Sea History 090 - Autumn 1999

NATIONAL MARITIME HISTORICAL SOCIETY

No. 90

AUTUMN 1999

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

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THE BERTONCCINI COLLECTION: The Legacy of a San Francisco Whaling Captain Privateers in "The Prize Game" Refitting San Francisco's Balclutha An American QShip in World War I

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No. 90

SEA HISTORY

AUTUMN 1999

CONTENTS FEATURED IN THIS ISSUE 9 THE CAPE HORN ROAD, XX. The Voyage Is Toward Freedom, by Peter Stanford How the Sailing Ship Changed Our World and What We Might Learn from Her Long Voyage 14 The Prize Game, by Donald A. Petrie In which we discover the importance ofprivateering to naval enterprise and learn ofthe differences between privateers and pirates 18 THE TALL SHIPS OF OPERATION SAIL 2000: The Sail Training Ship Danmark,

by Suzanne McMurray Ko and Capt. 0. P. Nielsen Among the sail training ships of the world Americans have an historical bond with Denmark s Danmark, which remained in the US during WWII to train American cadets 20 "A Roving Band of Riggers and Shipwrights" Refits the Balclutha and Moves on,

by Steven A. Hyman Young people trained in sailing, restoring and maintaining traditional ships gathered in San Francisco to work on the Balclutha; their skills will benefit all ofAmericas historic fleet

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24 Writer, Painter, Seafarer: The John J. Bertonccini Collection, by David Hull San Francisco whaler John Bertonccini left a rich legacy ofAmerican seafaring in his writings and his art, a legacy heading for a new home at the San Francisco Maritime National Historical Park, thanks to Kristina Johnson 29 Grandfather and the Mystery Ship, by Karl F Stephens, MD The author explores his grandfathers experiences as medical officer in World War I aboard the American Q-ship USS Charles Whittemore 32 MODELMAKERS' CORNER. Down to the Sea in Shoe Boxes: The Art of Naval Miniatures, by Peter Sorensen Finely detailed, minute representations ofnavalfigures fascinate collectors and modellers 36 The Ships of the San Francisco Gold Rush, by Shelley Reid Marking the sesquicentennial of San Francisco s Gold Rush, Sea History remembers the ships that brought a wave offortune-seekers to California s shores

20 COURTESY KRISTINA JO HNSON

38 Round the World and Home Again: The Picton Castle Returns to Nova Scotia,

by Angelo Cerchione After 570 days at sea, the wandering Picton Castle comes home with tales ofits mission to the South Seas and other adventures CO VER: The loneliness and grandeur ofthe Arctic winter in j ohn Bertonccini soil painting is ojfiet by the humanity ofwhaleships, small against the surrounding snowfield, and the still smaller figures ofmen playing on a football field cut into the boundless snow. (See pp. 24-6)

DEPARTMENTS 2 DECK LOG & LETTERS 6 NMHS NEWS 28 MARINE ART NEWS 39 SHIP NOTES, SEAPORT & MUSEUM NEWS

41 AMERICAN MERCHANT MARINE MUSEUM NEWS 42 CALENDAR 43 REVIEWS 48 PATRONS

24 SEA HISTORY (issn 01 46-93 12) is published qu an erly by the National Ma ritim e Histori cal Society, 5 John Walsh Blvd., PO Box 68, Peekski ll NY 10566 . Periodicals postage paid at Peekskill NY 10566 and add'! mailing offices.

COPYRIG HT © 1999 by the Na tional M aritime Histo ri cal Society. T el : 9 14-737-7878.

POSTMASTER: Send address changes to Sea History, PO Box 68, Peekskill NY 10566.

NATIONAL MARITIME HISTORICAL SOCIETY

LETTERS

DECK LOG Not long after yo u receive this Sea H istory, different aspects of yo ur Society's message will start racing down phone lines, bouncing off satellites and pulsating on computer screens around the planer. This is not a didactic or professional message, but a dramatic story-telling one. Scholarship helps develop that story, howeve r, in a series of relationships we've worked out with some very interesting partners.

The first of these efforrs , available in September as a CD-ROM from the producers, C inegram Media, Inc. , is a pictorial and descriptive review of the tall ships of the world's sail training fleet presented by NMHS and photographed and narrated (in descriptive text that acco mpanies his photos) by longtime NMHS contributor Thad Koza. An enlarged version will appear early next year, jointly presented by NMHS in partnership with Operation Sail.

This presentation, des igned to attract and inform just about anyone interes ted in the visiting ships of OpSail 2000, will be linked to NMHS information centers, those of OpSail, and M ys tic Seaport as the Museum of America and the Sea. NMHS is also wo rking with Mystic Seaport and with Captain Richard Bailey of the frigate "HMS " Rose in a fictional eight-part drama call ed "Search for the Go lden Dolphin, " to be released by

I mages from "Search for the Golden Dolphin" (Cin egram Media, Inc.)

Cinegram Media in October. The story is told in the form of an interactive computer adventure in 3D. The player takes the role of a mythical Nathaniel Thorne who rises to fame and fortune during the Quasi-War with France-or dies (or is ruined) in rhe attempt. The various outcomes spring from decisions the participant makes in navigation, ship-han dling, tactics, intelligence evaluation and even provisioning a sailing ship of two hundred years ago.

An extensive glossary and select bibliography (including movies) are included, and, again, the CD-ROM is linked to NMH S, Mystic, the USS Constitution Museum, "HMS" Rose and other sources for further informati on.

A third venture is a monthly internet American history magazine called "history treas ures.com." NM HS is to supply a monthly maritime story, which we rake considerable pleasure in doing. We also rake a distinct pleasure in offering NMHS membership , books and merchandise in these electronic pages-with rhe glorious prospect of reaching great numbers of people who do not even know our name.

Ir's a viral part of our mission to reach out and sign such people aboard. And I beli eve no present NMHS member will miss the relationship between new members and our ability to deliver quire another so rt of value-taking kids to sea to learn the priceless lessons of seafaring.

Casting a Wider Net One final venture with which we are marginally but proudly associated is the establishment by an IBM-Cinegram partnership of a maj or project to reproduce every item of the 90% of the great museum collections which are hidden from pub lic view as effectively as the underwater mass of an iceberg.

Mystic is at work entering its collection of over a million historical items, and we have proposed to our friends at Britain's National Maritime Museum that they embark on a parallel venture. This is no small task.

But think of the rewards to people around the world and, indeed, to the museums involved! We believe the curious inquirer, free to roam the back rooms, will become a well-informed participant in the life of the museums, bringing fresh life, outreach and insight to these noble institutions and to the heritage they serve.

PETER STANFORD

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Archie Horka, a Fine Skipper was delighted to learn that we had a mutual friend in Capt. Archie Horka. I became chief mate of rhe M/V Lightning in Jan uary 1944 and completed one voyage before my twenty-second birthday. Capt.

Horka joined the vessel inJulyofthar year, and I was his mate until October when the Port Captain insisted that I sit for m y master's license. I was very happy sailing with such a fine skipper and I learned a lot.

I would have liked to have remained where I was and told the Port Captain so. He advised me to get the license anyway.

I then made one voyage as chief mare in the Shooting Star, sister ship to rhe Lightning. When I returned I reminded the Port Captain of hi s promise to let me serve with Capt. Horka again . He countered by asking: how wo uld I like to celebrate the New Year at home? With the war going on, who could refuse an offer like that? I took command of the Leonidas Merritt, a Liberty ship, a month befo re my twenty-third birthday.

ANDREW EDWARD GIBSON

Short Hills, New Jersey Capt. Gibson went on to become Chairman of the US Maritime Commission.-ED. During the winter of 1956-57, as an apprentice pilot on the Delaware River, I had the occasion to accompany my father, Capt.

J . P. Johnso n, on a river transit in the SS American Scout, of which Capt. Horka was the mas ter. T he ship was bound for Baltimore via the C & D Canal. Upon sailing, my father turned the conn over to me (under his supervision, of course). I noticed that the captain was standing on the bridge wing and did nor enter the bridge at all.

When I commented to my father about this, he replied, "Capt. Horka does not like tobacco smoke and prefers to remain outside" (my father and I were smoking like chimneys). Most US Line mas ters who didn 'r like smokers simply banned smoking on the bridge, but Capt. Horka was too much a gentleman to make an issue of it.

Off the entrance to the C & D Canal, my father asked Capt. Horka if he would mind if he allowed me to conn the ship through the canal. The canal in those days was only 25 0 feet wide at the bottom as opposed to its present day dimension of 400 feet; a C-2 cargo ship was of substantial size for that time. W ithout hesita ti on, Capt.

H orka replied, "By all means, Mr. Pilot!

SEA HISTORY 90, AUTUMN 1999

How else do yo u expect him to learn?"

I had several other opportunities to pilot Capt. Horka' s ship both as apprentice and later as pilot. I was always impressed with Capt. Horka 's consideration an d his professionalism.

CAPT. ]AMES C. J OHNSON West Chester, Pennsylvania

Collins Line: Just Not Competitive?

The Collins Line steamers referred to in the Cape Horn Road (SH89) were magnificent ships, but the concept was commercially flawed from the start. The greater weight of a wooden hull and the resultant increase in draft and beam caused their resistance to motion through the water to increase out of proportion . T he result was excessive coal consumption for their speed. In rhe case of Arctic, for example, this was 79 tons per day at her normal speeds, fal ling to 68 tons at more economical speed, as against 40 tons for C unard' sPersia, which was almost 1,000 tons bigge r as well as a knor or so faster. The difference is commercially disastrous, as not only have twice the bunkers to be accommodated and paid for, but twice the firehold crew and twice the boilers and engine power are needed, all taking up space and deadweight rhar could be earning revenue.

On rhe question of speed, there was nor all rhar much in ir until Cunard took to iron hulls. C unard' sPersia noronlyachieved a faster single crossing rhan rhe Collins vessels, bur also proved to be faster on average service speed than Collins's besr and fifth ship, Adriatic. In reali ry, both C ollins and Cunard had already been outclassed by Peninsular and Orient. Ar the time of rhe Atlantic race, P&O was building its iron screw steamer H imalaya. This was the technology rhar Collins really had to rake on, as once rhe embargo on wood for mail steamers was lifted, C unard almost ar once adopted it.

C unard was to build one more iron paddler, rhe Scotia, in 1862, which enrered service ar almost rhe same rime as thei r first iron screw steamer, rhe China. The dares disclose rhar rhey were almost a decade behind P&O in their technology.

None of this derracrs from Collins's grand achievement, and rhe magnificenr opulence of his ships. Ir did look for a while as if he could live alongside C unard.

PAUL QUI NN

Stafford, E ngland SEA HISTORY 90, AUTUMN 1999

The Fourth and Fifth Hussars Leslie G. Brown, a member who sailed aboard the Verna (ex- Hussar IV) in the merchant marine in 194 1, sent us the Joffowing Letter, written to him by Capt. Lou Kenedy, who found and restored the Verna.

I was ar Hoboken, New Jersey, loading coal in rhe three-master City ofNew Yo rk and rowed over to look ar rh e Vema and make an offer and bought her in O ctober 1953.

I sold rhe other schooner and refirred rhe Vema ar C iry Island wirh rhe help of my wife and a crew of three and sail ed for Nova Scotia, January 1954, without th e engine running and arrived at the La H ave River a few days later, where we gave her a good overhaul and got the engine go ing. We were chartered for the US Navy for research work and were back at Hoboken, New Jersey, by mid-April, took on scientific gear and about 30 srudents and instructors and proceeded to San Juan, where the engine cracked som e heads. W e proceeded under sail through the Caribbean and Gulf of Mexico to Galves ton and then to New York where the engine was rebuilt and I sold her to Columbia Universiry. I stayed on as m as ter and made a trip to Newfo undland and New York and back to Lunenburg, Nova Scotia.

When Antarna (ex-H ussar V) first arrived in C olon, Panama, I was thrilled to see such a marvelous bark. As a Pan ama Canal pilot I had the opportuniry to pass close by in the course of m y regular duties. After several years it was disheartening to see Antarna

slowly deteriorating. By mid-summ er 1978 we began to see acriviry to refurbish her.

In August I was assigned as pilot to move Antarna from Colon to Canal Zone waters. As rhe engines were not yet fun ctioning, she was to be moved with the aid of a tug. After boarding, wh ile preparing to ge t underway, the captain graciously showed m e around the bark and told me of the plans to putAntarna back in service. It was an amazing tour.

Ir's quite satisfying to know thatAntarna, as Sea Cloud once again, was saved in 1978 to sail as the beautiful ship she is. Although my time aboard was brief! reckon it among my most memorable piloting experiences.

CAPT. R OBERT D . VALENTINE Palm H arbor, Florida

Readers Weigh in on the Use of "Replica" I n Sea Histo ry 89 ("Letters," p.5), Randle Biddle brought up the question ofaccuratdy describing ships such as the Pilgrim or Mayflower, built using a general ship type as a model in the absence ofinfarmation about the specific vessel. Readers have this to say: As partner in a firm which has designed a number of what are som etimes wrongly called " replicas," (including D unbrody, Matthew, Argo, Sohar and Brendan) I have often come up against this terminological problem. If nobody knows precisely what the original looked like then obviously it cannot be a replica, although many people try to call it so for want of a more readily understandabl e descri ption . We prefer re-

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LETTERS

O FFICERS &TRUSTEES: Chairman , Craig A. C. Rey nolds; Vice Chairmen, Richardo Lopes, Guy E. C. Ma itl and, Edward G. Zel insky; President, Peter Sta nford; Vice President, Norma Sta nfo rd; Treasurer, Wi ll iam H. White; Secretary, Ma rshall Screibe rt; Trustees, Wa lte r R. Brown, Fred C. Hawkins, Jakob Isbrandtse n, Steve n W. Jones, Robert La Banca, Warren Leback, Karen E. Ma rkoe, Warren Ma rr, ll , Harry W. Ma rshall, Brian A. McAlli ster, David A. O 'Ne il , Charl es A. Robercso n, Howard Slotn ick, Bradfo rd D. Smi th, John Ta lbot, Dav id B. Vieto r, Ha rry E. Vin all , Ill, Jea n Wo rt, Alexa nde r Zagoreos; Chairman Emeritus, Alan G. Choate FOUNDER: Ka rl Ko rtum (19 17- 1996)

crea[ion (Oxford English D ictionary defini 6 on: "crea[e over again") or even reconsuuc6 on (" build or fo rm again"). We research, we look closely a[ ma[erials, methods, clima[e, nuui[ion, and everything pertinen[ to [he original construction, and the n des ign a vessel which can be built by modern craftsmen and safel y sail ed by present-day crews lacking the practical experience of those originally involved.

T his kind of vessel has been un kindly referred to as a "floating hypothes is." We prefer to [hink we are creating so mething over again which hopefully people can look at and sail in to understand and admire [h e high levels of skill reached by our forebears.

OVERSEE RS: RADM David C. Brown, Chail"man; Walter Cronkite, Jo hn Lehm an, J. Wi lliam Middendorf, rT,John Scobart, Wi ll iam G. Winterer

C olin Mudie N aval Archi[eC[ Lymington, Hants, England

NATIONAL MARITIME HISTORICAL SOCIETY

ADVISO RS: Co-Chairmen, Fra nk 0. Braynard, Melbo urne Smith; D. K. Abbass, Raymond Aker, Geo rge F. Bass, Francis E. Bowker, Oswald L. Brett, No rma n] . Brouwer, RADMjoseph F. Callo, W illi am M. Doe rAinger, Francis J. Duffy, John Ewa ld, Joseph L. Fa rr, Ti mothy G. Foote, Wi lliam Gilkerso n, T homas Gill mer, Walter J. Handelma n, Cha rles E. Herdendo rf, Steven A. Hyman , Hajo Knuttel, Gu nn ar Lundeberg, Co nrad Milste r, Wil liam G. Mul ler, Dav id E. Perki ns, Na ncy Hughes Richardson, Timothy J. Run yan, Ralph L. Snow, Shanno n J. Wall , T homas Wells SEA HISTORY &NMHSSTAFF:Editor, Justine AJ1 lstro m; Executive Editor, Norma Sta nfo rd; Contributing Editor, Kev in Haydo n; Editor-at-Large, Peter Sta nford; Editorial Assistant, Shelley Reid; Chiefo/Staff, Burchenal Green; Director ofEducation, Dav id B. Al len; Director of Marketing and Mernbmhip Development, Blaire Bel li veau; Membership Secretary!Merchandising, Erika Kurtenbach; Membership Assistant, Irene Eisenfeld; Advertising Secretary, Ca rm en McCall um ; Accounting, Joseph Cacciola; Secretary to the President, Ka ren Ritel l; Editorial Intern, Ann a Melma n

R OSEMARY M UD IE

I wo rk on the Elizabeth !Jin M anteo, No rth Carolina. T he Elizabeth II represents one of the flee[ of seven ships [ha[ carried Sir Walter Raleigh 's first colony to Roanoke Island in 15 85 (not the famous Lost Colony - that expedi[ion arrived in 1587). I am careful to describe the ship as a "representation," since a "replica" is an exact copy of something and the only descrip[ion we have of the original Elizabeth is diat she was a bark of 50 tons. W illiam Bakerand Srnnley Potter, who designed [he Elizabeth II, did a good job of represeming a small mercham ship of the Elizabe[han peri od, bm how much she resembles d1e original ship is anybody's guess. I think that "represem ation" is a better way to describe ships like the Elizabeth II or [he Mayflower, and it rolls off [he to ngue a bi[ more eas ily than "represen[a[ion of die type" or "reco nstruc[ion of the appearance of. " J OSEP H M. GREE LEY

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Mermaids, Yes-Figureheads, No Ri chard Humer, the English fig urehead carver who has done such wonderful wo rk on bO[h sides of th e Adantic, has w ritten to me saying he is putting toge ther a booklet of poems aboU[ fi gureheads. When he as ked whether I could offer any, I told him , ''.Mermaids, yes-figureheads, n o." I did pass on to hi m a Wo rld War II sto ry of some airm en who were resc ued by na[ives of a small, remO[e island in the Pacific.

T here they fo und a fe male figurehead being revered as a goddess fro m [he sea.

I have known Richard Humer for aboll[ 20 years now, through his correspo ndence with N MHS, and I wo nder if any fello w members have stories or poems [hey could send me to pass on to Ri chard .

M ARIE LORE

Ridgewood, New York Marie Lore really exists as a person, although her name is so close to "marine lore" that at least one person believes to this day that shes a typographic invention. Letters to Mrs. Lore clo NMH S will be forwarded to her. - ED. Casualties after War Was over Ahhough my sea experiences were limi[ed to WWII ac[ivity, I enj oy reading Sea H istory. I was panicularly imeres[ed in [he anicl e "USS Kearny and USS Reuben James: Earl y Cas ual6 es of an U ndeclared N aval W ar," by William H . Langenberg (SH8 7).

The article reco unts ve ry accurately the history of events prior to our offi cial entry into WWII, [he torpedoing of Kearny and the sinkin g of Reuben James.

Ameri can merchant marine casualties did not end with V-E D ay or V-J Day. Seven [een US-flagged merchan[vessels were lost or damaged after V-E D ay in the European arena and one after V-J Day in the Philipp ine Islands as a resuh of striking Allied or Axis mines, with a loss of seven lives.

RAYMOND C. RHOD ES Roanoke, Virginia ERRATUM

T he photo in d1e upper righ[ hand corner on page 35 of Sea H istory 89 is identified as the Spirit ofMassachusetts. h looks a 10[ like [he Roseway to me-righ[ down to [he pine u ee on [he foremaS[, a Roseway signarnre.

T he Spirit is a modern vessel buil[ on [he lin es of a la[e-nineteenth-century G louces[erman of [he Fredonia type. The Roseway was built as a priva te yach[ in 1925 in Essex, M assachusetts, at the James yard on the lines of a then- modern fishing vessel.

While on a Roseway "dude" cruise, I had a rad1er long [rick a[ her wheel. She is well balanced and handles like a yacht. It is no wonder tha[ the Boston Harbor pilots liked her so much when [hey had her into the fifties.

MIKE FLANNERY

Syracuse, N ew York I ndeed, the schooner pictured on page 35 is the Roseway, and not the Spiri[ of Massachusetts, as we had it. -ED. SEA HISTORY 90, AUTUMN 1999

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NMHSNEWS ANNUAL M EETING IN BRISTOL, RHODE ISLAND Ir could hardly have been a better day to stand on the Bristol waterfront and imagin e sailing off aboard one of Capt. Nat Herreshoffs yachts as NMHS members and friends gathered for our Annual Meeting at the Herreshoff Marine Museum on Saturday, 5 June 1999. More than 100 of us ignored the call of the sea and instead spent the day in camaraderie, discussing the work of the Society and the future of the maritime heritage. Ir was clear that everyone was engaged by the strides the Society and its members are making on the education front and in our partnership with Operation Sail 2000.

A National Presence NMHS Chairman Craig A. C. Reynolds focused on our goal to solidify our presence as a national organization and encourage active participation from our members aro und the country. He particularly praised the work of trustees on both coasts who are leading drives to advance NMHS projects, including Alex Zagoreos 's work to build and sail a replica of the Hudson River sloop Experiment, Ed Zelinsky' s and Admiral Tom Parrerson 's unique partnership with the National Park Service to restore the Pacific steam schooner Wapama in San Francisco , and Capr. Fred H aw kins's work with the Sir Francis Roundtabl e-the California counci l of NMHS-to provide scholarship memberships for cadets at the California Maritime Academy. NMHS is enriched by the work of these trustees and the many others who make our programs and activities possible.

Two new trustees were elected to the

board during the Annual Meeting: Warren Leback, former Maritime Adm inistrator, and Robert La Banca, currently serving as Treasurer of Operation Sail.

Reynolds outlined the in creasing budget and scope of NMHS proj ects. T he Society's education work with OpSail has opened up opportun iti es to increase NMHS' s presence in the field of maritime history and education across th e nation.

We are reaching out to educators through our teacher training institutes to enable teachers to more effectively incorporate maritime history in their classrooms , and we are wo rking directly with students through our History-at-Sea Programs.

In Other News Over 1000 raffle tickets were purchased for a chance at a cruise on the Queen Elizabeth 2, raising over $ 5 ,000 for the Society thanks to the generosity of C unard Line and Craig A. C. Reynolds. T he winning ticker belonged to Jam es Palmer of California.

After the Business Meeting and a luncheon overlooking the Bay, we heard from Dr. D. K. Abbass, director of the Rhode Island Marine Archeology Project, about exciting work being done on shipwrecks in the waters off Rhode Island. We were also given a special introduction to Capr. Nat H erresh off and hi s work by Ha lsey H erreshoff, president of the M arine Museum . T he following day, many members traveled to Newport to explore the International Yacht Restoration School and the work they are doing to train yo ung peop le in the restoration of historic vessels.

SHELLEY REID

NMHS members and trustees enjoy H alsey H erreshojfs presentation at the Annual Meeting.

TALL SHIPS ON THE HUDSON

Launches Educational Program for Operation Sail 2000 U nder a clear sky on 4 August, NMHS launched its education program for Operation Sail 2000, "Beyond the Spectacle," at histo ric Pier A, at the tip of Manhattan.

C urren tly swathed in scaffolding, it is undergoing a restoration by Wings Point Associates. The oldest wooden squarerigged vessel still sailing, the brigantine Gaze/a, was docked on one side. Across the pier was the handsome replica of HMS Bounty and, sailing back and forth in the harbor, the regal frigate Rose captured the eyes of the city, appearing the next day in a classic photo in The New York Times.

"And What They Can Become" Eight students sporting NMHS "Historyar-Sea" T-shirts boarded the Bounty carrying the flags of the eight ports of Operation Sa il, w hi ch NMHS V ice C h airm an Richardo R. Lopes presented to the City of New York. In welcoming the students, N in fa Segarra, Deputy MayorofNew York City, saluted the NMHS History-at-Sea Program for encouraging yo ung people to "find themselves, learn what they can do , and what they can become."

Folksinger Pete Seeger then led all hands in song and spoke of the message of the tall ships and his OpSail-related proj ect, "S hips to Save the Waters." Joining the Deputy Mayor in speaking to the importance of "Beyond the Spectacle," the historic ships and their life lessons for yo ung peo ple were: Commissioner James Ortenzio, chairman of the Hudso n River Park T rust; Commissioner H enry J. Stern ofNew York City Parks & Recreation; Commiss io ner Joel A. M iele of the D epartment of Environmental Protection; City Council Member Kath ryn E. Freed; Vincent Roberts, OpSail Deputy Director for Community Affairs and Planning; Captain Brian A. McAl lister ofMcAilister Bros. Towing and T ransportarion and an NMHS trustee; and Captain Jean Wort, also a trusteeofNMHS. T he next morning, 120 students, teachers and volunteers boarded Rose and Bounty fo r a day's sail-training drill as they sa iled up the Hudson with the Gazela. Ar the end of a day that began with apprehension and excitement we heard: "I didn ' t think I could do it, but they told me I could, and I did! " BURCHENAL GREEN

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SEA HISTORY 90, AUTUMN 1999

•• •• WORLD MARINE MILLENNIAL CONFERENCE •• 29 March-1 April 2000 in Salem, Massachusetts •• Co-sponsored by the National Maritime Historical Society and the Peabody Essex Museum •• ••• Join a stellar gatherin g of maritime historian s, ship preserv ationists, museum professionals and marine art • connoisseurs to explore the leading role of the maritime heritage in shaping world history . Brochures will be sent to NMHS members, but the following is a preliminary schedule to whet your appetite and help you make plans. •

• ••

I WednesdayEvening: Introduction by Dr. Felipe Fernandez-Armesto of Oxford U niversity Thursday: Morning Pl enary Session on "The Sea as Highway" with Dr. Carl a Rahn Phillips, U ni versity of Minnesota; Breakout Sessions in the afternoon • Friday:Morning Plenary Session o n 'The Sea as Are na fo r Cultural Change and Co nflict" with Dr. John Hattendorf, Naval War Co ll ege; Breakout Sessions in the afternoon and evening Saturday: Morning Plenary Session on "The Sea as Inspi ration" with Dr. Stu art Frank of the Kendall Whaling Museum, including a presentati on by Dr. Robert Ballard ; Breakout Sessions in the afternoon; Keynote Address by Dr. FernandezArmesto in the evening Sunday: Optional programming in and about Salem

All sessions will be held at the Peabody Essex Museum in Salem, Massachusetts. Registration costs are: Early Registration (before 25 January 2000) NMHS and PEM members: $215 Non-members: $265 Full Conference, Regular Rate: NMHS and PEM members: $265 Non-members: $3 15 One-day Rate: NMHS and PEM members: $110 Non-members: $135 Hotels with special rates for the conference (please mention you are participating in the co nference): Boston Marriott Peabody, SA Centennial Drive, Peabody MA 01 960 ; 1800 801-0099 ; $124 for single or doubl e Sheraton Colonial, One Audobon Road, Wakefield MA 01880; 781 245-9300 ; $99 for single or double room Courtyard Marriott, 275 Independence Way, Danvers MA 01923; 800 321-2211 ; $89 for single or double room For information , co ntac t Jennifer Evans, Peabody Essex Muse um , 1 800 745-4054 x3 028; e-m ail: jennifer_evans @pem.org. Or contact NMHS , 1 800 221-NMHS (6647); e-mail: conference@seahistory. org.

Sending Kids to Sea ...

A spirit of hard work, enterprise & cooperation sailed the tall ships of yesterday & the Liberty Ships of World War IL.. and that's what makes things move today!

BAY REFRACTORY 164 Wolcott Street Brooklyn, NY 11231 Tel: 718-625-3844 SEA HISTORY 90, AUTUMN 1999

Dick Rath- longtime trustee of the National Maritime Hi storical Soc iety and South Street Seaport Museum, editor of Boating and Ya chting magazines, coasting skipper, jazz tromboni st- took over the iron schooner Pioneer in 1970 and got the ship sailing to new hori zons with tro ubl ed city kids in crew.

Mayor Lindsay called the Pi oneer Marine School the most successful yo uth rehabilitation program of his administrati on.

Now on the eve of OpSail 2000, the Rath vi sion continues with broader horizons. City kids, suburban kid s, kids fro m inl and tow ns and seaports are represented in the crews launching the NMHS/OpSail sea education program "Beyond the Spectacle." The lessons they will learn are teamwork, co mmunity and steadfas tness- the traditional values of the sea.

Help us send Dick's kids to sea!

0 I enclose $_ _ as my gift to the NMHS Ri chard L. Rath Memorial Fund .

0 Send info rmation to fri end s & corporations attached.

0 My corporation will match this gift; forms are enclosed.

Name_ _ _ _ __ _ _ __ _ __ __ __ Address _ _ __ __ _ _ __ __ _ _ __ City/S tate/Zip _ _ _ _ _ _ __ _ __ _ __ Telephone#: _ _ _ __ __ __ __ _ _ __ Please make check payable to Rarh M emorial Fund/NMHS, and mail 10 NMHSPO Box 68, Peekski ll, NY 10566. Orea/I 11s ar 800·22 /· NMHS (6647).

7

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H eart of Oak. H ere in this model of B uckler's H ard on England's south coast in 1789 are a ship ofthe line and a heavy friga te a-buildingfrom seasoned oak timbers fro m nearby farms, to meet the growing threatfrom revolutionary France. Ten years earlier similar ships were built here to fight the French-Spanish-D utch attack on Britain, then involved in trying to p ut down the American Revolution. A little downstream from this yard, whose buildings house an excellent museum today, was the building site for one ofthe artificial harbors used in the Anglo-American D -D ay landings of 1944.

THE CAPE HORN ROAD, PART XX

The Voyage Is Toward Freedom How the Sailing Ship Changed Our World and What Tiie Might Learn .from Her Long Voyage

by Peter Stanford

W

en the sailing ship van ished over time's horizo n as the ceani c carrier of human traffi cs, she left a trem endous eritage shaking the air like a dying trumpet blas t. T h e sailing ship left us a heritage that chall enges us today, as heirs of her long, 5, 000-year voyage to bring the wo rld of humankind in to uch with itself and with the ocean planet Earth .

Much of what we learned in the long voyage in fundam entals of attitude and behavior was learned in the actual sailing of the ships-to which we'll return in o ur next and fin al chapter. Bur now, in this chapter near the end of the voyage that is this particular narrative, is a rim e to square things away and see the passage we've been through put into som e kind of order-as a seam an does at the ending of any voyage.

"Toward Freedom " is the ride ofJ awaharlal Nehru's auto biography, in which this grand phi losopher, states man and leader of Indian independence posited freedom not as simply the absence of oppression but someth ing mo re pos itive, something you use to do things in the world. And his pi cture of freedom embraced all humankind and India's role in the comi ty of English-speaking nations to which India com mitted so much.

That progress "toward freedom" was and is the burden of the sailing ship's long vo yage-th e ca rgo of learning, the riches of human interchange that the sailing ship spills o ur on the wharves of our seaports of the m ind, for those who keep their m ental po rtals open to such arrivals and such ideas .

N or everyo ne would agree with this, of course. Indeed , a recent mayor of the City of N ew Yo rk, that legendary center of wo rldwide sailing ship traffics, said he saw no reason to celebrate Operation Sail 1992, whi ch in his view simply honored the ships that had brought his Afri can ancestors to America in chains. But ho nest people may differ, and a few years later the African-

SEA HISTORY 90, AUTUMN 1999

American essayist T homas Sowell anno unced the perhaps surp rising concl usio n that the majo r impact of the Europeans, English an d Americans on the African slave trade had been to end it-in their own terri to ries and aro un d the wo rld . And sti ll more recen tly an Afri can gro up cam e quietly to the U ni ted States to visit New Yo rk's newly rediscovered graveyard of slave fa milies, to apologize to these va nished people for the slave trade that bro ugh t them th ro ugh the ago nies of the M iddle Passage to lives of servitude in America. W hat a deeply responsible and moving thi ng to do! Of co urse they di d not exo nerate the slave traders o r slave owners, but they di d something no ble, I feel, in recognizing the Biblical truth that we are al l fu ll of sin. I suggest that learn ing to confront that truth as these good people did, directly and w ithout fanfare and hullabaloo, is the path to transcending the fearfu l d ivisions which ex ist in the human family today.

T he oth er great realization we need to come to is to recognize that people before our rime, and people to come after, have all the reali ty that we do o urselves. H isto ry is a liberating force- but only if we res pect its continuities and hard-wo n experi ence.

We have the choice to igno re history, but it is very certain that history will not ignore us. For it is a living force, with pas t, present and future in it, and it affects the lives of natio ns and individuals.

We are all caugh t up in the web of its concerns and its o utcomeswhich we also can affect.

T he Great Achievement Ir took a lo ng time, but there is no question but that the sailing ship, in her five- tho usan d-years' sailin g, particularly in the latter half of the millennium now ending, transformed the condition of mankind and its understanding of itself, bringing the peoples of the Earth in to awareness of each other.

9

In Defense of Freedom. With an easy lift and roll, HMS Victo ry trundles herselfand her 100 guns south from England along the Portuguese coast toward Trafalgar and destiny. She brings not just wood and metal to this history-shap ing battle of1805, however, but also H oratio Nelson and some 850 ships people, fu lly conscious oftheir role and their duty of the magnanimity N elson called for toward their much larger foe-whom they confidently expect to beat. N ever was a ship better named! She sails with a sense of mission well caught by the artist Charles Vickery.

Th e ques t for the unity of mankind is an ancient on e, on e whi ch we are sti ll pursuing, sometim es by ve ry doubtful means, and with ends in view whi ch are so metim es even more ques ti o nable. For good or for ill , this bringin g together of all peopl es was pursued by peopl e in ill-found littl e ships seemin gly quite inadequate to confront the sea, using crude instruments and often mistaken inform ation to make their difficult voyage. But as we have by now seen in this narrati ve, there is much to admire and to lea rn from in th e sai ling of these determined people in their scrawn y vessels. And o n occas ion th ere are thin gs to rejoice in , in th e indomitable spirit, th e ru gged endurance and th e hi gh endeavor of these seafarers before o ur time, and in th e truths of th eir lives, rend ered clearer by th e passage of tim e.

As result of th eir sailing, the seapo rts of these peopl es that mas tered th e sea hi ghways fl ourished, no t just in the bread-andbutter matters that underli e all human existence, but in th e deeply hum an and entrancing frescoes of the Minoan cities we have ex plored together, the soarin g artistic expression of the Italian seaport cities in the time of th e Renaissance-a breakout no urished and inspired by seaborn e trade and intercourse, if there ever was o ne-and the sense of human e values, individual ri ghts, and governm ent in th e service of the publi c will which have been uniqu ely advanced and defended by seafarin g peoples in the pas t few hundred yea rs particularly.

T hat story is one I would like to return to in some perhaps surprising parti culars-surprising o nl y because of the new perspectives opened by a story viewed in millennia and centuries.

Let's begin with the problems, indeed the crimes and brutali ty that marked the lo ng voyage, which certainly did not turn out well fo r all th e peoples involved at every stage.

Agat harchides, somewhat before 100 BC, noted that the primi tive peoples of the Red Sea had no t benefited as much as might appear from the glorious surge of co mmerce, city-building and military security that had foll owed upo n the conquest of Egypt by Alexa nder the Great in the 300s BC. Alexander's successors, the four ge nerations of rulers called Ptolemy, had reopened the ancient canal that connected Egypt's Rive r N ile to the Red Sea, thus all owing waterborne transit, adequate for the ships of the time, from the Mediterranean to the Red Sea and the vast reaches of the Indian Ocean leading to India and ultimately C hina. What a boon for trade, and for humanity!

10

But not, Agatharchides noted in hi s famous guidebook, On the Erythraean Sea, for the peop le of the regions now flood ed with wealth , ad van ced technology, and mi li tary overlordship. Here, for example, are Aga tharchides' words on the Arab N abateans: In ancient times they led a just li fe and were satisfied with th e livelih ood provided by their fl ocks, but later, after the kin gs in Al exandria had made the G ulf navi ga ble for merchants, they attacked th ose who suffered shipwreck. They also bui lt pri va te vessels and plu ndered sailo rs .. .. But later they were caught at sea by quadriremes and properly punished. 1 In other wo rds, the natural evo luti o n of these people, whatever co urse it was to take, was violently interrupted by a more developed society that lured them into predation-and then destroyed th em . As it happens, Agath archides had deep respect for the natural order of things. Ea rli er he co mm ented on a peop le he names the Fisheaters, a people so undeveloped that he believed that they did not have a develo ped language, but communicated mainly by signs, gestures, and wordless yells. Noting a curious symbiotic relationship with ano ther fishin g mammal, he notes that "they do not harass the seals, no r are they harmed by them ,'' co ncluding: "thus, they live in close association with one another in a way that would be difficult to parallel among m en who live with o ther men ."

T he idea that the right way for humankind to live is in harmony with the rest of the animal creation is deep in many less developed cultures, no tably the reviving Indian culmres of North Ameri ca today. Valuable as such con cepts are, howeve r, beware of press ing these notions too far. It's now established that American Indians hunted the American horse to extin ctio n so early that the very breed had been forgotten when the Spanish arri ved with E uropean ho rses-which initially terrified the later generations oflndi ans, who now knew nothing of such animals. And relations of most primiti ve peoples with other peo ples fall fa r short ofAgath arch ides' visio n of the peaceable kingdo m, where the lion lies down with the lamb. But. .. it is a worthy vision!

My use of the word "primitive" to describe less developed people will offend som e readers, and I regret that. I beli eve rational people can see values in different levels of development among peoples, and "primitive" is used witho ut prejudice in discuss io ns of art, and should be so used elsewhere. Indeed, isn' t humankind at its best when it hono rs i[S fo rebears and celebrates cruder and mo re rudimenta1y cultures? Let's learn from the wo rld of art and celebrate th e primitive! W e wo uld not, any of us, I think, want to go back to th e Aztec practice of hum an sacrifice. Bu t one can

SEA HLSTORY 90, AUTUMN 1999

rejoice in the vital powerof Aztec paintings of th eir much-revered jaguar, depi cted as contain ed expressions of pure potency.

And, as narrated earlier in rhis ya rn , footsore tourists stop to smile spontaneously and laugh aloud ar rhe sportive dolphins and giddy octopuses in Minoan wall arr from Akroriki images from a culture of three and a half millennia ago.

T he voyagers, the best of them anyway, saw beauty, value and integri ty in primitive Steel and Fire. The medium changes, the message is the same. With a roar ofher huge 15cultures . Think of Columbus hono rin g an inch guns, HMSWarspire, veteran ofjut!and in World War I and other battles from Norway Arawak chieftain in H aiti, eve n as he to Italy in World War JI, supports British, American and Canadian troops storming ashore plann ed to enslave the chieftain's people. on the beaches ofNormandy to liberate France on 6 June 1944. Two ofher big guns are out But this was no skin-deep bit of sentiment, ofaction from German bombs that hit the old warrior the year before offSalerno. And she now it went to the bone. For when Columbus limps into battle with halfher engine power knocked out. But-stay out ofher waf-she will went that way two years later, to find all rhe go on to help win the crucial battle of Walcheren Island as the year ends, wading in to knock Span ish people h e'd left behind slaugh- out German forces blocking the road to victory over Nazi Germany. tered, including hi s close fri end, hi s mistress's brother, Columbus accepted the cacique's wo rd on the we rarely hear of the fate of the surviving three Fuegians, who were brural Spanish ab uses of rhe natives thar led to rhe m assacre. embarked on this voyage after a year's entertainment and educaPeaceful relations were resum ed without reprisals. We know thi s, tion in England. FirzRoy's idea was to rake them back to Tierra de! incidentally, from several sources, including a Spanish priest who Fuego to help their countrymen learn the blessings of C hristianity and civilization . co ndemned Columbus fo r this leniency!

What is aston ishing abo ut this is, first, the ability of one of the Most telling of all, I find , is the case of the London studi o set wandering aro und the world with the sole purpose of gathering Fuegians, yo ung Jemm y Bur ton, to acquire competency in rhe knowledge of its places and peo ples, in the voyages of Cap tain co mplicated English language and to absorb quite a few of the Coo k. Every one of these mettleso me gentlemen, carry ing their set co ncepts inherent in the language-concepts like the sanctity of opinions and normal prejudi ces with them-but debating things human life and basic hum an rights. And he evidently learned physical and metaphysical as th e room where they met ro ll ed and remorse for deeds rhat crossed those lines. T hese are concepts jumped in foul weather, or gleam ed in quiet dignity when the sun which it takes any civilization thousands of yea rs to evolve on its shon e on the waters and stream ed in through the stern cabin own. It is moving to see Jemm y so swiftly laying hold of these n9w windows, or crackled with excitem ent as they gathered after shore ideas unknown in th e society he left. We get a touching picture of expeditions where they studi ed native languages and folkways, the him polishing his shoes in preparation for the voyage.

The secon d asto nishment has got to be that anyo ne, even rh'e o ne thing all agreed on was the sanctity of perso n of th e native islanders. There was outrage when a sergeant seeking to recover somewhat demented FitzRoy (who com mitted suicide so me yea rs stolen pro perry shot and killed a native South Sea islander who was late r), would think it just or wise to cast th is bright yo ung man seeking to escape w ith his loot. And so it was with every other back into the savage society from which he had emerged-a society where rhe language had no wo rds for the concepts by which example of hurt o r humiliation inflicted on the native peoples.

Toward the end of his earthl y run James Cook, reflecting on Jemmy had learned to live. the long voyages in which native peoples had alm ost uni versally The Fuegians, who wa tch ed Jem my leave o n the Beagle w ith welcomed him asked himself what good the va unted civiliza tion perfect indifference, greeted his return with the sam e apathy. And carried aboard his ships had done for the native peoples rhey' d left o n his own in this society, Jemmy found it necessary to adapt.

Within a short rime he led a raid on a miss ionary ship, killing the enco untered. H e co uld find no happy answer to that question.

One of the starkest confrontations of people ar different levels well-meaning missionaries and looting their goods.

This, to me, is in some ways the saddest of the stories that have of development came abo ut during Charles D a1w in's famo us voyage of disco very in HMS Beagle under Captain Robert FirzRoy. come out of the encounter between peoples at different levels of FitzRoy, an eccentric ph ilanthropist in naval service, had picked up culmral development. T he blindn ess of the arrogant do-gooder four yo ung Indi ans from Tierra de! Fuego on a previous voyage. FitzRoy, the slaughter of kindly missionaries, and above all the These most undeveloped of people lived in unroofed windbreaks, horrible desuuction of the humane person Jemmy was becoming, wore no clothing, and fought constantly with each other as rhey add up to a ho peless horror. hunkered aro und fires in a wretched, barren climate. They killed A cheerin g no te on another level is that, despite the bad rap easily and are theirvictimswirhour remorse. They spoke a language given rhe Royal Navy by a currenr breed of critics, rhe Navy took of fixed signals and gestures and had no recognizable form of myrh, no vengea nce on the Fuegians who ki lled the miss ionaries, even story- telling, ceremony or so ng or even oral history that any when a barely recognizable Jemmy appeared during a larer missionary visit-a crouched, stunted man who, as Richard Lee Marks scholars before or sin ce have ever been able to discover.

Darwin's nearly five-year voyage in HMS Beagle is one we still expresses in his Three Men ofthe Beagle, felt something of remorse.

And then there is rhe inspiring examp le of Darwin in advancing learn about in high school because it led to Darwin 's publishing his epochal Origin ofSpecies a quarter century late r, in 1859. Bur mankind's mission to develop knowledge of its wo rld and its own

SEA HISTORY 90, AUTUMN 1999

11

place in the creation. H is giant achievement is beyo nd cavil and should by now have encouraged new dimensio ns of understandin g of mankind's religious as well as scientific understandings . And agai n, we owe a salute to the Royal Navy, who cheerfull y signed Darwin on fo r this long voyage, though he could add nothing to its chart-making mission-and, perhaps, to the temper of the longevolved, multifario us English culture which produ ced many appli cants bes ides Darwin , wi ll ing to pay their own way.

Ir is a measure of the strength of England at her peak, says Richard Lee Marks, that there we re so many applicants.

A Wide Commons D epended on Victory in Narrow Seas T he strength of England at her peak was a phenomenon that depended on the righ t arm of the natio n, the Royal Navy. I hope our narrative over the past five years in Sea History has conveyed at least my sense of the need for m ight to defend right in a wo rld that provides no automatic safeguards. Providing such safeguards, the English-speaki ng culture of the British Empire advanced thro ughout the wo rld till it embraced one quarter of Earth's population as the midpoint of th is century approached. T his was an empire upheld by naval m ight supporting mai nl y indigenous forces aro und the wo rld. In the 1950s, with no fight ing-except against terrorists in, for exam ple, Kenya and Malaya, or tragically, among people reviving religious and tribal confl icts in India and Africa which the Empi re had suppressed-the Empire had vanished.

T he Em pire, fu ndamentally different from any previo us empire, lives in this narrative, at least, for th ree epochal achievements: First, the wo rl dwide abol ition of slavery, practically unive rsal amo ng human society for the past five thousand years. England was the firs t to break th is nightmare vision of people as chattel.

Seco nd, a fu ndamental and growing respect fo r the securi ty of individual h uma n life, and for peop le's inalienable rights. T his had much to do with the emergence of the yeoman in English life-a perso n who stood on his own feet and wo uld not stand fo r ab use. Drake and Cook, leaders in open ing the ocean world , were of yeoman stock as in deed were Shakespeare and Darwin, leaders in recreating and interpreti ng the wo rl d's huma n and natural heritage for a broad, awaken ing public.

T hird, the concept of the commons, an idea springing from the village co mmons open to all expressed ultimately in the vision of the wo rld's oceans as a great commons. This was the vital concept offreedom of the seas first expressed by Q ueen Eliza beth in 158 1, as we have seen.

And based on these three organically evolved , roo t ideas that all people should be free, that all should be secure in their lives and righ ts, and the ideal of common access to resources, it was natural for the English to come first to achieve government by a body of people in the House of Commons under an evolving, organic Co m mo n Law, rather than rule by a potentate advised by special interest, under an iro nclad law of Divine Righ t.

Plen ty of crimes, some of the most heartless sort, were commi tted by English-speaking people subscribing to these principles, as the Irish across the centuries and the yo ungs ters who labored and died in what the poet Blake called the dark Satanic mills of the Industrial Revolution can attest.

M uch mo re co uld be said, ranging fro m a New England cleric's horrib le comm ent that the Lord had sent disease to wipe out Indians and clear the lan d for His pilgrims, to willingness to bomb primitive people in p uni tive raids in our own tim e. But these are

12

attitudes the English-speakin g polity has rejected or are learning to reject. And the attitude of restraint stands out co ntinuously as a hallmark of the English settl ement.

Peo ple are much given to quoting Voltaire's remark that the E ngli sh executed Admi ral Byng fo r cowardice "in order to encourage the others." Co ntex t is important, however, and it is well to remember that Voltaire was in England because only in England - not in the France of the Enli ghtenment-co uld he say what he wanted to without fear of being put in jail. Further to this point, the English never shot another admi ral, thro ugh the simple device of refusing to bring such charges again, leaving the penalty on the books as a deterrent. By contrast, Napoleon in the land of the Rights of Man, shot one admiral out of hand- the unfo rtunate man had been bluffed into defeat by Lord Cochrane using a handful of fri gates against French ships of the line-and it will ever be suspected that he had Admiral Villeneuve killed for losing Trafalgar to Nelso n, after th e brave and able Villeneuve had been royally entertained in England before being sent h ome to France.

H ow many who kn ow of Voltaire's comment on Byng's execution of these other admirals-o r that Byng' s death so shocked the English sense of justice that similar charges were never brought against an E nglish admiral again? We're not in an admiralcounting co ntest here, but we are and should be concerned with careless use of the death sentence, and how humankind has begun to move beyond that evil.

T he author of the otherwise distinguished book Longitude commits the incredible solecism of having Admiral Cloudisley Shovel! have a man who dared correct his navigation hanged on the spot, then p roceeding blithely on to wreck his fleet. Challenged by an editor of Sea H istory on this point, the author could not produce a sh red of evidence to support this patently false story.

She let us know, however, that the incident could have happened, and because of that, it was a valid good story. W rong on both counts! It could not have happened-fo r ove r 100 years before the wreck ofShovell' s fleet it had been necessary to hold a formal court martial, involving not only the officers of the ship aboard which the crime had been committed , but offi cers from other ships as well, before a determination of guilt could be made or a capital sentence imposed .

And- bad history never makes a "good story." It is terrible to ignore the slow, imperfect achievement ofb asic human rights, and a people that grows up in ignorance of what it rook to gain and defend those rights is sooner or later going to lose those rights through that careless and ultimately dangerous ignorance.

So the breakthroughs of the English-speaking world, increasingly reshaped and built upon by peoples of backgrounds far removed from the rainy, sea-girt kingdom where they first saw light of day, became the pro perty and heritage of a much wider world.

T he importance of these ideas , these developed co nvictions of the English-speaking wo rld, became part of the heritage of Jawaharlal Nehru. Nehru had spent time in English jails with his mentor Mohandas Gandhi, but once Indian independen ce was won- peacefully-he refused to rega rd the English as his oppresso rs. So he wrote his life testament Toward Freedom in English. ,t 1. Agatharchides of C n id us, On the Erythrean Sea, rranslated and edited

by Stanley M Bu rstein (H akluyt Society, London, 1989), page 15 1.

2. Ri chard Lee Marks, Three Men of the Beagle (Alfred A. Knopf, New Yo rk, 199 1). This fin e work offers fres h pers pectives on relatio ns berween Darwin and FirzRoy and insigh t in to Jem my Burton 's ord eal .

SEA HISTORY 90, AUTUMN 1999

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The Prize Game

by Donald A. Petrie

At the NMHS Annual Meeting in June, Donald A. Petrie held NMHS members spellbound with his rapid-fire overview of centuries ofprivateering history and his own decades ofresearch on that subject, recently published by the Naval Institute Press. A summary ofhis presentation follows. t the end of the feudal sys tem, the nations of Europe raised standing armies to guard their borders and combat their enemies. Warfare at sea, however, was more difficult because even the maritime nations lacked regular naval vessels. Instead, they relied on the privately owned ships of their subj ects.

T he Norman kings of England, for example, had no navy at all. It wasn 't until the later Tudors, H enry VIII and Elizabeth, that the British began to build a Royal Navy. In the attack of the Spanish Armada ofl 588, a substanrial majoriry of the Spanish and E nglish fleets were privately owned.

A private vessel engaged in attacki ng, sinking or capturing enemy vessels in time of war could do so only with a written lice nse of the monarch, called a "Letter of Marque and Reprisal. " A vessel thus licensed was called a privateer. It is impor-

A

unsatisfactory and led to endless international disputes.

By the last century of fighting sail, roughly from the Seven Years' Warofl 756 ro the Am erican Civil War of 1861 , a far more formal and regular prize sysrem had evolved, which was followed by all the m aritime powers of the world wirh an astonishing degree of uniformi ry. The prize law of nations, as it was called, expected each maritime nation to maintain in its major ports prize courts to which capto rs of that nation might bring their prizes for adjudication immediarely afrer capture. The captor could arresr and remove rhe surrendering crew, but he was forbidden from "breaking bulk," (i. e., he could not enter the ship's storage holds or disrurb the cargo without a court order). If he did so, he risked losing his prize.

At the prize co urt, the judge examined all of the ship's pape rs as well as written statements, called "standing interrogatories," dictated and sworn to by crew members of both ships. If, from these papers, the judge found the prize to belong to his own nation , an ally or a neutral, and found h er to be engaged in innocent commerce, she was immediately released to her captain (Continued on page 16)

rant to distinguish between a privateer and a pirate. A pirate is at war with the entire world. His hand is set against eve1y other man and woma n on earth , and every nation o n earth is at war with him . T hus, the law of nations, as internatio nal law was former ly call ed , permitted every nation to seize a pirate and summarily hang him.

A privateer, on th e other hand, was legally authorized by his government to attack the vessels of that government's enemies. Traditionally, anything whi ch is seized from the enemy in time of war belongs to the whole nation. However, beginnin g in the 1400s, the monarchs of Europe began to permit their fl eets, both naval and privateers, to share in the finan cial rewards that cam e from capturing enemy vessels .

T his they did to provide an incentive that would stimulate the ardor and vigor of their officers and seamen . Ships thus seized were called "prizes" from the French word "prise," m eaning "gras p" or "hold. " At first the prize game was all smash and grab. If a captor was able to keep possession of an enemy ship for twenry-four ho urs, it was sa id to be infra praesidia, meaning within hi s co ntrol and, thus, his properry for ever after. T his system, lacki ng ceremo ny and documents, was crude and

J.11."tIES JIJJJl)IS ON, PresUltnt of the United States

A letter of marque and reprisal issued by President James Madison in 1812for the American privateer brig Rattle Snake. (Public Records Office, London)

of .11.merica,

TO ALL WHO SHA LL SEE THESE PRESENTS, GREETING:

BE IT KNOWN, That in pu1·su:rnce of an Act of Congress, passed on .the '{'jfrf.o,,1!f d ay rj?Ai . . , . _

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eight hun~r_e4l!Jld tw,elyc, 1 have co mmi ssioned, and by these presents do commi ssion, th t: private armed ca:Je<l the ~fo-H:1 :!h1.11M ~fth e bul'lhcn of 11r• J.,,, ;.1,,,1, "";.,;'·l.,~, 411tl tons, or thereabouts, own!d

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GI.VEN node ~ my hand and the seal of tJJC Upitcd States of America, at the City of .W ashmgton, the ' 'l tN 1"'"' day 9f · '.if/6,,,,,fy.J in the year of our turd, one lho~~nd eight hundred and ! fi1U11.n1 and of tb e In clependence of the said stales theJl;11/,.-, .<

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SEA HISTORY 90, AUTUMN 1999

The Tale of Luke Ryan:

On letters ofmarque and reprisal and the distinction between piracy and privateering.

0

n the even ing of 16 April her stern chaser, but the Belle Poule was simply too fas t for rhe privateer.

178 1, off Sc. Abbs Head By five in the morning, Belle Poule just south of the Firth of Forth, rhe French privateer Calonne, was close enough to fire a broadside. commanded by Luke Ryan, captured Rya n responded by h auling his win d with rhe intent ro rake his rhe merchant brig Nancy of Aberdeen. T he Calonne was a ship of fo ur enemy. Patron turned parall el to rhe Calonne, and, for an hour, the hund red tons, with thirty-two guns and a crew of238 men , a privateer of two frigates exchanged broadsides unusual size and fo rce. France was with remarkably lirde damage. The allied with the U nited Stares in rhe delay enabled rhe slower-sai ling American Waroflndependence, and Berwick to approach, and with her arrival , Luke Ryan had no alternarhe Nancy appeared to be a valid prize. Captain Ryan preferred to rantive bur to strike his French flag and surrender to the Belle Poule. som rhe brig rather rhan incur the On d1e fo llowing day, when the risks and inconvenience of sending Belle Poule arrived at Leith road, her in to a French port, bur ir took Capta in Parron transferred his pristhree hours of haggling with Nancy's oners to Edinburgh Castle and imcommander, John Ramsay, before mediately fo rwarded a two-sentence the good Scots captain would agree dispatch to Philip Stephens, secreto bind his owners for payment of tary of rhe Admiralty, advising him the three hundred guineas Ryan deof rhe capture of rhe Calonne and manded. Afrer midnight, ransom paLuke Ryan. The reply arrived by pers were signed and the Nancy was express at midnight of26April. T he released, while Captain Ramsay reLords Comm issioners of the Admimained on board rhe Calonne as a "ransomer," or hostage, to ensure ralty were pleased and directed rhar Captain Parron should rake parpayment of the ransom notes. ticular care rhar Luke Ryan nor esT he transaction was barely completed when a c1y from the masthead Luke Ryan at the time ofhis trial, by an unknown artist, cape, "there being reason to believe rhar he is a subj ect of His Majesty. " of the Calonne reported rharrhe lights published in Hibernian magazine, 1782.

Patton replied rhe following m ornof two vessels were to be seen at the entrance to the Firth of Forth. Ramsay remarked to Ryan that a ing rhar he had communicated their Lordships' instructions to few hours earli er he had passed a pair of whaleships on their way the Governor of Edinburgh Cas tle, who had take n action "by to th e Arctic for a summer's fishing. Ryan gave commands and which all possibility of escape will be prevented."

Who was Luke Ryan rhat he should distract rhe atte nti on of the Calonne set off in pursuic. Luke Ryan had just made the rhe Lords of the Sea from their normal concerns wirh mighty bigges t misrake of his life.

As the vessels began to close, the nearer of the two ships fleets and the fate of nations?

[When rhe case came to trial, the expected charge of high appeared to Ryan to be a fa r north co untry merchantman. In fresh and squally wes terly winds, the Calonne came in fast under treason was transformed at the eleventh hour to one of piracy, the stranger's quarter. In rap id success ion, Ryan released a with a verdict rha r wo uld depend on Ryan 's place of birth-an broadside, called out to his quarry to heave to, and put overboard Irish pirate or a French privateer. Despite a lack of evidence to prove Ryan 's Iri sh birth, he was indicted by a grand jury for a boat with a boarding parry of thirteen men .

T he strange r's reply came back through rhe darkness: rhe piracy, nor under rhe usual rules of piracy, bur through a statute unmistakable drum roll of a British man-of-war calling her crew adopted in 1688 to prevent E nglishmen from committing to battle quarters. Ryan instantly put over his helm and fled, depredations against English ships. Thar wo uld have appeared to settle matters, bur a change in the British government led to abandoning his boarding parry.

T he Calonne's quany proved to be the seventy-four-gun ship- Ryan 's eventual release and five years of freedom until his death of-rhe-line Berwick, canying Captain Keith Stewart to Leith to of narural causes in 1789.J ass ume command of rhe North Sea Squadron of rhe Royal Navy.

Farther up the firth, her escort, the thirty-six-gun frigate Belle This tale is excerpted from Donald Petrie's T he Prize Game, Poule, Cape. Philip Patton, saw the encounter and set off in published by Naval Institute Press. For a review and publication pursuic. As Belle Poule passed rhe flagship, Calonne began firing information, please see page 44.

SEA HISTORY 90, AUTUMN 1999

15

In the War of 1812, American vessels captured 2,500 British merchant ships; 165 were taken by the navy and more than 2,000 were seized by 500 American privateers. and crew and continued her voyage.

If, on the other hand, she proved to be an enemy or a neutral engaged in carrying troops or contraband for the enemy, she was condemned as "good prize" and both ship and cargo were promptly auctioned off to a buyer who obtained a good title and owned her thereafter. Except where the vessel and cargo were clearly enemy property, the proceeds of the sale were held by the court fo r a year and a day to enable neutral shippers time to protest, and the funds were then paid out in acco rdance with the legislature's rules then in force . If the captor was a naval vessel, the proceeds were frequently divided between the nation and the crew; if a privateer, the entire proceeds were paid to the owners and crew of the privateer to be divided in accordance with their private agreements.

Privateers generally lacked either the vain glory or blood lust of so many naval officers of two centuries ago. Generally, they were in the game for the money and the high adventure of the chase.

Warfare under sail consisted primarily of merchant ships being captured by privateers. T he classic naval historians don't tell

it that way but that's the way it is. And we, as modern maritime scholars, are obligated to acknowledge that truth.

Let us look at our own War of 1812, a neat little war that we all know well. It las ted about 1,000 days from June 18 12 to February 181 5. What are we told over and over again about that war at sea? That our frigate USS Constitution captured the British frigates Guerriere and Java and that our frigate United States tookMacedonian. And, oh yes, our Chesapeake was captured by their Shannon.

Let's take a different look at the War of 18 12. From beginning to end, we never had more than 22 warships to go to sea.

They cap tured, in total, 15 British warships. But during those thousand days, American vessels captured 2,500 British merchant ships. Of these, 165 were taken by the navy and more than 2, 000 were seized by 500 American privateers.

Why is this picture so different from that presented by the great 19th-century naval historians James Fenimore Cooper, Alfred T hayer Mahan and T heodore Roosevelt? Perhaps it is well to note that Cooper and Mahan were both naval officers, and

Roosevelt, like his cousin, served as Assistant Secretary of the Navy.

W hy have not later scholars, less closely affili ated with the navy and perhaps less biased in its favor, never painted a clearer picture? I have a theory about this. I believe that modern maritime scholars, and writers of naval fiction as well, suffer from a disease which I have named Lexiphobia.

Lexiphobia is a fear of the law and an aversion to admitting that one doesn't understand it. The archives of all the great maritime nations are fill ed with court records of prize cases. And what records!

There are to be found the sworn statements of the men who stood, or knel t, or fell upon the decks of the thousands of ships capturing or captured during the last hundred years of warfare under sail. These records are, for the most part, carefully preserved in court files and readily accessible. All that is needed to find and understand these documents is a brief layman's introduction to the practice of maritime prize. !.

Mr. Petrie has been a merchant seaman, soldier, lawyer, businessman, banker, politician, publisher and small boat sailor.

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SEA HISTORY 90, AUTUMN 1999

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THE TALL SHIPS OF OPERATION SAIL 2000

Musings on the School Ship Danmark

by Suzanne McMurray Ko

T

here is a certain mystique surrounding the training ship Danmark.

Wherever she goes, she draws people to her. Nowhere is this phenomenon more apparent than in the United States. In whatever port the Danmark calls, the ship's story precedes her.

The Danish ship was stranded on this sideoftheAtlanticin World War II, unable to return to her occupied homeland in April 1940, where she would have become a prize of Nazi Germany. Instead, her captain and crew made the decision to stay here, and, when the US entered the war in December 1941, they offered the vessel to the US government. She then spent nearly four years training Americans at the Coast Guard Academy in New London, Connecticut.

She flew the Stars and Stripes, and thus for a time she was part of the US. So today, we welcome her as we would a relative from a distant shore. And because of those years with us, whenever we have an Operation Sail event, Danmark sails next in line behind our Coast Guard training bark Eagle.

It's a wonderful story, romantic and heartwarming, but it's more than just the story of a ship; it's the story of the men who served in her during those turbulent yearsthe young captain and his officers, married men with wives and children back in Denmark, who struggled to make decisions that would determine the fate of their ship and the 80 teenage boys entrusted to their care.

Initially, the officers attempted to maintain a schooling program aboard in Jacksonville, Florida, bur it was oppressively hot and there was no spirit among the boys for learning again what they had already

been taught. As the months dragged on, one by one the cadets were allowed to sign on merchant ships or join the Allied effort.

Meanwhile, Capt. Knud Hansen traveled to Washington DC to see if he could find a solution for the ship and its crew.

With American en tty into the war, the possibiliry of serving the Allied effort became real. One day the Coast Guard came aboard to have a look. As a result, the ship sailed to New London, with special permission from the Allied command in Bermuda to fly the Danish colors-without that permission, Danmark would have been a ship under an enemy's flag. When the ship arrived with its remaining officers and a handful of boys, the Academy wasn't sure what to do with it. There was talk of mounting machine guns and sending it to Greenland, butitwouldhave been torpedoed the minute it lefr Long Island Sound-better to use the ship for its original purpose.

Ship and crew embarked then on nonstop training cruises in Long Island Sound, with one group after another, in all kinds of weather, until everyone was worn to the bone-but there was a war on. The chief officer recalled how nice it was when he had a few days off-the only problem was that when the ship sailed, his cabin sailed with it. After the war, this same chief officer, Capt. Gordon McGowan, assisted the Coast Guard Academy in acquiring, restoring and sailing to the US the German war prize Horst Wessel, which would become Eagle (see Sea History 86, pp. 45-7 for an excerpt by McGowan on Eagle).

When Danmark finally did return home in November 1945, for her men much had

changed in six years. Families had moved, children had grown, relatives had died. As happy as the m en were to return to their loved ones, they realized they had also put down roots in America. Many remained here, marrying American girls and raising families, while others returned home, hoping to find ways to bring their Danish families back to the US. After the return to Denmark, Danmark set out on another training cruise almost immediately, visiting the east and west coasts ofAmerica to say"thankyou" to the American public for its kindness to the ship.

The vessel continues its educational mission today. There have, of course, been renovations made over the years, but Danmark remains basically the same. The training program has undergone more dramatic changes in order to keep pace with the demands of modern technology. But the objective to prepare cadets to serve with knowledge and skill in Denmark's merchant fleet is the same.

She will always be that beautiful training ship with the young men and boys who joined us in fighting the oppressor. It is a romantic tale, but it is also one ofhardship, determination and bravery on the part of both Danes and Americans associated with the ship. And that's the aura that surrounds people when they visit Danmark. ,t

Mrs. Ko translatedThe Training Ship Danmark: Under the Dannebrog and the Stars and Stripes, as told by Knud Andersen according to the account of Captain Knud Hansen, and Langevad, Story of a Danish Seaman, into English.

The Danmark served out World War II at the US Coast Guard Academy in New London, Connecticut, training American cadets.

(Photos: US Coast Guard Academy Museum)

18

SEA HISTORY 90, AUTUMN 1999

A Word from the Captain

by Captain 0 . P. Nielsen

T

he rhree-mas red sreel ship Danmark was builr ar Nakskov Shipyard in D enmark in 1933 as a rraining ship fo r caders for rhe merchanr marin e. Wirh rhe exceprion of service in Am erica in W orld W ar II, chis has been rhe purpose of rhe ship for 66 yea rs.

A ro ral of 97 people are on board rhe Danmark fo r every cruise-8 0 caders, rhe caprain, and a crew of 16.

As a sa il ing ship, rhe Danmark is expecred ro sail powered by the wind , bur rhe ship also has a sched ul e ro keep. If rhe wind is erraric, we rel uctantly start the main engine, wirh 357 kw outpur. As our caders soon learn, the D anmark can be rigged wirh 15 square sails and ren sraysails. Finally, rhe mizzen masc is rigged wirh a spanker. T he sails are maneuvered by 236 ropes, rhe names and use of which rhe yo ung crew must learn by heart, quickly!

The 80 caders, currently 16 girls and 64 boys berween rhe ages of 17 and 2 1, are di vided inro rwo warches, srarboard and porr. On ce rhe Danmark is ar sea, borh watches have 2x6 hours of watch/school in a 24-hour period. For the five months on board , a cadet's priva re life is limited ro a ham mock, a small chest and an equally small locker for personal belongings.

A grear number of pracrical and rheoreti cal maririme subjecrs are raughr on board and the basic course is ro unded off by a rwoweek wo rkshop course, after which rhe caders may cominue their rrai ning by signing on either as ordinary seamen on a mercham sh ip or as officer caders wirh a shipping company and lacer studies ar a namical school or school of marine engineering.

Bur !er us turn ro the pas r fo r a whil e. T he second world wa r was a proud period in rhe hi sro ry of rhe Danmark. Mosr of rhe boys on board the ship when she srayed in the Am erican porr o f Jacksonville, Florida, went inro Allied serv ice. Seven of rhem cap rained rheir own ships before rh ey we re 2 1. Fourreen fell in wa r service ar sea.

Afrer Pearl H arbor, rhe Danmark was made available ro the American governmenr by the Danish Ambassador ro rhe U nired States for use as a rraining ship for rhe US Coas r Guard ar New London, Co nnecricur. All ro ld , 5, 000 American caders we re trained on rhe ship under Caprain Kn ud H ansen and his offi cers during W orld W ar II. On board, th is period is co mmemorared by a bronze place bearing rhe rexr: Presented to D anish training ship D anmark in app reciation of Service rendered in training officer candidates for the United States Coast Guard Academy January 1942 to September 1945

SEA HISTORY 90, AUTUMN 1999

The handsome D anmark steps out smartly in the Atlantic winds shes sailed for 66 years. (Photo: Thad Koza) T his period is also rhe reason fo r rhe "special ries'' which srill exisr berween rh e Danmark and rhe U nired Scares, and especially berween the Danmark and the US Coast G uard, and which have been fairhfully culrivated by Caprain W ilh elm Hansen, Commanding officer 1964- 1986, now living in reriremenr.

In 1999, the Danmark will again cross the Atlantic fo r Operarion Sail 2000 on America's Easr Coas r. Whar a rrear fo r J:. the youn g caders!

Capt. Nielsen is Commanding Officer, 1987-90, 1994-Present, and wrote this p iece aboard the D anmark this summer.

DANMARK INFORMATION

THAD KOZA

O wner: T he Danish MaritimeAuthori ty Port of Registry: Copenhagen Type: 3- mas ted, full rigger C all Sign: O XDK Gross/Nee T onnage: 737/22 1 rons Sparred Lengrh: 77 meters Breadth : 10 merers Draft : 5.2 meters H eight of mainmas r over wa rer: 39.6 mere rs Lengrh of mainya rd: 20. l merers Total sail area: 26 sails of 1,636 square mere rs M ax. speed under sail : 12 kn ors

19

Some ofthe crew who overhauled the rig: standing (Left to right): Patrick Brandon, Jennifer Huggins, Samantha Ficksman, Patrick Curry, Mike WaLI; back row: Steve Hyman, Gary Hoganson, Richard Goings; kneeling: Christopher ]annini.

(Photo: Wes Heerson)

''A Roving Band of Samantha Ficksman turns in one ofnearly 100 new wire splices. (Photo: Steven A. Hyman)

by Steven A. Hyman xcept for the clothing styles, ir was a scene that could have occurred 112 years ago. On 12 June 1998, the Balclutha returned from drydock to her berth at the San Francisco Maritime National Historical Park's Hyde Srreet pier after nine months in a shipyard across the bay. She carried all fifreen of her yards for the first time in nine years and looked every inch the proud ship that had been launched Clydeside by Charles Connell & Co. of Glasgow on 9 December 1886. Everything was glistening and her rig was all squared away. Balclutha's story is one of stormy seas-she rounded Cape Horn 17 timesand picking her way through uncharted waters and dangerous rocks-she went aground in 1904 in Alaska. She has "rested the bottom" and seen her share of neglect and bad management, yet she has persevered by rhe grace of God and some of the men in her life.

Joseph Conrad once wrote, "Ships are all right. Ir is the men in rhem! " Thar, in the best sense, still holds true today. For Balclutha, my mentor Karl Kortum will always be one of rhe most important of her men. Kortum, the man who spent most of his adult life "sprinkling the globe with

E

20

maritime museums," also dreamed of roving bands of riggers and shipwrights who would maintain rhe ships and sustain the rapidly disappearing skills rhar had builr and sailed them. Ir was Korrum's vision that inspired me to follow a career in historic maritime preservation 23 years ago.

At rhar rime there were srill "old salts" around who had firsthand experience of making mercantile passages under sailKortum, Harry Dring, Capt. Fred Klebingat, Henry Bremmer. They knew how things should be done on rhe old ships and rhey guided us youngsters ar our work.

Although a number of good and talented people arrived on rhe historic ship scene in those days, most didn't stay for lack of opportunity. Now, 20 years later, all that has changed. Nor only is the historic and traditional ship business thriving, but rhe number of restored and replica vessels actually our there sailing has blossomed into a real industry. No longer hopeless romantics "chasing ghosts, " young people have been discovering career opportunities building, maintaining and going to sea on traditionally built and rigged vessels. When ir came rime to again restore Balclutha's rigging, assembling a competent crew was rhe easiest part of my job.

The individuals I hired provided me

Refit:s with affirmation of my work in historic maritime preservation-people like Wes Heerson who proved to be rhe quimessenrial sailing ship's mare: calm, competent, and dedicated.Wesley started out in Galveston, Texas, as a 15-year-old volunteer on board the Elissa. I had been in charge of restoring her rig several years before. In the 13 years since, he has gone on to work and sail on a number of traditional vessels and acquire his Master's License. He sailed as Chief Mare aboard the Pride ofBaltimore II on her recent Asian voyage and is overhauling her rig rhis winter. It was a proud momem for me to see how Wes' s burgeoning career was coming along.

Our task was to complete the overhaul of Balclutha by removing, repairing and rigging up rhe ship's foremast. After 112 years rhe foremast had never been out of the ship, according to available records.

The topmast had been replaced in situ in 1961 and that mast was once again in need of major repairs. I had sent rhe upper yards and rhe fore r'gallant mast down late in 1989 because of serious concern over the imegri ty of rhe lower mast. In 1990 the topmast rigging eyes (Balclutha has single, steel pole fore and main topmasts) were lifted and new hardwood bolsters installed aloft by shipwright Karl Brandes and the

SEA HISTORY 90, AUTUMN 1999

Chris jannini andJen Huggins set up a throat seizing in the loft. (Photo: Tim Campbell)

Micah Faust finishes service on an eye splice. (Photo: Tim Campbell)

Riggers & Ship~rights'' the Balclutha and Moves on Maritime Park's rigging crew. In 1991 a new t'gallant mast was raised but only stopgap repairs had been done to the steel lower mast. During the ensuing years the museum was in political turmoil, with key leadership positions in a state offlux. All of the ships in the fleet reflected this, and the Balclutha's foremast job languished.

Meanwhile we completely overhauled Balclutha's main and mizzen masts with a very small but dedicated crew using only the ship's gear and a minimal budget. Rigger Angus McCamy, with whom I had sailed aboard the brigantine Romance in 1983, came out from New York and lent an enthusiastic hand.Temporary help such as Angus and Karl Brandes provided a boost in enthusiasm for the Park's permanent staff. Hiring temporary help allowed the Park staff to share their knowledge and their nor inconsiderable skills with competent "outsiders" who ofren taught us at least as much as we taught them. As the old saying goes, "Different ships, different long splices, " and my goal for this museum has always !been to develop the staff into a reposito>ry of traditional skills. The ships in our collection at San Francisco provide the perfect ]proving grounds, and the use of remporauy staff provides a medium for skills ex<change.

SEA HIISTORY 90, AUTUMN 1999

In 1996 I put together a program for the necessary repairs to rhe ship's foremast. My original idea was to send down the tophamper and pull the lower mast at Hyde Street Pier in San Francisco and reinstall it at the shipyard and then re-rig her in full public view at Hyde Street Pier.

The public loves that sort of thing, and I felt that it was an important part of the museum's mission. As it happened, the lower mast was removed at the shipyard, and, for her triumphant return to Hyde Street, irwas imperative that all her rigging be in place. These two developments placed severe time pressure upon us to overhaul all of the lower rigging and get the mast back in and rigged up on time.

The final days at the shipyard were an incredible scene during the waning wet days of El Nino with shipwrights, caulkers, riveters, painters, lead abatement workers, and riggers all competing for the same physical space aboard the ship. How many trades could we get to dance together on the head of a pin? And dance we did!

To get a jump on the work I hired traditional sailors Pamela Coughlin from the brig Niagara and Sue Schmidt from the fishing schooner Lettie G. Howard to supplement the Park staff in the winter of 1996-7. We struck the r'gallant mast and

all of the removable wire and began work in the rigging lofr that we set up in the old Haslett Warehouse. Sue Schmidt rook over as the Volunteer Coordinator for the National Maritime Museum Association and was an invaluable ally providing many enthusiastic skilled and unskilled volunteers.

Sailmaker and rigger Jim Brink from Michigan (another Romance marinero) came aboard in July. In the fall of 1997 I hired additional staff: Richard "Likeke" Goings from Californian; Micah Faust, Ian Shipley and Jessie Briggs from Tole Mour; Andy "Hollywood" Schneider from the prairie schooners of Oklahoma via rhe local fishing fleer; and Patrick Curry from Niagara. Jen Huggins and Samantha Ficksman from Pride ofBaltimore //joined us after the ship went to drydock, as did Wes Heerson.

The laborious process of documentation and removal of the rigging began.

This gang had come from all points of the compass, competent traditional sailors all, with a variety of skills already at their disposal. They left this project each capable of raking on such a project independendy, their skills equal to anyone I have had the pleasure of working with. They have gone on to projects such as the Glen Lee restoration in G lasgow; sailing the Niagara out of Erie, Pennsylvania, Pride of Baltimore II 21

Patrick Curry (left) and Richard "Likeke" Goings set up to turn in the fo re topmast stay seizings, some ofover 200 done on the foremast. (Photo: Chris Jannini) Christopher "Tar Brush "J annini serves with one of the fine traditional tools he made.

(Photo: Sue Schmidt)

From left to right: Jen H uggins turns in a wire seizing. Chris Jannini passes wire fo r Jen H uggins. Gary H oganson marls down parceling on an eye splice. (Photos: Tim Campbell) Opposite page: The Balclutha returns to her pier, 12 Ju ne 1998. (Photo: Steve Danfo rs)

Rigger's pie: The 17.5-tonforemast is ready to be stepped with 3 0 of the heaviest wires in place. (Photo: Chris Jannini) out of Baltim ore, M aryland, and Adventuress out of Sea ttle, Washingto n; m any of them are together again to re-rig the Pride ofBaltimore II. No one knows how long it had been since the Balclutha's lower sh ro ud bottle screws had been loosened, and the gang tackled the di fficult task of freeing them up with to rches, hammers and m assive chain

22

wrenches (th at may have been old when Ba!clutha was launched). The fittin gs were sand blas ted and coated, and the mas ts and yards were repaired. W e hauled all the wire back to San Francisco, and stripped it of service and underparceling for inspection .

If it was deem ed usable we carefully w ire brushed it to remove the coatings and any surface rust. T he wires were then tho roughly coated with tannic acid (a rust co nverter) followed by wire preservatives . Each w ire was carefull y wo rmed, then parceled with canvas, tarred , then served over with m arline ordered fr om England, and tarred twice more. T he wires deemed unsuitable for reuse were carefully measured and all hardware was rem oved for salvage. New wire was lofted out, spliced up, then wormed,

parceled and served (sometimes double served). All the rigging eyes were leathered, and wherever possible seizings were turned in while in the rigging loft. After the tar had a chance to set, over-parceling was put on to keep dirt and sandblas t grit out of the tar and to keep the tar off the freshly painted spars as much as possible.

As w ith most projects of this nature (es pecially during o ne of the wettest winters o n reco rd), most of the prerequisites to re-stepping the m as t were delayed. The m as t stepping had initially been scheduled fo r D ecember but was put off until mid April, and even then the new main weather deck was not completely laid dow n. The o nly date that did not change was 12 June, the date of her scheduled re turn with all

SEA HISTORY 90, AUTUMN 1999

The Art of the Sea Year 2000 Calendar

yards in place! Bue ic was noching char some 12-hour-day, seven-day weeks could nor fix. On 10 June 1998 we crossed che royal yard for che first time in nine years, and I have to admit that I can' t remember ever having more fun with a greater gang of fo lks in my life. Tradition calls for che placement of coins under a mast wh en it is stepped. As che foremast hovered above the ship we placed an 1886 silve r dollar and a Susan B. Anthony silver dollar on the masc step to commemorate her launch dace and the women who work in her crew.

The preservation of these historic ships, their associated skills, and their traditions provide an important link between pas t and future generations. While tradicions should be changed conservatively, they are in a constant, if almost imperceptible state offlux; tradition is simply what has prove n to be effective over a long period of rime.

The involvement of women in the nontraditional role of working on historic ships is in keeping with the best of these traditions.

The joy of getting to know these yo un g people, exchanging skills with them, and seeing them head back out into the wo rld to apply and to pass on their tradicional skills to others is one of the most satisfying accomplishments of my career.

Karl Kortum's dream is in good hands, wherever they sail. 1.

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MARINE ART

'M)riteJj Pai~ S eiifarer: Tile Captain ]ofm ]. Bertonccini CoCCection

by Dave Hull

T

the sea called to him as a child. H e was a painter, the son of an Italian father-an artist-and a Swedish mother-and it was "the sights . .. " that embodied for him the essence of an experience, as in the blackbirding experience. And, of course, h e was a seafarer from the age of twelve; he sailed out of San Francisco as a whaleman and eventually as a shipmaster (including a 1925 passage in the San Francisco Maritime National Historical Park's historic ship Balclutha, then named Star ofAlaska).

The Captain John J. Bertonccini Collection is a remarkably rich gathering of his work that illustrates lavishly those three elements: writer, painter, seafarer.

Most notable among his writings that have so far come to light are the two manuscript autobiographies included in the Collection. His writing is graphic, detailed, and understated in the style common to seafaring men ; even with three adjectives, this example is an unadorned account of a dramatic incident: I was leaning over the bow of my boat, clearing a line, when Bertonccini depicts a classic New Bedford East Coast whaler, very similar to the Charles W. Morgan I heard a frenzied shout beof184 1, preserved today at Mystic Seaport in Connecticut. As Atlantic whaling died out, these ships hind me. Looking around, I found new homes in San Francisco. saw a sight I'll never forget.

Outofthewater, berweenour boats shot up a whale's lower jaw, with the whale's head on the other side of Spencer's boat so that the boat was fair in the whale's mouth . Next second came the sickening crunch as the frail boat was crushed. All had jumped clear except Mr. Spencer whose head and one arm was protruding outside the whale's jaw.

The newspapers loved the return of Bertonccini to port; there was always good copy in the fount of adventures that his life was.

The Bulletin from johnny Cake Hill, journal of the Whaling Museum ofNew Bedford, reviewing a painting by "Johnny the Painter" in its Spring 197 4 issue, concludes: "Left unsaid in this bare chronicle of voyages are the untold adventures of a veteran Arctic hand. A proper biography of he North called to me when I was a ing-there was adventure, I said to myself, child, my nose in a book picking out and so I headed for San Francisco, of all the stories of the Norsemen. I was ports in the wo rld the port of adventurers."

In that phrase of hope and exploration, twelve years old when I first shipped out of Stockholm as deckboy in the brigantine John Bertonccini nails the mystique of this Henry, lookingfor adventure. I expect to go great city whose reputation is enrwined with the adventure of gold. The mystique on looking so long as I live.

So begins Captain John J . Bertonccini began in the months-long voyages around in the first of a series of seven articles he Cape Horn during the Gold Rush as seawrote for the Seattle Star in December of weaty passengers kept their hopes alive with 1920. H e knocked about the seas of the dreams of gold, waiting patiently for the world until he qualified as able-bodied sea- day when they would step ashore in San man; then the South Seas called and he Francisco, where their dreams wo uld begin "drifted down into the dream y, treacherous to come true. And, as John Bertonccini waters of Polynesia," where he served in the demonstrates for us, 50 years after the Gold "blackbirding" trade, that latter-day slave Rush, a large part of the city's mys tique trade perpetrated upon the natives of the continued to grow around its early mariFijis and the Solomons under the guise of time roots. The mystique remains today, "contract labor." though its roots are but dimly understood.

He did not stay long in that trade for, as h e wrote: "The sights and smells of Johnny the Painter blackbirding were not according to my Three elements defin e him as, perhaps, the tastes, I suppose. I wanted to get into th e quintessential seafaring man of San Franreal North; I wanted to breathe a wind cisco at the turn of the rwentieth century. charged with the scent of sea-ice. Whal- H e was a writer, "his nose in a book," when

24

SEA HISTORY 90, AUTUMN 1999

ti[

The loneliness and grandeur of the Arctic winter of near-perpetual darkness is offset by the humanity ofwhaling barks, brigantines and a barkentine, small against the surrounding snow, and the still smaller figures ofthe men playing on a field that stretches to the horizon.

'

Johnny rhe Painrer would make good reading. " Ar long lasr, rhe Collecrion provides rhe possibiliry of such a biography.

Berronccini is perhaps besr known ar rhis rime for his oil paintings of rhe whalers ar Herschel Island, of which rhere is one in rhe collecrion. Wintering over ar Herschel Island was virrually a signature of San Francisco whaling. Berronccini wrore: The whalers used to winter in rhe Arcric, as a marrer of course. I have seen a fleer of 15 vessels, each wirh a crew of from 30 ro 50 men, laid up off H erschel Island.

There would be concern, rhearricals, hunring parries, games of all kinds and frenzied baseball con rests, wirh heavy wagers of robacco and coppers . The whalers would carry

SEA HISTORY 90, AUTUMN 1999

regular baseball ourfirs and rhe Whale Fleer league would rhrive. Imagine baseball ar 50 below zero , played by moonlighr, with rhe players in fur uniforms!

The two manuscripr aurobiographies in rhe Collecrion contain sevenry-five visually srunning warercolors rhar vividly illusrrare incidenrs recounred in rhe course of his srory. "The more I look rhrough rhe journals," says Krisrina (formerly Barbara) Johnson, who acquired rhe Collecrion from Caprain Berronccini 's widow, "rhe more I am convinced rhar rhese warercolors are small masrerpieces remin iscent of impressionistic painring ye r American folk arr."

Now rhe srage is ser for rhe remarkable Collecrion of rhis San Francisco whaleman ro rerurn ro San Francisco. A conrracr has

john j. Bertonccini (Courtesy San Francisco Maritime National Historical Park)

25

Bertonccini's illustrations accompanied his autobiographical writings.

(Images courtesy Kristina Johnson.)

The whole morning I watched the man at the wheel. "

"We could no longer keep the flames below hatches. "

"She paid absolutely no attention to us. "

"Crows nests. Upper crows nest is used mostly in the tropics, the lower one in the Arctic. " been signed between rhe Bertonccini Collecrion Commi rree of rhe Paul and Linda Kahn Founda rion of San Francisco and KrisrinaJohnson of Princeton, New Jersey, and rhe Commirree is now fund raising in earnesr, having already raised a rhird of rhe price in a combinarion sale and donarion.

A relared library of printed works on whaling, also from rhe Barbara Johnson Collecri on, was acquired in 1992 rh ro ugh a combinarion sale and donarion by Krisrina Johnso n wirh funds raised by rhe Associares of rhe Na rional Maririme M useum Library on behalf of rhe J. Porter Shaw Library of rhe San Fran cisco Maririme Narional Historical Park. An assiduous organizer, Krisrina Johnson prepared de26

railed caralogs of her collecrion down to individual news clippings, and a grear porrion of her library is accessible rh ro ugh her own caralogs in T he Barbara Joh nso n Collecrion Roo m in the Library.

Pardy as a resulr of her whaling library being in San Fran cisco, significan r wo rk in whaling history is now being done here.

T wo examples come to mind. Robert Francis, in his study of Cap rain William Sh orey, has nearly complered a darabase drawing upon rhe papers of James Laflin, rhe mosr influential of rhe San Fran cisco shipping masrers. T he database rep resenrs in detail rhe whaling indusrry in San Francisco between rhe years of 1886 and 189 1; rhe library is beginning to explore means of maki ng ir available to whaling scholars.

T he second example is rhe wo rk of Dale Vinnedge in connection wi rh a graduare thesis at San Jose State U niversiry on the whaling industry in rhe Pacific as ir relates to Califo rnia. His list of every whaler that came in to or left San Francisco runs fro m about 1852 to about 188 1 so fa r and includes over 800 entries, despite not yet

reaching the generally accepted period when San Francisco was the wo rld leader of whaling. T hese two pieces of whaling research promise to p rovide an entirely new understanding of the nature and place of San Fran cisco in the history of whaling.

The Captain John]. Bertonccini Collection will be accessible at the San Francisco Mari time National Histo rical Park th ro ugh the ausp ices of the Paul and Linda Kahn Foundation . In company with the Barbara Johnso n whaling library, the Collection will be available fo r research and exhibit. And with growing local interest and expertise in San Fran cisco whaling histo ry, the signs bode well fo r the publi cation in due ti me of the long-awaited "proper biography of]ohn ny the Painter. " J,

Mr. Hull is Principal Librarian at theJ Porter Shaw Library of the San Francisco Maritime National Historical Park. Tax-deductible donations specifiedfor the Bertonccini Collection Committee may be made to the Paul & Linda Kahn Foundation and mailed to the Library, SFMNHP, Buil.dingE, Fort M ason, San Francisco C4 94123. Information is available at http://www. wenet.net!- hawkinslbert. html or by calling 415 556-9872. Color images in this article are copyright Kahn Foundation/Kristina Johnson, 1999.

SEA HISTORY 90, AUTUMN 1999

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MARINE ART NEWS USS Constitution Museum Acquires Portrait

Marine Art Events

The USS Constitution Museum recently acquired a portrait of Commodore William Bainbridge, ninth in command of USS Constitution, painted by renowned portrait artist Gilbert Stuart.

T he portrait, originally commissioned by the people ofNew York in the spring of 1813 to celebrate USS Constitution's victory over HMS Java during the War of 1812, was unveiled at a special ceremony at the museum over the July Fourth weekend. The portrait was accompanied by a collection of memorabilia honoring Bainbridge's victory.

"This Stuart portrait of William Bainbridge demonstrates the importance of USS Constitution to the early republic," said Curator Anne Grimes Rand.

Disagreements between the artist and Stuart's portrait of USS Constitution's ninth his subject, the root of which are lost to commanding officer, William Bainbridge (Cour- the course of history, caused Stuart to tesy USS Constitution Museum, Bostonljanet lose his commiss ion for a series of porStearns) traits for New York City's "Gallery of Portraits." Commodore Bainbridge acquired the painting, and it remained in his family ~ntil the 1920s. Th; portrait h~s b ~en displayed extensively and was included in the N ano nal Gallery,~f Art s 1967 exh1bmon "Gilbert Stuart: Portraits of the Young Republic, 1755-1828.

(USS CM, Box 1812, Boston MA 02129; 617 426-1812; www.ussconstitutionmuseum.org)

Oldest Gondola Returns to Mariners' Museum The Mariners' Museum is celebrating the homecoming of a mid-19th-century gondola to rejoin the museum's collection of 125 smal'. craft from around the wo1:ld. The 38-foot gondola has a remarkable pedigree. It was built. b~ Dom~n1co Tramonn.n, at the famed Venetian T ramontin Boatyard, for a noble family 111 Vemce. Pen Brown111g, son of poet Robert Browning, bought the gondola and used it with his father. In 1890 the gondola was sold to American landscape artist Thomas Moran for use on his New York estate.

Upon Moran's death, it was given to the East Hampton Free Library an~ was finally donated to The Mariners' Museum in 1950. It is the oldest known gondola 111 the world.

The Mariners' Museum returned the gon- The newly restored gondola took its place ofhonor this summer dola to the Tramontin in The Mariners' Museum's exhibit ''To Venice and Back."

Boatyard in Venice for res- (Courtesy The Mariners' Museum/Sergio Sutto) toration. Using traditional techniques and materials, Tramontin artisans replaced inaccurate fastenings and wood, regilded decorative elements, and repainted the craft using an approximation of the original paint.

(TMM, 100 Museum Drive, Newport News VA 23606-3759; 757 5962222; www.mariner.org)

=

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• Cinemar-Festival Internacional de Imagen es de Mar de Barcelona, Spain: May 2000 (Cinernar, Diagonal 465, pral 2a A, 08036 Barcelona, Spain; 34 934 108 383; fax: 34 933 221 836; email: cinemar@logiccontrol.es)

New Exhibits • Door County Maritime Museum: from 9 July 1999: "Sweat and Steel: Photographs of Bay Shipbuilding" and "Maritime Art by Charles Peterson" (PO Box 246, Sturgeon Bay WI 54235; 920 743-5958; web site: http://dcmm .org) • Independence Seaport Museum: 13 September 1999-September 2000, "Life ofa Sailor: A Collector's Vision" (Penn's Landing at 211 South Columbus Blvd. & Walnut Street, Philadelphia PA 19106-3199; 215 925-5439; web site: www.libertynet.org/seaport) • Mystic Maritime Gallery: from 25 September, 20th International Marine Art Exhibition; from 14 November, Featured Artist Exhibition 0une Carey, Fritz Goosen, William Ryan, Susan Van Winkle) and Annual Small Works Exhibition (47 Greenmanville Avenue, PO Box 6000, Mystic CT 063550990; 860 572-5388; web site: www .mysticseaport.org) •New Bedford Whaling Museum: from 21May1999, "A Wind from the North: The Turn of the Last Century through the Eyes of Clifford W. Ashley"; from 23 September 1999, "Whalers Go West: The Lure of Gold" (18 Johnny Cake Hill, New Bedford MA 027406398; 508 997-0046; web site: www .whalingmuseum.org) • TawesMuseumoftheCrisfieldHeritage Foundation: 11 J une-3 1 October 1999, "Woolies: Embroidered Ship Portraits, the Maritime Artwork of the Past from the Collection of Donald Berezoski" (3 Ninth Street, Crisfield MD 21817; 410 968-2501) • Ventura County Maritime Museum: 1 November-31December1999, 'The Work of Bert Wright, President, Royal Society of Marine Artists" (at Channel Islands Harbor, 2731 South Victoria Avenue, Oxnard CA 93035; 805 9846260; fax: 805 984-5970)

SEA HISTORY 90, AUTUMN 1999

•

Grandfather and the ''Mystery Ship''

by Karl F. Stephens, MD

s a boy I was fascinated by an old sepia-toned photograph that sat in the corner of my vanBenschoten grandparenrs' dimly lit parlor in Providence, Rhode Island. Ir showed a small World War I-era submarine awash on the surface, with several blurred crewmen crowded around the conning tower. In answer to my queries, I learned that it had something to do with my grandfather's service in the Navy. However, since I could never quite envision my austere and rornnd physician grandfather being involved with something so dashing as submarines, it remained an enigma.

Ir wasn't umil after my grandparents had died and their belongings were dispersed that I saw the next pan of the mystery: a tray with a painting of a four-masted schooner labeled USS Charles Whittemore done for my grandfather by a grateful patient.

It was said to be a "mother ship" for submarines, on which my grandfather had served in WWI. A shon time later this appeared to be verified when we discovered a photograph that showed grandfather in a WWI naval uniform sranding on the deck of a large sailing vessel. Seeing this picture of my then-trim grandfather in such a setting was enough to make me regard him in a different light, but my perception of him really changed when, years later, his log of his naval service surfaced and revealed the true role of USS Charles Whittemore.

A

'

A Long Trip "Asked Chief our probable destination and he said it would be a long trip this time." Thus ominously begins my grandfather's account of the October/November 1918 cruise of USS Charles Whittemore, the Mystic-built schooner of 1905 purchased by the US Navy earlier that year, on which he served as medical officer.

He briefly speaks of the vessel and its outfitting: Schooner four masted without power. ... especially fitted out for this service at Providence, West Mystic, New London . ... Was rushed through with many cuttings of red tape and without requisitions usually required, no questions to be asked .... Equipment provided 3 machine guns, rifles, revolvers, clubs, cutlasses and depth charges. Cargo of submarine stores, such as spare torpedoes, cylinder oil, TNT war heads for torpedoes, acid for torpedoes. (Fine for attack on us or fire aboard. ) Called to Quarters by C. and told of our mission and what was expected of us and our duty- Submarine with us and our duty with them.

SEA HISTORY 90, AUTUMN l 999

"C." then revealed to the crew that USS Charles Whittemore was to serve as America 's first "mystery ship." The British and Germans were already using such disguised armed vessels.

More than being a "mother ship," this former lumber schooner would pretend to be an innocuous merchant vessel, luring German submarines into the sights of L8, the submarine she would tow on this voyage.

M y grandfather relates some of the details involved in the deception: Crew-picked men passing tests as to fitness, etc.-have hair clipped, raised beard and become the hardest looking lot of sailormen possible .... Sailing from port crew gets into civilian clothes-worse possible appearance. By orders, only few men to be exposed on deck at time espec. when ship sighted ....

Radio outfit concealed in rigging.... Sub submerged and towed ... . Plan of action on attack by enemy explained.

Method of communication with sub by us explained ....

Everyone to be ready at all or any time to take station.

Hoping to amplify on some of the entries in my grandfather's diary, I obtained a microfilm copy of USS Charles Whittemore' s log for that period. Some of the daily entries seemed more fitting for a Patrick O'Brian sea novel than a WWI warship: "Sailing on a course of94° in tow ofL8 with Fore, Main, Mizzen, foretopsail, main topsail, mizzentopsail, jib, and forestaysails set"; "Hauled down flying jib"; "Block on spanker topsail carried away which caused it to be lowered" ; and the often repeated "Patent log contin ually fouling. " However, in most instances I found my grandfather's acco unts of incidents more interesting than those in the log. One dramatic event in the diary-which included a man-overboard- does not even appear in the ship's log.

Nov. 1118- Heavy rain and wind squalls during the night.

Torrents of rain fell and during early morning hours tow line to L8 parted. We jumped ahead at great rate. Sail shortened-high seas making up . L8 following us-heavy rain all morning-wind going into N and colder. Several minor injuries. At noon again passed lin e to L8 which later in afternoon parted again . Dark cloudy sky, high swell with breaking sea. Late in afternoon again floated a line down to L8 who , while maneuvering to get it lost a man overboard.

A life line was thrown to him and he was pulled aboard although it looked for a few minutes that they might miss him. A fine examp le of endurance and strength was given by 2 or 3 men ofL8 in getting hawser aboard and securing it.

29

Men gather around the conning tower while sub LB is on the surface. Dr. George vanBenschoten, LTjg, (left) stands on the deck ofthe Charles W hittemore with Dr. Blosser. (Photos p rovided by author)

Partly naked and drenched by breaking seas which at times went completely over them , they wo rked winch. Rest of crew remained on bridge with life lines attached to the men on deck.

Judging from the diary, that cow lin e was the major problem on the cruise-constantly parting or co ming loose from either Whittemore or the submarine: In afternoon floated new 9 inch hawser to L8 and after quite so me wo rk was made fas t just before another squall with lightning struck us. Within an hour tripping hook tripped LS and we were obliged to float the hawser back to her. She cam e quite close and at times on crest of a sea was well above our rail .. . quite a weird scene in dusk with men getting line aboard LS-would like to have a "movie" of it.

It should be noted chat at times the sub returned the favor by cowing Whittem ore: Wind changed easterly and late in afternoon we were taken in tow by LS and headed N. licde East. Are crying to get out of these easterly winds south of Bermuda.

As disappointing to me as I read the diary as it was to th e Whittemore crew at the time, they never did have a ch ance to put their battle plan to use. By chis point in th e war, both sides had learned to bypass seemingly innocent vessels: Ships give us a wide berth on app roaching. Would turn suddenly and head in opposite direction .... German 's" sub" not wa nting to give battle and playing safe .... Impossible to get an enemy sub to attack- imm ediately cleared off.

Rather than enemy action, what nearly bro ught the cruise to a premature end was dwindling suppli es . T he pro blems became apparent on Sunday, 3 November: 9 days out. Had considerable amount of meat and p rovisions go bad from lack of ice and improper storage of vegetabl es . .. . Had consultation in C. 0. Cabin as to

30

probable time yet ro run our d ista nce and about advisabili ty of putting into Bermuda which we are nearly up to . As we have probably wat er for 4 weeks ye t and potatoes fo r 3 weeks and some other fres h vegetables decided to continue without stopping at B. Fresh meat will be gone tomorrow.

Nov. 4, 191S . . . W ill have to shorten our water all owance to men unless make better time. W ill be mostly can ned goods fro m now on.

Nov. 8/18 . . . Potato suppl y getting low, much lower than was reported so me days ago by commissary steward.

Are making very slow progress across . Some think we should put into Bermuda fo r supplies.

Nov. 91l S .. . First signal to make sail canceled and cold to lay to and drift until wind changed. W e have been this way all day just laying to wind and sea drift (toward west) . ...

Talk once again of running back to Bermuda. If this delay keeps up we will have ro secure fue l and supplies and wa ter.

Bur then, just when it seems morale is beginning to sink, a notable entry reads: Nov. 1111S-A m emorable day .... In afternoon received radio of signing of armistice and cessation of h ostilities.

So me excitement amongst the crew. As we have many spare parts fo r the Lflotilla div. 6 we expected to keep on ro Azo res bur later in evenin g about SPM received a radio to return to Bermuda and await orders. [Prior to the armistice, neither rhe diary nor rhe log ever named th e planned destin ati on.]

T he next day fin ds the vessels "o n course back to Bermuda LS fo llowing. Reduced sa il so as not to reach B too soo n?" (The question mark is my g randfather's, bur I have rhe sam e question!)

O n 13 November th e towline parted for what was robe rhe final rime, since an evidently impatient L8 "signalled she was going on in to Bermuda and fo r us to fo llow as soon as possible." Presumably LS was anxious to g;et to the pleasures of liberty "as soon as

SEA HISTORY 90, AUTUMN 1999

â&#x20AC;˘

The Charles W hittem o re was built at the M. B. McDonald & Sons shipyard in Mystic, Connecticut, but was on the ways when the yard went bankrupt in 1905 . After the p urchasers proved that they were the

owners ofthe schooner, the vessel was completed by William ]. Baker.

(Photo courtesy Mystic Seaport, I nc.) At right, the tray showing the C harles Whittemore. (Photo by the author)

possible"-and perhaps even ahead of the crew of Whittemore!

On the 15th of N ovember Whittem ore arrived ac Bermuda, "a beautiful day and a glorious sight. " There, less than a week after writing about reduced water ratio ns and barely edible food , my grandfather's war diary tapers down: Took a long clean bath .. .. W ent over ro H amilton in moror dory- beautiful scenery. Lunch at N avy C lub YMCA and walked around town a little . . . M any of th e crew on liberty the worse fo r wear ... Orders to discharge o ur oil and spare parts etc ro Fulron, who cam e and moored alongside-and immediately sail ro U. S. and ends: "All liberty canceled. "

After her brief stint in the US Navy, Charles Whittemore was sold o ur of the service in 19 19 and was eventually abandoned at sea on 18 January 1927, the same year my grandfather's patient painted the tray; LS was destroyed as part of a weapons test off N ewport, Rhode Island, in 1926. M y grandfather, m eanwhi le, returned ro a life as hore as a physician in Providence, Rhode Island, interrupted o nly by WWII service in the "Corsair Fleet," a voluntary reserve of the US Coast G uard that parrolled local waters. ,t

Old 0 Rare Maritime Books

Foffowing in his grandfather 5fo otsteps, D r. Stephens is a p hysician in Rhode Island. Ho wever, he p erformed his military service in the Air Force, rather than the Navy.

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SEA HISTORY 90, AUTUMN 1999

31

MODELMAKERS' CORNER: D own to the Sea in Shoe Boxes

The Art of Naval Miniatures

by Peter Sorensen

T

he glass-cased ship model is a popular focus for srudenrs of borh arr and maririme history. Still, ir was rhe crew rhar animared each vessel rhroughour histo ry, and today rhe collecting and crearing of naval miniatures can be as rewarding as the construction ofa ship model.

The world of riny seamen and troopers consists of two basic types. The "toy soldier," with its rougher approximations of uniforms and weapons, manufactured by the old masters such as Brirains, Minor, Blenheim or Courtenay, are finished products to be discovered, enjoyed, and collected. This is the older of th e two types, and therefore it is the "toy" that is eagerly sough tout byanriquecollectors. The "military miniature, " with more detail in raimenr and accourremenrs, is a recenr product originally designed for hobbyists and is now rhe focus ofborh collectors and those willing to research, assemble and paint their own miniatures.

How to Start Collectors and hobbyists will find kirs availab le for assembly and painring that portray a broad range of historical and fictitious maritime subjects: a World War II hardhat diver; Long John Silver; an 1812 English Officer of Marines; and a lieutenanr of the Royal Navy from the same period. These figures are available in metal (varying from pewter to amalgams of tin and lead) or in a composite resin rhar is becoming increasingly popular.

Kits in evitably come with paiming instructions, but rendering historically accurate subjects makes research a necessary and pleasurable aspect of rhe hobby.

One of the first challenges is kit selection, as the plethora of options can be overwhelming. In rhe search for quality sculptin g and production, and with the di versity of historical subj ects, rhe novice must be selective.

Regarding scale, modelers and manufacturers use millimeters, and the traditional measuremenr for figures is the distance from the eyes to the sole of the foot. Popular sizes are 54mm (2 1/s"), 90mm (3 1/i"), and 120mm (43// ').

Only minimal tools, readily available through local hobby shops, are required.

Yo u will need a well-lighted work space, an

32

X-Acto knife with va ri ous blades, a set of small files, epoxy cemem and white glue, sable-hair brushes(# 1, #4 and three or four of #0000), a rube of filler material, primer and paints. Seemingly all categories of paints, and their combinations, are being used today. The tins ofHumbrol enamels of a couple of decades ago gave way to acrylics. Today, the rage is artist's oils. All have their advanrages and disadvanrages.

Start out with whatever is readily available at rhe hobby or art supp ly store, and don 't hesitate ro ask for advice.

Step one with any kit is cleanup. Most figures come dismembered with major pieces of equipment or dress separated.

Ofren the molding process leaves minute holes, seams and extraneous metal or plastic (sprue) o n individual pieces. Holes and assembly gaps are remedied with a filler compound. Sean15 and unwanted metal or resin are eliminated with an X-Acto knife and files. Prior to assembly, individual pieces are washed in lukewarm water, with a mild detergent, to remove dust and any oils transferred from hands.

Once dried, each piece is test assem bled to ensure proper fir before adhesives come into play. Some pieces, especially acco utrements such as swords, sheaths, sextanrs and harpoons, are best set aside, painted separately, and added to the figure following its com pletion. After the cement has cured, the figure is examined again for overlooked sprue or new seams created by rhe cement.

Following anoth er bath, most figure hobbyists use white glue to affix rheir subjects to small blocks of wood, which act as temporary bases and handles during priming and painting. Most figures come with foot pegs to facilitate this.

To help the paint adhere, a light laye r of white or light gray primer is painred or sprayed on and allowed to dry.

giving the figure its character; • Face, clothing and acco utrements are usually painted in at least three steps- base colors, shadows and highlights; • Large areas are painred with the # 1 and #4 brushes, and rhe derails with the #0000; • Do not apply painr directly from tin, rube or bottle; paint should be transferred to a square of aluminum foi l or other surface for blending and thinning; • Thoroughly clean brushes between co lor applications; • Use a separate brush-cleaning bath for brushes used to apply metall ic fini shes; • "D ry brushing" and "washes" are two valuable brush techniques to read about and master early; and, • There are dull- and gloss-coats available to dress up areas whose finishes turn out too shiny or too flat.

When the figure is completed, water brushed aro und rhe anchoring foot pegs will loosen up the white glue allowing separation of the figure from its temporary base. Perm anent bases are sometimes supplied in kits, bur shops and catalogues offer bases in a varieryofwood s and designs. The final touch is creating a display base with ground or deck-work giving the figure a sense of place.

* * * * *

Painting the Figure Numerous figure-painting books and magazine articles offer guidance for novices and advanced artists. Here are some general guidelines:

Mastering the si ngle stock figure is just the beginning of an art, which can be expanded in a number of directions. Dioramas may be created with multiple figures and intricate settings. Classic show stoppers have portrayed the smoke-filled gun turret of Monitor and the death of Nelson aboard Victory. Some kits include extensive props and settings.

A further step in naval miniarures is the adaptatio n of stock pieces to differenr naval units or eras. And, of course, the ultimate challenge is the sculpting and painring of original figures of one's own. With a modicum of manual dexteriry, a love of historical research, and patience, almost anyone can enjoy a unique art with strong nautical .t themes and very rewarding results.

•Although all figures come with color direcrions, it is rewarding to research the subj ect yo urself; • Begin with the face and head, thereby

Mr. Sorensen works in Hartford, Connecticut, in the insurance business and appropriately lives in Mystic CT where he pursues his hobby ofcreating naval miniatures.

SEA HISTORY 90, AUTUMN 1999

Above left, this Royal Navy midshipman, ca. 1805, shown taking a sight, measures 54mm (2 1Is'') from eyes to deck and is manufactured by Valient Miniatures (USA). Above middle, a midshipman ofthe US Navy, ca. 1861-5, stands 90mm high and is manufactured by Series 77 (USA). The kit provided instructions for assembling the figure as a Confederate midshipman.

This 90mm (3 1h '') US Navy petty officer, ca.

1861-5, is cast in metal by Series 77 (USA) and is shown with a cutlass on his Left hip and holding a bosun spipe.

Because thefigures often come with heads and arms separately cast, the hobbyist can vary the postures as well as the equipment and clothing, creating individualizedfigures. At right, the Belgian company Verlinden produced in resin this 54mm Royal Navy crewman of 1943 aboard one ofthe British X-craft midget submarines. All photos are by the author.

Further Reading: Bowers, Michael. North A merican Fighting Uniforms. Dorset, United Kingdom: Blanford Press Ltd. 1984.

Chartrand, Rene and Franci s Back. Napoleon's Sea Soldiers. London: Reed Inrernational Books Ltd. 1996.

Davidson, M ike with Douglas Congdo n-Martin . Painting Miniature Military Figures. Atglen, Pennsylvania: Schiffer Publishin g Ltd. 1994.

Elting, Col. John R. , Editor. Military Uniforms in

SEA HISTORY 90, AUTUMN 1999

America, Volume Il. Years ofGrowth. San Rafael, Cali fo rnia: Presidio Press. 1977.

Garratt, John G . The Wo rld Encyclopedia of Model Soldiers. Woodstock, New York: T he Overlook Press. 198 1.

Horan , Bi ll. Bill Horan's Military Masterclass.

London: W indrow & Greene Ltd. 1995 .

Kessler, Lynn and Don Winar. Ho w to Paint Realistic Military Figures. W aukesha, W isco nsi n: Kalmbach. 1993.

Lion, H enri with Valentin e Bean. My Way: A

Method of Selecting, Preparing and Painting Model Soldiers. West Roxb ury, Massachusetts: T he So ld ier Ce ntre. 1977.

Paine, Shepe rd . Building and Painting Scale Figures. W aukes ha, W isco nsin: Kalmbach Publishin g Co mpany. 1993.

Verlinden, Frarn;:o is and Bob Letterman. The System, Volume I Figure Painting. O'Fallon , M isso uri: VLS Co rporation. 1993.

Wi.lkinson-Latham, Robert. The Royal Navy 1790- 1970. London: Osprey Publishing. 1977.

33

The Ships ofthe

San Francisco Gold Rush

by Shelley Reid

T

his yea r marks the 150th anniver- were quick to seize on rhis unusual new sa ry of rhe California Gold Rush, reso urce. Some bought the abandon ed rhe mass migratio n of adventu ro us vessels and dism antled them for the matesouls that led ro the integration of the rial in the fittin gs, fuelin g smelting fires California coast into rhesrill-young U n ired with wood from the hulls. Oth ers rook States. W hile the traditio nal image of the adva ntage of ships' solid construction and adve nturers heading west ro seek their for- usable timber as an alternative ro expentune is that of dusty travelers in covered sive land development, dragging a hulk wagons, there is another side ro this story. in to shallow water and imp rovising the The greater number of wo uld -be million - co nstruction of hotels, restaurants, wareaires followed the exampl e of the mining houses or sto res. Finally, as San Francisco Niantic landed in San Francisco 4 Jul y equipment, foodstuffs, supplies and build- expanded and builders looked for new land 1849. In the subsequent weeks the crew ing materials, for which the overland jo ur- to develop, ships' remains were rowed deserted, headed for the gold mining fields. ney was roo impractical; they braved the asho re and used as landfill. Today, it is not Unable to raise another crew, the ship's seas as passengers in the Gold Rush ships. un co mmon for builders excavating sites owners sold her to merchan rs Samuel Ward, T he first of the seaborn e 'Forry-Nin ers fo r new constructio n ro come across the Charles Mersch, Adolphe Ma illiard and arri ved in San Francisco on 28 February rem ains of a ship, underneath the city.

Elbert P. Jon es, who convened Niantic ro a 1849 aboard the sidewheel stea mer CaliNiantic's Nine Lives store ship, used to hold goods for miners fornia . The California had departed New One of the ships rediscovered in San Fran- who wanted a safe place to keep their posYork cany ing o nly cargo, bur rh e ship's cisco is the Niantic. Bui]r by T homas C hilds sessions, and fo r merchants to sto re goods captain , Jo hn T. Marshall , co uldn 't turn at Chatham, Co nnecticut, in 1835, rhe unril they could be delivered to shops or down the profit of rhe more than 300 Niantic starred o ur as a merchant ship in buyers. A m ajor fire burned Niantic down passengers who clambered aboa rd at Peru the C hina trade between New York and to thewarerlineon 3May1851; the N ianti c and Panam a, having by th is rime heard the Ca nton. Hostilities related ro C hin a's Hore! was built o n rhe site and stood until news of the discovery of gold in C alifornia O pium W ar ended Niantic's C hina trav- 1872. A plaque marks the sire today. on 24 January 1848. When their coal sup- els; after fo ur yea rs of inactivity she was Niantic resurfaced in 1872 a nd again in ply ran our, Marshall 's crew had to burn sold to new owners, who co nverted her fo r the early 1900s, when the constructio n of timbers gathered along the journey and the whaling trade. After one whaling jour- more modern buildings required the digfinally resorted ro burning furniture, but ney from 1844 to 1847 she carried passen- ging of deeper fou nd atio ns. The latest epimake it they did, inaugurati ng the sea- gers between New York and Liverpool, sode was in 1978, when rhe Niantic was borne wave of Californi a's new citizenry. then in 1848 she was so ld again and set out unearthed again , at the corner of C lay and T he wave in creased exponentially as in search of whales. In earl y l 849, Niantic Sansome streets. An eight-foo t-wide cross Americans on rhe East Coast fueled the put into Paira, Peru , for provisio ns. By this section of Niantic's hull at rhe midships drive westward. More than fi ve hundred time gold fever had reached South America; and stern was removed, along with her ships arrived in San Francisco between Niantic's captain, H enry C leaveland, de- rudder, log windl ass, large beam s and copApril and D ecember in 1849, while not a cided ro sir o ur rhe whale seaso n and outfit per sheathing. T hese items were accessioned dozen arri ved in 1848. his ship for passe ngers. H eavy whaling into the collectio ns of the San Francisco As profitable as it was for the vessels' equipment was removed , bunks were built, Maritime National Historical Park. In adowners to ca rry paying passengers ro Cali- whaling try-pots-used for rendering whale dition, artifacts that had been sto red in the fornia, ir was very di fficult for them, in blubber-were co nve rted ro so up kettles. ship at the rime of rhe fire were also unmost cases, ro recover rh e ships o nce they T hus refitted, Niantic called at Panama earthed and anal yzed by archaeo logist Mary reached C alifornia's shores. C rew aban- and rook o n 25 0 passe ngers at $ 150 ro Hi lderman Smith. NMHS founder Ka rl Kort um lobbi ed ro raise funds for a resdoned ship, lured by rhe siren song of gold $25 0 per perso n. for the raking, and they could not be recue-rem oving rhe Niantic threatened ro placed. The Gold Rush ships pil ed up collapse rhe mud fo undation ofSa nsome in San Francisco's harbor, abanStreet, and preventative measures were doned, earning rhe nicknam e cos tly-bu r th e developer's extremely "Rotten Row. " right schedule forced rhe iss ue and th e E nt e rpri s in g construction project was co mpleted, San Fra n c isco burying the rest of rhe remai ns. bu s in ess m e n Niantic Storehouse {Courtesy: San Francisco Maritime National Historical Park) H isrory repeated in 1979 when 34

SEA HISTORY 90, AUTUMN 1999

Top: Unable to find affordable crews to return their ships into service, owners abandoned their vessels altogether, creating the famed "forest ofmasts" crowded into the harbor. (Photo courtesy San Francisco Maritime National Historical Park) Bottom: The Vi car ofBray carries goldseekers into the harbor ofSan Francisco, where old ships serving as stores and sleeping facilities can be seen at left and right, in this painting by j ohn Stobart. (Courtesy Maritime Heritage Prints) excavation for a storage fac ili ty at Levi's Plaza unearthed the remains of a ship, th en unidentified.

NMHS advisor Ray Aker, brou ght to the project as a m aritime history consultant, researched the vessel and co ncluded that it was m ost likely the William Gray, built in 1827 and co nve rted to a storeship nea r Telegraph Hill. The Levi Strauss Foundation pledged $10 ,000 towards a proper excavation of the sire, and a matching grant was promised from the Heritage Co ns erva tion and Recreation Service of the Department of the Interior. Levi Strauss & Co. agreed to a sixmonth delay on their building proj ect to allow for recove1y ofthe ship.As the months passed, however, the promised federal funds did no t co me through, and when the California Stare Historic Preservatio n Offi cer Knox M ellon committed a loan to tide over the project, heavy rains ex tend ed the delay. Once again, the team was working against deadlines and mud. In the end, the William Gray was surveyed and filled over, rejoining the ranks of San Francisco's undergro und fleet.

Vicar-The Last of her Kind Within three days oflanding in San Fran cisco on 3 Novem ber 1849, the cook,

SEA HISTORY 90, AUTUMN 1999

second mate, and two deck hands had deserted the Vicar of Bray--another Gold Rush ship, whi ch had been built in 184 1 in Whitehaven , C umberland, England, by Robert Hardy. Four days later, the mate was discharged, presumably to follow hi s colleagues to chase rheir fortunes. T he captain, C harles Dugga n, stuck with the ship, and after five long months he managed to round up a crew at the princely wages of $80 per month-surpassing the Captain's own pay of $5 0 per month-to escape the fate of the abandoned Go ld Rush fleet.

The Vicar co ntinued in service, ending up in the trade betwee n London and rhe Falkland Islands. She was eventually laid up

in the Fa lklands with many other ships thar had lost the battl e with Cape Horn . She now li es at theend of a pier at Goose G reen .

On 24 January 1966, Karl Kortum found the Vicar durin g an expedition to rescue the pioneer ocean liner Great Britain. In 1975 the N ational Maritim e Historical Society was abl e to purchase the Vicar of Bray for the token sum of one dollar, to hold in trust until the Vicar co uld be returned to San Francisco, rhat city to whi ch rh e Vicar owes her fame.] usr as she pati entl y waited for a crew to release her from the grasp of the harbor of San Francisco 150 years ago, she is waiting in the Falklands to be brought hom e. 1.

35

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Bow tie (not shown) $35 + $3 s/h, $5 foreign.

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1-800-221-NMHS (6647)

Round the World and HomeA_9ain

by Angelo Cerchione

T

he Picton Castle arrived at the dock in Lunenburg, Nova Scotia, on 23 June, with some 40 sea-seasoned souls. For 570 days the 180-foot, threemasted, square-rigged sailing ship had ploughed its way round the world-a 37,000-mile voyage that spanned 47 ports in 22 countries and crossed four oceans and three seas. For Captain D an Moreland the voyage was a dream achieved.

T he odyssey began in Vedavagen, Norway, when he found a neglected Swansea trawler cum freighter in an out-of-the-way fjord in 1993. Moreland recognized the sheer beauty of h er lines and, beneath the rust and mud, she proved to be sound.

With several years of wo rk she was reborn in Lunenburg in 1997 as the Picton Castle (See SH73, pp. 40- 1).

"In November of 1997, we went to sea with 15 experienced crew and 25 apprentice seafarers," recalls Moreland. "The apprentice deckhands, in fact, h andle all of the ship's functions. The professionals are on standby in case the going gets rough or an emergency should arise."

The Picton Castle had a remarkably safe voyage around the world. But early on an emergency situation did arise. A crack appeared in part of the ship's new steering gear.

"We were a two-day sail from Bermuda, running in high seas and near gale-force winds and we had to m ake repairs immediately," says Ch ief Engineer N eil "Nobby" Peers, reliving th e moment. "The captain got the ship on a steady course, and we got our damage control kit together-welder, spare steel, clamps and rods. Without a doubt, it was the toughest welding job I've ever had to do. I was tied in place and two crew held me still in the ro llin g seas so I could get my welds on right, while electri cal shocks kept running up m y soaked welding gloves . It took 12 hours in all. It wasn't a pretty weld, but it was stron g."

Then it was on to the blue Ca ribbean, through th e Panama Canal and into the Pacific. During the long trade-wind passage to lonely Pitca irn Island, the notion of "crew" deepened for the ship 's 40 men and women. Ranging in age from 18 to 63 and sharing a fascinati on with the sea, they had left a wide variety of fields to beco me SEA HISTORY 90, AUTUMN 1999

seamen : surgeon, Hollywood costume designer, book editor, stunt man and actor, docror, lawyer, pet hotel operato r, microbiologist, Las Vegas baccarat dealer, adve rtising salesman, social worker, cruise ship purser, as well as college students.

Sai ling befo re gentle Pacific trade winds (and dodging a cyclone or rwo), the ship took on an addition al miss ion. Already sailing as the UNESCO "Yearof the O cean" flagship, the plan was to do something of even greater educational value. W hil e visiting such legendary isles as Tahiti , Bora Bora, Rarotonga, Samoa and Fiji, the ship delivered cases of ed ucational materials proCaptain Moreland guides the Picto n vided by the Nati onal Oceanic and AtmoCastle into Lunenburg. sph eri c Administration and the Environmental Protection Agency.

"As the crew delivered these materi als to By the time the Picton Castle had crossed island schools," reports Barbara O'B rien, th e Indi an Ocean, the crew had trekked the who headed up the effort as ship's commu- jungles of Vanuatu, cl imbed its volcanoes, nity relatio ns perso n, "it added a whole di ved on WWII wrecks off G uadalcanal in new dimension too ur visits. We had school the Solomons, and lost th emselves in the children regularly to uring the ship . T hat exotic oriental splendor of Bali . More im led to schools sponso ring dan ce perfor- portant, they had become square- ri g seamances in our hono r, and, of co urse, mak- men. Most of the crew co uld knot and ing us all join in . It's hard to describe how spli ce well , knew the co mpass, and we re on to uching this was to the crew. To sail all speakin g terms with the stars. All could those miles and to be welcomed in that steer a 300-to n bark and handl e the 175 unique Polyn es ian mann er for delivering lin es and 17 canvas sails of the squareschool supplies was enchanting. It shows rigger they called home.

In the Seychelles Is lands, four educators how hungry to learn these children are and how much in demand th e educational ma- from th e T idal Passages Internet program terials happened to be." joined the crew to fil e sto ri es and repo rt on "Fro m my observations," co ntinues The Picto n Castle began her career in 1928 as the trawler Dolmar. the captain, "the edu- Above, Capt. Moreland returns the Picton Cas tl e to Lunenburg. (Alf cators-as is the case photos courtesy the Bark Picton Castle) everywhere-can use a lot of help. At one island, the crew stripped th e ship of spare writin g paper, magic m arkers and pencil s-a nything that the children co uld use. T he upshot of that ex per ience is we'd li ke to fo rm a non-profit to provide basic assistance and scholarships in these islands."

37

The Picton Castle departs in triumph ftom Cape Town, South Aftica.

cultural matters in the various ports of call.

Via the Internet, children in some 2, 000 US schools experienced the Seychelles, Zanzibar, Cape Town, the mid-Atlantic island of St. H elena, and Barbados in addition to learnin g abo ut life at sea.

"The Picton Castle provides an am azingly rich maritime and cultural education for her crew, " reports the captain. "The folks who fo ll ow us on our Web site have a window into th is experience as well. As we plan our next wo rld voyage we think we can do more people-to-people work. " On 23 Jun e, the Picton Castle, experrly sailed by th ese shipm ates and citizens of the

MARTIFACTS, INC. MARINE COLLECTIBLES from scrapped ships and SS. UNITED STATES. Lamps, blocks, clocks, linen, etc.

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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 nautica l 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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Mr. Cerchione, Direction ofInformation for the bark Picton Castle, is the author of ten book and has been in the newspaper and public relations business.

Bark Picton Castle, One Woodbine Lane, Amherst N H 03 03 1; 603 424-02 19; web site: http://www.picton-castle.com; email:wissco@juno.com.

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wo rld, returned to Lunenburg, Nova Scotia, where she had been refitted, and from whence the ship had departed in 1997.

Captain Dan Moreland hares schedules. "We're not a bus, for heaven 's sake," he said a million rimes dur ing the voyage.

No netheless, in th e last two mo nths of the voyage, the shore ream told him, "You must arrive at 1300 on Wednesday," and then crossed their fin ge rs. Well , it was 1300 on Wednesday when the Picton Castle rounded Battery Point pun ctual as a bus.

As the Picton Castle drew closer, escorted in to Lunenburg H arbour by a good! y number of boats, the large r ships along the

waterfront let loose a welcoming blast on their horns. Abreast of the wharf, she took a moment to turn on a dime and came slowly alongside. The crowd of300 on the pier and another 2,000 on the coas tal approaches got just a little nuts.

One with their ship , fit as tigers, the crew snugged up the ship's lines. All that remain ed was for them to come ashore, rake their indi vidual bows, pack, and go back to-what?

J usr prior to the Picton Castle's departure from Lun enburg in N ovemberofl997, CBC' s Peter Verner asked the ca ptain that very sam e ques tion . After a thoughtfu l moment, he replied, "They can't go back to their old lives; they can on ly go on to .t new ones."

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SEA HISTORY 90, AUTUMN 1999

SHIP NOTES, SEAPORT & MUSEUM NEWS The Lovely Black Pearl is on Her Way Back Excerpted from an article by Joan Stableford In 1971 Pecer Sranford, president of che Nacional Maririme Historical Sociery, rem embers receiving a disrressing phone call from Barclay Warburron III, owner of che brigantine yachc Black Pearl of 1948.

"Peter, I h ave to get rid of chePearl. She's hopeless. She has considerable roe and I don 't think I can devore my life to rebuilding her. But I don 'r rhink anyone will rake on che project in the shape she's in ," Warburron said.

A few months later, Scanford saw Warburron in Newporr, Rhode Island, and was happy to learn thar Barclay had decided not to sell her. Thac day, Barclay told Stanford he wo uld "bite rhe bullet and restore her" himself, and thac he intended to put her to use-for sail rraining cadets in the tall ships race in Europe.

A year later, Warburron sailed rhe Black Pearl to Germany for the 1972 Intenutional Tall Ships race. The rejuvenated vessel had new bunks for 10 cadets, including rwo of Warburron's sons. The Black Pearl was the only American-builr square rigger to rake pan and che small esc of ch e Aeec.

Disappointed by che poor American showing, Warburton decermined to ga rn er m ore interest in rail ship races and formed Th ll b · · Bl k p I the American Sail Training Association 1 , e sma rzgantzne ac ear at sea (ASTA) at a meenng · a board t hes h tp · . He became the first president and the Black Pearl becam e the fou nding ship of ASTA. After forming ASTA in 1973, Warburton sai led her with his student sailors in races in OpSai l '76 and elsewhere. When he di ed in 1983, the Black Pearl was passed on to ASTA. For close to rwo years, she lay idl e until ASTA sold the ship to NMHS. Jakob Isbrandrsen, chairman emeritus of the So uth Street Seapon Museum, and Stanford raised $75,000 , formed the Black Pearl Trusc and, with the help of volunteers, the Black Pearl soon pli ed the waters again o n sa il training voyages wirh young crew.

After a bri ef stint at the "HMS" Rose Fo undation at Captain 's Cove in Bridgeport, Co nnecticut, sh e was acquired by rhe Aquaculture Foundation , with funding from ben efactor Elizabeth E. Pfriem, for sa il training exercises with che Foundation 's Bridgepon Regional Aquaculrure High School. Sin ce her acqui sition by rhe Foundacion, rh e Black Pearl h as trained m any high school sailo rs in cruises from Long Island So und to Block Island , Rhode Island.

T he Black Pearl has en dured, despite several owners and fundin g problems for more rhan half a century because sh e still charm s sailors and maritime historians alike. Built in 1948 byC. Lin coln Vaughn, a shipbuilder from W ickford, Rhode Island, as his personal yacht, the 51-foothennaphrodite brigantine has bows remin iscent of the 1900s Fredoniatype fishing schooners and the greac clipper ships of the mid 1800s, with a sweeping cutwacer and eagle figurehead. Capable of setting 11 sails, her sm all scale m akes learning her operation accessible to yo ung and old. Should the wind fa il, she can cruise at 10 knots, powered by a 168-horsepower C ummins turbo diesel engine.

The Black Pearl today faces needed repairs. In the summer of 1998 the Aquaculture Fo und ation received seed m oney in m emo ry of C harles M erritt from his daughter, Dr. Kat herine Brown; Merritt's son Ted is president of the Foundation. But the Black Pearl deserves more help. Afte r years of quick fi xes and patches, she requires a major overhaul.

T he Aq uaculture Fo undati o n is in the midst of a m ajo r $3 00 ,000 fundraising campaign so that she m ay sail in 2000. O nce restored, th e Black Pearl can earn her keep in sail training classes for high schoo l students in northeas tern schools each fall and spring, and in university sail training cou rses in the Caribbean during the winter months.

The Aquaculture Foundation, 6254 Main Street, Trumbull CT 06611; 2 03 261-3801

•

SEA HISTORY 90, AUTUMN 1999

SPUN YARN In March, the long-running dispute berween Deep Sea Research, Inc., and the State of California over che rights to the wreck of the steamer Brother Jonathan ended in a settlement. The steam er sank off California in 1865 with the loss of 22 1 lives. The artifacts include rare coins and other val uables with an estimated worth of $5-10 million dollars. Under the terms of the settlement, D ee p Sea Resea rch, which located the wreck, wi ll receive 1,000 of the 1,200 rare gold coins recovered and the Srate of California will receive the res L The State also gets ride to all recovered artifacts that are not gold and the righc to oversee the preserva tion process . ... The M arine Museum of the Great Lakes in Kin gston, Ontario, is in th e midst of plans for a $3.4million Great Lakes Maritime Heritage Centre. The first phase involved rhe res torarion and reinsrall arion of rhe museum's histo ric 1890 drydock gate. The drydock itself wi ll beco me the perman ent berth of che museum 's Ca nadian Coast G uard icebreaker Alexander H enry. A visitors orientatio n cenrer, a walkway co nnecring rhe museum buildings and an upgrade of exhibitions are among the future proposals.

(MMGL, 5 5 Ontario Screer, Kin gston ON, K7L2Y2, Ca nada; 613 542-2261) ... The Rotterdam Sailing Vessel Associacion is restoring the 250-ton Dutch iron sailing barge Helena of 1876, co nsid ered to be the las t in a uniqu e des ign of Rhine vessel.

(RSVA, Van Anken Kni.ippe D amstra, Anrwoordnummer 180, 3001 Rotterdam, The Ne rherlands) ... T he carrier USS Intrepid in New York C iry is using a $ 13million federal gram to reco nsrrucr rhe WWII vessel's flighc deck. (Inrrepid SeaAir-Space Museum, 1 Intrepid Plaza, Pier 86, 46th Sueec & 12chAvenue, New York NY 10036; 212 245-0072) . .. The Pennsylvan ia Historical and Museum Commission has unanimously nominaced rhe liner SS United States for listing on the National Register of Historic Places. (SS Unired States Preservation Sociery, PO Box 90482, Raleigh NC 27675) .. . USS Constellation returned to her berth in Baltimore on 2 July 1999 afrer a restoration designed to return her to her original appearance of 1861. (Constell ario n Foundation, Inc., Pier 1, 30 1 Easr Pratt Street, Balrimore MD 2 1202-3134; 410 539(Continued on page 40) 39

SHIP NOTES, SEAPORT & MUSEUM NEWS World Ship Trust Award Installed aboard the Star ofIndia

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T he full ri gger Euterpe (later to become the bark Star of I ndia) was launched at the Isle of Man in 1863, just fi ve days before Abraham Lincoln gave his Gettysburg Address an ocean away. Today, after a long career carrying everything from lumber and jute to emigrants and woo l, and having survived 2 1 circumnavigations, mutiny, lee shores, fires at sea and neglect, the Star ofIndia is splendidl y installed on the San Diego waterfront, fro m whence she sails regularly, to th e joy of sailors everywhere. She is a testament to w hat an historic ship can accomplish under the care of a skilled staff and a dedicated and enthusias ti c co rps of volunteers. T he Star ofIndia enhan ces the port city she calls h o me and interprets fo r all comers the windships th at shaped the wo rld in which we live .

On W ednesday, 28 April 1999, President Gerald R. Ford fo rmally installed the W orld Ship T rust Award in a perman ent display on board the San Diego Maritime Museum 's bark Star of India at a private function . T hrough this award, the World Ship T rust, b ased in London, recognizes superio r examples of historic ship preservation around the wo rld.

The ship arrived in San Diego "I could have used one ofthese in the White H ouse, " in 1927, but serious restoratio n did quipped President Gerald R. Ford as he received a not begin until the 195 0s, led by belaying pin from William Dysart, president of the two men-sai lo r/w riter A l an San Diego M aritime Museum. (Photo: Bob Grieser) Villiers and retired sailor Ken R eynard- with an army of volunteers. H er restoration culminated on 4 July 1976, wh en the Star ofIndia went to sea for th e first time in San Diego under her own sails; President Ford was sitting in th e W hite H ouse that year.

President Ford gave a moving dedicati on o n the value of ships such as the Star ofI ndia and the very special effort that goes in to keeping such a world heirloo m in wo rking co nditi on. Ford also described the state of historical preservation in the wo rld tod ay, to uching everyone in attendance with his app reciation fo r the Star ofIndia and the o ther Wo rld Ship T rust Award recipients.

W illi am D ysart, pres ident of th e Sa n Diego Maritime Museum, in raising his glass for a champagne toas t, saluted th e ship and her people, saying: "To the Star ofIndia and to th e men and women who sailed her, repaired her, restored her, and tell her story . .. the beauty of the ship! " San Diego Maritime Museum, 1306 North H arbor D rive, San D iego CA 92101; 619 2349 153; World Ship Trust, 202 Lambeth Road, London SEl 7JW, England; 44-171-261

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1797) ... T he reconstruction of the 1767 schooner Sultana in Chestertown, Maryland , received a $ 100,000 bond bill gran t in April. The original Boston-buil t Sultana was a cargo schooner that was at one time registered on the Royal Navy lists; the new vessel will become a floating classroom offering sail training and environmental studies on Ch esapeake Bay. (Schoo ner Sul tana Shipyard, C hester Ri ver C raft & Art, PO Box 524, Chestertown M D 2 1620; 4 10 778-646 1) . . . T he keel of an Azo rean whaleboat was laid at the New Bedfo rd W haling Museum in May. T he Azorean Whaleboat Project is being undertaken

by the Azorean M aritime H eritage Society under the supervision of Bruce Halabisky, who recendywo rked on a similar whaleboat in the Azores. (NBWM , 18 Johnny C ake Hill, N ew Bed fo rd MA 02740; 508 9970046; www.whaling museum.org) . . . A 21 3-foot replica of Hermione, the frigate that brought M ajor General La Fayette to America in 1780, is being built in Rochefort, F ranee, and is expected to be launch ed in 2007. (Association H ermione-La Faye tte, La C orderie Royale, BP 108, 173 03 Rochefort Cedex, France; fax: 33 546 990 2 16) . . . Mich ael G iglio ofMarietta, Ohio , will tell you "There is magic, and it h ap-

SEA HISTORY 90, AUTUMN 1999

AMERICAN MERCHANT MARINE MUSEUM N EWS May 10, 1999 marked rhe 66rh an nive rsary of rhe maiden departure of rhe U n ired Scares Lines' SS Washington fro m New Yo rk. As was usual wirh maiden departures, rh e imm aculare lin er was dressed in flags, rhere were speeches, well wishers jammed rhe pier, and passe ngers on deck said rheir good-byes . However, rhe Washingto n's departure fro m New Yo rk was rruly unique.

In an attempr ro maximize publicity fo r rhe 705-foor-long shi p's enrry in ro passenger service, US Lines devised an elaborare laun ch of carrier pigeons from rhe rennis co urr on rhe liner's sun deck jusr befo re she was ro leave her pier ar noo n. There were a roral of 48 pigeons, one per scare, each given rhe nickname of rhe scare rh ey rep resented. N ew Yo rk's bird was n amed Empire. T he pigeons we re loaned fro m rhe Army Signal Corps pigeon lofo in Fon Monmourh, New Jersey. Each pigeon carried a message ro rhe governo r of rhe scare fo r which ir was named, ass uring him char rhe "scare flag flies pro udly over rhe SS Washington, largesr liner ever builr in America, sailing from New Yo rk roday on her maiden voyage, fo r Europe." The birds were rrained ro fly fro m rhe deck of rhe Washington back ro rheir home ar Fort M onm ourh, New Jersey. O nce rhe pigeons we re recove red , rheir messages would be rransmitted ro rhe governor of each scare. In addirion, rhe ro p pigeon-racing houses in rhe country loaned eighr special racing pigeo ns ro fly ro Washingron D C and rhe W hire H ouse wirh a message for President Roosevelr from rhe Washington's cap rain , Gerald Fried . In charge of releasing rhe pigeo ns fro m rhe deck were 48 fe male srudents of Barnard College in New Yo rk C iry representing each of rhe 48 sca res.

No rhing was overlooked in rhe prepararion of chis event. In co rrespo ndence after correspondence from U ni red States Lines ro officials at the Fort Monmouth pigeon loft base, every fac ror was considered . This included how long it would take fo r rhe 48 pigeons ro reach h ome from the ship , how long the eight racing birds wo uld take ro reach the nation's capirol and the location on the ship from which the pigeons should be launched.

T h e Line even paid close attention ro the shoe boxes within which the pigeo ns wo uld be contained on board ship just before the launch-should they be ladies' shoes or men 's shoes! Som e 5000 people crammed the pier ro see the SS Washington off char morning.

Alfred E. Smirh, former governor of New Yo rk, gave the signal on the sun deck, and by just before noon the birds were off. T he 48 pigeons reach ed rheir home base by 1:4 5 that afternoo n, and all the messages were successfully transmitted . By the fo llowing morning, the President had received his message fro m Capt. Fried as well.

T he Am erican Merchant M arine Museum houses an extensive collection of anifac ts from the SS Washington. The pride of the exhibit is a 19-foot-long builder's model of the ship, as well as one of the ship 's wheels fr om the bridge. Additionally, the museum holds archival reco rds from U nited Stares Lines covering all face rs of rhe SS Washington's career, including rhe pigeon launch on May 10, 1933.

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AMMM, United States Merchant Marine Academy, Kings Point NY 11024; 5161773-5515 pens ar 2 12° Fahrenheit. " H e is wo rking ro build a new steamboat on rhe Ohio River.

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(Ser. O hio Valley, Roure9, Box59, Marima OH45740;740 896-2344) .. . CINEMAR: rhe International Festival of Sea Images in Barcelona, Spain, in May of2000, will include films foc using on man 's rela rio nship w ith rhe sea. T he di recro r is looking for documentaries in four caregories of comperirion: 1) sailboars, grear sailors and wo rldwide races; 2) diving, fis hing and

SEA HISTORY 90, AUTUMN 1999

marine life; 3) sea adve nru res and grear expedi rions; and 4) radical warer spores . An addirional non-com peririve carego ry will fearure hisrorical audiovisual presenrari ons where rhe sea has been a "leirmoriv." (Yves Charner, C inemar, D iago nal 465 , Pral 2a A, 0 80 36 Barcelo n a, Spa in ; e- mail : cinemar@logiccontrol. es) . . . T he National Maritime Museum in Lo ndon, has produced irs firsr Picture Library CDROM which feamres 7 50 of irs mosr popular and evocari ve images, incl uding a selecrion of original fil m cl ips. (NMM , Greenwich, London SE lO 9NF, England; 44 (1 8 1) 3 12 663 1) ,t

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CALENDAR Festivals, Events, Lectures, Etc. •San D iego Maritime Museum: 2 1-3 1 O ctober 1999, H aun ted Star of ! ndia, (1 306 North H arbor Drive, San Diego CA 92 101 ; 6 19 234-91 53; www.sdmaritime.com) •Tall Stacks '99: 13-17 O ctober 1999, (Greater C incinnati T all Stacks Commission , Inc., 6 17 Vine Street, Suite 1220, Cincinnati OH 45202; 513 72 1-0104; fax: 513 639-2362; e-mail: kar_rs@one. net; web sire: www. rallsracks.co m)

Conferences •National Maritime H istorical Society and the Peabody Essex Museum: 29 March- 1 Apri l 2000 , W orl d Marin e Millenn ial Conference (NMHS , PO Box 68, Peekski ll NY 10566, 914 737-7 878; PEM , East India Square, Salem MA 01 970; 978 745-95 00, fax: 978 744-6776) •Nautical Research Guild: 4-7 November 1999, Annual Confere nce at the San Di ego Maritim e Museum (S DMM, 6 19 234-9 153; www.sdmaritime.co m/nrgconf) • Society for Historical Archaeology: 49 January 2000, "Wa[erways and Landscapes," Conference on Historical and Underwater Archaeology, Q uebec, Quebec (Will iam Moss, Archeologue Principal, Division du Design et du Parrimoin e, Centre de Developpement Eco nomique er U rbai n, CP 700, H aute-Ville, Q uebec, Q C G lR 4S9; 4 18 691-68 69, fax: 4 18-69 1-7853) •Western Ship Model Conference and Exhibit: 31 March-2 Apri l 2000 , in Long Beach CA (Mon ica Chaban, 595 0 Canterbury Drive C204, Culve r C ity CA 90230; 3 10 2 16-7 885; co nf@shi p- mod elersass n.o rg)

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• College of New Rochelle Castle Gallery: 24 August-22 December 1999 , "The Sa iling C ircle: 19th Ce ntury Seafar ing Women (New Rochelle NY 10805 -2339; 914 654-5235; fax 9 14 654-5290 • Door County Maritime Museum: from 25 June: "Great Lakes Shipwrecks" (PO Box 246, Sturgeo n Bay WI 54235; 920 743- 595 8; web site: http://dcmm. org) •Lake Champlain Maritime Museum : from 26 August 1999, "T he Ferries of Lake Champ lain " (4472 Basin H arbor Road, Vergennes VT 0549 1; 802 475-2022 ; email: lcm m@sov er.n et; we b si te: www. lcmm.org) • Maine Maritime Museum : from 25 Ju ne, "All the Go: A Celebration of Yachting in Maine," from 6August, "Captain Scribner's Jinriksha," from 18 September, "Sewall's Ships of Steel" (243 Washingron Street, Bath ME 04530; 203 443- 1316; web site:

www. barhmain e.com) • T he Mariners' Museum: 10 June 200028 O ctober 2000, Scale Ship Model Competition (100 M useum Drive, Newport News VA 23606; 757 596-2222 ; web sire: www. mariner.o rg) •Naval Undersea Museum: Novembe r 1999-February2000 , "T oys and Games of th e U ndersea "; Fe bruary-May 200 0 , "Women in the Military" (601 Dowell Street, PO Box 408, Keyport WA 98345; 360 396-4 148; fax: 360 396-7944) • Newburyport Maritime Society: from 13 May 1999, "The Newburyport Waterfront : Pas ts and Futures" (2 5 W ater Street, N ewburyport MA 01950; 978 462-8680 •New Bedford Whaling Museum: from 23 September 1999 , "Whalers Go West: T he Lure of Gold" (1 8 Johnny Cake Hill, New Bedfo rd MA 02740-6398; 508 997 0046) • San Francisco Maritime National Historical P ark: fr om N ovember 1999, "Sparks, Waves and W izards: Commun ications at Sea," a new permanent interactive exh ibit (Foot of Polk Street, PO Box 470310, San Francisco CA 94 147-0319; 4 15 55 6-3002 • South Street Seaport Museum: from 1 March 1999, "W hile the Ciry Sleeps: A n Artist Paints the Fulton Fish Marker"; fro m 28 May 1999, "A Waterfront for a New Century" (209 Water Street, New York NY 10038; 2 12 748-8600 ; fax: 2 12 748-86 10) • Texas M aritime Museum: from 18 June 1999, "Exploring the Gulfintracoasral Waterway (GIWW) " (1202 Navigation Circl e, Rockport TX 78382; 361 729- 1271; fax : 361 729-9938) •The Whaling Museum: I July 1999June 2000, "Off to Arctic Grounds" (PO Box 25 , Main Street, Cold Spring Harbo r NY 11 724; 516 367-34 18; fax: 516 6927037; we b site : www .cs hl. org/cshm / whale.h tm) •Wisconsin Maritime Museum: 4 April 1998-December 1999 , "Wisconsin Shi p bui lders: 150 Years" (75 Mari[ime Drive, Manirowoc WI 54220) • W oodward Riverboat Museum : from Ju ne 1999, "Make Me a Ri ve r" (Mississipjpi River M useum, PO Box 266, Ice Harbor, Dubuque IA 52004-0266)

* * * * * The annual conference of the Society of Na val Arch irec ts and Marine Engineers will be held 29 September-2 O ctober in Baltimore, Maryland, and not in San Diego, as reported in Sea H istory 89 (SNAME, 60 1 Pavo nia Ave nue, Jersey C ity NJ 07306; 201 798-48 00; web site: www.s name.org) SEA HISTORY 90, AUT UMN 1999

IEWS Before the Wind: The Memof purchas ing a "mermaid " (a oir of an American Sea CapJapanese taxid ermist's hoax) tain, 1808- 1833, by C harles worth the price of the book.

Tyng, edited by Susan Fels W. J EFFREY BOLSTER (Viking,NewYorkNY, 1999, Barrington, New Hampshire THE 256pp, illus, index, notes, ISBN This review, excerpted with the 0-670-88632-7; $24.95hc) author's permission, originally :WIND For all its at traction from appeared in T he New Yo rk /,\",,\' /,j'.'/ 7 the beach, the sea remains unT imes Book Review. inhabi red and untamed to this day, cruelly indifferent to huNavies in History, by Clark man exertion .No wonder that G. Reynolds (Naval Institute American national mythology Press, Annapolis MD, 1998, makes" the frontier" synonymous with " the 28 0pp, illus, maps, appen, biblio, index, West." The West could be wo n.

ISBN 1-55 75 0-7 16-3; $35 h c; ISBN 1Yet in the early years of the American 5575 0-7 15-5; $24.95 pb) republic the everyday frontier stretched Clark Reynolds, founder of the No rth eamvard, beyond the Atlantic horizo n. American Society fo r Oceanic Histo1y and Sailors were the second larges t occupational author of an impressive ar ray of works on gro up in the nation , next only to farmers , naval history, has undertaken a monumenand Canton and Rotterdam were more tal task in this compact but sweeping refamiliar to most than any Western terri- view of the rise and fall of national navies, to1y. Hundreds of thousands of Americans from 2000 BC up to the 1990s. T he resultfollowed the sea. Struggling against foreign ing study provides an excellent introducadversaries, the vagaries of the market and tion for the n ewcomer to this field and an the unpredictable ocean, they made them- accurate, insightful orientation to those selves and America on the eastern frontier. who (like most scholars, in fact) have only Tyng's Before the Wind rings with au- a dim notion of what was happening outthenticity and nerve. It movingly recon- side their areas of special interest. structs his boyhood initiation in to the lights Reynolds's broad viewpo int offers new and shadows of a sailor's life o n a voyage perspectives on subj ects with which one from Boston to C hina, then takes him may be familiar, seen in a new context. For through the sleeplessness and responsibil- this reader the recovery of Athens after the ity of co mmand. During his years afloat, he Peloponnesian War in the 400s BC showed faced pirates in Malaysia and the Carib- just what had been lost in the way of spirit bean, survived an attempt on his life by a and purpose in that ultimately des tructive shipmate and spent years in foreign ports war. As Reynolds succinctly describes it, of call-securing his fortune, and even "Athens rebounded from its defeat to elimimeeting Lord Byro n in Italy. Newly redis- nate Spana at sea and embroil the Aegean in covered and edi red by his great-great-grand- a series of revo lts and wars"-a comeback of daughter, Tyng's lyrical memoir is a tes ti- sorts, bur a sad comedown from the Periclean monial to an ambitious but likable man vision of a just society, or th e Athenian w ith a penchant for the unusual. Tyng not mission in fostering human achi evement. o nly went aro und the wo rld, he also went Reynolds puts forth some thought-prointo it wholeheartedly. A novelist's eye for voking summaries of major developments d etail and a storyteller's flair make this ya rn in civilization linked to naval realities. On the fall of Rome and th e Pax Romana a page-turner.

Tyng w rites with the confident fo rce- which bound the Mediterranean wo rld fu lness that saved him countless times at together, bringing about a cu ltural dark sea, ye t with the open-eyed wo nder of a age, he comments: "Navies had fi gured child. Occasionally brash and righteous, he prominently in the rise ofWestern civilizadisplays a co ntagious fascination for street tion, protecting trade and ensuring the life in C hina, artwo rk at the Louvre and international order essential to urban culPatagonian penguins, among many other tures." Would that more land bound histothings. C ircumspect only about sex and rians shared that perspective! carousing, Tyng is a valuable info rmant for Reynolds goes on to trace the rise of the historians, and many will find his acco unt Ita lian city-sta tes which rev ived Western

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culture and eco nomies in the Mediterranean world of the 1300s, and the rise of the H ansa commercial empire in Northern E urope, the global empires of Portugal and Spain, the co mmercial d ominance of the Dutch in the 1600s, the naval challenge of the continental power of F rance, and the British naval supremacy (wh ich he dates from 1715), culminating in the Pax Britannica of the 1800s. More than half the book is taken up in th is later period, from 18 15 to the present. T his covers the rise of the United States to its present wo rldwide naval dominance, en co untering m any threats and diversions along the way, from the horrors of the American C ivil War to the dan gers posed by the rising naval powers of Germany and Japan .

Necessarily, this work is "Eurocentric" -s imply because it was the fab led iro n m en and wooden ships of the European powers, then Britain and America, that played the shaping role in naval affairs.

Subordin ate attention is paid to C hina's brief fling with overseas expansion, Mongol C hina's attemp ted invas ions of Japan, and J apan's attempted conquest of Korea, as well as Arab imperialism in the Indian Ocean, which was shattered overnight by the Portuguese incursion of the 1500s.

Enough is said of those and o ther developments to place them in the wo rld scene, and to encourage further exploration.

Reynolds is a practicing teacher of naval and civilian studen ts of modern naval affairs, and appropriately the closing chapters of this book go in to considerable detail on developments of the Cold War with the USSR fo llowin g Allied victory in Wo rld War II- a victory m ainly achieved by the continental powers of C hina and the USSR, and the m aritime powers of the US and Britain. This is valuable, info rmative stuff, illuminating the cutting-edge role of sea power in the history of mankind's adventure to date on our sea-girt planet.

PETER STANFORD

The Prize Game: Lawful Looting on the High Seas in the Days of Fighting Sail,

by Donald A. Petri e (Naval Institute Press, Annapolis MD, 1999, l 52pp , illus, appen , biblio, index, ISBN 1- 55750-669 -8; $24 .95 hc) Donald Petrie, w ho is highly expert in the arcane field of th e historical maritime "Law of Na tions," has written an impor-

SEA HISTORY 90, AUTUMN 1999

J·

rant and entertaining book. Taking five exciting, often rollicking, true adventures at sea, spanning from the American Revolution to the Civil W ar, and from 80 ° N to 40 ° S, Petrie describes each of these sea fights, captures and incidents of dashing quasi-skullduggery in colorful terms. H e follows each adventure with a lucid and thorough explan ation of the points of international law that are involved .

The capture of the Sco ttish whaler Eliza Swan by the American fri gate President in 1813 was follo wed by canny negotiation at sea between the whaler's Sco ts skipper and Sco ttish -Ameri can Co mmodore J o hn Rodgers. As a res ult, the whaler was ransomed by bills of exchange, co llectible fro m the ship 's owners. At the end of this chapter the reader finds that he has effortl essly learned about prize-taking, ransomin g and the proper use of cartels. T he other stories and their letters are equally fasc inating.

T he epilogue and appendix contain solid meat for the serious student of the prize game; this book will change the way maritime histori ans view these subj ects.

some two thousand miles beyond our co ntinental sho res in the early part of this century. A class ic is the construction of Dry D ock # 1, a huge excavation into some very unstable so il th at was the legendary home ofKa'ahupahau, the shark goddess.

D isturbing her was Pilikia-H awaiian for tro uble. Planning began in 1907; afrer four yea rs and $4-million wo rth of construction work, the whole dock imploded in fo ur minutes in 19 13. It was finally completed in 19 19 for an additional $5 million and an apology to the shark goddess. Since then it has operated perfectly for more than eigh ty yea rs.

Pearl is indeed a definitive history, at tim es a little tedious to read with its infinite amounts of detail , but rewarding of the effo rt. T he substantial appendices, listing H awaiian rulers, governors, secretaries of the Navy, CNO s, Pacific Squadron commanders, Pearl H arbor base commanders, and a large bibliography make this a very useful wo rk.

TOWNSEN D H O RNOR

O sterville, Massachusetts

Pearl: The History of the United States Navy in Pearl Harbor, by Lyndall Landauer and Donald Landauer (Flying Cloud Press, Institute fo r lvlarine Information, South Lake Tah oe CA, 1999, 434pp, illus, appen, notes, biblio, index, ISBN 0-933 18506-5; $19.95 pb) Pearl offers a good deal more than its tide suggests. In the co urse of telling the histo ry of the U ni ted States Navyand Pearl H arbor, the backgro und of alm ost every related subject is covered. T he history of the Hawaiian people and their culture, first b ro ught to light in 1778 by Cap tain Coo k, is discussed with emphas is on their inevitable clash with New England whalers, American missionaries, several fo reign powers that fro m time to time coveted the islands, and the US Navy. T he interaction of native H awaiian dynas ti c political power vs. descendants of the missionari es vs. the US Congress as it diddled over th e question ofstateh ood- finallyachieved in 1959 after abo u t o ne hund red yea rs of consideration- is fasc inati ng.

Bes ide the sometimes comic-opera politi cal narrative are some marvelous stories of our Navy's pro blems building a base

SEA HISTORY 90, AUTUMN 1999

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The Fatal Cruise of the Argus: Two Captains in the War of 1812, by Ira D ye (Naval Institute Press, A nnapolis M D , 1994, 388pp, illus, notes, index, ISBN 155 750-175 -0; $3 7.95hc) T he tide of this fin e work belies its co ntents; the reader will learn about a grea t deal more than just the commerce raiding cruise of the US brig A rgus. Indeed, included in this volum e is a cras h course in the W ar of 1812- from the perspectives of W illi am Henry Allen, USN, and John Fo rdyce M aples , RN .

The research is impeccable and well documented. The annotations and bibliography will lead the interested reader into detail of a way oflife of the fa bled iron men and wooden ships. Each of the captains is committed to bis cause, and in reading each man's story, we find out why. Dye bas brought these men to li fe in a way that makes his work read not like th e precise histo ry that it is, but like a novel based on history. The good news fo r the reader is that each of the men, Allen and M aples, participated in most of the major events of the War of 18 12 and the events which led up to it. D ye writes of confrontatio ns including the Leopardi Chesapeake affair and the capture by D ecatur of H MS Macedo-

The American Neptune Enjoy the leading scholarly journal of maritime history and arts in the US . The American Neptune, a quarterl y publication of the Peabody Essex Museum, is a great read for co ll ectors, model makers, and all who love ships and the sea.

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The American Neptune Peabody Essex Museum East India Square Sal em, MA 01970 (508) 745-1876 You may charge your subscription by fax at (508) 744-6776, or e-mail dori_phillips@ pem. org. We accept VI SA, MasterCard and American Express.

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45

REVIEWS nian through the eyes of you ng H enry Allen. We see such fa mous battles as T rafalgar and Copenhage n with Lo rd N elson through M aples's participation. And, finally, the two captains co me togeth er in a sea battl e off the coas t of England where Al len is in command of the US brig Argus and Maples commands the Royal Navy brig Pelican.

Life in the navies ofboth co untries, real, unvarnished men, wo unds and disease, ship damage, and co ntemporary culture provide a superb backd ro p for the tale, and add immeasurably to its authenticity-making this a must-read fo r anyo ne even mildly interested in the Age of Sail , and a joy for afi cionados of th e period .

WILLIAM H . WHITE Rumson, New Jersey

T h e Great Ad m irals: Command at Sea 1587-1945, edited by Jack Sweetman (Naval lnstim te Press, Ann apolis MD , 1997, 535 pp, illus, biblio, index, ISBN 0-8702 1229-x; $49.95hc) This book wo rks well at two levels, providing interesting reading about notewo rth y naval leaders, and provo king a desire to learn more about a subj ect closely linked to US global strength: command at sea. Individual essays about 19 successful admirals-with six interspersed surveys that pos ition the admirals in a naval-histo ry context-are the means to those ends. So me of the subj ects' names will have a fami liar ring for readers-Drake, Nelson, Farragut and H alsey. Others, like Tromp, Juel and Tegetthoff will be new fo r many. T he va riety of national iti es represented (nine) and span of history covered (five centu ries) bring an exceptionally wide variety of perspectives ro the subject of command leadership . T he individual contribu to rs add further to the breadth of perspecti ve; th eir backgrounds range from profess ional military to history teaching, representin g ten different nations.

One of the important feamres of th e boo k is that it gets beyo nd anal yses of winning naval tactics. Each of the indi vidual essays also goes beyond ch ro nology and the recounting of events with attention to the personas of the admi rals. For example, it's poi nted out th at Drake was "endowed with a natural gifr . . . for the exploitati on of the spoken wo rd." Observa tio ns like that invoke mental pi cmres of 46

individuals in action, rather than frozen images of ships and battl es.

T he collecti on also serves as a kind of literary laboratory in which the reader can discover enduring principles of exceptional co mmand leadershi p. For example, an obvious co mm on denominator among the admirals that emerges is the willingness to risk heavily in military conflict and organizational infighting. O ther common characteristics are less obvious, and are lefr fo r the reader to seek out. For example, how far did each admiral go in imprinting a combat doctrine on his subordinates? T he challenge fo r th e navalist who understands the crucial signifi can ce of the human element in the command equation is-notwithstanding the tremendous personality diffe rences invo lved-to find the essence of leadership among the book's 19 subjects. To aid in fu rther study on that question each m inibiography is fo llowed by a helpful "No te on Sources."

Perhaps the bes t reason fo r reading The Great Admirals is as a powerful reminder of the crucial importance of leadership in battle. In an era of high-tech, networkcen tric warfa re, that commanding element of com bat isn 't getting the attention that it should. Admi ral Bull H alsey, quoted in the Halsey essay, nails it in fo u r words: "[C]ommand controls the war. " RADM JOSEPH F. CALLO, USNR (RET) Kansas C iry, Misso uri T h e Chatham Directory of Inshore Craft: Traditional Working Vessels of the British Isles, edited by Julian M annering (Chathan1 Publishing, London U K, 1997, 239pp, illus, index, ISB 1-86 176029-0; ÂŁ35 hc) T his comprehensive survey and cLscussion of the small craft that have clustered aro und England, Sco tl and, Wales and Ireland is wo rth the price of admission just for the wonderful photographs of vanished crafr and their surroundings in the old working ports of Britain-and indeed, the open beaches-from which many crafr operated . The accompanying discussion is lively, colorful and full ofobserva tions that get yo u into the wo rking lives of these craft and their peo ple, go ing beyond static observations of hull fo rms. An d it is good to read such notes as Robert Simper's observation that the Eastbourne spra t punt is fi n er-lined than co mpara bl e craft at Brighton and H as tings-because it oper-

ates under the sheltering arm of Beachy H ead. T h us speaks a m an who's been there!

D avid M cG rego r fo r the Emsworth oys ter dredger and M ichael Stammers for the craft of N orthwest England are lumin aries who b ring valuable insights as well as fac ts to bear o n their subjects, and the who le p roceeds under the general co ns ultin g PS edi to rship of Basil G reenhill.

USS C onstitution: Living the Legend (An chors Aweigh Productions, Bainbridge Island WA, 1997, VHS , 55m in; $ 19.95) T hi s video recounts the story of USS Constitution from her conceptio n i n the mind of designer Joshua Humph reys to her recent rebuilding and successful sailing in 1997.

Joshua Humphreys' s design innovations are well explained and illustrated (n ot an easy task), and many of the successes of her caree r, enli ve ned with helpful a nimated battle sequences, are related back to his successfu l des ign. An interesting seq uence of photos leads us through her 19th-ce ntury career, the 1927 rebuild and rh e national cruise that fo llowed.

In 1992 it was decided to acc urately resto re the vessel's original structure . Over th e decades fea tures "unnecessary" to an imm obile display ship had been eliminated and th e strength of Constitution's hull , so critical to her function as a warship, had been greatly reduced . Years of th orough research led to the reinstatement o f diagonal riders, through-bolted spirkerrin g and other structural members which m ad e her the "O ld Ironsides" of historic fa m e.

T here is unfortunate un evenness in th e so und level and too many interview s with yo uthful Navy personnel who hav e difficul ty putting their thoughts into wo rds.

On e or two good co mments wo uld have sufficed .

H owever, the video has much ro offer and is an excellent way for students and adults unfamiliar with her story ro learn abo ut "An1 erica's ship. " NORMA STANFORD The Lighthouse Stevensons, by Bella Bathurst (H arper Collins, New York N Y, 1999 , 304pp , illus, biblio, ISBN 0-0601 9427-8; $24hc) In the twilight of the 18th cen tury the Sco ttish coas tline was notorious fo r shipwrecks. T he coastal population, far from

SEA HISTORY 90, AUTUMN 1999

anxious to remedy the dangero us state of affairs for seamen attempting to navigate Scotland's waters, profited handsomely from salvage. Merchant shipowners and the Royal Navy, however, lobb ied strongly for measures to make the area safer for shipping, leading to Parliament's creation of the Northern Lighthouse Trust. They, in turn, hired Thomas Smith, a successful ironsmith who had designed ingenious improvements on Edinburgh 's gas street lamps, as their first lighthouse engineer.

The Lighthouse Stevensons is the story of Smith, his stepson Robert Stevensongrandfather of Robert Louis Stevenson, writer of Treasure Island-and six men of the following two generations of the family. Between the years 1790 and 1940, these men planned, designed and constructed 97 lighthouses in Scotland.

Bella Bathurst has succeeded in making this story-one of a family of driven, sometimes difficult, engineers on a mission to use reaso n and innovation to save lives-a hi ghl y readable one. She does n' t dwell overly long on the drama, nor forget the need to know what makes these men tick.

SHELLEY REID

Cold Spring Harbor: Rediscovering History in Streets and Shores, by Terry Walton (Whaling Museum Society, Inc., ColdSpringHarborNY, 1999, 72pp,illus, biblio, ISBN 0-9636361-2-x; $14pb) Terry W alton has brought together the histoiy of Cold Spring H arbor, New York, a community indelibly stamped by maritime trades and the shoreside industries that supported them. Beginning with the area's native Matinecock inhabitants, Walton creates windows on the community at various stages in its colorful history, illuminated by stories of individual citizens, giving a human face to the time. The history of Cold Spring H arbor is followed by a walking tour of the community. SR The Wooden Boat, by Joseph Gribbins (Friedman/Fairfax, New York NY, 1996, 128p, illus, index, ISBN 1-56799-37 1-0; $27.50hc) Gribbins' s text and striking pictures celebrate the wooden boat in all its forms.

The chapter entitled "Untraditional Small Boats" is an interesting tangent, exploring the various hybrids of wood and 20thcentury materials.

SR

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With minimal reso urces available on the ruined waterfront, Cdr. McGowan set about refitting the vessel for sea. He then sailed her to Madeira, across the Atlantic to Bermuda, and home to New York. On this last leg the ship met a hurricane which severely tested the ship and her crew of experienced German sailors and neophyte Coast Guardsmen.

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L EO A RD J . B ALABAN

ELEANOR B ALCH

R . B ARNETT TH E B ASCOM Fou DATION ALLEN G. B ERRIEN MRS. M. RHODES BLI SH. JR. M. RH ODES BLI SH. JR. M EMORIAL F UND B OATING ON THE H UDSON BROOME & L AWSON D EVELOPMENT COUNSEL J A~IES H . BRO SSARD W ALTER R . B ROWN ALAN G. CHOATE M ARC S. C oH CON EDISON J OHI' C. COUCH W ALTER CRONK ITE H ARLAN CROW ALICE D ADOURIAN Po 'CET D AVIS. JR. JOHN H. D EANE H ENRY L. & GRACE D OHERTY CH ARITABLE FoUNDATIO D REXEL AQUA T ECHNOLOGIES RICH ARD T. DUM OULIN JAMES EA1 M ORRIS L. FEDER MRS. D . L. FLEISCHMANN CHARLES FREEMAN. Eso. ROBERT E. GAMBEE PETER J . G OULANDRIS TH E GR ACE FOUNDATION ROBERTS. H AGGE. JR. W ALTER J. HANDELMAN B AS IL F. H ARRISON M EMORIAL F UND FRED C. H AWKINS C APT. PAUL R . H ENRY DR. CHARLES E. H ERDENDORF M R. & MRS. A. D . H ULI NGS STEPHEN JOHNSON

R ALP H P. HI LL

CHARLES HI NTZ

TH E H ISTORY CHANNEL

I NTERNATIONAL L ONGSHOREMEN ' s ASSOCIATION

MR. & M RS. STEVEN W. JONES

L TCOL W ALTER E. JORGENSEN

ART K UDNER G ERHARD E. K URZ CHRI STOS N. K RITIKOS JAMES A. M ACDONALD FOUNDATIO GUYE. M AITLAND

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ROYAL

J.

H OLLY

ADRI AN S. H OOPER

LC DR ROBERT I RVING USN ( R ET.) H AROLD K APLAN,

JR.

ELIZABETH S. H OOPER FOUNDATION

JAKOB ISBRANDTSEN

MRS. I RVING M . JOH SON

K ARTA CONTAINER & R ECYCLl~G

K EY B ANK OF NEW YORK

G EORGE R. L AMB JOHN L EHMAN H. R. L OGAN R ICHARDO R. L OPES MR. & M RS. RI CHARD M AG ILSON PETER M AN IGAULT JAMES P. M AREMKOS

C ALEB L OR ING, JR. M AR IN T uG & B ARGE

M ARINE SOCIETY OF NEW YORK W AR REN M ARR, II A NTHONY D . M ARS HALL M ARY & H ARRY W . M ARS HAL L M ATCH FILM I NC. B RIAN A . M cA LLI STER D AV ID J. M c BRI DE M CCARTER AND ENGLISH, LLP D ONALD C. M CGR AW . JR . M R. & MRS. J. WI LLIAM MIDDENDORF, II MILFORD B OAT WORK S D AVID M. MILTON T RUST M OBIL OIL CORPORATION H ON. J AMES J.M OORE M ORMAC M AR INE TR ANSPORT . I NC. R ICHARD I. M ORR IS, JR. MR. & M RS. SPENCER L. MURFEY, J R. D OUG LAS M USTER TH E AVY L EAGUE. EW Y ORK COUNCIL Y POWER A THORITY NORTON LILLY INTERNATIONA L B RYAN OLIPH ANT D AVID A. O ' NEIL OPERATION SAIL, I NC. RONALD L. O SWALD R ALPH M. & D OROTHY PACKER . JR. PACKER M ARI NE W ALTER H . PAGE W ILLIAM A. PALM D ONALD W . PETIT EsTATE OF W ALTER J . PETTIT, SR.

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MRS. A. T . POUCH. JR. TH OMAS Pow ALL MR. & MRS. ALBERT PRATT JOHN PUREMAN L ESLIE Q UICK, JR. CRAIG A. CHARLES A. R OBERTSON L AURANCE S. R OCKEFELLER M. R OSE ' BLATT & SON, I NC. EDM UND S. R UMOW ICZ THE R UTH R. H OYT-ANNE H . JOLLEY FoUNDATION. I NC. SAFE H ARBOUR CH ARTER ING JoHN F. S ALI SBURY M RS. ARTHUR J. SANTRY, JR.

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WILLIAM RI CH, Ill M A RY A. H. R UMSEY F OUNDA TION S. H . & H ELEN R. SCHEUER F AM ILY

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Fou ' DATION SCHMAHL & SoN's M AR INE AGENCIES. I NC. D ER SCUTT I NA SH APIRO MICHAEL D. SHEA R OBERT A. SINCERBEAUX A N C. & H AM ILTON SLOAN FOUNDATION H OWARD SLOTNICK CAPT. ARTH R W. SMITH BAILEY SMITH B RADFORD D . & STEPHAN IE SM ITH EDWARD W. SNOWDON NORMA & PETER STANFORD THOM AS N. STANFORD EDMUND A. STA 'LEY. JR. STATE COUNCIL ON W ATERWAYS JOHN STOBART M ARSHALL STREIBERT STOLT-NIELSEN. S.A. JOHN G . T ALBOT T EXACO, I NC. D ANIEL K . THORNE FOUNDATIO . I 'C. TI SBURY T OWING & T RANSPORTATION, INC. L OUIS A. TR APP. JR. A NNA GLEN VIETOR D AVID B. VIETOR CAROL & H AR RY VI NALL, Ill BRI A D . W AKE SH ANNON W ALL JEAN W ORT Y ANKEE CLIPPER

PETER V. W ALL H ENRY PENN WENGER W ESTCHESTER R ESCO ALEXANDER ZAGOREOS EDWARD G . ZELINSKY

W ILLIAM H . WH ITE

JOHN W ILEY AND So S, I NC. WI LLIAM G. WI NTERER

DONORS

G EORGE R . ATTERBURY WI LLIAM F. B ACHM AIER STEVE B. B ATTERMAN JERRY BLYDE & C o. JESSE M. B oNTEcou F RANK 0. B RAYNARD R ADM D AV ID C. BROWN H ENRY B URGESS ALAN B URROUGH MR. & MRS. NICHOLAS C ARLOZZI D AV ID D . CHOMEAU STAN LEY R. COWELL H AR LAN CROW D OM INIC A. D EL AURENTI S, MD EDWARD A. D ELMAN D R. & MRS. SCOTT D NCAN JOHN ELDER JULES COMPERTZ FLEDER WI LLIAM C. F RANK Fumsu- ICL SYSTEMS, [NC. H ARRY W. G ARSCHAGEN

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VIRGINIA STEELE GRUBB Jo ZACH MILLER. I V SHELLEY R EID

WILLI AM G. M ULLER

H AVEN C. ROOSEVELT

D AVID W. SWETLA D

PATRONS

C ARL W. H EXAMER,

II

L AURENCE URDANG

JAMES D. ABELES R AYMOND AKER

W!LLI M I J. CANAVAN CAPT. JAMES C. CooK R EY 'OLDS D u PONT. JR.

M URIEL

H. PARRY

SAILORS. UNION OF THE PACIFIC

SAMUEL THORNE, JR.

B OSTON M ARINE SOCIETY

MR. & MRS. R ODNEY H OUGHTON

JOHN H . PAES

A. H ERBERT SANDWEN

CHARLES J. V ADALA

R HODA AMON

CAPT. J. H OLLIS B OWER. JR.

I NTREPID M USEUM FOUNDATION

MRS. G ODWIN L. PELISSERO

ELLE ' M . B ALAGUER

TH E B RESSLER FOUNDATION

NEILE. JONES

H UGH M. PIERCE MELBOURNE SMITH

PAUL B ALSER PETER B ARTO K

CLIFFORD D . M ALLORY

STOLT PARCEL T ANKERS, I NC.

VENTURA C OUNTY M ARITIME M USEUM

PETER J.P. B RICKFIELD

STEVEN K ALIL

M R. & MRS. L AWRENCE R. R ACHLIN

O GDEN R EID

D AN IEL R . SUKIS

M RS. W ILLIAM F. WI SEMAN

ALAN B EARDEN

RI CHARD B ESSE

C APT . EDWARD M . B URNES

I.

D ONALD

M. B URNETT

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F . CALLO

CAPE F EAR COMMUNITY FOUNDATION. INC. NORMA ' C ARATHANASIS G EORGE W. CARMANY, [JI C APT. NED CHALKER M ARK D. CHASE TI M COLTON STAN COWELL DR. CHRISTIANE. CRETUR P. S. D EB EAUMONT DR. FORBES D ELANY JAMESON D ENAGEL EVAN DILLON B ERNARD D ONNELLY R . H . D UPREE JOHN D USENBURY H OWARD H . EDDY EKLOF M AR INE C ORPORATION JAMES P. F ARLEY B ARRY & CAROLL. FI SHER TIMOTHY G. FOOTE

CAPT. A. FOREL MR. & MRS. W.W. F RAZIER. I V PATRIC K H . F ULMER D ENNIS G ALLAG HER GEN. PATRI CK J . G ARVEY, USMC ( RET) PETER P. G ERQUEST CAPT. DWIGHT GERTZ W!LLI MI & K ERSTIN GILKERSON THOMAS C. GILLMER L CDR B. A. GILMORE, USN ( R ET) B RUCE G ODLEY R OBERT W. H AGEMEYER WI NTHROP H ALL, JR. CAPT. WI LLIAM H. H AM ILTON FREDERIC H . H ARWOOD DR. & MRS. D AVID H AYES A. D ALE H EMMERDINGER M R. & M RS . D AV ID H ENWOOD M R. & MRS. CHARLES HILL T OWNSEND H ORNOR RADM GEORGE W. JAHN ROBERT L . JAMES

WILLI AM JETT

MRS. B ERNICE B. JOHNSTON

E LIOT S. K OIVLES

ROGER T . K ORNER

ELLEN B . K URTZMAN

CAPT. L LOYD L OGAN

L EO A. L OUBERE

NICHOLAS S. M AKAR K ATE M ANNING M AR INE SOCIETY OF B OSTON B E 'JAM IN M ARTI DI ANA M AUTZ PETER A. M ORGAN I. A. M ORRI S MR . & MRS. R OBERT G. MORRIS D EAN R. DYES CLIFFORD B . O ' H ARA JAMES E . PALMER M URIEL H . P ARRY RA DM THOMA S J. PATTER SON CAPT. D. E . PERKINS JOYCE & H ARRY ELSO . JR. MR. & M RS. JACOB C. RARDIN RAYMOND R EM ICK. JR. M s. D USTY S. RHODES Ross E. R OEDER SANDY H ooK PILOTS, NY &NJ JoSEPH & JEAN SA \VTELLE SEA H ERITAGE FOUNDATION. INC. SEAREEF CHARTERING. I NC. PETE & T OSH! SEEGER CESARE SORIO SPIRIT & SANZONE D ISTRIBUTORS, I NC. JULES V ERNE STEINHAUER MR. & MRS. JAMES S YKES THOMSON I NDUSTRIES. INC. CARL W. TIMPSON. JR. JOH ' B. T HOMSON T or SHELF GRAPHICS WI LLIAM R. T OWER, JR. BRUCE SWEDIE ROSALIE S. W ALTON I AN W ATT R AYNER W EIR G EORGE WHITE PARKER WI SEMAN W OODSON K. W OODS THOMAS H . W YSMULLER R OBERTS . YOUNG

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NMHS Merchandise ... . . . makes great gifts!

Burgee. Nylon pennant with NMHS logo in royal blue and yellow on wh ite background with red border. 22" x12". Made in USA. $10 shipping included.

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

Mug with line drawing of the steam tug Catawissa on one side, "NM HS" and anchor on the other. Black on wh ite. $6 + $3 s/h , $5 fore ign.

NMHS 1999 Medallion . Attractive 2 W' circul ar brass ornament with our fl ags hip Kaiulani as she appears in our logo. $5 shipping included.

Wooden Tug Boats. Handcrafted by Capt.

Ted Foster from American hardwoods.

These semi- sca le di sp lay models are

48

signed and numbered. Quantities very funited. $40 + $3 s/h, $5 foreign.

Visolette Loupe in solid walnut handcarved case. 65 mm (2.5") precision ground lens 2.7X magn. , mounted in solid brass ring. Made in USA. $60 + $3 s/h, $5 foreign

PO Box 68, Peekskill NY 10566

Your order helps the NMHS!

1-800-221-NMHS (6647)

or call in your credit card order to

SEA HISTORY 90, AUTUMN 1999

The Wait is Over!

Sea History Press is proud to announce the third edition of

The International Register of Historic Ships

by N orman J. Brouwer This new edition is the most comprehensive listing of surviving historic ships ever published, featuring nearly 2,000 historic ships from over 50 countries. Not only does the Register catalogue these historic ships, but it provides updates on restoration projects and lists the remains ofhistoric ships preserved in museums, and contact information for all of the vessels. All of this is introduced by a new Preface by NMHS President Peter Stanford.

THE INTERNATIO L REGISTER OF

HISTOJ{ic Slf,fPS .....

"Norman Brouwer has sought out these ships where they live, from the choppy, windswept waters of San Francisco Bay on the US West Coast, to the still tidal pool of hilly Bristol in England, the shallows ofRussia's oft-embattled city St. Petersburg, the golden creeks of the Parana above Buenos Aires, or the muddy, busy purlieus of Myanmar's Irrawaddy."

-PETER STANFORD

Those who order by 1 December 1999 can take advantage of an introductory pre-publication price of $60 for the hardcover edition, $36.80 for the paperback, reflecting a 20% saving over the list price of $75 hardcover and $46 paperback. (Add $5 for shipping.)

To order by credit card, just call 800 221-NMHS (6647). To pay by check, mail your order to:

National Maritime Historical Society, PO Box 68, Peekskill NY 10566.

A.G.A. Correa & Son ®

designing jewelry for a generation

A.G.A. Correa & Son PO Box 1-HS Edgecomb, Maine 04556 ! 4k

! Bk

Handwoven Five Strand Turk's Head Bracelet----------------- $3440. -- $41 25.

Center of Affection Diamond Brooch -set in 14k white gold- $5000. ----- n/a Natural Quartz Deck Prism Charm - (patent p ending) ------------ n/a --- $650.

18" Pendant Chain---------------------------------------------------- $ 180 .

• matching Deck Prism Stud Earrings (not shown) -------------- n/a --- $750.

Port & Starboard Enamel Earrings ----------------------------------- n/a --- $585 .

Handwoven Four Strand Turk's Head Ring----------------------- $675. --- $775 .

Handwoven Four Strand Turk's Head Necklace --------------- $3780 . -- $4520.

Monkey 's Fist Eanings ---------------------------------------------- $350. --- $420.

Great Blue Heron Small Brooch------------------------------------ $220. --- $265 .

Triple Dolphin Family Brooch-------------------------------------- $880. -- $ 1050.

Handwoven Three Strand Turk 's Head Earrings----------------- $7 10. --- $840.

please visit our showroom - 11 River Wind Lane "B'

(800)341-0788

"B'

Monday through Friday 9am-5pm Please request our complete 64 page catalogue or visit our

website www.agacorrea.com - secure internet ordering E-mail aga@ime.net Fax (207)882-9744

For a generation we have offered our customers the fin est, handmade jewelry. Sati sfaction Guaranteed.

• FedEx 2-Day Shipping Paid By A.G.A. Correa & Son •

©A.G.A. Correa & Son 1998. All Rights Reserved.