carried a Compasse with him , and seeking out the Southermost part of the Iland , cast himselfe downe upon the uttermost point groveling, and so reached out his bodie over it. Presently he imbarked, and then recounted unto his people, that he had beene upon the Southermost kno wne Land in the World, and more further to the Southwards upon it, then any of them , yea, or any man yet knowne."

This would have occurred where the lighthouse now stands, the most southern accessible place.

The World Encompassed states the location of what we know today as Cape Hom in what are probably Drake's own words: "The uttermost cape or hedland of all these islands, stands neere in 56 deg., without which there is no maine nor Hand to be seene to the Southwards, but that the Atlantic Ocean and the South Sea, meete in a most large and free scope."

Drake named the island Elizabetha. Had this discovery not been a state secret, the notorious and tempestuous Cape Hom would likely be known as Cape Elizabeth . .t

SEA HISTORY 80, WINTER 1996-97

Captain Aker of Palo Alto, California , is president of the Drake Navigators Guild and an NMHS Advisor.

13

KARL KORTUM

(1917-1996): A Garland of Remembrance

Karl Kortum, dean of the historic ships movement, was raised on a farm in Petaluma, California. The Kortums were a proudly independent family of predominently German stock, who had been wine growers until the era of Prohibition. As a youth Karl formed a Sea Scout group with his chum Harry Dring.

Their great dream was to go to sea in one of the square-rigged deepwatermen laid up in Bay waters.

In 1944 the romantic dream came true when Captain Hjalmar Wigsten signed on Karl and Harry as hands to sail the Maine-built bark Kaiulani to South Africa with a cargo oflumber. They heard the news of the Japanese attack on Pearl Harbor while off Cape Horn. Sailing on from Durban to Sydney, Australia, the "old barky," as they called her, was hulked for use as a US Army barge. Karl helped organize the "small ships" fleet that supplied Allied forces in New Guinea, then went to sea himself as mate of the transport Octorara.

After his return to the US after the war, he founded the San Francisco Maritime Museum in 1951, with the help of his great friend the late Scott Newhall and the young newspaper reporter Dave Nelson. It soon became one of the greatest historic ship centers in the world, on a par with Mystic Seaport. Karl went on to found NMHS in 1963 and helped found the South Street Seaport Museum in New York in 1967.

His wife Jean worked at Karl's side during these adventures and pursued a distinguished civic career in her own right, serving as chairman of the San Francisco Landmarks Commission. She survives Karl, who died on 12 September. Their daughters Jeanie Stermer and Sarah Kortum, both published authors, live in the Bay area, as does their son John, who at age 11 sailed with his father and Scott Newhall in the voyage of the tug EppletonHall from England to San Francisco, and is now a leader in the Save the Wapama Committee, formed in August with Karl's encouragement. Karl's demanding but generous spirit informs the memories of his friends, who here provide a wreath of tributes to launch on the tides of time.

PS Karl Kortum: Friend and Mentor Karl Kortum was a man of many talents and incredibly broad something of substance for those ofus who sailed in his wake. intellectual curiosity. He was a writer with a gift that makes I grew up inspired by Conrad and Melville, but it was written words come alive on the page, a photographer with an Kortum who enabled me to sail as Chief Mate in Elissa and incomparable sense of aesthetics, a museum and exhibit Second Mate in Star of India in this last quarter of the 20th designer without peer, a man so filled with the poetry of life century. And it is Kortum whose work will allow my young that he was able to appreciate its every nuance. He was a son Dylan to see the majesty of 19th-century sailing vessels fearless warrior who plunged into battle, perhaps a little too and to experience that majesty first hand, should he so choose.

Karl's battles with the bureaucracy are gleefully, in defense of his vision; but, ~--------PH_o_T_o_:H_A_RR_Y_ o_R_rN_G, most important, he was my mentor and my legendary, but he was hard on those of us friend. The people at this gathering speak who were closest to him as well. He knew well to how many lives Karl's life touched. our capabilities and our limitations and in I was fortunate enough to have shared his never-ending search for excellence he often showed no quarter. Karl and I fought some 20 years of Karl's passion for maritime preservation and, I would hope, to - and argued with the bureaucrats alongside one another-and we fought and argued have acquired some of his sense of vision as well. He truly was a visionary, but he with each other as well. We understood was also much more-Karl was a man of that the language of museums and the arts planned, strong-willed accomplishment. is criticism. We knew that we must evaluateandre-evaluateeverythingthatwedidin We need only look around us today to see some of how Karl changed the world: the order to build a museum or a ship into a "temple of excellence" and a "celebration museum building; Ghirardelli Square; Victorian Park; Hyde Street Pier; and one of seamanship" to use the words Karl used of the world's great collections of historic for these high goals. ships. And farther afield, the same could I would be remiss, and Karl would be said for the Strand in Galveston, Texas, never forgive me, if I didn't take this home port to Elissa; the Rocks in Sydney, opportunity to enjoin all of you to actively carry on the work of preserving these ships. Those Australia, home port to the fames Craig; South Street Seaport Museum in New York, home of the Wavertree and Peking; legendary battles with the bureaucracy are not ended, only the and on and on, all the fruit of Karl's declared policy of opening salvos. Today, the ships in San Francisco are stand"sprinkling maritime museums around the globe." ing into danger. Without structural changes in their oversight It was these ships and that man that focused my unfocused and the installation of competent management they will be life, who gave me purpose and a direction for all of my lost one by one. Your letters, phone calls, and your personal eclectic skills. One of Karl's immense talents was to nurture involvement with our elected representatives and the apthe strengths of those of us who worked for him and to make pointed officials of the National Park Service are vital to the our many weaknesses insignificant. survival of Karl ' s dream.

Through his efforts to save her, I was fortunate to be able Kortum' s work is not done, he has simply turned over the to re-rig the sweet little bark Elissa up from a hulk. She was helm in this long voyage he launched us on. In my last perhaps Karl's favorite of all the museum ships and her conversation with Karl he reminded me that it is up to us to carry on.

STEVE HYMAN, Master Rigger restoration became the most memorable accomplishment of my career. Karl's leadership and shared vision provided San Francisco Maritime National Historical Park

14

SEA HISTORY 80, WINTER 1996-97

Facing page, the young Karl finds a way to ¡ explore the hulks ofthe four-masted schooner Bangor and the carferry Contra Costa (seen in background) in the St. Carquinez Strait.

The Great Menu Interview Karl was a very successful interviewer.

He seemed to have a perfect ear for sailor dialog and seamanship terms in whatever language or accent it came in. One of his favorite interviewing techniques was to go out to lunch and interview the person while they ate. Occasionally he ' d forget to take paper and would make notes on the margins of a menu . Somewhere in the museum archives exists the 4-page menu on expensive slick paper 14 inches high which he hanqed to me when he came back from lunch. He had exhausted the margin space on all four pages and down the middle, front and back, so he had no recourse but to write down through the appetizers, the soups, the entrees, the desserts and wine also.

The trick for the transcriber was to find out what the subject was, and then the words would fairly pop out on their own.

MARY CLARK, Secretary to K. Kortum

Above left, Karl plots a course in the Pacific aboard the SS Octorara, wi[h his mentor Capt. Malanot. Middle, Karl and Jean in the office of the newly founded San Francisco Maritime Museum, ca. 1952. Right, Karl and Scott Newhall in the wheelhouse of the Eppleton Hall in San Francisco Bay, 1976.

of staff. I saw his kindness when he dealt with the public and with his expertsthe seafaring folk. And I saw his kindness in the attention he gave to children.

Somehow his kindness was tied in with his insistence upon excellence.

Everlastingly he declared that a museum was a " temple of excel Jenee. " Karl understood that excellence is not the province of"normal people," otherwise excellence would be the norm. No, excellence is rare, exceptional, and it is rare and exceptional people who produce that excellence.That is why museums are so often the refuge of individuals whom normal people regard as

eccentric.

I have described to you some of what I have observed of Karl. I have not even scratched the surface of what he means to me.

DAVE HULL, Chief Librarian ¡ San Francisco Maritime Nat' l Hist' l Park

The Vineyard of Good Design The Heart of the Matter How did Karl touch so many people so personally? Why did he inspire such loyalty in his friends, such animosity in his enemies? And in Walter Cronkite's statement that Karl "made the case for historic ships clear to all of us and he made it stick," just how did he make it stick?

Karl had a giftfor going straight to the heart of a matter. He sliced right through all the surrounding issues-the red herrings that confuse us, the side eddies that are the refuge of cowards, the rich veins where lie self-interest.

I doubt that Karl ever identfied the heart of a matter without taking a position on it, and this is where it got sticky for the rest of us.

I saw hi s kindness in his management SEA HISTORY 80, WINTER 1996-97

Karl Kortum was a mighty toiler in the vineyard of good design. He cherished the beauty of boats and ships, which, for him, set a standard for the design of civi lized cities. With Jean at his side, he made the forces of light prevail over darkness. To a newspaperman, he was an unfailing source of sound judgment, courage and civic goodness. He lived for all of us on land, even as he adventured bravely on the wildness of the sea.

ALLAN TEMKO, San Francisco Chronicle I became acquainted with Karl through our mutual interest in hi s pioneer heritage. Although I knew nothing about him at first, I soon gathered thar he was regarded a character. After I got to know him better ... I began to suspect that

"character" might be a bit of an understatement in describing someone who had singlehandedly bullied the City of San Francisco into formally recognizing and preserving its seagoing history.

While Karl had a brilliant mind and a strong will, he also had a heart. He cared passionately about history and devoted his considerable talents to recording and preserving it. The Maritime Museum is a monument to Karl's vision and his passion, in the face of which the doubters never stood a chance.

KRISTIN JOHNSON Without Karl Kortum, San Francisco's maritime past would be another myth in the storybook oflegends-in which truth and fantasy are so intertwined as to become inseparable. There would be no collective reality and little tangible evidence of the first century of the city's dominant position as an internationally known seaport.

NANCY OLMSTED, dedication of At the End of Our Streets Are Spars

In April 1946 I was with the USO on my way to Tokyo and boarded the troop transport Octorara in Manila. The first night out I was assigned to the mates' table in the mess, where I met Karl Kortum, Chief Mate, and Third Mate Al Swanson. The men were good friends whose enjoyment of each other made them fun to be with.

During the 10-day trip I fell in love with Al and we were married that September.

It is my hope that they're now true celestial navigators, sailing among the stars, telling tales of how they helped mere mortals understand that to be a sailor and love ships is to know what heaven is all SHlRLEY H. Sw ANSON about.

15

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Under Sail in European Waters Photographs by Thad Koza

or those of us who haunt the waterfronts , looking seaward for a glimpse of a fine-lined hull , a rolling wake, soaring masts and a flying jib, the ports of northern Europe and the Mediterranean were the places to be in the summer of 1996. Maritime photographer Thad Koza tracked down the tall ships in Denmark, France and Italy , where the land-bound could revel in thi s renaissance of ships under sail.

Throughout the summer, the world 's sail-training fleet gathered for maritime festival s and the Cutty Sark Tall Ships Races. The season opened in May with the International Festival of the Sea in Bristol , England. From there, ships and aficionados proceeded to other fe stival s in Britain and on the Continent, ending up in Brest, France, in July .

The Cutty Sark Races took participants from Rostock , Germany, to St. Petersburg , Russ ia, and Turku , Finland, to Copenhagen, Denmark, in the Baltic and from Genoa, Italy , to Palma de Mallorca and Naples, Italy , in the Med. In North America, the year2000 will bring us another such gathering of the world ' s tall ships. Operation Sail , Inc. , which organized the tall ship gatherings in New York in 1964, 1976, 1986 and 1992, has announced the official ports for its

F

Ireland's doughty, wooden-hulled brigantine Asgard II, veteran of much stormy Atlantic sailing, came in first among Class A II vessels in the race to St . Petersburg, and second in the race to Copenhagen.

Mexico' s Cuauhtemoc dresses ship with all the bunting in the fla g locker,filling the sky with f estive color.

Baltic Sea winds blew out the mainsail of the Shabab Oman from the faraway Indian Ocean . It's all in the day' s work f or the youthful crew to bend on a replacement.

SEA HISTORY 80, WINTER 1996-97

17

Galley duties elicit varying degrees of enthusiasm from hands aboard the newly converted sailing vessel Regina Maris from Amsterdam. The 176-foot steel schooner, horn as a motor fishing trawler, is one of a growing number of vessels that graduated hackwardji¡om engine to sail power.

millennium celebration. Ships from around the world will begin a six-week sailing event in San Juan , Puerto Rico, in May and head up the East Coast of North America, stopping in Miami, Norfolk, Baltimore, and Philadelphia, culminating in the Parade of Sail in New York City on 4 July, where President Bill Clinton will preside over an International Naval Review with other heads of state.

JA

Fresh from a triumphant round-the-world voyage, the crew of the Russian Kruzenshtern mans the yards in Copenhagen. The world cruise featured the ship' s first visit to Australia since she participated in the Last Grain Race in 1939 as the Laeisz Line grain ship Padua.

Thad Koza is a frequent contributor to Sea History. His new book, Tall Ships: An International Guide (East Hartford CT: Tide-Mark, 1997), with photographs and descriptions of 150 Class A and Class B vessels, isavailablefromNMHS, PO Box 68, Peekskill NY 10566 or call 1800221-NMHS for $39.95 (he)+ $3 shipping.

A glorious fleet of wind-driven ships crowds into Port Rhu , Douarnenez, as the old port plays host to vessels of late 1400s design (Matthew replica , second from bottom at left) and fishing craft and fine-lined ocean racers of today.

But this is nothing new. Two thousand years ago, stout Veneri ships from this and neighboring ports of Brill any fought Caesar's¡ invading ships to a standstill, until the full power of the nascent Roman Empire was summoned to put them down.

18

SEA HISTORY 80, WINTER 1996-97

An American Rose in Europe

The frigate Rose, halfway through her tour of European ports, res/s in state amidst her sailing companions in Douarnene:, Fran ce.

Th e, lovely Breton fishin g ke1ch Etoile Molene shows off her traditional lines as she slips along under light airs.

Below, the newesl addition to the world's fleet of historic replicas, Britain' s Matthew will cross the Atlantic in 1997 to commemorate John Cabot's 1497 voyage to Norlh America.

Sea History is happy to provide this brief report on the 1996 peregrinations of " HMS " Rose. Built in Nova Scotia in 1970, she fell on hard times in the next decade, and in 1979 we recorded what many felt would be her last sail when , under the command of Capt.

Richard Bailey, she outpaced the tug sent out to escort her. Bailey stuck with her and Kaye Williams of Bridgeport, Connecticut, rebuilt the ship, which now sail s under Coast Guard sailing school certification. ln recent years, NMHS has held an annua l cruise aboard the replica frigate in New York Harbor for members, friends and local public school students. Last year we weren't able to do that because the Rose was off making a splash in Europe. But we did have a sailor's farewell and reception aboard in Boston , and look forward to welcoming the Rose back to New York on 2 May .

Two transAtlantic passages proved the seaworthiness of vessel and crew under the redoubtable Captain Bailey.

She started off her journey making a dashing 9 knots off the East Coast. An adverse ga le sent her south to the Azores, where she stopped for fuel and then headed to England for Bristol 's International Festival of the Sea in May. The Rose was the belle of the ball ; Briti sh papers made much of her visits and France ' s magazine Le Figaro featured a cover story with superb photographs by Philip Plisson . In July, she was in France for Brest '96 and then continued on to nearby Douarnenez, before going to Hull, England, birthplace of the original HMS Rose of 1757. She then re-crossed the ocean to take up sa il-training cruises in the Caribbean. This spring she heads home to Bridgeport, Connecticut. ("HMS " Rose, Captain's Cove, One Bostwick Ave., Bridgeport CT 06605 ; 203 335-1433) The ship 's log records the scene as the Rose arrived in Brest: 13 July: Arrived in Brest yesterday along with 2500 other sailing vessels!

Th e harbor is a spectacular sight with sailboats old and new darting about and some of the most famous tall ships in the world parading backandforth . ...

Friday night the crew enjoyed dinner with oth er crews near the old fort and afterwards sang and danced out in the streets with all the bands roaming around the town. !-

SEA HISTORY 80, WINTER 1996-97

19

Building a Modern Maritime Tradition

by Jerry Roberts

N

ext Labor Day weekend, .the Coast Guard will once again create a safety zone along a mile-and-a-half stretch of the Hudson River between New York 's 46th and 79th Streets, as a dozen or more tugs compete in the Fifth Annual Intrepid Tugboat Challenge. Until the Intrepid reinstituted tug racing on the Hudson in September 1993, there had been no major tugboat competition in New York since the International Maritime Race of 1953 when twenty-five tugs fought for bragging rights of the harbor.

Then, politicians, industry leaders and VIPs watched the event from dozens of observation vessels as thousands of spectators lined the shores. A lot of wake was thrown, great clouds of smoke were belched and a splendid time was had by all. But that was four decades ago, before the Port of New York's fall from grace.

On-lookers await the racing tugs at the rail of the Intrepid' s barge at the end of Pier 86. Photo by Frank Desisto.

20

The tugs charge downriver toward the finish line. Photo by Frank Desisto.

By the time I came to the city in 1978 most of the grand ocean liners and all the cargo ships had moved to greener pastures, or gone out of business. It seemed as if the Circle Line, a few garbage scows, some gravel barges, a handful of seasonal cruise ships and a silent waterfront lined with abandoned piers were all that were left to represent what had once been the greatest port in the world.

By the early 1980s, however, the City had begun to tum its eye back to the river. Here and abroad, neglected metropolitan waterfronts were being seen as potentially valuable civic real estate, grounds for physical and spiritual rebirth. The Intrepid arrived in 1982, an urban pioneer in the West Side's dockland wilderness. I joined the Intrepid two years later and watched on a daily basis as the waterfront began to come back to life. Commuter ferries , once considered a thing of the past, now crisscross the river day and night. Dinner boats, cruise ships, canoes, kayaks and sailboats have joined the tugs that still keep the region 's commerce on the move.

Witnessing this maritime renaissance, we began to ask ourselves what the Intrepid could do to encourage people to come back to the waterfront and rebuild some traditions. Several other major cities had already instituted tug races, so in 1993 we decided to host the First Annual Intrepid Tugboat Challenge. We settled on four basic events including a parade of tugs, a race, a nose-to-nose pushing contest and a linehea vi ng competition to feature the deckhand' s skills. To round out the event we would throw in a post race barbecue for the crews, awards for best looking

and best vintage tugs, best crew tattoo, best mascot and best dressed crew. The race would be started at the 79th Street Boat Basin by the New York City Parks Department, with the finish line drawn between the Intrepid's Nantucket lightship moored to the end of our Pier 86 and the privately owned Frying Pan lightship anchored out in the river. The Coast Guard would help keep the course safe, with the Captain of the Port acting as chief judge. As part of the Intrepid' s SeaFest community service/public access program, spectators would be admitted free of charge to observe the race from the end of our pier.

It all looked great on paper. The problem was: How do you get tugboat operators to commit working boats and crews to a non-money-making afternoon of fun and frolic in an age of penny-pinching ethos. A week before that first race, despite encouraging meetings with industry representatives, we had only two tugs tentatively committed. We had already spent a couple thousand dollars on trophies and food for the crew barbecue, and we had promised the press a major event. Fearing for my reputation, if not my job, I got on the phone and fax machine and begged, bugged and pleaded for tugs. Any tugs.

From anywhere.

We were about to retract our press releases when Bob Moore at McAllister Brothers saved the event by committing four tugs and Fred Kosnac offered the Gotham and the Margot. It was starting to look like a race. However, my anticipation was tempered by the warning that any or all of these vessels could be called away for a paying job at any time.

On the morning of the event I stood SEA HISTORY 80, WINTER 1996-97

scanning the river. It was empty. The judges and a handful of tourists began to show up. A reporter began to ask questions . I cursed the souls of tugboat dispatchers everywhere. But then the first lumbering shape came plodding up the river. She was soon followed by another, and then a few more. By the time the parade of tugs was scheduled to b~gin, eight tugs had gathered off the stem of the Intrepid.

It was not the America's Cup, but tugboat racing had returned to the Hudson. The4,200-hpBruceMcAllistertook first place, and a ferret and an iguana were entered in the tug boat mascot competition. The iguana won. It was a good start.

The following year, 1994, all my faxes and call s brought out only six tugboats, including the Coast Guard's Wire. However, the spectators and media got a bonus. A New York City couple that had attended the previous year's event on a date were married aboard the Brooks McAllister just prior to the race. Of course, to complete the tugboat ferry-tale, the Brooks crossed the line in first place.

We had six tugs again in 1995 for the third race, one of which was the lntrepid's own ex-Navy yard tug Hackensack. Built in 1954 and captained by our own Donald Francis, we had thrown the aging Hackensack in just to add one more vessel out on the river. Against all odds, however, she managed to tie for first place with the Stephen Scott in a

The Bruce McAllister (4 ,200 hp) and the Intrepid' s Hackensack (1 ,200 hp) face off in the nose-to-nose pushing contest, won by the Bruce. The lightship Frying Pan can be seen in the background, at left. Photo by Steve Canon.

controversial photo finish (the photos came back the next day to show the Hackensack across the line ahead by a foot!) . Sadly, there were no McAllister tugs that year, and, although the independent operators like Kosnac and CR Harbour Towing continued to support

ult was not the America's Cup, but tugboat racing had returned to the Hudson." the event, the big boys like Moran, Turecamo and Exxon stayed away again.

"Economics," they said. Bah humbug!

By this year's event, however, we were getting the hang of it. I knew who to call. Sixty letters , twice as many faxes, and more phone calls than I can

The 5,600-hp Richmond Bay, up from Texas, wins the race, amidst the spray from the fireboat McKean. Photo by Frank Desisto.

SEA HISTORY 80, WINTER 1996-97

count brought promises of nearly a dozen tugs. But I'd heard that before. You never know until the morning of the race who will show.

Meanwhile, in addition to our established in-water events, a spinach-eating contest and several children's events were added to attract more family participation . Hard work by our public relations department brought more advance publicity than expected. Several newspaper and magazine blurbs and some great TV spots encouraged us to believe that this thing was finally catching on. Perhaps we could indeed build this into a major New York City tradition. Still, the morning of the race, once again, I stood and watched the river.

And they began to come. They kept coming, in fact, decked in flags and packed with friends and families of the crews. They seemed to fill the river. I was happy to see two McAllister tugs out there, the Resolute and the return of the Bruce. Fred Kosnac brought the Gotham back, Chris Roehrig of CR Harbour Towing brought all three of his boats, the Tilly, the Diane and the Francis. Reinauer sent the Franklin, while the Mary H., the Rainbow, the Anna Mae and the Vane Brothers showed up as well. Of course, our own tug Hackensack was there again, ready to break the stigma of last year's tie.

And then, as if a dozen tugs weren't enough, the mighty 5,600-hpRichmond Bay, here on a job from Texas, decided to join in and we had thirteen!

The judges and the spectators cheered them on as the New York City Fireboat McKean led them upriver beneath a spectacular water display. Meanwhile, as they got into position , the spinacheating contest back at the Intrepid drew cheers from the crowd. The race was started, as it has been each year, by Parks Department Dockmaster Ron Boudreau at the 79th Street Boat Basin.

Predictably, only minutes before the 21

race began, the infamous Frying Pan appeared on the river and got into position at the finish line. But then a new challenge took place. The cruise liner Seabourn Legend showed up early to pull into her berth at the passenger ship terminal. This meant she would cross the race course as the tugs thundered downriver. She told the Frying Pan and the McKean to get out of the way, but was politely informed that thirteen tugs were heading downriver at full throttle.

The Legend prudently elected to hold her offing.

When the tugs came into view from the Intrepid, the sight was truly incredible. Unless you have seen it with your own eyes, you cannot imagine the image of power conjured up by the sight of thirteen tugs churning and thrashing their way down the river at full bore.

Race announcer Mark Sedgwick's proper British accent became very unreserved as he relayed a minute-by-minute account of the battle. Suddenly we noticed that two small sailboats, unaware of what was coming down the river, had tacked into the race course. One was chased down and diverted by the Coast Guard picket boat and the second was warned off by a bravely dispatched zodiac from the lightship. Drama on the Hudson!

It was no surprise that the gigantic Richmond Bay took the cup but, incredibly , the forty-five-year-old Gotham finished second, followed by the Bruce McAllister which had won in '93. The Hackensack had to settle for fourth place

The Gotham and the Hackensack strut their stufffor the pre-race beauty contest, set against the fireboat McKean' s water display. Photo by Steve Canon.

this year while the fifty-nine-year-old Rainbow brought up the rear. The Tilly, built in 1943, won best vintage tug, the Franklin Reinauer was voted best looking tug and theMaryH. took best dressed crew honors. Regrettably , there were no legitimate mascots entered this year.

For you statistics buffs, the average tug was 91 feet long, was propelled by 2,200 hp and was built in 1962. That says a lot for the working longevity of these stout-hearted vessels. Next year we'll divide the fleet into horsepower classes with trophies for each division.

Anyway, the event could not have gone off better. We are looking for sponsors for next year 's race; we are, after all, a non-profit organization. The total cost for trophies, banners, the crew barbecue, the children's events and other

expenses will be about six thousand dollars. We're hoping fuel companies which service the tugs, marine suppliers and industry sources will chip in to help celebrate the working boats that keep the Big Apple on the move. It's great public relations for the towing industry and a great day out for the crews, their families and the public in general. It's all part of keeping our maritime heritage alive and well, not just in museums and magazines , but out there on the water, where it belongs.

See you next year!

J, Jerry Roberts is senior curator at the Intrepid Sea Air Space Museum. For information on the Tugboat Challenge, he can be reached at 212 957-7049 or byemail at: roberts@intrepid-museum.com.

Deckhands from the Bruce McAllister and the Mary H. compete in the line-throwing competition.

Photos by Steve Canon.

22

SEA HISTORY 80, WINTER 1996-97

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A workaday Hudson River towboat, the America had a long career ending in 1896,forty-three years after this picture was painted. There are six paintings of America, including those by James Gale Tyler (1855-1931) and Antonio Jacobsen ( 1850-1921 ). "America" by James Bard, 1853, oil, 34 x 53 inches. Courtesy, The Mariners' Museum .

James & John Bard: See the Past and Know That It Was Once Thus

by A. J. Peluso, Jr. he Bards were twins, James and John, born in 1815 in the Chelsea section of Manhattan. As boys of twelve they painted their first steamboat portrait of Bellona, then owned by Cornelius Vanderbilt. It was the first of many commissions that they received from him , a model client: ship owner, ship builder, ship captain. Such men provided the Bards their many commissions.

There are no John Bard paintings.

There are early James Bard and more J. & J. Bard paintings.The twins had an indefinable relationship until 1849. We are not certain what role John played in the partnership, but he most likely answered the siren call of California gold.

In 1855 he was back in New York, a homeless failure. One day he was virtually swept up off the street and into the Alms House on Blackwell's Island in the East River. He was released once but

T

24

was returned. He died there in 1856 at the age of 41 and is buried in an unmarked grave at Greenwood Cemetery, Brooklyn.

James survived, married , had children and lived a relatively comfortable life as a longtime Perry Street, Greenwich Village, resident. In 1890 at the age of75, he was no longer able to paint and retired to White Plains, New York, in the care of his daughter, a seamstress. He died in 1897 and was buried at the White Plains Rural Cemetery in a grave site reserved for indigents.

Bard work can be broadly divided into three groups. In the first, the work, presumably by both James and John, is naYve and unschooled. In the second, from 1850-1870, James Bard's work is large, colorful and exuberant. In the period 1870-1890 a certain serenity enters his work. It is no less colorful, but is

mature and reserved.

Throughout, however, James and John, and then James alone, engaged in a process ofinventing the genre of steamboat portraiture. A portrait, whether by Ammi Phillips .or John Singer Sargent, has always been a way of immortalizing its subject. Since at least the 17th-century Dutch, there has been a tradition of ship portraiture, one subsequently practiced throughout Europe and in America.

The major seaports (Amsterdam, Antwerp, Liverpool, Macao, Marseilles, Sydney) and minor ones (Smyrna and Calcutta) offered opportunity for ship painters. The number of portraits executed must certainly have been in the tens of thousands. Most were of oceangoing vessels.

Though ship portraiture was not unique to the Bards, it was they who found the steamboat to be a worthy SEA HISTORY 80, WINTER 1996-97

..... " .... . . . ..

•

Steamboat historians suggest that this is an actual event, although some versions assign the heroic ice-breaking f eat to the Norwich in the distant background. The vessel, officially registered as the Robert L. Stevens, was dismantled in 1861, while the hardy Norwich labored into the 20th century. "R.L. Stevens " by J. & J . Bard, ca. 1835, watercolor, 17 3/4 x 32 inches. Courtesy, The Mariners' Museum.

' Some of the paintings done in the years when both brothers were painting were signed "J. & J. Bard" (see above). This example is signed "las. Bard." None have been found signed by John alone. The Telegraph was built for John S. Odell of Tarrytown, New York, to run on a New York to Sing Sing (Ossining) route. Samuel Morse' sfirst telegraph was being developed at the time, and while most steamboat names commemorated famous people, Telegraph was named for an invention. "Telegraph ," by James Bard, 1837, watercolor, 18 3/4 x 32 1Is inches.

Courtesy, The Mariners' Museum.

SEA HISTORY 80, WINTER 1996-97

25

There are two paintings ofthe Peter Crary by Jam es Bard, each discovered in different parts ofthe Hudson Valley . While there is no evidence that they once hung together, they clearly seem to tell the story of a becalmed sloop , the Turkey Glen. In this painting the Peter Crary sees the sloop's plight and throws a line. Th e second painting shows the Peter Crary towing the sloop to saf ery. Th e painrings may have been done for the proud owner of the Peter Crary, since rhe Turkey Glen is given such a subservient role. "Pete r Cra ry" by James Bard, 1858, oil, 30 x 50 in ches. Courtesy, The Mariners ' Museum.

One reason to ride the Harlem would have been 10 reach Harlem Lane, the "Speedway." Now St . Nicholas A venue in Manhallan , it ran to I 681h S1ree1 and was dolled with inns and saloons from which you could wa/ch /rollers and fas! horses ga lloping by. "Harlem ," by Jam es Bard, 1877, oil, 30 3/iox 50 1/ ; inches. Courlesy, The Mariners' Museum.

26

SEA HISTORY 80, WINTER 1996-97

Bard's last two paintings were of the Saugerties which ran regularly from Pier 35 North River (Manhattan). In 1903 her undistinguished career ended inflames while she rested at her Saugerties dock . The Huntington (California) Library version is signed, stoically, "James Bard 75 years." "Saugerties" by James Bard, 1890, watercolor, 27 11< inches x 50 1/s inches. Courtesy, The Marin ers' Museum.

f

subject of artistic appreciation, and client appreciation , as well , for James Bard c laimed to have painted 4000pictures. It was the Bards who set a new course for men like Antonio Jacobsen and Fred Pansing to follow. James Bard was on friendly terms with both.

James Bard 's work, after 1849, does pay routine homage to the work of earlier ship portraits in two ways: The ship is always shown in broadside, and the ship is usually moving from right to left.

The first allows the artist to display most of the vessel's detail and character, and the second allow s the flags to be easily read. If the portrait were painted left to right, the names would be in reverse.

Beyond that, however, Bard brought a locker full of artistic tools which enhanced, enlivened, and often exalted his subject: •Each portrait is factual.

•Each portrait is classically balanced.

The ship is centered on "the canvas plane. Flags are of equal weight.

•Bard lettering is unmatched. Letters are properly spaced. Verticals are 90 degrees.

SEA HlSTORY 80, WINTER 1996-97

•Detail is incomparable: curtained windows, wood-graining, wainscoting and latticework are all scrupulously portrayed.

•Decorative elements, pilothouse figures and paddlebox decorations are elegantly defined.

•Water spray at the bow and the paddlewheels is uniquely crafted. Remember that Bard did not have the sea to use as a setting. His portraits were set in the much calmer waters of the Hudson River and New York bays.

•Whenever possible he added bas-relief elements, such as spar balls and eagles.

He glued cardboard cutouts to his canvas, gessoed and gilded them. They can be felt.

•There is wind in the sky, the water and the many flags.

•At least until his final years, he often jammed the boat with passengers, men and women alike, properly dressed in the costume of the day-for men, somber black and tall hats ; for women, colorful prints and bonnets.

Furthermore, Bard often added a realistic setting to his portraits, such as Sugar

Loaf Mountain on the Reindeer portrait (at the New York State Historical Association) or a finely drawn excursion grove where day-trippers picnicked, seen behind the steamboat Thomas P. Way (privately owned).

The most peculiar element in Bard's style is his seeming inability to properly handle simple perspective, considering that he was so meticulous in every other respect.

While his Hudson River School peers were engaged in the idealized rendering of the unspoiled beauties of nature ' s world at rest, Bard was painting an idealized rendering of a machine in motion.

With Bard 's striking images we have a more complete sense of that almost forgotten era. So, for as long as there are Bards, we can see the past and know that it was once thus. ..t

Mr. Peluso is organizer of "The Bard Brothers: Painting America under Steam and Sail," an exhibition organized by The Mariners' Museum. (See our calendar in "Marine Art News " for dates and locations of this traveling exhibit.)

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MARINE ART NEWS The Bards on the Road "The Bard Brothers: Painting America Under Steam and Sail," a traveling exhibit of 35 paintings, drawings and watercolors _from The Mariners' Museum and other public and private collections, will be at the following venues: • 30 May-28 September 1997, National Museum of American Art, Smithsonian Institution, Washington DC 20560; 202 357-2504 • 25 October- I February 1998, South Street Seaport Museum, 207 Front Street, New York NY 10038; 212 748-8600 • 28 February 1998-17 May 1998, The Mariners' Museum, 100 Museum Drive, Newport News VA 23606; 757 5962222 • 13June 1998-20September 1998,New York State Histori cal Association, PO Box 800, Cooperstown NY 13326; 607 547-2533 (See pages 24-27 in this issue.)

Exhibitions

•

• current, The Korean Conflict (The Navy Art Gallery, Building 67, Washin gton Navy Yard, Washin gton DC 20374; 202 433-2210)

•from JO October, Two Brothers Goulart: Photography in New Bedford and the Azores (New Bedford Whaling Museum, 18 Johnny Cake Hill, New Bedford MA 02740-6398; 508 997-0046) • 19 October-13 July, The Art of the Shipcarver (The Mariners' Museum , 100 Museum Drive, Newport News VA 23606-3759; 757-596-2222) •from November, Medals and Miniatures: A Glittering Display of Rare 17th-Century Treasures atthe Queen's House (National Maritime Museum , Greenwich, London SEJO 9NF UK) • 2 November-23 February 1997, Across the Western Ocean: American Ships

by Liverpool Artists (Independence Seaport Museum, 211 South Columbus Boulevard, Philadelphia PA 191061415; 215 925-8078) • 7 November-9 March, The Life and Works of Montague Dawson (Newport Harbor Nautical Museum, 151 E. Pacific Coast Highway, Newport Beach CA; 714 673-7863) • 15 November-May, Gifts of the Spirit: Works by 19th-Century and Contemporary Native American Artists (Peabody Essex Museum , East India

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History Is i n the Air at Sa9res

by Joseph F. Callo

agres is as much a feeling as a place. This tiny Portuguese village is perched at the most southwestern point of Europe and is the site of some of history's greatest maritime adventures. It was here, for example, that Prince Henry, son of Portugal 's King John I, established a school for navigators in the mid-1400s. And just off Sagres's rugged shore, a significant number of major sea battles were fought.

Probably the most noteworthy was the Battle of Cape St. Vincent, a defining event in Horatio Nelson's career.

Sagres 's setting has a wild aspect. The landscape is austere, stripped of frivolity by countless Atlantic storms and the relentless scrubbing by salt air and sun. Where Sagres meets the sea, a series of rugged, heart-stopping cliffs-more than 100 feet high-are interrupted by small bays. The shoreline is washed by a normally robust surf that can, during the worst storms, hurl its crests over the tops of those cliffs.

As Sagres 's setting contributes to its aura, so does its name, derived from the Latin "sacris ," meaning sacred or awesome. In 350 AD, the Roman geographer Avienus wrote evocatively of the area: "The ever-changing cape, where the starry light fades, rises lofty and is Europe's last outpost, losing itself in the salty waters of the monster-filled ocean."

Sagres 's special mood provided an appropriate backdrop for Prince Henry, and a local hi story of the area alludes to thi s: "And here, until his death in 1460, he was able to develop a mystical awareness cultivated throughout an austere and devout life." The overreaching, historic importance of Henry 's work atSagres was captured by the sailor-writer Alan Villiers, who wrote that "at Sagres lived the man . .. who first coaxed cautious Europe onto the broad highway of the sea."

At Sagres, Henry gathered astronomers, shipwrights, knights, priests and others to study nautical sciences-such as they were at the time-and to plan the daring voyages of the 1400s that began the transformation of the oceans from barriers to bridges. And it was nearby that Henry supervised the secret building of the first caravels-the basic vehicles of the Age of Discovery. These ships were a particularly significant technological advancement, because their fore-and-aft lateen sails, combined with fine-lined hulls , made them capable of sailing closer to the wind-and farther from home-than the lumbering, single-masted, square-rigged cogs and naos that plied Europe's coasts at the time.

A number of important vestiges of the early di scoverers remain in the area, including a chapel dedicated to Our Lady of Grace and described in correspondence between Prince Henry and Pope Pius II in 1459. Within yards of the chapel is a square cistern tower that's believed to date from Henry 's time and which many believe to be the oldest standing building in Sagres .

Perhaps the most unusual remainder from the early history of Sagres is the large, circular pattern marked out on the ground in small stones. The circle, roughly 140 feet in diameter, is divided into 48 wedge-shaped sections (as opposed to 32 on the traditional compass) and is commonly

S

30

referred to as the "wind rose." It was discovered in the 1700s and is thought to date from Henry 's school of navigation.

Surrounding the chape l, cistern tower and wind rose are the walls of Sagres Fortaleza. The original fortress was built during Henry's time, and it served-with varying degrees of success-as protection against raiding pirates, Moors, French and British naval forces. The latter included a successful attack by Sir Francis Drake in 1587. During thi s rai d, Drake demonstrated a surpri sing sensibility for the local inhabitants , but did not hes itate to raze their series of forts in the area, including those at Baleeira, Sagres, Beliche and Cape St. Portuguese fisherme n from the Sag res area still practice their ancient trade in boats that have changed little over the centuries.

SEA HISTORY 80, WINTER 1996-97

"At Sagres lived the man . . . who first coaxed cautious Europe onto the broad highway of the sea."

â&#x20AC;˘

Vincent. The existing fort at Sagres Point is the product of incremental rebuilding of the original structure during the 1600s and 1700s.

A short distance from Sagres Fortaleza is the Cape St. Vincent lighthouse, often referred to as "the light at the end of the world." Once the location of a convent, today 's working lighthouse looks out over the site of one of history's most famous sea battles, fought between the British and Spanish in 1797.

During the Battle of Cape St. Vincent, the British fleet, commanded by Admiral John Jervis, sought to engage a Spanish squadron. At a point when it seemed that the Spanish fleet would make good its escape, Nelson-contrary to his commander-in-chief's signals-left the British battle line to cut off the enemy's escape. Not only did Nelson make a decisive victory possible for the British, he succeeded in capturing two of the Spanish ships in an unusually courageous manner. Nelson maneuvered his badly damaged ship, the 74-gun Captain, alongside the 80-gun San Nicolas, and, after boarding and capturing her, used the San Nicolas to cross over and board the 112-gun San Josef-which had collided with the San Nicolas. In thi s unusual way, he captured both Spanish ships, each of which was more powerful than his own. The men in Jervis's fleet soon labeled the feat of seizing one ship to capture another "Nelson's patent bridge for boarding First Rates."

Nelson's bold actions at the Battle of Cape St. Vincent made him a national hero and earned the special praise of Jervis , whose orders he had disobeyed. When one of Nelson's fellow captains complained to Jervis that Nelson had violated his orders, Jervis replied: "It certainly was so, and if ever you commit such a breach ... I will forgive you also."

Sagres is one of those rare places where history is palpable. Standing on the Sagres Point promontory, one can hear the booming of cannon as Nelson fought his way to fameor is it just the surf below? One can feel the call, as explorers like Dias and Cabral must have, to learn what lies beyond the horizon-or is it just the wind on the cliff's jagged face? With all of its mystery, one thing about Sagres is sure-it will leave J, its mark on anyone who knows the sea.

Joseph Callo is a free-lance writer on naval, travel and business subjects and a rear admiral, USNR (ret). His stories on Nelson have appeared in Sea History 71and79.

The stark outline of the Chapel of Our Lady of Grace, dedicated in the 1400s, matches its environment (top) . The "wind rose" (above), believed to have been used by Prince Henry the Navigator, is a unique vestige of Sagres' s ancient sea history. A pousada, one of the Portuguese government's hotels (below), occupies the cliff-top site where many believe Prince Henry's school was located in the mid-1400s.

(All photographs by the author)

.,

SEA HISTORY 80, WINTER 1996-97

31

Art for Those Who Love the Sea Evening on the Hudson, 1862

by William G. Muller. A Hudson River sloop rides the tide upriver through Haverstraw Bay, while the sidewheeler Daniel Drew heads south beneath Hook Mountain. Limited edition lithograph color print from original oil painting. Image size: 17 x 28 inches. Sheet size: 22 1/2 x 33 in. Printed on acid free 100 lb. stock.

Sunfast inks. $130. Shipping: US $12.50. foreign $15.

The Charles W. Morgan by Moonlight

by John Stobart. The Morgan rests at her Mystic pier, while the soft glow of lamplight warms this otherwise wintry scene. Limited edition lithograph color print from original oil painting. Image size: 16 1 /2 x28 in. Sheet: 22 3 I 4 x 34 1 / 2 in. $500. Shipping: US $12.50. foreign $15.

New York Harbor During the Great Steamship era, 1935

by William G. Muller. Limited edition lithograph color print from original oil painting. Image size: 18 1/8 x 28 in. Sheet size: 23 3I 4 x 33 in. Printed on acid free 100 lb. stock. Sunfast inks. $150. Ship'g: US $12.50. for. $15.

Poughkeepsie Landing, 1910

by William G. Muller. Looking north up the Hudson River toward the famed Poughkeepsie Railroad Bridge, the Day Line steamer Robert Fulton prepares to make her landing at the busy waterfront during the grand era of steamboat travel on the river. Limited edition lithograph color print. Image size: 18 1/2 x 28 inches. Sheet si+e: 24 x 33 in. Printed on acid free 100 lb. stock. Sunfast inks. $150. Shipping: US $12.50. foreign $15.

For a full listing of au the books,

shirts, mugs and other merchandise we have for sale, call or write Erika, and she'll mail our four-page brochure to you right away.

Proceeds benefit the work of the Society.

To phone in your credit card order, call Erika at 1-800-221-NMHS Or write to: National Maritime Historical Society, Attn: Erika, PO Box 618, Peekskill NY 10566

U-Boats and Rockets Germany's Forerunner to the Polaris-type Missile

by Professor Henry C. Keatts

G

'

bor-or any shore target-from positions miles out at sea." In his presentation to Admiral Donitz, he provided a li st of potential American targets.

However, the Kriegsmarine eventually cancelled the experimental program.

It was determined that the deck-mounted launch rack would impair the U-boat's speed and ability to crash dive, and could not withstand heavy seas. Also, Navy ordnance experts were reluctant to work with Army rockets.

Dr. Steinhoff later said, "I think the idea was never realized because different factions developed in the Navy. Some thought that rockets would have to be loaded inside rather than carried on the deck. They insisted that an entirely new sub would have to be built for underwaterfiring--despite the factthatthe prototype used by us had proved good enough and could have been used as a launching Close-up view of one ofthe rockets in its rack (All photos courtesy of the Submarine Force platform to hit enemy coastal cities."

When Kapitanleutnant Steinhoff apLibrary & Museum, Groton CT.) proached Hitler to try and save the one of confidence. We felt no apprehen- project, the FUhrer reprimanded him for sion; we did not fear explosion or launch neglecting his duties of patrolling the Atlantic and sinking Allied shippin g. damage to the ship. " At the war's end, Dr. von Braun, Dr. When Fritz Steinhoff pushed the launch button, all that was heard was a Steinhoff and other German scientists subdued "whoosh" as each missile left surrendered to US forces, for whom its rack, one at a time. The effect on the they continued their rocket research .

U-boat was comparable to launching They played chief roles in the development of the Polari s missile. On 20 July torpedoes.

The rockets ' range averaged just over 1960, 18 years after U-511 fired the first three miles. Later tests with the U-boat missile from a submerged submarine, submerged to 46 feet were just as suc- the US Navy successfully fired its Pocessful. It was later determined that, by laris missile from the submerged subincreasing the propellant, the rocket marine George Washington (SSBN-598).

Kapitanleutnant Steinhoff survived range could be increased to more than the fighting but not World War II. When seven miles.

Kapitanle utnant Steinhoff stated , ordered by Donitz to do so, he surren"With this dev ice I can blast any har- dered hi s new command, U-873, to US forces and the U-boat was taken to Below, rockets and launching rack are being fitted to U-511. Portsmouth Navy Yard in New At left, a rocket is fired from the submerged U-boat.

Hampshire'. In the naval stockade, pending transfer to a prisoner of war camp, he was reported to have committed suicide. Supposedly despondent over Germany 's defeat and unconditional surrender, Steinhoff reportedly broke his spectacles and used a jagged piece of the lens to slash one of his wrists.

J,

ermany had the capability to launch Polari s-type missiles from submerged U-boats as early as the summer of 1942. The idea was conceived by Kapitanleutnant Fritz Steinhoff ofU-511 during the shakedown cruise of his new U-boat in the Baltic.

When he returned the vessel to Kiel for routine inspection and repairs, Steinhoff visited the top-secret rocket research center at Peenemunde on the Baltic Sea. He discussed his innovative idea with his brother, Dr. Ernst Steinhoff, who was on Dr. Wernhervon Braun 's staff.

Dr. Steinhoff stated, "If a rocket can work in space, it can also work in water.

Interesting-I never thought of this. Let's try and figure it out."

Von Braun and his team designed a steel launching structure, with racks for four rockets. Each rocket (Granatwerfer) was 16 inches in diameter and was powered by a solid propellant. An electrical wire passed from the conning tower, through an existing watertight lead, under the deck to the launching racks and into the rockets, where the entry was sealed with candle wax.

At the army experimental station at Peenemunde four launching racks with a total of 16 rockets were installed behind U-511 's conning tower. On 4 June 1942, Kapitanleutnant Steinhoff, with his brother, von Braun and 20 additional scientists on board, took the U-boatdown to 39 feet.

Von Braun later reported, "The general reaction from all of us aboard the experimental sub in our first attempt to launch a missile from a submarine was

H enry Keatts, Professor of Biology & Oceanography at Suffolk Community College, Long Island , New York, is the author of six books on maritime history.

SEA HISTORY 80, WINTER 1996-97

33

raffiques & Discoveries In which we share the joys of learning new things about the sea and seafaring, in the spirit of Richard Hakluyt's Principall Navigations, Voiages, Traffiques and Discoveries of the English Nation, first published in 1589.

Crossing the Bar

"South Ferry (IRT 1905)"

This poem, a favorite of NMHS Founder Karl Kortum, was read at his memorial service aboard Balclutha of 1886 in San Francisco on 27 October and, on 8 December across the country in New York, aboard the Pioneer of 1885 at a memorial service for NMHS Honorary Trustee Richard Rath.

Member Jim Dempsey from Long Island, New York, recently sent us a card depicting this art from the South Ferry station of the New York City IRT subway line. So maritime history enters and flourishes in our modem culture, even in underground ways. If our readers find other depictions of maritime themes in everyday places, we welcome photographs for inclusion in a future Sea History.

Sunset and evening star, And one clear call for me!

And may there be no moaning of the bar, When I put out to sea,

"South Ferry (!RT 1905)" from Subway Ceramics by Lee Stookey

But such a tide as moving seems asleep, Too full for sound and foam, When that which drew from out the boundless deep Tums again home.

Twilight and evening bell , And after that the dark!

And may there be no sadness of farewell, When I embark;

â&#x20AC;˘

For tho ' from out our boume of Time and Place The flood may bear me far, I hope to see my Pilot face to face When I have crost the bar.

-Alfred, Lord Tennyson (1889)

Defending the World's Longest Unarmed Frontier After the sweeping American naval victories on Lakes Erie and Champlain in the War of 1812, it is not generally appreciated that the British gained control of Lake Ontario just before the war ended, through launching the three-deck ship-of-the-line St. Lawrence in October 1814.

In response, the US started construction of a very powerful 120-gun line-ofbattle ship--the USS New Orleans. Her hull , framed up and largely planked before peace was declared, stood on the ways at Sackett's Harbor, watching over Lake Ontario on the longest unarmed frontier of the world, as the decades of peaceful interchange between Canada and the United States rolled by.

This ghostly remnant of the age of fighting sail stood in Sackett's Harbor into the 1880s, in a world where steampropelled warships, encased in heavy armor, carried guns that would have demolished the most powerful wooden man-ofwar in a matter of minutes.

(Information from Canada' s Maritime Magazine, December 1995; photo from the US Naval Historical Center) 34

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SHIP NOTES, SEAPORT & MUSEUM NEWS The Constitution to Sail in 1997 After 116 years of being a celebrated sai ling ship in lore only, plans are afoot to take USS Constitution out under sail on 21 July 1997 to celebrate her bicentennial year.

On that day, Commander Michael Beck, the frigate' s commanding officer, hopes to take her out for more than just her customary tug-assisted "turnaround." Her recent three-year refit straightened and strengthened her hull, and, if wind and weather go in her favor, she will be able to sail unaided in Boston Harbor. (US Navy , Charlestown Navy Yard , Boston MA 02129; 617 242-5670) The USS Constitution Museum has already made ready for the Constitution' s bicentennial return to sail with the opening of its new wing, which also celebrates the museum 's 20th anniversary. Several exhibits, new and old, recreate the 200year history of "Old Ironsides." A colorful new floor mat picks out the progress of Constitution's famous ocean duel with Guerriere and the museum's huge 1960s-vin- The USS Constitution Museum's newest exhibit, '" Old Ironsides' in War & Peace;" celebrates USS Cons ti tu ti on ' s tage rigger's model of Con- 200th birthday in 1997. Photo by Janet Stearns stitution has been cleaned and had its rigging and sails tuned. Also new are a wind tunnel to demonstrate how wind works on a small model square rigger, and displays of photographs and plans documenting Constitution' s recent overhaul. (USSCM, PO Box 1812, Boston MA -KEVIN HAYDON 02129; 617 426-1812) Full information on these news items appears in Sea History Gazette, November/December 1996. We'llsendyou this issue free if you subscribe to the Gazette for one year (6 issues at $18.75-<ldd$10forforeignshipping).

GETTING AROUND THE SHIPS: The historic three-masted schooner Alexandria of 1929, owned until recently by the Alexandria Seaport Foundation in Virginia, was lost off Cape Hatteras NC in December when her new owner took the dangerously unsound vessel to sea. Lucki Iy, all seven crew were rescued by the US Coast Guard. A complete account of this tragedy can be found in Sea History Gazette, January/February 1997 . .. . The Alexandria

36

American Academy oflndllstry has been offered use of two slips in Chicago for museum ships and displays by the Illinois International Port District, where the organization might bring the threatened light carrier USS Cabot and/or the heavy cruiser USS Des Moines.

(AAI, PO Box 293, Chicago Ridge IL 60415; 708 425-8443 , FAX 312 9282841) ... . International Park officials at Toledo OH plan to bring the steamer Ste. Claire, one of two extant excursion boats to have carried people from Detroit to Canada's Bob-Lo Island amusement park , to Toledo where it was launched in 1910, reports Inland Seas.

The City of Detroit and private donors have plans to restore the second Bob-Lo boat, SS Columbia of 1902, to its original condition at a cost of $2-3 million . . . .The Sydney Maritime Museum ' s three-masted bark James Craig has been granted $A 1.5 million by the New South Wales Government as part of a plan to restore her to sailing condition . (SMM, PO Box 140, Pyrmont 2009, New South Wales , Australia) .. . . The UK's replica of Sir Francis Drake's Golden Hinde has ended her sailing career and

has a permanent berth at St. Mary and Overy Dock,just above London Bridge. ... The Sudanese gunboatMelik, a relic of the battle of Omdurman in 1898, is still lying in Khartoum, reports the World Ship Trust. Repairs and restoration to the ship are estimated at ÂŁ1 million and a society has been formed to save her.

(Anthony Harvey , Melik Society, London: 171 928-8100) .... The Soviet missile corvette Hiddensee, previously reported as going to the Chicago-based USN Preservation Association, slipped into her new berth at Battleship Cove, Fall River MA on 25 October, where she joins the WWII battleship Massachusetts, submarine Lionfish, PT-boats 617 and 796, and the Joseph P. Kennedy,Jr. (USS MMC, Inc., Battleship Cove, Fall RiverMA02721; 1-800-533-3194) . ...

Another decommissioned Soviet vessel, the Foxtrot-class submarine Scorpion, is part of the fleet at the Australian National Maritime Museum in Sydney, Australia. (ANMM, GPO 5131, Sydney 2001, NSW, Australia).

MUSEUM NEWS: The Peabody Essex Museum in Salem MA announced that architect Moshe Safdie will design the facilities for the museum's $75 million expansion and development program which will double the gallery space to more than 105,000 square feet, provide a coherent museum campus, enhance one of New England's leading research libraries, add collections storage and provide a new Museum Office Center.

(PEM, East India Square, Salem MA 01970; 508 745-1876) . . .. The Collingwood Museum in Ontario was a sponsor of the 90-minute instructional video "Endurable!," documenting the design, construction and launch of a 1994 replica of an historic , locally-built, 19thcentury Watts skiff, used oh Georgian Bay and the inland waterways of eastern North America. The video is available for C$26 from the museum at PO Box 556, Colli ngwood ON L9Y 4B2, Canada; 705 445-4811, FAX: 705 445-9004 ....

Calvert Marine Museum, home of the restored Drum Point Lighthouse, is taking an interest in two other southern Maryland lighthouses-the 1828 Cove PointLight(which the Coast Guard plans to vacate) and the broken-down shell of the 100-year-old Cedar Point Lighthouse (parts of which the museum hopes to incorporate into new construction at the museum). (CMM, PO Box 97, Solomons MD20688;410326-2042) .... TheBoard SEA HISTORY 80, WINTER 1996-97

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SHIP NOTES, SEAPORT & MUSEUM NEWS INVENI PORT AM RICHARD L. RATH

(1928-1996) Dick Rath, longtime trustee of South Street Seaport Museum and NMHS, editor of Boating and Yachting magazines, coasting skipper, jazz trombonist and advocate of far-out causes, died on 20 November 1996. He had been in poor ~ealth , and m 1993 left New York for Deltaville, Virginia. There, with his companion Barbara Everton, he set about restoring a junk-rigged, 42-foot steel schooner. . When I first met Rath, on a trip to Puerto Rico in February 1964, he was skipper of a small inter-island freighter, MN Explorer, which carried odd c~ rgoes to the Virgin Islands. A tall, lanky, quizzical-looking man, he had a fnendly air overlaid with a cinematic tough-guy way of talking. I called him "Rath" to mock his use of this city-desk monosyllabic growl in answering his phone.

I met Rath again in 1966 when he had just taken up work as associate editor of Boating magazine, under the formidable Moulton H. (Monk) Farnham. They both worked with a determined young managing editor, Terry Walton.

At Rath 's memorial service last fall, Terry remembered their after-hours talks about "wordstheir idiosyncrasies, what's the best one for the sentence, or the etymology of that one." Dick Rath was, indeed, a master wordsmith, precise in his use of language and matchless in the plain purity of his style when a great cause stirred him.

The South Street Seaport Museum became one of those causes. He helped build a membership of hundreds of souls, tied together by a newsletter reporting our volunteer activities.

When the museum opened a small office in Dick Rath in South Street Schermerhorn Row in the spring of 1967, Rath . saw us shivering over our typewriters in the un~eated fish stall. He soon turned up with a gas radiator he had liberated, which quickly had us feeling better about life.

He made many people feel better about life, always with an eye for old schooner.s, kids in hopeless situations and underdogs anywhere. In 1970 he took ove.r the Ir~n schooner Pioneer in South Street and got the ship sailing to new honzons. with form~r dr~g abusers in crew. He attracted the support of the Astor Foundat10n and, with this and other help, soon established the Pioneer Marine Sc~ool, which Mayor John V. Lindsay called the most successful youth rehabilitation program of his administration: Rath got help from many hands. He was also a notable jazz trombonist, who played for Eddie Condon and other leading lights in New York in the 1950s and '60s. I met Rath 's musician friends on the decks of the Pioneer on 8 December when a bunch of us gathered to give thanks for his life. What an extraordinary'. wonderful group of people to be with! That was perhaps Rath 's great gift a gift for friendship which bound us all together. ' -PETER STANFORD

Contributions in memory of Dick Rath are welcome. See page 4.

H. Hobart Holly ( 1908-1996), a distinguished naval architect and former presi?e.nt of the Quincy Historical Society, died on 30 N~vember. A grandson of W 1lham Carn.ley of the~ la~k Ball Line, he moved from New York to Quincy, Massachusetts, m 1949. Hi s fnend Joseph Chetwynd said his fellow researchers had " lost their local Rosetta Stone."

w_ orl.d War II hero and longti me NMHS member Birger Lunde ( 1913-1996), died m September. He served in Norwegian merchant vessels in WWII three of which were sunk by U-boats. After the war he commanded US me~chant ships and was active in the Norwegian Sailors War Veterans Association and the US Merchant Marine Veterans.

38

of Trustees of the Old Dartmouth Historical Society/New Bedford Whaling Museum has developed a $10 million capital campaign entitled "Campaign for the Next Century-Lighting the Way" to take the institution into its second century of service with improved access, exhibits, programs, and state-ofthe-art collections storage and care.

(NBWM, 18 Johnny Cake Hill, New Bedford MA 02740; 508 997-0046) ....

The National Maritime Museum in Greenwich, England, plans to display its collection of boats, ranging from coracles to power boats, at Falmouth where maritime interests include the Cornwall Maritime Museum and Maritime Trust, Cornwall College's Center for Maritime Studies and the Falmouth Watersports Centre. (NMM, Greenwich, London SElO 9NF UK) .

UNDERWATER NEWS: US Park Service employees at South Manitou Island in Lake Michigan found the virtually intact remains of the wooden 162-foot steamer Three Brothers, which sank on 27 September 1911. ... A sonar search has begun in the Solent for Caesar's invasion fleet of 54 BC, reports the Times of London, in the same area where another team discovered what they believe to be a Roman ship . . . . In Denmark, the Research Center for Maritime Archaeology' s underwater survey of the harbor at Roskilde has revealed a variety of structures, including ferry landings and defenses .

SAIL TRAINING NEWS: The City of Osaka, Japan, has invited participation in Sail Osaka '97 . The International Sail Training Association (ISTA) is collaborating on a series of tall ship races leading up to the event. (Sail Osaka '97 Secretariat Office, 3-7-15-112 Chikko, Minato-ku, Osaka 552, Japan; Tel: 816-571-8697, FAX: 81-6-572-9382) .. ..

Operation Sail 2000 has finned up plans for the transAtlantic sail training race fromAgadirto San Juan. Miami, Norfolk, Baltimore and Philadelphia are scheduled for visits en route to the OpSail Tall Ships Parade in New York on 4 July. (OpSail 2000, 1333 New Hampshire Ave., NW, Suite 700, Washington DC 20036).

1N BRIEF: Sea Education Association, Inc. has achieved a 2-for-l match to set up a $1,200,000 endowment for a visiting Iecttureship in the marine sciences.

The carmpaign was sparked by a $400,000 SEA HIISTOR Y 80, WINTER 1996-97

grant from the Henry L. and Grace Doherty Foundation. (SEA, PO Box 6, Woods Hole MA 02543; 508 5403954) . .. . The 3rd International Conference on the Technical Aspects of the Preservation of Historic Vessels, 20-23 April 1997, will be hosted by the San Francisco Maritime National Historical Park and the National Maritime Museum Association. (Russell Booth, National Maritime Museum Association, PO Box 470310, San Francisco CA 94147) .. . . NMHS member Arthur Liss has developed a marine art site called the Marine Art Information Center at http://www.marineart.com, providing, among other things, up-to-date information about art shows and art buying opportunities .... The magazine VIA Port of New York/New Jersey ceased publication with the March/ April issue.

Beginning in 1949, VIA chronicled the story of the port. ... Nauticus, The National Maritime Center, wants traveling exhibits for its Changing Gallery. The Center describes itself as part maritime museum, part science center and part aquarium. (N auticus, 23 2 East Main Street, Box 3310, Norfolk VA 235 14; 757 6641000) . . .. The Society of Naval Architects and Marine Engineers offers graduate and undergrad~ate scholarships to encourage studies in naval architecture, marine engineering and related fields . (SNAME, 601 Pavonia Avenue, Jersey City NJ 07306; 201 798-4800).

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609-652-9491 PEOPLE: Franklin Kneedler, executive vice president and deputy director of Mystic Seaport Museum , has retired after 25 years' service. He served as deputy director for 18 years, and is credited with establishing the Development Office. (MSM, PO Box 6000, Mystic CT 06355 ) . .. . The American Sail Training Association has hired its first Race Director. Michael Ashby , a native of Buenos Aires, Argentina, and a yacht designer by training and profession, comes to AST A ·from the Ted Hood Design Group of Portsmouth RI. (AST A, PO Box 1459, Newport RI 02840; 401 846-1775,FAX:40 1849-5400) .... Captain Robert J. Papp, Jr. has succeeded Capt. Donald Grosse as commander of the Eagle, the Coast Guard Academy training ship .... Herman Zaage, artist, educator and environmental activist, is the 1996 recipient of the John A. Noble Collection's Starfish Award. (JANC, 1000 Richmond Terrace, Staten Island NY 10301 ; 718 447-6490).

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Conference .- June 20-23, 1996

SEA HISTORY

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GAZETTE

An 8-page, Bi-Monthly Digest of Maritirr,e Heritage News

For regular updates on ship saves, museum news, maritime archaeology, sail training, events and other maritime acti vities.

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covers the technical history of ships and boats, their uses, and the lives they touch. Its forum links builders of the highest quality ship models, marine artists, writers, and nautical collectors. The international Guild supports annual Conferences and provides special services for members including ship model analysis and model building assistance by experts. US$30.00.

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Anton Otto Fischer, Marine Artist, by Katrina Sigsbee Fischer and Alex A. Hurst. A comprehensive and loving look at the artist 's life and work. Beautifully produced with personal photos, preliminary sketches, and 200 finished works, I 03 in full color. 259pp, 60 full-page illus, 50 sketches and drawings. $50hc. Shipping: US $5.50,foreign $8.50 .

The Maritime History of the World, in two volumes by Duncan Haws & Alex A. Hurst. Nearly7000yearsof maritime history, lavishly illustrated. 960pp, over2000 illus (620 in color), comprehensive index. $160 the set. Shipping: US $9,foreign $18.60.

The Hudson River; From Tear of the Clouds to Manhattan, by Jake Rajs. A photographic journey with over200 breathtaking color photographs, paired with writings

by Washington Irving, Charles Dickens, and others. $60hc. Shipping: US $4,foreign $8.

Items for tlie Sai[or NMHS Caps. Royal or Navy, one size fits all.

Made in USA. Cool mesh back. $9. Solid back. $9.50. Shipping: US $3,foreign $4.

NMHS Burgee. Nylon pennant with NMHS logo in royal blue on white backgro und with red border. 22"xl2" Made in USA. $10. Shipping included.

Bronze Anchor kits. Rosewood and bronze admiralty anchor kit. 7"x5". $50.

Bronze kedge anchor kit, 7" x 5" $40. Made in USA. Shipping: US $5, foreign $8.

NMHS Tote-bag with NMHS logo on one side and your choice of the M/V Commander or the bark Kaiulani on the other. Printed in navy on a sturdy natural background. I O"x 14"x5". $12.00.

Shipping: US $3, foreign $5.

Ca[enaars The Art of the Sea 1997 Calendar features the best in contemporary marine painting. Full color. I lx14". $11.99. Shipping: $3,foreign $5.

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Tall Ship 1997 Calendar with photographs by Thad Koza taken in the US and Europe. Full color. 11 x 14". $10.99.

Ship' g: US $3,foreign $5.

The 1997 Calendar of Wooden Boats.

Twelve beautiful photographs of classic wooden boats by Benjamin Mendlowi tz, commentary by Maynard Bray. Full color, I 2x 12". $12.50. Shipping: US $3,foreign $5.

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NMHS mug with line drawing of the steam tug Catawissa on one side, "NMHS" and anchor on the other. Black on white. $6. Ship' g: US $2.90.for. $5.

NMHS Cloth Patch . Metallic gold braid on navy background, ship and sea embroidered in white and blue. 3" diam. Made in USA $5. Shipping included.

NMHS Bookmark. Handsome21/4"circularbrass bookmark with NMHS insignia in royal blue. Made in USA. $5.

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To phone in your credit card order, call Erika at 1-800-221-NMHS Or write to: National Maritime Historical Society, Attn: Erika, fO Box 68, Peekskill NY 10566

SHIP NOTES, SEAPORT & MUSEUM NEWS CALENDAR Festivals, Events, Lectures, Etc. • 26 February & I March, Meet the crew of the USS Mason (Independence Seaport Museum , 211 South Columbus Blvd., Philadelphia PA 19106-3 199; 215 925 -5439) • 18 Apri l, Model Boat Show (The Woods Hole Hi storical Collection, Box 185, Woods Hole MA 02543) • 16-18 May , 5th Annual Mid-Atlantic Maritime Festival (Chesapeake Bay Maritime Museum , PO Box 636, Mill Street, St. Michaels MD 2 1663; 410 745-2916) • 13-15 June, 10th Annual Antique & Classic Boat Festival (Chesapeake Bay Maritime Museum , address above.)

• 4 July, Waterfront Festival (San Francisco Maritime National Historical Park, PO Box4703 IO, San Francisco CA 94 147031 O; 415 929-0909)

Conferences • 14-16 March, "Surveying the Record: North American Scientific Exploration to 1900" (North American Exploration Conference, American Philosophical Society Library, 105 South Fifth Street, Philadelphia PA 19 106-3386) • 19-22 March, "Uncharted Waters: New Directions for Maritime Museums," 1997 Counci l of American Maritime Museums' Annual Conference in Boston MA (CAMM, The Cold Spring Harbor Whaling Museum , PO Box 25, Cold Spring Harbor NY 11724) • 20-21 March, "Military Planning and the Origins of the Second World War," 22nd Military History Symposium (Dept. of History , Royal Military Co ll ege of Canada, Kingston, ON K7K 5LO, Canada; 613 541-6000, FAX: 613 541-6597) • 7- 10 Apri l, " 19th-Century Maritime Philanthropy: Social, Religious & Economic Contexts," 4th International Maritime Mission Conference in Mystic CT (Robert Miller, Allen Hall, 28 Beaufort St., Chelsea, London SW3 SAA, England; FAX: 44 17 1 35 1 4486) • 16-20 April, Annual Conference of the North American Society for Oceanic History in Newport RI (Dr.JohnB . Hattendorf, Naval War College, 686 Cushi ng Road, Newport RI 02841-1207 ; 401 84 1-2 101 ; FAX: 401 84 1-4258) • 20-23 April, 3rd International Conference on the Technical Aspects of the Preservation of Historic Vessels in San Francisco CA (R ussell Booth, National Maritime Museum Association, PO Box 4703 19, San Francisco CA 94 147) • 2-4 May, 25th Annual Maritime History Conference (Maine Maritime Museum, 243 Washington Street, Bath ME 04530; 207 443-1316) • 28 May- I June, US Navy Cruiser Sailors Association Annual Meeting in Randolph MA (USNCSA, 2 1 Colonial Way, Rehoboth MA02769; 508 252-3524)

SEA HISTORY 80, WINTER 1996-97

• 29-3 1 May, "Ports and People," Canadian Nautical Research Society Annual Conference and General Meeting, New Brunswick Museum, Saint John NB, Canada (L-CDR Bill Glover, CNRS Programme Chair, 326 B.riarhill Ave., London ON NSY I N8, Canada; 519 455-0597) • 22-29 June, CALL FOR PAPERS: 10th International Conference for the Conservation oflndustrial Heritage- Maritime Technologies in Greece (The Greek Section ofTICCIH, Institute ofNeohellenic Research, National Hellenic Research Fdtn, 48, VassileosConstantinou Avenue, 11 635 Athens ; Greece; (30 1) 721 0554, FAX: (30 1) 724 6212) • 14-16 August, "Coastal Communities," 8th Conference of the Association for the History of the Northern Seas (Fiskeri-og S(iifartsmuseet, Tarphagevej 2, D K-6710 Esbjerg V, Denmark; 45 75-150666, FAX: 45 75-153057) • 14-17 August, Society of the History of Discoveries Annual Meeting in St. John's, Newfoundland (SHD, Secretary, 6300 Waterway Drive, Falls Church VA 22044) • 2- 14 September, "Summit of the Sea," (Dave Finn, John Cabot500th Anniversary Corporation, PO Box 1997,CrosbieBldg., 1 Crosbie Place, St. John's NF AIC 5R4, Canada; 709 579-1997, FAX : 709 579-2067)

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Exhibitions • through 1997, A Century of First Coast Water Transportation (Jacksonville Maritime Museum, 1015 Museum Circ le, Unit 2, Jacksonville FL 32207; 904 355-9011) • current, Man the Oars and Map the Coast (Vancouver Maritime Museum, 1905 Ogden Avenue, Vancouver BC V6J IA3) • 4 April-March 1997, Pirates! (Vancouver Maritime Museum, address above) • from August, Fishing for a Living (Vancouver Maritime Museum, address above) • from 30 October, Under the Black Flag: Life Among the Pirates (South Street Seaport Museum, 207 Front Street, New York NY 10038; 2 12-748-8600) • from 7 November, Portugal in the Opening of the World (The Marine Museum at Fall River, 70 Water Street, Fall River MA 02721; 510 674-3533) • 22November- l 8 May, The Patten Family ofBath (Maine Maritime Museum, 243 Washington Street, Bath ME 04530; 207 443-1316) • from 18 January,SS United States: From Dream to Reality (Independence Seaport Museum , 211 South Columbus Blvd. & Walnut Street, Philadelphia PA 19 1063 199; 215 925-5439) • 3 April-October, Unsung Heros: Shipwrecks & the History of the Lifesaving Service (Independence Seaport Museum, 211 South Columbus Blvd. , Philadelphia PA 19106-3199; 215 925-5439)

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41

REVIEWS EDITOR'S BOOK LOCKER Sir Francis Drake Historians have had difficulty getting beyond the colorful events of Drake 's career to the qualities of character that made possible hi s hi storic achievements.

Drake ' s recognition of the strategic possibilities opened by England 's growing strength at sea, and his consummate abilities to develop and use that strength , were first proper! y appreciated by Julian S. Corbett in his Drake and the Tudor Navy (1898). Some scholars feel Corbett went overboard in developing hi s picture of Drake ' s strategic insight, reading back into the 1500s the fully developed British system of sea control which reached its height in the Trafalgar Campaign of 1805. But Corbett ' s study does show how the concepts of distant sea blockade, seizing strategic bases, the use and exploitation of surprise, and the emphasis on initiative, motivation, crew training and single-ship superioritythe vital elements ofNelsonic doctrine-:were introduced in embryonic form by Drake, to become deeply embedded in the psychic heritage of the Royal Navy.

An earlier book by Corbett, Sir Francis Drake, written for the "English Men of Action " series, embodies few of these insights-so don ' t mistake this slender volume for the real thing!

Much new information about Drake has come to light since the publication of Corbett's magnum opus. The most impressive discovery was surely Zelia Nuttall 's uncovering in Spanish records the testimony of Spanish prisoners captured and then released by Drake in his Pacific cruise (published by the Hakluyt Society in 1914 as New Light on Drake).

With every incentive to blacken Drake's name, these gentlemen unanimously did just the reverse, saluting his competence, praising his moderation and most important, perhaps, from our point of view, recognizing the remarkable relation Drake had with his men .

Other research has brought out further discoveries, which are incorporated in JohnSugden'sSirFrancisDrake(1990), a fine, well-rounded work of scholarship and sympathetic biography. In its second edition (1995) , this authoritative and balanced work reached out to include recognition of Drake ' s discovery of Cape Hom , based on our own studies with NMHS Advisor Captain Ray Aker of the Drake Navigators Guild.

Sugden ' s appreciation of Drake's char42

acter and behavior in the context of the age he lived in shows human insight as well as a rooted understanding of the mores of the age. He unequivocally sides with Drake in his decision to execute Thomas Doughty. His characterization of Doughty seems to me spot-on , rooted in Sugden ' s sure grasp ofDoughty's mode of operating in the English class system.

Although there are noticeable limitations in his appreciation of the seafaring realities of the day, I find this to be but a small problem. The author gets nothing factually wrong , and the overwhelming significance of Drake ' s voyage was not in the details of navigation or ship-handling, but in how, by sheer force of character, he inspired ordinary seamen to act beyond their norm.

Francis Drake (1995), by John Cummins, is a work of notable scholarship. Cummins, who had published works on medieval Spain, brought a broad perspective to Drake's adventurous voyage, but seems to have conceived his role as biographer to be that of a devil's advocate. Doughty's execution is represented as a bit of Drake's scheming to bind the ships' crews together in blood (as a Mafia chieftain might do), or a plain exhibition of resentment of Doughty ' s superior social station. These strained interpretations are, however, accompanied by full documentation and identification of sources. He is perhaps speaking for a generation that could not stand people of such mold-breaking stature as Francis Drake.

Samuel Eliot Morison , whose European Discovery ofAmerica (1974) is a splendidly insightful guide to the age of discovery, fails us when , near the end of the tale, he gets to Drake. Drake gets uncharacteristically cavalier treatment as a "boyish" adventurer.

For what people at the time thought of Drake, one may tum to David Beers Quinn, Sir Francis Drake as Seen by His Contemporaries (1996), a monograph published in a limited edition by the John Carter Brown Library. Quinn, a leading scholar of Drake's life and career, seems to carry what some may feel is too much flotsam from the tides of revisionist and antiheroic historiography with him , cheerfully labeling Drake "pirate" and dwelling on his "greed."

The quotations cited are of great interest, however, and Mr. Quinn's knowledge of Drake ' s life and the tumultuous times he lived through make this a valuable contribution.

English and Spanish Ships On the general scene of ship design and navigation, the flowering of English shipbuilding, which made the rather backward nation all at once a leading player in the high-stakes game of oceanic navigation, is well described in Ian Friel's The Good Ship (1995). England shared in the general European breakthrough that produced the ocean-spanning sailing shipbut this revolution in ship design was particularly marked in the British Isles, since English ship design had lagged behind that of the Hansa merchants and still more markedly behind the fastevolving Southern European ships.

The remarkable development of Spanish shipping on the West Coast of Central and South America is abundantly attested to in Diego Garcia de Palacio's Nautical Instruction, a book published in Mexico City in 1587. A comprehensive review of ship design, construction, rigging, and the techniques of navigation (including seasonal tables of declination of the sun), this learned treatise richly illustrates the state-of-the-art in ships and ship-handling, even to sagacious instructions on how to fight a ship.

Palacio ' s work is a remarkable production testifying to the vitality of the seafaring culture the Spanish had bred up in a remote provincial capital after less than a century ashore in the Americas.

-PETER STANFORD BIBLIOGRAPHY

Drake and the Tudor Navy, by Julian S. Corbett (Gower Publishing Co., Ltd. , Aldershot, England, orig 1898, repr. 1988, 901 pp, Illus, appen , notes, ISBN 0-566-05616-X) Sir Francis Drake, by John Sugden (Henry Holt and Company, NY NY, 1990, 363pp, illus, biblio, index, ISBN 0-8050-1489-6) Francis Drake, by John Cummins (St. Martin 's Press, NY NY, 1995, 348pp, illus, notes, biblio, index, ISBN 0-312-!5811-4) The European Discovery of America, The Southern Voyages, 1492-1616, by Samuel Eliot Morison (Oxford University Press, NY NY, 1974, 772pp, illus, index) Sir Francis Drake as Seen by His Contemporaries, by David Beers Quinn (The John Carter Brown Library, Box 1894, Providence RI 02912, 1996, 107pp) The Good Ship: Ships, Shipbuilding and Technology in England, 1000-1520, by Ian Friel (British Museum Press, London UK, 1995, 208pp, illus, appen, notes, biblio, index, ISBN 0-7141-0574-0) Nautical Instruction: AD 1587, by Diego Garcia de Palacio, translated by J. Bankston (Terrenat1e Research, PO Box 5112, Bisbee AZ 85603-5112, 1988, 280pp, illus, appen, notes, bib>lio, index, ISBN 0-938479-02-4)

SEA HISTORY 80, WINTER 1996-97

Columbia Trading Company NAUTICAL BOOKS

Nelson's Battles: The Art of Victory in the Age of Sail, by Nicholas Tracy (Chatham Publishing, London/Naval Institute Press, Annapolis MD, 1996, 224pp, illus, notes, appen, index, ISBN 1-55750-621-3; $39.95hc) When yet another book emerges about a subject of such ongoing literary attention as Vice Admiral Lord Nelson , one may feel a ho-hum reaction. That would be a mistake in this instance. Nicholas Tracy 's book is not only good reading, it adds important perspective---often mi ssing in other works-to Nelson the man and Nelson 'the naval combat leader.

The book also deals with issues of naval tactics and geopolitical strategy that transcend Nelson.

The author, a member of the History Department of Canada's University of New Brunswick, writes with a welcome understanding that the achievements of a man like Nelson are not accomplished out of context with his time. In the opening sections of the book, Tracy leads up to the battles of the Nile, Copenhagen and Trafalgar with discussions of how 18th-century British politics were influenced by mercantilism and dependent upon sea power. The early and middle chapters of the book describe the evolution of naval doctrine and the technology of sea warfare leading up to the Battle of Trafalgar.

Appropriate Iy, the author devotes the latter quarter of the book to the pinnacle of Nelson's career, Trafalgar, and that battle's aftermath. In those pages, Tracy provides a series of vignettes, linked by historical narrative, that create a threedimensional image of the Nelson persona that contrasts sharply with the twodimensional picture of the man so often presented in print.

To our benefit, Tracy spends more time on the storm that followed the battle than most authors. As he does with the battle, he relies heavily on quotations from those who experienced the event first hand. The author's appreciation for the intense drama of fighting a major storm at sea reveals his own background as a serious yachtsman.

In the book's last chapter, "Nelson 's Legacy," a main point made by the author is open to debate. He suggests that it was Nelson's "humane methods of command," and not his tactics at Trafalgar, that were his most important legacy. The difficulty with that conclusion is that it appears to ignore so much of what is described earlier in the book.

SEA HISTORY 80, WINTER 1996-97

For example, based on the book's excellent descriptions of the evolution of preNelson naval strategy and tactics, his genius for combining doctrine with innovations matched to immediate circumstances was a legacy of at least equal importance for those dedicated to winning in combat. Still another strong argument can be made that Nelson 's most important legacy was the fact that he created a heightened political-and popular-appreciation for the strategic relevance of sea power.

However, differences of opinion about Nelson are part of his appeal, and this author's book is interesting reading and a valuable reference work. And appropriately, it appears at the beginning of the Nelson Decade, which is being celebrated in Britain in anticipation of the 200th anniversary of Nelson 's stunning victory at Trafalgar in October 1805.

JOSEPH F. CALLO Kansas City, Missouri The Voyage of HMS Herald to Australia and the South-west Pacific 18521861 under the Command of Captain Henry Mangles Denham, by Andrew David (Melbourne University Press, Victoria, Australia, 1995, 547pp, illus , appen, notes , biblio, index, ISBN 0522-84390-5; $69.95hc) Available from Paul & Company, PO Box 442 , Concord MA 01742; 508 369-3049.

The word Vigia, from the Spanish or Portuguese for lookout, often appears on early sea charts as a warning to denote dangerous shoals or rocks. Even in the mid-1800s, vigias were noted repeatedly on charts of the Southwest Pacific where hidden reefs remained the chief hazard to navigation. Concerned with the importance of safe sea lanes to the prosperity of the colonies in Australia and New Zealand and the expansion of British influence in areas around the Coral Sea, Sir Francis Beaufort dispatched HMS Herald in 1852 to survey and chart the area "between Australia and Fiji." To lead the expedition, Beaufort chose a distinguished hydrographic surveyor, Captain Henry Mangles Denham, instructing him to make the sea lanes as safe as possible for navigation and to "continue on this service until you receive further orders from us. " Additional orders followed to chart other areas of the Coral Sea, but the order to return to England was not given until Denham and his crew had completed nine years of continuous survey duty!

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Author Andrew David, himself an experienced hydrographer, provides the first thorough account of this nearly decade-long expedition which produced the first accurate charts of wide areas of the Southwest Pacific. His well researched account, based on the journals of Captain Denham and his officers, gives a detailed and authentic picture of the techniques of precision hydrographic surveying at the time, involving laborious processes that can hardly be imagined by today ' s navigators.

The author also makes extensive use of the journals of the indefatigable naturalists aboard Herald whose observations and collecting trips on remote islands give a rare view of plant and animal populations and of native cultures before the overwhelming changes of the later nineteenth century. The book is particularly enriched with illustrations, many in color, of paintings made by James Glen Wilson, the expedition artist, which augment, with great effect, the acco unts of Herald' s contact with the native peoples at the dawn of the colonial period.

Written between the lines of this dayto-day account is a story of skilled and dedicated navigators serving in a desolate corner of the world yet producing charts of such exactitude that some are still in use today. The author makes no attempt, however, to bring the men of HMS Herald to life. Little is said about how the officers and men, who served so long together, got along, nor how they felt about their captain. The reader is never told whether Captain Denham , away from home for nine years, ever missed his wife.

The author gives a full account of a li ttle known Victorian expedition whose results had an important impact on the maritime history of the Southwest Pacific. He accomplishes this goal with scholarly precision, but the general reader may wonder wistfu ll y what Patrick O ' Brian would have made of this material.

SAM GERARD

Palisades, New York A Celebration of Marine Art: Fifty Years of the Royal Society of Marine Artists (Blandford Press, London UK, 1996, l 76pp, illus, appen, ISBN0-71372564-8; $50hc) Available from Sterling Publishing Co. , Inc. , 387 Park A venue South, New York NY 10016.

The Royal Society of Marine Artists

offers us this glorious selection of marine art by their members as a way of marking the fiftieth RSMA exhibition .

Although founded in 1939, plans for their first exhibition were interrupted by the outbreak of war and postponed until 1946 , when their first show opened at the G uildhall Art Gallery , London .

The paintings-all 153 of them- are beautifully reproduced in full color and their assembly in this volume illustrates the immense variety and vital ity of marine art. The works are grouped in fo ur themes, each preceded by a descriptive introduction: sail; war and naval ; river, coast and estuary; and the steam era.

Every mood of water and sky is masterfully captured, from wind whipped seas in Dery ck Foster' s "Offshore Racers" to the muddy moorings in Sydney Foley' s " Yellow Buoys, River Medway ." You will find tea clippers, trawlers, children on the sand, sleepy harbors and naval engagements-all superbly recreated by masters of marine art and beautifully reproduced for us in thi s volume. NS Visions of New York State: The Historical Paintings of L. F. Tantillo (The Shawangunk Press, 8 Laurel Park, Wappingers Falls NY 12590, 1996, 150pp, illus, index, ISBN 1-885482-05-1; $37 .50pb) History buffs and art lovers wi ll revel in this elegant publication which accompanied an exhibition of artist Len Tantillo' s work at the University Art Museum at the State University in Albany. Visions of New York State gives us a vivid glimpse of many places and moments in the history of New York, from depictions of l 7thcentury life in the forts along the Hudson to 20th-century images of bootleggers making a midnight run on a small river, or a steam engine forging its way down Washington Street in downtown Syracuse. The dramatic story each painting tells enlivens history .

Meticulous research into early city maps is followed by the construction of models that allow the artist to vi sualize the buildings and landscape of the historical period. The result is a painting that immerses the viewer in that moment in history with penetrating effect.

Warren Roberts's introduction and the essays by Stefan Bielinski, Shirley W. Dunn, Charles T. Gehring and Wendell Tripp contribute to one ' s appreciation of the moments in history Tantillo depicts.

The presentation of Tantillo ' s dramatic paintings coupled with early sketches and photographs of his models take readers on SEA HISTORY 80, WINTER 1996-97

J AMES

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a journey into the mind of the artist as well as into the past.

BASIL HARRISON

Yorktown Heights, New York John M. Barber's Chesapeake, text by John R. Valliant and John M. Barber (Chesapeake Bay Maritime Museum, St. Michaels MD, 1996, 96pp, illus, biblio, ISBN 0-922249-06-7; $59.95hc) John Valliant, executive director of the Chesapeake Bay Maritime Museum , provides the historical setting for John Barber's spirited scenes of Chesapeake life. The 54 paintings (all in full co lor) and 31 drawings present scenes from the past as well as the present day.

In hi s epilogue Barber writes , "I have tried to portray the Bay as I see her," indicating how vividly alive history is for the artist. One imagines that, as he cruises the shoreline in his 32-foottrawler Albatross, sketching a derelict sk ipj ack or modem tug from his floating studio, he sees events of the past unfolding in his mind's eye. John Barber's love of the Bay and his respect for its people and history are ev ident in hi s paintings.

Proceeds from the sale of this book will help the Chesapeake Bay Maritime Museum in its work to preserve the heritage of the Chesapeake Bay. NS

"Catches the enthusiasm of those going off to sea for the first time and their naive views of what they expected to find in California.

••• Filled with fascinating tidbits."

-Journal of Historical Geography Delgado provides a comprehensive examination of the Gold Rush from the perspective of the mariners and demonstrates that maritime activity is a pervasive thread in the event's history. paper, ISBN 1-57003-153-3, $14.95

...

U

UNIVERSITY OF SOUTH CAROLINA PRESS

205 Pickens Street, Columbia, SC 29208 ~ Orders: (800) 768-2500 •Fax: (800) 868-0740

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MARITIME

BOOKS 'Til I Come Marching Home: A Brief History of American Women in World War II, by C. Kay Larson (The Minerva Center, Pasadena MD, 1995, l 85pp, ISBN 0-9634895-2-6; $ lOpb) From the British declaration of war on Nazi Germany in September 1939 until the Japanese surrenderon the battleship Missouri in September 1945, American women were involved in World War II as victims and belligerents, overseas and at home. They were active and vital to the war effort as medical personnel , industrial workers, pilots, coast watchers, radio operators, scientists and inventers, code deciphers , and clerks coordinating the mobilization for a global war. In the course of the war, some were sunk on merchant vessels, civilians became prisoners of the Japanese in Asia, and military nurses and Red Cross workers died under enemy fire.

During WWII, as C. Kay Larson demonstrates in this wide ranging survey, there was no shortage of recognition for the ways in which American women contributed to the war effort. And yet, in the more than fifty years since, the roles played by women have been largely SEA HISTORY 80, WINTER 1996-97

1806 Laurel Crest Madison, Wisconsin 53705-1065 (608) 238-SAIL FAX (608) 238-7249

Out-of-Print and Rare Books about the Sea, Ship & Sailor Catalogue Upon Request

THE GLENCANNON PRESS

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We are also eager to purchase old books of all kinds, especially maritime.

Please call or write.

ten pound island book company 76 langsford Street., Gloucester, MA 01930 (508) 283-5299

45

REVIEWS

Searching For Cures Since 1962, St. Jude C hildren's Research Hospital has worked to cure childhood cancer. Since that time, St. Jude doctors and scientists have driven up the survival rate for the most common form of childhood canceracute lymphocytic leukemiafrom only 4 percent to more than 73 percent.

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A New Expanded Edition of a Deepwater Classic

The Peking Battles Cape Horn

by Irving Johnson This edition has new photographs and a memoir of Irving by his wife and partner, Exy Johnson, in a new introduction to Irving's exciting tale of his voyage around Cape Horn. In his Afterword written half a century after the voyage, Capt. T · Johnson reflects on •?HORN c'JJ.{EKINGBATILES • what the voyage ' ,..;,,, taught him. Exy ' s '""·testimony rounds shows us how the partnership of two very individual people worked- : and why.

Hardcover $21.75 Softcover $11.75 Add $3 each for shipping.

NMHS members receive a 10% discount.

Order now from

SEA HISTORY PRESS PO Box 68, Peekskill NY l 0566 orcall

46

1-800-221-NMHS

overlooked or forgotten , due, in part, to the paucity of publications in the field .

In the last fifteen years there has been a smattering of general studies of women at war. But, for all that has been published about WWII, the scope and significance of the essential war work performed by women has been, for the most part, ignored.

The book is impressive in its breadth, and goes a long way towards rectifying this deficiency. But while it is full of specific and significant detail, it does not provide depth of focus, nor sustained narrative, nor, except in its introductory remarks , analysis. Its major weakness is its loose structure; in spite of the title it is not just about American women who have been away at war, nor indeed , just about American women .

Yet the author claims only to introduce the reader to the varied and barely tapped experiences of American women in WWII, and in this she does a fine job.

The suggestions for further reading at the end of the book are particularly helpful in this regard. From now on it is impossible to ignore the scope and significance of the contribution made by American women to their nation 's war effort. This is a wide open field ; one in which very little scholarly, archival work has been attempted. There is now every encouragement to begin.

KATHLEEN B. WILLIAMS Bronx Community College Bronx, New York Spun Yarns and Scuttlebutt, by Thomas Hale (Crow' s Nest Press, PO Box 1177, VineyardHavenMA02568 , 1996, 264pp, illus, ISBN 0-9652866-0-6; $ 19.95pb) From the sinking of the Kaiser 's Hoch See Flotte at Scapa Flow in 1919 to the vagaries found in the naming of ships, former shipyard operator and museum curator Tom Hale gives us grand tales and thoughts on seafaring from his island home in Martha ' s Vineyard. A true feeling for history suffuses this work, and the author 's homespun drawings add to its nautical feel. It is a marvelous read for anyone who cares for the ways of the sea- and for those who don ' t, this may be just the thing to get them started.

PS The Wooden World: An Anatomy of the Georgian Navy, by N.A.M. Rodger (W.W. Norton & Company, New York NY, orig 1986, repr 1996, 445pp, illus,

appen, notes , biblio, gloss , index, ISBN 0-393-31469-3; $14.95pb) If you missed this classic the first time around, now is your chance to catch up on a fascinatin g narrative of the "disordered cohesion " to be found on a British naval ship during the Seven Years ' War. Our review of the 1986 hardcover edition reported that Rodger's study "lets needed fresh air and sunlight into a world shut away and largely unknown to landsmen even at the time. The Navy's world , Rodger finds , was not unmitigated hell , and its ships were not ' floating concentration camps ' as has been claimed so often .. .. [He] replaces sensational generalizations about the actual conditions of shipboard life during oceanic wars that so shaped our world twohundred-odd years ago. But Rodger brings us more than mere numbers or a sense of the frequency or probability of things ; he tells us often in the men' s own words how and even why things happened as they did ."

PS Letters from China: The Canton-Boston Correspondence of Robert Bennet Forbes, 1838-1840, edited by Phyllis Forbes Kerr (Mystic Seaport Museum , Inc., Mystic CT, 1996, 317pp, illus , appen, biblio, index , ISBN 0-91337277-3; $39.95hc) Paita, Outpost of Empire: The Impact of the New England Whaling Fleet on the Socioeconomic Development of Northern Peru, 1832-1865, by William L. Lofstrom (Mystic Seaport Museum , Inc., Mystic CT, 1996, 232pp, illus , appen, notes, biblio, index , ISBN 0-913372-74-9; $24.95pb) The sesquicentennial of the California Gold Rush and the end of British control of Hong Kong will focus attention on the history of maritime and commercial activity in the Pacific and America 's role in the Pacific Rim. These two offerings take us to China and South America.

The letters of Robert Bennet Forbes provide a contemporary view of the lives of Western merchants in Canton just prior to the first Opium War. Forbes had made his first fortune as the captain of a ship that served at anchor off Canton as a supply center and storage facility (primarily for opium) for his family's trading company. That fortune lost, he accepted the offer of a land-based role with the firm in China, leaving behind his wife Rose and son Robert. His letters home are full of lively anecdotes of visits, travels, trade, and missing home SEA HISTORY 80, WINTER 1996-97

CLASSIFIED ADVERTISEMENTS and family . In the midst of everyday details we find evidence of the escalating tension between the merchant population of Canton and the Chinese government over the import of opium .

The second book is a study of a smal I port in Peru during the height of the New England whaling industry in the Pacific.

The author bases his work on dispatches from the local US Consulate-the very existence of which testifies to the importance of the entrepot to the American government. He examines the establishment of Pai ta as a socio-economic bridge between the US and Peru and the effects of a strong US presence in the previously peripheral region. He al so delves into the lives of the five men who served as consul to explore the role of Ameri can expatriates.

JA Great Lakes Bulk Carriers, 18691985 , by John F. Devendorf (Devendorf, 406 Christiana, Niles MI 49120, 1995 , 243pp, illus, index , ISBN 1-889-043036; $33.50pb) This comprehensive catalog , now in its second printing, includes 52 photographs of this distinctive breed of ship including vessels of the 1870s which carried sails. A history of the evolution of the type through changing technologies adds special interest to the work. PS The Hudson River Guidebook, by Arthur G. Adams (Fordham University Press, New York NY, orig 1981 , repr 1996, 458pp, illus, biblio, index , ISBN 0-8232-1679-9; $35hc,$25pb) The Hudson Through the Years, by Arthur G. Adams (Fordham University Press , New York NY, orig 1983 , repr 1996, 360pp, illus, biblio, appen , index, ISBN 0-8232-1676-4; $35hc, $25pb) As their titles indicate, thi s pair of books by the founding pres ident of the Hudson River Maritime Museum in Kingston NY, offers the reader two options for exploring the Hudson Valley 's rich offerings. The first is a geographically oriented guide to the natural and man-made features along the river from New York Bay to Glens Falls; each site is shown on maps which include mil~­ age for those driving, sailing or riding the rails . The second is a chronological journey through the valley encompassing the Indian period through the American Revolution, the coming of the steamboat to its recent demise, great country estates and the industrial era, with a status report for 1996.

JA SEA HISTORY 80, WINTER 1996-97

Ship Paintings Restored. Museum quality restoration pf old paintings. Damaged old ship paintings pu¡rchased. Peter Williams, 30 Ipswich St:; Boston MA 02215. By appointment: 617-536-4092 Compass and Binnacle restoration, repairs and adjusting. J. K. & E. Enterprises, Inc., 7075 l2l stWayNorth,Seminole FL 34642.

813 -398-5132 .

Shipping or maritime links with So~th Africa? We will investigate your enquiry: Port & Starboard, SA Maritime Historical Research, PO Box 50892, Waterfront 8002, South Africa. Fax 021 72 6588.

Read Steamboating, the annual how-to journal for steamboat owners, builders and dreamers. $25/year. Satisfaction guaranteed . Bill Mueller, Route I , Box 262-H, Middlebourne WV 26149.

Liberty Ship Furniture, oak~rare and historic:One of each: chief mate's berth-$1 ,750; purser' s chiffonier-$750; purser' s desk$750; or best offer. Photos available. Ted Ballew, PO Box 54194, Redondo WA 98054.

Tel : 206-839-8916.

Ocean liner memorabilia for sale, 100+ page catalog available $5 . Website: http: //collecting .com/shipshape/ Email: s hip shape@collecting .com Mail: 1041 Tuscany Pl., Winter Park FL USA 327891017. Tel: 407-644-2892, fax: 407-644-1833_.

U.S. Brig Niagara, Perry's square-rigged 1813 Flagship, has openings for professional and volunteer crew for the 1997 season, mid May through October. No experience required for volunteers; three weeks minimum sign-on.

Inquiries and/or resumes to Mary Jo Yonkers, 150 E. Front St., Erie, PA 16507.

Raleigh, Copley, Jongkind, Scott, Cozzens, Tyler. Call Karen Waterman 7 18-343-9575.

Hone your art and antique collecting skill s, send your address to Sea Heritage, 254-26 75 Ave .. Glen Oaks, NY 11004. We' ll keep you updated on our developing program of dinners, seminars and weekend workshops in the country.

Museum Quality Chesapeake Lighthouse models by professional marine modeler. Call or write for more information: Lighthouse Models, 22040 Holiday Dr., Smithsburg MD 21783 . Tel: 301-824-2825.

To place your classified ad at $1.60/word, phone Carmen at 914-737-7878. Or mail your message and payment to Sea History, PO Box 68, Peekskill NY 10566.

SUPER DETAILED SHIP MODELS UNBELIEVABLY DETAILED METAL WATERLINE MODELS FROM EUROPE. SCALE - 1 :1250 (1"-104.2') FULLY ASSEMBLED AND PAINTED WWII warships and great ocean liners in stock.

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Lighthouse. Checks! For details and order form send SASE to Bev ' s Studio Inc., PO Box 1547, Mukilteo, WA 98275

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Old.e Nautical Shoppe, Nautical Antiques, Artifacts, Ship Models, Clocks and Barometers, Scientific Instruments, Spyglasses and Telescopes , Nautical Furniture and Decor, Lighthouses, Harbour Lights and Lefton, Vintage Fishing Tackle, Buy and Sell!! 813441-3036, 25 Causeway Blvd. , Clearwater Beach, Florida, "At the City Marina."

NMHSneeds Mac computers!

The Onboard Medical Handbook: First Aid and Emergency Medicine Afloat. Written by a board-certified emergency physi~ ian who sails. $21.95. Paul Gill, MD, Dept.

SH , Box 56, Middlebury, VT 05753 Shipping Line China for sale: send $2.00 for complete list from over JOO companies to: ShipShape, 1041 Tusca11y Place, Winter Park, FL, USA, 32789-1017.

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Free Print Lottery. Send your business card to win a $500 signed Stobart print. Drawings held 12/24/96 and 6/30/97. Sea Heritage Lottery, 254-26 75 Ave., Glen Oaks NY 11004.

Marine Paintings Bought.Wanted: Jacobsen, Butters worth, Bard, Salmon, Fischer, Homer, Grant, Chambers, Moran, Freidrich, Whistler, Monamy, Grimshaw, Fedininger, Wyllie,

... and a color printer, large screen monitors and more.

Your gift will help us get to windward, and it entitles you to a tax deduction.

Call Justine at

1-800-221-NMHS

47

NATIONAL MARITIME HISTORICAL SOCIETY SPONSO RS

THE A CORN Fo uNDATION

TH E Yi CENT ASTOR FoUNDATION W ALTER R . BROWN H E RY

L.

ALAN G. CHOATE

ADAMS

MARC S. CoH

PETER J. G OULANDRIS

TH E GRACE F ou DATION R oy H OLLY

LCDR R OBERT I RVI G US TH E J .M. K APLA JOHN L EHM AN

M ARIN T UG & B ARGE

M AR I 'E SOCIETY OF

JR.

RI CHARD

I.

JR .

TH OMAS POWNALL

L AURANCE S . R OCKEFELLER

A

NA GLEN VI ETOR

D AVID B. VIETOR

WIL EY AND SONS, I NC.

JR.

II

II

DONORS

GEORGE R . ATTERBURY

BR ENT FoLLWEILER R OBERT W. JACKSON R ONALD

L.

D R. H ARRY BAILEY

H ARRY W. G ARSCHAGEN

J ERRY Gurn

JACK JOH SON, I NC.

O SWALD

L.

MR S. G ODWI

STOLT PARCEL TA KERS, I NC.

PATRONS

JAMES D. ABELES

TH E B RESSLER FOUNDATION

III

GEORGE W . C ARMANY,

JR.

JR.

R OBERT J. H EWITT

JOHN B . HIGHTOWER PETER K NIFFIN

CALEB L ORING,

H ARRY W . M ARSHALL

JR.

R OGER A. R UBIE

GUS

C.

PARCEL TA NKERS SER VICES

L EE E. PITTENGER, P HD

PETER B JER RE POU LSEN

SANDY H OOK PI LOTS, N Y &N J

L ELAN F . S1LLJ ,

K 1MBALL SM1rn

B RUCE SwEDJE

C ARL W . T!MPSO .

R AYMONDE. W ALLACE THOMAS H . W YSMULLER

OWLES

M ORR ISON

JR .

C APT. D. E. PERKINS

S ANZONE DI STRIBUTORS, I NC.

II

R OLAND G RIMM JACK E. H UNGER

FR A K LAKE

RI CHARD & PH YLLIS L AWYER

JORGEN PETERSEN

EDM UND A. STAN LEY , R OBERT J . TYD

CAPT. RI CHARD G. WILEY

PIER RE M ANIGAULT

JACQUES M EGROZ

JR.

CAPT. CLAUDE.0. PHILLIPS

CDR Y1 cTOR B . STEVEN,

T ED WI LLIAMS

II

CHARLIE

J.

ELI ZABET H M EYER

H UG H M. PI ERCE

CAPT. JOSE RIV ERA

ALFRED TY LER,

s. Li ss

DAVID A. OESTREICH A URA-

M ARV IN A. ROSENBERG

R OBER T C. S EAMANS, JR.

JR.

STEVEN K ALIL ARTH UR

M AR INE SOCIETY OF B OSTON

R OBERT B. O ' BRI EN,

R AY REMICK

COOK

H. D ALE H EMMERDINGER

W ILLIAM H . H ULICK, Ill

JOHN M ECRAY

C.

CHARLES FREEMAN, EsQ.

M RS. B ERNICE B. JOHNSTON

JOSEPH & JEAN SAWTELLE

T RA SMAR B ROKERAGE, I NC.

CAPT. J AMES

B RUCE G ODLEY

CAPT. FRA KT. H AYDEN

JR.

BRECKLEY

& MRS. STUART EHRENRE ICH

CAPT. A . FoREL

B RAD GLAZER

J.

THOMAS S. CARLES!

P . JAYSON

RI CHARD D . M cNIS H

FRED N . SoRTWELL

CDR. E. ANDREWS WILDE, JR.

(RET)

PETER B ARTOK

STEP HEN

D OMINIC A. D EL AURENT IS, MD

NEIL A. EHRENREI CH MR.

CLIFFORD D. M ALLORY

M ARCOS JoHN PSARROS

ROBERT M. BALY

D AS HEW

JOHN F1R NSTAHL

JOYCE & H ARRY NELSON,

PAUL F. PERKI NS

ER NESTA G. PROCOPE

WI LLIAM R . T OWER,

R AYNER WEIR

JEANMAR IE M AHER

D ONALD R . Y EARWOOD

COLTON & COMPANY

STA

H UDSON V ALLEY B ANK

CAPT. PETER L AHTI

JR.

C . HAMILTON SLOAN

NORM AN CARATHANASIS

RICHARD H . H AWK INS

CAPT. PAUL J . J ARV IS

CAPT. G. M . M USICK

M R. & M RS. EDWARD W. SNOWDON

A. D . W ARD

T OWNSEND H ORNOR

D AV ID A . O ' NEIL

PETER H. SHARP

RI CHARD H . B RANNON

GEORGE F. CLEMENTS, JR.

L CDR B. A. GILMORE, US

R OBERT W . M cCULLOUGH

JR.

JOHN M . B UTLER

H OWARD H . EDDY

I NTREPID M USEUM FoUNDATION

M EARL CORPORATION

M ICHAELE. B AILEY

J AMES P. F ARLEY

WILLI AM H. WH ITE

D ONALD B. & CAROL J . D ERR

H OWARD E. HIGHT

L UCY & FR A K D ARDEN

R.H. D UPREE

E uROPAEUS

C APT. L EO K RASZESK I

M . D .M Ac PH ERSON

D AV ID J . M c B RIDE A

JR.

D AVID D. CHOMEAU

GILLMER

Ill

WILLI AM RI CH,

MRS. ARTH UR J . SA NTR Y, JR.

W ILLIAM J. CANAVAN

CAPT. J . H OLLIS BOWER,

CRAIG B URT,

COL. GEORGE M . J AMES (RET)

ELIOT S. K

R ICHARD M AURER

CLIFFORD B . O ' H ARA

C.

W ILLI AM A . PALM

R EYNOLDS

W ESTCHESTER R ESCO

L OUIS A. T RAPP,

M AE & CRA IG B AHR S

FREDERI C H . H ARWOOD R OGER A. H ASKINS

L EO A. L OUBERE

R OBERT E . M ORRIS, JR.

THOMAS

MR . & MR S. CHARLES HI LL

GEORGE M . ! VEY, JR.

D R. W ALTER K LEI DIENST

A. M ORR IS

GEIS N ISSAN, I.NC

C.

JOHN F . SALISBURY

A. H ERBERT SAN DWEN

D AVIS T AYLOR

ALICE D ADOURIAN

CDR. L ELAND F. E sTES

C APT. WI LLIAM H. H AM ILTON

J AKOB I SBRANDTSEN

I.

S EA ' H . CUMMINGS

M1cHAEL K. EMERY

PATRICK H . F ULMER

R OBERT S. H AGGE,

D o NA L ITTLE

CAPT. J. S. B URROWS

W ALTER H . PAG E

CRAIG A.

M R. & MR S. ELLICE M c D ONALD, J R.

R ICHARD ANGLE

c. M c GR AW, J R.

H ON . JAMES J. M OORE

TH E NAVY LEAGUE, NEW YORK COUNCIL

M AR INE

H ENRY PENN W ENGER

w. H EXAMER, II

c. R OOSEVELT

C APT. JESSE M. Bo TECOU

M R. & M RS. NED CHALKER

K ARE ' CRA, STON

CARL

D ANIEL R. SUKIS

B ERNARD D oN ELLY JOANE. D ONOVAN R EYNOLDS D u PONT, JR.

EKLOF M AR I E CoRPORAT IO J .E. FRI CKER,

STEPHANIE B EGLEY

L EVIN H . CAMPBELL

CAPT. WI LLIAM B . COR NELL M ALCOLM DI CK

B ENGT STROMQUIST

B ROOKLYN UN ION G AS

SH ANNON W ALL

F RANK 0. BR AYNARD

H AVEN

D ONA LD

MICH AEL D. SHEA R OBERT A. SINCERBEAUX H OWARD S LOTNIC K B AILEY SM ITH STOLT-NIELSE ', S.A. TEXACO I NC. D ANIEL K. TH ORNE F OUNDATION, I NC.

JR.

PETER M AX

G EORGE R . LAM B

J AMES P. M ARENAKDS

M OBIL 01L CORPORATION

D OUGLAS M USTER

EDWARD G. ZELINSKY

M. RH ODES BLI SH,

LTCOL W ALTER E . JORGENSEN

BRI AN A. M c ALLISTER

JR. PACKER L ESLIE C. Q UICK, J R.

CH ARLES HI NTZ

GERHARD E. K URZ

PETER M AN IGAULT

M ATCH FILM I NC.

Y ANKEE CLIPPER

D o ALD W. PETIT

W ILLIAM K . ABELES

ALA N B EARDE

STEPHEN JOii SON

SAFE H ARBOUR CHARTER ING

D R & MRS. D AVID H AYES

WI LLIAM J . JONES

PELISSERO

M ELBOUR E SMITH

B ENJAM IN D . B AXTER

B RIAN D . W AKE

Jo HN H. D EANE

THOM AS GoCHBERG

I NTER ATIONAL L oNGS HOREMEN's A SSOCIATI ON

ART K uo ER

D AVID M . M ILTON T RUST

JOHN PUREMAN

JR.

PoNcET D A v is,

D R. CHARLES E . H ERDENDORF

CLAY M AITLAND

JR.

PETER A . ARON

JAMES H . BROUSSA RD

R OBERT E. GAMBEE

R ALP H M. & D OROTHY PAC KER,

M ARY A.H . R UMSEY FoUNDATION

Ill

H ARLAN CRow

FL EISCHMAN

MR S. I RVING M. JOHNSO

ANTHONY D. M ARSHALL

M R. & M RS. ALB ERT P RATT

JEAN W ORT

L.

B OATING ON THE H UDSON

CAPT. PAUL R . H ENRY

M R. & MR S. SPENCER L. M URFEY,

H ARRY & CAROL Yi ALL,

J. AR ON C HAR ITABLE FouNDATION

MR. & MR S. A. D . H ULi GS

MILFORD B OAT W ORKS

B RYAN O LIPHANT

WILLI AM G. WI NTERER

MR S. D.

CHRISTOS N. KRI TIKOS

S. H . & H ELEN R. SCHEUER F AMILY FoUNDATION RI CHARD W. SCHEUING D ER SCUTT N ORMA & PETER STANFORD STATE CO UNCIL ON W ATERWAYS 'J OHN STOBART JOH

W ALTER CRONK ITE

JAMES A. M ACDONALD foUNDATION

M ORRIS,

EDMUNDS. R UMOWICZ

CouCH

F EDER

TR UDA CLEEVES JEWETT

H oPE P. A NNAN

ALLEN G. B ERRIEN

W ALTER J . H A DELMA '

W ARREN M ARR,

NORTON LILLY I NTERNATIONAL

L.

H ARR IS K EMP 'ER, EsQ.

MR. & MRS. J . WILLIAM MIDDENDORF,

M ORMAC M AR I 'E T RANSPORT, I NC. POUCH,

EW YORK

C.

Jo 11N

M ORRIS

ELIZABETH S. H OOPER FOUNDATION

R ICHARDO R. L OPES

SCHUYLER M . M EYER,

T.

THOMAS H ALE

K ARTA CoNTAI ER & R ECYCLING

H . R. L OGAN

NY POWER A UTHORITY

J AMES EAN

C. JEFFERSON

MR S. R .

WILLI AMS. B ARRACK, JR.

M ELVIN A. CoNA T

ADRIAN S. H OOPER

( R ET.)

F UND

CoMMO. H ENRY H . A NDERSON, JR.

R . B ARNETT

& GRACE D OHERTY CHARITABLE FOUNDATION

TH E H ISTORY CHANNEL

MRS. A.

F.

CHARLES

ELEANOR B ALCH

JR .

GEORGE E. SHAW, R OBERT G . STONE,

JR. JR.

V ADALA

D AN IEL C . V ERDIER

D R. MICHAEL WILSON

H OLGER W! NDELAU

R OBERT S. Y OUNG

RBG Cannons \ , If yo u love ships and the sea and enjoy reading Sea History, yo u probably have ' ' · friend s who would also enjoy o ur magazine. Sea History makes a fine gift- we ' ll send a gift packet with yo ur greeting on a "Welcome Aboard" card, along with our decal and cloth patch. Sign up a friend today!

Mail in thi s form or phone 1-800-221-NMHS

· ::=:

Offers a complete line of handcrafted brass & cas t iron cannons.

All models are scaled down versions of the classic originals and fire I OGA blanks or black powder. Ideal for gifts, trophies, ceremonial or start ing cannons

Please enrol I the person shown below. My check for a $ 17 .50 gift membership is enclosed.

To:

Mr./Ms._________________

Greeting ("Fair winds, Bill") _ _ _ _ _ _ _ _ _ _ _ _ _ __

From ("Jack & Nancy") _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Moke your nex1 sµeciol occosion unforgeuol?le... Call for our frf'e 12 page Cotolog.

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Return to NM HS, PO Box 68, Peekskill NY 10566

Y e Olde Cannon Maker 20 Ambe r ·nail , M adison . CT 06443

1-800-327-2193

~SJxiiiJ9-0982

* The * licensed * * civilian * * men * *and *women * of*the*U.S.* mer* * chant marine-skilled, reliable, driven by history and tradition, ready to serve in routine trade in peacetime and in defense sealift in wartime. No one does it better.

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2 West Dixie Highway Dania, Florida 33004 (305) 921-2221

'

Michael R. McKay

Jerome E. Joseph

President

Executive Vice President

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For more information call 1-800-690-6601 Email: pts@ix.netcom.com, Or to browse our Web page http://pacific-tall-ships.com

Pacific Tall Ships is now offering hand-crafted wood sailing ships models. These detailed replicas are fully rigged with double planked wood hulls.

A ship model is more than just a purchase. It is a true investment. Fine ship models, like the works of art they are, increase in value over the years, promising the owner escalating dollar value as well immediate pleasure. We realize that most people consider the purchase of a ship model for use as an embellishment and to appreciate its beauty. However, this issue of investment is a substantial bonus and should not be overlooked.

1. HMS VICTORY Price=$ 6,500.00 2. CHINESE PIRATE JUNK Price=$ 950.00 3. SAN FELIPE Price =$10,000.00 4. PRIDE OF BALTIMORE II Price=$ 2,500.00 5. USS CONSTITUTION Price=$ 4,500.00 6. FLYING FISH Price=$ 2,500.00 7. BENJAMIN LATHHAM Price=$ 2,500.00 8. USS CONSTITUTION Price =$ 4,500.00 9. BOSTON WHALER Price =$1 ,500.00 10.AMERICAN PRIVATEER Price=$ 2,500.00 11.CUTTY SARK Price=$ 4,500.00 12.FLYING CLOUD Price=$ 3,000.00

Display cases available. Money back guarantee.

1. 51"1X40"h

2. 15"1X3.5"wX14"h

4. 32"1X22.5"h

7. 33"1X27"h

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