No. 95
NATIONAL MARITIME HISTORICAL SOCIETY
WINTER 2000-01
SEA HISTORY:
75
THE ART, LITERATURE, ADVENTURE, LORE & LEARNING OF THE SEA
MR. CUNARD'S LINE CELEBRATES ITS 16QTH
Twin Brigantines in the Spirit of the Johnsons' Yankees MARINE ART: The Golden Gate Before the Bridge
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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No. 95
SEA HISTORY
WINTER 2000-0 1
CONTENTS FEATURED IN THIS ISSUE
US
AVY
7 An Early History of the National Maritime Historical Society and the Kaiulani Project: Part 2, by Alan D. Hutchison The founding president ofthe National Maritime Historical Society tells how the bark Kai ulani was lost, despite national attention and interest, and how NMHS survived.
11 Mr. Cunard's Line Celebrates Its 160th Birthday, by John Maxtone-Graham From the small steamer Britannia, to the famed ocean liners ofthe early 20th century and the forthcoming Queen Mary 2, the Cunard Line established and continues to maintain a sterling reputation for fast, reliable service in the face ofall competition. 18
15 The Queens at War, by Peter Stanford How the great Atlantic liners turned from peacetime pursuits to serve as mighty engines of the oceanic coalition that won World War II.
scorr KENNEDY
18 The Silent Service Comes of Age, by Jerry Roberts The year 2000 marks the 1OOth anniversary ofthe US Submarine Service, which surprised the world in the century just ended. 20 Yankee Spirit Takes Wing in Two New Brigantines, by Allen and Elizabeth Rawl, with drawings by Scott Kennedy Shipbuilder Allen Rawl takes us behind the scenes to share in the venture ofbuilding two sail-training brigantines in honor ofIrving and Exy Johnson. 24 MARINE ART. Before the Bridge: 19th-Century Paintings of the Golden Gate, by Alfred C. Harrison, Jr. The headlands, ocean and romantic sailing ships seen in the Golden Gate inspired San Francisco sart community from the Gold Rush on. 28 History and Reminiscence on the john W. Brown, by Bradford D. Smith Thanks to a remarkable cadre ofvolunteers and supporters, the WWII Liberty ship John W. Brown sails today-steam aboard her in Lake Erie with an NMHS Trustee. 30 MARITIME TRAVELER: Discovering Bermuda's Maritime History, by RADM Joseph F. Callo, USNR (Ret.) Explore the maritime past ofan Atlantic island jewel.
20 WI LLIAM A. COU LTER
33 A Zulu for the Scottish Fisheries Museum, by David P. H. Warson, Esq. An NMHS member shares his model ofa Zulu-type Scottish fishing boat. 34 Jolie Brise Wins TransAtlantic Race, by Commander Morin Scott A founder ofthe International Sail Training Association and frequent race participant reports on the Tall Ships' Race from Cadiz to Bermuda. COVER: The first Cunard steamer Britannia breaks free of the icebound harbor of Boston, while a crowd of onlookers watches the ship fulfil its mandate to leave port on schedule. ("Boston: RMS Britannia Departing the icebound Harbor, February, 1844, "by john Stobart; oil on canvas, 24"x40''.· courtesy Maritime Heritage Prints) (See pp. 11-14)
DEPARTMENTS 38 2 DECK LOG &LETTERS 5 NMHS: A CAUSE IN MOTION 41 36 SHIP NOTES, SEAPORT & 42 MUSEUM NEWS 48 PATRONS
AMERICAN MERCHANT MARINE MUSEUM NEWS CALENDAR
REvIEws
24 SEA HISTO RY (issn 0146-9312) is published quarterly by the ational Maritime Hisro rical Sociery, 5 John Walsh Blvd ., PO Box 68, Peekskill NY I 0566. Periodicals postage paid at Peekski ll NY 10566 and add '! mailing offices. CO PYRIGHT © 2000 by the National Maritime Hisrorical Society. Tel: 914-737-7878. POSTMASTER: Send address changes ro Sea History, PO Box 68, Peekski ll NY I 0566.
NATIONAL MARITIME HISTORICAL SOCIETY
DECK LOG
LETTERS
It's marvelous what comes in the mail! Once, years ago when I was working for the South Street Seaport Museum, I opened an envelope from a major philanthropic foundation, and a $100,000 check fell out. It was to support the museum's ship Wavertree. The accompanying note, when I recovered sufficiently to fish it out, explained that the ship didn' t m eet any of the sponsoring foundation's criteria-but the Wavertree had come to mean so much to so many people they felt they had to help in her restoration. In this iss ue, our first letter, facing this column , is from a former chairman of the South Street Seaport Museum, who shepherded the restoration of the Wavertree through to the full re-rigging of the ship up to the skysail pole. Peter Aron, the sender of this letter, worked with his father Jack to restore South Street's other square rigger, Peking, and played a critical role in the long effort to restore the Wavertree in the 30 years since her arrival as a sand barge in New York in 1970. The museum he led had unprecedented additional challenges to meet in this period, to set up a major m aritime center in the heart of downtown New Yorkan enclave of historic shi ps and sloped-roof buildings which looked out on the first sailings of the Black Ball Line. Through all that long struggle-and it was a struggle!- Peter kept up his support and interest in our Society. I think this was because he always had that visio n of " this and other maritime centers," appreciating that no one center, no one museum, no one ship , however worthy, can carry the whole multifarious story of American seafaring and its links to the wider world. That clear vision of a wider scene and a broader stake in the seafaring h eritage characterizes our membership, the people who give us our purposes in NMHS-and our ability to carry out those purposes. The support that leaders in the work for the seafaring heritage bring us is, I believe, a particularly strong validation of our efforrs in the field. It is also a challenge to do more, and do better.
"This and Other Maritime Centers" The ships ofOpSail are go ne, the harbor is quiet, and the cadets and Navy folks are back at sea. The full-rigged ship Wavertree, which yo ur gang helped when help was needed, goes into winter quarters after stretching ca nvas to the breeze for the first time in 90 years. The Port of New York is still here and we still need to get the story out to those who live, work, or visit this and other maritime centers. No one does that better than the crew at Sea History. And the revelry of the pas t few weeks reminds me that there is more to be done and it's once again time for us to help the cause. I trust our co ntribution in support of Sea H istory wi ll be helpful, and once again thank yo u for all that you do to help tell America's greatest story. PETER A. ARON, Presi dent ]. Aron Charitable Foundation New York, New York
A Staunch Ship for the Long Voyage As NMHS Executive Vice President Pat Garvey reports on page 5 in this issue, we are now launching a long-term effort to reshape and rerig our own vessel, the National Maritime Historical Society. Through our members' vision, h ard work, and contributions, we have helped bring about considerable changes in our field in my 31-year term as president, a term scheduled to end next spring. In these tumultuous decades, what we do as a Society and how we do it, have changed. Out of this experience, a new vision is now evolving for the co urse ahead. Our next issue will report on this extensively, and mem"Dirty Work, Long Hours ... " bers will be asked to contribute their thoughts. Meanwhile, one thing of which we are urPeter Stanford with NMHS volunteer crew working on the Wavertree gen tly aware is that we must build a bigger vessel to carry our message, one well shaped and in a Hoboken yard in 1981. ballasted for the changes, the challenges, and above all the opportunities to come-as surely they will come! We need funds on a new scale to carry out our mission , and I ask each NMHS m ember to consider what he or she can do by way of a yearend gift. Forms are provided with this issue of Sea History, and I hope they will come winging in from every single one of us, to give us the lift we need for the next stage of o ur voyage into history. PETER STANFORD
President 2
The National Maritime Historical Society is the only institution of its kind in the co untry. As such, it has introduced thousands to the world of mari time history and, more especially, to a greater understanding of their magnificent maritime heritage. Peter Stanfo rd's request for support on behalf ofNMHS is worthy of anyo ne committed to a deeper appreciation of this nation's maritim e past and the role it plays in the nation al identity. RAFE PARKER, President Sea Education Association, Inc. Woods Hole, Massachusetts Remembering the Pacific Queen What a pleasant surprise to come across the story of the rerigging of the Balclutha, which is now moored in San Francisco (S H90). When I was aboard in 1936 she had just finished a tour in Long Beach, Californi a, where she had been used to make movies. H er starboard side was painted with gunports to portray a warship, and her port side was all black to portray a merchantman . I sailed in her out of San Diego on her last cruise under sail. The crew was made up of Sea Sco uts and other teens commanded by Captain Moyes, master mariner. Frank Kissinger, the owner, and his wife, who were on board with us, organized the cruise to go so uth to Cedros Isl and off
SEA HISTORY 95, WINTER 2000-0 l
the coast of M exico and capture some sea lio ns for exhibitions. She sailed under the name Pacific Queen. The on ly power we had was a donkey engine for hoisting sail. We soon learned that the braces were so weak that we could not tack and had to wear ship. Food becam e critical but was replenished from pass ing ships. Our diet was largely bean s three meals a day, and salt pork. On Cedros Island we landed and set abo ut cap curing a sea lion. The plan was to use a chicken wire roll with a pole about every ten feet to be held by one of the crew. W e managed to corner one old bull on the beach and surrounded him. H e looked up, sno rted, and headed back to the water, draggin g the net and chose of us sti ll holding o n along with him. That end ed th e plan to capture sea lions. T he trade winds at that time of year wo rked to the south along th e coas t, which m eant chat we had to head west almost to H awaii and then north until we co uld catch them. Eventually the Coast Guard had to co me out and tow us into Long Beach. I have not been back on board th e Balcfutha since she was refurbished, altho ugh I have passed her many tim es in Sa n F rancisco. I prefer to remember her as the Pacific Queen, torn canvas, failing rigging and all, but I am pleased she's now restored as a reminder of our maritime past. WILLIAM M . GOODE Cirrus H eigh rs, Californi a
Carl Evers: A Life Commemorated For m ore than fifteen years now, I've volunteered at the N autical H eritage Society, in large part due to your encouraging Ameri cans to "do something for the ship." T his year we sent our tall ship Californian to the East Coast to participate in OpSail 2000 . It has been a great adventure, but coverage ofOpSail in New Yo rk o n television almost seemed to miss the whole point of sail training. Most of the commentators were nice folks , but didn' t know the poin ty end of the "boats" from the square end. I'd like to thank NMHS Pres ident Peter Stanfo rd for his insightful nauti cal comm entary on Fox News. Ifit hadn ' t been for him and Revell Carr, president of M ys tic Seaport, the event wo uld have lacked pro per descriptio ns of a momen to us maritime event. I noted in Sea H istory 94 the passing of
SEA HISTORY 95, WINTER 2000- 01
th e artist Carl Evers, as well as his dram atic painting of USS Olympia at Manila Bay in the article o n the warship . It was my great privilege to know Carl and Jean Evers through a commissio n I gave him fo r a painting of USS Philippine Sea (CV-47). I had suggested a scene at Yo kosuka during the Korean W ar when I was aboard, but Ca rl hesitated about the setting, and discussio n we nt on fo r a number of mo nths. Meantime Nava flnstitute Proceedings published an article on the offi cial US Coast G uard artist An to n Orto Fischer. I suggested to them that since Carl Evers had contributed paintings of Navy ships for some rwenty covers of Proceedings, he certainly deserved an article. T hei r res ponse was : Fine idea. Why do n' t yo u write an article and submit it to us? So my wife and I visited Carl and Jean regarding the article. It was fasc inating to hear Carl describe his method of researching, making a detailed pencil sketch, and converting it to a paintin g. H e had not settled on a harbo r setting fo r the Phi/Sea because he was mo re interes ted in painting ships in the dynam ics of an active sea. Phi/Sea had encountered the o utskirts of a typhoon on the way to Subic Bay in 1952, and we agreed o n the possibili ty of a scene depicting a destroye r refueling in those heavy seas. Ca rl was a stickler for technical accuracy. T he photos I sent him didn't provide suffi cient clea r detail on the destroyer's gear, so we go t add itional photos. In the end, Carl was n' t able to do rhe
painting. Alth ough di sappointed, I treasure rhe fri endship char developed . T he article on him was published in the premier issue of Naval H istory. Carl said that he was frequentl y approached by marine artists seeking coaching o r critique. W hen asked how lo ng it took to do a painting, his answer was "about rwo m o mhs (after the research) ... and 30 years (of experience)." Kn owing Carl and Jean Evers was a special privilege, and I have a high regard for chis highly principled man and trul y talented marine artist. R OBERT A. NICH OLS Newport Beach, Californi a
The Loss of a Chesapeake Ram Yo ur article o n the Victory Chimes (SH 93) made m e recall my boyhood days. As soo n as I read that the Victory Chimes was a C hesapeake ram schooner, I glan ced through the article to see if it would mentio n rhe C hesapeake ram that entered my life 45 yea rs ago. The Levin J M arvel was there, along w ith its picture. When I was a young lad m y parents built a summer beach cottage by the C hesapeake. I was no t there when rhe Marvel broke apart (with tragic loss of life) about five miles no rth of our cottage, but I will never fo rger beachcombing that weekend after Hurrica ne Co nnie lefr debris and other flotsam washed up on our beach , including parts of the M arvel, broken suitcases, and clothin g.
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 opening 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, 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, phone:
1 800 221-NMHS (6647) or visit us at: www.seahistory.org.
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NATIONAL MARITIME HISTORICAL SOCIETY
Time tak es a to ll on yo ur m e mory until an a rricle like this co m es a long. That is just one reaso n w h y I h ave b een a subscriber to
OFFICERS & TRUSTEES: Chairman, G uy E. C. Maidand ; Executive Vice Chairman , H owa rd Slotni ck; Vice Chairmen, Ri chard o R. Lopes, Edward G. Zelinsky; President, Peter Stanford; Executive Vice President, Patrick J. Garvey; Vice President, Norma Stanfo rd ; Treasurer, W illi am H. W hite; Secretary, Marshall Streibert; Trustees, Walter R. Brown , Richard T. du Moulin , Fred C. Hawkins, Rodney N. Houghton , Steven W . Jones, Robert A. La Banca, Warren G. Leback, Karen E. Markoe, H arry W. Marshal l, David A. O 'Ne il , C raig A. C. Reynolds , C harl es A. Robenso n, Bradford D. Sm ith, David B. Vi etor, Harry E. V in all , lll , Jea n Wo rt, Alexa nder E. Zago reos; Chairmen Emeriti, Alan G. C hoa te, C raig A. C. Reynolds FOUNDER: Karl Kortum (19 17- 1996)
your publica tion for the past te n years. ART HUR D. BAKER Virginia Beach , Virginia
OVERSEERS: Chairman, RADM D avid C. Brown; Walter Cronkite, Alan D . Hutchison, John Lehman , Warren Marr, 11, Brian A. McAllister, John Stobart, Wi lliam G. Winterer ADVJSORS: Co-Chairmen, Frank 0. Braytnrd , Melbourne Smith; D .K. Ab bass, Raymond Aker, Geo rge F. Bass, Francis E. Bowker, O swald L. Brett, Norman J. Brouwer, RADM Joseph F. Callo, W illiam M. D oerflin ger, Francis J. Duffy, John W . Ewald, Joseph L. Farr, Timothy G. Foore, W illi am G ilkerso n, Thomas C. Gillmer, Wa lte r J. Handelm an, C harl es E. H erdend orf, Steven A. H yman, H ajo Knuttel, Gunn ar Lundeberg, Co nrad Milster, William G. Mull er, David E. Perkins, Nancy Hughes Richardson, Timothy J. Runya n, Shannon J. Wall, T homas Wells
ERRATA
& ADDENDA
sail. To lea rn more about the ship , vis it o ur web site, www.ussco n sti tution.n avy. mil. C DR W . F. FOSTER, JR., USN 66th in Co mma nd, " O ld Ironsides" Boston , Massachusetts Interesting a rticle on USS Olympia, but in the front cover caption , yo u write that th e
The entry for USS Constitution in the third
sh ip "steam s rumbustiously" in Mora n 's
edition of the International Register ofH is-
painting " R e turn of the Co nquerors." Is
toric Ships (publish ed b y the World Ship
this some a rca ne nautical term , or should it h ave been " rambunctiously"? W . J . AUBURN Richmond, Virgini a
Trust with NMHS) h as d ated informa tion s ta ting that "once a yea r sh e is towed through the h arbor of Bosto n. " This statement h as not bee n true since 1988, w h e n th e friga te b egan operating at least twice a year. Since co mpleting a comprehensive restoration sh e h as b een underway at least five times each summer. In 1996 sh e was underway a t leas t 12 times in the summer. USS Constitution sailed independentl y for th e first tim e in 116 years on 21 July 1997 a nd was underway several othe r times that summer. I h ave had the ship underway ten times since July 1999, including leading the Gran d Parade of Sail into Boston Harbor on 11 July 2000 with four sails set in an hi storic demon stration of
SEA HISTORY & N MHS STAFF: Editor, J ustineAh lsrrom; Executive Editor, Norma Sta nfo rd; Editor-at-large, Peter Stanfo rd ; Executive Director, Patrick). Garvey; Chiefo/Staff, Bu rchenal G ree n; Director ofEducation, David B. Al le n; Membership Coordinator, Na ncy Schnaars; Membership Secretary, Irene Eisenfeld; Membership Assistant, Ann Makelainen; Advertising Secretary, Carm en McCallum ; Accounting, Joseph Cacciola; Secretary to the President, Karen Ritell
"Rumbustious" is a word in its own right, with a meaning close to "rambunctious''.._ but the latter has always suggested to me a more out-ofcontrol kind ofbehavior. "R umbustious" suggests a vigorous, get-out-oftheway, joyful march. Webster does not bear me out in this (rumbustious= rambunctious, boisterous, unruly, etc.), but the final authority with the English language is the people who use it! -PS The e-mail address far the Naval Historical Foundation (incorrectly listed in Ship Notes, SH94, p 40) is: nhfivny@msn.com.
www.mode l sa ilboat. com
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SEA HJSTORY 95 , WINTER 2000-01
NMHS: A CAUSE IN MOTION Revell Carr of Mystic Seaport Receives NMHS's Distinguished Service Award At the National Maritime Historical Society's Annual Awards Dinner on 25 October 2000, we honored J. Revell Carr, who, after 31 years at M ys tic Seaport, is retiring as president and executive director. Under his dedicated leadership, Mystic's membership doubled and its endowment has grown more than tenfold. But more important, as the Museum of America and the Sea, Mystic has continued to expand its mission to encompass all ofAmerica's relationship with the world's waterways, and, through its high level of research, continuously growing educational programming, and worldclass ship preservation and building programs, it has inspired the maritime heritage field in the US and abroad to aim for a standard of excellence. We also presented the frigate "HMS" Clay Maitland, chairman of NMHS, and Rose with the Karl Kortum American Ship the evening's emcee, welcomes Revell Carr Trust Award in recognition of the HMS and presents him with the NMHS Distin- Ro se Foundation's contributions to guished Service Award. America's maritime awareness. This is the first time that the award has been given to a repli ca. Over the past 30 years the vessel has actively communicated the excitement and vitality of our seafaring heritage. A replica of a Royal Navy frigate of 1757, she was built under the guidance of historian John Fitzhugh Millar and was eventual ly purchased by Kaye Williams of Bridgeport, Connecticut, who '.) formed the HMS Rose Foundation. Williams, with Captain Richard Bailey, has kept the Rose sailing for 15 years and runs a challenging sail training program for people of all ages. NMHS has led educational programs for high school students on board each summer for the past three Kaye Wilyears, and Boston College conducted a graduate liams (right), program on her this past summer. president of In the midst of the festivities at the New York the "HMS" Rose Foundation, accepts Yacht Club, the traditional venue for theNMHS the Karl Kortum American Ship Trust Awards Dinner, President Peter Stanford rose to Award from NMHS Trustee Richard a standing ovation to remind us all of the heri- du Moulin. (Photos: j ohn Florence) rage NMHS 's founders sought to protect and promote. One expression of that purpose is celebrated each year in the giving of the Karl Kortum American Ship Trust Award, named after the man wh o brought together NMHS and the bark Kaiulani, and who gave the Society a mission when the Kaiulani was lost. This mission goes forward today through NMHS 's projects and publications and through the dedication of its members. -JUSTINE AHLSTROM Captain Richard Bailey of the Rose regales the crowd with stories ofthe ship, past and fature.
NMHS President Peter Stanford (center) greets Kaye Williams ofthe "HMS" Rose Foundation and his daughter Jan.
'
Visions and Achievements Everyone is fami liar with the ancient Irish curse that goes "May you live in interesting times." At NMHS we are experiencing our own "interesting times" in a major effort to refocus our vision, redefine our mission, and articulate a long-term strategy for the Society for the new millennium. The process oflistening, discussing and consensus-building has brought us a new sense of the relevance and potential of our Society. We are convinced that our founders' vision for NMHS is as valid today as it was three decades ago, but it needs to be rearticulated and redefi ned for each generation ofstakeholders.We are particularly focused on finding ways to communicate NMHS 's values and programs to yo unger generations of prospective members. Any ideas yo u may have on this topic would be especially welcome. New and expanded educational programs wi ll build on the success of our Teachers' Institutes in New Yo rk City, and our experience with the Miami-Dade County school system during OpSail 2000 is serving as a prototype of how imaginative leadership, innovative teaching materials, and an opportunity for sail training can motivate studems not only to become excited about maritime history but to learn science and math as well. One of the extraordinary supporting assets yo ur Society has is New York State's Maritime College, with which we are seeking to create a program to use not only the college's training shi p, but also a planned historic replica, the sloop Experiment, to support our mutual imerest in youth education and the college's recruiting needs. And on the West Coast, Trustee Fred H awkins leads a Sr. Francis Roundtable which works with the California Maritime Academy to encourage the study of history and studem membership in NMHS. Our fri ends in the maritime industry and its profess ional unions have idemified a critical need to interest America's yo ung people in careers at sea. Engaging the imerest of our yo uth in the challenges and oppo rtunities of a life at sea is an area in which our interests and those of th e industry converge, and we are exploring how we may expand our co llaboration. PATRJCK GARVEY
Executive Vice Presidem
SEA HISTORY 95, WINTER 2000- 0 I
5
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SEA HISTORY PRESS
International Register of Historic Ships by Norman J. Brouwer This new edition of the World Ship Trust's authoritative Register 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 also provides updates on restoration projects, lists the remains of historic ships preserved in museums, and includes contact information for all the vessels. All of this is introduced by a new Preface by NMHS President Peter Stanford. Price: $75 for the hardcover edition; $46 softcover, plus $5 each shipping and handling in the USA. Foreign shipping varies. * Price for members of the National Maritime Historical Society (10% member's discount): $67.50hc; $41.60sc+$5 s/h) *Forforeign shipment, please fax us at914-737-7816ore-mail us at books@seahi story .org. To order by credit card, call 800 221-NMHS (664 7), or visit us at www.seahistory.org. Or pay by check and mail your order to:
National Maritime Historical Society, PO Box 68, Peekskill NY 10566. 6
SEA HISTORY 95, WINTER 2000- 01
An Early History of NMHS and the Kaiulani Project: Part 2 by Alan D. Hutchison
W
ith theacquisitionof theKaiuumi in 1964 the activities of the
National Maritime Historical Society took off like a rocket. The story of the Kaiulani and the Society, along with one of Karl Kortum's photos of the bark, appeared in more than fifty newspapers th roughout the United States, accom panied by quotes fro m me saying we intended to refit her in the Far East and sail her home. Thousands of letters poured into our law offices in Washington D C requesting a berth on the bark as a crew member. We joked that if we had a dollar for every crew volunteer we would have been able to complete the restoration. But the actual contributions were a mere trickle. We hired a full-time secretary to handle all of the correspondence, and we realized we needed a project manager. Karl Kortum suggested we go see Captain Jim Kleinschmidt, the directorofmaintenance at Mystic Seaport in Connecticut. My wife and I made the trip to Mystic to meet Jim and Norma Kleinschmidt to offer him the position. This meant moving to Manila as soon as we had the funds to com mence restoration work. Kleinschmidt, a graduate of the US Merchant Marine Academy in Kings Point, New York, was a former naval and merchant marine officer who loved maritime history and the actual work of restoring vessels . H e was the top man for the job. My persuasive powers must have been unusually high that weekend since they both accepted the challenge with enthusiasm. I boldly asse rted that funds would be coming from US shipping companies, since we had not only the backing of the President of the United States, but also of the chairman of the House Merchant Marine Committee! The first thing was to get Kleinschmidt to Manila to inspect the hull of the Kaiulani to determine how much work had to be done. T he ship had been rigged down to a hulk in Sydney during World War II and used as a coal barge for the US Army T ransportation Corps in MacArthur's coastal campaign in New G uinea and the ensuing invasion of the Philippines. She ended the war in Manila Bay where the Madrigal Shipping Company used her as a barge to haul Philippine mahogany logs. T he governm ent of the Philippines planned an official hand-over ceremony at
SEA HISTORY 95 , WINTER 2000-01
Alan Hutchison accepts title to the Kaiulani on behalfofthe American people, as President Diosdado Macapagal ofthe Philippines checks the fine print, in Manila, 23 November 1964. Malacanang, the Presidential Palace, in Manila, and, as the president of the National Maritime Historical Society, I was appointed by President Lyndon B. Johnson to represent the American people. It was a great honor and that brief note from the White House was the most powerful tool we had to move ahead with the restoration of the Kaiulani. Jim preceded me to the Philippines to complete as full a survey of the hull as was possible while she was in North Manila Harbor. When I landed at Manila International Airport, Jim was there to greet me and the first thing he said was: "Ifl had had an opportuni ty to survey the hull earlier, I wo uld have recommended against accepting her!" She was almost beyond restoration. This was staggering news but, everrhe resourcefullawyer, I told him we just didn't have a choice in the matter. If we had to completely rebuild her, plate by plate, we had a moral obligation to the people of the Philippines and of the US to complete the proj ect. If Jim had one weakness, perhaps it was his susceptibili ty to my arguments. T he Kaiulani was big news. At the ceremony I said: "This generous gift of the last surviving member of the great American square- rigged merchant fleet, from the people of the Philippines to the people of the U nited States, is the most magnificent gesture since the gift of the Statue of Liberty from the people of F ranee."
Kleinschmidt told me it was imperative we put the Kaiulani into drydock to inspect all of the underwater plates. The waterline was riddled with rust holes, there was no internal structure, and the old hull had been badly beaten up having logs dropped into her hold. W ith my letter from President Johnson I went to see the commander-in-chief of US naval forces in the Philippines to request a US Navy tow from North Manila Harbor to the US naval base at Subic Bay and the use of the drydocking facilities there. The Admiral said it was done. Within days a Navy tug towed the Kaiulani to Subic. Kleinschmidt and I went along for the ride. T he Kaiulani was anchored in the harbor at Subic Bay, which was filled with Navy vessels from Vietnam. T his was October 1964, and the war in Vietnam was heating up . We were turned over to the naval commander in charge of the drydocking facilities. This was a hardworking, no-nonsense, hands-on officer who had a harbor full of fighting ships in need of repairs, and we showed up with this beat-up old barge with orders from the Admiral. The commander was not impressed, but by the time I finished spinning a tale of the President's commitment to the project, he relented and said he would squeeze us in when he co uld. However, he wo uld not be responsible for the security of our ship while it was within the naval base. H e suggested we talk with his chief petty officer about private security arrangements. It turned out that even at the US naval base at Subic vessels occasionally disappeared. T hey were subsequently beached and cut up for scrap metal. The Chief arranged to place a "Negritto" family on board complete wi th bows and arrows and blowguns. These are local hill bushmen and the Philippine pirates respected them. Kleinschmidt, as a reserve naval officer, was put up at the Visiting Officers Quarters awaiting the availability of a drydock. T he Kaiulani was eventually drydocked, and the steel plates of the hull were measured by ultrasonic gauging. The news was not all that bad. She was in reasonable shape below the waterline, and Kleinschmidt was feeling more optimistic. In the mean time, Alejandro Melchor, the naval officer on President Diosdado Macapagal's staff who had been instrumental in getting
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Contributions were coming from the maritime unions, especially the National Maritime Union, the Masters, Mates and Pilots, and even the Cooks and Bakers. Seamen were supporting the Kaiulani! the Kaiulani given to the US, had arranged for the Kaiulani to be berthed at a Philippine naval base on M anila Bay where we would have full use of their facilities at no cost. The job now was to raise enough money to almost completely rebuild the steel hull to Lloyd's specifications so she co uld be towed to Hong Kong where she would be refitted as a bark and made seaworthy for the voyage to the US. I returned to the United States to get serious about raising the necessary funds. The money coming in from US shipping lines was di sappointing. Much larger contributions were coming from the maritime unions, es pecially the National Maritime Union (NMU), the Masters, Mates and Pilots, and even the Cooks and Bakers. Seamen were supporting the Kaiulani! With Kortum's help we put together a "blue chip" board of eminent maritime historians, but it soon became evident that they didn't have a clue about raising hard cash. Jim Sharp, a director, brought in his fri end and associate Belmont VerStandig, probably the most talented public relations and advertising man in Washington. VerSrandig, known as Van, was the voice of experience on the board. Van arranged for a leading professional fund raiser to make a presentation to the board. It was like having a bucket of cold water thrown in our faces . This expert told us Washington was the graveya rd offund raisers. Ir was a transient town and there was no "old money" around. Kortum objected and told of his success in San Francisco. The expert replied: "San Francisco is a fund raiser's dream city"-communityspiritand lots of wealthy old families! Nevertheless, we decided to tty to convert every interested inqui1y into a $10 membership in the National Mari time Historical Society. We had some success, but we were basically meeting operating expenses and very slowly building the restoration fund. Aro und this time I received a call from an aide to the Secretary of the Navy who wanted a report on our progress. I told him about our problems with fund raising and he suggested a meeting at the Pentagon. Jim Kleinschmidt came along to the meeting and told the Secretary that if he co uld just get out to Manila we had enough funds to start on some work-rebuilding the in tern al structure and replacing steel plates. After a great deal of brainstorming, the
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aide, a Navy Captain , suggested retiring Kleinschmidt from the Naval Reserve (he had over 20 years of service) and then recalling him "at the pleasure of the Secretary of the Navy" to serve on active duty as an assistant naval attache at the US embassy in Manila with the mission of overseeing the rebuilding of the Kaiulani. We all jumped at the idea. Jim and Norma Kleinschmidt moved to the Philippines, andJim put together an amazing gro up of Filipino shipyard workers who were capable of doing almost any job, always with a smile. We also had the advice and guidance of]ose ("Joe") Reyes and Bienve nido (" Ben") Lim, two Filipino Kings Point graduates with advanced degrees in naval architecture and marine engineering. The offices of Reyes & Lim became our unofficial h eadquarters. Jim wo uld go out every day and buy "used" steel plates from the Chinese dealers to refit the Kaiulani. We were making progressand then we ran out of money. I went to New York to meet with the treas urer of the National Maritime Union, who had been especially helpful and interes ted in the Kaiulani proj ect. A few days later he called me to say he had arranged a substantial loan from the NMU. T he funds we re to be used exclusively for ship restoration . This was a godsend, but I told him frankly that I did not know when we would be able to repay the loan. H e told me not to worry about it! The NMU money went to Kleinschmidt in Manila and directly into the Kaiulani. But even that substantial sum proved insufficient to complete the job of rebuilding the hull. After a year in Manila, the money was almost go ne and the Kleinschmidts decided, for personal reasons, that it was time to go home. I flew out to Manila to assess the situation. Jim held a farewell party at the Philippine naval base and rears were running down the cheeks of the shipyard wo rkers. It was heartbreaking. Reyes and Lim advised sinking the ship there on the theory that she would weather better under water than aflo at, and it was done. Several months later Mrs. Lady Bird Johnson was visiting the Philippines and wanted to see the Kaiulani. Alex Melchor and Reyes and Lim went to work and, with the help of the Philippine Navy, the ship was pumped out and refloated for Mrs. Johnson's visit, then sunk again after she left.
With the loss of Jim and the lack of substanti al funding, the National Maritime Historical Society was adrift. Board members came up with fund raising ideas from time to time, but nothing really worked. As a Washington lawyer, I tended to think we could solve all of the wo rld's problems if we just passed a law. I remember Karl Kortum telling me about a lunch he had with his great Congressional supporter, Representative Phil Burton of San Francisco, who was consuming ounces of butter during the course of their lunch. Karl asked him if h e wasn't worried abo ut cholesterol. Burton said no, he had passed a law against cholesterol! The plan was to return the bark to the Washington waterfront and convert her into a maritime museum. With the admission fees we co uld repay a loan. T h e only way we could obtain a loan was to have the Federal Government guarantee it. There was a relevant law on the books, the Merchant M arine Act of 1936, under which the Government guaranteed ship mortgages to encourage the building of ships in US yards . I conferred with our fri ends at the Mari time Administration and they told us we would have to get a special amendment to the Act for the Kaiulani. We said OK, we'll get the amendment. The Kaiulani had many friends on Capitol Hill, especially Senator Ed Muskie of Maine (th e Kaiulani was built at the Bath Iron Works in Maine in 1899) , and many individual members of the House Merchant Mari ne and Fisheries Committee. T h e prospects for the am endment looked good. The question was: how much money did we really need ? Kortum recommended callin g a council of leading maritime restoration experts at the San Francisco Maritime Museum to come up with plans and a proposed budget. In the meantime, we had retain ed Charlie W itrholz, a naval architect in Washington DC with a talent for historical restoration. The group convened in San Francisco , and the arguments went on for hours and hours. There were those who wanted 100 percent historical accuracy (Kortum) and others who argued for some modification in favor of lower costs . I sat in for much of the discussion, bur finally I co uldn't stand it any longer and left, asking them to come up with a budget. Finally the group came up with a grand total of $200,000 to complete the restora-
SEA HISTORY 95, WINTER 2000-01
tion of the hull and the refitting of the vessel. Remember, this was 1968 and $200 ,000 was a great deal o f money (the equi valent of nearly $ 1 mi ll ion today). I was suspicious and, based on my experience with som e real estate proj ects, decided ro double rhe amounr ro $400,000. I thought about it some more, and I deci ded to make it an even haJfmi ll ion-$5 00,000 . Back in Washingto n, rh e am endmenr was drafted and introduced, hearings were held before the H ouse Co mmittee, and Ve rStandig, Kortum , and I resrified as to how we wo uld repay the Joan once the bark was back in Washingto n. T herewere hitches and some objections, bu t th e bill passed both rhe H ouse and Senate and was signed in to law by Pres ident Johnso n. W e thought it was "All Systems Go!" T he passage of rhe "Kaiulani Am endment" was fro nt page news in M anila when C harlie Wirrh olz and I arrived to co nfe r with the Phi li ppi ne Natio nal Shipya rd for rhe completion of the hu ll work. Alex Melchor made all of rhe arrangements and we were given a royal welcome by the top officials of the shipya rd . T hey told us they
had surveyed the hull and co uld bring her up to Ll oyd 's specifications for, yo u guessed it, $5 00,000! W ittholz and I went on to H ong Ko ng to meet with shipyards there on rerigging rh e Kaiulani and , en rou te to the US, made a stop in H onolulu to talk with Jim Kleinschmidt, who was rh en overseeing the restoration of the Falls of Jn 1969, Kaiul ani s battered hull is hauled for Clyde. Sirring on a ve randal1 of the Prin- inspection. With rising costs and no money, the cess Kaiul ani H ore! wa tchi ng rh e sun end is in sight for the "old barky, " as her crew sink in rh ewest, we had a sinking feeling called her under sail. (Photo: Reyes & Lim) ourselves. I made a mistake doubling rhe estimate of the experts . . . I should have Street Seapo rt M useum in New Yo rk C ity . multiplied by 25; we were looking at a total N ow, at this crucial juncture, I turned to Peter and as ked him if he wo uld ass ume cost of $5 million! I reported to the board rhar the Kaiulani leadership of the Nati onal M aritime Hisproject, as we knew it, was over. Ir was a to rical Society and rake it in new direcnoble effo rt that failed. Yet, in spi re of rhar tions. Peter Stanfo rd was fu ll of ideas. I fa il ure, we had created a dynami c new stepped down, and the board elected Peter organization, th e National M ari tim e His- Stanford as th e seco nd presid ent of th e ro ri cal Society, with a dedicated member- Na ti onal Mari time Hisrorica l Society ... ship , and there was no reaso n to allow the and the res t is history. 1, Society to sink with the Kaiulani. In the early stages of rh eKaiulani project, Mr. Hutchison was founding president of Ko rtum had in rroduced m e to Peter NMH S and now serves the Society as OverStanfo rd, who had established the South seer. Part 1 was published in Sea H istory 94.
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H ard New England winters, such as this one in 1844 when Brirannia was trapped in ice that had to be broken up along a seven-mile route, played havoc with the ruthless scheduling required by the Admiralty and led the British and North American Steam Packet Company to shift its center of operations to New York. john Stobart shows the
Briranniafinal()' getting underway in the ear()' evening.from Cunard's East Boston dock, in the foreground, with the warehouses ofBoston across the water. ("Bosto n: RMS Britann ia D eparting the Icebound H arbor, February, 1844, "by john Stobart; oil on canvas, 24"x40''.¡ courtesy Maritime Heritage Prints)
Mr. Cunard's Line Celebrates Its 16Qth Birthday by John Maxtone-Graham r was on 4 July 1840 rhat the first Cunarder, doughty littl e Britannia, sailed from Liverpool to Halifax and then to Boston. She would be on e of four essentially inadequate mail packets of only 1100-tons displacem ent; those packets seem, in retrospect, better suited for delivering mail across the Irish Sea rath er than the Atlantic Ocean . But regardless, the quartet would prove rhemselves exu emely resilient, well crewed and mastered, able to withstand the worst rh e North Atlantic could offer year round. T here were four of rhat Britannia class, includingAcadia, Columbia and Caledonia. Note how canni ly Samuel Cu nard fashioned his vessels' nomenclature to attract or flatter porential clienrs from borh sides of rhe Atlanric, whether from England, Canada, America or Scotland. Additionally, C unard established the practice, which
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SEA HISTORY 95, WINTER 2000- 01
would las t throu ghout mo s t o f hi s company's history, of ending his vessels' names with the identifying company suffix of"-ia. " From Britannia of 1840 through Tuscania of 1926, an unbroken line of thus identified Cunarders shuttled back and forth across the North Atlantic; only the debut of gianr Queen Mary in 1936 wo uld disrupt that consistent nameboard flow. Cunard's pierhead at Pier 56 in New York City after WWI! (Photo courtesy the author)
One must keep firmly in mind rwo essential factors of C unard 's bold debur: First, that each of his ships was driven by combined paddlewheels and canvas, providing the first monthly transAtlan tic steam service. One sailed westbou nd from Liverpool every fortnight. (Ir is a curiously stubborn etymological fact of life that the word sail srill applies to all ships, whether propelled by canvas or driven by reciprocating steam engine, steam turbine, diesel motor or, these days, gas turbine; every ship sails but very few, alas, still steam.) Seco nd, that C unard's sailing steam ers became so renowned for their safety. I took the trouble to read Cunard's Admiralty M ail Contract in irs entirety on the occasion of the co mpany's sesquicenrennial; nowhere within its interminable pages was the wo rd "passenger" to be found. C unard's dedicated mission was to carry H er Maj -
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esty' s mails. Moreover, those precious sacks screws mea nt that in the event of a broken had to cross promptly and without dam- shaft or lost blade, the other propeller age; tardiness was effectively disco uraged co uld bring the vessel safely to port. Sails by a ruthless schedule of Admiralty fines. became redundant and the fortuitou s abIndeed, it was for that reason that Boston sence of working masts and rigging meant became an early C unard casualty, because that deckhouses could grow amidships. Lots of things grew aboard that succesof a tendency for its harbor to freeze over and delay departures. The solution was to sion o flate- 19 th-cen tuty C unarders-dismove the company's western terminus p lacement, horsepower, speed, height above southwest to New York, admittedly an- water, and pretension; the only thing that other day's steaming bur a port with a diminished was th e number of sea days between Liverpool and New York. The capacious harbor that never froze. Encouraged or no , passe ngers flocked company's latest greyho unds made it across to book on Cunard vessels because the in just under a week. company rejoiced in the informal bur highly C unard's on-board standards had to be accurate slogan "The company that never improved quire simply because a host of lost a life." Amongst the dangerous turmoil determined Co ntin ental and British rivals of mid-19th-century ocean crossings, this had entered the transAtlantic lists. Whereas was an enviable cacher. Britannia had no more than two minuscule Mind you, as an owner, C unard could public rooms, Lucania boasted half a dozen, all of them larger and suiting the wel l be faulted for his neglect of increasingly jaded tastes of creature comforts. Rob e rt Napier, the Glasgow shipturn -o f-the-century pasbui lder who bui lt the sengers. There were dining saloons, glittering company's earliest tonnage, received instrucspaces employed extions in words unmisclusively for dispensing meals, lounges, litakably Cunardian: "I want a plain and combraries, writing rooms fortable boat, nor the smo king rooms and leas t unnecessary exenclosed promenades. pen se for show." Thar Not surprisingly, th e set th e tone form uch of co mpany embraced newfa ngled electr ic the company's standards of interior deco- A lithograph ofSamuel Cunard by Wm. light and refrigeration; ration, and it is scarcely M. Dickinson (From the collection of cows, sheep and chicksurprising that Edward the Nova Scotia Museum, Halifax NS, ens no longer had to Knight Collins, an am- Canada) be carried on deck as bitious American shipsupercargo. Passe ngers pin g man , was able, temporari ly, to eclipse dressed for dinner and were serenaded by a Cunard with his fleet of Collins Line steam- string orchestra. Bur regardless of the Line's ers in the 1850s. They were not only larger increasingly sophisticated appeal, iron disand faster, they were far more co mfortable cipline was maintained and the company's as wel l. But however grand, they were reputation for prudent safety remained scarcely as safe. The appalling loss of two firmly in place. Collins steamers put an end to that Yankee In 1897, No rdeutscher Lloyd's remarkincursion and the Cunard Line resumed able Kaiser Wilhelm der Grosse snatched the Atlantic supremacy, retaining it until the blue ribband for speed fro m C unard . Other German tonnage upped the ante as well, late 1890s. A steady amp lification of C un ard ton- including HAPAG 's Deutsch/and of 1900. nage co ntinued without interruption after After a decade of patient humiliation, Cuthe dea th of the founder/owner in 1865. nard returned to the fray with a pair of vast Wooden hulls were supplanted by iron and superliners; Lusitania and Mauretania enthen steel; paddlewheels gave way to the tered service in 1907. They were driven by more efficient and less vulnerable propel- new motive powe r, Sir C harles Parsons's ler; and in 1893, when the first twin- hyper-efficient steam turbines. Every Gerscrewed Cunarder appeared, canvas, masts man usurper was oveiwhelmed, and it was and spars could be dispensed with. Two not until 1929 that Bremen, a brand new
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German racer, would wrest the speed prize away from Mauretania. Samuel Cunard had been knighted bya grateful Queen Victoria for providing elements of his fleet as troopships during the Crimean War; his successors would do the same for the Boer War. But the next conflict , World War I, required afa r larger and more serious company commitment. Following the outbreak of hostiliti es in 1914, M auretania was renamed HMS Tuber Rose and sailed briefly as an armed merchant cruiser. Aquitania, Cunard's largest newbuilding to date, would serve as both troopship and, later, hospital ship to bring back the broken men of Gallipoli. Other C unarders were lost to enemy actiongallant Carpathia succumbed to a German torpedo, as did Franconia, Uftonia, Ivernia and, appall ingly, Lusitania. And Carmania, lightly armed and rorally un armored , slugged it out with the German liner Cap Trafalgar. Both combatants were seriously damaged bur it was the Cunarder that was said to have carried the day. They were, incidentally, the only two ocean lin ers that we re ever engaged in what should patently have been a naval encounter. Postwar, peacetime sailings resumed on the North Atlantic, and Cunard profited from th e burgeoning era of mass shipboard tourism. Stokers disappeared and oil supplanted coal as the ocean liners' fu el of choice and convenience. Unfettered m ass immigration was curtai led and, instead of humble emi gra nts, a "white-collar steerage" ofadventurousAmerican undergraduates and academics embarked lightheartedly aboard C unarders between the wars. Over the summers, musical undergraduates worked th eir eas t- and westbound passage aboard th e liners en route to and from gigs on th e Co ntinent. This was C unard's way of providing the ve ry latest of the new, up-to-date music that flourished in the 1920s. By em bar king American jazz bands, they attracted American passengers as well. When a worldwide depression followed in the ea rl y thirties, some vaunted C unarders turned to cruising to fill their cavernous empty hulls. Laconia had already inaugurated the company's firstworldcrui se in 1924 bur these jaunts to Bermuda, the West Indi es and the Mediterranean were shorter voyages, not unlike popular cruise outings of the present, designed specifically to keep the ships filled in the slack winter month s.
SEA HISTORY 95, WINTER 2000- 01
T he same depression played havoc with the first of C unard's planned express liners that had been designed to replace the fostranked elements of their aging fl eer. Aquitania, Mauretania and ex-German Berengaria we re all pre-war to nnage, grown long in the fu nnel and, in the matter of private bathrooms as well as creaking, paneled hauteur, we re unable to compete with dazzling new Ile de France ofF ranee, Bremen of A Cunard cigarette tin proudly displays the Ge rmany and Rex of Italy. Co nceived in M auretani a. (Courtesy the author) 1929, two new C unarders were des igned to was m ade possible by geography; neither effect a unique, two-ship weekly service Ge rmany's Bremen and Europa nor Italy's between So uthampton and New York. Rex and Conte di Savoia could have achieved T hat they wo uld not achieve their de- an identical service because their hom e sign goal fo r seventeen years cann ot be ports were just that much too distant from blamed on the company. What becam e New Yo rk. Queen Mary lay incomplete on the stocks at W hile the Mary spends her declining John Brown's Clydeside yard fo r more years tied up in Long Beach , C alifo rnia, as than two years because C unard's cash flow a museum ship/hotel, poor old "Lizzie" had been so severely curtailed by the D e- burned and capsized in H o ng Ko ng whilst pression. A government subsidy to com- undergoing renovatio n into a cruise ship in plete the pair was vo ted in Parliam ent bur 1972. By rhe m id-seventies, regular Atlanonly on condition that C un ard and White ticliner cross ings we re finished, done in by Star, fo rm er rivals, join as one co mpany. the jet. But C unard (rhe company qui etly C unard W hite Star too k delivery of the shucked their W hi te Star suffix in the earl y vessel in the spring of 1936 and Queen fi fties) produced a thi rd Queen, christened Mary, that "rampart of a ship," as John by H er Majesty and kn own fo ndly wo rldMasefield described her, established her- wide as QE2. She was everything rhe old self as a huge favo rite. She took the blue Q ueens we re not-a sleek, crossing/cruisribband fr om France'sNormandiein 1938. ing hybrid with a pencil-slim single stack H er consort (not sister, fo r she was quite a an d a schem e of interio r deco r initially different vessel), that wo uld sail as Queen allied to "swinging Lo ndo n." Elizabeth, entered service in 1940, already Queen Elizabeth 2 m ade her debut in painted gray because of the outbreak of the 1969 and has completed m ore than thirty Second Wo rld War. years of service. In the earl y eighti es, she T he two Q ueens, as well as staunch old went briefly to war, carrying troops down Aquitania (by then the wo rld's las t fo ur- to the Falklands. She underwent a m assive stacker) proved invaluable troo pers. Of . heart transpl ant in 1987 at Brem erhaven, course, th ere were more horrendous co m- conve rting her m otive power from steam pany losses: Athenia just after the outbreak turbine to diesel-electri c. Over her m ore of war and, fill ed with tho usands of troops than three decades of service, QE2 has escaping the blitzkrieg, Lancastria off the m aintained a schedule of mixed use-traFrench coast. But C unard 's surviving fleet ditional transAtlanticvoyages, sho rt cruises has tened the war's end, thanks to their in bo th Europe and rhe Caribbean and, each January, a prestigious three-m onth huge capacity and high speed . It was in October of 1946 that Queen circumnaviga tion . Elizabeth had her proper, peacetime maiden Ofcourse, C unard had entered the cruise voyage to New Yo rk, joined the fo llowing business seriously just after the war wi th sp ring by renovated Queen Mary. T hat their distinctive Caronia, the purpose-built two-ship service proved a legendary success "green goddess" that circled the globe each and was sustained precisely as planners had year, cosseting a distinguished group of o rdained nearly two decades earlier in Liver- m ostly repeat passengers in dream like luxe. pool. Each vessel spent a long weekend at And then , lo ng after Caronia had left the sea, crossing back and fo rth with the brisk fleet, C unard replaced her with rhe two efficiency of shu ttles in an idealized trans- remaini ng vessels of No rwegian C ruise Atlantic loo m. It should be rem arked that Line, deploying Saga.fjord and Vista.fjord on the efficacy of Cunard's two-s hip service wo rldwide itin eraries. The two sybaritic
SEA HISTORY 95, WINTER 2000-01
Sea Goddess vessels were added to C unard 's disparate fl eet as well but, to everyone's regret, it seem ed that no new ocean lin er, a potential replacement fo r aging QE2, would ever be built. T he initial disbelief when C unard was bought by Carnival was soon transform ed into relief. As Captain Ron Warw ick confid ed to his passengers: "Ir is great to be owned once again by a shipping line." Allied with the flagship is Vista.fjord (cleverly renam ed Caronia), the elegant Seabourn trio, and the two Sea Goddess sisters- a high-end, luxurio us flotilla. And then, heartening news: C unard 's new owners were prepared to undertake a project that form er m anagement had neither the will no r the dollars to achieve: co nstructi o n of ano ther Queen- Queen Mary 2-slated to be the largest passenger vessel in the world. She will be built at the French yard of Alstom Chantiers de l'Atlanrique at Sr-Nazaire and will sail, it is announced, in 2003. D o ubtless QM2 will rem ain in tandem with QE2 for as long as the latter can co ntinue. I well rem ember when, in 1967, aging Queen Elizabeth was bought by a group of speculato rs and was parked briefl y and unsuccessfully in Fort Lauderdale. I we nt down to inspect her and spent an illicit night on board, sleeping in th e sam e cabin in whi ch I had regularly crossed during the sixties. Now it was abandoned and static, reeking of mildew and m oth crys tals. Indeed, the spectacle of that glo rio us old C unarder baking in the relentless Flo ridian sun was sad beyo nd belief. T hat is probably why the thought of C unard moving its No rth Ame rican headquarters from N ew Yo rk to M iami seem ed so bizarre to us New Yo rkers; forever, it seemed , C unard had been one of the home team . But, as I am sure Samuel C unard would have agreed, ships and service must move w ith the times and the prospect of C unard red ux, in an alien clime with cruise ship owners, is eminently preferable to a moribund decline on the No rth Atlanti c. I wish the company and her new owners well , and look fo rward to inspecting giant new Queen Mary 2when she steams-where else?-up th ro ugh the Narrows to tie up at New York's North River Terminal. ,!, Mr. Maxtone-Graham is a maritime historian whose latest book is C ruise Savvy, published this foll by Sheridan H ouse.
13
At the Helm of the Queen Elizabeth 2: A Family Tradition Commodore W: E. Warwick, CBE, RD, RNR and Captain R. W: Warwick by Captain R. W. Warwick became interested in the Queen Elizabeth 2 in the mid-1960s when my father was appointed Master Designate of the new Cunard ocean liner. Details of the ship and her construction had begun to be featured regularly in the press. At the time I had a very enjoyable job as chief officer of a cargo ship trading regularly between England and the West Indies, and altho ugh I thought from time to time about sailing in passenger ships, I never did anything about it. This all changed when the new QE2 anchored in Kingston, Jamaica, on the same day I was there on the MV Jamaica Planter. As I had "connections," it was easy for me to get aboard! I was absolutely amazed by the grandeur evident in every aspect of the ship, so itdid not take me very long to realize where I would rather be sailing. Of particular note was the captain's own accommodation-this was the most luxurious that I had ever seen, and my father had certainly not shared any details about it when we had met up on leave! When I returned to England I applied to join the company. My timing was rather fortuitous because two officers had just resigned to join the Southampton pilotage service. The interview was very in-depth and took most of the day. First of all I was interviewed simultaneously by the Marine Superintendent and two other senior managers and then separately by all three. I twas not until several months after I joined the company that I learnt that this lengthy procedure was not the norm and had been instigated by my father to have me thoroughly checked out to allay any accusations of nepotism. A few months later, in April 1970, I had joined the Cunard Line and was appointed to stand by the QE2 in port as a third officer. My father went on leave the same day, so we on ly ever worked one day together, as I was appointed to the Carmania on his return. I did not return to the QE2 until after he retired in 1972. From then on I gradually worked my way up the ladder, given command of the Cunard Princess in 1986 followed by the Cunard Countess. After joining the Cunard Line it did not take me long to discover that my father was very highly regarded in Cunard and by the officers and crew of the ships upon which
I
14
I sailed. This made me very proud of him and gave me even more determination to do my best to succeed. After my father retired he was always keen to hear about the ship and how things were going in the company. At the same time, he was very loyal and never discussed individual personnel or shared information that Commodore W E. Warwick (left) with his son, Captain R. W would give me an adWarwick aboard the QE2 at Liverpool in September 1995. vantage over my peers. (Photo courtesy Capt. Warwick) My progress to the command of the QE2 was steady but there captained the same ship as his father. were times when it seemed that the chances The first day in command of the Queen of ever reaching my goal were at the point Elizabeth 2 has been the highlight of my of being lost. This was because Cunard career, but the proudest moment did not went through periods of instabiliry with occur until five years later. This took place previous owners and it was easy to think in September 1995, when my father joined the company could follow the demise of me on the QE2 as she made her first ever other famous shipping companies that used around-Britain cruise. He was on the bridge with me as we sailed into Liverpool and to ply the Atlantic Ocean. Command of the QE2 came a little anchored off the Pier Head in sight of his sooner than expected in 1990 when I was birthplace on the south side of the river. called from leave to take over from Captain Although 31 years have now passed Woodall so he could act as host to Her since the Queen Elizabeth 2 entered service, Majesty Queen Elizabeth II when she very little has changed in the Captain's boarded the ship in the Solem for the cabin, unlike the rest of the ship. Many of l 50th anniversary celebrations of Cunard the features in the cabin, and indeed some Line. Accordingly, on my first day in com- of those on the bridge, still remain in place mand I docked the ship in Southampton as my father left them. My father was very proud of his ship under the watchful eyes of Her Majesty and His Royal Highness, the Prince Philip. and I carry that pride on, along with his This event was also another milestone in memory that is never very far away, espethe history of the Cunard Line because it cially at moments like this when I write at was the first time a Cunard master had the desk that was once his. ,t Queen Elizabeth 2
SEA HISTORY 95, WINTER 2000-01
I
THE QUEENS AT WAR How the Great Atlantic Liners Turned from Peacetime Pursuits to Serve as Mighty Engines of the Oceanic Coalition that Won World War II by Peter Stanford
T
he excitement could be felt in the streets when the Queen Elizabeth steamed into New Yo rk on her maiden voyage.
Unanno unced, the great, grey liner was instan tly recognized by offshore boats and harbor watchers. After clearing Q uaran tine off Staten Island, she p roceeded slowly up the harbor to her H udson River p ier, sounding her deep steam whistle almost continuously in response to salutes from every vessel she passed, until she quietly slipped into her berth next to her elder (and rather more traditional) sister, Queen Mary. !t was 8 March 1940-in a wo rld threatened by a war whose outcome no one could fo resee. Nazi Germany had conquered Poland, D enmark and Norway, bur had got no farther so far in what people had begun to call "the Phony War. " Six months into the war, the French Army stood at rest in its seemingly invincible Maginot Line. Italy, the Soviet U nion and rhe United States stood on the sidelines as neutrals. Bur the Soviet Union and Iraly were allied to Nazi Germany, with whom they expected to share the spoils of German victory. Indeed, the Soviet U nion h ad already taken over nearly half of Poland as the German Wehrmacht wiped our the Polish Army, effectively erasi ng that defiant nation from the map of Europe. T he United States was still at peace, but fo r thoughtful people it was an uneasy peace. This then was the scene w hen the Queen Elizabeth, painted in wartime grey, comp leted her first voyage to the seaport city of New York. H er arri val was not quite in the style wh ich had been intended when she was laid down in John Brown 's yard on Scorland's River Clyde in 1936, shortly after rhe new Queen Mary's successful introduction on the North Atlantic ru n. When the Queen Mary made her debut the prospect of world war was, in the proverbial phrase, a cloud no bigger than a man 's hand-a hand, or one might well say, a fist that seemed visible to few people except England's our-of-office M ember of Parliament W insto n Churchill and those who gathered aro und his rotund, indignant figure in London. In the US, President Franklin D . Roosevelt, in his famous (or to some, infamo us) "Fireside Chars" over the newfangled radios that by now stood in most living rooms, had begun to warn Americans about the war-maki ng propensities of Nazi Germany in Europe and Japan 's assaul t on China. I was al ive in New Yo rk in that era; I sat with the grown- ups to listen to the radio-there was, of course, no TV-and had nightm ares about the Italian Fascist troops marching th ro ugh Ethiopia. Ethiopia was an independent African nation which Italy's wo uld-be Caesar, Mussolini, had invaded , knowing he could get away with it-while his son-in-law Co unt C iano wrote admiringly from his plan e of bombs exploding like red fl owers in the ranks of Em peror H aile Selassie's spear-carrying army. Now, in early 1940, the war was a reality-th e cloud no bigger than a man's hand now hu ng over our heads, a full- charged thu nderhead th at had ye t to discharge its full fu ry. O r so it seemed to thinking people, and certainly to W inston C hurchill. On 3 Septem ber of the previous year, the day England declared war on Germany over the German invas ion of Poland, Churchill had been recalled to office as First Lord of the Adm iralty-the same
SEA HISTORY 95, WINTER 2000-01
post he'd held at the outbreak of W orld War I, and the signal had go ne our to the Royal Navy: "Winston is back. " !t was his decision to get the newly completed giant, thin-skinned Elizabeth out of reach of German bombers as soon as she co uld be moved. So the great ship, at 85 ,000 to ns the larges t ever to swim the ocean s, had steamed to New Yo rk straight from her fitting-our basin in the C lyde, with none of the lengthy sea trails C unard customarily insisted on before accepting a new ship from her builders. The New York Times greeted the Elizabeth's arrival with feelin g: Many sagas of the sea have begun and ended in our harbor, but can the old-timers rem ember anything to compare with the unheralded arri val of the biggest and fas test liner in the wo rld, after the most daring of maiden voyages? T his of co urse was when rhe maiden voyages were important, for ordinary passengers, as well as the celebrities headlined in the press. To cross between continents over the waters that cover rhe greater part of Earth's surface, that was a noticeable act, often a rite of passage rediscovering roots in the O ld W orld or opening a new life in America. The Times editorialist, perhaps feeling the Muse of Histo ry at his shoulder, continued: It d id not matter that rhe Queen Elizabeth wore a drab coat of grey on her first visit to New York or that no bands went down the bay to meet her. T he interest of New Yorkers was echoed by the admi ration of Americans for those who built her, sailed her and sent her on her way. T here fo llowed , in reass uring style, a prediction of the new lin er's success when peace returned to the world. Few perhaps realized that this wo uld come about only after five years of all-out warfa re pursued in Europe, Africa and Asia. Just over two months after the Elizabeth's arrival Hider's longawaited offensive against Fran ce broke our, with dive bombers pacing rhe advance of tanks which split rhe French front wide open, driving thro ugh Belgium to outflank the M aginot Line. Later the German Wehrmachr broke th ro ugh the M aginot Line as well, to prove that they could do it. T he feeling grew that N azi Germany co uld do anything, that Hitler ism was indeed "the wave of th e future," as American Nazis believed . By now, however, Churchill had beco me Prime Minister, and, under his leadership, under-armed and unprepared England decided to fight on-a fight C hurchill proposed to wage even if the Bri ri sh Isles fell to the seemingly invincible Germans. Ar President Roosevelt's lead, the U nited States stretched the bounds of neutrali ty by esco rti ng wartime co nvoys in an American Neutrality Zo ne extending as far as Iceland, and by lending 50 old destroyers to England for protection of their own vital Arlantic convoys, now under submarine and air attack fro m Norway's North Cape to rhe French bases facing England across the English Channel and down the French Arlantic coast to the Spanish border. And now, with invasion threatening and massive air strikes under way, there was wo rk for the great Atlantic liners based in
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The North Atlantic shuttle, the run the giant ships had been built for, became crucial to the battle to keep freedom alive in the world. New Yo rk, including, besides the two Queens, C unard's new bu r Italy were invaded the fo llowing yea r. Hider was forced to fight smaller Mauretania and the ve nerable four-stac ker Aquitania as hard on these fronts, in grinding campaigns that wore down well as other vessels. The Mauretania, foll owed by the Queen German forces. M ary, had set sail soon after Elizabeth's arrival in New York, even Bur the critical front was northern France. Larger for ces were before the storm broke. The two lin ers went halfway round th e ti ed down there by the Alli ed buildup in Britain than we re ever world to Sydney, Australia, where they we re adapted to carry engaged in the active battl es in the Mediterranean theater on Australian troops across to So uth Africa. T here other transports Europe's so uthern flank. An d on 6 June 1944, the A nglo-Am erirook the viral reinforcements on ro embattled Britain. On the next can fo rces landed in No rmandy in an offensive that soon liberated voyage the Mary went right th ro ugh to Scotland, in response to France and by the following year drove deep into Germany, to urgent need . meet the Soviet armies adva ncing fro m th e east. It was Hid er's The Queen Mary was soo n joined by her younger sister Eliza- plan, over h is generals' pro tests, to concentrate German fo rces beth. Between them the two great ships co uld carry 10,000 troo ps against the "effete" Western democracies, to fo rce a negotiated halfway round the world. T his powerful lift was multiplied by the peace when they invaded France. The huge buildup of forces in ships' high speeds, which enabl ed th em to make three trips when Britain had effectively defeated that strategy. T he big ships relied on their speed fo r safety from U-boat the normal fast transport made two. T heir courses followed the changing fortunes of the desperate war in which they played such attacks whi ch rook a near-disas tro us toll of conve ntional shipa viral role. The first concern was to get troops to England. ping. Twice the Queen M ary was endangered-once when she C hurchill soon boldly switched this priori ty to North Africa, rammed and sank the cruiser Curacao, one of her escorting ships where Australian and N ew Zealand troops made all the difference that strayed across her path, in O ctober 1942, and again, later in in holding the Mediterranean front against Italian and later the war, when a rogue wave smashed aboard the heavily laden ship German offensives. and held her over at an acute angle where she hovered fo r a painful American entry into the wa r fo llowing the Japanese attack on interval until righting herself to resume her voyage. W hen Germany surrendered in May 1944, the liners turned to Pearl H arbor in D ecember 194 1 fo und the big ships back to the run they were built for, from New Yo rk to the British Isles. In M ay taking American troops home under the same crowded , rushed 1942 the Queen M ary lifted a total of 10,000 troops and crew conditions in which they'd been brought to the European battleacross the dangerous ocean- the first rime such a number had fronts-bur under infinitely happier circumstances, which their been embarked on one ship. And in August 1942 she carried an sailing helped bring about. ,!, entire American division across ro ScotQ ueen Mary, foll of American troops returning.from the war in Europe, nears N ew Yo rk on land- no t for defense bur for the ultimate a halcyon spring day in 1945-still wearing the grey coat she wore in her wartime service, liberation of Europe! which sp ed the day ofpeace. No one complained about the crowding on this trip! General Marshall, in overall co mmand of the fas t-growing USArmyandAir Co rps, rook to heart the US-British milita1y chiefs' decision, backed by Roosevelt and C hurchill, to concentrate all effo rts ro defeat Germany. The G erman war machine in the summer of 1942 threaten ed to knock our the Soviet U nion and the British forces in Afri ca, leading to German takeover of the M iddle Eas t and the defeat of rhe oceanic strategy under which the N azi armies had been contained in Europe. T he rapid training and equipment of American troops, one of the mi racl es of World W ar II, would have done little good without swift transport to the European theater. And so the North Atlantic shuttle, the run the giant ships had been built for, became crucial to the battle to keep freedom alive in the world. Through 1942 and 1943 the buildup of force in Britain compelled the Germans to allocate armies urgently needed in Russia and Africa to a defensive role in France. T o co me to grips with the Germans and deplete their fo rces, the invas ion of Africa was successfull y laun ched in October 1942, and Sicily and
16
SEA HISTORY 95, WINTER 2000- 01
John Stobart
Pittsburgh Monongahela Wharf c. 1883 oil on canvas
20" x 30"
Kensington Galleries Townhouse No. 23 Union Wharf Boston, Massachusetts 02109 800 •989 •3513 617•227•8161
The Silent Service Contes of Age The Year 2000 Marks the 1 OOth Anniversary of the US Submarine Service, Which Surprised the World in the Century Just Ended by Jerry Roberts The submarine, developed to help the weakerpowerfight a stronger navy, came dangerously near defeating the BritishAmerican alliance ofboth World Wars I and IL by cutting the vital North Atlantic supply line. But the US, which did most to develop the submarine, made overwhelmingly successful use of this weapon to roll back Japanese aggression in World War II in the Pacific. Here Jerry Roberts, vice president of exhibits for the Intrepid Sea-Air-Space Museum in New York City, tells how American inventiveness and resolution brought this history-changing weapon into being, based on the lntrepid's centennial submarine exhibit, "Prepare to Dive. " The Turtle pushed the technology ofits day to the limits of Yankee ingenuity, but failed to sink any British ships in the American Revolution. This sketch is based on Bushnell's written description of his craft. (US Navy)
The Hunl ey, namedfor her primary backer, became the first submarine to sink a ship in time of war, as a Confederate Navy ship in the Civil War. Hunley and her crew were lost on the way back from her exploit. (US Navy)
Holland's early sketch for a submarine shows a human-powered, one-man boat. Breakthrough in his designs came when he began to fashion boats using the newly developed internal combustion engine. (US Navy)
18
T
he pioneering yea rs of American submarine development extended from the Revolutionary War submersible Turtle of 1776 to the birth of the US Navy's submarine service in 1900. American patriot David Bushnell, an engineering student recently graduated from Yale University, designed and built the first submarine to be used in war. He developed the Turtle simply as a delivery system for his underwater bomb. His "infernal " consisted of a waterproof cask filled with gunpowder triggered by an internal clockwork and flintlock. The T urtlewas made ofwood and shaped like a flattened egg with a brass hatch on top and lead ballast on the bottom. It submerged when water was let into the bilge by a valve and resurfaced when the water was expelled by a hand pump. The sub was operated by one man who used a rudder to steer and two manually operated propellers to maneuver the boat. On the night of 6 September 1776, the Turtle, manned by Ezra Lee, a sergeant in the Colonial Army, was launched from Manhattan's so uthern tip and set out to attack the British warships blockading the harbor. Lee selected a vessel believed to be the squadron's flagship, HMS Eagle. Although he was able to dive and get beneath the ship, he could not get the auger to screw into the wood. Unable to keep his vessel in position, he popped to the surface, where he was spotted by sentries. Lee and rhe Turtle escaped to try again another day.
Lee unsuccessfully attacked British ships in the Hudson River on at least two other occasions. On 6 October the British sank the sloop that was carrying the Turtle, but the submarine was recovered. No more attempts against the British were made, however, so the Turtle goes down in history as the first submarine used in war, and the first to "almost" sink a ship . During the Civil War, 88 years later, the Confederate Navy's CSS Hunley became the first sub actually to sink an enemy warship. The 39-foor human-powered sub, built in 1863, carried a spar torpedo designed to explode after being rammed into the side of an enemy ship. Twice during trials the submarine sank; both crews were lost, one of which included one of the sub's creators, H. L. Hunley. On 17 February 1864, a third crew under the command of Lt. George Dixon attacked the Union warsh ip USS Housatonic, part of a squadron blockading Charleston, South Carolina. Hunley succeeded , but did not return from its mission. It was found on the bottom a few miles away in 1995, and was at last raised in August 2000. The man most responsible for the modern submarine, John P. Holland, was born in Ireland in 1841. As a yo ung schoolteacher he became interested in the major scientific challenges of his time, including the problems of flight and underwater exploration. But Holland did nor have the resources to do more rh;i,n make his own design concept sketches . Immigrating to rhe United States in 1873, he taught school in Paterson, New Jersey, where he co ntinued his interest in submarines. In 1875 he submitted one of his designs to the Navy Department; the Navy was nor interested. However, the fo ll owing year, John's brother Michael introduced him to members of the Fenian Brotherhood, an organization of expatriate Irish-Americans who were working to force England out of their homeland. Realizing that only something as revolutionary as a submarine would allow them to attack Britain 's Royal Navy, they decided to use money from their "skirmishing fund" to finance John Holland's experiments. T he Holland One was launched in the Passaic River on 22 May 1878.
SEA HISTORY 95, WINTER 2000-01
Here, in a deceptively peacefal mode, Holland VI returns from a trial run. The first modern submarine, she became the first submarine in the US Navy in 1900. (US Navy)
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Only a man as small as John Holland could fit inside the little sub with irs primitive petroleum engine between his knees and his head in the tu rret. Holland put the sub through its paces for the benefit of rhe Fenian s. T he vessel submerged, ran along underwater, and resurfaced successfully. The inventor capped off the day by staying down for an hour. After completing trials, Holland sank rhesub for security. In 1923 ir was raised by a group of students and donated to the museum at Paterson, New Jersey. Ir is now on loan to the Intrepid Museum's "Prepare to Dive" exhibit, where the restoration ream built the sub a new conning rower, dive planes, and propeller. T he Fenians financed a fully operational three-man submarine capable of attacking British warships. The 31-foor-long Fenian Ram, armed with a pneumatic gun, performed well in rests, bur financial squabbling within rhe organization, and one faction's threat to have a bank attach rhe Ram, led others to secretly row it and a smaller experimental sub to New Haven, Connecticut. The smaller sub sank in the East River and has never been found. This ended Holland's involvement with the Fenians. The Ram, left in Connecticut for many years, is now on display at the Paterson Museum. Over the next several years Holland struggled to interest the US Navy in his submarine designs. In 1893, his atto rney, Elihu Frost, incorporated the Holland Torpedo Boar Company (H TB) with the intention of pursuing government contracts. In 1895, after a drawn-o ur series of design competitions, rhe Navy awarded HTB a con tract ro build a submarine named Plunger. Unreal istic performance requirements and Navy meddling doomed the Plunger from the start. Realizing the project wo uld nor produce a viable submarine, HTB financed and built a totally different boar which became known as Holland VI.
SEA HISTORY 95, WINTER 2000-01
The visionary inventor inspects his very practical creation, Holland VI, in drydock. This astonishing boat of 1900 anticipates elements of the most advanced nuclear submarines of today, with her hydrodynamic hull, torpedoes firedfrom tubes inside the hull, andpowerplant and controls designed to "fly" the boat through underwater space. (US Navy) Free from Navy second-guessing, Holland VI was launched on 17May1897. In 1899 railroad millionaire Isaac Rice brought much-needed capital to HTB and incorporated the Electric Boar Company, with HTB as a subsidiary. The Navy eventually saw rhe light and bought Holland VI in 1900, commissioning her as the first US Navy submarine on 12 October. Additional Navy contracts followed, building a relationship with Electric Boar, which continues today as a division of General Dynamics, rhe world's leading builder of submarines. Although Holland had succeeded in developing rhe modern submarine, he was forced our of the company in 1904. Government contracts and mass production had eclipsed pioneering. Still, Holland pursued independent submarine design until his death in 1914. Soon after the outbreak of World War I in rharsameyear, a single German U-boar sank three British cruisers. Defying Britain's superiority in surface warships, German submarines went on to come dangerously close to cutting Bri rain's viral rransArlantic supply line in both World Wars. During WWII, the US submarine service did even better in isolating the island nation of Japan. The Japanese merchant marine was reduced from its prewar strength of six million tons to barely one million, with sinkings by US submarines accounting for 60 percent of the losses, far outweighing sinkings by aircraft and surface ships combined. Submarines also landed Marines in daring raids on Japanese rerri-
rory and plucked 504 downed American airmen from Japanese waters. These achievements came at high cost-one our of five submariners was killed in action. In the service these men and their boars are remembered as being "on eternal patrol. " During the Co ld Wa r, American subs went nuclear and played a major role in keep ing both the Soviet surface navy and submarine threat in check. On a global level, the US Sub Force has helped maintain a powerful strategic deterrence that has prevented conflict, rhwarted aggression, and allowed peace to survive and flourish. Thousands ofAmerican submariners have played a role in this legacy, and thousands more continue to serve this nation, and the cause of freedom, beneath the seas. ,t Intrepid Museum, 12th Avenue and 46th Street, New York NY 10036; 212 2450072; www.intrepidmuseum.org USS Nauti lus, seen here approaching New York in 1955, was the first of the nuclearpowered submarines which are today the ultimate weapon ofsea control, and the principal deterrent to all-out war. (US Navy)
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Yankee Spirit Takes Wing in by Allen and Elizabeth Rawl
W
Two new brigantines far the sail training fleet, being built in California, carry on in the spirit oftheir namesakes, Irving and Exy Johnson. With keels laid in February 2000, byJune, several.frames had been erected. (Photo: Allen C. Rawl)
The vesse/,s have been aptly named the Exy Johnson and the Irving Johnson in honor of the ]ohnsons' lifelong commitment to character-building sail training aboard their Yankees.
hen mas ter mariner Irving Johnson crossed the bar in 199 1, it culminated a life of exploration, documentation and adventure that few can march. Through much of this rime his wife Exy was by his side, faithfully recording each challenge, mishap and achievement on their va rious Yankee journeys. Together, this for midable pair created quire a sea history, which is being commemorated in the naming of two new sail training vessels, the Irving Johnson and the Exy Johnson. After his celebra ted voyage of 1929 aboard the German fo urmasred bark Peking, Irving Johnson served as mate aboard the German pilot schooner Wander Bird in 193 1; Wander Bird was then sailed as an ocean cruise boar by Warwick Tompkins. Aboard her Johnson nor only learned the qualities of a No rth Sea pilot boar bur it was also where he met his future wife, Exy, who had signed on as crew. Less than a year later they were married . Following an arduous search for a suitable North Sea schooner and afte r months of interesting negotiations, which are recounted by Exy and Irving Johnson in the book Westward Bound in the Schooner Yankee, they purchased the schooner Texel, fo rmerly Loodschooner 4, in 1933. She was reregistered as an Ameri can ship in London and renamed Yankee of G loucester, M assachusetts. Loodschooner 4 was a Dutch-built No rth Sea pilot schooner of 1897 and served faithfully in that capacity fo r thirty yea rs. Soundly built of seasoned oak, the best hardwood available to the D utch at that time, she meas ured 92' overall, with a beam of 2 1' and a draft of 11 '. Loodschooner 4 had been worked hard but was faithfu lly maintained and completely reconditioned every four to five years. She was a smart sailer, a required characteristic when competing with German, French, and English boats fo r pilot service in the North Sea and English C hannel. Eventually she was replaced, as all No rth Sea pilot sailers were, by pilot steam ers, and was sold at auction to an English yachtsman who renamed her Texel. T he new owner sailed her to Ipswich, England, where she was once more appreciated for her obvious qualities and, again , was very well maintained. T he Johnsons sailed Yankee to Germany for refitting to suit their needs and eventually sailed her to Gloucester, her new h ome port. After they m ustered a crew of adventurers, yo ung and old, shi p and crew departed G loucesteron 5 November 1933, ou tward bound, to sail aro und the wo rld. She made three successful circumnavigations, taking eighteen months each time, completing th e las t in 194 1. As th e U nited States entered Wo rld War II, this first Yankee was sold, and Captain Irving Johnso n joined the US Navy, serving in the South Pacifi c until the war's end. Two years after the end of the wa r, the Johnso ns so ught our and purchased a German-built N orth Sea pilot schooner named Duhnen. T his vessel was built of steel and measured 96' overall, with a beam of 2 1'6" and a draft of a little more th an 11' . She was reconditio ned and renam ed Yankee, and her rig was co nverted to one of a brigantine class that set over seven thousand square feet of canvas. Ergo, the evolution of Yankee as a brigantine. The J ohnsons were to travel the wo rld seven times; three in the schooner Yankee and fo ur in the brigantine Yankee. While mariti me historians will forever be indebted to Irving
SEA HISTORY 95, WINTER 2000- 01
Two New Brigantines with drawings by Scott Kennedy Johnson for his courageo us, some might say incredible, fil m documentati on of rounding the H orn in the square rigger Peking, it is his contribution to sail training that first intrigued and then inspired Captain Jim G ladson, founder of the Los Angeles M aritime Institute's TopSail Yo uth Program. A career educator and Pacific Coast sailor, G ladson has nurtured the TopSail Youth Program since its launch in 1992. O perating under the mantra "we do not train yo uth for lives at sea, but use the sea to educate youth fo r life, " the program has met with enormous success . The success of the T opSail Yo uth Program had sustained the lives of two fo rmer East Coast vessels of some renown. T he 1938 square to psail schooner Swift of Ipswich, designed by H oward Chapelle, was purchased by the Institute in 1994, and the 197 1 topsail schooner Bi!L of Rights, des igned by M cCurdy, Rhodes & Bates, was acqui red on loan and added to the fleet in 1997. C alifo rnia's most agreeable weather keeps both boats working r~ practically nonstop. W ith increased demand for the program , rhe rime had come to enlarge the fleer. Though Swift and Bi!L were adequate, the programs were confined to the individual limitations of each. IM:J'i ~f,,./f',.._,,A;,,f 11~ !Jr•f«f,~5 Now a boat could be designed to conform to the specific needs of the prog rams! T o do this G ladson engaged naval architect W . I. B. [!Jn addition to meeting US Coast C realock to develop drawings from those of a brigantine that was Guard safety standards, the brigantine designed by H enry G ruber in 1933 but never built. G ladson was adamant that in addition to meeting US Coast G uard safety {must} be a state-of-the-art sail training standards, the brigantine be a state-of-the-art sail training vessel, vessei pleasing to the eye and, pleasing to the eye and, while they were at it, it might be prudent to build two. Ir was at this point I received his call. while they were at it, With the vessels' mission clearly defined, I set about to co nit might be prudent to build two. struct a soundly built smart sailer, times two . Construction has been underway since February 2000, at which rime two 65-foor purpleheart keels were laid end to end on the LA Maritime Museum parking lot, our wo rking shipyard. It is a bit of a tight fit-challenging, in fact, but it provides some very up-close and personal vantage points for the sidewalk supervisor. Many of rhe crew have worked with us before, including Barty Bowles, mechanic/shipwright, Steve Johnso n, rigger, Stewart Pro thero, systems, shipwrights Roy Vetterlein and John Pendleton, and M ick O 'Neal, equipment operator. T he las t three went from the Kalmar Nyckef in Delaware to the Jeanie Johnston in Ireland . Local professio nal shipwrights and carpenters round out the present crew, which will grow to 30 before completion. As in all of our projects, volunteers play an important role, performing a variety of tasks as they work in tandem with rhe professional crew. W hen the keels were laid, my crew had already begun to prove the architect's lines by laying down the ship's lines in a spacious vacant building a few blocks from the shipyard. I guess I'm a bit stub born when it comes to lofting, full scale with batten and "' pencil, which some find old fas hioned, even unnecessary. I've -·;:..· never been sorry to have taken the time fo r this procedure, and, based on the number of corrections and/or refin ements that have resulted on every proj ect that I have personally overseen, the cost saving is undisputed . I believe that the lofting process also bonds the crew to the project, and, at the sam e time, it helps us to understand the idiosyncrasies of a particular design. M ost impe r-
.
..,rlf.-,,,,.l!Y,
SEA HISTORY 95, WINTER 2000- 01
,~ /~t--/"""''"
21
{WeJ reduced costs by using the same
patterns and molds for both vessels, and materials purchased in larger quantities are subject to greater discounts. [There is also] the saving in man hours resultingfrom the crew alternating from boat to boat repeating a task that is seldom, if ever, repeated. Progress was made steadily throughout the summer and, by September, the twin hulls were shaping up nicely. (Photos: Allen C. Rawl)
tam, it provides one highly practical element often overlooked by the computer generation- the builder's eye. From these proven lines I carve a half hull model, and that is my standby throughout construction. Oak frames (52 per vessel) were laminated off site because of the size of the members. A Canadian foundry provided the 38 long-tons of exterior lead ballast per ship , cast in sections that averaged about 17, 000 pounds each. Jockeying large lead ingo ts around in a very confined space was in and of itself an engineering feat. An adept crew completed the task admirably. Purpleheart, chosen for its stability, strength, and durability, was used for all sections of the ship's backbone. Hull planking will be a mixture of tropical hardwoods below the waterline with Douglas fir to the rail cap. Solid spars will be of Douglas fir and Sitka spruce. All will be shaped on site. T he vessels have been ap tly named the Exy Johnso n and the Irving Johnson in honor of their lifelong commitment to character-building sail training aboard their Yankees. The rig design has developed into one that will best serve the multipurpose program of the fleet. It utilizes fo re and aft sails for the daily trek windward from San Pedro to Catalina and includes a foremast with a full complement of square sails fo r traditional sail training. The boats are designed to carry a crew of ten with thirty passengers and will offer berths, lab space, and a galley that is adolescent friendly. Concurrent construction has allowed us to reduce costs by using the same patterns and molds for both vessels, and materials purchased in larger quantities are subj ect to greater discounts. More difficult to determine precisely is the saving in man hours resulting from the crew alternating from boat to boat repeating a task that is seldom, if ever, repeated. If the new owners embrace the maintenance practices of the early North Sea pilot schooners that so appealed to the Johnsons, Exy and Irving will be around for a very long time. Recently I was asked: "What could possibly be better than building boats for a living?" The answer is, of course, building two at a time. J, Shipbuilder Allen Rawl and his wife Elizabeth are familiar to Sea History readers from their reports on their work on other replicas including Jamestown Settlement's Susan Constant and Delaware 's Kalmar Nyckel. Artist Scott Kennedy's work has previously been featured in Sea History 79 in an article on West Coast schooners. Los Angeles Maritime Institute, Berth 84, Foot of Sixth Street, San Pedro CA 90731; 310 833-6055; fax: 3 10 548-2055; web site: www.brigantineboatworks.com.
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SEA HISTORY 95, WINTER 2000-01
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MARINE ART
Before the Bridge by Alfred C. Harrison, Jr.
"San Francisco Bay" by William A. Coulter (1849-1936), 26 x 44 inches, signed and dated 1884, oil on canvas, private collection.
Coulter's "San Francisco Bay" ... captures the energy ofa cloudy day with dozens of boats and ships going about their business.
24
B
efore the adve nt of the transconti nental ra il roa d in 1869, "T h e Golden Gare," as Jo hn C. Frem ont christened the entrance to San Francisco Bay, was the po rtal th ro ugh wh ich most visito rs to the W est Coas t and all comme rce passed . Its picturesque juxtapos ition of headlands, ocean , and the ro mantic sailing ships that could be seen enterin g and leaving the bay attrac ted the atten tio n of artists who had serri ed in San Francisco. Starting in the 1860s, a resident arr communi ty develo ped in San Francisco th at was sensiti ve to arr happenin gs in the Eas t. New Yo rk, Bosto n, and Phi ladelphia boasted specialists in marine painringarrisrs who executed ship po rtraits and harbor scenes with meticulous attention to illusionisric derail , enhanced by a ro mantic treatment of light and atmosph ere. By rhe mid-1870s, two painters had risen to prominence in San Francisco: Gideo n Jacques D enn y (183 0-1 886) and W illi a m A. Co ulter (1849-1 936). T heir mos t acco mplished paintings we re wo rks li ke Coulrer's "Sa n Francisco Bay," which captures the
SEA HISTORY 95, WINTER 2000- 0 I
19th-Century Paintings
The menace offoul weather is apparent in "Fort Point and the Golden Gate" by Gideon Jacques Denny (1830-1886), 12 x 24 inches, signed and dated 1884, oil on canvas, private collection.
of the Golden Gate "Point Bonita from Point Lobos, Golden Gate" by Raymond D. Ye/land (1848-1900), 27 'hx 47 'h inches, signed, oil on canvas. Courtesy, Charlene Harvey.
SEA HISTORY 95, WINTER 2000-01
25
"Looking Across the Golden Gate" by Charles Dormon Robinson (1847-1933), 18 x 30 inches, signed and dated 1886, oil on canvas, private collection.
energy of a cloudy day with dozens of boats and ships going abo ut their business, and Denny's "Fo rt Point and the Golden Gate," which creates a poetic mood out of a realistic transcription of San Francisco Bay scenery. Denny and Coulter were joined in 1875 by James Hamilton, Philadelphia's leading marine painter, who resided in San Francisco until his death in 1878. Among other artists who painted San Francisco Bay in the sryle we now call "American Luminism" were Raymond D. Yell and ( 1848-1900) and Charles Dormon Robinson (1847-1933).
Yelland studied at the National Academy of Design in New York in the 1860s and was hired as an instructor there upon his graduation. In 1873 he came to San Francisco, where he spent the rest of his career as a versatile painter in several different styles. He was best known for his tranquil views of San Francisco Bay like "Point Bonita from Point Lobos, Golden Gate," where breaking waves in late afternoon light create a sense of melancholy amidst great beauty. Charles Robinson was another young painter who was captivated early in his
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career by the possibilities of San Francisco Bay. His "LookingAcross the Golden Gate" celebrates the cool tones and breezy atmosphere of a winter day on the Bay. !,
Mr. Harrison collected early California paintings far ten years before becoming owner of The North Point Gallery in 1985. He has written many articles on the subject and a monograph on the landscape painter William Keith. This article is based on a Spring 2000 exhibit at the Transamerica Pyramid building in San Francisco honoring the California Historical Society.
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SEA HISTORY 95, WINTER 2000-01
Sail with us! . • • on the legendary
SEA CLOUD to the Turkish Coast & Greek Islands, 11 to 21 July 2001 , with friends from National Maritime Historical Society! COME SAIL WITH US on this spectacular voyage along the Turkish Coast and among the Greek Islands. Sailing on the unique and elegant Sea Cloud, we'll explore fabled Istanbul , visit ancient Ephesus, and walk through the Museum of Archaeology in Bodrum, founded by our colleague and fellow member George Bass. We will sail to the volcanic island of Santorini and see the remarkable excavation of Akrotiri, the Minoan seaport we have read about in "The Cape Hom Road." Then, we go on to Delos, Mykonos, Patmos and Pergamum and then sail back through the Dardanelles to Istanbul. We will be accompanied through these legendary places by Dr. Faith Hentschel, PhD, professor of art history at Central Connecticut State
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University, who has worked with Dr. Bass at Bodrum. President of NMHS Peter Stanford will be there to welcome all NMHS members and will offer a maritime perspective on the history of the sites. This is a trip like no other and
one you won't want to miss. Along with the spectacular places we will visit, you'll enjoy the camaraderie of fellow members and the company of people deeply interested in history and the history of seafaring.
The incomparable Sea Cloud (top), beautiful when seen under sail, has equally elegant interiors. At left, the carved mahogany dining rooms, where the chefs will serve their gourmet dinners.
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A CRUISE BACK IN TIME:
History and Reminiscence on the john W Brown by Bradford D. Smith
T
The World War II Liberty ship John W. Brown, looking shipshape and ready far sea duty, on a history cruise earlier this year.
Above left, NMH S trustees Brad Smith (from the left), Warren Leback and H arry Marshall enjoy the festivities and camaraderie. Above, from the left, USMMA recruiting officer Norman Johnsen, NMH S member Walter Botto, and Wilbur Van Tine.from the US Merchant Marine Academy at Kings Point.
At left, Stephanie Begley-Smith and the Brown s Third Mate George Maher with the 48-star flag presented to the ship.
A Grumman Wildcat draws cheers from the Brown as it buzzes the ship.
28
he World War II Liberty ship SS John W Brown eased away fro m its berth in Cleveland's N orth Coast H arbor. It was 10 AM, Saturday, 29 July 2000; on board were 750 passengers and 150 crew, entertainers, and caterers fo r a six-hour, living history G rear Lakes 2000 cruise on Lake Erie. We gor underway in a mix of hazy sun and light fog rhar co ntinued mos t of the day, with a light shower at midday rhar wet rhe decks bur failed to dampen anyo ne's enthusias m. O f rhe 900 aboard, many were World W ar II veterans with experience on Liberty ships in rhose convoys rhar carried vital military supplies to our troops and our Allies, often thro ugh seas made peri lous by enemy submarines as well as harsh weather. In 1978, rhe National M aritim e Histo rical Society supported rhe establishment of Proj ect Liberty Ship, an organization fo rmed to preserve and restore rhe SS John W Brown, wh ich had long served as a mari time rrade school in Manhattan fo r rhe New York City Board of Education . When rhe school was relocated to a building ashore, N MHS members moved to save rhe ship as a monument to rhe men who sailed and p ro recred rhe merchan t ships rhar supported our troops in borh rhe European and Pacific theaters of war. T he cruise revived many memories for rhe veterans. Jimmy Hughsen, whose father had signed him up fo r rhe Merchant Marin e Service when he was 18 years old, served in engine roo ms of rhe Liberty ships. Jimmy looked ar the smoke coming out of the Brown's stack as the ship maneuvered out of the harbor. "Look at that black smoke, " he said knowi ngly. "T here's too much air in the boiler. " W alter Fox, who had served in the US Naval Armed G uard aboard the ships, looked over the railing and recalled seeing rwo ships in his fi rst co nvoy torpedoed and sun k only a day and a halfour of New York. His fri end Hugh G roseclose reminisced about rhe six ships he served on in five differe nt oceans. W alter and Hugh helped establish the Cleveland Chapter of rhe US Navy Armed G uard, which meets monthly, keeping friendships and memories alive. T h e US M erchant Marine Academy at Kings Point, New York, was well represented among bo th crew and passengers. One, NMH S m ember Walter Botto , USMMA '44 , had served as Second Ma re
SEA HISTORY 95, WINTER 2000- 01
Above, the John Trapani Band, wearing the khaki uniforms of the wartime USO, entertains "the troops, "who (at right) crowded the Brown s decks enjoying the festivities.
on the Brown in World War II and was now chairman of the Great Lakes 2000 cruise. With him were David Burmeister, '76, president of one of Cleveland's stevedoring companies, Rick Wood, '83, a candidate for Congress from Ohio's 14th District, and Lr. Norman Johnsen , USMMA recruiting officer. Memories of the war era were evoked by popular tunes of the Forties. Abbott and Costello imitators had the crowd roaring at their "Who's on First" routine, whileArthur Pope impersonated General George Patton. The height of the special events was the flyovers by two B-17s, a Japanese "Val" ai rcraft, and a US Navy Wildcat, which
captivated passengers and crew alike. In a reenactment of hostilities, crew members manned the ship's 20mm antiaircraft guns and fired simulated flak as the Val flew by. NMHS was represented by trustees Harry W. Marshall, Warren Leback and the author. NMHS member Stephanie Begley-Smith donated to the Brown the 48-star coffin flag of her uncle, Patrick Joseph Begley, who was killed on Vella La Vella in World War II. A memorial service near the end of the cruise honored the men lost on merchant ships in World War II. As the ship 's chaplain Ramon Reno recited the Navy Hymn, a wreath was carried past an honor guard
and committed to the waters of Lake Erie. As we disembarked, people spoke of the long-ago memories that the cruise brought back, to be shared now, no doubt, with memories of the Great Lakes 2000 cruise. J, Mr. Smith, a graduate of the US Naval Academy, is a trustee ofNMHS. He recently retiredfrom the insurance industry and lives in Pleasantville, New York. For information about the John W. Brown and future cruises, contact Project Liberty Ship, PO Box 25846, Highlandtown Station, Baltimore MD 21224; 410-661-1550; or visit their web site at www.liberty-ship.com.
The Art ofthe Sea Calendar for 2001
Scenes from our glorious and colorful maritime past are captured by twelve of America's best known marine arti sts. Royalties from sales of this calendar benefit the National Maritime Historical Society , which promotes the appreciation and preservation of our maritime heritage through education, publication and seamanship. Calendar is wall hanging, full color, 11 x 14" $11.95 + $3 s/h. To order send $14.95 (or $13.75 for NMHS members) check or money order to: NMHS, PO Box 68, Peekskill NY 10566. Or phone 1-800-221-NMHS (6647) to order by credit card. SEA HISTORY 95, WINTER 2000-01
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29
MARITIME TRAVELER
Discovffin9 Bemuufa!s Maritime History by RADM Joseph F. Callo ermuda is fam ous fo r its asto nishing visual beauty: pink beaches, gleaming passenger ships at rest along Front Street, multicolored currents of mopeds, cascades of brilliant roadside flowers, and emerald coas tal waters-all are pieces of the panorama. But there's something beyond Bermuda's amazi ng surface beauty, something that's more profo undly engaging. T his tighdy knit gro up of small islands boas rs a culture that was born of the sea and has matured under a pervasive maritim e influence. It is generally accepted that Juan de Bermudez discovered Bermuda in the early 1500s. However, it is unclear if he came ashore when he first sighted the isolated string of Atlantic islands 650 miles east of Cape H atteras. Some early charts refer to the area as rhe habitat "de demonios, " and rhe islands-there are six major islands separa ted by narrow channels-were regarded as fearful navigation hazards by mariners in the 1500s. T he countless shipwrecks that haunt Bermuda's encircling reefs confirm that these fears were justified. The history of Bermuda as an inhabited land began on 28July 1609, iro nically with a lifesaving gro unding on the sam e reefs rhat were so threatening to earlier seamen. T he 300-to n ship Sea Venture had embarked from Plymouth in June 1609 with six other ships. T he minifleet, commanded by Si r George Somers, was destined fo r the English colony at Jamestown, Virginia, but, after a relatively uneventful first half of the voyage, the ships were scattered by a feroc10us storm. For days, Somers and his crew fou ght a losing battle. T hen, just as Sea Venture was about to fo under, the east coast of Bermuda loomed from rhe storm. Somers drove his ship on to a reef roughly a half mile off shore, and, as the storm subsided, passe ngers and crew were rowed to the beach. Today, So mers's rol e as the unwitting fo under of inhabited Bermuda is marked in many ways. One of the mos t visible, in Sr. Geo rge's town square, is the replica of the Deliverance-the ship buil t fro m rhe wreck of the Sea Venture that eventually carried rhe survivors to Jamestown. In 16 12 rhe area then known as So mers Islands was included in the charter of the Virginia Co mpany, and in 1684 the islands became a C rown C olony of G reat Britain . A referendum that would have
B
30
A rugged portion of Bermudas south shore (A LL p hotos by the author) ended Bermuda's status as a Crown colony was defeated in 1995.
The Bermuda Maritime Museum T he Bermuda Maritime Museum reflects much of the islands' nautical lore and, appropriately, is located at an historic site. T he Museum's eight buildings are part of the original Royal Naval Dockyard on Ireland island, where major construction for the facility began in earnest in the early 1820s. M ost of the M useum 's exhibits are located in a cl uster of rugged, purposebuilt structures that forme rly served milirary fun ctions. Among these evocative buildings are a fo rmer gunpowder magazine-renam ed the Q ueen's Exhibition H all-and ordna nce storage building. In addition, there is an impressively restored Commiss ioner's H ouse. W ithin the M useum are thought-provo king exhibi ts th at foc us attention on especially significan t aspects of Bermuda's links with the sea. O ne such exhibit is devoted to the islan ds' harbor pilots, who, like most harbo r pilots, have a long histo ry ofprofessionalism and bravery that is righ dy woven into Bermuda's large r history. An intriguing chapter in this special group's histo ry involvesa pil ot named James
D arrell. In the late 1700s, D arrell-then a slave-guid ed the 7 4-gun HMS Resolution th ro ugh a perilous channel and into what is now known as Murray's Anchorage. For the pil ot's exceptional accomplishment, Admiral George Murray declared him a free man. In 1795, D arrell purchased a house on Sr. George's Island; it was the first recorded ownership of a house by a black Bermudian. T h e building at 5Aunt Peggy's Lane, still occupied by D arrell's descendents, faces a square nam ed in his honor. T he indigenous Bermuda dinghies are also feat ured at the M useum . T hese open, 14' l "-long boats carry h uge amounts of sail for their size, and they are extremely tricky to cont ro l. T he first organized competition amo ng these spectacular boats took place in 1882, and today several clubs are devoted to their enthusiastically contested races. Strength, incredible balance, the agility of an O lympic gymnast-and, not infrequently, good swimming skills- are prerequisites fo r these exciting competitions. T he newly restored three-story Co mmissioner's House occupies a crow ning bluff that overlooks the ramparts and the other buildings in rhe D ockyard's keep. T he h ousewascompletedin rhe late 1820s; it consists of a cast iron frame prefabri cated in England and exterior walls ofl ocal limestone. T he handsome interior, which now contains exhibits and is used fo r special events, speaks of an elegant pas t era.
Two Special Perspectives In addition to the maritime museum, two other museums illuminate fasc inating aspects of Bermuda's sea history. T he first, the M useum of the Bermuda H istorical Society, is located in H am il to n. T here, in a charming two-story building buil t in 18 14 by prominent merchant W ill iam Perot, un usual nautical artifac ts are a small but interesting part of a general collecti on. Artifacts include Sir George Somers's sea chest, rare pieces such as silver tablespoons taken from a French ship by a Bermuda privateer, well-crafred ship models, and Oriental obj ects brought to Bermuda by her early sea captains. A third museum of special maritime interest is th1e Bermuda National T rust on Sr. George'!s Island. T his one-of-a-kind historical "smapshot" is located in the fo rmer Globe H oteel , once the headquarte rs of a C onfederatee agent involved in shipping
SEA HISTIORY 95, WINTER 2000- 01
The beautifully restored Commissioner's House overlooks the Royal Naval Dockyard. At the base of the bluffis the Neptune figurehead from HMS Irresistible. arms through the Union blockade to the Confederate States. The Museum houses an attractive and coherent series of tableaux devoted to "Rogues and Runners: Bermuda and the American Civil War." The story that emerges illuminates a relatively unknown aspect of the war. And as with other Bermuda museums, this one is set in an environment with a history of its own. The building was the home of the British Governor, and the town of Sr. George's itself, with its historic waterfront, is being considered for selection as a World Heritage City.
Naval History Both the Royal Navy and the US Navy have figured importantly in Bermuda's history. The islands' importance as a navy base grew significantly after Britain lost the American colonies, at which point Bermuda was the only potential British naval base between Halifax and the West Indies. The Royal Naval Dockyard-mostly convict-built-that began to emerge early in the 1800s was a direct result. The visiting naval ships and the military establishment associated with the Dockyard were pervasive forces in the local economy and culture, until the Dockyard was closed as a military facility in 1951. During World War I and particularly during World War II, the US Navy succeeded the Royal Navy as a major presence in Bermuda. A 99-year lease of Bermuda base rights was granted to the US Navy in 1940 in exchange for 50 destroyers, transferred to the Royal Navy for the crucial Battle of the Atlantic. One noteworthy aspect of the US Navy presence, which officially ended in 1995, was that it was characterized by a strong mutual respect. An exhibit in the maritime museum is devoted to Bermuda's US naval facilities. A Unique Sailing History The sport of blue-water racing of sailboats represents one of the most colorful chapters in Bermuda's maritime history. And much of that chapter centers on the Royal Bermuda Yacht Club. Probably the best known sailing event associated with this group is the Bermuda Race, run today from Newport, Rhode Island. The history of this famous ocean race began in 1906 with the advocacy of Thomas Flemming Day, the controversial editor of The Rudder in
SEA HISTORY 95, WINTER 2000-01
the US, who scoffed at the popular idea that ocean racing by pleasure yachts was too dangerous. With the added support of Sir Thomas Lipton, who donated a cup valued at ÂŁ100, three boats started the race from New York on 26 May 1996. Five days, six hours and 29 minutes later the 38foot yawl Tamerlane crossed the finish line and a great ocean racing tradition was born. The RBYC also sponsors other major sailing events, including an International Race Week and the King Edward VII Gold Cup Match Race. This past summer, Bermudans welcomed an international fleet of sailing ships as they rook part in Tall Ships 2000, many of them racing to Bermuda from Cadiz, Spain. (See story, p34.)
A Special Dimension The sea provides; the sea teaches. And in the four centuries since Sir George Somers and his shipwrecked mates struggled ashore, nowhere has this been displayed more alluringly than in Bermuda. Maritime matters have played defining roles in the islands' history, and the result is a durable and amiable society. Discovering that history, and the national personality that it has nurtured, provides a surprisingly evocative view of Bermuda, one that goes far beyond what the average tourist sees, one that reemphasizes just how powerful the influence of sea history is. ,!,
Above, the Royal Bermuda Yacht Club; below, the replica of Deliverance in St. George's.
RADM Joseph F Callo, USNR (Ret) is an Advisor to NMHS, a frequent contributor to Sea History, and the author of Legacy of Leadership: Lessons from Admiral Lord Nelson (Hellgate Press, 1999).
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New Interactive Seagoing CD-ROMs!
Seardi for tlie Golden DoCphin interactive 3-D adventure
Taf£Ships
The Amistad Incident the Official OpSail200()rM Produced with Mystic Seaport Edition and Amistad America, this mul-
It's 1799 and you are aboard the US frigate Declaration at a time when America and France are locked in a fierce struggle for control of the Caribbean. You are Nathaniel Thorne, an officer in the fledgling US Navy, charged with the mission to find and recover the privateer Golden Dolphin. Produced with Mystic Seaport, National Maritime Historical Society and the frigate "HMS" Rose. To accomplish your task, you must advance through eight exciting adventures that require mastering nautical skills, solving problems, and interacting with colorful characters. Includes: • Over 100 video segments, including live action characters • Dozens of animation sequences • More than two hours of voice-over narration • Extensive special effects and authentic sea music • 1,700 navigable 3-D environments • Web links to naval historical sites and museums
Celebrate the "Greatest Event in Maritime History" with the all-new interactive CD-ROM from Cinegram Media, produced in association with the National Maritime Historical Society and Operation Sail, Inc.: • Dramatic color photos on your computer screen of the world's most famous tall ships-182 ships! • Narrated histories of ships and ports and relevant anecdotes • Interactive ship and rig identification • Tall ships screensaver and wallpaper programs • Intera ctive Picture Pak™; expand your collection with more photos, more in-depth information • Your personal pictures may be added in a digital album • Daily"things-to-do" calendar featuring a different ship each day
Requires Windows 95 /98® or Mac System 7.1 or higher.
Requires Windows™ 95 or higher, Windows NT4™ or higher.
$59.95 + $5 s/h= $64.95 NMHS members all inclusive price = $59.95!
$19.95 + $5 s/h= $24.95 NMHS members all inclusive price = $19.95
Attn: Teachers! Teacher Resource Guide= $19.95
the largest multimedia collection of tall ships ever!
Attn: Teachers! Teacher Resource Guide= $19.95
timedia adventure focuses on an important event in US history that tested the laws and the conscience of America. It recreates the mood and turbulence of the times. • Compelling subject matter • Exciting challenge games • Full program narration • Captivating Mende music • Special effects & full library Requires Windows™ 3.1 or higher.
$44.95+$5s/ h=$49.95 NMHS membersallinclusiveprice=$44.95!
Attn: Teachers! Teacher Resource Guide= $19.95
Order from NATIONAL MARITIME HISTORICAL SOCIETY 5 John Walsh Blvd., PO Box68 Peekskill NY 10566
•
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A Zulu for the Scottish Fisheries Museum by David P.H. Watson, Esq.
ast summer a third link was forge d between my family and the small Scottish fishing town of Anstruther on the east coas t ofFifeshire. The first link dates back to when my father was born in that town, son of Captain David Warson and grandson of Captain John Watson, who between them commanded square riggers of George Duncan's Empire Line from 1863 to 1904. Duncan himself came from Crail just six miles up the coast from Anstruther. T he second link dates from the early 1970s wh en my wife and I started breeding and showing Scottish Terriers and selected "Anstruther" as our registered kennel name. The most recent link occurred when I donated my model of a Z ulu-type Scottish fishing boat to the Scottish Fisheries Museum at the harbor in Anstruther. This museum was established in 1969 to tell the story of Sco ttish deep sea commercial fishing from earliest times to the present. Just this year the museum opened a new wing dedicated exclusively to the Z ulu-type fishing boat and featuring the hull of Research, a Z ulu rescued from the west coast of Scotland a number of years ago . This made the donation of the model timely indeed. My Z ulu model was made from drawings and plans of Muirneag of Stornaway prepared by Harold A.Underhill, that font
L
of knowledge about sailing ships and their rigging. The last of a number of scratch models I had built dating back to 1942, I completed this model in 1980. Muirneag was built in 1907 and meas ured so me 70 feet on deck with an overall length of about 11 4 feet- a result of the very long retractable jibboom and the fixed, though also retractable boom for the mizzen lugsail. T he Z ulus were luggers with a canted yard set p arallel to the keel on each mast together wi th a jib, a dipping lug foresail on an unstayed m as t, and a standing lugsail on the mizzen mast. In this respect the Z ulus were similar to their predecessors, known as "fifi es" (named after Fifeshire), which had verti cal sternposts instead of the 45 degree raked sternposts of the Z ulus. The term "Z ulu" derived from the preoccupation of the British with the South African Wars at the turn of the century. This
unusual approach to ass igni ng names to fishing boat types in Sco tland is further eviden ced by the name "baldies" given to the type ofboats prevailing in Britain in the mid-18 00s when Giuseppe Garibaldi and his revolutionary followers were revising the political map ofiraly. The model 's presentation ceremony, if it could be so termed, was extremely low key, even by Scottish standards. The model's wooden traveling case was opened in the presence of the museum's curator and its resident modelmaker, and then silence reigned for about five minutes as the modelmaker inspected the boat's every detail. Finally, he looked up, smiled, and said: "T hat's a cracker!" 1Mr. Watson is a retired maritime trial lawyer. He built his first ship model in his dorm room at Yale in the early 1940s.
The completed Zulu model. Sketch at top is from Working Boats of Britain: T heir Shape and Purpose, by Eric McKee (London, 1983).
The Zulus fine bow (below left) with its plumb stem combines with the raked sternpost (below right) and very easy run to make a fast and weatherly hull. (Photos from the author)
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SEA HISTORY 95, WINTER 2000-01
33
Jolie Brise Wins
TransAtlantic Race by Commander Morin Scott
The Tall Ships' Races were launched in 1954 and became truly oceanic in 1964, with the first Operation Sail event. The 6, 000-mile-plus round trip involved disruption of sail training schedules, and cadets had to be flown in for many ships to replace crews which had to be flown home. That the exercise was worth the cost was proved in 1976, which, as International Sail Training Association historian john Hamilton reported, "changed overnight the whole ambience of the races." From their beginnings as "small affairs" drawing a few aficionados and curious members of the public, "they became massive spectacles drawing literally millions of visitors to most of the ports at which the ships called." Morin Scott here gives his report on this year's westbound transAtlantic race. PS
T
wo European "Feeder Races" brought ships from Southampton, England, and Genoa, Italy, to Cadiz, Spain, for the bi g event-the Millennium TransAtlantic Tall Ships' Race from Cadiz to Bermuda. The starters were divided up as fo llows: Class A, 8 large square riggers; C lass AJI, 2 small square riggers; C lass B, 1 schooner; Class C I, 5 cruising yachts; Class C II , 8 ocean racers (not setting spinnakers); and Class C III, 9 ocean racers (setting spinnakers). Sadly, six more entries in C lass A and three in AII fail ed to start. While there were nor as many square riggers as in the previous TransAtlantic Race in 1992 (when there were more than Admiral Nelson had commanded at the Barde of Trafalgar) , chis class oumumbered all the other classes. T his is more extrao rdinary when old hands like me can recall that when the first Tall Ships Race was held in 1954, ir was thought that it would be the last occasion on which a number of big square riggers would be seen together, whereas, in fact, the number seems to grow every year. The start on 7 May was a stupendous sight, bur a very large parch of calm weather in midAtlantic caused a number of vessels to retire while a further number were still at sea when the time limit expired at 1200 GMT on 4 June, and their race positions had to be determined by computer. The handicap system of the Tall Ships'
34
Racesis notperfect (how could it be?), but it does achieve remarkable success in evening up the odds. For example: Peter von Danzig, the first vessel to cross the finish line, only achieved 4th in her class and 15th Gleaming hulls and billowing sails mark the start ofthe Cadizoverall, while J olie Brise to-Bermuda race. (Photo: A1AX) (CI)-Bobby Somerset's famous 87-year-old gaff cutter-finished entries-FairJ eanne from Canada and Soren five days later to come in ahead of the rest Larsen from New Zealand-did not start. C lass B for schooners was poorly supof her class, and managed on corrected time to finish first overall. Second overall ported with none of the usual participants (on corrected time) was the German Navy's making an appearance. T he Swedish and 1870-ton bark Gorch Fock (sister ship to French navy schooners were in the Baltic USCG Eagle), finishing five days later. The and the Sail T raining Associarion' s Sir Winfirst 18 places overall contained vessels ston Churchill and M alcolm Miller are on from all six classes, albeit from highly dif- the market after more than 30 years' serferent sizes and rigs . vice. 0 nly rhe A rung Samudera crossed the Looking at the different classes, one is starting line, managing a creditable 4 th impressed by the success of Gorch Fock in place overall. In C lass C I all bur one of the entrants crossing the finish line some three days ahead of the next in her class and two days were still at sea when the rime limit exbefore the fas t New Zealand- built schoo- pired, but the computer placed the other ner Arung Samudera of the Indonesian four yachts, while rhe handicap put the Navy. I wo uld attribute the success of class w inner, J olie Brise, the overall winner Gorch Fock to the meteorologist she always of the whole race . In Class C II, the German carries (supported by a strong team of radio yacht Esprit took first place (7th overall) operators), since I have clear memories of with three ochers finishing and four retirhis skill during the time I sailed in her as a ing, while in Class C III , the yacht H ebe III watchkeeping officer. H e was able to fore- of the Czech Republic won her class on cast changes of wind speed and direction handicap but only managed 12th overall which were usually correct to within sixty afrer fin ishing two days behind the first minutes. No doubt his skill helped guide boat home. Altogether a keenly fo ught race, althe ship aro und the big windless portions though slightly marred by the dead parch of the Atlantic. The second place for the Italian Amerigo in midAtlantic, with entries from seven Vespucci deserves some praise, fo r this enor- European countries and far-off Indonesia. Having taken part as captain in various mous three decker is by no means noted for vessels over the las t 30 years, ir was a great her speed. T he 600-ton British bark Lord Nelson, disappointment to turn down two berth in which fifty percent of the crew is made offers this year, but I felt that limping up of physically handicapped persons (in- around with a stick I could hardly spare the cluding a number in wheelchairs), com- traditional "one hand for the ship," and so peted in a Tall Ships' race fo r the first time. settled for writing this acco unt. J, Although well back in the field, she did not retire and was computed to be the competi- ED!TOR's NOTE: I n the Halifax-to-Amstertor spending the longest time at sea, thus dam Race inJ uly andAugust, Mystic Seaports earning for her cook, Fiona Spiers, the Brilliant (CI) came in first overall on corButcher's Cleaver Trophy, presented by rected time and the Kruzenshtern of Russia came in second, winning Class A. The Amerithe Square Rigger C lub of G reat Britain. In C lass AJI, the British brig Eye ofthe can schooner, Pride of Baltimore (B), came Wind won as the only finisher; the Irish in fifth overall and won her class. For complete brigantine Asgard II retired and the other information, go to www.tallships2000. com.
SEA HISTORY 95, WINTER 2000-0 1
Especiafo/ for Members!
Our NMHS merchandise
NMHS NECKWEAR Made of 100% silk fabric woven in Italy and sewn to high standards in the USA, our neckties, bowties and scarves are navy blue with the NMHS logo woven in white,blue and gold. Mens' Neckties. $45 + $5 s/h, $8 foreign s/h. Bow tie (not shown). $35 + $5 s/h, $8 foreign s/h. Women's scarves. Rectangular, 4"x 45", lined with navy silk. $35 + $5 s/h, $8 foreign s/h.
Miscellaneous Items Burgee. Nylon pennant with NMHS logo in royal blue and yellow on white background with red border. 22" x12". Madein the USA. $15 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. NMHS 1999 and 2000 Medallions. Circular 23/4" brass ornament with our flagship Kaiulani as she appears in our logo (1999) or ancient Roman ship (2000). $5 shipping included. Wooden Tug Boats. Handcrafted by Capt. Ted Foster from American hardwoods. These semi-scale display models are signed and numbered. Quantities very limited. $40 + $5 s/h, $8 foreign. Visolette Loupe and Mug unavailable
NMHS CAP & SHIRTS Cap. Navy with NMHS emblem of our flagship Kaiulani in seven colors, green underbill, one size fits all. High quality. Made in USA $25 + $5 s/h, $8 foreign s/h. Collar Shirt. 100% cotton pique. White, royal blue or navy with NMHS emblem in six colors. Sizes M-XL $32, XXL $35 + $5 s/h, $8 foreign s/h. Emblem Sweatshirt. (Not shown.) 90% cotton, 10% polyester. Navy or ash grey with NMHS emblem in six colors. Sizes MXL $37, XXL $40 + $5 s/h, $8 foreign s/h. Initial Sweatshirt. 90% cotton, 10% polyester. Navy or ash grey with NMHS in capital letters across front in contrasting colors. Sizes M-XL $37, XXL $40 +$5 s/h, $8 foreign s/h. Emblem T-Shirt. 100% heavyweight cotton jersey. White or navy with NMHS emblem in six colors. Sizes M-XL $16, XXL $19 + $5 s/h, $8 foreign s/h. Initial T-Shirt. 100% heavyweight cotton jersey. White or navy with NMHS in contrasting colors. Sizes M-XL $16, XXL $19 + $5 s/h, $8 foreign s/h .
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SHIP NOTES, SEAPORT & MUSEUM NEWS News from Mystic: People, Ships and Facilities
SPUN YARN The Burlington Schooner Project, a partnership between the Lake Champlain M aritime Museum and the Lake Champlain Tran sportation Company, will build a replica of the " 1862" cl ass of ca nal boats (88' in length and 14. 5' in beam) designed on Lake C hamplain ; with sails up , the schooners carried goods and people on the lake, then, with lowered masts, the transfo rmed vessels could travel the Northern Canal to the Hudso n River. (LCM M, 4472 Basin H arbor Road, Vergennes VT 0549 1; 802 1 "'
c:
uon~r
ruio~l
475 -20 22; fax : 802 475-2953; e-mail: lcmm@sover.net; web sire: www. lcmm .org) .. . Inspired by rhe histo rical role of p ri vateers and lerrer-of- marque vessels in the early US Navy, Woodso n Woods has commiss ioned Rockport Marine in Maine to build the 76' topsail schooner Lynx. Woods will base the schoo ner in Newport Beach, California, and will run educational programs exploring the era of the War of 18 12 and the p riva teers that ran our of Eastern ports. (W oods M aritime Foundation, 509 29 th Sr. , Newport Beach CA 92663; 949 723-78 14; fax: 949 723-78 15; web sire: www. privareerlynx.o rg) . .. The Jamestown-Yorktown Fo undation in Virginia, in the midst of a major overhaul preparing fo r rhe 400rh anniversary of the arrival of the first colo nists at Jamestown in 1607, plans to build new replicas of two of its vessels-the Godspeed and D iscovery-based on new archaeological and documentary research. QYF, PO Box 1607, Williamsburg VA 23 187-1 607; 757 2534838) .. . N ext summ er th e Sea Trek Foundation plans to recreate the historic migration between 1840 and 1890 of more than 90 ,000 Mormon converts fro m Europe to rhe US. A fleer of rail ships will leave Esbjerg, D enmark, on 7 August 2001 to (Con tinued on page 38)
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Mys ti c Seaport, the Museum of Ameri ca and the Sea, has announced that RADM D ouglas H. Teeso n, USCG, will be the next president of the museum . Teeson , since 1997 superintendent of the US Coast G uard A cademy in New London , Co nnecticut, will rake up rhe pos ition in July 2001. Admiral T eeson is a 196 5 graduate o f rhe Coast G uard Academy and holds mas ter's degrees in ocean engineering from the Unive rsity of Rhode Island and management science from MIT's Sloan Fellows Program. Ar rhe Academy he has expanded outreach program s and has been instrumental in the Center for Leadership D evelopment, as well as being a co mmuni ty leader in OpSail 2000. Retiring President J. Revell Carr has welcomed Teeson ' s leadership skills and his passion for Am erica's maritime histo ry noting: "D oug is a progressive thinker, which will be critical as he wo rks with the staff and trustees to plan the future of the M useum ." In the six months foll owing C arr's retirement Admiral D ouglas H. Teeson in D ecember, M ys tic T rustee Emeritus James F. English, (Photo: Mystic Seaport) Jr., fo rme r president of Trini ty College and former chairman of Conn ecticut Bank and T rust Company, will serve as interim president. Fo r 20 years, rhe Wo rld Ship T rust, based in London , has recognized exceptional examples of ship preservatio n with its Mari rime H eritage Award. On 23 September, Senato r C hristo pher D odd of Connecticut presented the Maritime H eritage Award to Mystic Seaport fo r their preserva tion and restoration of the Charles W M organ, the last wooden American sailing whaleship. Jacques C hauvea u, chairman of the World Ship T rust, was the keynote speaker. T he Charles W Morgan, built in 184 1 in Fairhaven, Massachusetts, served a remarkable 80 years in the whaling industry, sailing our on her last voyage in 192 1. She was taken on by the maritime museum in 194 1. There, the Morgan was p rese rved agro und with her lower hull filled with rock salt, awaiting the vision of di recto r Waldo Johnston, who would begin rhe development of the Henry B. du Pont Preservation Shipya rd, where the Charles W Morgan and a host of other historic ships wo uld be resto red . (Wo rld Ship T rust, 202 Lambeth Road, London , SE l 7JW, GB ; (2 0) 7385 4267; e-mai l: ws r@callneruk.com) Mys tic has also entered th e fin al phases of the creation of its Collections Research Center, a stare-of-the-arr fac ili ty to house collections and collection-care faciliti es and staff in one location. More than two million obj ects will move to the 4 1,000-square-foor space in th e adapted Rossie V elver Mill, along with curators, archivists, conservators, researchers, informati on-services professionals, and film and audio specialists. The project's to tal cost is $ 15 ,689,4 18. (M ys tic Seaport, Inc., PO Box 6000 , Mys tic CT 06355-099 0; 860 572-071 1; www.mysricseaport.org) ,t The plans for the renovated Rossie Velvet Mill
Film & Video
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SEA HISTORY 95, WINTER 2000- 01
Announcing a 10-Day Members) Cruise in Northern Europe! 29 August through 7 September 2001 Join fellow NMHS members on the MS Noordam for this "Gems of the Baltic Sea" cruise. Unique in the Holland America fleet, Noordam offers comfortable accommodations and a choice in public rooms: the twolevel Admiral' s Lounge and the Crow's Nest high in the ship. She is as much a ship as a grand European hotel and is ideally suited to our group's nautical 01ientation. We'll leave Copenhagen, Denmark, on 29 August and cruise to Tallin, Estonia, a perfectly preserved walled medieval town. Then it's on to St. Petersburg, Russia, for two days to view the Impressionist paintings at the Hermitage and savor the gilded baroque palaces of the Czars, with an optional tour to Moscow. Our next stop is Helsinki , Finland, with an optional tour to Lapland, then a day in Stockholm, Sweden, to stroll the cobbled lanes of the "Old Town," visit the Royal Palace or just shop and enjoy the city. An evening cruise through the Stockholm Archipelago will take us overnight to Kalmar, Sweden. On the eighth day we arrive in Warnemund, Germany, with an optional tour to Berlin. Day nine takes us back to Copenhagen for an afternoon to tour Elsinor and the Tivoli Gardens before heading back to the Noordam for our last night aboard. On this delightful end-of-summer cruise Peter Stanford will provide background on local maritime history and the Holland America Line. Prices (for cruise only) start at $1,739 p/p, inside cabin, and $2,064 outside cabin based on double occupancy. Port charges of $236 and ai1iare are additional.
Stockholm, Sweden
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National Maritime Hall of Fame Inductees Announced: On 16 D ecember 2 000, the National Mari time Hall of Fame, based at the American M erchant Marine Museum , honored Captain Frederick Larsen and SS America. Selected by a national committee of maritime scholars, this year's inductees exemplify our nation's merchant marine and the imporranr role it has played throughout American history. In 1942, Capt. Larsen (1915-1995), then a third officer, was on a ship in a large American and British co nvoy attempting to resupply the Mediterranean island of Malta. After repeated shelling from German submarines and planes, his ship was sunk. H e was picked up by a British des troyer that was towing the Ohio, a tanker carrying d esperately needed diesel oil to the besieged island. T he Ohio, after hours ofbombardmen, h ad been badly damaged and abandoned by her crew. Leading a gro up of three volurreers, T hird Officer Larsen boarded the Ohio and manned the vessel's anti-aircraft guns. ~ hey fo ught off wave after wave of German attacks, permitting the ship to be rowed ino port. T he Malta Convoy and Larsen 's heroism are noted in many World Wai II histories and we re reenacted in the British film The Malta Story. In 1943, Captain Larsen was awarded the Merchant Marine Distinguished Service Medal and also was given his state's highest war honor, the New ] ersey Distinguished Service Medal. Captain Larsen went on to sail for 45 years wi th the Delta Steamship Lines, retiring in 1983. The SS America (1939- 1978) was Hull No. 1 of the plan put forth in 1937 by the United States Maritime Commission to bui ld "5 00 ships within 10 years" and return the American merchant mari ne to prominence. Intend ed as a more practical replace ment for the Leviathan, the America, designed by W illiam Francis G ibbs, was the larges t and fastest passenger vessel built in this country unti l th e SS United States. Launched by Eleanor Roosevelt on 3 1 August 1939, the America began h er sailing career in the summer of 1940. In 194 1, she was called to war duty and served as the troopship USS West Point, safely transporting more than 350,000 troops all over the wo rld. By the end of 1946, the ship had been restored as the America and settled down to the No rth Atlantic service for which she had been designed, maintaining a rep utation as a solid, safe, comfortable liner even after the introduction of the United States, for which she became a running mate. SS America sailed under the Stars and Stripes until 1964 when she was sold and placed under foreign flag. The ship continued to sail under various names for another 14 yea rs. - LINDA FASBACH, Executive Director AMMM, US Merchant Marine Academy, Kings Point NY 1102 4; 5 16 173-5515 visit northern European port cities, then cross the Atlantic to arrive in New York C ity on 4 October 2001. (Colleen Algrin, Sea T rek 2001 , Edelman Public Relations Wo rldwide; 202 326-1820 ; fax: 202 3712858; e-m ail : co lleen.al grin @edelman .com ; web site:www.seauek200l. com) ... The Maritime Administration has changed the way it counts vessels in the US flag fl eet, in creasing the total of US flag vessels from 354 to 37,700. In the past, Marad counted only large, self-pro pelled, deep-draft ships. The new method acco unts for "US-flag vessels actively supporting the nation 's commerce" and includes cargo and passenger ships, ferries, barges, rugs, rowboats and other wo rk vessels. (US Maritime Admin istration, Office of Statistical and Economic Analysis, 202 366-2267; fax: 202 366-8886; we b site: http :// www. marad.dot.gov/.) ... The SS Catalina Preservation Association is
worki ng to refloat and relocate the 77year-old ferry before autho rities in Mexico's Ensenada Bay remove her to make way for a cruise ship terminal. Pumps were placed on board in November to begin the refloating process, but fundin g is needed to proceed with drydocking and a survey. (SS Catalina Preservation Associatio n, 18242 West McDurmott, Suite J, Irvine CA 926 14; 949 567- 1930; fax: 949 567-1940; e-mail: rholder@cadresearch.com; web site: www.sscatalina.org) . .. The T rustees of the National Maritime Museum in London have announced the appoi ntment of Roy Clare as director, beginning in September 2000. (NMM, Greenwich, London SElO 9NF, GB; (20) 8312 6745; fax: (20) 8312 6521; we b site: www.nmm .ac. uk) . .. The following have b een chosen by the No rth American Society for Oceanic History as the 1999 recipients of the John Lyman Book Awards, which
SEA HISTORY 95 , WINTER 2000-0 1
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This handso me painting by Len Tantillo shows the steam tug Edna G. approaching a disabled freighter on Lake Superior. Cards measure 6 1/4 x 4 1h. Box of ten: $13.95, or $12.55 for NMHS members. All orders add $3 s/h. Send check or money order to :
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TRLL SH IPS 2001 Calendar, by Thad Koza
and help the NATIONAL MARITIME HISTORICAL SOCIETY.
It's 50¢ to initiate a ca ll , the n 7.5¢ per minute in the continenta l US and Canada. Instructions for international calls are on the back of the card at great rates, example: J 4¢ for Ireland , 9¢ for Germany. The card makes a great gift for kids go ing away to school or anyone going o n vacation. Send $10 each (no tax) to : NMHS, 5 John Wal sh Bl vd ., PO Box 68 , Peekskill NY 10566. Or order by phone at 800-221-NMHS (6647) SEA HISTORY 95 , WINTER 2000-01
Beautiful photo portraits of twelve of the world 's best known tall ships will keep the sea heritage on your wall and in your thoughts for the coming year. Calendar is wall hanging, full color, 11 x 14" $11.95 + $3 s/h . To order send $14.95 (or $13.75 for NMHS members) check or money order to:
NMHS, PO Box 68, Peekskill NY 10566 Or phone 1-800-221-NMHS (6647) to order by credit card. 39
SHIP NOTES, SEAPORT & MUSEUM NEWS The American Neptune Enjoy the leading scholarly journal of maritime history and arts in the US. The American Nep tune, a quarterly publication of the Peabody Essex Museum, is a great read for coll ectors, model makers, and all who love ships and the sea. We offer Sea History readers an opportunity to subscribe to The American Neptune fo r $33 , a $6 savings over our regular subscription rate ($36 fo r 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 01 970 (508) 745-l 876 You may charge your subscription by fax at (5 08) 744-6776, or e-mail dori_phillips@ pem.org. We accept VISA, MasterCard and American Express.
Visit our website at www. pem.org/neptune
Souvenirs of the Great Gathering of Sailing Ships in the Year 2000
Our handsome Ts show fo ur sailing ships pass ing Miss Liberty, silk screened in blue, light blue and crimson. T he official OpSail 2000 program has photos & stories of th e ships and the people who sai l them. Both commemorate a great occasion on 4 July 2000! Shirt: $12.50 + $2.50 s/h; availab le in S, M, L, XL, XXL Progra m: $6 + $2 s/h
Send check or money order to National Maritime Historical Soc. PO Box 68, Peekskill NY 10566 Or phone in your credit card order to 1-800-221-NMHS (6647)
Cooperative Venture Underway in Seattle The Center fo r Wooden Boats, Northwest Seaport, the North west Sch oon er Society, th e V irginia V Foundation and United Indians of All Tribes Foundation' s Native American Canoe Center are partners in the Maritime Heri tage Center being deve loped at South Lake Unio n in Seattle, Washington. Each of the partners developed independen d y and has made eno rmous suides in saving, preserving and educating p eopl e abo u t th e No rthwest's mari t ime past. T h ey are now working together to bring historic vessels, small craft sailing opportunities, boatb ui lding prog rams, and exhibits to one place in rhe proposed twelve-acre South Lake U nion Park. T his summer the US Navy transferred five acres of the former Naval Reserve pro perty on Lake Union, includ ing the armory building, to the C ity of Seatd e. An artist's preliminary impression of the proT h e $3 .4 mi ll ion in funding for rhis posed Maritime Heritage Center. acquisition came from the Shoreline Park Improvement Fu nd, Conservation Futures Tax Fund and Interagency Committee fo r Washington Wild life and Recreation Program. The Kreielsheimer Fou ndation has also anno unced a $ 1-m illion gift toward the build ing of the Center itself. T h e entire park wi ll be man aged by the Seatde Department of Parks and Recreation, w h ile the Maritime Heritage Center will be operated by the Mari time Heritage Foundation. When completed , th e site wi ll include a maritime- related m use u m , a wharf which wi ll be hom e to a number of historic water craft, and a Native America n village. The vessels calling the Center home are expected to include the Virginia VMosq ui to Fleer ferry, the sch ooner Zodiac, th e tugboat Arthur Foss, th e fireboat Duwamish and the ligh tship Swiftsure. SeaScouts and the owners of the historic ferry Kalakala are also invo lved in the project. T h e develo pment of th e Mari rim e He ritage Center is to take p lace over the next five to seven years. (MHF, 1000 Valley Street, Seatde WA 98109 ; 206 447-2622) recogn ize o utstand ing books dealing with the maritime and naval history of North America: Across the Top of the World: The Questfor the Northwest Passage, by Jam es P. Delgado (Checkmark Books); Forty-Niners Round the Horn, by Charles R. Schultz (Uni versity of So uth Carolina Press); Off
Soundings: Aspects of the Maritime History ofRhode Island, by Alexander Boyd Hawes (Posterity Press); The Official Chronology of the US Navy in World War II, by Robert]. C ress m an (Naval Institute Press); Confederate Admiral: The Life and Wars ofFranklin Buchanan, by Craig L. Symonds (Naval Institute Press). (NASOH, PO Box 18 108 , Washington DC 20036)
Full information on these and other stories can be found in Sea History Gazette, September/October 2 000. To subscribe to the bi-monthly Gazette fo r one y ear, send $18. 75 (add $10fo rforeign postage} to NMHS, PO Box 68, Peekskill NY I 0566. For credit card orders, call I 800 221-NMHS (6647) or sign up on-line at www.seahistory.org.
CALL FOR PAPERS The 6rh Mari rime H eri rage Conference wi ll be in Wilmingron NC, 25-28 Ocrober 2001 , and wil l also incorporate rh e 4rh Imernationa1 Sh ip Prese rvation Co nference. Proposals are in vited for individual papers or sessions on all aspects of maritime hisrory, preservation, education, archaeology, technology, and rourism. Proposals sho uld include a shon abstract and a brief res ume. Session organize rs should submit all of the paper abstracts as a group. The deadline for proposals is l May 2001. Send ro: Dr. Timothy]. Runyan, Maritime Heritage Conference, Mari rim e Studies Program, Eller House, Ease Carolin a U niversiry, Greenville NC 27858-4353; 252 328-6097; fax: 252 328-6754; e-mail: underwood@ecu.edu. Ocher gro ups may conducr business meerings on Monday, 29 Ocrober. To reserve facil ities, comacrCapr. David R. Scheu, Banleship Nonh Caro li na, Eagles Island, PO Box 480, Wi lmin g ton NC 28402-0480; 910 25 1-5 797; fax : 910 25 1-5807; e- mai l: ncbb55 @aol.com. For furt her information and upd ates, see rhe at ional Park Service web si re ar: www.cr.nps.gov/ mar itime.
SEA HISTORY 95 , WINTER 2000-0 1
CALENDAR Festivals, Events, Lectures, Etc. •Wethersfield (CT) Festival Celebrating History: 1-3 June 200 l , Revolurionary, maririme and agriculrural hisrory (Town of We rhersfield, 50 5 Silas Deane Highway, W erhersfi eld CT 06 109; 860 721-2 975; fax : 86 0 72 1- 2935; we b sir e: www .werhersfieldfestival. com)
Conferences •Anglo-French Naval Historians : 30 April-3 M ay 2001 , 8rh Conference, "T he Rari onal and rhe Irrarional: Science and rhe French and Brirish Navies, 1700- 1850" ar the National Maritime Museum , London (H elen Jones, ResearchAdminisrraror, Narional M aririme Museum, London SElO 9N F, G B; (20) 831 2 6716; fax: (20) 83 12 6722; e-mail: research@nmm .ac.uk) •Ships to Save the Waters : 1-2 June 2001 , 2nd Conference, ar th e Schooner Ernestina(F. A. Sowle Building, 89 No rth W ater Sr. , New Bedford MA 0274 1; 508 992-4900; e-mail : stsrw@ernestina. org)
Exhibits • CalvertMarineMuseum:January 2001 D ecember 200 l , "Ourboard M oro ring in America: The First 50 Years"; March 2001May 2001 , "A D ay in rhe Life of Chesapeake Bay Pilors" (PO Box 97, Solomons MD 20688; 4 10 326-2042; fax: 410 3266 691 ; web sit e: www .ca lve rtmarin e museum .com) • Cape Museum of Fine Arts: from 28 April 2001 , 12th Narional Exhibirion of rhe American Society of M arine Artists in D ennis MA (PO Box 369, Ambler PA 19 00 2; 2 15 283 -0 888 ; www. m arin e artists. org; e-mail: as ma@icdc.com) • Hampton Roads Naval Museum: from June 2000, "T he Battle of the Atlantic" (1 Warerside Drive, Suire 248, No rfolk VA 235 10-1 607; 757 322-2993; web site: www.hrnm.navy. m il) • Lake Champlain Maritime Museum: fro m July 2000, "Lady Sherbrooke and rhe D awn of Steam N avigation" (4472 Bas in H arbor Road, Vergennes VT 0549 1; 802 475-2022; web site: www.lcmm.org; e-mail: lcmm@sover.net) •The Mariners' Museum: 29 July 200025 March 2001 , "Warers of D es pair, Warers of Hope: Afri can-Americans and rhe Chesapeake Bay"; fro m 2 D ecember 2000 , "Legend H as It," artifacts with unusual srories behind rheir origins, acquisirion or exhibition (100 Museum Dr. , Newport News VA 23606-3759; 757 596-2222 ; web
SEA HISTORY 95, WINTER 2000- 01
sire: www. mariner. org) • Michigan Maritime Museum : 2 D ecember 2000-3 March 200 1, "Fish fo r All: The Legacy of Lake Michigan Fisheri es Policy and Management" (260 Dyckman Avenue, South Have n MI 49090; 61 6 6378078) • Mystic Seaport: from 17 June 2000, "Voyages: Srories of Ameri ca and the Sea" (75 G reenmanville Avenue, PO Box 6000 , Mystic CT 06355-09 90; web sire: www .mys ricseaporr.org) •National Maritime Museum: 14 September 2000- Seprember 200 l , "South: T he Race ro rh e Pole" (G reenwich, London SE lO 9NF, GB; (20) 88 58 4422; fax: (20) 83 12 652 1; web site: www. nmm. ac. uk) •National Museum of Science and Technology: 2 1 June 2000-2 1 Ocrober 2002, "Canoes: T he Shape of Success" (1867 Sr. Laurem Boulevard, PO Box 9724, Srarion T , Otrawa ON, Kl G 5A3, Canada; 6 13 991-2044; we b sire: www.science-tech .nmsrc.ca) •Naval War College Museum: 9 N ovember 2000-30 April 2001, "Posters at W ar: US WWII Posters" (Coasrers H arbor Island, Newporr RI 0284 1; 401 84 1-4052; web site: www.visimewporr.com/buspages/ navy) • New Bedford Whaling Museum: 28 September 2000-May 200 l , "A View from rhe C upola: New Bedford's C hanging Landscape" (1 8 Johnny Cake Hill, New Bedford MA 02740-6398; 508 997-0046) • The Noble Maritime Collection: from 4 N ovember 2000 , "Thomas Randall and rhe Early D ays of Sailors' Snug H arbo r," "In rhe Shadow of Wichira Bill," "American Masrers from rhe Firm of Geo rge C. Mill er and Son" (1000 Richmond Terrace, Staren Island NY 10301 ; 718 447-6490; web sire: www.noblemaririme. org) •San Diego Maritime Museum: 1 July 2000-July 200 l , "Pirares! Fantasy & Reality" (1306 N. H arbor Drive, San Di ego CA 92 101; 61 9 234-9 153; web sire: sdmaritime .com) • South Street Seaport Museum: from 1 December 2000, "H ealing Wa rers: Uropian Responses ro D irr, Disease, and Disorder, 1890- 1940" (207 Front Streer, New Yo rk NY 10038; 212 748-8600; www .sourhstseaporr. org) • Yorktown Victory Center: 1June 2000February 2001 , "Shipbuilding in Colonial Virginia" Oamesrown-Yorkrown Foundation, PO Box 1607, Williamsburg VA 23 187- 1607; 757 253-4838)
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IEWS The Foundations of Naval History: John seminate documentary sources in naval hisKnox Laughton, the Royal Navy and the tory to a wider readership. It was Laughton Historical Profession, by Andrew Lam- who pioneered the use of such materials as bert (Chatham Publishers, Gerald Duck- he attempted to single-handedly correct worth & Co. Ltd., London GB, 1998, much misinformation in naval history illus, appen, sources, index, ISBN 1-86176- through the more than 900 biographies of 086-8; ÂŁ30hc) naval figures that he wrote for the DictioThis volume from the prolific pen of nary ofNational Biography. Among them, Andrew Lambert, Professor of Naval His- some Victorians looked askance at Nelson tory at King's College, London, is a very for his amorous liaison with Emma, but it welcome contribution to the study of naval was Laughton who played a key early role in history. As a major figure in the develop- rescuing Nelson's professional reputation. Despite these impressive achievements, ment of historical studies, Laughton was virtually forgotten until 1965, when Pro- Laughton's work had even greater effect. His 1874 lecture on "Scienfessor D. M. Schurman brought attention to him as a tific Study ofN aval History," THE FOUNDATIONS in particular, was widely read. key figure in his seminal study, OF N AVAL From it one can follow a line The Education ofa Navy: The HISTORY ofliterary influence that leads Development ofBritish Naval in a direct line from LaughStrategic Thought, 1867ton through succeeding gen1914. In that study, Schurerations of British naval hisman quite rightly ranked torians from Co lomb to Laughton alongside such Corbett, Richmond, and other writers as the two Roskill. Among others who Colombs, Mahan, Corbett, read that same article was an and Richmond. Inspired by insightful American naval Schurman's pioneer work in captain: Stephen B. Luce. the field, other scholars Inspired by what Laughton looked more deeply at the work of Mahan, while Schurman himself had written, Luce eventually met him in focused on a full-length study of Corbett. London and the two became corresponNow, Andrew Lambert has continued this dents. It was this connection that nurtured line of enquiry with his exemplary study of in Luce the idea that originally made hisLaughton, showing him to be an even torical study a fundamental part of the more important figure than previously educational approach of the US Naval War College. It was also the initial intellectual thought. As Lambert shows, through his diligent stimulus that led Luce to give Alfred Thayer and fruitful work in the archives, Professor Mahan the task of researching and writing Sir John Knox Laughton, Royal Navy, what eventually became Mahan's influen(1830-1915) was, arguably, the key found- tial "Sea Power" series. Andrew Lambert's important study ing figure for the intellectual movement that took place in the midst of the techno- clearly demonstrates that Laughton was logical revolution at the beginning of the not only a major figure in the development 20th century and that eventually produced of the navy's intellectual heritage, but the Mahan and Corbett. I twas Laughton whose catalyst that laid the foundation for the 1874 paper on "The Scientific Study of modern study of naval history. Overlooked Naval History, " read before the Royal by scholars for far too long, Lambert has United Services Institute in London, first now given Laughton his due. Everyone laid out the basic concept behind the use of with a broad interest in naval history, not history as a basis for broad professional only those with a particular interest in the thinking about current and future naval intellectual history of the Navy or in the issues. It was Laughton who was the key revolution in naval affairs that occurred figure that led the Admiralty to open its vast just a century ago, will want this book on treasure trove of documents to historical their shelves. researchers. It was Laughton who was the JOH N B. HATTENDORF Naval War College key figure in founding the Navy Records Newport, Rhode Island Society in 1893 as the vital means to dis42
Malta Convoys, 1940-1943, by Richard Woodman Qohn Murray, London GB, 2000, 471 pp, illus, notes, biblio, index, ISBN 07195-5752-4; $55hc)Available (add $5s&h) from Trafalgar Square, PO Box 257, North Pomfret VT 05053; 1 800 423-4525; e-mail: rsquare@sover.net. Captain Woodman, master mariner, already noted for his naval histories and the Drinkwater novels, has written a masterful chronicle of the struggle for command of the Medi rerranean Sea and the survival of Malta as an Allied fortress . Success in each of these viral efforts was vi ral to the other, and both were conducted against overwhelmingly superior Axis forces. Malta held out, until the capitulation ofltaly and the rolling back of German arms on African and European fronts, through the valor of British and Allied naval forces and merchant ships, together with supporting aircrafr, coupled with the heroism of the defenders and population of an island under savage and sustained bombardment. The casualties at sea were enormous. Major actions such as Taranto, Matapan and Operation Pedestal are already widely famed. Here they appear within a very detailed acco unt of all the operations directly or indirectly related to the bringing of support to Malta. These involved not only escorted convoys but also aircraft carriers, other warships and submarines, and single merchant ships which conveyed reinforcements, fighter planes, fuel, food, and ammunition while under attack by enemy bombers, torpedo bombers, submarines, small craft, and the large Italian battle fleet, not to mention extensive mine fields . The author vividly describes the ferocity of the ensuing battles as well as the desperate situation ashore in Malta itself and the problems facing those in high command. All the vessels engaged on both sides, and most of their commanders, are named. Due tribute is paid to the flag officers, notably Admirals Cunningham and Somerville, and their bold decisions. The author leads in with a comprehensive historical and geopolitical background and compares the strengths and weaknesses in the opening orders of battle. He examines the policies of Hider and Mussolini and how they abandoned plans for invasion despite Malta's proximity to their supply routes to North Africa. Extensive notes and a very complete index expand the narrative.
SEA HISTORY 95, WINTER 2000-01
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DIFFERENT BATTLES The Search for a World War II Hero by Rody Johnson During the early days of WWII, German U-boats crept along the U.S. East Coast off of Vero Beach. Rody Johnson , then a child, heard the whispers about ships blowing up off the Florida coast, and of Nazi submarines.
A touching and moving tribute f rom a son to his f ather ... a stunning and authentic narrative of the war. Robert A. Lynn , reviewer, Star and Stripes
$19.95 soft cover Signed Copies Available
44
Chalfont St. Peter, England Flying Cloud: The True Story of America's Most Famous Clipper Ship and the Woman who Guided Her, by David W. Shaw (William Morrow, New York NY, 2000 , 304pp, appen, gloss, biblio, ISBN 0-688-16793-4; $25hc) On 31 August 1851, Flying Cloud dropped her hook in San Francisco after a passage from New York Cityof89 days, 2 1 hours, surpassing the previous record by nearly seven days. Driven by the hardnosed Captain Perkins Creesy and navigated by his wife, Eleanor, in a relationship so egalitarian that it would seem an anachronism if it were not true, Flying Cloud's voyage comprised more than just speed. It entailed sabotage, several dismastings, the dismissal of a bitter first mate, and romance that resulted in two marriages aboard ship once she reached San Francisco. In short, the maiden voyage of Flying Cloud is the stuff of romance and adventure novels, all rolled into one. This drama is captured in David W. Shaw's new book Flying Cloud. It is a meticulous study, a nearly day-by-day account of the voyage, but it is never dull. Shaw does a fine job of recreating the tension of the passage, the danger presented by wind and weather, the difficulty of keeping the rig up on the over-sparred ship and maintaining order in a fo recastle full of men who wanted only to get to San Francisco and abandon ship for the gold mines. Despite the fact that the reader knows from the outset that Flying Cloud broke the New York to San Francisco record, one finds oneself cheering each good day's run and moaning with frustration at each dismasting, each calm, each run-in with the crew To achieve this effect, Shaw used many of the novelist's tools, including dialogue, which might rankle the purist. Shaw claims, in the Author's Note, that "lines reflect what wou ld naturally be said in a given circumstance or are based on information contained in primary sources." To be sure,
there is never any dialogue that seems an unreasonable stretch of the imagination. Still, witho ut access to Shaw's so urces, the reader is left to wonder what liberties the author has taken . Despite that minor flaw, David W. Shaw h as done a marvelous job of recreating this famous voyage, providing an insightful look into the extraordinary and short- lived age of the clipper ship. ] AMES L. NELSON Harpswell, Maine Legacy: Shipbuilders, Fishermen and the Age of the Gloucester Schooners (Yesterday's News, 20 King Street, Rockport MA 01966-1444, 2000, video tape, 58 min; $20) This excellent video traces the history of the Gloucester fishery from the port's origin as an English fishing colony in 1623 . The story is well illustrated with early engravings, pain tings, excellent photographs , and film footage. T he shipbuilding center of Essex, Massachusetts, a nearby town which once was home to 16 shipyards, is well covered as well, with photographs and film of the shipbuilding process explained clearly for the lay person. Dana A. Story, Essex author and historian and son of Arthur Dana Story who opened his famed shipyard in 1880, speaks with firsthand fam iliarity of the workings of a shipyard, the skilled people who built the ships, and of life in the tight-knit comm uni ty of Essex. Joe Garland, author and Gloucester historian, brings the life of fishermen past and present into vivid focus, noting that the basic risk and grinding work are little changed over the centuries. "Fishermen," he adds, "are a very individualistic lot. " Only seven of the fishing vessels that carried out this work survive today. T he Highlander Sea of 1920 a nd the Roseway of 1925 are in private hands. T he Ernestina, former Effie M. Morrissey of 1894, now sails ourofNew Bedford doing sail training and education, and the Adventure of 1926 is being restored in G lo ucester. The rest are in museums: the Lettie G. Howard of 1893 at South Street Seaport in New York, the L.A. Dunton of 1921 at Mystic Seaport in Connecticut; and the Evelina Goulart of 1927 at the Essex Shipbuilding Museum in Massachusetts. They are the sole survivo rs of the dashing Gloucestermen, renowned for their grace and speed, and for the skill
SEA HISTORY 95, WINTER 2000-01
and daring of the men who sailed them. Proceeds from the sale of this video will go to the Essex Shipbuilding Museum and the schooner Adventure. NORMA STANFORD
Different Battles: The Search for a World War II Hero, by Rody Johnson (Sunflower University Press, Manhattan KS, 1999, 176pp, illus, index, ISBN 0-89745236-4; $19.95pb) This tale of Coast Guard Auxiliary service in World War II centers on the rescue of 22 merchant seamen whose oil tanker, the Java Arrow, had been torpedoed by a German submarine commanded by Captain Peter Cremer. Cremer's U-boat was one of a number sent by Adolf Hider to raid commerce off the US coast beginning in January 1942. Coast Guard and Navy resources were stretched to the limit, and the Commandant of the Coast Guard directed: "In view of the recent heavy losses among personnel of torpedoed vessels along the coasts ... that immediate steps be taken to utilize vessels and members of the [Coast Guard] Auxiliary to the fullest extent for the purpose of rescuing survivors." The Coast Guard Auxilia1y (formerly the Reserve) had been formed in 1939 as the civilian volunteer component of the Coast Guard to promote boating safety and facilitate Coast Guard operations. Kit Johnson, owner of the sporting goods store in Vero Beach, Florida, had been rejected for military service but he was accepted as Chief Petry Officer when the Coast Guard Auxiliary was formed, with duties of supervising small boat operations. 0 n the night of 5 May 1942, Johnson and his crew of three picked up the 22 survivors of the]avaA rrow and rook them aboard Johnso n's 30-foot cabin cruiser, causing severe overloading. Johnson skillfully brought the boat into the Ft. Pierce Inlet Coast Guard Station, although he was in danger of sinking when he docked. All 8-year-old Rody Johnso n knew of this incident at the time was his father telling his mother, when he got home, that h e and his crew had had a hell of a night. Later, when Rody, in his forties, became more interested in his fat her's life, the elder Johnson had contracted Altzheimer's. So Rody pieced the story together from people who had worked with his fat her.
SEA HISTORY 95, WINTER 2000-01
Different Battles provides a close-in account of the rescues valiant Auxiliarists conducted in their tiny boats off the Florida coas t. It is also explores a bond with which those of us who are the sons and daughters of the World War II generation can identify. Our parents had a love of country, a sense of duty, and, whatever job they were given, they did it without complaint, with dedication, and very often with courage.
C.
KAY LARSON
Historian Division Chief US Coast Guard Auxiliary
American Sea Writing: A Literary Anthology, edited by Peter Neill (Literary Classics of the United States, New York NY, 2000, 67lpp, ISBN 1-883011-83-3; $35 hc) Just what the reading world needs right now: another anthology of maritime literature. Right? Maybe so. Peter Neill, president of New York City's South Street Seaport Museum, has compiled a wondrous package. American Sea Writing certainly represents entertaining winter fireside reading, but it deserves attention for the quality, timeliness and diversity of prose and poetry included. Yes, there's Melville, London and Dana. ButNeillhas plumbed the depths ofAmerican history and surfaced with rarely seen gems from the period of Cotton Mather right up through John McPhee's compellingLookingfor a Ship. When is the last time you saw the work of scientists in a litera1y anthology? Here you'll (re)discover with pleasure Rachel Carson, William Beebe and Sylvia Earle. Also brought into the light are the often-invisible mariners of American history; voluntary and involuntary immigrants are given faces in passages from Lafcadio Hearn and Olaudah Equiano. Describing the physical and psychological impacts his seaside existence has on him, Henry Beston writes, "The sea has many voices." American literary history is filled with writers interpreting those voices. This collection includes many of the best. Neill introduces each entry with a mercifully brief, but instructive background on author, time, and place.American Sea Writing is one of a few anthologies that may take up residence by the bed or fireplace and ac rnally be read . PETER SORENSEN
Mystic, Co nnecticut
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The Custom of the Sea, by Neil H anso n Qohn Wiley & Sons, New York NY, 1999, 3 l 5pp, illus, biblio , ISBN 0-471-38389-9; $24.95 hc) The Custom ofthe Sea begins as another survival-at-sea tale. However, it is the story that unfolds after rescue that places it among the more interesting of this genre. Well told by English journalist and author Nei l H anso n, the drama moves from the question of whether the captain and crew will survive their open-boat ordeal to one of whether they can survive the British judicial system. The facts seem all too fami li ar: In 1884, when a rogue wave sinks the yacht Mignonette some thousand miles from the nearest sho re, the captain and three crew members take refuge in a leaky 13-foot dinghy; provisions and water are quickly exhausted; one refugee dies and his body is committed to the deep . Finally, the remaining crew resort to the "custom of the sea. " T he "custom, " of course, is cannibalism. As Hanson points out, cannibalism was an unspoken fact-of-life at sea. In extrem e cases, starvation was to be avoided or postponed by the drawing of lots: the short straw became subsistence. In Victo ri an England, the survivo rs' forthcoming and, perhaps in retrospect, naive narrati ves, and their failure to draw straws, coupled with the connivances of petty burea ucrats and ambitious jurists and politicians, led to charges of murder. It is the contin ued physical torment and mental anguish borne by the survivo rs under these circumstances that make this book compelling reading. Hanson points out that Regina v. Dudley and Stephens is believed to be the first instance in history of a civil court testing the appropriateness of an an cient custom of the mariner subculture. In fact, Hanson reports, since the Mign.onette case there have been only two further recorded cases of the custom of the sea being employed by starving crews set adrift, neither of which were reported in the 20th century. One of theMign.onette defendants probably had it right. When told that the co urt ruled against him in order to outlaw the custom of the sea, he reportedly said: "It has done no such thing. What it has done is outlaw the truth . Ships w ill sti ll wreck, and men will do what they always have done in order to survive. " P ETER SORENSEN
SEA HISTORY 95, WINTER 2000-01
All This and Sailing, Too: An Autobiography, by Olin J. Stephens II (Mystic Seaport, Mystic CT, 1999, 290pp, illus, index, ISBN 0-9 13372-89-7; $45 hc) Edged out of the lead in her first Bermuda Race, Olin Stephens 's 52-foot yawl Dorade we nt on to win her next race, the T ransAdantic Race of 193 1, by a stunning margin-and thereafter she won race after race, sailed by Olin as her designer and his yo unger brother Rod as seaman and rigging and gear expert par excellence. So was born the most famous dynas ty in yacht design of our times. Their story is told with personal modesty and intellectual penetration by Olin, now 92. His love of the sport of sailing a fast boar shines through these pages, full of anecdote and penetrating analysis of where the wo rld of boat design was headed. He ends with a rueful view of where it is today, with uncomfortable and too often unsafe boats departing widely from the classic balance designers like 0 lin Stephens always sough t, and that he preeminen tly achieved so well. PETER STANFORD
Mississippi's Five-Masted Barkentines: The Remarkable Story of Pascagoula's Large Wooden Sailing Ship Construction in the 1918-1920 Era, by Richard W . Bricker (Richard W. Bricker, 1020 Shoreacres Boulevard, La Porte TX 775 7 1, 2000 , 46pp, illus, notes, appen; $ 15) In a previous book, Wooden Ships ftom Texas, the author recou nted how Henry Piaggio , a Mississippi timber exporter, started building big wooden sailing ships in Texas in 1916 to meet the war-induced shipping shortage. Here he recounts the careers of the final five sh ips built in Mississippi, tracing out the remarkab le career of the PS builder, which ended in ruin. T he Amphibians are Coming! Emergence of the 'Gator Navy and its Revolutionary Landing Craft, Am phibious Operations in the South Pacific in World War II, Vol. I, by William L. McGee (BMC Publicatio ns, Santa Barbara CA, 2000, 308pp, illus, app en, notes, biblio, index, ISBN 09701678-6-5; $29.95pb) The autho r's background as shipyard worker and later participant in Pacific landings in World War II gives authenticiry and spice to this acco unt of the conception, growth, and operations of US landing craft
SEA HISTORY 95, WINTER 2000-01
in the Pacific theater. Reaching back to American experience in the Revolution, and overseas to Churchill's innovative ideas for landings in Europe, the sto ry is carried forward into the first landings in the Pacific, with extensive firsthand testimony. Two more volumes are planned to continue the saga through the rest of the war. PS Discovering Drake's California Harbor, by Raymond Aker and Edward Von der Porten (Drake Navigators G uild, Palo Alto CA, 2000, 73pp, illus, biblio; $9.95pb) Available (add $3.20s&h) from th e Point Reyes National Seashore, Bear Valley Road, Point Reyes CA 94956; 415 663-1155; email: mail@ptreyes.org. Francis Drake's landing in California in 1579 was long recognized to be at Point Reyes, just north of San Francisco. In the century just ended , other viewpoints were offered, and the scene was complicated by a fake copy of the famous "Plate of Brass" by which Drake claim ed the land as Nova Albion. Fortunately, in 1949 a group of scholars came together to form the Drake Navigators Guild, which has since es tablished that the landing was in fact in Drake's Es tero behind Point Reyes, the only site that fits the impressive array of evid ence, written, charted, and archaeological. In this authoritative, crisply written book, the sto ry of Drake's landing is recounted in the context of his round-the-world voyage, together with an account of both the genuine research efforts and fanciful claims made since then. The result is a lively and fascinating tale, enriched with photographs and historically accurate drawings of ships and shores by NMHS Advisor Ray Aker. PS Arte Navale (Corso Monforte 16, 201 22 Milano, Italy, 2 76018 34 1; fax: 2 798873; e-mail: artenavale@libero.it; $80/6 issues) This splendid new bi-monthly magazine from Italy provides beautiful images and, as far as we can gather with our limited Italian, authoritative text, exploring historic ships, replicas and restorations, maritim e art and artifacts, museums, maritime history, and a host of other interesting byways in our seafaring pas t. Well worth the price for readers with an insatiable JA appetite for the maritime heritage.
CLASSIFIED ADS Peter Williams/Museum Services. New England's premi er reso urce for the resto ration of mari time paintings . Copies ofold ship paintings. 30 Ipswich St., Bosto n MA 02215. By appointment: 6 17-536-4092 Chart Your Course through New E ngland's m aritime heritage. Send for yo ur free co py. C ubberley & Shaw Maritime M useum News, Box 607NM, Groton MA 01 45 0-0607 Custom Ship Models. All types. Co ntact S.J. W hite, POB 1034, Center Vall ey, PA 18034 Art Prints. NYC Fireboats 16 x 20'', $ 18 each. Also avai lable for commissioned work. Call Steve White 7 18-3 17-5025, e-mail: fdnyartist@aol. com Marine Paintings by Robert W . Young. 4 11 Elliott Sr., Beverly, MA 01 915-2353. Free brochure. Website: http://shop .townonline.com/ marin epainti ngs. Tel: 978-922-7469, e-mail: RYl 92 l @aol. com Visit Northwest Florida and Pensacola through the web site of Brown Marin e Service, Inc. Photos, produ cts, boatin g ed ucation, and links at www.brownmarine.co m
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