Sea History 091 - Winter 1999-2000 by National Maritime Historical Society & Sea History Magazine

No. 91

NATIONAL MARITIME HISTORICAL SOCIETY

WINTER 1999- 2000

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

CAPE HORN: The Joseph Conrad's Voyage in Time Marine Art: 20 Years of the Mystic International The Legacy of the Kaiulani at Her Centennial A Seaman Steams to Freedom in the Civil War A Liberty Ship Turns Warrior

No. 91

SEA HISTORY

WINTER 1999-2000

CONTENTS FEATURED IN THIS ISSUE

COURTESY MYSTIC MARITIME GALLERY

9 THE CAPE HORN ROAD, XXI. Here ... All Men Mattered, by Peter Stanford A revival ofthe Cape Horn Road takes shape fo rpurposes that live on today-to keep a voyaging spirit alive for our tomorrows 15 THE OPSAIL 2000 OFFICIAL PORTS, PART VI. San Juan, Puerto Rico: An Open Door to the Caribbean and the Americas, by CDR Daniel Whiting, USCG (Ret.) The first stop in OpSail 2000's voyage up the East Coast ofthe United States this summer, San Juan has a long tradition ofvoyaging, ftom the native peoples, to the Spanish, to its present-day trade in container shipping 18 MARINE ART: Reflections on the 20th Annual Mystic International, by]. Russell Jinishian This autumn's 20th Annual Mystic International Marine Art Exhibition reconfirmed the vitality of the marine art field as old hands and up-and-comers revealed their talents and their commitment to our maritime heritage

24 Kaiulani: Princess, Ship and Legacy, by Justine Ahlstrom The flagship of the National Maritime Historical Society is revisited in its centennial year in words and pictures 28 The Remarkable Life of Robert Smalls, by Stanley Turkel An Aftican-American seaman faces Confederate guns in Charleston Harbor to take himselfand fellow slaves aboard the steamer Planter to fteedom during the American Civil War 32 An Ugly Duckling Turns Warrior, by William H. Langenberg The Liberty ship SS Stephen Hopkins meets and matches German auxiliary cruiser Stier in a unique engagement in the South Atlantic during World War II

COVER: The ship Joseph Conrad offSydney Heads with the pilot boat Waratah, on Wednesday morning, 18 December 1935. The Conrad is outward boundfor Cape Horn in her world-girdling voyage. The artist Os Brett recaptures for us the sunlit scene he witnessed as a boy. (See "The Cape Horn Road, "pages 9-13.) DEPARTMENTS 2 DECK LOG & LETTERS 5 NMHS: A CAUSE IN MOTION 23 MARINE ART NEWS 37 SHIP NOTES, SEAPORT & MUSEUM NEWS

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

32 SEA HISTORY (issn 0146-9312) is published quarterly by the National Maritime Histo rical Society, 5 John Walsh Blvd., PO Box 68, Peekskill NY 10566. Periodicals postage paid at Peekskill NY 10566 and add'! mai li ng offices. COPYRIGHT© 1999 by the Na ti onal Maritim e Historical Society. Tel: 9 14-737-7878. POSTMASTER: Send address changes to Sea History, PO Box 68, Peekskill NY 10566 .

NATIONAL MARITIME HISTORICAL SOCIETY

LETTERS

DECK LOG This year now ending marks the 1 OOth anniversary of the launching of the

Kaiulani into the icy waters of Maine's Kennebec River, on 2 December 1899. The Society's drive to save the Kaiulani from the scrapper's torch led directly to the founding of Sea History. So, the Kaiulani' s birthday embraces past and present concerns-concerns which reach into the future! Kaiulani, whose story we revisit in this issue, lived on to become the last Yankee square rigger to round Cape Horn. When her crew heard the news of the attack on Pearl Harbor on 7 December 1941, the old barky (as her people called her) was off the Horn, just 42 years old. Karl Kortum, a member of Kaiulani's crew, went on to serve in World War II in the wide, dangero us wastes of the Pacific. He returned home to found the San Francisco Maritime National Historical Park. In 1963 Karl founded the National Maritime Historical Society to save the Kaiulani. When I became president of NMHS in 1970, we found we simply could not raise public interest in saving the ship, even though she h ad been given to the American people as a gift of the Philippine people. She was scrapped in 1974. Today her forefoot is preserved in San Francisco, and her wheel is in our NMHS quarterdeck in Peekskill, New York. Our gang sees Kaiulani as a 3,000mile-longvessel, lying between these two points, headed westward toward Hawaii and Alaska, the two main destinations of her voyaging life.

The Journal of a Cause in Motion The first issue of Sea Histo ry was launched in 1972 to raise the maritime awareness of the American people. So, we felt, future ship proj ects like the Kaiulani might be floated on a rising tide of publi c interest. We call ed the fl edgling magazine "the journal of a cause in motion," and so we think of it today. And Sea History helped NMHS play a vital role in saving historic ships, from the bark Elissa in Galveston to the Liberty ship john W Brown in Baltimore, the schooner Ernestina in New Bedford, and others saved with the help of our advocacy and of the $5-million maritime heritage fund we got through the Congress in 1979. Our chairman Jam es McAllister of McAllister Towing led us into involvement with the merchant marine of today and tomorrow, a subj ect curiously neglected by many maritime museums. Jim's successor, Schuyler M. Meyer, Jr., led in redefining NMHS as an educational The Kaiulani outward bound in the South institution broadly conceived to go Atlantic, 1942. (Photo by Karl Kortum) beyo nd saving historic ships, to advancing maritime history as a vital element in American life. And that is our present course, in which we've moved from study and advocacy to running NMHS programs to reach more Americans with the seafaring message. This effort, presided over by our Overseer Walter Cronkite, draws its ethos and its strength from the participation of an active, committed membership. That membership is the crew of our 3,000-mile Kaiulani carrying the message of the original ship, and of all our heritage in ships, into the future. P ETER STANFORD President

Archie Horka, One of the Finest It was good to see Archie Horka remembered in "The Cape Hom Road" (SH89). I was a shipmate of Arch ie's when he was the executive officer of the Manhattan. Aside from being an excellent sailor and ship's officer, he was a brilliant man, and one of the finest human beings I ever knew. We were all called up to active duty in November of '39. Archie had a physical problem which did not stop him from commanding merchant ships during the war, but he left active duty at the end of the first year. Still we kept in touch and after the war visits continued even though I left US Lines. On occasion he would drop by my office to talk, and it was always a pleasure to see him. The US Lines people were the finest, and mostly we kept in touch until the end, but none were better than Archie Horka. T he prewar merchant marine was a stew made of every type of man you could think of. The nature of the life was so demanding, rarely was an intelligent man willing to give up so much for so little. Yet some did, as they loved the sea and what it stood for, more than themselves. No matter what profession Archie would have entered, he would have succeeded. Although those who had the privilege of sailing with Archie knew this, he rarely received any recognition, and your article pleased me. ALVIN CHESTER

Miami, Florida

Remembering the "Gallant Ship" The article in Sea H istory 90 about the Danish ship Danmark rekindled many memories of the days and nights I spent on this gallant ship while a midshipman at the US Coast Guard Academy during the early days of World War II. Danmark was a great ship, offering an exciting experience. The Danish skipper, Captain Hansen, and his crew were superb sailors and provided unique learning experiences in seamanship for the eager cadets. GERALD K. BARKER Topeka, Kansas The picture of the Danmark at the dock of the Coast Guard Academy on pagel8 of SH90 brings memories of when I was there in 1943. I was a cadet in the USCGR program. Part of each class of cadets trained for a SEA HISTORY 91 , WINTER 1999-2000

monrh on rhe Danmark, and pan wenr ro Anrisubmarine Warfare School. I did rhe larrer, so never sailed aboard rhe Danmark. We rrained on 83-foorers, shown asrern of and alongside rhe Danmark in rhe phoro in your arricle. Igor my commission in July 1943, and was assigned as skipper of an 83-foorer. My ship was nor yer finished, so I had a monrh ro srayar rhe academy. Myclassmares and I were wairing for our ships, and did some insrrucring on rhe very 83s in rhe phorograph. I gor currer 83476 in Seprember, and was commanding officer for abour 15 monrhs before being rransferred ro larger ships-rhe 165-foor currer Calypso, and rhen as an execurive officer on a ranker. Whar we did is pan of Navy and Coasr Guard sea hisrory. LT(JG) ROBERT S.ALLE , USCGR (RET.) Barringron, Rhode Island

and a cup of aromaric, sipping coffee. Savor the coffee, savor rhe wriring. ANGELO CERCHIONE Deep Gap, Norrh Carolina Angelos updates on the Picron Castle and the "tall-ship world" can be found on the web atwww.picton-castle.com.-ED.

Errata & Addenda An error crept inro my letter on the Collins Line ships in Sea History 90. In the antepenultimate paragraph it reads "as once rhe embargo on wood for mail steamers was lifted, Cunard almost at once adopred ir." It was, of course, iron hulls that the Admiralry objected ro. The objecrion was repealed soon after the collision berween Arctic and Vesta, which brought home ro them rhe fact that iron hulls were safer than wooden ones in an accident. PAUL QUI

Stafford, England

"What Better Way than to Live It?" We would like ro rhank rhe Narional Maririme Hisrorical Sociery for making ir possible for our daughrer, Adrienne, ro sail aboard "HMS" Rose. I cannor rhink of a berrer way for any srudenr ro srudy hisrory than ro "live" ir. This opporruniry has given our Marquerre High School students a chance ro work rogether and ro learn what hard work it has raken ro make rhis country. It was a wonderful experience for all, and we are deeply grateful ro rhe Sociery for making ir possible. REED AND PEGGY ASSMANN Alron, Illinois Read more about NMHS s summer "Historyat-Sea "program on page 5.

Are We Blushing? Wirh a ringing "You're hisrory, Angelo!" Justine Ahlstrom, Sea History's ediror, had welcomed me and the Picton Castle ro rhe pages of her magazine ("Ro und rhe World and Home Again," SH90, pp37-8). I didn'r realize at the time what a favor she had conferred. New ro the tall-ship world, I was agreeably surprised when my first issue of the magazine arrived yesterday. Unlike rhe digiral world wirh irs choppy e-mails and fragmented maunderings, here was a publication that actually rold stories. Srories that cover "The Art, Lirerarure, Adventure, Lore & Learning of rhe Sea." And srories always call for a quiet nook

SEA HISTORY 91, WINTER 1999-2000

I am incorrectly credited with researching and identifying the Gold Rush ship William Gray in San Francisco, which was found in a construction sire for a Levi Strauss office complex in 1979. The credit belongs ro historians Roger and Nancy Olmsred, and James P. Delgado, who was then a National Park Service historian. My role was to make drawings ofwharcould be seen and inrerpret the ship, panicularly so that some dimensions could be obrained ro compare rhem with the ship's registered dimensions for idenrification. The significance of what was found is

that we had a fairly inract hull, minus decking, but including the bulwark wirh a pin rail srill in place. This was nor a mere bortom of a burned our hull, as had been rhe case for other Gold Rush ships. Needless to say, it was an exrremely exciring discoveiy. RAYMOND AKER Palo Alto, California In "Musings on the School Ship Danmark " (SH 90, pp 18-19), we incorrectly referred to the American Capt. Gordon McGowan as the chief officer ofthe Danmark. We apologize to Suzanne McMurray Ko and to the old Danmark hands for the error. Capt. McGowan was aboard the Danmark during summer cruises in 1943, 1944 and 1945, and had responsibility for seamamhip imtruction. Suzanne McMurray Ko further reports: No American officers served aboard Danmark; the ship flew the American flag, but all officers were Danish and wore Danish uniforms-a special concession from Presidenr Roosevelr. The chief officer referred to was Captain Knud Langevad. He was trained from boyhood in square-riggers, and had served aboard Danmark since irs maiden voyage in 1933. The academy's superinrendent, Admiral Pine, wanred rhe Academy to acquire a square rigger of its own. Because of Langevad's expenise, Admiral Pine consulted wirh him, and ir was decided that Horst Wessel would be the best choice. Langevad agreed to sail with rhe ship from Germany, along with Capt. McGowan and ,t the German captain and crew.

Join Us for a Voyage into History Our seafaring heritage comes alive in the pages of Sea History, from the ancient mariners of Greece to Portuguese navigators openjng up the ocean world to the heroic efforts of seamen in this century's conflicts. Each issue brings new insights and

new discoveries . If you love the sea, the rivers, lakes and bays-if you love the legacy of those who sail in deep water and their workaday craft, then you belong with us. Join today! Mail in the form below or phone

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NATIONAL MARITIME HISTORICAL SOCIETY OFFICERS &TRUSTEES: Chairman, C raig A. C. Reynolds; Vice Chairmen, Richardo Lopes, G uy E. C. Maitland, Ed ward G. Zel insky; President, Peter Stanford; Vice President, No rm a Sranford; Treasurer, Wi lliam H. White; Secretary, Marshall Streibert; Trustees, Walter R. Brown, Fred C. H awkins, Jakob Isbrandtsen, Steven W. Jones, Robert La Banca, Wa rren Leback, Karen E. Markoe, Warren Marr, II , H arry W. Marsha ll , Bri an A . McAllister, D avid A. O 'Ne il , C harl es A. Robertson, Howard Slotnick, Bradford D. Smith, Jo hn Talbot, David B. Vieror, H arry E. Vinall , III, Jean Wort, Al exander Zago reos; Chairman Emeritus, Alan G. C hoate FOUN DER: Karl Kortum (1917- 1996) OVERSEERS : RADM D avid C. Brown, Chairman; Walter Cronkite, John Lehman, J. Wi lliam Middendorf, II, John Stobart, W illiam G. W interer ADVISORS: Co-Chairmen, Frank 0. Braynard , Melbourne Smith; D. K. Abbass, Raymond Aker, George F. Bass, Francis E. Bowker, Oswald L. Brett, Norm an J. Bro uwer, RADM Joseph F. Callo, William M. Doerflinger , Francis]. Duffy, John Ewald, Joseph L. Farr, Timothy G. Foote, William G ilkerso n, T homas Gillmer, Walter J. H andelman, Charles E. Herdendorf, Steven A. H yman, Hajo Knuttel, Gu nnar Lundeberg, Co nrad Milster, Wi lliam G. Muller, David E. Perkins, Nancy Hughes Richardso n, Timothy J. Runyan, Ralph L. Snow, Shannon J. Wall, Thomas Wells

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SEA HISTORY 91 , WINTER 1999-2000

NMHS: A CAUSE I N M O T ION

NMHS Education Program Teams Midwestern Farm Kids with NYC Students to Study Archaeology aboard an Historic Ship by David B. Allen An enthusiastic crew of high school students, half from Midwestern farm towns and half from New York City neighborhoods, set forth this summer on an expedition aboard a tall ship to uncover the remains of a Revolutionary War-era Royal Navy frigate sunk near the shore in Narragansett Bay, Rhode Island. They were joined by a group of teachers and a team of archaeologists, technicians, divers and histo rians during this week of education and adventure. T his program, called History-at-Sea, was one component of the curriculum developed by the National Maritime Historical Society as a precursor to our instructional programming for the Operation Sail 2000 events next summer. The students lived together as crew, working, studying and sleeping aboard "HMS " Rose. While underway, the students studied the maritime history of the Royal Navy during the American Revo lution as well as underwater archaeology, charts and navigation, and oceanography, all while learning to crew the largest wooden sailing school ship in the world. Rose, a reproduction of a 242-year-old Royal Navy frigate, functioned as a training vessel for the students and a work platform and teaching station for the archaeologists and divers. The students listened in rapt attention as Dr. Kathy Abbass, director of the Rhode Isl and Marine Archaeology Project (RIMAP), recounted Cerberus's story. The 28-gun Royal Navy frigate Cerberus, the object of the archaeological expedition, had been scuttled by her own crew in 1778 to avoid its capture. Named afrer the threeheaded hound that guards the gates to Hell, Cerberus was surveyed and mapped by Dr. Abbass, volunteers from RIMAP and divers from the Navy Underwater Warfare Center. The Rose crew moored their vessel above the wreck of Cerberus and the divers, archaeologists, students and teachers participated in the archaeological survey of the sunken ship. The Navy Underwater Warfare Center also tested new underwater communication systems, which allowed

SEA HISTORY 91 , WINTER 1999-2000

the students to help guide the divers , while keeping track Studying history at sea . .. and under the surface: Karen Corsaw, of them on moniDenisse Rivera, Ivan Rodriguez, Jessica Spadafino, Alex Taveras, tors placed between Ismael Cruz, Chelsea Smith, Eric Arena, Tim Flores, Nebiha the large guns of Mohammed, Johann Ovalle, Sara Stuckey, Ellen Davis, Jenny Rose. The underwa- Cozart, Ryan Twitchell, Kristina Smith, Heidi Mueller, Amber ter team located and Manuel, Tia Black, josh Welch, Nathaniel Churchill and Scott mapped many arti- Scharping, with instructors Vincent Roberts, Kathy Smysor, and facts including a NMHS staff David Allen. {Photo: James Crowley) number of Cerberus's cannon, scattered across the site when watch, " recalled Amber Manuel, a young the ship exploded and burned 221 years history student. "For a while I was alone on the quarterdeck and the experience was earlier. "This was definitely the learning adven- enchanting. I only got a few hours of sleep ture ofa lifetime," exclaimed Kathy Smysor, each night, but I didn't care. I didn't even head of the History D epartment at C uba really mind sharing a tiny compartment Junior-Senior High School in Cuba, Illi- under the gun deck with ten other girls and nois. "My students were so excited. They all our gear!" After returning home the Illinois stuco uldn't wait to climb way up into the rigging and get out on the yards to help furl dents found that they were minor celebrisails. We studied the Royal Navy and the ties. The story of their adventure had been Revolutionary War in class, but most of reported on the AP Wire Service and picked these kids had never even seen the ocean. up by newspapers in the Midwest. They Now we've sailed on one Revolutionary have been asked to share their experience warship and actually helped with the ar- and their new-found knowledge of marine archaeology, speaking at local libraries and chaeology on another!" After the underwater archaeology sur- for Rotary C lubs and other organizations.-t vey was completed, the students sailed Rose into New York Harbor, home for half "50 State Sail-in" Leads NMHS' s sail training crew. The New York 11 Next Year's Campaign City students were affiliated with Floating Fifty high school students, one from the Apple, the boatbuilding and row111g 11 each of the 50 states, will come togro up based in Manhattan. : gether as a sail training crew aboard a I tall ship for one week, from Baltimore Students Carry the Message : to New York, as part ofNMHS 's eduThe Illinois students raised the funds nec11 cational program with OpSail 2000. 1 essary to travel to the East Coast. "The kids I They will then lead the Parade of Sail I were great," reported Mrs. Smysor. "They : into New York Harbor on July 4th as : organized car washes, bake sales and spaII part of the working crew aboard USCG II ghetti suppers. The whole community was I Bark Eagle. During the voyage, and for : really behind them"-including the local a week at the State University of New I Wal-Mart, which matched, dollar-for-dolYork's Maritime College in New York lar, the money raised during a car wash the City, they will earn college credits in students held on the store's parki ng lot. American maritime history. This exOld Navy also donated warm fleece ves ts perience will send the students back and the shorts worn by students and teachhome carrying the message of their I ers throughout the week. experience, prepared to be ambassa"My favorite thing was steering the ship dors for America's maritime heritage. during one really starry midnight-to-4AM

NMHS: A CAUSE IN MOTION

How the International Register ofHistoric Ships Was Born Recognized today as the authoritative field guide to the world's historic ships, the International Register ofHistoric Ships comes to you from the hand of a quiet person, but one whose mind and spirit have ranged to the far corners of the world in quest of our heritage in ships-a heritage which has done so much to affect the development of human purpose on this watery planet. Norman Brouwer has sought out these ships where they live, from the choppy, windswept waters of San Francisco Bay, to the still tidal pool of hilly Bristol in England, the shallows ofRussia' soft-embattled St. Petersburg, the golden creeks of the Parana above Buenos Aires, or the muddy, busy purlieus of the Irrawaddy in Myanmar. Wherever he goes, he finds the ships and talks to their people. Ask Brouwer about a ship, and he will quite likely say that he doesn 't really know the whole story. But if you persist, you'll find the ship's story taking shape before your eyes. He doesn't know the whole story - he just knows it better than anyone else.

Brouwer has sailed Cape Horn waters himself. After graduating from the Maine Maritime Academy, he served as mate in the National Science Foundation ship Hero. After the seafaring chapter of Brouwer's life ended, he apprenticed himself to museum studies at historic Cooperstown in upstate New York. From there, in 1972 he came to South Street Seaport Museum in New York City, where he serves today as the senior ship historian. In 1974 Frank G . G. Carr, director of Britain's National Maritime Museum, came to the US at the invitation of NMHS to advocate the cause of the yet-to-be-founded World Ship Trust. So we founded the American Ship Trust in 1978 with Carr as International Chairman and then met in London the following year to found the World Ship Trust. Frank decreed that the first order of business should be publication of a definitive version of Brouwer's ship lists, which we had been publishing piecemeal in Sea History since 1972. So the World Ship Trust, dedicated to

the preservation of historic ships from every trade or mission, and from every quarter of our water-girded planet, became the publisher of the International Register. The third edition is enriched by ships that have come to light since the first edition was published in 1985. That edition had some 700 ships, this one nearly three times that number, thanks to ship keepers and aficionados around the world pooling their knowledge in Brouwer's Register. The book makes an absorbing field to browse through, for greenhorns and old hands alike. But its best use is surely as a field guide-first to get to know the ships that brought us so far, and then to visit them. A remarkably complete bibliography opens the door to the ships' stories, and to shipkeeping institutions that seek out and maintain this vital heritage. -PETER STANFORD

Excerptedfrom the Preface to the third edition ofthe International Register of Historic Ships available ftom NMHS. See our ad opposite.

NMHS Honors SV Danmark World War II service at the Coast G uard Academy in New London, Connecticut. Admiral Loy presented the award for the ship and gave the keynote address on "The Dan mark's Influence on Coast Guard Leadership," excerpts ofwhich will be published in an upcoming Sea History. The award was received by Captain Nielsen, who also presented the Society with an historic map of the N orthArlantic, encompassing Denmark and the US. A highlight of the evening was the un veiling of William G. Muller's paintings of the Danmark, portrayed during the war years at the Coast Guard Academy, one to be displayed Admiral Loy presents American Ship Trust Award aboard the Danmark, rhe orher in to Ca t. Nielsen. (Photos: Camera One) the Danish consulate in New York. The evening came to a close with a few well-chosen remarks by expatriIt was a pleasure to welcome such luminaries as Admiral James M. Loy, Commandant of the US Coast Guard, Ambassador Michael Meltz Morch, Consul General of Denmark in New York, Captain 0. P. Nielsen of the sail training ship Danmark, and Victor Borge to the NMHS Annual Awards Dinner at the New York Yacht Club on 3 November 1999. The Society's Karl Kortum American Ship Trust Award was presented to the SV Danmark for its work training the young people of Denmark for careers in the merchant navy and, particularly, for the ship's and her crew's

A close-up ofthe Danmark ftom William G. Muller's painting. ate Dane Victor Borge and the harmonies of the Coast Guard Academy Glee Club, as they sang the Armed Forces Medley and the assembled honored each of the services as their members rose in turn. -

]USTINE AHLSTROM

From left to right: Howard Slotnick, NMHS Trustee; Admiral Loy; Craig Reynolds, NMHS Chairman; Capt. 0. P. Nielsen; Peter Stanford, NMHS President; Victor Borge; Clay Maitland, NMHS Dinner Chairman; Ambassador M¢rch; William G. Muller 6

SEA HISTORY 91, WINTER 1999-2000

Tile 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 lNTERNATio :1L !:_EGISTER OF

HISTORic

SHIPS .. .. . Norman J Brouwer

"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

Price: $75 for the hardcover edition; $46 softcover, plus $5 each shipping and handling in the USA. Foreign shipping varies. * Members of the National Maritime Historical Society may use their 10% member's discount ($67.50hc; $41.60sc + $5s&h) *For foreign shipment, please fax us at 914 737-7816 or e-mail us at nmhs@seahistory.org. 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.

THE CAPE HORN ROAD , PART XXI

''Here. • . All Men Mattered'' A Revival ofthe Cape Horn Road Takes Shape for Purposes that Live on Today-to Keep a li>yaging Spirit Alive for Our Tomorrows by Peter Stanford

remember the strained but radiant grin of the dark-clad figure standing in seaboo ts on the gray dining room rug of our house in Brooklyn H eights, New York. H e must have been there for supper as that cold January day wo und down. We had come from a visit with this seafaring man late that afternoon, exploring the battered hull of the little square rigger he'd brought to New York, only to be wrecked in the harbor. She was the 202-ton former D anish sail training ship Georg Stage, which our visitor, Alan Villiers, had renamed Joseph Conrad and brought across the Atlantic with a young crew, on the first oceanic leg of a round-the-wo rld cruise. The cruise was a venture taken, as he later put it, "in defense of my poor ideals." A savage northwest gale had struck New York as the first day of the new year 1935 The sorely wounded Joseph Conrad on the rocks at Bay Ridge, 2 January 1935. Villiers, in drew to a chilly close, and somewhere pea jacket and seaboots, directs operations ftom the fore rigging, doing everything to save his ship around 3AM on Wednesday, 2 January under a threatening sky, before the winter gale lashes in again- as it did. (From Villiers, C ruise heavy gusts and mounting seas had snapped of the Conrad) the chain of the anchor the ship was lying to, and smashed her into the rocky escarpment of the Bay Ridge he did not see how they could stay afl oat. Amid the boarding seas sea wall in South Brooklyn. H er people had scrambled ashore and howling wind, Villiers noticed the lights in the skyscrapers of safely, but the ship was not so well off. T he rocks had to rn holes Manhattan , where night personnel and cleaners were at work. in her iron plating. Villiers had been as hore that evening and was "An d here we were, staging a sea tragedy beneath their very lights, unable to get a boat back to the ship because, as people patiently trying desperately to save a fo undering ship right in the 'safety' of explained to him, it was a holiday, New Year's D ay, and nobody a harbor. " was working. Rising betimes next morning, he fo und his ship had T he Joseph Conrad survived, and was beached in the lee of been driven off her mooring, and finally saw her on the rocks. Staten Island in 16 feet of water. Normally she drew 12 feet, so she The receding tide threatened to capsize the Conrad, so Villiers had settled fo ur fee t deeper, losing all that free board, practically all got three trucks to drag her upright, using ashes fro m the galley she had. Next day after further patching, she was pumped out and stove to help the trucks get traction on the icy roadway ashore. towed across and put in the d rydock at Tebo's yard, where my Tugs were brought to pull the Conrad off and get her to T ebo's fa ther Al Stanford and I visited her and talked with Villiers, who shipyard up Gowanus Creek two miles away-but as strain cam e was poking with his seaboot at various wooden crates bobbing on the hawsers there was a sound of tearing iron, and Villiers about in the icy water which still fill ed the lower hold. I was seven, stopped the attempt before the ship's bottom was torn out. T he but I can't remember anything that was said. The silent film of my next day, makeshift patches were put in by a diver and in high memory just shows me Villiers's defi ant stance and the relief that winds and seas the vessel was pumped out enough to float off the even I could feel, that his ship, with her people, was saved. rocks. Then a violent squall came screaming down on them to "To Sail This Lovely Ship" drive the ship against the 69th Street Pier, where she did further damage to herself. At las t, with more tugs summoned to join the O n 3 1 January a tug pulled the little full-rigger out into the fray, the Conrad was towed across, battered and dented, half full harbor, and in open water by the Statue of Liberty she made sail of water, toward sheltered water in the lee of Staten Island. Villiers and stood out to sea before a light fair wi nd. T he sto ry of the later described the scene, with the emergency crew aboard all set ensuing voyage is told in Villiers' s Cruise ofthe Conrad. She stood to jump overboard clear of the rigging if-o r when- the ship to the eastward to meet the G ulf Stream , whose warm waters soon went down . Villiers describes how "we flew along settling ever melted the ice fro zen into her scuppers-and perhaps softened the deeply and more deeply in the water. " T he main deck was awash; harsh experience the vessel and her people had passed through,

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At first the toughness of the life at sea, the violent discipline of the mates and the rough ways of the crew shocked Villiers; but one day he woke up rejoicing to be afloat, doing work that he learned to love. with men's lives as well as the ship's hanging in the balance under the indifferent lights of the city. The Conrad's stranding had been a reminder, almost a symbolic foreshadowing, that even in the home precinct of a sophisticated, mechanically supported civilization, the wildness of the world is still our there, as is the need for courage and resolve in people who would be doing things in it. Other rough moments were to come on the voyage, after the little ship had romped through the Trades in flying fish weather and come into the great winds of the Southern Ocean. From there she slanted up into Indonesia, in the wake of the Portuguese explorers of the 1500s, and finally stood away for Villiers's native Australia. In Sydney, the skipper was welcomed home as a native son. Tourists crowded the ship, with dignitaries and-most welcome-sailors in the grain trade, a trade still carried in a fleet of big square riggers sailing from Australia's south coast each year. And there were veterans from the halcyon days of the Australian wool trade, carried half a century earlier in fast wooden clippers of superlative design, even a few who'd sailed in the splendid Cutty Sark, Thermopylae and Cimba, ships whose names were once known in every port and which live on in legend today. Villiers reveled in the reception, but he worried that everyone viewed the Conrad's voyage as a kind of spectacle or exhibit. Unthinking visitors walked off with belaying pins from the pinrails. No one offered any help to the voyage, or rook Villiers up on his noble idea that Australia should have a square rigger to train young people in the ways of the sea, to open their eyes to the wider horizons and stern realities rhe early seamen had mastered ro course the world's oceans and, indeed, settle Australia. The marine artist John Allcor, however, was a welcome visitor. He brought with him young Oswald Brett, who was to become a notable marine artist in his own right, and a friend of Villiers, in later life. Later, when the ship reached Melbourne on the south coast, he had another visitor he was to see more of, a young Australian girl named Nancie Wills who came to hear Villiers speak at the Melbourne Shi plovers Club. They were to meet again in England during World War II, and after the war they married and settled in Oxford, England.

"Here Nobody Gives In" Voyage finances were shaky when the Conrad came into Melbourne, after a wearisome bear down the coast from Sydney. There was just £30 ($150) left in the till, which went our immediately to meet port charges and provide shore-leave money to the crew. Villiers had other resources. He could, and did, write stories for the newspapers, give lectures, sell his photographs, and draw against royalties from his books, but none of them were enough to meet the real costs of the voyage. He reproached himself for not having allowed for all the unforeseeable incidents of the voyagethe catastrophic costs of the stranding in Brooklyn, the extra costs of shipping home a seaman who couldn't fir in aboard ship, doctors to treat malaria picked up in the East Indies, things beyond the normal wear and tear on sails and gear. Bur then he thought: Well, I knew all this when I set our .... Bur I had beenwell, almost inspired to buy this ship. So far as I knew, no one else would have saved her from the break-up yards; no one else would have made any sailing-ship available for British 10

youth, no one else would have tried to sail this lovely ship round the world. Besides the beauty of this stout little vessel of 1883, with her deep single topsails, sharply steeved bowsprit and look of a frigate of bygone centuries-what besides this had inspired him? Ir was the boys he'd shipped, making up half the ship's complement of 28 souls who kept that inspiration alive. The other half were seasoned square-rigged sailormen, whom Villiers paid. The fees paid by the boys accounted for less than one sixth of the voyage cost-bur they were the heart of its purpose. I believe Alan saw something of his own life experience in these youngsters. Alan had grown up in modest circumstances in Melbourne, where his father , a man of considerable parts, a poet and pacifist, worked on the city trolleys for a living. Alan was inspired from childhood by the sight of the sailing ships that clustered in the harbor, linking Melbourne to the world as they had for centuries, and by an English reacher who believed in him, a Miss Sweetman whom he never forgot. Ar age 16 he went to sea in the small bark Rothesay Bay. His father had died three years earlier, leaving the family nearly penniless. To get his mother's permission to go to sea at age 16, Villiers reminded her that he would be one less mouth to feed. So Villiers went to sea, in an aging bark running short-handed in the inter-island trade carried across the stormy waters linking Australia, New Zealand and Tasmania. At first the roughness of the life at sea, seasickness, uncertainty, the violent discipline of the mates and the rough ways of the crew shocked Villiers; bur one day he woke up rejoicing to be afloat, doing work that he learned to love. And he found mentors among the ship's company, who, with all their grousing, rook pride in their work. With that pride went a contempt for manipulators, con artists and people who give something less than full value. The septuagenarian second mate Jack Shimmins rold him: "Never trust the shore bastards: they'll do you in if they can." In the Rothesay Bay the going was hard, bur there was no fakery-rhere wasn't room for it. And there was respect: respect of course for the wild, untamable sea, and for the ship, whose service was demanding. A senior deckhand said: "Here nobody gives in. No, my sons, not to anything." Summing up this sailing years later amid the green fields of his home in O xford, Alan wrote: "Here in the battered bark, all men mattered." Villiers went on to sail in the great square riggers that carried grain to England and Europe up until World War II. He wrote a book about life aboard these big steel barks, each carrying around 5,000 tons of grain. A film followed and he went on the lecture circuit. Gilbert Grosvenor of the National Geographic Society in the US invited him to speak to a large assembly in Washington, and a successful speaking tour followed . He was recording and speaking for a vanishing way oflife. As he later wrote in his preface for our book about the Wavertree in South Street Seaport in New York: Their windships might kill them but while they lasted they were challenging, beautiful, noble ships in whose service there were tremendous compensations and satisfactions gone quire beyond achievement now. Due to the peculiar economics of the grain fleet, one of the big ships, the Parma, came on the market for only £2,000 ($10,000).

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When the ship Joseph Conrad stood out to sea off Sydney Heads on 18 December 1935, the artist Os Brett was there. Disappointed that his parents would not let him sail with the white-winged ship, he made notes far this painting, which catches the pilot steamer Wararah in company with the Conrad, as the little ship gathers way after heaving-to to drop offthe pilots, Captains Murchison and Brew. The Wararah survives today at the Sydney Maritime Museum, and the Joseph Conrad at Mystic Seaport in Connecticut.

This was in 1931 , after Villiers had begun to earn a good living as writer and lecturer. So ... he had some money, and his old skipper Captain Ruben de Cloux, with whom he'd sailed in the Lawhill and the famous H erzogin Cecilie, joined up with him to buy the Parma and sail her in the grain trade from Australia. The scheme worked! Pardy it worked because the Parma had gone for a tiny fraction of her original cost. Scots built in 1902, she had been kept up in splendid condition by her owners, F. Laeisz ofHamburg, Germany. Laeisz ships sailed in the Cape Horn trade to Chilean ports for nitrate. As this trade died our the ships of their famous Flying P line had come on the marker. Another reason the scheme worked goes to the heart of the story of the last great square riggers in the Cape Horn trade, the existence in Mariehamn in rhe remote Aland Islands, of the ships of Gustaf Erikson. Born of a farming family rhar also owned and sailed small ships, Erikson had begun buyi ng up big sailing ships for the Australian grain trade as these ships were crowded our of other markets by the ever-advancing steamship. He ran a right ship-and he kept the culture of deepwater square rig alive, first as cook and eventually captain. Villiers's partner Captain de Cloux was an Erikson skipper, and Erikson carefully recruited the best in the rough dying business of deepwarer sail. Hardy Aland Island farm boys and fishermen made up the crews, supplemented by a steady flow of yo ung men-like Alan Villiers-as the word spread that yo u could sail in what gradually became the world's last deepwarer trade in square rig. This paid a small wage with good solid food and quarters which, while subject to flooding in heavy weather, provided a narrow bunk, and the company of a disciplined sociery of hard-working young men who rook some pride in the intricate skills, daring and teamwork it rook to drive a great sailing ship. Villiers had learned these disciplines, and in de Cloux he had a captain of the highest class. They did everything ro save on costs, bur also everything to serve the ship. Thar dedication, abetted by a lucky shift in the price of grain, berween Australia and England, was what made the voyage the success it was. A second voyage, in 1932-3 worked our well, roo. The great ship made a record run of 83 days from Australia to England. And then Villiers left her. With what must have seemed a great heap of money in hand, he sought a way ro use it rhar would do some good in the world, and so conceived of the voyage of rhejoseph Conrad. He would buy a ship of his own and sail to another purpose. He would find a small ship of traditional rig in which he could sail in rhe wake of the old voyagers who first opened the ocean world, training young people in rhe ways of rhe sea. He looked at some of the French wooden barkentines that sailed in the ancient trade of the Grand Banks cod fisheries , off Newfoundland, bur these needed heavy repairs; they were not a practical proposition. When he came upon

SEA HISTORY 91 , WINTER 1999-2000

rhe Georg Stage on the Copenhagen waterfront, he knew he had found the ship he wanted. T his was the ship he bought and renamed Joseph Conrad. From the Conrad Forward Ultimately, after many anxious days, Villiers did find the money to continue on from Australia. Free at last of the "shore bastards," Villiers rook delight in revisiting Captain Cook's old stomping grounds, voyaging to New Zealand and T ahiri. Squaring off for Cape Horn, the Conrad rook a dusting. She ran before rhe heavy winds and the huge cresting seas of the Southern Ocean. Some way short of the Horn, a gale hit them with a particular ferociry, piling gust upon gust rather than dying away after irs first assault. Villiers began to worry that the ship might be pooped-or have the sea board her stern and sweep her length, breaking steering gear, skylight and deckhouse doors. The sea could make the vessel broach ro, hurling her sideways to rhewind, so all the gale's force and breaking seas would conspire to overthrow her, with masts in the water and every likelihood of the cargo hatches carrying away, sinking her like a stone, with all her people. Villiers had been through a near-fatal experience on these lines in the Parma's first voyage, the big ship thrown aro und like a toy and the after saloon flooded our through a broken skylight. The Conrad was built for the Baltic, a sea which could nor conceive of such seas as these Cape Horn combers, sweeping unobstructed righraround rheworld. Her stern had no poop-so a big sea could easily board her there, sweeping all before it, with dire consequences to follow. He knew that he had to bring the ship round, head to wind. Hove-to in that posture, she wo uld be ready to rake the worst Old Ocean could throw at them, bow-on. He waited for a smooth or lull berween big seas. The worst thing would be to be caught halfway through the turn. Visibili ry was getting worse, daylight fading. And there came a lesser wave, usually a presage of rwo or three more to follow, constituting rhe desired "smooth. " Bur with the ship committed to the turn , swinging fast to bringher head up, a giant sea loomed our of the halflighr. Ir was now a race to see whether the vessel wo uld come up head to wind before the sea hit. She did-just barely-taki ng a srrong glancing blow which wrecked one of the ship's boars and stove in a deckhouse door-bur doing the ship herself no real hurt. Villiers sat with the gang off watch that night, as the ship rode

The scenes in Villiers's classic The W ar with Cape Horn tell one much of the humanity of these men and their ability not just as hard drivers but as leaders of men. secure, hove- to like a bird with its head under its wing as the breaking seas roared by, and rejoiced in the homey atmosphere, with little Sto rmalong, smalles t of rhe boys, already asleep. The Conrad made her way up the Atlantic to New York, and there Villiers so ld her, to pay her bills. H e knew he couldn't keep her, and he persuaded Huntington H artfo rd, who at first had wanted only to buy the figurehead, to take on the whole ship . Villiers returned to England , now his home, and too k up an intense study of Arabian dhows . H e wanted to learn the ways of these traditional sailing ships before they va nished and thei r memory was los t. H e embarked fo r Arabia, where he joined the great Kuwaiti boom (double-ended dhow) Triumph ofRighteousness. T he vessel and her people fascinated him, but nearly killed him when an obj ect falling from aloft knocked him unconscious for days . N o one aboard had kept track of what day ir was, so when his eyes began to function and he was able to stagger about the decks again, he didn't know how many days he'd been out. Villiers gained the co nfidence of the nakhodas (captains), sailors and merchants of Kuwait and wro te in detail of their ships, how they built and sailed them , their stories, beliefs and details of their fi nances. H e'd planned to sail fo r three years, but after Britain declared war on Germany on 3 September 1939, he wo und up his affairs and returned to England. World War II was precipitated by Hider's invasion of Poland. Britain had a treaty to defend Poland which Hider did not thi nk she wo uld ho nor- bur the English people, ever reluctant to resrage the horrors of World War I just 20 years before, had slowly changed in the late 1930s, a rime increasingly oppressed by Hider's threats, growing armaments and takeover of adjoining countries, and darkened by his hideous persecution of all Jews in his territo ry. C hamberlai n was co mpelled by rising sentiment in the H ouse of Commons to declare war rather than hold another conference to satisfy Hider's cl aims. The Stature of Man W inston Churchill, newly appointed to the offi ce he'd held in World War I as First Lord of the Admiralty, rose to set forth the case for war on the day it was declared: It is a wa r, viewed in its inherent quali ty, to establish, on impregnable rocks, the rights of the individual, and it is a war to establish and revive the stature of man. Villiers responded to this call and went to sea as a naval officer. The looming approach of war had been one of the reasons he wanted to do the Conrad voyage as early as 1934. H ider was then only a year in power, but fascism and co mmunism were already eating away at the fa bric of European freedoms. W hen the United States came into the war fo llowing the Japanese attack on Pearl H arbor on 7 D ecember 194 1, Villiers was sent across to bring a convoy of landing craft to England for the Anglo-American invasions ofl taly and then France which led to the liberation of Europe. After the fall of Germany he too k his little armada of small landing craft, called LC is, to Burma and Singapore in the war against Japan. Others vital to the heritage of seafaring had similar records. O ne was Karl Kortum , the yo ung man with stars in his eyes who had signed on for the voyage of the Kaiulani, rhe last American square rigger to ro und Cape H orn-and it was off Cape H orn that Ko rtum and the gang heard of Pearl H arbor, thro ugh a crewman's portable radio, hooked up to a wire antenna strung up the

mainmast. H e went on to serve in the Pacific war after the Army took over the Kaiulani in Australia, retu rning to the US after the war to fo und the San Francisco Maritime M useum, and later, the National Maritime Historical Society. Irving Johnson and his wife Elecra were in H awaii when the Japanese bombers struck Pearl H arbor. Seeing the column of thick, black smoke rising from the flaming ships in Bat tleship Row, they knew what had happened and grieved fo r human ity. Johnson, who had been sailing aro und the world with yo ung people in crew in his famous Yankee, served in the US Navy, surveying the enemy-held waters which he knew as only a sailing ship mas ter can know them . After the war he and Exy co ntinued their wo rld voyaging in a seco nd Yankee, and then sailed Euro pean waters in a third, before re tiring to Irvi ng's fami ly farm up rhe Connecticut River. From there he and Exy put fo rth the good word on sail training and wo rked with struggling organizations, among them our National Maritime Histo rical Society, to bring fres h life to the seafaring heritage. After the war Villiers went on to docume nt the long struggle with Cape H orn as he'd known it in his time, interviewing captains like Captain M ierhe of the five- mas ted bark Potosi, living in reti rement in Chile. Villiers discussed with him, captain to captain, how the great German ships did so well in the early 1900s and on into the 1920s in the war wi th Cape H orn . T hat meeting, and other scenes in Villiers 's classic The War with Cape Horn, tells one much of th e humani ty of these men and their ability not just as hard drivers bur as leaders of men . Never one to sit writing about these things when there were discoveries to be made in rhe heritage of sail and causes to be sup po rted, Villi ers also sailed with rhe Spanish schooners that fis hed the Grand Banks, rhe las t of the oldest No rth Atlantic trade under sail, from which the barkentine Gazela survives today in Philadelphia. He sailed with the Portuguese in their old sail training ship Sagres, now preserved in Germany under her original name Rickmer Rickmers. H e sailed a reproduction of the Mayflower of 1620 from England to Plimoth Plantatio n, Massachusetts, rediscovering in a gale how the rail stern acted like a sail in helping the ship lie hove-to . Always practical, always with his own hand on the helm or in some ship's work like sewing sails (which he did with the fa natical precision which had annoyed his Arab shi pmates), he also wo rked with Karl Kortum to support rhe ships of San Francisco , and with the late, great ship resto rer Ken Reynard to restore the Star ofIndia in San Diego . His dream to build and sail a replica of Cook's Endeavour was not achieved in his life time, but the superb reproduction that sails the seas today was p ractically built in his memory. And he wo rked ti relessly with Jako b Isbrandtsen, my wife Norma and me to advance the restoration of the Cape H orner Wavertree in New York's So uth Street. O n one visit, after his strenuous appearances on our behalf, in which he showed slides of his explorations of all the he ritage of sail, while setting forth his experience of what it all meant to the peo ple involved and to humani ty, I insisted he take a lay day and go with my son To mmy and me to visit his old ship Joseph Conrad installed at Mystic Seaport in Connecticut. He was reluctant to go, but finally consented. H e warned Tommy as we wen t up the ship's gangplank, "Watch our for falling blocks, Tom ." A previous visit to rhe ship had not proved rewarding; she was not then kept up in shipshape fas hion, and so did not and could not truly represent the

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cause or the devoted labor that went tO keeping a ship fit for sea. But in Mystic in 1970, a new rededication tO the challenge of shipkeeping was under way. Thank heavens, they had begun this vital effort with the Conrad. She was in seamanlike condition, satisfying even Villiers's eagle eye. He was awed by the girls' bathroom below, but glad that you ng women were part of the ship's training program. His ship was living on tO good purpose. Villiers was in shaky health and didn ' t want t0 meet any people he could avoid, but he did want tO see Francis E. Bowker, generally known as "Biff," who had sailed in coasting schooners, and wrote good books about it, while serving as skipper of Mystic's schooner yacht Brilliant, employed in sail training. BiffandAlan had agrand ya rn in a cornerof the Seamen's Inne, with Tommy and myself listening wide-eyed tO their talk. One was glad tO be alive in such company. Well, the gap had been closed. T he day of the sailing ships wo uld live on. The traditional learning would continue, as it must in each generation, tO keep a vital heritage alive. And wday the ships of the experience are being saved, and new ships are bringing new crews int0 the sailing experience in square rig. Operation Sail summons these ships t0 American waters on major hiswrical occasions, and America and the world pay attention. Some people can't quite see why these tall ships sail. I hope these words of"The Cape Horn Road" go some little way tO make that clearer and encourage the yo ung at heart tO enter int0 this most vital and challenging heritage. A Little Ceremony in a Great Harbor Alan Villi ers had intended the sh ip Joseph Conrad tO be an "ambassador of intelligent friendship " in her voyage around the world. In keeping with this high ideal, he made a special trip in her across New York Harbor before she left New York on the last day of January 1935. He had arranged a little occasion that spoke volumes about the character of the venture. The Conrad put her lines ashore at the Battery, at the foot of Manhattan, and a small group assembled aboard, t0 dedicate the new figurehead the artist Bruce Rogers had carved as a present tO the ship . T he figurehead, of course, was of Joseph Conrad, sea captain, seer and master of the English language. Rogers, a leader in the fine arts movement in typography, had intended tO sail from England aboard the little ship, working a hand press in the rweendecks tO produce examples of the typographer's art tO commemorate the voyage as it was taking place. T. E. Lawrence-the famous Lawrence of Arabia, whose classic work The Seven Pillars of Wisdom had reawakened the shining so norities of the English language-was to wo rk with Rogers, one presumes tO supply the words. T his was a project of which Joseph Conrad, whose partn er Ford Madox Hueffer had once called "the las t Don Quixo te de la

Joseph Conrad, shipmaster, and master ofthe English Language and seafaring heritage, gazes out from the bow ofthe ship Joseph Conrad as she plows the world ocean in her voyage of rediscovery under sail. The Conrad carries her message to young people today at Mystic Seaport Museum in Connecticut-an ever-renewed message of vital import to present and coming generations. (From Villiers, Cruise of the Conrad)

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Mancha of Le mot Juste (the fitting word) ," would surely have approved. But it was not tO be. Lawrence, always drawn tO danger, was killed speeding on his mot0rcycle on a country road, just before the voyage began. This killed the project. So Rogers had come tO Tebo's in icy Gowan us Creek, tO carve and fit his figurehead tO the ship's bow as his contribution tO the voyage. This moved Villiers (who might be called the last Don Quixote of the righteous act), tO summon the British ConsulGeneral tO dedicate the new figurehead. Speeches were short, because it was wo cold for long ones. The Consul-General "unveiled the figurehead before a small crowd of shivering literati and mariners, " Villiers tells us, "and afterwards there was hot grog in the galley." What a good place tO be, among people ofletters and the sea!-t0 say nothi ng of the hot rum and wa ter in the little ship's galley, as the Conrad stirred tO the harbor swell and the winter breeze wh ispered the promises that have always drawn men seaward, playing through the rigging aro und her questing spars.

* * * * * This is a good place t0 say goodbye, at the end of this narrative of the ship and her people, as the Joseph Conrad faces her greatest voyage, a voyage she continues wday at Mystic Seaport. There will be an epilogue in our next installment, but here this passage in the continuing voyage ends. .t

John Stobart

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SEA HISTORY 91, WINTER 1999- 2000

THE OPSAIL 2000 OFFICIAL PORTS, PART VI

San Juan,,

Rico

An Open Door to tlie Cari66ean and tlie Americas

The Spanish replica of Columbus's Santa Maria departs San Juan beneath the timeworn walls ofEl Morro in 1992, nearly 500 years after the original nao arrived on these shores. (All photos by Eliza Llenza) an Juan, Puerto Rico, is the first port of call for OpSail 2000. The island offers a tropical blend of ultramodern cruise ship terminals located in the heart of Old San Juan, the 500-year-old historic district, an ideal setting for the international fleet of sailing ships that will arrive in May. Founded by Spaniards in 1521, San Juan, Puerto Rico, is perfectly situated to serve as an open door to the Caribbean and the Americas. San Juan was originally colonized by Juan Ponce de Le6n, who made use of the large natural harbor, with the hilly islet of O ld San Juan providing a natural site for the fortifications ofEl Morro and San Crist6bal. Seven blocks of the walled city of Old San Juan have been preserved, inviting visitors to stroll down the narrow streets and explore five centuries of Caribbean history. When Columbus landed in Puerto Rico on 19 November 1493, during his second voyage, he encountered an island inhabited by perhaps 30,000 Tainos, who called their home Boriquen; Puerto Ricans have taken this name as their own and often refer to themselves as Boricuas. This name,

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by CDR Daniel Whiting, USCG (Ret) the hammock, the maraca, the guiro and several unique religious-social "ball court" sires are all that remains to remind us of the once peaceful Tainos culture. Today Puerto Rico's population numbers almost 4 million, with more than one third living in the metropolitan area of San Juan. Although only 100 miles long and 35 miles wide, Puerto Rico is exceptionally rich in historical, natural, and cultural resources. San Juan is truly a crossroads between the old and new worlds, a cosmopolitan metropolis where the best of the Caribbean, Europe, the Americas, andAsia come together with beauty and warmth. If your idea of adventure includes a good dose of natural beauty, Puerto Rico's diverse geography has something for everyone. Over 300 sparkling beaches grace the island's coastline, with sailing, diving, fishing and surfing leading the list of popular water sports enjoyed year round. Tropical rain forests top the mountain of El Yunque offering extensive hiking trails leading to breathtaking waterfalls and dramatic vistas. The cool depths of the spectacular

Camuy Caves treat even the casual adventurer to fantastic limestone formations and one of the longest underground river and cave systems in the world. Puerto Rico's maritime history is filled with treasure ships, pirates, and sea battles. Controversial evidence links the T ainos culture with Venezuela and the Yucatan, suggesting voyaging and navigational technologies that may have developed well before the arrival of Europeans. Hostile Caribe Indians, from as far away as the island ofMartinique, conducted successful coastal raids in voyaging canoes throughout the first decades of Spanish colonization, carrying away prisoners and sinking ships at remote ports. One account of the destruction of a caravel on 1 November 1553 records eighteen large canoes carrying 600 warriors. The Caribes were reportedly able to escape the pursuing Spaniards by paddling their large canoes directly into the wind, the galleons of the era not able to sail close enough into the wind to effectively chase the escaping Indians. The fortifications of San ] uan have withstood numerous assaults throughout the centuries. French corsairs became increas15

Strands oflight bedeck tall ships in the port of San Juan (left), while a daytime view (below) reveals tall ships at modern piers.

of visitors to the gates of San Juan each day. Puerto Rico's role in maritime trade con tinues to be recognized today. Maritime industry, manufacturing, and government are combining forces to develop the future Port of San Juan . T he US Army Corps of Engineers is actively engaged in the final phases ofa 20-year dredging project to widen and deepen the harbor. Massive investments in cruise ship terminals and container facilities are on the drawi ng boards, with the goal of proj ecting the Port of San Juan as an essential link in maritime commerce, well into the next 500 years. ,!, After a 25-year Coast Guard career, CDR Whiting, USCG (Ret.) has taken up the position ofMaritime Director for the Puerto Rico Regatta 2000.

Puerto Rico Regatta 2000 Preliminary Schedule of Events ing active in the waters around Puerto Rico fired in anger from the fortifications of San after 1521, landing and pillaging defense- Juan during the century following the Enless coastal areas. A French 240-ton nao, glish assault of 1797. One month after the with a hundred-man crew, ransacked and United States declared war on Spain, the burned the port of San German on 12 citizens of San Juan were awakened on 12 August 1528. Sir Francis Drake led the first May 1898 to the naval bombardment of El unsuccessful English assault on San Juan Morro directed by Admiral William T. on 22 November 1595. Spanish gunners Sampson. Sampson paused in the pursuit from the Boquer6n Battery scored a direct of the Spanish naval forces commanded by hit on Drake's cabin aboard the Defiance, Admiral Pascual Cervera y Topete long splintering the stool Drake sat upon while enough to fire approximately 1,000 rounds he was having supper and killing Sir Nicho- against the Spanish defenses. T he Spanish las C lifford and a young officer named gunners returned fire and got off 441 Brute Brown. Sir George Clifford, Third rounds, scoring a number of direct hits. A Earl of C umberland, aboard the Scourge of fragment of an American shell lodged deep Malice, followed with a second English into the original 1540 tower of El Morro assault on 16 June 1598. Cumberland ac- and is still embedded in the rower wall. T he island's strategic location to concepted the surrender of El Morro from the Spanish Governor, Captain Antonio de trol shipping to and from the Americas did Mosquera, on 1 July 1598, yet was forced not escape the attention of German war to abandon the fortifications of Puerto planners during World War II. Puerto Rico when dysentery swept through the Rico was seen by the Germans as the essenEnglish ranks. The Dutch Burgomaster of tial first step needed to set the stage for the Edam, General Boudewijn Hendricksz, planned conquest of South America. Maritime trade boomed as containerentered San Juan Harbor on 25 September 1625 with an armada of 17 ships, burning ized cargo operations were first implethe ciry on 22 October 1625. T he English mented on a grand scale in Puerto Rico in returned on 17 April 1797, when General the years following World War II. San Juan RalphAbercrombyandAdmiralSir Henry is today the fourth largest container port in Harvey led an armada of 68 vessels. Span- the United States. Local petrochemical, ish forces from the interior of Puerto Rico pharmaceutical, textile, and high-tech ineffectively counterattacked, driving the dustries have developed highly evolved bulk and containerized operations and shoreEnglish from their beachhead. Pirates raided coastal towns well into side facilities . Cruise ships call at sleek the 19th century, but no shots had been passenger terminals and deliver thousands 16

The event kicks off on Friday, 19 May 2000, with ten nights of celebration. The ships will moor in Old San Juan and be open fo r daily public tours from 1PM until 6 PM, until their departure on Memorial Day, 29 May. Some of the events to be hosted by Puerto Rico Regatta2000 and the Puerto Rico Tourism Company will include special musical events each night bringing together the traditions of the Caribbean and elsewhere. Other happenings encompass a Paso Fino horse competition, a cadet parade, and fireworks on T hursday, 25 May, and Sunday, 28 May, before the ships gather on Memorial Day, 29 May, for the Millennium Parade of Sail. Puerto Rico Regatta 2000 PMB 335, 202A San Justo Street San Juan PR 00901 Tel: 787 723-9845: Fax: 787 723-7791 E-mail: dwhiting@worldnet.att.net Web site: http://www.regatta2000pr.com

SEA HISTORY 91, WINTER 1999-2000

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MARINE ART

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20thAnnuaf Mystic Intemationaf by J. Russell Jinishian

Dutch artist Fritz Goosen represents the present-day incarnation ofthe roots of modern marine art, which many believe began in Holland in the 1600s. Today, the Dutch Society ofMarine Artists is a vibrant organization reflecting the nation that, through its network ofdikes and canals, lives shoulder-to-shoulder with the sea. Goosen impressionist style suits the gentleness ofthese tjalks gamming side-by-side in the characteristically gray Dutch waters. (''Tjalks Becalmed," by Fritz Goosen; oil; 28" x 20")

In January 1977 the Marine Art Committee ofthe National Maritime Historical Society held a marine art exhibition at the National Boat Show in New York. This pioneering effort included works by Charles Lundgren and John Stobart, as well as Oswald L. Brett, Carl Evers, Mark Greene,JohnMecray and William G. Muller. Lundgren and Stobart went on to become the founding president and vice president ofthe American Society of Marine Artists, incorporated as a separate entity a year later. A special issue of Sea History was devoted to the show, under the banner ''Marine Art Lives!" This inaugurated Sea History's continuing Marine Art section. America's leading maritime museum took up the beat from there, as Russell Jinishian, former director of Mystic Maritime Gallery, recounts below, reviewing the 20th Annual Mystic International. Although the inaugural exhibition, and the efforts ofthe American Society of Marine Artists, had shown that ''Marine Art Lives!" in considerable variety, the genre was practically an underground movement, confined to a scattering of buffs and a few wealthy collectors. Public recognition was almost nonexistent. f we could roll the tapes back twenty years, to take a look at the marine art scene in 1979 , what we'd see would be vas tly different than the world that presents itself to us today. Back then, in the massive wake of accomplishments of the British artist Montague Dawson, there were literally only a handful of artists, among them Anton Otto Fischer and Charles Robert Patterson, who dedicated themselves to pursuing the rigors of marine art full time. Following the formation of the American Society of Marine Artists, under the auspices of the National Maritime Historical Society, Mystic Seaport had begun a con-

SEA HISTORY 91, WINTER 1999-2000

William P. Duffy first came to national attention eight years ago through the Mystic International Exhibition. Since then, his evocative paintings ofcatboats bathed in light along the New England coast have become regulars in the exhibition. Here he explores the theme once again with his characteristic use of delicate color and mellow light. (''.A Change ofSeason, " by William P. Duffy; oil; 10" x 16")

scious effort to provide a venue for the art form and in 1979 held its first Annual Exhibition in its new Marine Art Gallery. The exhibition's purpose was "to gather and recognize important new co ntributions to the field of contemporary marine art from around the world and to stimulate discussion of aes thetic and scholarly standards among marine artists and connoisseurs." Eligibility requirements included: "any pain tin g, drawing, sculpture, original graphic or scrimshaw executed within the las t two years whose theme relates to pas t or contemporary maritime experience on any waters of the world ... if executed by a living artist and not previously exhibited at Mystic Maritime Gallery. " Some 36 artists were represented that year including the top prize winner Victor Mays and perennial exhibitors Lou Bonamarte, D o n Demers, Wi lliam Ewe n, Consuelo Hanks and Dan Stoltenburg. In the ensuing years, this exhibition developed into the premier showplace for established and emerging marine artists. Jurors for the exhibition included some of

SEA HISTORY 91, WINTER 1999-2000

the most important people in the maritime and art worlds as well as well-known perso nages with a passionate interest in marine art. They included Edward Archibald, James Taylor, John Carter, William F. Buckley, Jr. , Walter Cronkite, George Plimpton, Dorothy Brewington, James Cheevers, Gary Jobson, Richard Rath, John Rousmaniere, Duncan Robinson, Rudolph ]. Schaefer, Morton Vose, Rudolph G. Wunderlich and Stephen Doherty, to name a few. The award selections in the various categories were always eagerly awaited and helped cement the relationships of many of the top artists in the field as well as encourage and support talented new artists. The list of artists in the exhibition read like a Who's Who in Marine Art from aro und the wo rld, with every major artist making a special effort to submit their best painting, sculpture, or scrimshaw into the competition. Both collectors and artists viewed the exhibi tion as a measuring stick for the field each year. This year the Gallery is celebrating its 20th International Marine Art Exhibition,

This exhibition developed into the premier showpUice for established and emerging marine artists.

An exhibitor in the very first Mystic International Exhibition, Victor Mays has twice been the recipient of the exhibitions highest award. The Rudolph J Schaefer Award is given each year to the artwork which best documents our maritime heritage, past or p resent. In this painting, HM Bark E ndeavour, selected by Captain James Cook for his round-the-world scientific expedition, is seen fitting out in Deptford, England, before departing at 2pm on 26 August 1768. Mays s painting ofthis moment in time has an almost otherworldly beauty. His style exemplifies the delicacy of touch evident in the prints produced when ships like Endeavour ruled the seas. Three years ago, a full scale replica of Endeavou r set sail on its own voyage around the world from Australia in commemoration of Cooks epic voyage. ("HM Bark Endeavour, "by Victor Mays; watercolor; 10112 "x 16112 ")

Each year five works ofart are singled out ofthe exhibition to receive Awards ofExcellence. Previous recipients have included all the most respected artists in the field. This year A lan Burghardt, William Davis, William Ryan, Len Tantillo and Bert Wright received the honor. Tantillo spainting captures one ofthe most poignant moments in a sailors life-his return ashore after months or years at sea. This sailor strides purposefully onward as he wonders what awaits him ofthe life he left so many adventures ago. ("A Sailors Return," by Len Tantillo; acrylic; 14" x I I')

SEA HISTORY 91, WINTER 1999-2000

GeoffH unt is recognized internationally for his paintings which bring to life the acclaimed sea stories ofPatrick O'Brian on the covers ofthe books in the Aubrey!Maturin series. Hunt understands 18th-century vessels and life at sea as Jew other artists do. Captain Horatio Nelson was in command ofHMS Agamemnon when, in March 1795, the British fleet caught up with the tail ofthe French fleet off Toulon. A fast-sailing and weatherly ship, the 64-gun Agamemnon took the lead in an attempt to bring the French to action, and Nelson found himself confronted with the 80-gun \:a Ira, a Jar more powerfal battleship than his own, but which had earlier been partly dismasted and was being towed by a frigate. Nelson tackled this combination offirepower by repeatedly crossing and raking the Frenchman s stern where the enemys heaviest cannon could not bear on him. Nelson was eventually recatled by his Admiral and <;a Ira was captured the next day. (''Agamemnon in Action with <;a Ira," by Geoff Hunt; oil; 20" x 30")

A for cry from sailors passing time by scratching on ivory, todays scrimshanders are highly skilled artists who have chosen to work in this traditional and uniquely marine medium. David Smiths portrait ofJoshua Slocum, the worlds most famous around-theworld sailor, and his Spray, is a magnificent example ofthe power and delicacy that todays scrimshanders achieve. (''Around Alone, " by David Smith; scrimshaw; 65" x 4. 75 " x 3 ')

SEA HISTORY 91, WINTER 1999-2000

Winner ofthe Mystic Seaport Museum Purchase Award, Griffiths is recognized for the incredible detail of his watercolors and his passionate interest in 19th-century clipper ships and 20th-century steel naval vessels. This painting depicts the US Navy seaplane tender USS Salisbury Sound at anchor in Cam Ranh Bay, Da Nang, South Vietnam, in the mid- J960s. It is a warm, humid day with an isolated rain shower soaking part ofthe coast. On board is a large twin-engined patrol craft, an SP-5B Marlin, used for long-range reconnaissance. The seaplane tender became an important ship for the US Navy during WWII where such a vessel was a floating support base for the long-range patrol planes such as the PBY Catalina and the early Marlin aircraft. ("Near Da Nang," by Jim Griffiths; watercolor; 12'12" x 19")

Michael Harrell's photo-realistic style is perfectly suited to capture the maritime heritage ofApalachicola Bay. The Governor Stone, built in 1877 as a Gulf Coast cargo schooner, sails Florida's waters today, restored by the Apalachicola Maritime Museum. The shallow draft and great press ofsail on vessels ofthis type were ideal for the Gulfs coastal waters, where sandbars restrict vessels ofdeeper draft to narrow channels. The Governor Stone underwent many transformations and served as an oyster buy boat, rum runner, sponge freighter, merchant marine training vessel, yacht club committee boat and pleasure craft before her newest incarnation as a sail trainer and good will ambassador for the maritime museum. ("Governor Stone on Apalachicola Bay, "by Michael j Harrell,· watercolor; 19" x 24112")

SEA HISTORY 91, WINTER 1999-2000

Recognized worldwide for his oils and lithographs ofAmericas Cup Races, English artist Tim Thompson has also turned his talents to subjects from the Gold Medal Rescues ofthe Royal National Lifeboat Institution and the Confederate blockade runners to, most recently, an official portrait ofthe King of Sweden. In this delicate watercolor, he applies his interest in classic yachting to the 1930 William Fife-designed schooner Altair and the 1920 Camper Nicholson-built Orion, seen racing in the 1989 Nioulargue. Altair leads Orion with the French village of St. Tropez seen in the background. Thompsons watercolor captures the elegance and refinement ofthe era with a luminosity that has become his trademark. ("Orion offSt. Tropez," by Tim Thompson; watercolor; 9" x 21 ''.)

a testament in this world of fleeting pursui ts to the enduring nature of marine art. Nearly 400 works of art were submitted for consideration and only 126 were selected representing 120 artists from 14 countries including rhe United States,Japan,Australia, Israel, C h ina, Poland, and Britain. Awards, which have grown to total eleven in number, were selected by the distinguished jury of Kevin Fewster, the director of th e Australian National Maritime Museum and then president of the International Congress of Maritime Museums; Tom Kellaway, founder, editor and publisher of the American Art Review; and marine artist John Stobart. While some leading names were missing, there were an impressive number of paintings by upand-coming artists and a tremendous variery of subjects and sryles. This reflects the journey marine art has made from an art form that was once characterized mostly by a painting of a clipper ship on the high seas to one that embraces every aspect oflife in and around the sea and every manner of depicting it, from rhe most photo-realistic to rhe impressionistic and nearly abstract. As the field of marine art has grown to embrace wider and more diverse treatments so too have more and more artists become attracted to it as a possible career path. Today

SEA HISTORY 91, WINTER 1999-2000

there are literally thousands of artists around the world who have chosen to devote their talents to marine art. All in all this is great news for marine art collectors and enthusiasts. While some areas of the art world are characterized by social and civic uproar, marine art, no matter how diverse, will always reflect the profound beaury and mystery of the natural world which surrounds us and the possibilities it holds. Here is a selection of some of the lasting images from the exhibition, including a few award winners, and work by both some established artists and some of the up-and-coming new artists . The message from the 20th Annual M ysric International is loud and clear; Marine Arr is alive and well and thriving as never before, posi rioned to move into the 21st century with great energy and viraliry. 1. Mr. jinishian is recognized as a leading authority on contemporary marine art. He served as the director of Mystic Maritime Gallery from 1985 to 1992. He currently presides over the ]. Russell jinishian Gallery in Fairfield, Connecticut, and writes and lectures widely on marine art. Mystic Maritime Gallery, 47 Greenmanville Avenue, PO Box 6000, Mystic CT 063550990; 860 572-5388.

Marine Art Events • Cinemar-Festival Internacional de lmagenes de Mar de Barcelona, Spain: May 2000 (Cinemar, D iagonal 465, pral 2a A, 08036 Barcelona, Spain; 34 934 108 383; fax: 34 933 221 836; e-mail: cinemar@logiccontrol.es)

New Exhibits • American Society of Marine Artists: 10 March-11 April 2000, "Southern Waters": First Regional Art Show of the ASMA Southeast Region at the Arr League of Manatee Counry Gallery, 209 Ninth Street West, Bradenton, Florida (Dimetrious Athas, Publicity Chairperson, ASMA, PO Box 15, NahantMA01908; 781 581-5903) •Quester Gallery: 7-29 January 2000, 6th Annual New York City Marine Painting Exhibition; call for location and invitation (PO Box 446, Stonington CT 06378; 860 535-3860) • Peabody Essex Museum: 28 January7 May 2000, "Suggestive Curves" : Boat Design as a Visual Art (East India Square, Salem MA 01970-3783; 978 745-9500; web sire: www.pem.org) • South Street Seaport Museum: from 10 November 1999, "American Tattoo: The Art of Gus Wagner" (207 Front Street, New York NY 10038; 212 7488600; web sire: www.sourhsrseaporr.org) 23

Sailor-artist William Alexander Coulter knew the way ofa ship on the water and evocatively captured the last days ofsail on San Francisco Bay, including this painting of the white-hulled Kaiulani outward bound from San Francisco. (Courtesy H. Sewall Williams)

oday, the Kaiulani, flagship of the National Maritime Historical Society, spans a continent, her forefoo t in San Francisco, her wheel in NMHS's headquarters in New York on the banks of the Hudson. A sad end, you might say, for a noble ship thar was designed to sail free in the unpacific Pacific Ocean. But when you consider whar has been saved of the orher 17,000 American-built sailing vessels, perhaps rhe Kaiulani's remains are not so small, for between stem and stern she carries the legacy of America's deep connections to the sea and to the waterborne traffic in people, goods and ideas that shaped the nation and rhe world we know today. This yea r, we celebrate the centennial of the ship's launching from rheArrhur Sewall yard in Bath, Maine, into the Kennebec River on 2 December 1899-the las t of the great steel square riggers to come out of that yard. A. H ackfield & Co. commissioned the Kaiulani from Arthur Sewall24

by Justine Ahlstrom

whose family had long been involved in the sugar-carrying trade and had other commercial interests in rhe Pacific-to transport sugar, general cargo and passengers between H awaii and the mainland. When the 225.7-foor-long, 1,570-ton, white-hulled ship first appeared in Honolulu in December 1900 after a 24-day voyage from San Francisco, a reporter for rhe Pacific Commercial Advertiser wro te: She presents a very fine appearance and rhose who oughr to know something about ships say rhar she is a splendid sailer, rhar she is a great carrier and rhar she will prove a money maker. ... There is one point upon which all nautical men who have viewed rhe bark agree, and rhar is rhar rhe Kaiulani can give many an older and more famous vessel cards and spades ar sailing with a fair wind. And few in Honolulu co uld hear of rhe ship's perennial arrivals and departures wirhour regrerring rhe loss of rhe Princess

Kaiulani, heir presumptive of rhe Hawaiian throne, for whom Arthur Sewall had named rhe ship. Kai ulani's uncle, Kalakaua, had ascended rhe throne in 187 4, rhe year before Kai ulani was born to Kalakaua's sister Likelike and Scotsman Archibald Cleghorn . W hen a Provisional Government led by American shipping and commercial interests took control of Hawaii in 1893 from Kalakaua's successor and sisrer, Liliuokalani, rhe 18-year-old princess was in Europe, having left H awaii in 1889 to be educated in England. Far from home, she began a campaign to convince rhe US Government to ousr rhe usurpers and restore rhe throne to her family. Her sophisricarion and genrle nature inrroduced a new picture of rhe Hawaiian people to many in governmental and intellectual circles in Europe and America, bur her concerns were ignored; Kaiulani finally returned to her home in Hawaii in 1897 after an eigh r-year absence. W hen rhe Spanish-American War began

SEA HISTORY 91, WINTER 1999-2000

The young princess Kaiulani (left) and the five Kaiulanis in the extended Sewall family (clockwise from top left): Kaiulani Williams Wharton, two Anne Kaiulani Winters (daughter and mother), Kaiulani Lee and Kaiulani Christian Kimbrell. (Photo courtesy H. Sewall Williams) Above, the Kaiulani as the Star of Finland. (Photo: SFMNHP) for a delivery dare. Bur a better memorial was to come: today there are five Kaiulanis in the extended Sewall family to keep alive the legacy of the princess and her ship.

in 1898, President McKinley seized the opportunity to take over from the Provisional Government, despite the fact that, under President Cleveland, Congress had voted against the annexation of the Hawaiian Islands. Less than a year later, Kaiulani fell ill after riding hard in a rain storm and died on 6 March 1899, aged 24. Among those she had impressed in her brieflife was Harold Marsh Sewall, son of shipbuilder Arthur Sewall. Harold, as the appointed US representative in Hawaii in 1898, hadhad the task of hauling down the Hawaiian flag and replacing it with the Stars and Stripes. The following year, he named his new daughter Kaiulani, in memory of the princess who had once nodded to him across a theater. Eight thousand miles away, his father named his newest ship in her honor. Harold's further suggestion that a figurehead of the princess grace the ship went unfulfilled due to time constraints; Hackfield' s agents, Williams, Dimond &Co., were already pressing Sewall

SEA HISTORY 91, WINTER 1999-2000

Kaiulani at Sea With a regular off-season voyage to Australia for coal each year, the Kaiulani earned her way in the Hawaiian Line for nine years, bur she was overtaken by steam vessels and was sold to the Alaska Packers Association of San Francisco. In this role, the newly named Star ofFinland rook supplies to the northern salmon canneries with a polyglot gro up of fishermen in crew. Ar the canneries the ships became warehouses for the summer, before carrying men and canned salmon south come autumn. One voyage to Hawaii during World War I returned the ship to her old haunts, bur the end of the war saw her back in business as an Alaska Packer. Her last voyage was in 1927, after which she was laid up with other ships of the fleet in Oakland Creek in Alameda, California. When World War II created an insatiable demand for ships, sailing ships came our of retirement to fill the need. Kaiulani was one of the lucky ones. The last of the Alaska Packers' square riggers, she had survived because of Alaska Packers superintendent A. K. Tichenor and a movie role in "So uls at Sea" in the late 1930s.

Under the aegis of San Francisco commercial interests, rhe Star ofFinland again became a viable cargo carrier. The refurbished vessel, with her original name, Kaiulani, bur under the Panamanian flag, was loaded with the Danish East Asiatic Company's lumber. She left from Grays Harbor, Washington, on 25 September 1941, bound for Durban, South Africaand so began the voyage for which Kaiulani is best known: the last cargo-carrying voyage of an American-built square rigger around Cape Horn. Captain Hjalmar Wigsren, a veteran of square rig, rounded up a crew of old hands and enthusiastic young men, among them Karl Kortum and Harry Dring. Karl Kortum went on to found the San Francisco Maritime Museum, now the San Francisco Maritime National Historical Park, and became a leader in the American shipsaving movement. His intervention saved vessels on all the US coasts and as far afield as Australia and Grear Britain. Dring was Ko rt um's righ r-han d man in San Francisco and was widely respected for his experience in the practicalities of historic ship restoration and for his ability to inspire volunteers and develop skilled, cohesive work crews. His particular talent was to forge connections between generations, linking the skills and attitudes of old hands and passing them on to new generations of ship preservationists. 25

Four decades ofhistory at the Kaiulani s wheel (counterclockwise from top left):passengerAlice Hortense Fisher poses on the barks first voyage to Hawaii in December 1900; Captain Frederick Stindt guides his vessel, now the Star of Finland, in 19 18, while his daughter Anita Bird takes a turn at the wheel in 1937when the ship was spijfed up for her movie role; four years later, Captains Dabel and Wigsten prepare Kaiulani for her last voyage under sail. Local traffic trots by the bark in the Philippines in the 1960s (bottom left). Kaiulani crew gather in the focsle in 1942- Karl Kortum sits center; to his left, Harry Dringpours a cup ofcoffee. (Photo courtesy j ohn Kortum)

T hese two men acqui red their passion for America's seafaring past, and thei r respect fo r the men who kept the ships sailing, on this voyage. The crew took the ship across to Durban as Japan bombed Pearl H arbor and the US entered WWII. T he history of the voyage has been printed in these pages in years past. At its end, the US Army requisitioned the ship and converted the Kaiulani into a coal barge. T he hulk and at least one other Sewall-built h ull acco mpanied the Army as it pushed back toward the Philippines, where the ship found herself at war's end. For 17 years the Kaiulani served as a log barge between Manila and M indanao. Finally, in 1964, the battered and cur-down hull was presented by Philippine President Diosdado Macapagal to the American people, to be held in trust by the National Maritime H istorical Society. Years of dedicated effort on the part of the members of NMH S in the end co uld no t save the hulk fro m scrapping in 1974. That loss was a hard one to accept, but it ins pired the National Maritime Historical Society to actively pursue the preservation of other ships for future generations. J,

SEA HISTORY 91, WINTER 1999- 2000

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The Remarkable Life of Robert Smalls by Stanley Turkel n the coastal town of Beaufort, South seamen who had families in C harleston m anding the Onward, off Charles ton, was Carolina, the m ap of important sites rowed them out to the ship . In the party, startled to see "a steamer coming from the lists the H enry M cKee house, a pre- along with Mrs. Robert Smalls and their direction of Fort Sumter and steering diC ivil War home which, like many others in two young children, were her sister-in-law, rectly for" his ship . H e "immediately beat Beaufort, was spared destruction when the Mrs. John Smalls, wife of the ship's engi- to quarters," swung his ship around so as to U nion Navy captured the Sea Islands along neer, three other women, a man and an- bring her broadside to bear, and was prethe South Carolina coast in 1862. other child. paring to fire when he observed "that the What is fascinating about the M cKee Ever since h e heard that Union General steamer, now rapidly approaching, had a house is that it became the home of Robert D avid Hunter was welcoming slaves into wh ite fl ag set at the fo re." 1 Smalls shouted Smalls-war hero, political activist and their lines, Smalls had been waiting fo r this that they w ere surrendering the Planter to five-term US Congressman-who was the U nion Navy. Soon thereafter, Smalls raised there as the slave of Henry M cKee. gave up command to Captain J . F. Nickels . This bold deed made Robert Smalls a Robert Smalls was born on 5 Apri l 183 9 in Beaufort, South Carolina, the son of n ational celebrity overnight, especially Robert and Lydia Smalls, slaves of the when the C onfederates offered a $4, 000 Henry M cKee family. Smalls was allowed reward for his capture . A southern newspaa limited education . At the age of twelve, per, the Charleston M ercury, referred to Robert was taken from Beaufort to CharlesSmalls's betrayal of trust in stealing the ton where he was hired out. His mother Planter as an exploit which led to "great was pleased with this turn of events because n otoriety for Robert and much caress by Robert did not have the "proper attitude" his new allies." fo r plantation work. Robert was the fourth Robert Smalls's delivery of the Planter American generation of his mother's faminto U nion hands was a sensation at the ily which was taken from the Guinea coast time. H arper's Weekly printed pictures of of West Africa. Smalls worked on the Smalls and the Planter with a prominent Charleston wharves, first as a lamplighter A month after Robert Smalls took the Planter article on the "plucky Africans." 2 and then as a wagon-driver. At fifreen he and his fellow slaves past the guns of Fort T he New Yo rk Commercial A dvertiser became the foreman of a crew of stevedo res Sumter, this portrait of him, created from a wrote: and in the years that followed he learned p hotograph, appeared in Harper's Weekly. "We suppose few events that have taken sail making, riggingand seamanship. Smalls (Photographs and Prints D iv., Schom burg place during the war have produced a lived in the Charleston home of Mrs. Center fo r Research in Black Culture, NY heartier chuckle of satisfaction than the M cKee's sister and had to give most of his Public Library, Astor, Lenox and Tilden Fdtn) capture of the rebel armed steamer Planter wages to the M cKees . . ... Ir is a remarkable instance, even in At age 18, Smalls fell in love and mar- opportuni ty. H e knew it would be danger- these rimes, of riches taking themselves to ri ed H annah Jones, a hotel maid whose ous to make the run past the Confederate wing and flying away. H ere were eight regular earnings as a slave went to her harbor forts and guns. The Planter was a "contrabands" made out of the commonowners. After the birth of their daughter, 300-ton side-wheeler which co uld carry est clay imaginable . . . ye t they actually Elizabeth Lydia on 12 February 185 8, 1,400 bales of co tto n or 1,000 soldiers and, emancipated not only themselves, but as Smalls bought freedom for his wife and therefore, could not easily pass unnoticed many others bringing a highly valuable baby fo r eight hundred dollars. by Fort Sumter's guns. present to U ncle Sam. T he fellow who When the C ivil W ar began , Smalls was At daybreak, Smalls bro ke into the managed this affair proves that, in spire of pressed into service by the Confederate Captain's wardro be, put on his dress uni- his name, he is no 'small' man ." 3 Navy on the cotton steamer Planter, first as form, including the captain's familiar floppy Admiral Samuel F. Du Pont wrote to a deckhand and then as a helmsman. Fif- straw hat, and strutted back and forth on Secretary of the N avy G ideon Welles recteen of his sixteen-dollar-monthly salary the bridge, imitating the captain's walk. As ommending that the Planter's crew be given was paid to owner H enry McKee. they passed under Fort Sumter's guns, a substantial reward. "This man, Robert On 12 M ay 1862, in the second year of Smalls gave the p ro per C onfederate salute Smalls," h e wrote, "is superior to any (of the C ivil W ar, the 140-foot Planter was on the ship's whistle. After receiving an the Negroes) who has yet come into the docked in the C harleston, South C arolina, answering signal, the Planter picked up lines, intelligent as many of them have harbor. The ship had been transporting speed as it headed to Beaufo rt via the been. His information has been most intermilitary supplies fo r the rebel army be- inland waterway. O nce past the rebel bat- esting, and portions of it of utmost importance . ... I do not know, whether in the tween Charleston and the outer islands. It teries, Smalls faced the U ni on blockade. was loaded with ammunition and guns to Inside St. Helena Sound and in sight of view of the government, the vessel will be be delivered to Confederate Forts Sumter the U nion fleet, Smalls worried that the considered a prize; but if so, I respectfully and Riley. U nion ship Onward would rhink the Planter submit to rhe D epartment, the claims of In the evening when the white officers was attempting to ram her. Ar sunrise rhar this man R o b ert and his associates." 4 went ashore, Smalls and seven other black day, acting Lieutenant]. F. N ickels, comJ usr six d ays after the Plan ter was sur-

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rendered to the blockading fleet, a bill Smalls's heroic wartime record, (S. 317, "An act for the benefit of his abili ty to speak rhe G ullah diaRobert Smalls and others") was introlect of Sea Islanders, and the solidly duced on the Senate floor. O n that Republican electorate aro und Beauday, skipping debate and con siderfort opened rhe way for a postwar ation of this bill by any committee, caree r in politics. 10 the Senate passed it without a reHe was active in founding rhe corded vote. On 27 May 1862, the Rep ublican Party in South Carolina House also approved the legislation and in initiating freedmen into poliwith our amendmenr, and itwas signed The Beaufort, South Carolina, house at which Robert tics. In a district with rhe highest by President Lincoln on 30 May. 5 Smalls spent his childhood and which he later boughtfor his ratio of blacks in the state, Smalls H alf the prize money of over nine own family, still stands today, although somewhat altered. was elected to rhe stare house of thousand dollars was assigned by Con- It was built ca. 1834 for H enry McKee, who was Smalls '.r rep resentatives and the state senate gressional Act to the "Negroes re- master until Robert was freed in 1862. (Courtesy H istoric where he worked for the interest of sponsible for rescuing (the vessel) from Beaufort Foundation) white consriruents as well as blacks. the enem ies of the gove rnment. " In 1874 he was elected to the US Smalls himself received $1,500 as leader of Smalls piloted the Planter carrying more Co ngress. Smalls took his seat in rhe Forty-fo urth the party. than two thousand passengers to the gala By direction of Du Pont, Smalls was victory celebration ar Fort Sumter. In rhe Congress on 4 March 1875, and served on empl oyed as helmsman of the Planter dur- fall of 1866 with Cap rain Robert Smalls in the Agriculture Committee. H e fo ught ing the fo ur months it remained under command for the last rime, she sailed to against rhe transfer of federal troops from Navy supervision and he took part with it Baltimore wh ere she was put our of com- the South to the Texas frontier, warning in attacks upon Confederate positions. mission and sold into commercial service. that their removal would enco urage private Smalls served thereafter as helmsman aboard A decade later she was lost in a storm off militi a gro ups to take the law into their other vessels including the Crusader, Hu- Cape Romain in 1876 while assisting a own hands and declare open warfare on ron, Paul Jones and Keokuk. 6 stranded ship . A Savannah News corre- citize ns loyal to the Reconstruction govSmalls proved of great service to the spondent wrote that Smalls said "he felt ernm ents. H e also opposed racial discrimiD epartment of the So uth in obtaining when he learned of the wreck of rhe steamer nation in rhe armed services. Washington's approval fo r the use of black Planter as though he has lost a member of In 1884 Smalls was elected to fill the troops, some of whom General David rhe fam ily."8 vacancy created by the death of Edmund Hunter had already organized without auSmalls returned to Beaufort where he W. M. Mackey and took his sear in rhe thorization. T he Commander of the De- purchased at government auction a home Fo rty-eighth Co ngress on 18 March 1884. partment of the South hoped that by send- at 50 1 Prince Street, the same house where Later rhar year he wo n reelection to a full ing the witty, self-possessed Smalls ro Wash- he was born, and which was once owned by term over Wi lliam Elli ott and in Decemingto n as an example of the kind of coura- his former master Henry McKee. The build- ber was nominated for the U nited States geo us men he wanted to put in the military, ing and grounds were appraised at $700 Senate by black legislators. H e lost the he wo uld convince President Lincoln and and Smalls's successful bid was $600. Senate nomination to Wade H ampton by Secretary of War Edwin Stanton that black For a while, Smalls operated a retail a vote of 3 1 to 3. He supported an amendmen should be given a chance ro fight for store in Beaufort in partnership with black ment to interstate commerce legislation their country. In 1864, while in Phila- political leader Richard H . Gleaves . The sponsored by black Representative James delphi a for repairs on the Planter, Smalls McKee fam ily had lost everything during E. O 'Hara of North Carolina, requiring became involved in a cause celebrewhen he the war and the ex-slave gave his former equal accommodatio ns for all railroad paswas evicted from a streetcar. A resulting owners a home and some tillable land sengers regardless of their color. H e sought mass pro test meetin g led to rhe integrati on where rhey lived our their days. The gift legislation guaranteeing rhe integration of was ro repay rhe "many kindnesses shown eating places in the Disrricr of Columbia. of the city's public transportation. Q uite fittingly and dramatically, Rob- him and his mother," according to the Smalls asked the House to defy Presid ent ert Smalls piloted rhe Planter into C harles- notes made by his son William . C leveland and approve a fifty dollar ton when rhar city fell in February 1865, In Beaufort, Smalls hired a reacher-a monthly pension for the widow of General and he guided rhe ship into the city with northerner who had come so uth to reach in David Hunter, who in 1862 had issued an Henry Ward Beecher, William Lloyd Gar- the public schools-to come to his house order freeing slaves in Florida, Georgia and rison and George T hompson aboard her to give private instrucrion , taking up where So uth Caro lina and had authorized rhe when rhe flag of the United States was he had left off in Phi ladelphia. H e charted raising of one of the earliest black regihoisted above Fort Sumter on 15 April for himself a concentrated co urse oflearn- menrs, the First South Carolina. He also 1865, the day Lincoln was assassinated. 7 ing. For three months he arose every day at advised South Carolina blacks against joinThe Planter's last wartime assignment five in the morning and studied until seven ing the "Exodusrers" emigrating to Kansas was to help ferry General William Tecum- to prepare for his two or three hours of and opposed the 1877-78 Liberia exodus. seh Sherman's men into Sourh Carolina. insrrucrion .9 In 1889 President Harrison appointed

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From the Biographical Directory of the United States Congress:

After the Civil War, the Planter of 1860 returned to her cargo-carrying duties in Charles ton H arbor. The steamer was fina lly Lost off Cap e Romain in 1876 (From the coLLection ofRob Napier)

Smalls collector to the town of Beaufo rt. H e held this position almost continuously (with the exception of fo ur years in the 1890s) until the opposition of South Carolina senators Benjamin Tillman and Ellison D . Smith forced him to step down in June 191 3. 11 Smalls remained a political figure in to the twentieth centu ry. H e was one of six black delegates to the 189 5 Constitutional Convention where he spoke our against the disenfranchisement of black voters. Smalls turned down an offer to become the colonel of a Negro regiment during the Spanish-American War. He also declined the post of minister to Liberia, pro bably because he suffered fro m diabetes. In 1900 he took to the campaign trail again to uring the Midwest to work fo r McKinley's reelection. His final test as a communi ty leader came in the sp ring of 19 13. Two Negroes, suspected of murdering a white man, were threatened by a lynch mob marching on Beaufort. Sm alls quickly dispatched blacks to key points th ro ughout theciryand spread the word that the torch wo uld be set to Beaufo rt if the sheriff did not protect his prisoners. T he message got through. T he sheriff posted special guards at strategic places and the white lynch mob was turned back. Two years later, on 22 February 30

Robert Smalls died quietly in his sleep at the age of seven ty-six in the home where he and his mother had once worked as slaves . 12 Smalls' s death had little impact on South Carolina politics because he had outlived the majority of his enemies, rivals and political partners . H e and his Sea Island constituents, by the accident of geography, continued to live in isolation, and "they were spared contacts (with whites) at a time when race relations in America had reached their most disgraceful depths." 13 Following his heroic wartime service to the U nion, he was a major participant in every importan t event fro m the beginning of black political participation in South Carolina. H e rose above his beginnings and, with a vigorous and generous spirit, reached as high in public accomplishment as has any .t black citizen of his state. 14 Mr. Turkel is a NewYork-based hotel consultant whose major avocation is Reconstruction era history. This essay is excerpted from his manuscript "H eroes ofReconstruction. " 1 Offi cial Records of the U nion and Confederate Navies in the War of the Rebellion, Vol. XII pp. 82 1-25. 2 "The Steamer Planter and H er Captain," Harper's Weekly, Vol. 6 CTune 14, 1862) pp. 372-73. 3New York CommercialAdvertiser, May 1, 1862. 4 Reporr, Du Pont to Welles, M ay 14, 1862

Smalls, Ro1b ert, a Representative from South Carolina; born in Beaufort, S.C. , April 5, 1839; moved to C harleston, S.C., in 18 51 ; appointed pilot in the U nited States N avy and served throughout the C ivil W ar; member of the State constirutional convention in 1868; served in the State house of representatives 1868-1870; member of the State senate 187 0- 187 4; delegate to the Republican N ational Convention in 1872 and 1876; elected as a Republican to the Forry-fourth and Forry-fifth Congress (M arch 4, 187 5-March 3, 1879); unsuccessful candidate for reelection in 1878 to the Forry-sixth Congress; successfully contested the election of George D . T illman to the Forry-seventh Congress and served from July 19, 1882, to M arch 3, 1883; unsuccessful candidate fo r reelection in 1882; elected to the Forry-eight C ongress to fill the vacancy caused by the death of Edmund W. H. M ackey; reelected to the Forry-ninth Congress and served from March 18, 1884, to M arch 3, 1887; unsuccessful for reelection in 1886 to the Fiftieth Congress; collector of the port of Beaufo rt, S.C., 1897- 191 3; died in Beaufo rt, S.C. , February 22, 1915; interment in the T abernacle Baptist Church Cemetery.

ORN Series 1, 12:82 1. 5 Co ngressional Globe, 37th Congress, 2nd session, 1862, 286087, 2364, 2440. 6 Charles Cowley, The Romance of History in the Black County and the Romance of War in the Career of General Robert Smalls (Lowell MA 1882) pp . 9- 10. 7 The Liberator, March 24, 1865. 8 Charleston Courier, September 21 , 1866. 9 Ma urice Christopher, America's Black Congressmen (Crowell, New York 197 1) p. 42 . 10 Black Americans in Congress ] 870-1989 (US Government Printing Office, W ashington D C 1990) 11 Black Americans in Congress. 12 Christopher, p. 53. 13 W illie Lee Rose, Rehearsalfor Reconstruction: The Port Royal Experiment (Indianapolis, The Bobbs-Merrill Co. 1964) p. 403. 14 Edward A. Miller, Jr., Gullah Statesman: Robert Smalls.from Slavery to Congress, 1839-1915 (Univ. of South Carolina Press, 1995) p. 250.

SEA HISTORY 91 , WINTER 1999-2000

300 Years of Service "Your staunch pilot boats are always ready in storm and fog, and it takes skill, courage and long years of experience to carry on this important and hazardous work so necessary to our commerce. I congratulate you on your remarkable record..."

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An Ugly Duckling Turns Warrior by William H. Langenberg

er haps the best known, and certainly the most numerous, merchant vessels serving the United States during World War II were the ungain ly Liberty ships, the "ugly ducklings" of the sea. Over 2, 700 of them were constructed in 18 shipyards around the US between 1940 and 1945. They became the ocean transportation workhorses of World War II and comprised the largest standa rdi zed fleet the world has ever seen. During World War II many of these cargo carriers were fitted with defensive armament. While the crews of American Liberty ships were normally civilian merchant seamen, the armament was mostly manned by US Navy personnel called the Armed Guard. Their presence did not convert an "ugly duckling" into a formidable warship; the Armed Guard's function was primarily defensive. On one occasion in 1942, however, a Liberty ship did indeed transform itself into a proud warrior. That vessel was the SS Stephen Hopkins, which encountered the heavily armed German auxiliary cruiser Stier in the South Atlantic and engaged h er in a short but internecine duel. The results of that presumably foreordained one-sided engagement are both fascinating and surprising.

America's Liberty Fleet The Merchant Marine Act of 1936 was passed by Congress during the depths of the Great D epression to rejuvenate the moribund US merchant marine. It asserted an aggressive new policy to "foster and encourage development of a strong Merchant Marine for the national defense and development of foreign and domestic commerce. " The US Maritime Commission was created to implement this policy. As a first step, the new governmental bureaucracy instigated an American shipyard construction program, which during 193 7-4 1 increased from 10 to 40 the number of yards capable of building large merchant ships. From these shipyards, Maritime Commission-designed and -subsidized merchant vessels began to be launched in 1939. Despite some claims to the contrary, the Liberty-ship des ign was adapted from that of a British tramp steam er ofl879. She was 441' 6" long and could carry up to 10,000 32

tons of cargo. Old-fashioned triple-expansion steam engines (easier to produce in wartime than the high-tech turbines used in wars hips) drove her at a rarely-achieved maximum of 11 knots. A Liberty ship usually carried a 4- or 5-inch gun left over from World War I in the stern, plus a 3-inch antiaircraft gun forward and a variety oflighter weapons. Only toward the end of the war were more modern guns provided. T he guns were manned by a Naval Armed G uard of 12-27 enlisted men led by an ensign or lieutenant (jg). The Stephen Hopkins, Mari time Administration hull number 247, was an early Lib- An unlikely candidate to sink a German warship, the SS erty ship co mpl eted in early Stephen Hopkins fits out at the Kaiser Shipyard in Richmond, California. It is the spring of1942, and the ALlies are 1942. She carried only one Losing the war as theJapanese sweep through the Pacific and obsolescent 4-i n ch g un , the German army strikes deep into Soviet Russia. The mounted aft, as her main arH opkins and her sisters helped turn the tide ofwar around mament. T his was eked out the world-but none ever came near her feat in sinking with a twin37mm (1.5'') gun Stier. (US Naval Historical Center) forward, .50-caliber machine guns port and starboard near the bridge, three missions: to upset enemy merchant and .30-caliber machine guns on each side shipping sch edules, to scatter British naval aft. H er first master was Captain Paul forces attempting to locate and sink them, Buck. H e and his civilian crew were joined and to destroy enemy merchant ships, by an Armed G uard crew headed by Ensign wherever they might be found, by guns, mines, torpedoes, or scuttling charges. If Kenneth M. Willett, USNR. On 27 September 1942, the H opkins possible, enemy merchant ships carrying was steaming eight days out of Cape Town, valuable cargoes were taken in to custody South Africa, on only her second voyage, by prize crews and sailed back to Germany, this one in ballast to Paramaribo in Durch or sometimes to her ally Japan. G uiana. T he trip had been uneventful, and All 11 German auxiliary cruisers active during earl y morning the sea was calm. At in World War II were converted merchant about 0850, two unidentified vessels, seem- vessels pressed into service by the German ingly merchant ships, suddenly appeared Navy (Kriegsmarine). They we re painted in out of a bank of fog off the starboard bow. drab colors of gray, brown or black, withAn engagement unique in the annals of out any relief of white striping in order to naval warfare was about to begin. avoid detection at night. Their deception was to play the role of an innocent merThe German Auxiliary Cruiser Stier chant ship plodding the sea lanes under Germany operated surface auxiliary cruis- whatever flag was most appropriate at the ers in both World Wars I and II. Thedefeat time. Other than perhaps a raked bow of France in June 1940 opened Atlantic suggesting speed capability above the ordiOcean ports to the Germans for the first nary, the raiders displayed no outward chartime, greatly facilitating access to the high acteristic that differed from any of hunseas by these raiders. Auxiliary cruisers had dreds of British or neutral merchant vessels.

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Edwin j. O'Hara, a US Merchant Marine Academy engineering cadet aboard the SS Stephen Hopkins, takes over Ensign Willetts post at the 4-inch gun and fires the Hopkins 's remaining shells at

But the German auxiliary cruisers were formidable warships. Behind concealing hinged steel ports were mounted up to eight 5.9-inch guns, capable of firing six seconds after being ordered to do so. Two to four torpedo tubes were situated on deck or below the waterline. Varying arrays of 37mm and 20mm guns were mounted for short-range attacks or antiaircraft purposes. Falsework or screens topside hid the lighter guns and other combat equipment such as searchlights, range finders and smoke generators. Holds were fitted as crews' quarters, mine rooms, aircraft storage, ammunition magazines, reefers, auxiliary power supply storage, fuel bunkers, prisoners' quarters, or dry stores compartments. Most raiders carried one or two disassembled seaplanes, primarily for scouting. No catapults were carried, since it was roo difficult to disguise their offensive nature. German auxiliary cruisers were manned by up to 400 men, who were expected to live aboard for as long as one year. The crews of necessity became versatile and innovative. Most were skilled at changing their vessel's identity and appearance while at sea via false masts, stacks or superstructures. Ships were frequently painted different colors, and sophisticated disguises, such as the imperso nation of female p assengers on deck, became commonplace. Because most voyages involved independent steaming with little logistic support, crews occasionally careened their ships in mid-ocean to clean and paint their hulls. Trained

SEA HISTORY 91, WINTER 1999-2000

Stier. The oil painting by Tom Lovell, "The Last Five Shells, "is on display at the American Merchant Marine Museum, Kings Point NY (Courtesy of the American Merchant Marine Museum)

divers worked on underwater repairs while unavailable spare parts were fabricated in the on-board machine shop. The auxiliary cruiser Stier was officially designated HSK6, Schiff 23, and was assigned the name Raider J by the Royal Navy. Her first and only commanding officer was Captain (Kapiti:in zur See) Horst Gerlach. Stier was originally operated by Adas-Levant Line as the merchant ship Cairo, built by Friedrich Krupp Germania Werft at Kiel in 1936. She was taken over by the German navy in November 1939 for use as an icebreaker. During the summer of 1940 Stier became a minelayer, operating in the Bay of Biscay. She was converted to an auxiliary cruiser at Gdynia during the winter of 1941-42. As an auxiliary cruiser, Stier was a formidable warship. She had an overall length of 439', a beam of nearly 57', and a top speed of 14 knots. H er hull displaced about 11 ,000 tons, resulting in a mean draft of24 feet. Powered by a 17-cylinder diesel engine producing 3,750 horsepower driving a single propeller, Stier had an enormous cruising range of 50,000 statute miles at 12 knots. She possessed a cruising endurance of 173 days carrying a crew of 324 men. Armament fitted board Stier included six 5.9-inch guns with a range ofl8,500 yards, three antiaircraft guns (one 3 7 mm and two 20mm), and two unde1water torpedo tubes. For scouting and observation, Stier carried two Arado 231 seaplanes stored out ofsight in a hold when not in use.

Stier sailed from her home port of Le Verdon on the Bay ofBiscay coast of F ranee for her assigned South Atlantic operating area on 22 May 1942. The following month she sank a British freighter and a Panamanian tanker. From 1 to 9 August, Stier operated without success in company with the auxiliary cruiser Michel.Not until September did Stier sink her third victim, another British freighter. On 26 September 1942, Stier rendezvo used with the German supply ship Tannenfels to replenish food and fuel supplies. Next morning, most of Stier'screw went over the side in inflatable rafts, attempting to clear marine growth from the waterline area of the hull. As fog closed in over the cruiser, her crew was recalled. The patchy fog now restricted visibility to a range of one to two miles. At 0852 Stier's lookouts detected an unidentified merchant vessel approaching at a range of nearly two miles. Captain Horst Gerlach immediately ordered the engine room to make full power available and sounded action stations. Stier confronted her fourth potential victim. Battle at Sea Aboard the Stephen Hopkins, Captain Buck ordered the US ensign to be hoisted when the two unidentified ships appeared out of the fog. Upon sighting this identification, both Stier and Tannen/els ran up German flags, and Stier opened fire with her big guns and lighter antiaircraft weapons at 0855 . The shells were soon on target, and

Soon before her battle-to-the-death with the Stephen H opkins, the stern gun aboard Stier, common on merchant ships at sea in 1942, is the only weapon visible. (WS Bilddienst)

the still unidentified Liberty took several hits as Captain Buck turned his ship's stern toward the two German raiders. Shrapnel struck Armed Guard commander Ensign Kenneth M . W illett in the stomach as he rushed aft to direct fire fro m Stephen Hopkins's fo ur-inch cannon. Despite the wo und, W illett remained at his post as the "ugly duckling" returned accurate fire. At 0905 , Stier took separate fo ur-inch shell hits in her steering gear and engineering spaces, starting fires, stopping her engines, and disrupting electrical services. M eanwhile, the Hopkins was receiving terrible punishment from Stier' s main battery of six 5.9-inch guns. Direct hits on the engine room extinguished the Liberty ship's boilers, and she gradually slowed to a stop. Another hit aft exploded the magazine for the four-inch gun, igniting a huge fire. Two hits wrecked the amidships deckhouse and demolished the radio shack, as the Hopkins's SO S calls went unanswered. Ablaze in several places, it was now obvious that the Liberty ship could not long stay afloat. Captain Buck gave the order to abandon ship about 0920, just before he was killed by another shell hit on the bridge from Stier. The crew attempted to escape the sinking vessel in her boats and life rafts; Ensign W illett was cut down by machine gun fi re as he did so. One life boat under command of Seco nd Engin eer George D . Cronk pulled away from the Hopkins carrying 19 of the 57 merchant mariners and Armed Guard just before she disappeared beneath the sea at 0955. But before she sank, engineering cadet Edwin J. O 'H ara found the 4-incher still functioning and fired the last five shells, incredibly striki ng Stierwith all five, before he, too, went down with the ship. Conditions aboard Stier were deteriorating. She had suffered 15 hits from her opponent's four-inch gun and had been 34

survivors rowed ashore on a beach 22 miles north of Rio de Janeiro. Four of the five wounded sailors aboard had died during the harrowing 31 days afloat. The Stier-Stephen Hopkins battle remains unique in maritime history because it is the only instance in which an auxiliary cruiser was sunk by a merchant ship it had attacked. Perhaps the only comparable incident occurred in November 1941, when the German auxiliary cruiser Kormoran and the light cruiser HMAS Sydney engaged in an analogous internecine battle off the west coast of Australia. The conduct of Stephen Hopkins's crew in her seemingly hopeless battle with Stier received universal accolades after her fate was revealed by the survivors who landed in Brazil. The US Maritime Commission honored the "ugly duckling" by naming her one of the "Gallant Ships" of World War II, rightfully commending "the stark courage of her valiant crew in their heroic stand." Armed Guard leader Ensign Kenneth M. Willett was posthumously awarded the Navy Cross for his heroic conduct. Noted Royal Navy historian Captain Stephen W. Roskill, in his three-volume series The War at Sea 1939-1945, asserted that the crew of the Stephen Hopkins "fought an action of which all the Allied Na vies and merchant marines would be proud. " Surprisingly, German reaction to the Stier-Stephen Hopkins battle overlooked the stark fact that a lightly armed "ugly duckling" had caused the loss of an auxiliary cruiser carrying six times her firepower. The Navy War Staff(Seekriegsleitung) opinion of the incident asserted that Stier' screw had acquitted themselves "courageously and in the best tradition of German seamanship and fighting spirit." Perhaps a more objective German appraisal came later from Vice Admiral Friedrich Ruge in his World War II maritime history, Der Seekrieg, in which he described succinctly how Stier met her end: "She encountered the US Liberty ship Stephen Hopkins which bravely used her guns, and to good effect." Thus did one "ugly duckling" become a warnor. .t

peppered with 37mm and machine gun bullets. A major fire roared unchecked forward, with flames and smoke drifting aft . Burning fuel oil threatened to explode the 19 to rpedoes stored in number two hold. At 10 14, Stier's main engines were again running, but they failed completely at 1025 . Captain Horst Gerlach then consulted with Stier's officers and decided to abandon ship. Gerlach ordered his men to set scuttling charges, and requested Tannenfels to stand by to receive Stier's crew. T he scuttling charges exploded at 1149, and Stier slowly sank beneath the sea, taking two dead crewmen with her. Stier' s surviving crew used their lifeboats to transfer to Tannenfels, whose crew gave up their bunks to 30 wounded sailors. As the supply ship steamed back through the Atlantic and the Bay of Biscay to Le Verdon, two Stier crewmen killed in the battle with the Hopkins were buried at sea. During this voyage home, Captain Gerlach reconstructed his log, with assistance from observers aboard Tannenfels. In describing the armament and conduct of the Stephen Hopkins, whose identity was still unknown to him, Gerlach wrote: "On the stern a l 5cm (5.9-inch] gun, forward two guns of between 10.2cm and 12.7cm, amidships two of this calibre forward of the funnel and two abaft it as well as a few 2cm and 4cm antiaircraft guns. T he enemy's fire control and discipline were shown to be very good." T his was a substantial overestimate of his opponent's firepowerGerlach's own 5.9-inch gun threw shot three times heavier than the American merchant vessel's antiquated 4 incher. Clearly, the Stephen Hopkins's Armed Guard gunners had made a big impression on Gerlach. Mr. Langenberg is a retired Rear Admiral of Meanwhile, the sunken Liberty ship's the US Naval Reserve. His writings have lifeboat containing 19 surviving crewmen been published by US Naval Institute Prosteered slowly fo r the east coast of Brazil. ceedings, Naval War College Review, NaOn 27 O ctober the lifeboat containing 15 val History and other periodicals.

SEA HISTORY 91 , WINTER 1999-2000

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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 gathering of maritime historians, ship preservationists, museum profess ionals and maritime enthu siasts to explore the leading role of the maritime heritage in shaping world hi story. Brochures will be sent to NMHS members, but the fo llowing is a preliminary schedule to whet your appetite and help you make plans.

: I I I

Wednesday Evening: Introd uction by Dr. Felipe Fern andez-Armesto of Oxford Uni versity Thursday: Morning Plenary Session on "The Sea as a Highway fo r Exploration" with Dr. Carla Rahn Phillips, Uni versity of Minnesota ; Afternoon Plenary Session on "The Sea as a Highway fo r Commerce"; Breakout Sessio ns in the afternoon ; Evening lecture by Peter Stanford on "5000 Years of M aritime History" ; Coc ktail Receptio n (extra charge) 1 Friday: M orning Plenary Session on "The Sea as an Arena for Cultural Change and Conflict" with Dr. John Hattendorf, Naval I War Co llege; Breakout Sessions in the afternoon and evening : Saturday: Morn ing Pl enary Session on "The Sea as Inspiration" with Dr. Stuart Frank of the Kendall Whaling Museum ; Breako ut Sess ions in the afternoon; Keynote Add ress by Dr. Fernandez-Armesto in the evening at dinner (extra charge) Sunday: Opti onal programming at the USS Constituti on Mu seum, the Lowell Boat Shop or in Salem

All sessions will be held at the Peabody Essex Museum in Salem, Massachu setts. Registration costs are: Early Registration (before 25 January 2000) NMHS and PEM members and subscribers to The American Neptune: $2 15 Non-members: $265 Full Conference, Regular Rate: Members: $265 Non-members: $3 15 One-day Rate: Members: $110 Non-members: $ 135 Hotels with special rates for the conference (please mention you are participating in the conference): The Hawthorne Hotel, 18 Washington Square, Salem MA 01970; 1800729-7829; $109/single, $ 119/double Boston Marriott Peabody, 8A Centennial Drive, Peabody MA 01960; 1 800 801-0099 ; $124/single or double Sheraton Colonial, One Audubon Road, Wakefi eld MA 01880; 781 245-9300; $99/single or double Courtyard Marriott, 275 Independence Way, Danvers MA 01 923; 800 321-2211 ; $89/single or double

evans@pem.org. You may also contact NMHS at 1800 22 1-NMHS (6647) or e-mail: conference@seahistory.org

For informati on, contact Jennifer Evans, Peabody Essex Museum , 1 800 745-4054, x3028 or e-mail: jennifer_ • I

LE N T A NTILLO

Th e Wha/eship "Essex " Rounding Great Point

Sending Kids to Sea ••• Dick Rath- longtime trustee of the National Maritime Hi storical Society and South Street Seaport M useum, edi tor of Boating and Yachting magazines , coasting skipper, j azz trombonist-took over the iron schooner Pioneer in 1970 and got the ship sailing to new horizons with tro ubl ed city kids in crew. Mayor Lindsay call ed the Pi oneer Marine School the most successful youth rehabilitation program of his administration . Now on the eve of OpS ail 2000, the Rath vision continues with broader hori zons. City kids, suburban kids, kids from inland towns and seaports are represented in the crews launching the NMHS/OpS ail sea education program "Beyond the Spectacle." The lessons they will learn are teamwork, commu nity and steadfas tness-the traditio nal values of the sea.

Help us send Dick's kids to sea!

Giclee print edi ti on. s/n

Oth er fin e hi stori cal and marine prints av ail able. For addit ional informa ti on and free brochure ca ll or write: L.F. Tant illo, Fin e Art 243 Iri sh Hill Road , Nassau , Y 12 123 Telephone: 5 18-766-4542

I enclose $_ _ as my gift to the NMHS Richard L. Rath Memori al Fund . =::: Send information to fri ends & corporations attached. :J My corporati on will match this gift; fo rms are enclosed. Na me _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Add ress _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ City/S tate/Zip_ _ _ _ _ _ _ _ _ _ _ _ _ __ Please make check payable to Rath Memorial Fu11d/NMv!H S. and mail to: NMHS, PO Box 68, Peekskill, N Y 10566. Or ca/1 1 11s {// 800-22 1-NMHS (6647).

SHIP NOTES, SEAPORT & MUSEUM NEWS CRUISE BY FREIGHTER USS Constellation Comes into Her Own On 2 July 1999 the 22-gun sai ling sloop of war USS Constellation was returned to her permanent berth in the Inner Harbor of Baltimore, Maryland. The ship had been under restoration for the past 2 1/ 2 years to bring her to her appearance as she was early in the American Civil War. Built in 1853-55 by the Gosport (now Norfolk) Navy Yard, Constellation was the last sailing warship designed for the Navy. After service in the Mediterranean, and in the African Squadron, the ship was a midshi pmen's summer training vessel and, for about 30 years afrer 1893, an enlisted men's trai ning ship. By erro r, it is ass umed, the Navy as of 1909 started classifying her as the friga te of 1797, modified into a sloop of war in the 1850s. Based on th is belief she came to Baltimore in 1955, to be preserved and exhibited as the frigate. T he pros and cons of this action led to much fierce controversy locally, which was finally only resolved in the early 1990s afrer the publication of Dana Wegner' s book Fouled Anchors: The Constellation Question Answered and his later article in The American Neptune, "An Apple and an Orange, Two Constellations at Gosport 1853-55." [This conclusion had been anticipated in a Sea History article by John Lyman in 1975, in which he discussed the views of various maritime historians, including Howard I. Chapelle.] A major restoration effort from 1997 to 1999 has successfully ended with the ship now accurately restored to her Civil War appearance. T he use of cold-molded laminated layers of wood for the h ull above the waterline was unorthodox, bur it was the only way to do the work at reasonable cost. Below the waterline practically all is original. Most of the hull's original frames were re rained. USS ," Constellation is once again open to the public. She serves now to illustrate the service of the US Navy and its officers, seamen and marines during the Civil War. -

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SPUN YARN Full information on these and other news items appears in Sea History Gazerre, September/ OctoberandNovember!December 1999. We'll sendyou a copy ofthese issuesfree ifyou subscribe to theGazetteforoneyear(6issues at$18. 75add $10 for foreign postage). T he North Carolina Maritime Museum in Beaufort, North Carolina, has expanded operations to include museums on Roanoke Island/Manteo and in Southport. U nder the new arrangement, the rwo m useums will become branches of the SEA HISTORY 9 1, WINTER 1999-2000

1684 Barrington Street Halifax, N ova Scotia B 3J 2A2 Canad a 902-429-1 652 www. d o ullb ooks .com NCMM, a section of the Archives and History division of the NC Department of Cultural Resources . (NCMM, 315 Front Srreet, Beaufort NC 285 16; 252 728-73 17) .. . The Sail and Life T raining Sociery launched its new sail training schooner Pacific Grace on 9 October 1999 from the Point Hope Shipyard in Victoria, British Co lumbia. (SALTS, PO Box 5014 Station B, Vicroria BC, V8R 6N3, Canada) ... T he Ukrainian bark Tovarishch has finally received its certificate of seaworthiness fro m the Russian Registry ofShip(Continued on page 38)

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T he M useu Maritim de Barcelona has reached out to save a ship and the history of early-20th-century Spanish merchant sail in the Mediterranean. Its fast- moving restoration proj ect is the three-masted schooner (pailebot) Carmen Flores, built in 1918 and now floating with a restored hull in Barcelona harbor. By November 1999, it should have its masts stepped and by next spring its rigging and original appearance. The museum acquired the ship in January 1997 and began its reb uilding in May 1998. Little was known of the P/,ans ofthe Carmen Flores. vessel, and the rebuild h as (Photos courtesy Museu drawn on a multi-disciplinMaritim de Barcelona) ary team ofhistorians, naval architects, shipbuilders, merchant sailors, museum curators and technical staff. The restoraThe Carmen Flores was built for Pascual tion crew Flores, a Valencian trader who put it into works on the service carrying cereals, wood, salt and minship's ~ . erals; in 1921 it made a trip to America. hull prior to After several owners and conversions, the its return to 34-meter long, 8.5-meter beam, 167-ton the water. ship was used in underwater salvage work, prior to the museum purchasing it. The goal of the project, according to Elvira Mata i Enrich, the museum's technical director, is to restore Carmen Flores as a functioning ship. It will sail again, as an ambassador of the museum and Barcelona, and will be moored in the harbor as a "water extension" of the museum. MME, Drassanes Reials, Porta de/a Paz 1, E08001 Barcelona, Spain

(Continued from page 37) ping after a four-year stay in Newcastle, England, when she was impounded and deemed unseaworthy by Maritime Safety Agency officials. She left England under tow in September bound for renovation in Wilhelmshaven, Germany; she may be sailing again by 2002 .... The replica of the schooner Amistad is scheduled to be launched at Mystic, Connecticut, on 25 March 2000. (Amistad America, Inc., c/o Mystic Seaport, MysticCT06355) .. . The remains of seven vessels from a French fleet of 1678 sent to capture the Dutch island of Curacao have been discovered south oflslas de Aves where a navigational error sent them onto a reef. . . . HMS Belfast of 1938, the last surviving British heavy cruiser and a WWII veteran, returned to her berth in London from a month-long drydocking during which she was repainted in new dazzle-style camou-

flage colors. (Imperial War Museum, Lambeth Road, London SEl 6H2, England; 171416 5255) ... The Liberty ship John W. Brown is heading into freshwater in the spring, to Toledo, Ohio, from Baltimore, Maryland. T he obj ect of the voyage is the replacement of some 14,000 bad rivets, but she will also be making port visits in Toledo, Detroit, Erie, Cleveland, Buffalo, Toronto, Montreal and H alifax. The "Barrels for Brownie" campaign is raising money for the $ 146,000 estimated cost of oil. (Project Liberty Ship, PO Box 25846, Highlandtown Station, Baltimore MD 2 1224-0546) ... The Foundation for Coast Guard History has been formed to assist in records management for the US Coast Guard's historian's office and the service' s museum program. (Capt. Fred Herzberg, USCG (Ret.), Coast Guard M useum Northwest, 1519 Alaska Way South, Seattle WA 98 134) .t

SEA HISTORY 91 , WINTER 1999-2000

AMERICAN MERCHANT MARINE M USEUM N EWS In December the American Merchant Marine Museum broke gro und on the permanent home of the National Maritime Hall of Fame. T hro ugh the generosity of M useum Trustee Guy E. C. Maitland (also a trustee ofNMHS), the dream of C uraror Emeritus Frank 0. Braynard will soon become a reality. Since 1982, the National Maritime Hall of Fame has occupied a small area in the Museum's solarium. With more than 100 ships and people honored over the pas t seventeen years, the Hall of Fame has quickly outgrown its present location and plans fo r a professionally designed gallery were developed. As Frank Braynard explained, "the basic goal of the Hall of Fame is to properly honor the ships and people in the maritime field who have assisted in building America by serving a strong American Merchan t M arine." Mr. Maitland recognized the importance of the Hall of Fame's goal and signed on as the benefactor for the new gallery. His wonderful gift will allow the m useum to create a space that will be devoted to telling the meaningful stories of the people and ships that played major roles in our nation 's maritime history. The Gallery Association ofN ew York will design the new exhibition . By using specific and colorful anecdotes within the exhibit, the new Hall of Fame gallery will enhance the museum's ability to make hisrory come alive for visitors of all ages . Inductees represent seafaring endeavors from every part of the nation- the oceans, th e Great Lakes, coastwise shipping, and inland rivers and waterways. T he memorable people and great ships of our nation's maritime endeavors will receive wide public attention once the gallery is completed in May. As the museum's motto proclaims, "Ships Made America." T he citizens of our nation should never forget America's rich maritime heritage. T he new Hall of Fame will offer the Museum the opportunity to continue to tell the general public and midshipmen at the US Merchant Marine Academy abo ut the tremendous contri butions that have been made by our country's great ships, those who built th em and those who have sailed them. -LINDA FASBACH, Executive Director AMMM, UnitedStatesMerchantMarineAcademy, Kings Point NY 11024; 5 16773-5515

A Classic Design Reborn: Eleonora Former Dutch restaurateur turned full-time sailor Ed Kastelein is about to observe a milesrone in his latest project: the launching fro m the D utch yard Van de r Graaf in Hardinxveld-Giessendam of the hull of Eleonora, a gaff-sail sch ooner built fro m the plans of the lovely Herreshoff racing schoo ner Westward. Kastelein calls the new schooner a replica of the yacht's type, following the design of sister yachts Westward of 1910 and Elena ofl 911. TheEleonorawas named after what Kastelein calls "the most beautiful yacht I have ever seen in my life," a40foot cutter he saw many years ago . Kastelein copied hundreds of drawings of Westward from the Hart Nautical Collections of the MIT Museum in Cambridge, Massachusetts, where the designs of the Herreshoff Manufacturing Companyare conserved.Naval architects Heine Eleo nora under construction. Deelstra and Hans Ritzema of Gaastmeer (Courtesy Martin Romein) Ship & Yacht Design were charged with remaining faithful to Westward's lines wh ile making adjustments to accom modate modern materials and construction methods, as well as modern equi pment. Eleonora's interior, however, will bear little resemblance to that of Westward; while the latter was built for racing, Eleonora will accommodate luxury charters. Kastelein expects the yacht to be completed in 2002. - MARTIN R OMEIN Eleonora Communications Coordinator, Clot de Mingot 10, N-4, 03590 Altea (Alicante), Spain; 34 609 60 368; e-mail: romein@ctv.es

SEA HISTORY 91 , WINTER 1999-2000

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SHIP NOTES, SEAPORT & MUSEUM NEWS

The American Neptune Enjoy the leading scholarly journal of maritime history and arts in the US. The American Neptune, a quarterly publication of the Peabody Essex Museum, is a great read for collectors, model makers, and all who love ships and the sea. We offer Sea History readers an opportunity to subscribe to The American Neptune for $33, a $6 savings over our regular subscription rate ($36 for non-US residents. Institutions: call for rates). To start your subscription, send a check or money order to:

The American Neptune Peabody Essex Museum East India Square Salem, 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 VISA, MasterCard and American Express.

Visit our website at www.pem.org/neptune

The Visolette Loupe is a unique combination of condenser and 2. 7X magnifier. Its ability to bundle ambient light makes the reading within the glass easier. This 65mm (2.5") diameter lens is precision ground and polished, mounted in a solid brass ring with anti-slip bottom and enclosed in a solid walnut case. It makes a stunning addition to any chart table or desk and a beautiful and useful gift for any flat piece collector. S69.00 plus SJ.00 shipping per order. WESTCHESTER TECHNOLOGIES, INC. 8 John Walsh Blvd. Peekskill, NY 10566 914-736-1034 • Fax: 914-736 -1217

INVENI PORTAM ALEXANDER ANTHONY HURST (1917-1999) Alex Hurst, the well-known British sailor, aurhorand publisher, died suddenly in early May from a stroke and heart compli cations. Alex grew up in the idyllic countryside of southern England, and first acquired a love of shipping near Southampton on the So lent. Later he had the opportunity to get afloat in Watkins's tugboats on London River, towing sailing ships to sea and others to their discharging berths in the London docks. He next went to sea in deepwater, square-rigged sailing ships in the fleet of Finnish shipowner Gustaf Erikson, our of Mariehamn; the last stronghold of square sail. It was in these vessels that Alex spent some years in the Cape Horn trade. At the outbreak of the Second World War he made a voyage in steam to the Antipodes to gain specialized cargo handling experience, rather than the bulk cargoes carried by sailing ships. He next joined a tanker for a voyage to the Caribbean and North American ports. Homeward bound he experienced the fury of war at sea when his ship was Alex H urst in England, torpedoed and lost in the English Channel. He successfully sat for his Second Mate's Certificate in 1987 (Courtesy Os Brett) London at the height of the German bomber raids known as the Blitz, joining his next ship, the Dalhousie, as second mate. After some adventurous voyaging, this vessel had the misfortune to encounter the formidable commerce raider Michel. In the exchange of gunfire, Alex, as gunnery officer, was wounded, but luckily survived the deadly German broadsides. Taken aboard the auxiliary cruiser as a prisoner, he was later transferred, with other merchant seamen, to the prison ship Charlotte Schlieman, a former Norwegian tanker. From her he was put ashore in Japan where he remained for the weary duration of the war. While Japanese militarism was anathema to him, he liked the people and the country. Home in England and in poor health after the peace, he married. He and his wife Deryn, settling in on England's south coast, established a family. There Alex embarked on a writing career. This eventually led to the founding of his own publishing house, Teredo Books, which publishes a remarkable series of books on maritime history and marine art. A wonderful series of seafaring books flowed out of Teredo, culminating in The Maritime History ofthe World (1985). Alex's autobiography was recently published by Square One Publications, Worcester, UK. Entitled A Succession ofDays, it makes fascinating and colorful reading, and is highly recommended. - O SWALD L. BRETT Levirrown, New York ZACHARY FISHER, 1910-1999 A knee injury prevented Zachary Fisher from joining the Marines when he tried to enlist in 1942. Instead Fisher, who served his country during World War II assisting the Army Corps of Engineers in building coastal defense installations, used the wealth accumulated through the successful family construction and real estate business to aid America's servicemen and women and their families. Fisher's most notable contribution was spearheading the founding of the Intrepid Sea-Air-Space Museum, now the largest naval museum in the world. Fisher established the Intrepid Museum Foundation in 1978 to rescue the deteriorated aircraft carrier, and the museum opened in 1982 on Pier 86 in New York City.

SEA HISTORY 91 , WINTER 1999-2000

OUT-OF-PRINT

MARITIME BOOKS

CALENDAR Festivals, Events, Lectures, Etc. • Chesapeake Bay Maritime Museum: 19-21May2000, 8th Annual Mic!Adantic Maritime Festival (PO Box 2190, Easton MD 21601-2043 ; 41 0 820-8606; web site: www.cbmm.org)

Conferences • "100 Years of Science under the International Council for the Exploration of the Sea (ICES)": 1-3 August 2000 (Dr. Emory D. Anderson, NOAA/NMFS, Northeast Fisheries Science Center, Woods Hole MA 02543; 508 495-23 17; fax: 508 495-2393; e-mai l : emory .anderson @noaa.gov; web site: http://ices.info @ices.dk) • International Congress of Historical Sciences: 6-12August 2000, in Oslo, Norway, including Congress of the International Commission for Maritime History (Prof. dr. Fran co is Bedaride, Secretary General, International Committee of Historical Sciences, Insrirur d'Histoire Temps Present, 44 rue de !'Amira! Mouchez, 75 01 4 Paris, France; FAX: 1-45-65-43-50) • National Maritime Historical Society and rhe Peabody Essex Museum: 29 March-April 2000, World Marine Millennial Conference (NMHS, PO Box 68 , Peekskill NY 10566, 914 737-7 878; PEM, East India Square, Salem MA 01970; 978 745-9500; web site: www.pem.org/events) • National Maritime Museum: 13-15 July 2000, "The Worlds of the East India Company, 1600-1834" (G reenwich, London, SE lO 9NF, UK; 1813126716; fax: 181 312 6722; e-mail: research@nmm.ac.uk) • Pre-Conference of the International Commission for Maritime History: 3-5 August 2000, at rhe Bergen Maritime Museum in Norway (Adrian Jervis, Merseyside Maritime Museum, Alben Dock, Liverpool L3 4AQ, UK; 44 1514784094; fax: 44 151 478 4098) • "Sea Changes: Historicising the Ocean, c. 1500-c. 1900": 20-23 July 2000, at rhe Universiry of Greifswald, Germany (Gesa Marrin, fax: +49 3834 863366, e-mail: mackgesa@rx.uni-greifswald.de; Bernhard Klein, fax: +49 231 755 5450, e-mail: klein@mail.fba5.uni-dorrmund.de) •Third International Congress of Maritime History: 30 July-1 August 2000, at Sofarrsmuseet, Esbjerg, Denmark (Attn: Prof Poul Holm, International Maritime

SEA HISTORY 91, WINTER 1999-2000

FREE CATALOG

Economic History Association, Centre for Maritime and Regional History, Fiskeri-of Sofarrsmuseum, DK-6710 Esbj erg V, Denmark; 4575 150666; fax: 4575153057; email: cmrhpoho@inet.uni-c.dk; Prof. Lewis R. Fischer, Dept. of History, Memorial University of Newfoundland, St. John 's, NF, Al C 5S7, Canada; 709 737 8424; fax: 709 737 8427; e-mail: lfischer@morgan . ucs.mun.ca) •Western Ship Model Conference and Exhibit: 31 March-2 April 2000, in Long Beach CA (Monica Chaban, 5950 Canterbury Drive C204, Culver Ciry CA 90230; 310 216-7885; e-mail: conf@sh ip-modelers-assn.org; web site: http ://www.shipmodelers-assn.org)

Exhibits • lndependenceSeaportMuseum: 13September 1999-September 2000, "Life of a Sailor: A Collector's Vision" (Penn's Landing at 211 South Columbus Blvd. & Walnut Street, Philadelphia PA 19106-3199; 215 925-5439) •Maine Maritime Museum: from 18 September, "Sewall'sShipsofSteel" (243 Washington Street, Bath ME 04530; 203 4431316; web site: www.bathmaine.com) • The Mariners' Museum: from 25 September, "Defending the Seas," permanent exhibit (100 Museum Drive, Newport News VA 23606; 757 596-2222; web site: www .mariner.org) •Naval Undersea Museum: November 1999-February 2000, "Toys and Games of the Undersea" (601 Dowell Street, PO Box 408, Keyport WA 98345; 360 396-4148; fax: 360 396-7944) • New Bedford Whaling Museum: from 23 September 1999, "Whalers Go West: The Lure of Gold" (18 Johnny Cake Hill, New Bedford MA 02740; 508 997-0046; web site: www.whalingmuseum.org) • San Francisco Maritime National Historical Park: from 6 November 1999, "Sparks, Waves and Wizards: Communications at Sea," a new permanent interactive exhibit (Foor of Polk Street, PO Box 470310, San Francisco CA 94147; 4 15 556-3002) •The Vallejo Naval and Historical Museum: 22 J anuary-2 September 2000 , "US Navy Submarines: A Century beneath the Sea" (734 Marin Street, Vallejo CA 94590; 707 643-0077)

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IEWS Against the Tide: The Fate of the New England Fisherman, by Richard Adams Carey (Houghton Mifflin Company, New York NY, 1999, 38lpp, biblio, ISBN 0395-76530-7; $23hc) Nature's bounty made it so simple: cod could be had merely by dropping a basket over the side of a boat, according to Milan's envoy to London, writing in 1497 of] ohn Cabot's explorations of North America. The lobster that littered the ocean's floors off New England was more desired by colonials as fertilizer and starvation food until market demands grew in post-Revolution New York and Boston. So on the eve of 2000, why are various New England fisheries in such dire straits? And why has finding a solution to the decline of this industry been so elusive? While not offering up any quick fixes, Richard Adams Carey skillfully offers the reader a crash course in the rise, fall, and current state of these trades. He frames the issues enabling the reader to more intelligently discuss the headlines and judge the actions of elected officials who are daily making decisions that impact not only those who go to sea for their livelihoods but also those who stay ashore and benefit from the efforts of the former. At the same time, he puts a face on the New England fisheries-that of Carl Johnston, Dan Howes, Mike Russo, Brian Gibbons. It is probably all too intellectually convenient to blame the independent commercial fisherman and his advanced technology for diligently working his way out of a job; their greed and short-sightedness producing a labor sector much akin to the family farm: quaint American icon but an anachronism with no place in the 21st century. Carey exposes a heftier knot. Enamored with the sea as a child, Carey spent a year on the waters off Cape Cod observing and working with a lobsterman, a quahogger, a dragger crewman and a long-line fisherman in an effort to learn what he could about the New England fisherman. The result is the story of a dangerous trade competing to stay afloat against the swirl oflocal, state, federal and international policy making; economic uncertainty; evolving technologies; natural history; seaside gentrification; meteorological trends; and the involvement of scientists, bureaucrats, and enforcement officers.

SEA HISTORY 91, WINTER 1999-2000

States Carey: "Not all fish stories are unhappy ones, though it may be warranted that all fish stories now are difficult." Humankind has complicated what nature's bounty had once made simple. But, as Carey and others have pointed out, ultimately it's the story of "men's lives." Carey adeptly weaves many strands into a compelling, lucid story line, which should be required reading for the policymaker and concerned citizen. PETER SORENSEN Mystic, Connecticut Seapower and Naval Warfare, 16501830, by Richard Harding (Naval Institute Press, Annapolis MD , 1999, 356pp, illus, appen, notes, biblio, index, ISBN 155750-888-7; $45hc; ISBN 1-55750-8895; $24.95pb) This scholarly effort covers a vast changing political, economic and naval environment over a period during which the whole European governmental mindset was in a state of flux. Most monarchies h ad realized survival required a strong army, but the realization that a strong navy with professional officers was also key came sporadically and usually only after a disaster. Professor Harding has tackled a huge subject with the somewhat parochial attitude that only the English had "what it took" to prevail in this period of flux. Significant defeats at sea are glossed over, but the lessons learned are not. In actuality, the internal political turmoil in different countries seems to be his topic of choice. Perhaps Harding's lack of seagoing knowledge is partly to blame for this shift in focus . His time frame, 1650 to 1830, is unbalanced in that a great deal more emphasis is placed on the period leading up to the late 1700s and, in this reviewer's opinion, the era of Britain's struggle with Napoleo n receives short shrift, as do the notable single-ship frigate battles of the "Anglo-American War" (1812-15). His writing style creates ambiguity in some of the points he is making, while a distracting grammatical structure, typographical errors and ineffective editing add to the reader's difficulties. Harding has produced little that is new or revelatory regarding the development of the major ships of the line in European or American naval history. When a subject comes up that he might have covered, he

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writes to rhe effect rhar "that subj ect needs more work" - presumably by som eone else. To his credit, Harding has packed this small volume with a huge number of facts, most of which could be expanded considerably. To a researcher with interest in rhis period, here is a concise source with a quite complete index. A lengthy section of notes and a selected bibliography offer a vast storehouse of source material. WILLIAM H . WHITE

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JackTar:ASailor'sLife, 1750- 1910, by J. Well es H enderson and Rodney P. Carlisle (An tique Collector's Club,Woodbridge, Suffolk, England, 1999, 288pp, illus, biblio, index, ISBN 1-851 49-326-3; $65hc) A towering seven-foot Jack Tar woodcarving considered one of the 100 finest pieces of folk arr greets us on the cover of the richly illustrated book which accompanies rhe exhibit "Life of a Sailor" at the Independence Seaport Museum in Philadelphia. The book covers a significant portion of the exhibit, part of rhe vas t collection of]. Welles H enderson, a retired lawyer and founder of the ISM, then the Philadelphia Maritime Museum, in 1960. He started his nautical collection in 1927 as a young boy when he donated fifty cents to help save USS Constitution and received a small anchor as a m emento . H e spent a lifetime building what is today regarded as the finest private collection of maritime art, artifacts and manuscripts in rhe world relating to the lives of ordinary seamen. One of the m ost unusual and rarest items is the priceless Hodge diary, an ill ustrated journal account of a British sailor from about 179 0 to 1833. George Hodge sketched ordinary and extraordinary events, from his own impressm ent, capture and prisoner exchange to sea battles to isolation on a deserted island . His drawings cover a wide spectrum of experiences of the common sailor. This is an extraordinary volume wirh extensive bibliography, an excellent reference guide to nautical treasures and detailed source notes throughout. GINGER MARSHALL MARTUS Vincentown, New Jersey The Naval Battle of Guadalcanal, N ight Actio n, 13 November 1942, by James W. Grace (Naval Institute Press, Annapolis

MD, 1999, 234pp, illus, appen, notes, biblio , index, ISBN 1-5575 0-32 7 -3 ; $32.95 hc) If one did not read rhe author's bio on the dust cover un ti! after reading this book, he or she would b e very surprised to learn that this is a first book written by a retired high school history reacher. The book contains a wealth of information about the little-publicized bur immensely important battle, carefully organized, extensively documented, and presented largely from rhe point of view of the surviving participants of both sides. Grace sets the stage by discussing the strategic importance of G uadalcanal in general and the mission and the cruisers and destroyers under rhe command ofRear Admirals Callaghan and Scott in particular. T heir mission was to prevent the bombardment of Guadalcanal's H enderson Field by rhe ImperialJapaneseNavy's bombardment group under the command of Admiral Abe. The US Navy had the dual advantage of advance knowledge of the Japanese intentions and the relatively new detection device: radar. The Japanese had the advantage of heavier ships and more guns. This was to be a battle of Japanese battleships and destroyers versus American cruisers and destroyers, a battle that wo uld be expected to go to rhe navy with the greater foe power. This book details the wh ys and hows of rhe surprising American victory. BRADFORD D. SMITH

Pleasanrville, New York The Battle for Baltimore, 1814, by Joseph A. Whirehorne (Nautical and Aviation Publishing Co. of America, Baltimore MD, 1997, 270pp., illus, maps, biblio, appen , ind ex, ISBN 1-8 77853-23 -2; $29.95hc) On 24-25 August 1814, the British invaded America for the second time. This rime rhey burned much of our nation's capital, and then withdrew. Less than one month later, on 13 September, the British fleer, anchored in rhe Patapsco River, began a rwenry-four-hour bombardment of the area aro und Baltimore and, specifically, Fort McHenry. This rime, the attack was repulsed and the British re-embarked their troops to return to the southern end of rhe Bay, after quirting rhe Chesapeake entirely on 19 October. They headed for

SEA HISTORY 91, WINTER 1999-2000

the Gulf of Mexico, where an even more disastro us defeat awaited them in the battle of New Orleans. W h irehorne has done a sp lendid job of researching and chronicling not just the Battle of Baltimore in September 1814, but virtually the entire Chesapeake campaign which began in 18 13 and ended when the last Royal Marine left the Bay area in December 1814.Alrhough the m ain fle er departed after the failure in Baltimore, several ships remained to raid the Eastern Shore (agai n) and harass local shipping. Of critical importance to the British results in the Chesapeake were the political, social, and economic conditions in both Washington and Baltimore. Whitehorne contrasts the two very well and allows the reader to un derstand why Baltimore was defended so fiercely and successfully. Well annotated and illustrated, the book also includes several appendices which provide a chronicle of the war in the Bay an d a quite comp lete listing of the British and American units involved. Maps and period engravings complement the narrative. This volume belongs in the library of anyone interested in the War of 1812, American histo ry, or military strategies. Whi le sometimes dry an d detailed, it is, for the most part, enthralling and most informative.

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T h e Nicos J. Vardinoyann is Seafarer's Handbook (Seamen's Church Institute, New York NY, 1999 , 359pp, illus, appen, biblio) Distributed free to active seafarers by Seamen's Church Institute chaplains; others may purchase this book for $20 plus $3 s/h from : Center for Seafarers' Rights, SCI,241 WaterSt.,NewYorkNY10038, 212 349-9090. The Seafarer's Handbook is a reference book which the seaman can browse at his leisure hours off watch. The book is laid out in five parts which flow from subject to subject written in an easy hand, covering such topics as seafarers' rights, piracy, first aid and weather. Vital issues like general ship safety and fi re safety are dealt with in language that is easily understood. The chapter entitled "Overview of International Regulations" outlines the pertinenr IMO and ILO regulations that affect the operation of the vessel and the seafarer himself. The authors have taken the reams of rules and regulations and condensed

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REVIEWS

Sail to Adventure, edited by Anthony Churchill (Churbarry Enterprises Ltd., 7 Craven Hill, London W2 3EN, England; (44) 207 402 2247, 1999, 243pp, illus, ISBN 0-948337-05-2; $40pb seamail to US, $47pb airmail to US) From the doughty little Lady Nelson, a reproduction of a brig of 1799 sailing Tasmanian waters, to the svelte schooner Brilliant, designed by O lin Stephens and sailing o ut of southern New England waters under the flag of Mystic Seaport Museum, most of the sail training vessels of the world are recorded here in their endless and entrancing variety. The big ships aro und the world are covered, of course, from America's Eagle to Japan's Nippon Maru, along with France's historic Belem of 1896, and La France, a projected reproduction of the famous five-masted bark of the early 1900s. Stunning photographs, largely by Beken of Cowes, make these pages redolent of salt air flying over heaving decks. A well-researched text accurately summarizes the history and present uses of each ship. Not every ship that is ever involved in sail train ing is included (a virtual impossibility) but in a generous gesture the book lists every sh ip covered in the American Sail Training Association's guide, Sail TaLL Ships!, and refers the reader to that outstanding source. PETER STANFORD

trait of what it takes to build a modern destroyer. The Yard follows the conception, building and sea trial ofDDG-75, the destroyer Donald Cook. Sanders is clever in his structure and organization of the book, taki ng a subject that could easily be mind-numbingly dull and rendering it fascinating; he does not so much tell the story of the ship 's construction as he tells the story of the people who build and sail the ship, from the men and women who beat the heavy steel plates into their initial shape to those who drive the ship during their fina l "Charlie Trial." My quibbles are minor. Sanders dispenses with quotation marks completely, thanking Sebastian J unger for introducing him to this style with The Perfect Storm. Junger, however, does not dispense entirelywith such punctuation, and Sanders' s book would have read more smoothly ifhe had not either. A comparison of BIW's construction techniques with that of other yards also would have been helpful. One gets the impression that "the Yard" does things in a way unlike any other, and some indication of whether this is or is not the case would have been welcome. Bur those are minor complaints. The Yard is an excellent and insightful book, a fascinating lesson in how a modern warship goes from being no more than thousands of blue-ink renderings to a fully manned and operational ship. Michael Sanders is to be commended for a fine job. I, for one, will look down from the bridge at BIW with a new sense of wonder and appreciation. JAMES L. NELSON Harpswell, Maine

The Yard : Building a Destroyer at the Bath Iron W o rks, by Michael S. Sanders (Harper Collins, New York NY, 1999, 253pp, illus, index, ISBN 0-06-019246-1 ; $26hc) On the Kennebec River in Maine, just south of the Carlton Bridge and Rte. 1, sits Bath Iron Works. It is an enigmaticsighta jumble of cranes, half-finished destroyers tied to the docks, myriad buildings, some the size of trailers, some the size of several city blocks. What goes on in there? T he answer can be found in Michael Sanders' sin-depth and h ighly readable por-

Sent Forth a Dove: Discovery of the Duyfken, by James Henderson (UniversityofWesternAustralian Press, N edlands, W. Australia, 1999, 218pp, illus, gloss, appen, notes, index, ISBN 1-876268-24-7; $45 hc) In an undertaking that began in 1994, James Henderson, tracking the voyages of the Duyjken ("little dove"), unearthed a long-buried 17th-century chart showing where Dutch sailors first saw Australia's Cape York and encountered aborigines. In 1595 the first Duyjken, a 50-ton vessel, and three larger ships became the

them into thirty-five pages of concise information, definitions, regulations and req uirements. After reading the book I highly recommend it for all seafarers from the young seaman just embarking on his career to the sea dog with more than 3 5 years behind him. WARREN LEBACK Princeton, New Jersey

SEA HISTORY 91, WINTER 1999-2000

first Dutch expedition to the West Indies. That Duyjken was but the first in a succession of "Little Doves. " In 1601 a 60-ton yacht named D uyjken was one of five Old East India Co. ships to sail via the Cape of Good Hope to the Maluku and Banda Islands and bring home a cargo of spices. Late in 1603 she joined a fleet of 12 United East India Co. ships which set out for the Far East, destroying Spanish and Portuguese ships at Goa, India, and conducting operations in Java. In September of 1605 the fleet was ordered home, leavingDuyjken and the 300-ton Deft to stay at least three more years searching for trade sources. Exploring New Guinea's south coast eastward in mid February 1606, Duyjken swung southeast and found the western coast of Australia's Cape York Peninsula. Henderson and other researchers sailed the original Duyjken route, guided by another Duyjken, a survey vessel that works with an Australian Navy hydrographic ship. The book's later chapters give the reader a fascinating and informative picture of the building of a 1990s Duyjken replica, its construction based on study of 17th-century Dutch shipbuilding techniques.

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New and Noted Annals of Astoria: The Headquarters Log of the Pacific Fur Company on the Columbia River, 1811-1813, edited by Robert F. Jones (Fordham University Press, New York NY, 1999, 256pp, illus, appen, biblio, index, ISBN 0-8232-1783-3 ; $32.00hc; ISBN 0-8232-1784-1; $19pb) Better Than Good: A Black Sailor's War, 1943-1945, by Adolph W. Newton with Winston Eldridge (Naval Institute Press, Annapolis MD, 1999, 182pp, illus , ISBN 1-55750-649-3; $25hc) Texas' Liberty Ships from World War II Working-Class Heroes to Artificial Reefs, by J. Barro Arnold III, Jennifer L. Goloboy, Andrew W. Hall, Rebecca A. Hall,]. Dale Shively (Texas Parks and Wildlife, Austin TX, 1998 , 136pp, illus, appen) Available free of charge from Dale Shively, Texas Parks and Wildlife, Coastal Fisheries, 4200 Smith School Road, Austin TX 78744; 800 7 92-1112 ; e-mail: dal e.shivel y @tpwd.state. tx.us.

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Statemen t fi led 10/ 1/ 99 required by th e Act of Aug. 12, 1970, Sec. 3685, T itl e 39, US C ode: Sea History is published quarterly at 5 Jo hn W alsh Blvd. , Peekskill NY 10566; minimum sub sc ripti on price is $ 17.50. Publisher and ediror-in-chief is Peter Stanford: ediwr is Justine Ahlstrom; owner is National M ari time Hi sto rical Society, a non -profit corporation; all are located at 5 John W alsh Blvd. , Peekskill NY 10566. During the 12 month s preceding O crober 1999 rhe average number of (A) co pi es p rinted each issue was 2 5,565 (B) paid and/or requested circulatio n was (1) sold ch rough deal ers , carriers and co unter sa les 490 ; (2) mail subscrip tions 11 ,635; (C ) rota! paid an d/or reques ted circula ti on was 12, 125; (D ) free distribution, sa mpl es, complimentary copies were 12,851 ; (E) co ral d istributi on was 24,976; (F) copies nor di stributed ( 1) offi ce use 455; (2) re turn fro m news age nts 134; (G) total = 25 ,565. The actua l nu mbe rs for the single issue preceding O ctob er 1999 are (A) to tal nu mber printed 25,30 l ; (B) paid circulatio n was {1) sa les th ro ugh dealers, carri ers and counter sales 495; (2) ma il subscr iptio ns 12, 073; {C) co ral paid and/o r requested ci rculatio n 12,568; (D ) free d is rriburion , samples, co mplimentary cop ies were 12,200; (£ ) roral di srribuc io n was 24,768 (F) copies not distr ib uted were (1) offi ce use 4 09; (2) return from news age nts 124; (G) total = 25,30 I. I certify that the above stateme nts a re correct a nd complete. {signed) Peter Stanford, Pres., Nat io nal M aritime Hi stori ca l Society.

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. .. yours to count on 47

NATIONAL MARITIME HISTORICAL SOCIETY SPONSORS

THE ACORN FoUNDATION COMMO. H ENRY H. ANDERSON, JR. J. ARON CHARITABLE FoUNDATION PETER A. ARON THE V INCENT ASTOR FoUNDATION LEONARD J. BALABAN ELEANOR B ALCH R. B ARNETT WILLIAM S. B ARRACK , JR. THE B ASCOM foUNDATION ALLEN G. BERRIEN MRS. M. RHODES BLISH, JR. M. RHODES BLISH, JR. MEMORIAL F UND BOATI NG ON THE H UDSON BROOME & L AWSO D EVELOPMENT COUNSEL JAMES H . BROUSSARD W ALTER R. BROWN ALA ' G. CHOATE MARC S. COHN MELVIN A. Co ANT CON EDISON JoHN C. COUCH W ALTER CRONKITE H ARLAN CROW ALICE D ADOUR IA Po CET DAVIS, JR. JOHN H . DEANE H ENRY L. & GRACE D OHERTY CHAR ITABLE Fou DATION DREXEL AQUA TECHNOLOGIES RI CHARD T. DUMOULI DR. & MRS. SCOTT W. D UNCAN JAMES E AN MoRRJS L. FEDER MRS. D. L. FLEISCHM ANN CHARLES FREEMAN, Eso. ROBERT E . G AM BEE THOMAS GocHBERG PETER J. GOULANDRIS THE GR ACE FOUNDATION ROBERTS. H AGGE, JR . WALTER J. H ANDELMAN BASIL F. H AR RI SON MEMORI AL F UND FRED C. H AWKINS CAPT. PAU L R. H ENRY DR. CHARLES E. H ERDENDORF R ALPH P. HILL THOM AS HALE CHARLES HINTZ TH E HISTORY CHA NNEL ROYAL J. H OLLY ADRIA N S. H OOPER ELIZABETH S. H OOPER FOUNDATION MR. & MRS. A. D . H ULINGS I NTER NATIONAL L ONGSHOREMEN'S AS SOCIATION LCDR ROBERT I RVING USN (RET.) JAKOB I SBRANDTSEN KRISTINA foHNSON M RS. l RVING M . JoHNSON STEPHEN JOHNSON MR . & MRS . STEVEN W . JONES LTCOL W ALTER E . JORGENSEN H AROLD K APLAN, JR. KARTA CONTAINER & RECYCLING K EY BANK OF NEW YORK CHRISTOS N. KRITIK OS ART K UDNER GERHARD E. KURZ GEORGE R. L AMB JOHN LEHMAN H. R. L OGAN RI CHARDO R. LOPES CALEB LORING , JR . JAMES A. M ACDONALD foUNDATIO GUYE. C. M AITLAND MR. & MRS. RICHARD M AG ILSON PETER M ANIGAULT JAMES P. M ARENAKOS M AR IN T UG & BARGE M ARI NE SOCIETY OF NEW YORK W ARREN M ARR, II A THONY D . M ARSHALL M ARY & H AR RY M ARSHALL MATCH F ILM I NC. BRI AN A. M cALLISTER D AV ID J. M c BRIDE MCCARTER AND ENGLIS H, LLP D ONALD C. M CGRAW, JR. MR. & MRS. J. W ILLI AM MIDDENDORF , II MILFORD BOAT W ORK S D AVID M. MILTON T RUST MOB IL OIL C ORPORATION H ON. JAMES J.MOORE MORMAC M ARINE T RANSPORT, I NC. RICHARD l. MORRIS, JR. MR. & MRS. SPENCER L. M URFEY, JR. D OUGLAS M USTER THE N AVY LEAGUE, NEW YORK COUNCIL NY POWER A UTHORITY NORTON LILLY I NTERNATIONAL BRYAN 0LIPHA 'T D AVIDA. O ' NEIL OPERATION SAIL, l NC. RONALD L. O SWALD R ALPH M . & D OROTHY PACKER, JR. PACKER M ARI NE W ALTER H. PAGE WI LLIAM A. PALM D ONALD W . PETIT E STATE OF W ALTER J. PETTIT, SR. MRS. A. T. POUCH, JR. THOMAS POWNALL MR. & MRS. ALBERT PR ATT JOHN PUREMAN L ESLIE C. Q UICK, JR. CRAIG A. C. R EYNOLDS WILLIAM RICH , JJl CHARLES A . ROBERTSON L AURANCE S. R OCKEFELLER M. R OSENBLATT & SON, I NC. EDMUND S . R UMOWICZ M ARY A.H. R UMSEY F OUNDATION THE R um R . H on-ANNE H. JOLLEY FOUNDATION, I c. SAFE HARBOUR CHARTER! G JoHN F. SALI SBURY A . H ERBERT SANDWEN MRS. ARTHUR J. SANTRY, JR. S. H. & H ELE R. SCHEUER FAMILY FOUNDATION SCHMAHL & SoN's MARI 'E AGENCIES , I NC. D ER SCUTT ! NA SHAPIRO M ICHAEL D. SHEA ROBERT A . SINCERBEAUX ANN C. & C. H AMILTON SLOAN FOUNDATION H OWARD SLOTNICK C APT. ARTHUR W. SMITH BRADFORD D . & STEPHAN IE SMITH EDWARD W . SNOWDON NORMA & PETER STANFORD THOMAS N. STANFORD EDMUND A. STANLEY, JR. B AILEY SM ITH STATE COUNCIL ON WATERWAYS JOI.JN STOB ART M ARS HALL STREIBERT STOLT-N IELSEN, S.A. JoHN G. T ALBOT T EXACO, I NC. D ANIEL K . THORNE foUNDATION, INC. D AVID B . V IETOR CAROL & H AR RY VI NALL, Ill BRIAN D. W AKE SAMUEL THORNE, JR. TI SBURY T OWING & TRANSPORTATION, INC. LOUI S A. TRAPP, JR. AN NA GLEN VIETOR SHANNON W ALL PETER V. W ALL H ENRY PENN WENGER W ESTCHESTER R ESCO WI LLIAM H . WHITE JoHN WIL EY AND SONS, I NC. WI LLI AM G. WI NTERER JEAN WORT ALEXANDER ZAGOREOS EDWARD G. ZELINSKY Y AN KEE CLIPPER

DONORS

GEORGE R. ATTERB URY W 1LL1AM F. B AcHMAIER STEVE B. B ATTERMAN JERRY BLYDE & Co. JESSE M . BoNTEcou FRANK 0. BRAYNARD RADM D AVID C. BROWN H ENRY B URGESS ALAN B URROUGH MR. & MRS. NICHOLAS CARLOZZI D AVID D . CHOMEAU STAN LEY R . COWELL H ARLAN CROW EDWARD A . DELMAN JOHN ELDER JULES COMPERTZ FLEDER WILLI AM C. F RANK F um su-lcL SYSTEMS, I NC. H ARRY G ARSCHAGEN D OMINIC A. DELAURENTIS, MD JoE R. G ERSON VIRG INIA STEELE GRUBB CARL W. H EXAMER, II H OWARD E. HIGHT MR. & MRS. R ODNEY H OUGHTON I NTREPID M USEUM FOUNDATION WERNER V ALEUR -JENSEN NEILE. JONES CHESTER W. KJTCHINGS ELIOT S . K NOWLES C APT. W ARREN G. L EBACK CLIFFORD D . M ALLORY D IANA M AUTZ Jo ZACH MILLER, IV WILLI AM G . M ULLER JOHN H . PAES M URIEL H . PARR Y TH OMAS PATCH MRS. GODWIN L. PELI SSERO H UGH M. PIERCE MR. & MRS. L AWRENCE R. R ACH LIN O GDEN R EID SHELLEY R EID COL. G EORGE A. R ENTSCHLER H AVE C. R OOSEVELT SAILORS ' U ~~ON OF THE PAC IFIC KIMBALL SMITH MELBOURNE SMITH STOLT PARCEL T AN'KERS, l 'C. D ANIEL R . SUKIS D AV ID W. SWETLA D ALFRED T YLER , lJ L AURENCE URDANG U .S. I NDUSTRIES, I NC. CHARLES J. V ADA LA VENTURA COUNTY M ARITIME M USEUM MRS . WILLIAM F. WI SEMAN

PATRONS

JAMES D. ABELES R AYMOND AK ER RHODA AMON MICHAEL & Ci·IRISTINE A TTARDO ELLEN M. B ALAGUER PAUL B ALSER PETER B ARTOK ALAN B EARDEN RICHARD B ESSE B OSTON M ARI NE SOCIETY CAPT. J. H OLLI S B OWER, JR. THE BRESSLER foUNDATION PETER J.P. BRICKRELD CAPT. EDWARD M. B URNES !. M. B URNETT J. F. CALLO DENNIS M c ALLI STER CAMPION WILLI AM J. CANAVAN CAPE FEAR COMMUNITY FOUNDATION, INC. NORMAN C ARATHANASIS G EORGE W. CARMANY, III MARK D. CHASE GEORGE F. CLEMENTS, JR. TIM COLTON CAPT. JAMES C. COOK STAN COWELL DR. CHRISTIANE. CRETUR P. S. D EB EAUMONT DR. foRBES D ELANY JAMESON DENAGEL EVAN DILLON BERNARD D ONNELLY A NDR ES DUARTE R EYNOLDS D uPONT, JR. R .H. D UPREE JOHN DUSENBURY H OWARD H . EDDY EKLOF M ARINE CORPORATION MR. & M RS. ROBERTS. ERSKINE, JR. JAMES P. FARLEY BARRY & CAROLL. FISHER T IMOTH Y G. FOOTE MR. & MRS. W. W. FRAZIER, JV PATR ICK H. FULMER D ENNIS GALLAG HER GEN. PATRICK J. G ARVEY, USMC (R ET) PETER P. GERQUEST D WIGHT GERTZ WILLI AM & KERSTIN G ILKERSON THOMA S C. G ILLMER LCDR B. A. GILMORE, USN (RH) BRUCE GODLEY ROBERT W. H AGEMEYER WI NTHROP H ALL, JR. C APT. W ILLIAM H . H AM ILTON FREDERIC H. H ARWOOD D R. & MRS. D AV ID H AYES A. D ALE H EMMERDINGER MR. & MRS. D AV ID H ENWOOD MR. & MRS. CHARLES H ILL TOWNSEND H ORNOR RADM G EORGE W . JAHN ROB ERT L. JAMES WILLIAM JETT M RS. B ERNICE B. Jol-INSTON STEVEN K ALIL6 R OGER T. K ORNER ELLEN B. K URTZMAN L EO A. LOUBERE JEAN L UCY N ICHOLAS S. MAK AR KATE M ANN ING M AR INE SOCIETY OF BOSTON B ENJAMIN M ARTI N PETER A. M ORGAN !. A. M ORRIS MR. & M RS. ROBERT G. M ORRIS RICHARD M AURER NATIONAL LIBERTY SHIP M EMORIAL, I 'C. JoYCE & H ARRY NELSON, JR. DEAN R . NOYES JAMES E. PALMER RADM THOMAS J. PATTERSO, ALLEN H . PEASE CAPT. D . E . PERK! S MR. & MRS. JACOB C. R ARDIN R AYMOND REMICK, JR . CLIFFORD B. O ' H ARA M s. D USTY S . RHODES R oss E. R OEDER SA DY H OOK PILOTS, NY &NJ JOSEPH & JEA SAWTELLE SEA HERITAGE Fou DATION, l 'C. SEAREEF C HARTERING, I NC. PETE SEEGER SHORELI NE M AR INE Co. C ESARE SORIO SPIRIT & SANZONE DISTRIBUTORS, I NC. JULES VERNE STEINHAUER B RUCE SWEDIE MR. & MRs. JAMES SYKES PHILIP T EUSCHER TH OMSON I NDUSTRI ES, I NC. C ARL W . TIMPSON, JR. R ALPH N. THOMPSON JOI·! B . THOMSO T or SHELF GRAPHICS WILLIAM R . T OWER, JR. R OSALIE S. W ALTON I AN W AIT R AYNER W EIR GEORGE C. WHITE ALFRED J. WILLIAMS PAR KER WI SEMAN W OODSON K . W OODS THOMAS H . WYSMULLER R OBERT S. Y OUNG

NMHS Merchandise ... . . . makes great gifts! Burgee. Nylon pennant with NMHS logo in royal blue and yellow on white background with red border. 22" x l 2". Made in the 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, "NMHS" and anchor on the other. Black on white. $6 + $3 s/h, $5 foreign. NMHS 1999 Medallion. Attractive 2 3/4'' circular brass ornament with our flagship Kaiulani as she appears in our logo. $5 shipping included. Wooden Tug Boats. Handcrafted by Capt. Ted Foster from American hardwoods. These sem i-scale display models are

signed and numbered. Quantities very lim- Order from: ited. $40 + $3 s/h, $5 foreig n. National Maritime Visolette Loupe in solid walnut handcarved case. 65mm (2.5") precision ground lens 2.7X magn., mounted in solid brass ring. $69 + $3 s/h

Your order helps the NMHS !

Historical Society PO Box 68, Peekskill NY 10566 or call in your credit card order to

1-800-221-NMHS (6647)

A.G.A. Correa & Son ®

designing jewelry for a generation

A.G.A. Correa & Son PO Box 1-HS Edgecomb, Maine 04556 14k

18k

Handwoven Five Strand Turk's Head Bracelet----------------- $3440. --$4125. Center of Affection Diamond Brooch -set in 14k white gold- $5000. ----- n/a Natural Quartz Deck Prism Charm - (patent pending) ------------ 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 Earrings ---------------------------------------------- $350. --- $420. Great Blue Heron Small Brooch------------------------------------ $220. --- $265. Triple Dolphin Family Brooch-------------------------------------- $880. --$1050. Handwoven Three Strand Turk 's Head Earrings----------------- $710. --- $840.

please visit our showroom - 11 River Wind Lane

(800)341-0788 '5" Monday through Friday 9am-5pm Please request our complete 64 page catalogue or visit our '5"

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

For a generation we have offered our c ustomers the fine st, handmade jewe lry. Satisfaction Guaranteed.

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