No. 121
NATIONAL MARITIME HISTORICAL SOCIETY
THE ART, LITERATURE, ADVENTU
Winter 2007-08
LORE & LEARNING OF THE SEA
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SEA HISTORY
No. 121
WINTER 2007 -08
CONTENTS FEATURED IN THIS ISSUE
THE BED BECORD. Be ing a Bare Ou tline of Some o f the C ases of Cru e lty P e rp e tr ated Upon Am er ica n Seamen
10 Flogging Wasn't the Worst of It, by E. Kay Gibson
B etween N ovembe r , 188 7 , and the Present
Corporal punishment was once the standard farm ofshipboard discipline, and seamen had to endure it with little legal recourse. In the 20th century, an evolution of new legislation brought an end to the practice and justice to those who meted out the abuse.
Da te-" A Round U nvarn is h ed T a le." EOCE:
14 Adolphus Greely and the Lady Franklin Bay Expedition, 1881-1884, by Geoffrey C. C lark, MD In 1881, Adolphus Greely and a 25-man crew were dropped off450 miles from the North Pole to conduct scientific experiments. When reliefships couldn't get through the ice pack the next year to resupply them, what fallowed was a shameful story ofthe US government's failure to rescue them in a timely way and a harrowing tale ofsuffering and survival. 10
20 In the Wake of Bounty, a Voyage of Recovery, by William H . White Most know the story ofthe famous mutiny on the Bounry, but what happened afterwards? The British Admiralty was not one to let such an act remain unpunished. Despite the fact that the mutineers and the seized navy ship were halfa world away, they sent out another ship and crew to get them back. Author William H. White tells us their story.
26 Maritime History on the Internet, Locating Maritime Images, by Peter McCracken A LEE SHORE: Schooner Adventure, by David F. Rhinelander
30 HISTORIC SHIPS ON
14
Gloucester's storied dory-fishing schooner Adve nrure is nearly ready far sea, but she still has a long way to go. Here's how you can help.
39 The Knit Before Christmas, by the Seamen's Ch urch Institute Every year far the last 109 years, thousands of merchant seamen have not been forgotten at Christmas, even though their ships may be underway and far from home and hearth.
Cover: "A Date With Eternity-Execution Sentence of the Bounty Mutineers-Spithead, October 29, 1792" by Paul Garnett (oil on canvas) 20
Artist Paul Garnett has been particularly fascinated by both the story of the mutiny on the Bounry and its aftermath. Many ofhis paintings depict scenes of the events as they went down and of HMS Pandora's mission to retrieve the mutineers and the Bounry itself (See pages 20-25)
DEPARTMENTS 4 5
DECK LOG
40 SHIP NOTES, SEAPORT
LETTERS
49 CALE DAR 50 REVIEWS
NMHS: A CAUSE IN MOTION Sea History FOR Krns 34
8
& MUSEUM NEWS
Sea Histo ry and the National Maritime Historical Society Sea H istory e-mail : edirorial@seahisrory.o rg; NMHS e-mail: nmhs@seahisrory.org; Web site: www.seahisto ry.org. Ph: 914 737-7878; 800 221-NMHS MEMBERSHIP is invited . Afrerguard $ 10,000; Benefactor $5,000; Plankowner $2,500; Sponsor $ 1,000; Donor $500; Patron $250; Friend $1 00; Comriburor $75;
30
56 PATRONS
Family $50; Regular $35. Al l mem bers outside the USA please add $ l 0 for posrage. Sea History is sem to all members. Individual copies cost $3.75.
SEA HISTORY (iss n 0146-9312) is published quarterly by rh e National Maritime Historical Society, 5 John Walsh Blvd. , PO Box 68, Peekskill NY 10566. Periodicals postage paid at Peekskill NY I 0566 and add'! mailing offices. COPYRIGHT© 2007 by the National Maritime Historical Society. Tel: 914-737-7878. POSTMASTER: Send address changes to Sea History, PO Box 68, Peekskill NY 10566.
NATIONAL MARITIME HISTORICAL SOCIETY
DECK LOG Stamp of Approval Acres of Gleaming Mahogany With this issue we welcome the hundreds of new members who signed aboard NMHS at the boat shows we attended this summer. The Antique Boat Museum in Clayton, New York, sported what NMHS chairman Ron Oswald described as "acres of gleaming mahogany" at their 43rd Annual Antique Boat Show & Auction in August. Charlotte Brooks, direcror of events at the museum, exclaimed how great it was to have 27 Canadian boats represented at the show-from skiffs to cruisers- among the 130 registrants present. "The international flavor of the museum came out," she stated, of this fine museum on the banks of the St. Lawrence River with views across Lake Ontario to Canada. A unique event at the show was the dedication ceremony for the first day of issue of the vintage mahogany speedboats US Postal Service stamps, which feature photographs of Frolic, a 1915 Hutchinson Brothers lau nch built in nearby Alexandria Bay in the Thousand Islands , Dispatch, a 1931 Gar Wood runabout, Thunderbird, a 1939 Hacker-Craft, and Duckers, a 1954 Chris-Craft racing runabout.
•
NATIONAL MARITIME H ISTORICAL SOCIETY
PUBLISHER'S C IRC LE: W ill iam H . White
Peter
Aro n,
OF FICERS & TRUST EES : Chairman, Ronald L. O swald; Vice Chairman, Ri chardo R. Lopes; President, Burchenal G reen; Vice Presidents, Deirdre O 'Regan , Nancy Schn aa rs; Treasurer, H. C. Bowen Smi th; Secretary, Th o mas F. Daly; Trustees, Paul F. Balser, Walter R. Brown, D avid S. Fowler, V irgini a Steele Grubb, Rodney N . H o ughton , Steve n W. Jon es, Robert Kamm , Ri chard M. Larrabee, Guy E. C. Maitland , John R. McDo nald Jr. , James J. M cNam ara, Philip ]. Shapiro, H owa rd Slo tni ck, Brad fo rd D . Smith, Mv~~ rvvvv'\.rvvvvvvv·vvv ( Cesa re So ri o, Philip ]. Webster, W illiam H. ·>· · ( Whi te; Chairmen Emeriti, Walter R. Brow n, If' ""' ." · ? Al an G . C hoate, G uy E. C. Maitland , ~ ~ C raig A. C. Rey no lds, H owa rd Slo tnick; · ~ ~ President Emeritus, Peter Stanford
II ~ J~·J~•J~ -~~~~~~· ~~v~V'\/"./V'\/vwvj g_~~:~~R;alt~h~.::;;te,~~ C~s:~~~ ·I~
FOU N DER: Karl Kortum (191 7-1996)
Cary Brick, a C layton resident and member of the museum, also serves on the 15-member Citizens' Stamp Advisory Committee that selects the subjects and des igns for USPS stamps from some 50,000 proposals a year. He advocated for the boats because, in addition to their historic presence on lakes and waterways across the country, their beauty and depth of color make exceptionally appealing stamps. Tall ships, sailing vessels, and steamboats have been represented on USPS stamps in the past, but these are the first issue of speedboats.
Jamestown Ships 2007 also saw the release of the commemorative settlement of Jamestown stamp featuring the three ships that carried the first settlers to Jamestown, Susan Constant, Godspeed, and Discovery. The stamps' triangular shape symbolizes the shape of the fort raised by the Jamestown settlers shortly after their arrival.
Three Queens In the Big Apple Join us on Sunday, 13 January 2008, on World Yacht's Princess to see Cunard's Queen Mary 2, Queen Elizabeth 2, and Queen Victoria on what may be their only appearance together in New York Harbor. This elegant boat will be our observation platform from 3:30-8PM, affording a rare winter view of the harbor with all the fanfare accorded this royalty. An open premium bar and buffet dinner, served in the warmth and elegance aboard the Princess, will make our observation cruise a never-to-be-forgotten reminder of the glamour that was ocean cruising. See page
27 foe infocmacion 00 making a "'"""00.
'2Lu
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Burchenal Green, NMHS President 4
Ri chard du M oulin , Alan D. Hutchison , Jakob Isbrandtse n, John Lehman , Warren M arr, TT, Brian A. McAl lister, John Srobarr, W ill iam G. W interer NMH S AOV1SORS: Co-Chairmen, Frank 0. Braynard , Melbo urn e Smith ; D . K. Abbass, Geo rge F. Bass, Francis E. Bowker, O swald L. Bren, RADM Joseph F. Callo, Francis J . Du ffy, John W. Ewald, Timoth y Foote, W il liam G ilkerso n, 'Thomas Gillm er, Walter J. H and elm an, Steven A. H yman , H ajo Knu ttel, G unn ar Lundeberg, Joseph A. M aggio, Co nrad Milster, Willi am G . Mull er, Na ncy Hughes Ri chardson SEA H ISTORY E DITORIAL AOV1SORY BOARD : Chairman, Timothy J. Runyan ; No rm an J. Bro uwer, Roben Browning, W illiam S. Dudley, D aniel Finamore, Kev in Fos rer, John 0. Jensen, Joseph F. Meany, Lisa No rlin g, Ca rl a Rahn Phillips, Walrer Rybka, Quentin Snediker, W ill iam H . Whire
N MHS STAFF: Executive D irector, Burchena.l G reen; M embership D irector, Nancy Schn aa rs; Director of M arketing, Steve Lovass- Nagy; M arketing & Executive A ssistant, Julia C hurch; Accounting, Ji ll Rom eo; Store Sales & Vo lunteer Coordinator, Jane Maurice; D evelopment, H ea rher Buckham SEA HISTORY Edito r, D eirdre O ' Rega n; A dvertising D irector, Wendy Pa gg io tt a; Editor-at-Large, Peter Sranford
SEA HISTORY 121 , WINTER 2007-08
LETTERS Creating Liberty and Victory General ly, I overlook errors I carch in publicarions I read, bur rhis one was too much. On page four, yo u apologize for labeling rhe Lane Victory as a Liberry Ship. Then yo u make anorher grievous erro r in saying, "Liberry ships and Victory ships were builr by rhe US Navy . .. ." A linle larer yo u refer to rhe War Shipping Adminisrrarion (WSA). Perhaps ir was a slip, bur all mercham ships of W\VII were builr by WSA, nor rh e US Navy. WSA was a warrime sub-grouping of rhe independem US Maririme Commission. The same individual, Admiral Emory Land, headed borh organizarions. During the early momhs of WWII, the US Navy's principal contribution with regard to the mercham ships being sunk by German submarines along our Atlantic coastline was to object to convoys or naval escorts, saying that they were not needed or the existing naval ships and planes were being held in port for higher purposes . Finally, England's Prime Minisrer urged FDR to urilize rhe convoy sysrem wirh naval prorecrion- rhe logistic supply to rhe UK was under threar as Brirish ships, as well as US-Aag ships, were being sunk. Thar was ir (also, rhe media were simultaneously reporring ships being sunk in sight of rhe American coast). By rhe middle of rhe year rhe co nvoy system was in use. D espire the crirical narure of rhis message, I do enjoy reading Sea History. T HOMAS A. Kr NG, RADM USMS (R.ET.) Charlo rresville, Virginia Despite the hard knocks that sometimes come with letters to the editor, I do enjoy reading the mail (and e-mail) from our readers! As a membership publication, our collective experience and expertise is the best way to move information and learning forward. With app roximately 20, 000 members, the National Maritime Historical Society has, as a group, tremendous depth. We can only tap into that knowledge ifyou write us with corrections, additional information, and anecdotes p ertaining to articles we have p rinted in Sea History. Please keep them coming! ALL letters are read and appreciated. Wrire to : editorial@seahistory.org or by USPS to Editor, Sea History, 7 Timberknoll Road, Pocasset, MA 02559. -DO'R
SEA HISTORY 121 , W!NTER2007-08
Sail Rails
On this same topic, Louis D. Chirillo, CDR, USN (Ret.}, was kind enough to send in facsimiles of two letters written by President Roosevelt to Admiral Land in early 1942. In the first letter, FDR wrote: "You are therefore instructed and directed to build merchant ships in the calendar year 1942 to the extent ofeight million dead weight tons and in 1943 to a minimum of ten million dead weight tons.. .. I know you will let nothing interfere with the accomplishment of this program. It must be carried out with the utmost urgency. I have every confidence that you will do this. "
I was recently reading one of yo ur old issues (Sea H istory 108, Autumn 2004) and came across an article abour rail cars propelled by sails. I thought yo u mighr be inreresred in knowing thar, when I worked for Delra Sreamship Lines of New Orleans, we frequently called at the porr of Rio Grande in sourhern Brazil , down near the Uruguayan border. Ar that porr, rhere was a mole or breakwater extending about a mile our into rhe sea from rhe mouth of rhe river (Rio Grande do Sul). A narrow-
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gauge railroad had been laid on top of the mole, extending out to its seaward end. Every morning, fishermen would ride out to the end of the mole on small rail cars propelled by sails, taking advantage of the land breeze. They would fi sh all day. When the sea breeze sprang up in the evening, they wo uld co me sailing back in along the mole to the mainland. This was sti ll a daily occurrence when I retired in 1980, and, for all I know, m ay still be go ing on. It was qui te a sight, when approaching the port of Rio G rande from seaward, to see these little rail cars sailing alo ng at about ten knots. CAPT.
P. J.
B OURGEO IS
Dickinson, Texas A number of railroad companies in the US also experimented with sail-powered rail cars. Here's a notice from The C lay Coun ty Dispatch, 29 November 1877: '/! wind-power hand car, says the junction City Union, sixteen feet in length, is now sailing on the Kansas Pacific. The sail is fifteen feet high, twelve feet wide at the bottom, ten at the top. It is controlled precisely as the sail of a sail boat, and by its means the car is always easily propelled except when the wind is 'dead ahead.' With a good wind a speed of twentyfive miles an hour can be easily attained. "
City of Adelaide The fire aboard Cutty Sark was sad to learn abo ut and recovery will be expensive, but I am confide nt in the even tual outcome. Underneath most people's radar, however, a greater challenge has emerged. Another clipper from that era has survived, the British com posite clipper ship City of Adelaide, wh ich was built five years earlier than Cutty Sark. For man y years City of Adelaide was moored on the G lasgow waterfront o n the west coast of Scotland. In the 1980s and 1990s, she sank more than once and eventually was hauled out of the water several miles down river on a slipway that is accruing rental bills. A group in Su nderland, on the east coast of England where the ship was built, has been formed to save her, but they need to raise over £6 million (approx. $ 12.2 million US) to acco mplish the feat. Both these historic and remarkable clippers are equally worthy of saving, as they are the only two intact clippers left in the world. For more abo ut City of Adelaide, visit:
6
C ity of Adelaide in a desperate situation high and dry in Scotland. www.sunderlandmaritimeheritage.org. uk/adelaide.htm. ] OHN F. MILLAR Williamsburg, Virginia Another group is trying to save the ship as well. Their plan requires shipping the clipper to South Australia. Visit: www. cityof adelaide.org.au. -DO'R
Lignum Vitae Shaft Bearings Your article on lignum vitae (Sea H istory 119, Summer 2007) brought back some interesting memories. As a newly minted cadet at the US Merchant Marine Academy at King's Point in early 1942, I was assigned for my sea training on a venerable vessel-a steam freighter obtained from Germany as reparations at the end of World War I. She had been launched in H amburg in 1903. I was introduced to
this versatile wood when I was sent down th e long shaft alley to check the stern bearing, while underway in convoy. I had been instructed to determine the heat of the bearing and inspect the amount of seawater that was dripping into the bilge from the bearing. All of the other shaft bearings were hand-lubricated with oil, but the massive stern bearing lined with lignum vitae was lubricated with seawater. If the water that dripped down was cool, I could report back that everything was normal. I tried to find out how long the bearing had been in service and if any replacement had been made since 1903. The chief engineer could not give me an answer. H e said that in his experience, Lignum Vitae could last forever! What an extraordinary tree. HENRY SCHULMAN
Great Neck, New York
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Ou r seafa rin g heritage comes alive in the pages of Sea History, from the a ncient mariners of Greece to Portuguese navigators opening up the ocean world to the heroic efforts of sa ilors in modern-day conflicts. Each issue brings new insights and discover ies. Tf yo u love the sea, ri vers, lakes, and
bays-if you appreciate the legacy of those who sa il in deep wa ter and their workaday craft, then you belong with us. J oin Today! Mail in the fo r m below, phone 1 800 221 -NMHS (6647), or visit us at: www.seahistory.org (e-mail: nmhs@sea history.org)
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SEA HISTORY 12 1, WINTER 2007-08
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NMHS: A CAUSE IN MOTION Eighth Maritime Heritage Conference, 9-12 October 2007, San Diego ith some 350 participants, the triennial Maritime Heritage Conference at the Maritime Museum of San Diego was the successful culmination of several years preparation-bringing together leaders in the field to share scholarship and research, chart new courses, and forge partnerships. Ian W. Toll, author of Six Frigates: the Epic Founding of the US Navy, opened the conference from the deck of USS Midway against the backdrop of the San Diego Embarcadero. Mr. Toll discussed the topic of his book within the context of world histo ry, reminding his audience that the maritime heritage of our country is inextricab ly interrwined in our culture and our history. The National Maritime Historical Sociery was proud to be a Platinum Sponsor of the conference and to host a gala reception for NMHS members and conferees aboard the deck of the 1863 barque Star of India, the Aagship of the host museum. NMHS members, staff, and trustees were well represented over the course of the threeday conference, presenting papers and chairing sessions: President Emeritus Peter Stanford and Sea H istory editor Deirdre O 'Regan
W
(above, 1-r) Lord Ambrose Greenway, Chairman of the World Ship Trust, author Ian Toll, and D r. Timothy Runyan, of NOAA's Maritime Heritage Program pose on the bow of USS Midway during the opening ceremony of the Eighth Maritime Heritage Conference. (below, 1-r) Among the NMHS officers and trustees who attended the conference were Bradford Smith, Philip Webster, Robert Kamm, and Ronald Oswald.
8
'
Leaders in the field of maritime heritage participated in the conference. (l-r) Quentin Snediker, Mystic Seaport, Paul Fontenoy, NC Maritime Museum, Dana Hewson, Mystic Seaport, Walter Rybka, Erie Maritime Museum, Jeff Nilsson, H istoric Naval Ships Association, Ray Ashley, Maritime Museum ofSan Diego, john Summers, Antique Boat Museum, and Channing Zucker, North American Societyfor Oceanic History. participated in a seminar on the role of records and publi cations; Dr. Joshua Smith discussed rhe NMHS reader he is authoring in a session on maritime education; Chairman Ron Oswald and fellow NMHS trustees Bradford Smith, Bill White, and Bob Kamm each chaired sessions on topics ranging from the maritime aspects of the American Revolution to submarine history, from the Age of Sail to San Diego's naval history. I chaired a session , "Building Tall Ships," which featured presentations by Dr. Ray Ashley, executive director of the Maritime Museum of San Diego, and well-known chronicler of tall ships, photographer Thad Koza. Dr. Ashley was a gracious host, and the conference, spread across the decks and holds of four ships (USS Midway, Star ofIndia, ferry Berkeley, and SS Lane Victory), proceeded smoothly in every regard. The many sessions, so capably organ ized by Kevin Sheehan, the museum's librarian and archivist, and Robyn Gallant, director of public events, were intelligently organized and supported. Many thanks to them and to the rest of the MMSD staff and volunteers, who were always available to help and in good humor, despite the complex logistics they were managing behind the scenes. Lord Ambrose Greenway, chairman of the World Ship Trust, traveled to San Diego from England to present an award to SS Lane Victory, which had traveled down from San Pedro to participate in the conference. In a moving ceremony on board the histo ric Victory ship, speakers acknowledged the great debt owed to volunteers for keeping maritime organizations alive and their ships aAoar. The National Oceanic and Atmospheric Administration celebrated their 200th anniversary with a major presence at rhe conference. Dr. Alex Roland, author of The Way of the Ship: America's Maritime History Re-envisioned, gave the concluding presentation aboard a dinner cruise ship, where a capaciry turnout relaxed after three days of papers and seminars. Ir was a fittin g event on the final night to allow conferees to enjoy the warm southern Cali fornia night air before returning home to, for som e, less ag reeable October weather. -Burchenal Green, President
SEA HISTORY 12 1, WfNTER 2007-08
Memories in Miniature We have been building museum-quality ship models for 100 years , like these ships that fought in the battle of Leyte Gulf: GAMBIER BAY, SAMUEL B. ROBERTS and a FLETCHER-class DD, shown at left, in 1:192 scale (1/16" 1').
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MAYFLOWER PAPERS Selected Writings of Colonial New England Edited with an Introduction and N otes by Nathaniel Philbrick and Thomas Philbrick
SEA HISTORY 12 1, WINTER2007-08
From Nelson at the Nile to Napoleon at Waterloo "Meticulously researched .. .drawing on extensive and intimate eyewitness accounts from contempora ry journals, letters and memoirs."-Publishers Weekly. Viking
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$30.00
Kelly Tyler-Lewis
THE LOST MEN: The Harrowing Saga of Shackleton's Ross Sea Expedition The lesser-known story of Shackleto n's support party, who were marooned in Antarctica and fo rced to fight for their survival against all odds. "A gripping story em bracing both tragedy and triumph." -The New York Times Book Review.
9
Flogging Wasn't the Worst of ItProtecting America's Seamen in the Waning D ays of Sail
A
fter suffering for days under the wrath of Captain Adolph C ornelius Pedersen, John H enry Stewart could take no more. Stewart, the ship's cook, walked out of the galley, jumped over the side, and disappeared under the waves. Weeks later, with second mate Ado lph Eric Pedersen in hot pursuit, it was Axel H ansen's turn. Upon hitting the water, however, H ansen grabbed the log line and called fo r help . The order went out for the Puako to maintain her co urse. Soo n the only sound from as tern was the rush of water as the ship carried on her way. By World War I, when these events roo k place, life for seamen o n American-flag vessels had beco me relatively civilized. Thus, the abuses and outright tortures m ered out against more than a dozen seam en in 19 18 and 19 19 by Adolph Cornelius Pedersen and ano ther ship's offi cer, Frederick Hansen, have to be considered anomalies. Historically, shipping out on sailing ships had been a nas ty business. Finding oneself on the wrong side of a ship's offi cer, J)UPLICA TE .
by E. Kay G ibson
especially a "bucko" m ate, proved mo re dangerous than anything Ki ng Neptune had to offer. Up to the early 1900s, the marine laborer had no recourse against his ship's officers. Vessel mas ters, who often thought of themselves as kings or deities, ran their ships with militaristic authori ty and often exacted discipline by brutal corporal punish ment. If things became intolerable under such a master, deserti o n was the seaman's only escape, bu t it carried severe penal ties, which could include forfe iture of wages and even imprisonment.
•
Comult General ln1tn.u:tio n No; 338 wheri eu.cutin&" thi• form.
REPORT OF THE DEATH OF AN AMERICAN CITIZEN.
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Cause of death: . .Suic.id.e .. b y ....dr_oIDing. ..on ...the .. b i g h __ aea ... .. _. _______________ _ [)i,poejtion ol the remairu: Bo4Y---no.t .. .re.o.o.T..ex.e.d..•_
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Penon or official responUble for custody of ellcct1 and accounting therefor: .. Me.atu .. .A•.C;"--- Pe4er.ee-n., ... Accompanied by relatives or friends as follows: Bkt n • .. PWlkO • "
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This information, an inventory of the dfeets, accounts, etc., have been recorded in full in the MiKellaneous Record Book, pagef---.04 .... -·-·····-···-·-······-·········- • and copies placed under File 330 in the eonespondence of thia oftice. Rem11.rk. : .Ile.c.eal!l..e.d.. .. .ahipp.ed ..aa .. .o o-D.k...an ...tha. .. Am ~.r. i.c.an.. Ba.r.Un.t.ine. ....... .
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Death certificate fo r the ship 's cook, j ohn H enry Stewart, filled out by the American Consulate in Cape Town after the Puako cleared into the port three months after Stewart's death. "Cause of death: Suicide by drowning on the high seas"
JO
When the Puako got underway in Ap ril 19 18 from British Columbia at the start ofher infamous voyage, she was manned by a predominandy green crew led by more seasoned "bucko" mates and, of course, the captain. Puako could maintain nine knots under fu ll sail.
life o n board so uncomfortable and downright miserable that seam en might desert and thus fo rfeit their wages after serving fo r months. This scenario proved ripe for a confl ict to develop between an unscrupulous mas ter's fi scal interest and a seaman's physical interest, which often led to abuses by ships' officers. O n these "hell ships,'' seam en might be viciously beaten by m as ters and m ates, food rations were substandard in quali ty and quantity, and living quarters fell well below m inimal stan dards. N o wo nder that the crews who signed on to voyages under sail were often the dregs of society who had few alte rnatives. This was the state of affa irs in 1834 when Richard H enry D ana Jr. signed o n as a green hand aboard the brig Pilgrim fo r a two-year ro undtrip voyage from Boston to Califo rnia. D ana kept a diary that became the foundation for his classic book Two Years Before the M ast, whi ch had a decided impact on drawing public attention to the deplorable plight of sailo rs. A yea r in to D ana's experience before the mas t, the crew of the Pilgrim was fo rced to witness a brutal and seemingly senseless flogging that made a profound impression on yo ung D ana. In his book, published five years later in 1840, Richard Henry Dana Jr. , 1942
SEA HISTORY 121 , WINTER 2007-08
''Finding oneselfon the wrong side ofa ship's officer, especially a bucko mate, proved more dangerous than anything King Neptune had to offer. " D ana "vowed . .. to redress the grievances and relieve the sufferings of" seam en . Ten years after its publi cation, the US Congress decreed, "Flogging on board vessels of commerce is hereby abolished ." The same act also abolished flogging on board naval vessels. Despite Co ngress's good intent, although flogging stopped, more brutal abuses continued. In the late 1800s, a government comm ission was set u p to examine the situation and suggest legislative refo rms that could rid the industry of the long-existing mistreatment of seam en that was making it so difficult to obtain reliable crews for American ships. On e of the commiss io ners stated that American seam en were underpaid, underfed, overwo rked, and "generally driven about like slaves." M en like Andrew Furuserh knew from firsthand experience the abuse and ill -treatment to which seamen we re subj ected . In June 1885, Furuserh, a seam an himself, joined the fl edgling C oas t Seam en's Union based in San Francisco. Two years later, h e was elected to rhe powerful position of unio n secretary. Thereafter, he wo uld devote his life to the improve ment of co nditions for seafarers. Early in his tenure with the C oas t Seam en's Union, Furuseth urged establishment of The Coast Seamen's journal, a weekly newspaper, which would broadcast the union's message. The opening statement of the first issue announced the paper's miss io n in somewhat archaic prose: With a feeling of natural pride, we ve nture to present to rhe public this opening issue of the Coast Seamen's j ournal . . . we do nor lend ourselves to any delusion; we fully conceive the imm ensity of our tas k. Descendants, as we are, of the House of Want, and the pupils of such grim teachers as extreme hardship and continuous toil, we have even now a woeful apprehension of the scolding, cuffing, and general ill-treatment which this offspring of ours is to receive, especially at the hands of that class of parasites who have grown co rpulent and lazy on the hard earnings, th e ignorance, and the proverbial generosity of the sai lors. H ow they will hare its voice; how th ey will endeavor to stifle it; how they will employ each conceivable soothing charm to rock it to sleep again- for its voice, tiny and insignificam as it m ay seem , is a menace to their obj ects, a death message to their ve ry existence. In early 1892 the Coas t Seam en's Unio n and the Steam shipmen's Pro tective Union m erged to becom e the Sailors' U nio n of the Pacific (S UP). The new amalgamated union fo rmed a com mittee to formulate a comprehensive legislative program that wo uld address the m any deplo rable conditi o ns being faced by seam en. Thar fall, the SUP too k its first visible step in to politics S EA HISTORY 12 1, WINTER 2007-08
by endorsing Jam es G. Maguire, a D emocrat from California, in his bid for rhe U S H o use of Representatives . In return, Maguire became an enthusias tic spo nsor of a bill designed to am eliorate the seafarer's working conditions. An key fac tor in pushing M aguire's bill thro ugh Congress was the disseminacio n of a document tided An Appeal. Attached to the Appeal was a summary commonly referred to as "The Red Reco rd ." "Th e Red Record" was a column feamred in the union's newspaper, marked by an engraving of a hand gripping a bloodcovered belaying pin at its heading, printed in bright red ink. The cases selected for inclusion within the Appeal dealt o nly with occurrences of actual physical violence. Although these were, per-
THE BED BECORD. Being a Bare Outline of ¡some of the Cases of Cruelty Perpetrated Upon American Seamen Between Nove mber, 1887, and the Present Date-"A Round Unvarnished Tale." ECCE!
Andrew Furuseth ofthe Coast Seamen's Union established the union's weekly newspaper, The Coast Seam en's Journal, which featured the column, "The Red Record. " The column first appeared on 18 February 189 4 and published examples ofsadism and abuses on American vessels. It was distributed to union members, made available to the public, and supplied to US Congressmen and became one of the union's most effective weapons in its work to remedy the plight of sailors. Its motto, "Ecce: Tyrannus, "warned readers to "Behold: Tyrants. "
haps, isolated instances, they were obviously selected to illustrate the brutality that was regularly occurring within the industry. Forty of the sixty-four selected cases had been reported at San Francisco; one-third of them involved ships under th e com mand of masters from M aine. Only three of the sixty-four cases resulted in convictions. The rest, including eleven involving murder, were dismissed fo r lack of evidence, lack of witnesses, o r because the alleged brutality was deem ed justifiable discipline. Accused officers often disappeared before they could be arrested . This seem s to have been a favo rite habit of the mate under C aptain Edward Robinson Sewall of the ship Solitaire, out of Bath, Maine. Sewall was a mem ber of the well-known Sewall family fro m Bath. A charge filed afte r the Solitaire arrived in Dunkirk, France, in January 1888 stated that, while the ship was underway in the English C hannel, "rhe second mare called a seam an from
11
The crew of the square-rigged ship Hecla brought charges in 1894 that they had been variously struck with belaying pins, hammers, and marlinespikes. The mates were arrested, but their case was dismissed for lack of evidence. A similar fate awaited a Searsport, Maine, captain, E. D. P. Nickels of the May Flint, who reportedly kicked one man in the testicles, causing a permanent rupture, and "laid bare with a holystone" the face of another. While most of the cases of brutality involved the use of belaying pins, knuckle dusters (brass knuckles), or bare fists, the seco nd mate on the ship Tam O'Shanter was more imaginative. R. Crocker, who stood 6'3 " tall and weighed 260 pounds, was charged on arrival in San Francisco with assaulting several seamen. "One in partirnlar, Harry Hill, bore nine wo unds, By 191 7 the steamship was we!! on its way toward replacing the outmoded sailing ship, and five of them still unhealed," when the young men looking to pursue a seagoing career were looking unfavorably on the arduous life Tam O'Shanter came into port in July under sail This wide-angle view of Cape Town's docks, circa 1920, which shows the Table 1893. Acco rdi ng to the "Red Record: " Bay anchorage in the distance, is witness to that transition. "A piece was bitten out of his left palm, a aloft, knocked him down, jumped on his breast and inflicted mouthful of flesh was bitten out of his left arm, and his left noswounds from which he died the next day." The body was placed tril [had been] torn away as far as the bridge of his nose." Crocker in an after hatch. Four days later "the corpse was so black that had also kicked the seaman our of "pure devilment." While this the bruise could not be distinguished," and the claim was made case was waiting to be tried, Crocker was held on $500 bail. Even that the seaman had died of consumption. The assailant Bed to with the seaman's wounds still visible, Crocker was acquitted. Despite the dissemination of the infamous "Red Record" and England, where he laid low until the ship was about to put to sea, thus avoiding a trial for murder. During that same voyage, the other best efforrs by the seamen's unions, Maguire's bill fai led. Captain Sewall beat up two men for talking while they worked. In December 1898, Congress gave seamen a small token in the The first mate joined in, breaking the nose of one of the men. form of a watered-down piece of legislation called the White Act. When Solitaire arrived in Philadelphia more than a year later, in Instead of addressing new areas of concern, however, it merely April 1889, warrants were issued for the arrest of Captain Sewall clarified, tightened, or strengthened existing regulations. Section and both of his mates on new charges of murder and attempted 22 of the bill, for example, broadened the terms of the 1850 act, murder. The mates managed to flee undetected, and Sewall also which had abolished Bogging by also prohibiting "all other forms disappeared for a time, but not before he had "healed the wounds of corporal punishment," and adding a new provision: violators would be guilty of a misdemeanor and subj ect to imprisonment of all complainants w ith $440 in cash." Edward Sewall's cousin Joseph also shows up in the "Red of up to two years, but it fell to the master to surrender the guilty Record," having arrived in April 1893 at San Francisco aboard the ship's officer to the authorities, ignoring the clear reality that the four-masted barque Susquehanna. Before sailing from New York, master often was the perpetrator of the crime. he allegedly made the remark that he wo uld "knock down and Seamen's leaders were rightly rankled that the White Act had kick sailors whenever he felt like it, and moreover that he wo uld left open this large loophole. The program for seamen's relief, use a belaying pin upon their heads and bodies to save hurting which the unions under Furuseth had begun formu lating in the his knuckles when he felt disposed to punish one of the crew." late 1800s, was again honed, and this time Senator Robert M. When a crewman charged chat he had been viciously assaulted by Lafollette agreed to be the congressional messenger for the cause the first mate while underway, Sewall feigned ignorance. Without of American seam en. LaFollette's bill passed through the House and Senate, but witnesses and evidence, no case could be made. When Joseph Sewall arrived in San Francisco in November 1895 , he and his President William Howard Taft vetoed it at the last moment. Almates were charged again with ill-treatment. An arrest warrant though there was probably no connection, Taft was soundly dewas put out for first mate Ross. Sewall threatened that if Ross was feated in his next bid for reelection, receiving only eight electoral arrested, he would lay charges of mutiny against the crew. The votes against Woodrow Wilson's 435 and Theodore Roosevelt's case was dismissed. eighty-eight. 12
SEA HISTORY 121 , WINTER 2007-08
Lafollette reintroduced rhe bill in rhe new Wilson adminisrrarion, and ir was signed into law by President Wilson one hour before Congress was sched uled to adjourn on 4 March 1915. Known as The Seamen's Acr, ir recodified m any provisions of earlier legislation and added srrong new strictures against abuse. It has proven to be one of the most far-reaching actions ever taken by the US government to protect its merchant seamen. Furuseth wro te to Wilson: "In signing rhe Seamen's Bill, yo u gave back to the seamen, so far as the United Stares can do it, the ownership of rheir bodies, and rhus wiped our rhe las t bondage existing under the American flag. The soil of rhe United States will be holy ground henceforth to the ... seamen. If yo u should need them , yo u would only have to call on them." When Adolph Cornelius Pedersen (left), once the proud master ofan American sailing ship, became Furuseth told W ilson chat America's seajust another number as he was processed at the US Penitentiary, Atlanta, Georgia, in April m en wo uld be ready if he needed them, he 1921. (right) lhe barquentine Rolph's first mate, Frederick "Fighting" H ansen, entered was alluding to the strong possibiliry that McNeil Island Federal Penitentiary in Puget Sound, Washington, on 2 6 D ecember 1922 to America, still neutral in March of 1915 , serve a five-year sentence ofhard labor fo r assaulting seaman Arne A rnesen. might eventually need to call on her merchant m arine to carry uoops and military cargoes to war zones ing" H ansen, first mate of the Rolph. Both vessels were owned by on distant shores . The call came in 191 7, and America's seam en enterprises co ntrolled by San Francisco's popular m ayor, Jam es played an important role in bringing abo ut the Allied victory. Rolph, Jr. , who had a reputation as a true fri end of labor. Ir is It wo uld be nearly five years after irs passage before rhe ironi c thar Mayor Rolph had been one of only two ship owners enforcement of the Seamen's Act was seriously challenged. The who had openly supported rhe provisions of the Seamen's Act. challenge cam e from the officers and owners of two barquenBy the time all the charges and counter charges had wound their rines out of San Francisco. The officers were Adolph Cornelius way through vario us courrs from New York to San Francisco "Hellfire" Pedersen, mas ter of the Puako, and Frederick "Fightto Seattle, rhe officers of both vessels had been given considerable jail time and Jimmy Rolph's compaBy 1903 H ind, Rolph & Co. were shipping and commission merchants for twenty-one ships. nies were ordered to pay an aggregate of Most of those were owned by Hind, Rolph, or its subsidiary companies. Captain Pedersen $22,250 to the seamen of rhe Puako and would serve as master on both the Challenger and the Puako. the Rolph who had endured months of brutaliry aboard vessels owned by Rolph's HIND, ROLPH & 00. enterprises . These landmark settlements, SHIPPING AND COMMISSION MERCHANTS which were princely sums in that period ISLAND LINE ISLAllD WJE and whi ch we re against such a high-profile company, sent a lo ud m essage throughout the industry. Now tested in court, the Seamen's Act of 1915 wo uld henceforth HAWAIIAN ISLANDS HAWAIIAN ISLANDS protect America's seamen. 1, "Challenger"
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. "James Jlolph "
"John G. North " "JA.MitS ROLPH"
302
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SEA HISTORY 121 , WINTER 2007-08
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E. Kay Gibson is a maritime historian who resides in midcoast Maine. She has co-authored four books dealing with US Army marine transportation with her husband Charles Dana Gibson. lhis article is based on research she conducted for her book, Brutaliry on Trial, "H ellfire" Pedersen, "Fighting" H ansen, and the Seamen's Act of 1915, published in 2 006 by University Press ofFlorida.
13
Adolphus Greely and the Lady Franklin Bay Expedition, 1881-1884 by Geoffrey E. Clark, MD n 22 June 1884, in the fri gid air of the high Arctic, a US naval lieutenant leapt onto the craggy shore of Cape Sabine and ran through gale-driven sleet to an ominous pile of grimy canvas. From inside cam e the woeful sound of a human voice. Peering into the darkness of the tent, he barely made out the tattered and emaciated form of U S Army Lieutenant Adolphus G reely, the m an for whom a flotilla of ships and an agonized nation had been searching for mo re than rwo years. Three years earlier, as part of the first International Polar Year, Greely had set out with rwenty-five men to establish a scientific research station at Fort Conger on Lady Franklin Bay, 450 miles from the No rth Pole on Ellesm ere Island. Until the middle of the nineteenth century, Arctic exploration in the Western Hemisphere lay almost entirely within the province of the British Navy. The International Polar Year was the first multi-national effort to collect climate data and geophysical observations according to a rigorous protocol. N o one expected the expedition to be easy. Arctic exploration had always been a story of m aritime enterprise in the world's most hostile environment. The constantly changing ice conditions created ever present hazards-icebergs, impassable
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Greenland
floes that could entrap a ship for years, and the dreaded "nip" in which even the stronges t ships could be caught and crushed to splinters by the implacable ice-the very fate of Sir John Franklin's Erebus and Terror in 1845 and D e Long's Jeannette in 1879. 1 The planners of the Lady Franklin Bay expedition took into account these
Proteus unloading three years worth of p rovisions, equipment, and scientific instruments upon their arrival at Fo rt Conger on D iscovery Harbor.
hazards as best they could when they chartered the wooden steam-whaler Proteus to deliver the party north. Built in Dundee, Sco tland, her hull was massively reinforced and equipped with a steel prow to withstand the impact of the ice fl oes . She was sent northwards with three years' wo rth of fo od and supplies, including a prefabricated house, a steam-launch , and more than rwo hundred scientific instruments. C ritical to the exped ition's success, of course, was the party's safe return. The army was to send a ship full of sto res after the first winter and a year later, in the summer of 1883, anoth er was to sail north and take Greely and his men ho me. In the summer of 1882, G reely's men were disappointed, but not alarmed, when no ship appeared . They had been anticipating mail and fresh supplies from home, but they still had rwo yea rs of foo d supplemented by local gam e and a nearby seam of coal to keep them warm. A full year later, when the bay began to freeze in August and there was no sign of a ship to bring them home, G reely fin ally ordered his m en to abandon the station in complian ce with his backup plan: to retreat 250 miles south to Cape Sabine, where caches
1 In 1892, Arctic explorer Fridtjof Nansen and the naval architect Colin Archer designed a purpose-built vessel, the Fram, with a total ly rounded hull on which the ice could not obtain purchase. This resulted in a hull that wo uld be pushed up by the ice, "like a cherry pit squeezed berween the fin gers" rather than being crushed. Even today, no modern ship dares ve nture into serious ice condi tions unless it has a similar shape, but it is usually reserved for ice breakers because the design causes the ship to roll heavily in open seas.
14
SEA HISTORY 12 1, WINTER 2007-08
of supplies would support them until a ship could meet them. They crammed all their records, scientific instruments, and supplies into the steam -launch and three small boats, leaving little room for rations. What followed became an odyssey that tested Greely and his men beyond their limits. A month into their journey the sea surface froze, immobilizing the steam-launch, which had to be abandoned. Too exhausted to drag the smaller boats over constantly moving ice floes, G reely believed their best chance for survival was to ride the drifting ice south. H e soon discovered he was wrong as they found themselves helplessly adrift and moving away from their destination and out into Baffin Bay, toward certain death. His men were sick, hungry, and angry as they battled the grinding packice and frigid cold. They bitterly resented Greely's decisio n to leave the security of Fort Conger. Some contemplated mutiny, but Greely anticipated their rebellion and adapted his leadership style to prevent the
now in and foresee a winter of suffering, starvation and probably death for some." In October the men discovered a small cache of 25 0 rations-just enough for ten days-with a note from Lt. Garlington, US Army. They fin ally learned what had happened, but the news was far from encouraging. What Greely and his men could not have known was that, in 1882, General William Babcock H azen of the Army Signal Corps had assembled a supply operation under the supervision of his personal secretary and protege, the inexperienced William M. Beebe Jr., a private in the regular Army. The mission was a low priority for the Secretary of War Robert Todd Lincoln and his department, which from the start had opposed the use of the military for what was deemed a civilian operation. Co nsequently, appropriations and authorizations were delayed. Beebe was finally dispatched to St. John's, Newfoundland, where he chartered and supplied another steam-whaler, Neptune. His orders were to proceed to Fort
unraveling of the group and certain chaos. Finally, through sheer luck, the rapidly diminishing ice floe drifted to shore only fifteen miles south of Cape Sabine. To their horror, the party found neither a ship nor any of the promised supplies on the cape, a rocky landscape as barren as the moon and devoid of any game. The party had only one month's rations to get them through eight months of w inter. Greely wrote in his diary, "I am fully aware of the very dangerous situation we are
Conger, but if blocked by ice, he was to leave caches of supplies at Cape Sabine on Ellesmere and directly across on Greenland's Littleton Island . His ship arrived too late in the season and could not proceed north. For reasons that remain unclear to this day, Beebe felt that he did not have the authority to leave more than a ten-day cache in eith er location and returned to St. John's with m ost of the supplies on board. When word was received back in Washington of the failure to re-supply
SEA HISTORY 121 , WINTER 2007-08
Adolphus W Greely onboard the Thetis as they head for St. john's, Newfoundland. Fort Conger, the War Department realized that its reputation was at stake and fears grew concerning the well-being of Greely's party. C learly, the relief operation for the following year must succeed. General H azen determined to take no chances and assigned Lieutenant Ernest A. Garlington, a West Point graduate with a distinguished record, to lead the expedition. The Proteus and its Captain Pike were engaged for a second time, and the navy assigned the Yantic, a barque-rigged steam frigate, to serve as re-supply ship and back-up in case the Proteus encountered difficulties. The Yantic had served with distinction in the C ivil War, but its speed was half that of th e Proteus and it was forbidden to enter the ice-pack, as its hull was not reinforced. In addition, its most recent service had been in the Caribbean, and its crew had no clothes for the Arctic! Garlington planned to proceed to Lady Franklin Bay at the earliest opportuni ty. As a cavalry officer, he had no nautical experience, but he had the foresight to ask for the detail of a Lieutenant John Colwell of the Yantic to serve as his assistant. Leaving the Yantic in Godhavn, Greenland, for boiler repairs on 7 July 1883, Garlington dashed north and arrived at Payer Harbor near Cape Sabine rwo weeks later. He went ashore and examined the m eager cache left by Private Beebe the year before
15
The Arctic steam-whaler Proteus was chartered to take the expedition to Fort Conger in 1881. The ship was well suited for Arctic travel, having been reinforced with extra sheathing and a strong, iron prow. Two years later, it was sent as the second relief effort to retrieve Greely and his men. Sailing north of Cape Sabine, boundfor Fort Conger, the Proteus became trapped in pack ice. In a very short time, the hull was crushed and the ship sank, leaving the relief expedition now in need of rescue itself The crew managed to get supplies and the lifeboats on the ice before the ship was crushed, and then they proceeded south to safety. (l to r) Proteus trapped in the pack ice, the hull is shortly thereafter crushed, and the men scramble to get provisions to the lifeboats just before the ship sinks.
but, unwilling to risk any delay, decided not to supplement it. When he returned to the ship, he saw what he thought was an open lead to the north and urged Captain Pike to get under way immediately. Pike remonstrated that it was too early in the season for the ice to have cleared and that they should wait at least several days. Garlington persisted. Pike later recounted, "I felt ifI did not proceed and the expedition fai led , my lingering at that point might be blam ed. So I went against my better judgment." It proved a fatal mistake. Just a few miles from Cape Sabine the ice closed in, trapping the Proteus. With the tide change, vast flo es of ice bore down on the ship, stripping away its starboard rail and puncturing the coal bunkers below the waterline. The crew and Ga rlington's men struggled to throw provisions and the sm all boats onto the ice and abandoned the ship, which rapidly sank. The Proteus had been caugh t in a deadly "nip." Realizing they would never reach Fort Co nger, Colwell and Garlington ferried a small quantity of supplies back to Cape Sabine in a lifeboat and left a note explaining what had transpired. They then began their own ordeal of crossing Greenland and trying to meet up with the Yantic, which was still 500 miles so uth. When they were fin ally reunited, Garli ngton made no attempt to return to Cape Sabine, and the Yantic retreated to St. John's with its hold still full of supplies! When G reely read Garlington's note, he understood that they were truly abandoned in the Arctic with no
16
hope of rescue until the fo llowing spring. The story of their ordeal at Camp C lay is one of unmitigated misery, endured largely with fo rtitude and ingenui ty. The ra tions were stretched to last through the winter, supplem ented by very limited amo unts of small gam e, one polar bear, and miniscule shrimp-like The men huddled around a makeshift stove which creatures caught in improoften filled the hut with acrid smoke. vised nets. By the arrival of spring, however, the men began to die at shift "Cemetery Ridge." From their diaries a regular pace from starvation and scurvy. it is clear that none of the m en expected Towards the end, the nefarious Private to survive. Meanwhile, news of Garlingto n's toHenry was executed for stealing food and the expedition's doctor, Octave Pavy, tal failure to ei ther reach Greely or leave committed suicide by taking an overdose supplies caused consternation throughof narcotics. As the vernal equinox of 1884 out the country. Unbelievably, Congress approached, only Greely and six oth- debated whether it was worthwhile to ers remained, most so weak they could send another relief expedition on the asno t move from the ragged tent they had sumption that Greely's pany could not pitched on higher gro und near the make- survive the winter. Henrietta Greely and
-------
Part of the arctic whaling fleet off Greenland,- which-- - raced Commander Schley's flotilla to try to rescue Greely's party.
SEA HISTORY 121 , WINTER 2007-08
ocher expediti on parry families launched an intensive lobbying campaign and finally convinced Congress ro fund a rescue-chis rime under rhe direcrion of rhe Navy. H enrietta, a clever and determined woman, also persuaded Congress ro pose a $25,000 reward for the parry's recoverythus creating a competition between the navy and the Arctic whali ng fleets, which immediately prepared to sail north. The relief operatio n cost ten times more than the original expedition and was put under the command of one of the navy's most competent officers, Commander Winfield Scott Schley. H e organized a fleet of ships: the former steam whalers Thetis and Bear and the British naval vessel Alert, which had been on the Nares expedition in 1875 and had been donated to the United States by Q ueen Victoria. Unwilling to risk the humiliation of having the whalers be the first to reach Greely, Schley departed New York on 23 April 1884. His fleet raced north and by 20 June 1884 landed on the Greenland shore directl y across from Cape Sabine. Eager to proceed north to Fort Conger, Schley thought it prudent to ar lease look for messages and leave a cache ar Cape Sabine. On the afternoon of 22 June, the Thetis led the fleer across the srrai r unaware char Greely and his men were nearby. Antici patin g that none of his parry The cairn found on Stalnecht Island by Schley's men proved to be key to Greely's rescue. Greely had his men leave their records and directions to their location there the previous fall. To make it more conspicuous, they placed the brass pendulum they had used to take gravity measurements protruding out of the top
SEA HISTORY 121 , WINTER 2007-08
(above) Commander Schley and Lt. Colwell stand beside the ragged tent at "Camp Clay" where Greely and six of his men were found barely alive. Ensign Charles H arlow was determined to take the photo despite driving wind and rain, 22 June 1884. (below) The rescue ship Theris struggles in a gale while awaiting the boarding of the survivors.
mighr survive, Greely h ad o rdered the precious records of their scientific work be placed in a cairn on a tiny islet off the coas t. Ir was chis cairn thar members of Schley's crew fou nd, along wirh a nore written 2 1 Ocrober 1883, starin g rhe location of Greely's camp. Fearing that the parry could not possibly have survived rhe winter, Schley recalled his m en wirh three blasts on th e ships whistle, and they proceeded aro und the Cape in a rising gale. While Schley's men battled the storm y sea, Greely's sem i-comarose men in rheir co ll apsed tent were roused by a
strange sound mixed wi th rhe whis tlin g gale. Hoping agai nst hope and barely able to move, the most able of th e men struggled ro the shore ro raise an improvised signal Bag ar the very momenr rhe Bear's steam launch, Cub came aro und rhe point. Their long ordeal was fin ally over. The survivo rs were quickly brought on board the Thetis, and the Bear's crew derailed ro search rhe camp sire for remains of rhe dead and any ocher records. The m en were appalled ro find char ar lease six of the bodies had been stripped of their flesh-obvious evidence of cannibalism. For the rest of rheir lives, however, none 17
(above left) The dead are p laced in boiler-plate coffins, as depicted in an illustration from Frank Leslie's Illustrated Newspaper, 1884. (above right) The six survivors of the US Armys Greely Arctic expedition with their US Navy rescuers, at Upernavik, Greenland, 2-3 July 1884. Commander Winfield S. Schley is standing just to the right behind Greely, seated center. of the survivors admitted to having parricipared. Greely's only commenr in his published report was, "I kn ow of no law of God or man that was broken ar Cape Sabine." The navy tried to cover up rhe cannibalism by sealing rhe bodies in sreel coffins wirh rhe instructions rhar rhey be buried without being opened. Schley's rescue Beet returned the survivors to Portsmouth, New H ampshire, where on 4 August 1884 there was a tumultuous reception for both rescuers and
survivors. The celebrations were hardly over when stories of cannibalism appeared in papers across rhe country, creating furrher embarrassmenr for rhe governmenr, which was already being severely criticized for rhe loss of so many lives. Adolphus W Greely wenr on to a long and illustrious career in rhe army, retiring as a major general. H e was the first president of the Explorers C lub and one of the founders of the National Geographic Society. Shortly before his death in 1935,
he was awarded the C ongressional Medal of Honor for service to his country, the fourth up until rhat rime that had been awarded for peacetime valor. Nowhere in the citation is rhere any mention of rhe Lady Fra nklin Bay Expedition. Nevertheless, rhe data Greely's party gathered ar such great cos t provided a baseline, whi ch is being used by rhe current International Polar Year (2007-2008) to track Arctic climate change. -1
Greely and the survivors were received in Portsmouth, New Hampshire, to a heros welcome.
Jeff Clark recently completed a feature film about a modern expedition to retrace Greelys steps titled Abandoned in the Arctic. ft tells the story of Greelys great-great-grandson, James Shedd, who heads to Ellesmere Island to determine for himself whether Greely should be held accountable for the cannibalism and deaths of 19 of his 24 men. Along the way, one of Shedds party is nearly killed during an encounter with moving ice. Find out more about the movie by visiting the web site www.cocked-hat.com. 18
SEA HISTORY 121 , WINTER 2007-08
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SEA HISTORY 12 1, WINTER 2007-08
19
In the Wake of Bounty: A Voyage of Recovery by William H. White
Most people know the story of the mutiny: Fletcher Christian and his cohorts take over HMAV Bounty in the early morning hours of 28 April 1789, put the captain, Lieutenant William Bligh, into a boat with eighteen of his loyal officers and men, and sail the ship back to Tahiti to reunite with their island "wives" and friends. Christian and nine British sailors, along with a handful of islanders, then sail from Tahiti, as Christian feels they would be too vulnerable to discovery because of the island's wellknown location and its accessibility to ships sailing the Pacific. They leave sixteen men behind and sail the ship to an uncharted island called Pitcairn,
Cast Adrift-Mutiny on the Bounty, 28 April 1789
by Paul Garnett
where they set up a colony and burn the Bounty to avoid detection. All but one of the mutineers died there in the first ten years, either at the hand of each other or of natural causes. Those who had stayed behind in Tahiti lived happily, for a time, among their native friends. Then what happened?
O
n 16 March 1790, just short of one year afrer his debacle began, William Bligh, late of HMAV Bounty, presented himself at the Admiralry in Portsmouth , England, and shocked the hierarchy of the Royal Navy with his tale of a heinous mutiny. The yo ung lieutenant had voyaged over three thousand miles
with only rudimentary navigational tools and little food and water in a dangerously overcrowded open boat, landing in Coupang on the island of Timor (Indonesia) afrer forry-eighr days. He then arranged transport back to England, by way of Cape Town, aboard Durch East India merchant ships. Bligh was commended for his brav-
Men Against the Sea-The Bounty's Launch Struggles for Survival on her Voyage to Timor, May, 1789 by Paul Garnett
20
ery, resourcefulness, and determination. The Lords of the Admiralry also granted his request for a court-martial to clear his name, vindicate himself, and restore his honor. Of course, news of this affair spread quickly and the Admiralry properly decided to send out a fast and well-armed ship to recover Bounty as well as the mutineers. It wo uld never do, they reasoned, to ler a successful mutiny stand-it would be bad for morale, as well as national prestige, and possibly could trigger a spate of similar mutinies. The Bounty mutineers were officially dubbed "pirates." HMS Pandora, commanded by Post Captain Edward Edwards, was brought out of ordinary ("mothballs" in today's parlance), fitted our ar Chatham Dockyards, and sailed to Portsmouth for stores and crew. She was armed with twenry 6-pounder carriage guns, four 18-pounder carronades, and twelve 1/2-pounder swivel guns. Also fitting our in Portsmouth was a mighry fleet, commanded by Admiral Lord Howe, preparing to go to war against Spain over a bitter dispute centering on rhe ownership of Nootka Sound on the northwest coast of America. Without question , Howe's fleet had prioriry in receiving
SEA HISTORY 121 , WINTER 2007-08
materiel, men , and supplies; Edwards' mission was clearly less important than a national conflict. Nonetheless, Pandora, with a green crew-provided mostly by the Impress Service, materiel for refitting Bounty (sho uld the ship be found), and enough men to man the vessel for a voyage back to England, left Porrsmouth on a cold , rainy 7 November in 1790. A relatively uneventful passage down the Atlantic to Tenerife for fresh produce and wine and thence to Rio de Janeiro put them at Cape Horn on 3 1 December 1790. Unlike the Bounty, which had spent thirty days attempting to double the Horn before retreating to the Cape of Good Hope three years before, Pandora's passage through those frequently wild waters was a relatively easy ride. She sailed on a rhumb-line course for Otaheite (Tahiti) as directed by her sailing orders. On 23 March 179 1, Captain Edwards set his anchor in Matavai Bay, Otaheite. Captai n Edward Edwards, at 48, was an experienced commander who had been at sea si nce the tender age of eleven. H e wo n his commission at age seventeen and saw actio n in the War for American Independence. During that conflict, he commanded HMS Narcissus, of twenty guns, and single-handedly put down a mutiny involving so me forty-six men. The ringleaders he turned over to British authorities in New York and dealt with the remaining men himself. Most were flogged with as many as one hundred strokes. Edwards took this experience with him and became known as a hard commander and frequent user of the lash; he would brook no ill behavior from his crew or officers. Pandora's sailing orders instructed him to "keep the mutineers as closely confin ed as may preclude any possibility of their escaping, having, however, proper regard to the preservation of their lives, that they may be brought home to undergo punishment due to their demerits." To effect this, upon his arrival in Tahiti, Edwards had built on his ship's poop deck a box, 11 feet by 18 feet, with a single scuttle on the top measuring 18 inches square and secured by a bolt through the top of the coaming. From the inside, the top, which had to fit under the driver boom, provided only sitting or crouching
SEA HISTORY 121 , WINTER 2007-08
The Gathering of the Bounty Men-HMS Pandora, March 1791 headroom . There were, for ventilation, two nine-inch openings cut into the bulkheads and scuppers to allow for drainage. To further preclude "any possibility of escape," the prisoners were m anacled and confined in leg irons affixed to the deck. The crew of the ship immediately dubbed the prison "Pandora's Box." This sobriquet was, of course, a reference to the Greek goddess Pandora and her box of evils, which she opened contrary to her instructions, allowing all the evils of the world to escape. The mutineers were rounded up in a relatively short period of time, some coming aboard voluntarily, others requiring capture. As each of the men, save possibly two of the yo unger ones, had taken "wives" and starred famil ies in Tahiti, the ship was constantly arte nded by native canoes carrying the disconsolate wo men who, as a sign of their grief, cut their heads and arms with sharp shells until they bled profusely. Bosun's Mate James Morrison, late of Bounty, described the scene. "During the time we staid, the weomen wi th whom we had cohab ited on the island came frequently under the stern (bringing their children of which there were 6 born, four girls and two boys, and several of the weomen big with child) cutting their heads till the blood discolloured the water about them, but they were always drive n away by the Caprn's orders
by Paul Garnett
and none of them suffer'd to com e near the ship." Edwards remained, as Morrison related, unmoved by this show and was adamant in his refusal to let any of the prisoners out of the "box" once they had been placed inside. Of the sixteen men Fletcher C hristian had left in Tahiti, fourteen were taken aboard Pandora; two had been ki lled shortly after Bounty sailed away. In six weeks' time, his mission partially completed, Edwards set sail for other islands in the South Pacific, seeking the remaining mutineers and to recover the Royal Navy's vessel Bounty. During this seemingly aimless trek through the islands ofTokelau, Tofua, Fiji, the Friendly Islands, and others, the men incarcerated in "Pandora's Box" remained in co nfinement; they were given no liberties to walk the decks, even singly, nor was the top hatch opened to provide some ventilation. Bosun's M ate Morrison described the condi tions in a later memoir: "The heat of the place when it was calm was so intense that the sweat frequently ran to the scuppers, and produced m aggots in a short time, the hammocks being dirty when we got them we found stored with vermin of another kind which we had no method of eradicating but by lying on the plank; and tho' our friends would have supplied us with plenty of cloth, they were not
21
permitted to do it, and our only remedy was to lay naked; these troublesome neighbors and the two necessary rubs [heads) which were kept in the place helped to render our si tuation truly disagreeable." Pandora's surgeon, George Hamilton, was charged with keeping the prisoners' health sound enough to preclude any dying en roure. It would seem that, while he surely kept chem alive, their condition was desperate enough so as to remove any thought ~·
~:
gan casting about for the "opening in the reef to the south of the Straits." Finally, after two full days, he launched one of the ship's boats to sound the area and, with the weather worsening as darkness fell , the boat did indeed find an opening. The captain sent his second lieutenant, Robert Corner, off in another boat to have a closer look. While they waited to recover the lau nch, leadsmen took soundings, finding the botrom at fifty fathoms. Edwards chose to
deed dire. Attempts to fother the hole (an emergency repair method whereby a sail is run under the hull and wood, cloth, and oakum are jammed into the hole from the inside) were unsuccessful. Hamilton writes: "We baled between life and death, for had she gone down before daylight, every soul must have perished. She now took a heel and som e of the guns they [were] endeavoring to throw overboard run down to leeward which crushed
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COURTESY QUEENSLAN D MlisEUM
Pandora's track through the Pacific. Captain Edwards and his crew sailed from island to island looking for the fugitive Bounty mutineers before giving up and heading west toward Australia, bound fo r England. of further mutiny from their minds. Captain Edwards, concerned that the fourteen wo uld "contaminate" his own crew-they were, in his words, "expert mutineers, skilled in the business"-would hear no recommendation from Hamilton that they be allowed to exercise or "take the air" to relieve them of their inhuman conditions. After searching unsuccessfully for both His Majesty's late armed vessel Bounty and the remaining mutineers, Edwards's window for making the passage through Endeavor Straits, separating New Guinea from New Holland (Australia), was narrowing. His sailing orders noted that the "changes of the monsoons amongst the islands to the westward of Java and about the Endeavor Straits are about May and November . . . there being no dependence on passing thru' the Straits after the month of September or beginning of October ..." It was late August when he headed west seeking the opening in the Great Barrier Reef to the south of Endeavor Straits. On 26 August 1791 , Pandora arrived off Endeavor Straits and immediately be22
heave to and wait until daylight to attempt the passage through the ree( Unfortunately, he did not lay off far enough and, while they were recovering the boat, the tops'ls filled and carried the ship onto a pinnacle of coral, grounding solidly, and wi th each wave that passed, the grinding widened a hole in the ship's bottom. Throughout the night, his crew manned the pumps; even the prisoners volunteered to help with chis chore, but only three were released to do so. Hamilton, described the scene: "It was an exceeding dark stormy night; and the gloomy horrors of death presented us all round, being everywhere encompassed with rocks, shoals, and broken water." Abo ut ten o'clock, the waves had beat the ship over the reef and Edwards let go an anchor in fifteen fathoms. He ordered the guns thrown overboard and continued to keep most of the crew working the pumps. Finally, one of the chain pumps broke. The wind increased and the seas were continuing to mount-their situation was in-
one man to death; abo ut the same time, a spare topmast came down from the booms and killed another man. "The people now became faint at the pumps and it became necessary to give them some refreshment. During this trying occasion the men behaved with the utmost intrepidity and obedience, not a man flinching from his post. We contin ually cheered them at the pumps with delusive hopes of it soon being daylight." With a broken pump and water coming in faster than before, Edwards called a meeting with his officers about a half hour before sunrise. As the ship was now settling fast, it was their unanimo us opinion that there was no alternative but to abandon the ship and save as many of the crew they could. The prisoners were ordered released from their manacles and Josh Hodges, an armorer's mate, was sent into the box to do so. Three men were released, but the hatch in the top of the box was suddenly closed and barred, trap ping the remaining eight prisoners, along with Hodges, inside. Hodges remarked, "Never fear, my boys,
SEA HISTORY 121 , WINTER2007-08
"The Last of the Pandora-29 August 1791" we'll all go to H ell together! " At that point, almost as if in response to his comment, the ship took a great lurch and a general cry went up, "There she goes!" Hamilton described the final moments: "At that instant she took her last heel and while everyone was scrambling up to windward, she sunk in an instant. The crew had just time to leap overboard, accompanying it with a most dreadful yell." Inside the "box," the water had risen to waist deep and, had it not been for Pandora's bosun's mate, William Moulter, the trapped prisoners and Hodges wo uld surely have perished; Moulter ripped off the hatch and threw it into the sea. All but o ne of the prisoners escaped to the water to cling to floating spars and detritus from the wreck for upwards of an hour and a half when they were picked up by one of the ship's boats. Ultimately, four of the fourteen perished, one in the "box" and three in the sea. That Edwards did not order all the prisoners released has been the subject of debate ever since; of the four who drowned, two were still in manacles. Had it not been for the master at arms dropping the keys
SEA HISTORY 12 1, WINTER 2007-08
by Paul Garnett
into the box, Moulter tearing off the hatch at the last minute, and Hodges releasing as many as he could, all the mutineers wo uld have succumbed. Geoffrey Rawson, a British writer who wrote a book on the subject (Pandora Last Voyage, Longmans, Green And Co. Ltd., London, 1963) , called the captain's behavior "atrocious" and wro te that his actions "cannot be condoned. There was absolutely no reason for it. It was, in modern parlance, sheer murder and it is surprising that none of the senior officers on board did not take actio n to release the men ." He went on to add, "Edwards ... showed a wicked and wanton disregard which, in al l circumstances, was totally inexcusable." The now cast-away sailors made for a small stretch of beach abo ut fo ur miles distant (now called Sand Cay), totally devoid of any vegetation, where they wo uld spend a day or so regrouping, taking stock of their provisio ns, and determining their course of action. A boat was sent to the wreck to scavenge, but came away with nothing but some bits of rigging, a chain , and the ship's cat, found clinging ro a stay just above the water. Little had been put
s
into the boats in preparation for abandoning and provisions were spare at best. A sail was spread to provide som e shelter from the relentless sun, and the crew were put on a strict allowance of food and water. Each wo uld receive, daily: three o unces of bread, half an ounce of portable soup, half an ounce of essence of malt (to combat scurvy) , and two small glasses of water and one of wine. Many had swallowed a surfei t of salt water during their travail in the sea and, though their thirst was intolerable, no water was allowed issued the first day. The officers gathered in the captain's tent in the evening to share, by joining their allowance of water, a pot of tea (a paper of tea had been thrown into one of the boats at the time of the wreck), each receiving about one spoonful. The prisoners had no such luxury; Their request for a spare boat sail to use as a shelter from the sun was denied, even though the sail was no t being used. They were, for the most pan, naked and thus fully exposed to the full fury of the sun's rays . Even in these dire circumstances, Edwards was still suspicio us of them. They were kept separate from the crew and given
23
a mouthful of bread to ear and a sm all glass The fo ur boars left Sand Cay on 3 1 of wine, bur no water. They buried each August and, after great travail, privation other in sand up to their necks to avoid the in the extreme, and incredible distress, sun, bur it did little good. Cooped up and reached Coupang, in Timor, on Sunday, our of the sun for the last five months, m ost 17 September 179 1. The m en climbed had their skin burned from head to foo t. rhe sam e steps rhar Bligh and his men had Edwards organized rhe fo ur boars to climbed afte r their journey. The passage carry the crew, officers, and prisoners to had been arduo us, with the prisoners conTimor. Thirty-o ne of the ship's company tinuing to receive harsh treatment. Morriand fo ur prisoners had perished in the so n, in his published journal, wrote of one wreck, leaving ninety- nine survivo rs to incident thusly: "Capen . Edwards ordered me aft. crowd into rhe boars. Edwards commanded one with one officer, nineteen m en , and W irhour assigning any cause, he o rdered three prisoners. The first lieutenant, John me to be pinioned with a cord and lassh'd Larkan , commanded another with George down in the boar's bottom. Ellison [anothH amilton, twe nty-one m en , and two pris- er prisoner), who was asleep in the boat's oners, while Lieutenant Corner rook the bo ttom was ordered to the same punishthird with the purser, twen ty- three men and m ent. "I attempted to reason and enquire two priso ners. The fourth boar was under the command of the sailing mas ter, George what I had now done to be thus cruelly Passmore, and carried nineteen men and treated, urging the disrress'd situation of three prisoners. The officer in Captain Ed- the whole, bur received fo r an answer, 'Siwards's boar was Lieutenant Thomas H ay- lence, you murdering villain-are yo u nor ward, who had been with Bligh when the a prisoner? You piratical dog, what better Bounty mutiny occurred . H e spent fo rry- treatment do yo u expect?' "I rold him that it was a disgrace eighr days in Bligh's boar and had been sent o ur in Pandora because of his knowledge of to the captain of a British m an o' war to the mu tineers and, presumably, his ability treat a prisoner in such an inhuman m anto identify them . ner, upon which he started up in a violent
rage, and snatching a pistol which lay in the stern sheers threatened to shoo t me. I still attem p ted to speak, when he swore, 'By God! If yo u speak another word I'll heave the log with yo u! ' "In this miserable situation, Ellison and I remained fo r rhe rest of rhe passage." After a period of recovery in Coupang, Edwards rook his peo ple and the prisoners to Samarang and thence to Batavia (Java) , the headq uarters of the Dutch East India Company in Indones ia. H e maintained the fo ur gro ups and negotiated passage fo r each in a different D urch vessel. Ar Cape Town, a British vessel (H MS Gorgon) rook one parry including Captain Edwards, Surgeon H amil to n, and all of the prisoners directly to Portsmo uth , England, arriving 20 June 1792. The court-m artial of the surviving mutineers began aboard H MS Duke in Po rtsm outh H arbor on 12 September of rhar sam e year. The trial las ted six days and six mutineers were convicted. O f these, two were pardoned after the conviction and one was reprieved- three were hanged. And Bligh's reputatio n was fo rever besmirched . There are m any iro nies associated wi th the stories of Bounty and Pandora, their
The Trial of the Bounty Mutineers on HMS Duke, September 12, 1792 by Paul Garnett
l
24
I
SEA HISTORY 12 1, WINTER 2007-08
commanders, and their voyages. William Bligh's name became synonymous with tyrant, entering the lexicon of common usage where it still remains. The reputation he gained, not from the mutiny but from the resultant co urt-marital, was created almost entirely by sp in. Fletcher Christian's relatives were well connected, and they used those connections to blacken Bligh's reputation. During the entire voyage in Bounty from England to Tahiti, Bligh had only one man flogged. On the other hand, Edwards was a tyrant and a particularly hard man. He had several men flo gged before Pandora ever got underway from Portsmouth. His treatment of the prisoners speaks eloquently of his mind-set. When Bligh returned to England after his travail, he created a sensation; when Edwards returned, almost no one outside of official circles noticed-there was too much going on elsewhere in the world. By then, the French Revolution was in full cry, George Washington had just become the first American President, and the British House of Commons was debating the merits of abolishing the slave trade. Pandora lay off the G reat Barrier Reef where she sank, untouched for 186 years. In 1977, English filmmaker John Heyer joined with naturalist Steve Damm to make a co ncerted effort to find the wreck. After several days of surveying from the air with a magnetometer, find her they did and duly reported the discovery to the Australian government. In 1979, an archaeological survey was conducted and soon thereafter recovery dives began. The wreck lies in about fifteen fathoms (90 feet-as Pandora's leadsman noted), limiting dives to approximately twenty minutes of bottom time. Over several years, dives by archaeologists recovered thousands of artifacts, including three skeletons. Today these artifacts are housed in the Museum of Tropical Queensland, in Townsville, Australia, in a marvelous exhibit. One of the skeletons was subsequently buried back at the wreck and the site consecrated by clergy. Recovery operations as of this writing have ended, though according to Peter Gesner, chief archaeologist and curator of the exhibit, only about 30% of the thousands of artifacts on the site have been brought to the surface and conserved. Pandora is considered one
SEA HISTORY 121, WINTER 2007-08
of the most significant shipwrecks in the Southern Hemisphere. The Queensland Museum's work excavating the wreck, conserving the artifacts, and exhibiting them to the public is exceptionally well done and a visit not to be missed when you might find yourself on that side of the world. j:, William H. White is a maritime historian specializing in American naval events during the Age ofFighting Sail. He has written five works of naval historical fiction and is a trustee of NMHS, USS Constitution Museum, and a consultant to the 1812 reproduction privateer Lynx. Mr. White's books are well known to readers ofSea History. He is currently working on a new historical novel detailing the story ofPandora's star-crossed voyage. Anticipated release date of this new book is late 2008. Visit www.seafiction.net
for more information on the author and his other books. Paul Garnett is a marine artist from Massachusetts who specializes in maritime historical events, people, and ships. For seven years, he worked as a shipwright on the replica ship Bounty, built for the 1962 MGM movie. Based on this experience, he has been particularly fascinated by the Bo unty/Pandora story and has painted many scenes depicting aspects ofthat history. Many publications have featured his works, including the cover art for all of Mr. White's novels. Visit www.paulgarnett.com for more details. For details on the Pandora story as interpreted through artifacts and records at the Museum of Tropical Queensland in Townsville, Australia, visit their web site at: www. mtq.qm. qld. gov. au.
(above) A silver pocket watch was excavated from the sea floor at the wreck site in 1983. Impressed into the case is the watchmaker's name, j & j Jackson, London, the number 9866, and a 1788 hallmark. It has been attributed to Pandora's surgeon, George Hamilton, as it was found in association with medical implements. (right) In 1984, a bulkhead fireplace was recovered from the stern area ofthe wreck. It was likely the personal property of Captain Edwards as part of the furniture installed in his cabin. Upon his return to England, Edwards listed over ÂŁ500 worth ofpersonal property lost with the ship, including "cabin furniture. "
25
MARITIME HISTORY ON THE INTERNET
Locating Maritime Images
O
ver rhe pasr few years, high-speed inrerner connecrions have made images a viral pan of rhe online experience. Unlike rexr, which a search engine can index word-by-word, finding images online can be rricky work. Search engines can'r (yer) inrerprer rhe conrenr of an image-rhey can only read irs descriprion. Nonerheless, rhere are a number of web sires where you can find grear images of ships and pieces of maririme hisrory. Saving images from one sire ro yo u r compurer is very easy, bur yo u sho uld ar leasr be aware of issues associared wirh digiral piracy-especially if rhe inrenr is ro use rhe image in some published form. A number of rhe sires lisred here offer images rhar can be licensed for use or images rhar allow use rhrough rhe "Creative Commons" licensing srrucrure. You'll discover, however, mosr images on web have no informarion abo ur copyrighr or how rhey may be used. If you are planning on using an image for anyrhing bur your own personal use o n yo ur compurer, rread carefully and always inquire abo ur righrs and reproducrions. Every day, rhe National Archives and Records Administration, rhe Library of Congress, and orher governmenr agencies, from museums ro NOAA ro rhe milirary, are purring more and more images from rheir collecrions online and mosr of rhese are in the public domain. Many companies online offer use of licensed images for a fee. Corbis (www.corbis.com) and Getty Images (www. gettyimages.com) both have enormous coll ections rhar can be viewed online and rhen licensed for specified use. Many, many terms are used ro describe any given image; they also use large thesauri to link synonyms for search terms. Ocher sites, such as www.istockphoto.com or www.snapvillage. com (operated by Corbis), offer royalty-free images . While Corbis, Geery, and orhers are professionally
by Peter McCracken
managed, a growing number of sites allow individuals ro post and share rheir phoros online, and anyone can search these collections. Examples include Picasa (www.picasaweb.com), flickr (www.flickr.com), Fotki (www.fotki. com), PhotoBucket (www.photobucket.com) , and more. Your search relies on the tags assigned by those uploading the photos in the first place, and a lot of chem will use the term "schooner" for barques, brigantines, yawls, ketches, sloops-basically anything w ith sails. The major search engines have image-specific searches; examples include Google (www.google.com), Yahoo! (www.yahoo.com), Ask.com (www.ask.com), and Live Search (www.live.com). In each case, click on "images" ro limit yo ur search ro chat medium. The Wikimedia Commons at www.commons.wikimedia.com offers a large collection of user-conrrib uced images with information abour their copyrighr status. Creative Commons (creativecommons.org/image/) offers a single site for locating images licensed under the Creative Commons license, which allows some reuse. A site called stock.xchng (www.sxc.hu) offers over 300,000 freely-available images. A few maritime-specific image collections exist; one is rhe well-nam ed Pirate Image arch ive at www.beej.us/pirates. Anorh er, at www.shipspotting.com, contains tho usands of images of ships, search able by name. The US Naval Historical Center posts images from their collections online at http://www.history.navy.mil/branches/orgl 1-2.htm. Finding ropic-specific images online is certainly nor as easy as finding text-based resources. So much information rhar's en capsulared in an image cannor be searched by modern search engines, bur rhar will likely change w ith rime and new rechno logy. Unril rhen, the resources lisred above should help some fo lks find useful and relevanr images, nor to menrion provide a grear rime surfing rhose sires for !ors of images you weren't looking for. .!.
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Photo by P. Mathews
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Cunard's three Queens will grace New York Harbor with their presence for the first time 13 January 2008.
SEA HISTORY 121 , WINTER 2007-08
27
Our Ship's Store Prices include embroidery with our NMHS logo featuring our flagship Kaiulani in five colors.
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--. Adams Baseball Cap Adjustable leather strap. Colors available: Cactus, Chamois, Charcoal, Forest Green, Khaki, Denim, Nautical Red. #AD969 $20.00 + $7.95 s/h
Port Authority Ladies 3/4 Sleeve V-Neck T-Shirt
Men's & Women's Denim Shirt Favorite of our staff and members alike, 100% cotton. Double needle stitched. Heavyweight 8oz denim. Color: Light Indigo. #830 S-XL $45.00 + $7.95 s/h, XXL add $4.00, XXXL add $8.00
Men's Outerbanks Pique Polo A time-tested classic . 100% combed cotton, two-button placket with wood-tone buttons. Hemmed bottom with side vents and dropped tail. Colors: Bimini Blue, Black, Red, Royal , Hunter Green, Navy, Gold, Sports Grey, White, Wine. #OBll S-XL $40.00 + $7.95 s/h, XXL add $4.00, XXXL add $8.00
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Tri-Mountain Panda Fleece The Tundra features a shell constructed of 10.5 oz. heavyweight 100% spun polyester Anti-Pilling PANDA FLEECE. Also features two front pockets with zippers, full zipper front, elastic waistband and cuffs. Colors: Red, Imperial Blue, Navy, Khaki , Charcoal, Maroon , Black, Forest Green. #7600 S-XL $72.00 + $7.95 s/h, XXL add $4.00, XXXL add $8.00
Mens Sweatshirt 80% cotton, 20% polyester, rib-knit collar & cuffs w ith lycra , double stitched. Co lors: Ash , Black, Dark Chocolate, Forest, Maroon , Navy, Indigo , Red, White, Dark Heather. G900 S-XL $30.00 + $7.95 s/h, XXL add $4.00
NMHS Calendar for 2008 Based on popular demand, the 2008 calendar includes not only biographies of the artists featured, but also information about the ships compiled by NMHS Chairman Ronald L. Oswald and NMHS President Emeritus Peter Stanford. Calendar sales benefit the Society. Calendar is wall hanging, full color, 11" x 14". $13.95 (or $11.50 for Sea History readers)+ $4.00 s/h To order, call 1-800-221-NMHS (6647), ext. 0, e-mail nmhs@s"ahistory.org, or visit our web site at www.seahistory.org. Allow 2 to 3 weeks for delivery. NY Stat ·sidents add applicable sales tax.
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Weems & Plath Navigator Watch This Swiss-made watch has a rotating bezel which can be set as a visual reminder to monitor elapsed time. The dial and hands are fitted with a gaseous tritium light source (GTLS), a technology formerly only found in professional dive watches. Water resistant to a depth of 330'. Two watch bands- water resistant black Italian calf skin-waterproof black dive band. Strap changing tool included. Please specify black face or white face . #2006 $295.00 + $10.00 s/h
Solid Copper and Brass Anchor Lamp
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Classic 15" tall anchor lamp hand machined in pure heavy-gauge copper with brass trim . The Fresnel style lens is made to magnify the oil lamp light to be visible for 20 nautical miles. USPS Priority Mail. Includes insurance and delivery confirmation.
Hand machined, 10 1/2" tall, solid brass with a heavy glass lens, this is a classic reproduction of a standard cabin lamp used aboard sailing vessels . The tall chimney area allows some of the heat from the lamp to dissipate. USPS Priority Mail. Includes insurance and delivery confirmation.
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Solid Brass Floor Standing Harbor Master Telescope
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This classic solid brass harbor master telescope on mahogany tripod has excellent optics for viewing far away objects such as approaching ships. Tube length is 38" of solid, highly polished brass. The magnification is 32x. The tripod is adjustable to 60" high and is made of solid mahogany with solid brass fittings . UPS shipping, includes insurance. #BR4860 $259.95 + $44.80 s/h
To order, call 1-800-221-NMHS (6647), ext. 0, e-mail nmhs@seahistory.org, or visit our web site at www.seahistory.org. Allow 2 to 3 weeks for delivery.
HISTORIC SHIPS ON A LEE SHORE
Gloucester's Adventure In the summer of2009 , Adventure will begin a new career as an ambassador of the Ciry of G loucester and the state of Massachusetts and as living reminder of the treacherous decades of fishing under sail. She will serve as a marine research vessel, a floating classroom focusing on maritime,
by David H . Rhinelander
the res t of the country. The schoo ner will becom e part of a wider effort to preserve G lo ucester's maritime and fishing heritage and pro mote the ciry's historic wa terfront as a m ajor cultural tourism destination. Adventure was built from a des ign by Thom as J. McManus, who developed the
dventure, the lase of the storied line of dory fishing schooners out of Gloucester, Massachusetts, is on her way to returning to sea to fulfill her role as the flagship of the nation's oldest fishing port. Getting this great G loucesterman ship-shape and foc used on an appropriate 2 1st-century ro le has not been easy. In fact, the mission is not complete. At this momen t, she is back in the water with a rebuilt hull and deck and a new suit of sails on order. To date, the cost has m ounted to $2.5 million , tallying more than the original overly-optim istic estimates, but still well below m any similar restoration or replica proj ects. Savings have been m ade thanks to the dedication of talented shipwrights and skilled volunteers and the donations of free or below-cost m aterials, space, and equipm ent. A flexible timeline has allowed the work to proceed only when funds are in hand . An additional $75 0,000 or more is needed before she will be ready for sea. Altho ugh the project has no t always proceeded as smoothly as hoped, Adventure already has given the old fishing port Captain Jeff Thomas in 19 10 at the helm ofhis schooner Cynthia. Thomas had Adventure a substantial boost. D esignated a N ational built in 1926; he was known as a hard driver and one ofthe best captains in the fishery. H istoric Landmark and an official proj ect of Save America's Treasures, the ship proved cultural, and enviro nmental issues, and a "knockabout" schoo ner in 1898. A Bosa key factor in Gloucester's successful bid meeting place where fishermen, scientists, ton fish dealer and boat designer, M cMafo r a Preserve America G rant and was cited and regulators can work togerher to bring nus sought to design a boar that would las t year by First Lady Laura Bush as an in- about the recove ry of the commercial fish- keep rhe fishermen inboard and get rid tegral part of the ciry's efforts to sustain its ing industry, whose proceeds built rhis of the bowsprit, aptly known as rhe "widciry and a good part of New England and owmaker." M any-too many-fishermen cultural heritage and histo ri c structu res. were lost off the bowsprit in rough seas as rhey were trying to secure the jibs. M cManus accomplished rhis goal by extending the stem to where rhe end of the bowsprit wo uld have been and adjusting rhe standing rigging acco rdingly. The clipper bow
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Adventure steaming between the Boston Fish Pier and Commonwealth Pier in the 1950s. To starboard are the big beam trawlers, whose arrival in the fishery p ut an end to dory trawling. Nonetheless, Adventure was a "highliner, "the biggest money-maker of all time, landing nearly $4 million worth ofcod and halibut during her career. She was the lastt American dory fishing schooner in the NTorth Atlantic when she retired in 1953.
30
SE A HISTORY 12 1, WINTER 2007-08
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of the previous generation of schoon ers was replaced with a rounded convex, or "spoon," bow. Al though this design dominated the fishing Beet in the fi rs t quarter of the twentieth century, today Adventure is one of the las t knockabout schoon ers afloat in the United States. Built for Captain Jeff Thomas, Adventure was launched from the John F. Jam es & So n shipyard in Essex, M assachusetts, on 16 September 1926. Sh e measured 121.6 feet on deck, 24.5 fee t in breadth, and drew 14 feet. H er gross tonnage was 130, net tonnage 62. She was originally fi tted with a 120 horsepower diesel engine. Total cost-about $65 ,000 . The term "schooner" is some 300 years old and describes the rig and sail configuration as opposed to the hull design. Early sailing fis hing craft out of Cape An n were double-ended shallops and two- m asted ketches. A schooner, with a large (som etimes huge) mainsail and smaller foresai l, could outsail the other ri gs, get thro ugh the heaviest weather with a reefed m ain or even just the fo resail, and could be m anaged on the banks by just a few men w ith most of the crew out in the dories. Adventure, carrying fo urteen do ubleended dories stacked on deck, set o ut on her maiden voyage a month after her launching under the command of Captain Thomas. She landed at the Boston Fish Pier just six days later with 70,000 pounds of haddock- quite a firs t haul. Cap tain Thomas, a native of Cape Breton Island, Nova Sco tia, was p artowner of the ship, as was the cusrom in those days. H e was considered one of the best and was known to be a hard driver. H e had been captain of Puritan fo ur years earlier, which many in N ew England still consider the fastes t of all the No rth American fis hing schooners. She was clocked at almos t 15 knots. In fact, it was her sp eed that did Puritan in when she was only 10 1 days old. O n 23 June 1922, Capt. 1h omas was go ing full tilt through the fog off Sable Island, that infamous graveyard of ships more than 100 miles southeast of Nova Sco tia in the Atlantic. Unbeknownst to him, his schooner's speed had put him twenty miles closer to the sand bar than he had reckoned . Puritan ran across the island's northwes t bar. The ship was a rota! SEA HISTORY 12 1, WINTER 2007 -08
loss, but all 22 men aboard survived . In Adventure, Capt. Thomas fished for halibut in the summer and haddock in the winter. On one O ctober trip in 1927, he sailed into Boston with 100,000 pounds of halibut aboard, which sold for $1 1,770. In 1934, Capt. Thomas died at the helm 80 miles off H alifax. H e had just returned to the wheel house after coming down from aloft, where he had been chipping ice off the rigging, when he dropped dead of a heart attack.
A dventure's seco nd skipper was Captain Leo H ynes, a Newfo undlander who took command at age 33. On his first trip, Adventure hauled in 140,000 pounds of fish. Capt. Leo updated his vessel with a larger wheel house and a 230-horsepower diesel, but kept her a dory trawler. Dory
fishing yielded large and lucrative catches, but it was labor-intensive and dangerous. Two dorymates wo uld pull away from their mother ship with three tubs of fishing line. Each of these carefully coiled trawls stretched 2,000 to 3,000 feet and carried 500 or more bai ted hooks. Each trawl was set out tied between two anchored buoys. Then the dorymen wo uld wait. Just as it fell to the captain to decide where to d rop off the dories, it was h e who decided when to sound the ship's horn to signal the men to begin hauling in the trawl. After this backbreaking job, and hopefully with the dories loaded with hundreds of fish, they wo uld then row or sail back to the schooner, sometimes now miles away, and heave their catch on deck. In 1943, Adventure's best year, Capt. H ynes and his crew landed $364,000 dollars' wo rth of fish. By the time she retired from fishi ng in 1953, after almost three decades on the banks, $4 million worth of fish had been hauled aboard-the all-time record fo r a Gloucesterman. During her 27 years as a dory trawler, five crewmen were lost at sea. Although A dven ture herself was still sound in 1953, her fishermen were getting old and the fis hing Beet had switched from sail to diesel. The skills to sail a fishing vessel to and from the banks were being lost, and, likewise, young men were not interested in learning the art of dory trawling. Fortunately, this great Gloucesterman found a second life-"Queen of the
Dorymates board their dory at the port rail, while men at the shrouds prepare to lower away.
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Dories were Loaded on deck with baited trawls, thwarts, oars, mast and sail anchors, and anything they might need until they made it back to the schooner. Dorymates boarded the boats at the rail and were launched as the schooner sailed across the fishing grounds. W indj ammers" ouc of Rockland, Maine. New owners Donald P. Hurd, Dayton 0. Newton, and Herbert Beizer had her converted to accommodace passengers inscead of fish in her holds. The fish pens were removed and chac space was rebuilc as passenger cabins. Mose of che fo'c'sle bunks we re removed as well to allow more space for tables and seacing. The main cabin and galley we re spruced up, and she was fined wich a cue-down suic of sails.
Advemure' s aft cabin in the Jim Sharp era A decade lacer, Captain Jim Sharp boughcAdventure. He had her hull and rigging overhauled, che engine removed and a full sec of new sails cut. She spem che nexc 25 years sailing ouc of Camden, Maine. By 1987, her age finally caughr up wich her, and che US Coasc Guard wichdrew her cercificacion to carry passengers. Capt. Sharp was noc prepared to spend che escimaced 32
$300,000 or more on repairs, but he had no imenrion of letting his storied schooner end her days rotting at a dock. Faced with a large wooden vessel with more mainrenance and bills than he could juscify, Captain Sharp contacted his friend, G loucester historian and sailor Joseph Garland, co ask ifhe could assemble a group in Gloucester that would repair the vessel and assure her a new life back in her old home port. The non-profit Gloucester Adventure, Inc., was formed wich Garland as president and ass umed ownership of Adventure. Adventure sailed uiumphandy past a homecoming fl otilla of watercraft into her old home port on 27 August 1988 with Capt. Sharp at the wheel and 88year-old Capt. Leo Hynes and Joe Garland manning the quanerdeck. Ten days
Adventure was crowned "Queen of the Windjammers" during her days sailing with passengers out of Camden, Maine. later, the 62-year-old schooner won the 1988 Mayor's Race, beating half a dozen other large gaff-rigged schooners by nearly half a mile. Four years later, homeward bound from Newburypo rt, Massachuserrs, Adventure was caught in a violenr squall, which shredded che old couon mainsail and foresai l. Safery concerns abouc che aging vessel led to the decision to stop sailing until she could be wo rked over. The inirial plan was co do some repairs to the bow and port side, but realiry soon set in . "Saving Adventure has proven co be an enormous challenge. The scope of the project has turned o uc to be many cimes greacer chan originally envisioned," recalls board president Marry Krugman, who took over command of the organization at that point. Krugman, a psychology professor ac nearby Salem Stace College and longtime Adventure volunteer, began a systematic and daunting search for funding and for
skilled workers. Meanwhile, the ship remained in che public eye as a classroom and site of very popular Sunday breakfascs and other low-key local activities. Tri-Coastal Marine naval architeccs drew up new plans to comply wich the standards for historic vessel restoration set by the US Secretary of the Interior. Danish shipwrighc Hermann Hinrichsen was put in charge of the work. In 1997, Adventure was hauled at Gloucester Marine Railways, itself a historic faciliry. The hull was moved in 2004 co nearby Rose's Marine. Costs over che years have grown co almost four times the original estimate. The total cost is now expected tO pass $3 million by 2009. As happens with most restoration projects on land or sea, the true scope of the task only became clear as work progressed-anticipating all a wooden ship might need can be particularly difficult before planks have been removed co reveal the condition of her structural timbers. Very litde of Adventure's original white oak and white pine planking and heavy oak frames has escaped the ravages of time. As her frames were exposed, shipwrights discovered thac freshwacer from leaking deck seams and condensation had roued them co the point that the exterior hull
Removal of outer planks on the main cabin revealed extensive rot. By the summer of 2007, a new cabin house was ready for paint.
SEA HISTORY 121, WINTER2007-08
(above left) john Miles faring the new deck; (above right) the fruits ofhis labors. planking had loosened and warped. Many has been painstakingly accomplished and of her centerline structures needed rework- filled with critical attention to details and ing or replacing. Although the keel and accuracy. Labor and resources are scarce. keelson were sound, the horn timbers, We continue to make great strides, but rudder post and box, and bits had to be we're not there yet." replaced . The stern rebuild was more comStill ahead is lots of work below plex and costly than originally planned for. decks-restoring the cabins and fo'c'sle Finding proper timber and skilled to their original configuration, converting craftsmen has been a continual problem. the holds into classroom space, installProject shipwright Hinrichsen contacted ing a new diesel engine and waterproof his brothers who were still working in their bulkheads. Once this work is completed, father's shipyard on the ,....,....,.....,- --...-...---.....-------, Adventure will have to Baltic Sea. They arranged pass a US Coast Guard for the shipment of critiinspection and meet cally-needed old-growth all the requirements of white oak from the Dana Subchapter T (under ish Royal Shipbuilding 100 tons) passenger Forest, trees now set vessel. aside for historic vesKrugman admits that sels. Viking Lumber in during the past deBelfast, Maine, provided cade, he has felt truly long lengths of clear discouraged at times. grade 3-by-5-inch quar"We are a small, underter-sawn white pine deck funded organization, planking. Shipwrights repeatedly teetering on from local yards, caulkthe brink of economic ers from Mystic Seaport, ruin," he said. Lookand m any volunteers put Restoration work on Adventure has ing over his shoulder at everything in place. been extensive. Although the keel and other historic ship resThe latest bit of keelson were sound, most of her other toration projects hasn't good news is the receipt structural timbers have been replaced. always been encouragof a $65, 000 gift from a H ere, the stempost is sandwiched ing. Many were being local family foundation, between new knightheads. done by large musewhich will be used for new rigging and to urns, institutions, or government agencies . buy a full suit of sails from Nathaniel S. Among the projects at the high end of the Wilso n of East Boothbay, Maine. Wilson is scale, for example, is the restoration of the renowned for designing and building sails lumber schooner C. A. Thayer in San Franfor historic vessels, including USS Consti- cisco by the National Park Service with a tution. $ 14-million dollar price tag. Peter N. Souza, vice chair of the Money for Adventure has co me in Board of Directors, is not quite ready to spurts, Krugman explains. "We get a relax. "Each and every step of our proj ect m ajor grant and do so me work, then hit
SEA HISTORY 121 , WINTER 2007-08
a lull, and then get another major grant." An individual m ember of the Adventure's board of directors has contributed more than $5 00 ,000 through a family trust. Other significant contributions came from: the Massachusetts Office of Travel and Tourism, $25 0,000; Massachusetts Historical Commission, $25 0,000; National Park Service, Save America's Treasures, $247,000; Lowe's Charitable and Educational Foundation/National Trust for Historic Preservation, $ 100,000 . "We've come so far now we just can't stop,'' said her old master, Captain Sharp, as he looked over the work last summer. "I hope I can stagger aboard and sail her again." Here's hoping Captain Jim will be at the wheel when Adventure hoists her sails again. There won't be a dry eye or a clear throat when she passes Eastern Point Light at the head of Gloucester harbor and pushes out into the Atlantic. ..t
David H. Rhinelander, a retired Hartford, Connecticut, newspaper writer, has returned to his second home of Gloucester and joined the Board ofDirectors ofAdventure. Gloucester Adventure, Inc. is a 5 01 (C)(3) non-profit agency. Donations and volunteer workers are welcome. (POE 13 06, Gloucester, MA 01931; Ph. 978 281-8079; www.schooneradventure.org)
33
The Mutiny on the Bounty is a story you've probably h eard of before. The tale h as b een told and retold, thousands of times in print and in at least five m ovies. The details of these versions are n ot necessarily true, as writers and directors have taken lots of liberties filling in the gap s about the parts that no one will ever know about.
What is a mutiny and why does the story of this mutiny fascinate us so much? A shipboard mutiny was a revolt against the commanding officers by the crew to pursue some change in their situation. Ir wasn't always a crew violently raking over a ship and sailing away, sometimes it was more of an organized strike to deman d pay increases and better living conditions. In the 18 th century, a mutiny onboard a naval ship was a crime punishable by death . In 1787, the British Royal N avy sent H MAV Bounty (for "H er/ His M ajesty's Armed Vessel"), under the command of Lr. William Bligh, to the South Pacific to coll ect breadfrui t saplings . The plants were to be taken to Britain's C aribbean colonies fo r use as a source of foo d for slaves . The Bounty rook ten months to get to Tahiti and had to sail through some ve ry diffi cult weather along the way. Once they got to Tahiti, Captain Bligh let many of the crew live ashore to gather and rake care of the breadfr uit plants. Life as hore must have been much nicer than it had been on the ship. No storms at sea, fresh food, more freedom to do as they pleased, and th e company of the local Tahitians must have made many of them want to stay there forever. After five months ashore, man y of the sailors had girlfri ends on the island, and at least one of the m en, Fletcher Christian, Bounty's Master's Mate, married a Tahitian wo man . Then it was time to go. Just a few weeks into their return voyage, Fletcher Christian and abo ut a third of the crew forcibly rook command of the ship from Captai n Bligh . For the sailo rs to side with Christian meant char they were choosing to become criminals and that they'd never go home agai n . The mutineers put Bligh and the men loyal to him
into a small boat and cast chem off. The boat couldn't fir all the m en chat wanted to go, so several of them had to stay with the mutineers. As the Bounty sailed away, Bligh and 18 men headed west in the open sea. Remarkably, with neither a chart nor a compass, Bligh sailed the overcrowded boat m ore than 3,600 miles to safety at the island ofTimo r, using just a sextant and a pocket watch . The Bounty mutineers then needed to find an our-ofrhe-way place to settle-our of the way so that the navy would never find them . They stopped at Tahiti and 16 of the m en stayed there. C hristian feared that they'd be roo easy to find if they stayed there-Tahiti was a well-known stop for ships sailing across the Pacific. H e and the rem aining m en , plus their Tahitian wives and fri ends, sailed away to look for a new hom e. They final ly found it at the rem ote Pitca irn Island. Ir was a good choice in that no o ne ever knew what happened to them until 19 years later, when an American ship stopped there and found one of the m utineers still alive. The Americans also met Fletcher Christian's son and several other descendants of the Bounty mutineers. The stories you may have read or seen on film each represent som e aspect of these events. What we'll never kn ow is why Fletcher Christian did what he did. M any versions of the story make Captain Bligh out to be a villain and Fletcher Christian out to be a hero. Recent studies show chat reali ty is, of course, m ore complicated, and that Bligh was probably not the bad guy he's been m ade out to be. The Royal Navy praised him for his success in sailing the open boat back to safe ty with the other men and even promoted him. W ithout any embellishmem, th e historical story is still a great tale-there's adventure on the high seas, romance on a tropical island, a clash of personalities, th e challenge for survival in the open boar, and a lifetime of hiding from the long arm of the law. J,
Great Lakes Ghost Ship: the Cornelia B. Windiate by Cathy Green, Thunder Bay National Marine Sanctua.ry, id you know that one of the busiest waterways in North America is on a freshwater sea? The Great Lakes are the largest group of freshwater lakes on Earth. Back when that part of North America was being settled, there were no highways, no buses, no trains, no trucks. The Great Lakes served as transportation highways for ships carrying people and cargoes from the middle part of the continent to towns and cities along the way and out to the ocean by way of the Sr. Lawrence River and the Erie Canal Thousands of ships that rivaled the size of many oceangoing vessels have plied the waters of the Great Lakes, bur what kind of ships were they? European traders discovered that square-rigged, deep-draft vessels were not suited to the fickle winds and shallow harbors of Lakes Huron, Ontario, Michigan, Erie, and Superior (remember them by the acronym HOMES). By the 1800s, mariners preferred fore-and-aft schooners to move everything, from people to pine trees, around the region. In the Great Lakes region, we can visit 150-year-old ships in person instead of knowing about them solely from records and photos. No, we do not have a time machine-but close! The cold fresh lake water has preserved thousands of shipwrecks so well , it appears as if they .Cornelia B. Windiate have been frozen in time. In the ocean, much of the wood and iron of shipwrecks is destroyed by small wood-eating organisms or corroded by salts, leaving little behind for archaeologists to study. In the Great Lakes, however, it isn't unusual to find a wooden ship from the 19th century sitting on the lake bottom with its hull and cargo intact. A good example is the strange case of the schooner Cornelia B. Windiate. In 1875, the Cornelia B. Windiate, a three-masted grain schooner, sank with all hands during a late-season storm on Lake Huron. Today, the schooner rests 180 feet below the surface, remarkably preserved. Her masts are still standing and her cargo of grain remains stowed in the hold, making her a time capsule from over 130 years ago. Even though none of her crew survived to tell us what happened that day, the Windiate's story can be uncovered through archaeology. Maritime archaeologists from the Thunder Bay National Marine Sanctuary have documented the Windiate with drawings, measurements, photographs, and video. Back on shore, they studied the clues gathered from the wreck site along with documents from the sanctuary's .,l! research collection to hypothesize (make an educated guess) why the ship sank. Port records claimed the ship was overloaded with grain . Diving on the wreck, the archaeologists can see her cargo of grain packed in the hold up all the way up to the deck beams. The hull shows no damage and the hatche are still in place, which indicates the ship did not hit anything or get crushed by lake ice. Weather records from that day reported snow, high winds, and waves on Lake Huron during the hours the Windiate was lost. This information, combined with what they could see on the actual ship underwater, led archaeologists to hypothesize that ice formed on the deck and rigging of the already overloaded schooner. The ice would have made the ship even heavier and unstable, causing it to slowly sink below the waves. You can do your own detective work on the many shipwrecks in the Thunder Bay National Marine Sanctuary at: http://thunderbay.noaa.gov. j:, -
0
n his second world voyage, Captain James Cook explored the southernmost waters of the Earth. Just before Christmas of 177 4, he anchored off a place he named Shag Island. A few weeks later he discovered the islands of South Georgia. He wrote: "The shags and the soundings were our best pilots." A shag is a seabird, also known as a cormorant, related to pelicans and gannets. Shags live in dense colonies, often numbering in the thousands. About thirty different species live beside every major body of water on Earth-both sale and fresh-except the central Pacific Ocean. The most common shag in North America is the Double-Crested Cormorant, which is mostly black. Captain Cook's Blue-Eyed Shags, also known as King Cormorants or Imperial Shags, have a white belly and neck, like penguins. Blue-Eyed Shags can dive more than 300 feet deep to catch fish or other small animals. Scientists think that their wings absorb more water than other birds. This allows chem to dive deeper, but then they need to dry their wings after fishing by holding them outspread. Nautical charts of Antarctic waters show several locations with shag or cormorant in their name. There's a Shag Rock, a Shag Point, and a Cormorant Island. Because of che strong smell of bird guano, sai lors named one place Shagnasty Island! Blue-Eyed Shags do not stray far from land, so, like Captain Cook, early sealers surely used these birds to help them navigate
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ac sea. Shackleton wrote: "An hour later we saw two shags sitting on a big mass of kelp and knew then chat we must be within ten or fifteen miles of che shore. These birds are as sure an indication of the proximity of land as a lighthouse is, for they never venture far out to sea. We gazed ahead with eagerness, and at 12:30PM, through a rifr of clouds, McCarthy caught a glimpse of the black cliffs of South Georgia ... .le was a glad moment. Thirst ridden, chilled, and weak as we were, happiness irradiated us." Antarctic mariners not only used the shags for LAtJp
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navigacion , they also used them for food. Patagonian natives ate these birds, as did European sailor~ who collected shag eggs or ace the birds whole. In 1929, L. H. Mathews wrote: " [Antarctic shags] have a peculiar habit when approached by the whale ships at sea: they fly up towards the vessel and, keeping the same speed as it, fly alongside the crow's nest at the foremast head. This is often the cause of their descrucrion, as they can easily be knocked down so that chey fall on deck, and they are much sought after as a table delicacy in South Geo rgia." A few years later, A. G. Bennet wrote somethi ng similar. He said that in the Antarctic region "shag is another delicacy(!) among whalers." In 1946, an English expedition to Antarctica stewed Blue-Eyed Shag for their Christmas dinner, served with chutney and red whort!eberries . In the next issue of Sea History, we'll return to warmer waters and meet a jellyfish that knows how to sail. J, 012-f"<l'll'.:>€
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this remote, uncharted area. Old log entries from ships show that co rmorants and the islands on which they nested were part of daily navigation. The most famous navigator to use shags was Sir Ernest Shackleton. Shackleton and his captai n, F. A. Worsley, lose their ship Endurance to the Weddell Sea ice pack in 1916. After che ship's company struggled to reach Elephant Island, Shackleton left most of his crew camped there while he, Captain Worsley, and four others set out in a small boat for the island of South Georgia to get help. After sailing 800 miles across some of the most dangerous waters in the world, they finall y spied a bit of floating plant life after 14 days
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~rrive To reach one's destination is to arrive. It was once a p urely nautical expression, and it comes from the Latin "arripare," which means to come to shore.
9~d9et-any mechanical device whose proper name doesn't come immediately to mind. It is said to date back to the 1850s and was originally a sailors' slang word for when they couldn't remember the name of some piece of equipment or part of a ship. lt is thought to come from the French word g!tchette, which m eans "catchpiece of a mechanism."
(Jiristopfier (ol1.1mb1.1s 11.rrivin9 in tfie New World
wiridf~U-a sudden, unexpected piece of good fortune or Tfiis woodsm11.n is enj0Lfin9 Jiis 1.1nexptected windfall.
personal gain. Back in the age of sail, the availability of tall, straight trees was very important, as they were needed to make the masts on sailing ships. The British government reserved acres and acres of forests in England and in the American colonies just for this purpose to maintain their massive navy fleet. Regular citizens were allowed to get timber from these forests as long as they didn't disturb any trees marked with three axe strikes, which represented the king's broad arrow and were used to mark government property, as these were the best trees being saved for the navy. If there was a strong wind or storm, however, and one of these marked trees fell over on its own, woodsmen would be allowed to take it. Getting this unexpected gift of the prized fallen tree became known as a windfall.
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speedi <<A.ri sometimes solArid like "' forei9ri f<A.ri9l.f<A.9e. Listeriiri9 to s<A.Hors t<A.f k, l.fOlA wiU re<o9riize words we l.fSe <A.U die time, bl.ft di<A.t n<A.ve <A. <om pf etef l.f differerit me~riiri9. For ex<A.mpfe. tne "sneet" Ot'l "' S<A.if is "' firie. A "lirie" Ot'l "' snip is tl.t'll.f rope l.fOlA l.fSe to plAU or fie<A.ve ori. Arid, if l.fOlA tf'lirik s<A.iliri9 sfiips fi<A.d fots of ropes oribo<A.rd-diirik "'9"'iri. Most s<A.ifors S<"A.l.f tfi<A.t tfiere <A.re orif l.f severi ropes ori "' sfiip. If l.fOlA tf'lirik l.fOlA kriow tfiem, e-m<A.if l.fS <A.t editori~J@se<A.'1istorl.f.or9.
Your Gift to Support the Work of NMHS by Thomas F. Daly, Trustee, National Maritime Historical Society
M
ost of our members support our work because they want to continue and strengthen our ability to preserve and promote our maritime heritage. They recognize the value in preserving the historic ships that have played vital roles in our history, from the big events to the more everyday work on the water-from the Barde of Trafalgar to the great clippers, to the plain oyster barges that formed the backdrop of the waterfront up and down the East Coast. NMHS members know that the education of the next generation is critical to carrying the memory of our maritime story forward and will provide the future with criti cal thinkers who understand the role couâ&#x20AC;˘rnsy JAM Es KIRK
m aritime heritage has played in the history of our nation and of the wo rld. These pursuits are just some of the work the National Maritime Historical Society, your Society, performs throughout the year. Our members understand how important their support is to NMHS. While the tax consequence of their generosity may not be their first consideration, it is worth knowing about the many ways to give which maximize their tax savings. Gifts of cash are most commo n and immensely appreciated, but a gift of securities or other assets that have increased in value can support NMHS and also be beneficial to the tax savings of the donor. Gifts in a will, living trust, or a plan that provides funds to the Society are all sound ways to give wisely. Your tax-deductible contributions to the National Maritime Historical Society help us preserve America's maritime heritage. Your generosity helps insure that future generations will learn about o ur nation's seafaring past. In your name or the name of a loved one, please consider one of these giving vehicles. -Burchenal Green, NMHS President
IRA Gifts New legislation enables persons 70.5 years or older to make donations up to $100,000 in 2007 from a traditional- or Roth IRA without incurring a tax on the withdrawal. This method of giving is also exempt from the percentage of adj usted gross income limitations imposed on other types of charitable gifts. The donation will pass directly from the donor's IRA ro the Society, so it is nor, for tax purposes, included when calculating the donor's income. This provision is effective only until 31 December 2007, so all gifts must be completed by that dare. Two of our generous members have taken advantage of this Pension Protection Act of 2006. Both highly recommend to others who do not need the additional taxable income that they take advantage of this provision to support our important work and have the money sent directly to the Society, avoiding the tax liability. 38
Outright Gifts Outright contributions, often consisting of cash or appreciated securities, are the most direct way of assisting NMHS. Appreciated Securities: A gift of long-term appreciated securities, either publicly traded or from a private company, may provide greater tax advantages than gifts of cash. The donor can deduct the current fair market value as a charitable gift and avoid any capital gains tax on the appreciation. The deduction can be used to offset the donor's adjusted gross income in the year of the gift, and any unused excess may be carried over to offset income in succeeding years. Gifts to a Community Fund: A donor may cons ider making a gift to a community fund, whereby he can direct that annual contributions from the fund be paid to the National Maritime Historical Society. This gift would be tax deductible for federal income tax purposes. SEA HIST<ORY 12 1, WINTER 2007-08
W
ile heightened security in our om and along inland waterways in the last few years has altered the ease with which cargoes, and the mariners who deliver them, move within our ports, the nature of maritime activity has not changed much over time. Life on the water can still be lonely and isolated; the work mariners perform can be intense and dangerous. One tradition hasn't changed in more than a century-the distribution of thousands of hand-knitted gifts to mariners at Christmastime through the work of the Seamen's Church Institute of New York & New Jersey (SCI) and thousands of volunteer knitters. This holiday season, more than 16,000 merchant sailors will receive handknitted scarves, caps, vests, and other items as part of SCI's Christmas at Sea program. The Seamen's Church Institute distributes the handmade gifts to seafarers coming into the Port of New York & New Jersey and to river mariners along 2,200 miles of our inland waterways from Pittsburgh to New Orleans to Houston. The tradition stretches back to 1898, when comfort "ditty bags" were given to sailors and shipwrecked crews during the Spanish-American War. This effort quickly evolved into woolen and then knitted goods. By World War II , 2,000 knirrers were participating in the program. Today nearly 4,000 knitters, representing various denominations and service groups, provide the handmade garmems for the Christmas packages. Well known in knitting circles across the country, some
Mariners on the Ohio River wearing SCI's special "river mariner" scarves.
Christmas at Sea knitters are second- and third-generation contributors. Knitted and crocheted items are collected year-round at SCI's headquarters in Lower Manhattan. SCI chaplains deliver the gifts directly to vessels in port. While the work of the merchant marine is critical to a global economy, most times it goes unnoticed. The spirit behind the Christmas at Sea program represents the friendliness and compassion Americans feel toward mariners and their work-work that doesn't let up just because it's a holiday. Roger Haskell, captain of the M/V Sea-Land Comet, explains, "Crossing oceans, especially stormy ones at Christmas, can be SCI Chaplain, ReverendJames Kol/in, distribdepressing. There is loneliness in 40-knot utes Christmas at Sea gifts in Port Newark. winds and 35-foot seas that is difficult to express to those who have never experienced it. We received our packages of presents from Seamen's Church Institute in Elizabeth [New Jersey] on November 13th, and here we are more than half way across the Pacific en route from Yokohama to Long Beach on Christmas. Thar's 12 ports and 19 time zones. The fact that there are people who will sit down and make gifts like these for merchant mariners they've never met is truly moving. You have brightened our Christmas away from home. May God bless all of you." Captain Frank Smith, a US river mariner, wrote: "Today it was cold and rainy, and everyone is wearing their scarves. TI1ank you so much!" To participate in the Christmas at Sea program, call Jeanene DeVira at (212) 3499090 or e-mail at cas@seamenschurch.org. SEA HISTORY I 21, WINTER 2007-08
Parrerns can be downloaded directly from their web site: www.seamenschurch.org. Yarn can be provided at no cost to volunteers or knitters can supply their own. Monetary donations from non-knirrers are always welcome and help purchase yarn and pay for shipping.
Christmas at Sea program manager, Jeanette De Vita, sorts through knitted scarves and vests received at SCI in New York City.
The Seamen's Church Institure's mission is to advance the personal, professional, and spiritual well-being of mariners worldwide. Established in 1834, SCI is an ecumenical agency affiliated with the Episcopal Church. J,
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.SHIP NOTES, SEAPORT & MUSEUM NEWS Ocean Classroom Foundation, which owns and operates the schooners Spirit of Massachusetts, Harvey Gamage, and Westward, is consolidating its offices, currently in Westerly, RI, and Rockland, ME, with a move to Boothbay Harbor, Maine. The actual move will rake place over the next few months, while their ships
Captain Christopher Ffansberg at the helm of the Spirit of Massachusetts, with another Ocean Classroom Foundation schooner, Harvey Gamage, coming up from astern. head south to the Caribbean to continue their educational shipboard programs. Town and state officials made a concerted effort to attract the organization to the midcoasr-Maine port. A late summer reception gathered the ships, it supporters, and the public to officially welcome the organization to Boothbay Harbor. The move will undoubtedly restructure some of the working environments of rhe administrative staff, bur the ships will continue to sail the waters between rhe Caribbean and the Canadian Maritimes with students of all ages under sail. The security of a support system in their new consolidated home port will provide more consistent comm unications between staff and crew. With the warm welcome pur our by the local people in the Boothbay area, OCF looks forward to a bright future as it pursues its educational mission. Talent in the region , including a sailmaker, boarand shipbuilders, naval architects, ship supply, etc. will provide a strong base for the maintenance of rhe three ships. (OCF, www.oceanclassroom.org) Professional mariners should make note of the web site www.merchantmarine.com for loads of information on jobs, training, employment, and even a bit of history. . . . The "Save Our History" grant applications for 2008-09 will be available online in January. $25 0,000 in grants of 40
up to $ 10,000 each will be awarded to historical organizations that partner with schools to fund hands-on, experiential educational projects that reach students about their local history and engages them in preservation projects. See www. saveourhisrory.com after the new year.... H-Maritime is seeking a web-editor for its listserv, an online discussion group interested in maritime history, archaeology, literature, policy, and other areas of investigation. Membership in H-Maritime is free. Names are also being sought for book, multimedia, and museum exhibit reviewers. Contact Tim Lynch at tlynch@csum .edu or Laura Chmielewski at laura.chmielewski@purchase.edu .... In September, the Cape Cod Maritime Museum launched the catboat Sarah, the official boat of the Town of Barnstable. 1his 19-foor-long watercraft is a replica of the 1886 Crosby catboat Sarah, designed by Daniel Crosby and built by H erbert F. Crosby. The original Sarah is also in possession of the museum. With a shallow draft and broad beam, Sarah was ideally suited to ply rhe coastal and off-shore
NASOH
waters aro und Cape Cod in pursuit ofborh fin- and shellfish . In later years, the catboat was primarily used for recreation . The building of rhe replica served to both document and preserve the art of traditional wooden boarbuilding and to give visitors a sense of the time and technology required to build a wooden boar in the 19th century. The new Sarah will serve as a floating classroom for Cape residents and visitors. Educational programs will include sailing, meteorology, marine science, and ream building. Funding for the project came from a grant from the Institute of Museum and Library Services. (CCMM, PO Box 443, 135 South St., Hyannis, MA 02601; www.capecodmaritimemuseum.org)
CALL FOR PAPERS
"Defining the Maritime Edge: Ihe History and Archaeology ofInland Environments, Coastal Encounters and Blue \Vtzter Connections" Annual Conference in Pensacola, Florida, 7-11 May 2008 The 2008 annual conference for the North American Society for Oceanic History, h eld jointly this yea r with the Council of American Maritime Museums, will be hosted by the University of West Florida in historic Pensacola, Florida. Known as the "City of Five Fl ags," Pensacola boasts more than 450 years of recorded history as Spain, France, England, the United States, and the Confederacy each sought to rake control of this valuable maritime port. The Program Committee welcomes the submission of indivi<lual papers an<l full sessions, preferring panels with three papers and a chair. Proposals shou ld include a brief abstract for each paper or a onepage abstract for panels and CV's for each participant, including chairs. Graduate students are stron gly encouraged to submit proposals for presentations. Scholars interested in chairing sessions are welcome to send a brief CV to the Program Committee Co-chairs. Please note that all participants must register for the conference. Specific questions may be directed to Program Committee Co-Chair Bill Thiesen at rheisen@earrhlink.net. Deadline for submissions is 31 January 2008. Send or e-mail submissions to the program committee co-chairs: Victor Mastone, Board of Underwater Archaeological Resources, 251 Causeway Street, Suire 800, Boston, MA 02114; vicror.mastone@state.ma.us OR John 0. Jensen, Sea Education Association, PO Box 6, Woods Hole, MA 02543; jensenherirage@cox.net Visit the NASOH web sire for more information: www.nasoh.org/Conference.htm. SEA HISTORY 121, WINTER 2007-08
Singing and performing are among the many skills US Coast Guard cadets learn while in school at the Academy in New London, CT. Nearly one quarter of che scudent body participaces in an array of choral and inscrumencal groups. This pasc October, NMHS members and guests who accended che Society's annual awards dinner ac che New York Yachc Club were creaced to a performance by che cadecs. The chorale is a select group of cadets, culled from che academy's glee club. The group travels extensively throughout the country to perform for both
public and official functions. For more information about how to support the chorale or to see about how to arrange for them to perform at your function, contact: Dr. Robert G. Newton, Director of Cader Vocal Music, USCG Academy, 31 Monhegan Ave., New London, CT 06320; Ph. 800 883USCG (8724); www.uscga.edu) . . . The Spencer Foundation is accepting applications for the 2008 "Spencer Dissertation Fellowship for Research Related to Education" competition. Approximately 30 fellowships of $25,000 are awarded each year by che foundacion to support doctoral candidaces in a variety of fields whose dissertacions "promise to concribute fresh perspeccives to che history, theory, or practice of educacion." (e-mail: fellows@spencer.org; www.spencer.org/ programs/ fellows/ fellow_ awards.hem) ... The Winterthur Museum & Country Estate in Delaware is seeking applicants for its 2008-2009 Research Fellowship Program. Academic, independem, and museum scholars, and advanced graduate students may apply for short- and longterm residential fellowships. Areas of study include, bur are nor limiced to, material culcure, decoracive arts, archicecture, che Atlancic World, licerary culcure, and many ocher areas of social and culcural history. All applicants are scrongly encouraged to search Wintercac (cheir online library cacalogue), visit che museum and library, and discuss
SEA HISTORY 121 , WINTER 2007-08
THERE IS AWORLD TO EXPLORE Pra~ding programs of sea education and adventure aboard
esoooomers HARVEY GAMAGE
SPIRIT OF MASSACHUSETTS ND
WESTWARD.
41
SHIP NOTES, SEAPORT, & MUSEUM NEWS
PLANNINGAOlUISE?
•Small S hips •Sailing Ve sse ls •Expediti ons •Fre ighters •Educational or Traditiona l C rui ses
I Save w ith Trn v Ltips Rate s I ~TravLtiPS~ ;~~; www.travltips.com 800 872-8584
e-mail: info@travlti s.com
SEARCHING FOR A PIECE OF OUR MARITIME PAST?
Ship's Lamps Compasses • Wheels
Balls • lnchars Curiosities of the 7 seas li'IDS, SPIKES & P ALMS FOR THE ::\IARINER G?
Buy • Sell • Trade • Salvage
"'2:>
CHINA SEA Mii.RiNE TR.II.DING Co. 324 Fore St. Portland ME 04101 chin asea@chinaseatrading.com
207 -773-0081
Anne T. Converse Photography
potential research projects with library or curatorial staff members. The suitability of a project to their collections is the primary consideration of the award committee. (e-mail : rkrill@winterrhur.org; www.winterrhu r.org/ research/fellowship. asp) The editors of the World History Review announce the re-issuance of the journal in an online format, housed at Texas State University. The journal welcomes submissions from a variety of disciplinary approaches. (World History Review, Dept. of History, MSC 166, Texas A&M, U niversity-Kingsville, Kingsville, TX 78363; Ph . 36 1593-3608; e-mail : kfdtfOO@ramuk. edu; http: //eco mmons.rxsrare.edu/whr/) ... In August, the steam yacht Cangarda was relaunched in San Francisco Bay after a 3-year restoration project. Owner Bob McNeil, who had just spent millions of dollars on the project, his restoration ream, and guests took a collective sigh of relief afte r the yacht righted itself after nearly capsizing during the launch. The 126-foot boat rolled on its starboard side, dangerously close to fully capsizing, before she came back on an even keel. Cangarda was a shell of a rusted-out hull, barely visible above the water in Boston H arbor when J Class Management took owner-
Ne ith , 1996, Cover photograph
WOOD, WIND ANV WA TE'R A STORY OF TI-IE OPERA HOUSE CUP RACE OF NANTUCKEr
Photographs by Anne T. Converse Text by Carolyn M. Ford Live vicariously through the pictures and tales of Classic Wooden Yacht owners who lovingly restore and race these gems of the sea. 10"x12" Hardbound limited edition 132 pages, 85 full page color photographs For more information contact: Anne T. Converse
P: 508-748-0638 F: 508-355-0070 anne@annetconverse .com www.an netconverse .com
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ship of her in 2000. In 2003 , Bob McNeil, a San Francisco Bay area venture capitalist, bought the vessel and agreed to restore her. He brought on Jeff Rutherford of Rutherford Boar Works to oversee the restoration. Rutherford and McNeil also co llaborated o n the restoration of rhe 1911 Herreshoff P-Class sloop ]oyant and are also working together to restore the schooner yacht Coronet, currently at the International Yacht Restoration School in Newport, RI. For those interested in Coronet and other yacht restoration projects, check our the IYRS open house on 8 December from l 1AM2PM. Prospective students and classic boar enthusiasts will get an inside tour of the
IYRS faci lities and programs. (IYRS, 449 Thames Sr., Newport, RI 02840; www. iyrs.org) . . . The day before the Lake Champlain Maritime Museum closed for the season, more than 120 rowers traveled to Vermont to participate in the James Wakefield Rescue Row. Hosted each year by LCMM at Burlington Bay, yo uth rowing reams from across New England competed in student-built 24- and 32-foot wooden pilot gigs. The event commem orates the daring rescue of the captain, crew, and passengers of the sailing canal boar General Butler by ship chandler
James Wakefield and his son, during a winter storm in 1876. The wreck of the General Butler was discovered in 40 feet of water in 1980 and has been documented by nautical archaeologists affiliated with the museum. The wreck si re lies within the Lake C hamplain Underwater Historic Preserve and can be visited by divers who follow the LCUHP guidelines. For derails on diving the w recks within the Preserve, visit /www. lcmm .org/shipwrecks_history/ uhp /uhp.htm. (LCMM, 4472 Basin Harbor Rd., Vergennes, VT 05491; Ph. 802 475-2022; www. lcmm.org) ... The John Carter Brown Library at Brown University recently awarded 43 fellowships to scholars from around the world for the 2007 -08 academic year. All of the fellows will be doing research in the library's collection of primary materials relating to European discovery, exploration, settlem ent, and development of the New World, the African contribution to the developm ent of the western hemisphere, and indigenous responses to the European incursion. The deadline for the 2008-09 research fellowships application is 10 January 2008. For a listing of fellows in residence and their research topics, plus information and applications, visit their (continued on page 44) SEA HISTORY 12 l , WINTER 2007-08
Join the NMHS group as we sail French Polynesia from Tahiti aboard the luxurious tall ship Star Flyer 7 nights, April 27 - May 4, 2008 Experience the romance of the Golden Age of sail on board the Star Flyer, the first modern-day tall ship to make its home year-round in French Polynesia, voyaging to the legendary Society Islands, the home of Polynesian cultural traditions . This 360 foot luxury mega yacht offers 85 beautifully designed staterooms, an elegant dining room, piano bar, outdoor Tropical Bar and two swimming pools. Enjoy the company of fellow members and meet our president and trustees as we cruise the legendary Society Islands in pampered comfort. Special events we have planned for NMHS members include a presentation on "Tall Ships into the Twenty-First Century" by Burchenal Green, President ofNMHS, and a showing and discussion of"Ghosts of Cape Horn," a film Walter Cronkite calls " .. . the true wine from man's greatest sea adventure , the endeavor to get round Cape Horn under sail."
ITINERARY Sun Mon Tue Wed Thu Fri Sat Sun
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43
SHIP NOTES, SEAPORT, & MUSEUM NEWS (continued from p age 42) web site at www.JCBL.org) ... "Freedom Schooner" Amistad completed its first transAtlantic crossing, arriving in Falmouth, England, on 8 August. As we go to press with this issue of Sea History, Amistad had arrived in Lisbon, Portugal, as part of its 2007-2008 Atlantic Freedom Tour. The tour was arranged for the ship to arrive in London to participate in the commemoration of the 200th anniversary of the Abolition Act and the National Museum's opening of rhe International Slavery Museum on 23 August, the UNESCO designated Slavery Remembrance Day. After leaving Portugal, the schooner will sail along the west coast of Africa, bound for Freetown, Sierra Leone, the original West African homeland of many of the original Amistad captives. Next spring, the schooner will travel to ports in the Caribbean and up the East Coast and Bermuda before returning to her home port in New Haven, CT. (AMISTAD America, Inc. , 746 C hapel St., Suite 300,
Amistad
New Haven, CT 06510; Ph. 203 495-1839; www.amistadamerica.org) ... Last spring, the Toledo-Lucas County Port Authority agreed to take over responsibility for the SS Willis B. Boyer, the Great Lakes museum ship formerly owned by the City of Toledo. Paul C. LaMarre III, the former caretaker of the ship, was taken on by the port authority as the Special Assistant to the President of the Toledo-Lucas County Port Authority and Executive Director of the SS Willis B. Boyer Museum Ship. When the 61 7-foot-long freighter was launched in 19 11 (then named SS Col. Ja mes M. Schoonmaker), she was the largest ship on the Great Lakes. She retired from active duty in 1980 and was opened as a museum ship in 1987. (SS Willis B. Boyer, 1 Maritime Plaza, Toledo, OH 43604; e-mail: plamarre@toledopo rtauthority.org; www.willisbboyer.org) ... Schooner Virgi,nia made a triumphant
44
return to the Chesapeake after traveling to seaports in the northeast this summer. With a win in the Gloucester Schooner Festival under her belt, Captain Nicholas Alley and his crew in Virginia trounced the
report at http: / /sancruaries.noaa.gov/ maritime/expeditions/hassler/) ... USS Intrepid was moved out of a Staten Island dry dock in June to begin the second phase of her two-year restoration. During her haul out, her four propellers were removed (the props were the culprits that dug into the Pride of Baltimore II and Virginia mud during her departure from her berth last year) and more than 5,500 gallons of paint were applied to h er hull and exterior structures . Between now and next fall, the aircraft carrier will undergo a complete overhaul of her interior and exhibit spaces-including restoration of the aircraft aboard, while her home berth at Pier 86 in competition at the Chesapeake Bay Schoo- New York City is undergoing its own repair ner Race in October. In her home waters of work. The USS Intrepid Sea, Air & Space the C hesapeake, Virginia won the race it- M useum plans for the ship to return to Pier self, achieving: first in her class, first across 86 in Manhattan on 26 September 2008 the line, and breaking the course record. Intrepid en route to Staten (Virginia Maritime Heritage Foundation, Island in 2006 500 E. Main Sr. , Norfolk, VA 2351 O; Ph. 757 627-7400; schoonervirginia.org) ... The Smithsonian Institute has recently announced that it has digitized and has made available online many volumes from the Smithsonian Contributions series. Visit www.sil. si.edu/SmithsonianConuibutions. Included in the collections and will re-open to the public on Veterans are the Smithsonian Contributions to: An- Day. You can sign up for a chance to ride thropology (1965-present), History and aboard Intrepid on her homecoming voyage Technology (1969-present) , Marine Sci- across New York Harbor at www.inuepidences (1977-present), and the Smithsonian museum.org. All entries must be completed Folklife Studies (1980-90) .... The Na- by 28 February 2008. Ten people will be tional Oceanic and Atmospheric Admin- selected. . . . The US Coast Guard anistration (NOAA) laid the keel for a new nounced that its Merchant Marine Percoastal mapping vessel, Ferdinand R. sonnel Advisory Committee is seeking Hassler, to be launched in summer 2008. feedback on its mariner- and documentaA 124-ft. small waterplane area twin hull tion licensing program. In an effort to immapping vessel will be the first of its kind prove service to marine professionals, the built for NOAA. Coincidentally, last sum- National Maritime Center is being relocatm er, NOAA sent a team of nautical archae- ed to Martinsburg, West Virginia, the focus ologists to survey the wreck site of the of the RECs across the country is being reCoast Survey's first iron ship, also named structured, and improvements are being Hassler. Ferdinand Hassler, the man (1770- made to its online electronic systems deal1843), was the first superintend ent of the ing with mariners' records, administration US Coast Survey. The original Hassler par- and grading of exams, and online applicaticipated in an 1871 expedition to conduct tion and user fees. If you wo uld like to prodeep-sea oceanographic studies. Years later, vide feedb ack, e-mail the committee at decommissioned by the Coast Survey and MERPACfeedback@gmail. com ... In Ocnamed the Clara Nevada, she wrecked wi th tober, the newly built schooner Spirit of the loss of all hands in 1898 in Alaskan wa- South Carolina launched its first educaters. (Fo r details about this original Hassler tional programming with the Sea Spray vessel, her mission, and the 2007 archaeo- Scouts. The program provides a hands-on logical investigation, visit NOAA's online educational experience for 5th-8 th grade SEA HISTORY 121 , WINTER2007-08
srudenrs, where classroom lessons plans are thrown overboard and substiruted with experiential education . The Sea Spray Scours program will run through the end of November and will resume in March and April of 2008. It is offered to schools through the support of donors to the South Carolina
CALLING ALL MARINE ARTISTS
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Ships Locker www.shipslocker.com Buffalo , NY shipslocker@shipslocker.com 1-800-962-7072 Maritime Foundation. SCMF is developing custom program s with individual schools ranging in length from one day to mulriweek, as well as offering an open enrollment summer camp. Programs will also be designed around an interdisciplinary curriculum rhar focuses on m a th and science wirh extensions into rhe history and literature of South Carolina and its relationship to the sea. (POB 22405, Charleston, SC 29413; Ph. 843 722- 1030; WW\v.scmaritime.org) ... The Ventu ra County Maritime M u seum ann o unced recently that educatio n p rogram grants are now available to qualified sch ools and youth-serving social-service organizatio ns. Available programs include: grade-specific, curriculum standards-based social science programs that utilize the museum's extensive collection of m arine art, ship models, and artifacts ; marine science programs onboard the C hann el Islands Marine Floating Lab afloat in Chann el Islands Harbor; and All About Whales which includes a shore-side program combined with a whale-watching excursion off th e Channel Islands. Qualified schools and organizations receive up to $400 per gro up. Additional funding is available to support p a rticipation in the 3day youth sail training expeditions of the museum's ''At Sea" educa tion program onboard the sailing school vessels I rving Joh nson and Exy Johnson. Over the past ten years, VCMM has raised n early $200 ,000 to enable more rhan 20,000 srudenrs to participate in the elementary education programs at no cost or reduced cost, and nearly 400 youth to participate in rhe shipboard sailing programs. ,!, SEA HISTORY 12 1, WINTER 2007-08
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Marine Art News H
alfway through a two-yea r experiment, the Baltimore Museum of Art and the Walters Art Museum, also of Baltimore, have announced impressive results. Just over a year ago, the two museums dropped all admissions fees in an attempt to increase visitation and the diversity of those who come to see the great works exhibited within. The experiment is a gamble, but was sugges ted as an effo rt to make the museums accessible to all and to integrate them more with the local community. Paid memberships, as anti cipated, have decreased at both museums, but donations are up. Such a move could not have been contemplated without additional means of fin ancial support, which cam e to the tune of $800,000 from a grant from the city and coun ty. Each museum needs to raise $5 millio n by 30 September 2009, but their administrato rs have expressed confidence that they can reach those goals, based o n the overwhelming support, enthusiasm, and check-writing from donors in the area so far. The move is o ne debated at other museums across the co untry. As noble as the move may be, many museums simply cannot afford to operate without admiss ion fees unless an alternative source of fundin g can replace those moni es. The Walters Museum reports that visitation has increased by 55 percent, while the Baltimore Museum of Art's numbers have made a 15 percent jump. Perhaps even more encouraging is that the museum staff have noted that the diversi ty of the people visiting has increased-for many, it is their first visit. Administrators at each museum are encouraged by the numbers so far a nd are pleased to make their collections accessible to al l. (The Baltim ore Museum of Art, 10 Art Museum Drive, Baltimore, MD 21218-3898; Ph. 443 5731700; www.artbma.org. The Walters Art Museum, 600 N. C harles Street, Baltimore, MD 21201; Ph. 410 547-9000; info@thewalters. org; www.thewalters.org. Maritime enthusiasts, look for the special exhibition this spring at the Walters Art Museum, "Maps: Finding Our Place in the World," which wilt feature over 100 exquisite original maps, globes and artifacts. 16 March to 8 June 2008)
A t the other end of rhe spectrum is rhe inaugural sail of Grand Luxe, a new "megayacht" carrying a precious cargo of fine art. On board .1"\..is "SeaFair," a traveling gall ery that will take art for sale on a cruise visiting 34 affluent ports along America's eastern seaboard. The exhibitions are all dockside-o n transits between ports, o nly marine staff and securi ty travel onboard. Dealers are housed in nearby hotels and support staff travel in another vessel that sails alongside the ship. The inaugural tour began in September. This fall, the Grand Luxe will visit ports between Boston and Washington DC before heading south to Miami for the wi nter. These exhib itions are by invitation only. To inquire about the schedule, getting an invitatio n, or exhibiting art, visit their web sire a t www.expoships.com. The works of art vary widely, check the web site for opportunities to visit and purchase marine art. This fall, John Mitchell and Sons of London, England, dealers of 17th-, 18th-, and 19th century European pai ntings will be among those featured. (left) The Fresh Breeze-The Warship 't Wapen van Utrecht' by Willem van de Velde II, a John Mitchell and Sons featured painting with SeaFair..
T
he new pres ident of the American Society of Marine Artists (ASMA), Ian Marshall, has released his new book, Cruisers and La Guerre de Course, with 52 color plates acco mpanied by scholarly text. Read more about it in "Reviews," pages 50-51 of this issue.
T
he Coos Art Museum's Annual Maritime Art Exh ibition wrapped up in September. The featured artist was Dutch Mosert and artist Jim Griffiths won "Best of Show'' with Coming Home. (Coos Art Museum, 235 Anderson Ave, Coos Bay, OR 97420; Ph. 541 267-3901 ; www.coosart.org)
f yo u liked the works of the featured mari ne artist Patrick O'Brien in the las t issue of Sea History, yo u can catch his exhibition, The Civil War at Sea, in person in Portsmouth, VA, through 4 D ecember 2007. (Skipjack Nautical Wares, 629 High Sr., Old Towne Porrsmouth, VA; Ph. 757 399-5012; www.skipjacknauticalwares.com)
I
(left) HMS Kent, Last Hope Inlet, Queen Adelaide, Archipelago, Chile, 1915 by Ian Marshall
46
(right) Duel of the Ironclads by Patrick O'Brien SEA HISTORY 1221 , WINTER2007-08
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Books - by CDR James Cheatham USNR-Ret. "NIGHT BEACHING"-an unscrupulous captain tangles with some "Gator" navy reserve officers, $8.95, and "SAILING THE CAROLINA SOUNDS"-historical places and my favorite people, $10.95. iUniverse Publishers, 2021 Pine Lake Rd., Suire 100, Lincoln, NE 68512; Call roll free 1-800-288-4677 or visit www.iuniverse.com. Custom Ship Models Half Hulls. Free Catalog. Spencer, Box 1034, Quakertown, PA 18951. 1812 Privateer FAME of Salem, MA Sails Daily May - October. Ph. 978-729-7600; www.SchoonerFame.com. Great maritime history books from Washington State University Press. Shop online at ws upress. wsu.edu or call 800-354-7360 for free catalog. BOOKS: It Didn't Happen on My Wtztch and Scuttlebutt by George E. Murphy. Memoirs of forty-three years with United States Lines aboard cargo and passenger ships. Anecdotes of captains, chief engineers, crew members and rhe company office. Web sire: www.gemu rphy.com; e-mail: gemurphy@carroll.com . FREIGHTERCRUISES.COM . Mail ships, conrainerships, trampers . . . Find the ship and voyage that's perfect for you. Ph. 1-800-99-Maris. Model Restoration I Construction, Captain Norman Smith, Great Island Model Shipyard, 106 Lombos Hole Rd., Harpswell, ME 04079; Ph . 207-833-6670; e-mail: dysmirh@gwi.net. Jonesport Nautical Antiques. We offer wo rld class nautical antiques & nautical gifts (old & new) 1-800-996-5655 or on the web at www.nauticalantiques.com. EXPERIENCED MODEL BUILDER. Ray Guinta, PO Box 74, Leonia, NJ 07605; www. modelsh ipsbyraygui nra.com. Art Prints. NYC Fireboats 16" x 20," $ 18 each . Also avai lable for commissioned work. Cal l Steve White, Phone: 7 18-317-5025; e-mail : fdartisrny@aol.com.
ATOMIC 4 parts, carburetors, Oberdorfer pumps, Featherman Enterprises, www.fearhermanenterprises.com , or Phone: 71 7-432-9203.
It's not too late to order your National Maritime Historical Society Holiday Greeting Cards! This William G. Muller painting of the Cunard Line's Mauretania steaming through New York Harbor is new for 2007. For a look at the other cards and to place your order, visit our Ship's Store at the NMHS web site: www.seahistory.org. Don't procrastinatethe holiday season is upon us!
Maritime & Boating Films Maritime Hi story Seafaring Adventure Classic Movies Short Subjects Reviews Visit our website for o Podco sts complete listing of new ond unusuol DVD s ond audio progroms.
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READY ABOUT-Voyages of Life in theAbaco Cays. Entertaining memoirs will make you laugh and learn about living on a Bahama island. Over fifty photos. www.davegalebooks.com. E-mail: davegale@islandmarine.com.
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CLASSIFIED ADVERTISING with Sea Histo ry: To place yo ur classified ad ar $1.60 per word, mail your complete message along with paymem, to: Sea History, Advertising Desk, PO Box 68, Peekskill NY 10566.
OWNE R'S STATEMENT Sea cem ent fil ed I 0 / 0 I / 07 required by the Act of A ug. 12, 197 0 , Sec. 368 5, Title 39, US C ode: Sea H istory is published quanerl y at 5 John Wa lsh Blvd ., Peekskill N Y 10566; minimum subscriptio n price is $ 17 .50. Publisher and editor- in -chief: N on e; Ed itor is D eirdre E . O ' Rega n; owner is ati o nal M a ritim e Hiscorical So ciery, a non-profit corporation; all are located at 5 John Wa lsh Blvd ., Peekski ll NY t 0566. During th e 12 months precedin g O ctober 200 7 th e average number of (A) copies printed each iss ue was 2 5,478; (B) pa id and /o r requ es ted circu lat io n was: (I ) outside county m ail subscriptions 12,686; (2) in -counry subscrip tions O; (3) sales through dea lers, carriers, counter sales, other no n-USP S paid distr ibution 4 59 ; (4) o ther classes m ailed throu g h USPS 444 ; (C) total paid and/o r requ es ted circulation was 13,589; (D ) free d istribution by mail , sa mpl es, complimentary and other 9,36 3; (E) free di str ibu tion outsid e the m ails 845 ; (F) total free distribution was 10,208; (G ) total distributi o n 23,797; (H ) copies not distributed 1,68 1; (I) total [o f I 5G and H J 25 ,4 7 8; (])Percentage pa id and/or req ues ted circu lation 5 7 %. 111' actual numbers for the single iss ue preced ing O ctober 2007 are: (A) to tal number printed 2 5,463; (B) paid and / or requ es ted circul ati o n was: ( l ) outside-co unry mail subscriptions t 6,6 78; (2) in-counry subscriptions O; (3) sa les throu gh dealers, carriers, counter sales, other no n-US PS paid distribution 4 6 0 ; (4) other classes m ail ed throu gh US PS l ,290; (C) to tal paid a nd/ or requ es ted circulation was 18,428; (D ) free di stribu ti on by mail , samp les, co mplim en tary and o th er 3,790; (E) free disrribucion outside rh e ma ils l ,08 0; (F) total free distribu tio n was 4,870 ; (G ) total distribution 23 ,298; (H ) co pies nor distributed 2, 165; (I) total [of I 5G and H J 25,463 ; (]) Pe rcentage pa id and /or requ es ted circulation 79%. 1 certify that the above statem ents are correct and comp lete. (sign ed ) Burchenal G ree n, Exec uti ve Direcro r, N ational M a ritime Histori cal Soci ery.
SEA HISTORY 121, WINTER 2007 -08
CONFERENCES
•Call for Papers, The Journal of Historical Biography, submission deadline for the spring issue is 1 December 2007. The international , peer reviewed, online publication , published twice annually, seeks original contributions on an ongoing basis. Articles can embrace any aspect of historical biography. (Fo r more information, e-mail: jhb@ucfv.ca) •Call for Papers, Annapolis 300 Symposium, deadline 3 1 December 2007, for event to be held 6-7 June 2008 (send your single-page summary, including thesis, sources, conclusions, and a CV, to: Joseph Meany Jr., Program Chair, Annapolis 300 Symposium, 28-30 Cornhill St., Annapolis, MD 2 1401; e-mail: symposium300@aol.com) •American Historical Association, annual conference, 4-6 January, in Washington DC at the Marriott Wardman Park. (www. historians.org) •Society for Historical Archaeology annual conference, 9-12 January 2008, in Albuquerque, NM. Conference theme: "The Public Benefits of Historical Archaeology" (www.sha.org) •Call for Papers, North American Society for Oceanic History and the Council of American Maritime Museums 2008 Annual Conference, deadline 31 January for the event to be held 7- 11 May in Pensacola, FL. For derails, see page 40. (Questions? E-mail program committee co-chair Bill Thiesen at rhiesen@earrhlink. net or visit the NASOH web site at: www. nasoh.org) •New Researchers in Maritime History Conference, 14-15 March 2008 at the Univ. of Salford, Greater Manchester, UK. E-mail g.j. milne@liv. ac.uk for details. •National Popular Culture & American Culture Associations 2008 Joint Conference, 19-22 March in San Francisco, CA. Topics include early maritime literature, contemporary works on seafaring, maritime themes in film, music and television, and historical events. (www.pcaaca.org) •Classic Yacht Symposium, 4-6 Apri l in Bristol, RI. Organized by the Herreshoff Marine M useum and the Sociery of Naval Architects and Marine Engineers. (HMM, 1 Burnside Sr., Bristol, RI 02809; Ph. 40 1 253-5000; e-mail: j.palmieri@herreshoff.
org; www.herreshoff.org) •6th Annual Material Culture Symposium for Emerging Scholars, 12 April, at the Winterthur Museum & Country Estate in Delaware. The symposium provides graduate students and other emerging scholars with a venue for interdisciplinary dialogue relating to the study of material life and cul ture. (For information, e-mail: emerging.scholars@gmail.com or visit: www.udel.edu/ materialcul ture/ emerging__ scholars.html) •Steamship Historical Society of America Annual Meeting, 22-24 June in Baltimore, MD (SSHSA, 1029 Waterman Ave., East Providence, MA 02914; Ph. 40 1 274-0805 ; www.sshsa.org) ExHIBITS
•Mapping the Pacific Coast: From Coronado to Lewis and Clark. The Quivira Collection, through 29 February 2008 at the Columbia River Maritime Museum.
sailing, and traveling on the Chesapeake Bay by Marc Castelli. (www.nauticus.o rg)
•North Atlantic Seas, Schooners and Fisherman: Thomas Hoyne's Paintings of the Grand Banks, at Mystic Seaport (75 Greenmanville Ave., Mystic, CT; Ph. 888 973.2767; www.mysticseaport.org) •Conrad and Australia, 15 November 10 February 2008 at the Australia National Maritime Museum (ANMM, Darling Harbour, Sydney, NSW, Australia; www. anmm.gov.au) •Life~Boat, through 1March2009, at the Peabody Essex Museum. A multi-media show guest-curated by Berlin-based artists Renata Stih and Frieder Schnock, includes paintings, drawings, maps, ship models, posters, photography, video and historical pieces. Video installations of: Watteau's "Embarkation for Cythera," Gericault's "The Raft of the Medusa," and Leutze's "George Washington Crossing the Delaware." (PEM, East India Square, Salem, MA 01970; www.pem.org) FESTIVALS, EvENTS, LECTURES, ETC.
•Moby-Dick: The Marathon, 3-5 Janu-
Q U IVIRA COLLECTION
The entire Quivira Collection is available for viewing online at www.mappingthepacificcoast.com. (CRMM, 1792 Marine Dr. Asroria, OR 97103; www.crm m.org)
•Great White Fleet Centennial Exhibit, opening 14 November at the Ukranian Institute of America in New York C iry. An exhibition of photographs and postcards reproduced from the Naval Historical Center's collection. This spring the exhibition will travel to the Portsmouth Naval Shipyard and the Seabee M useum in Port Hueneme, CA. (Ukranian Institute of America, 2 East 79th St., NYC; Ph. 212 288-8660)
•Full Steam Ahead: Robert Fulton and the Age of Steam, through mid-Dec. at the Albany Institute of History & Art (25 Washington Ave., Albany, NY 12210; Ph. 518 463-4478; www.albanyinstitute.org) •Mudlarking, through December 2007 at the National Maritime Center, Norfolk, VA. 29 sublime watercolors of working,
ary beginning at noon, at the New Bedford Whaling Museum in Massachusetts. A non-stop reading of the great American classic. Spectators welcome. Come and leave as yo u wish. Reservations to be a reader begin at 12:01AM, 15 November. Call 508 997-0046, ext. 151 to sign up for a IO-m inute slot. (NBWM, 18 Johnny Cake Hill, New Bedford, MA 02740; www.whalingmuseum.org) •6th Annual Tribute to the 14th District of the US Coast Guard, 13 March in Honolulu (Coast G uard Foundatio n, 394 Taugwonk Rd. , Stonington, CT 06378; Ph. 860 535-0786; www.cgfdn.org) •Evolution of the Ship, Part II, Mediterranean CruiseTour 2008 , 17 May - 2 June 2008, out of San Diego, CA, led by Maritime Museum of San Diego Executive Director, Dr. Raymond Ashley. A 17day tour tracing the lineage of the Mediterranean ship. Travel organized through a collaboration between the MMSD and STS International Tours. For details, call Erminia Taranto at the museum at 6 19 234-9153, ext. 128. (MMSD, 1492 N . Harbor Dr., San Diego, CA 92101; www. sdmaritime.org)
Reviews Aircraft Carriers at "War: A Personal Retrospective of Korea, Vietnam, and the Soviet Confrontation by Admiral James L. Holloway III, USN (Ret.) (Naval Insti-
Aircraft Carriers at ~r is a must-read for anyone interested in carrier aviation, or for those who wo uld li ke to learn more abo ut one of the most dedicated and important figures responsible for development of the modem United Stares Navy.
tute Press, Annapolis, 2007, 512pp, illus, photos, index, ISBN 978-1-59114-391-8; $34.95hc) ]ASON C HAYTOR Few would be mo re qualified people Woods H ole, Massachusetts rhanAdmiralJames Holloway, distinguished naval aviator, aircraft carrier captain, fl eet Our Country, Right or Wrong: The Life commander, pioneer of the US Navy nu- of Stephen Decatur, The US Navy's Most clear carrier program, and the 20th C hief Illustrious Commander by Leonard Gutof Naval Operations, to discuss the role and tridge (Tom Doherty Associates, New York, evolution of carrier 2006, 303pp, illus, notes, BY ADMIRAL aviation during the index, ISBN 978-0-765JMlES L. HOLLO\\'AY III conflicts and tense 30701 -9; $24.95) UNITED STATES NAVY (RET.J disquiet of the openWhen I first received FOREWORD BY PRESIDENT GEORGE H.W. BUSH ing decades of the this volume to review, I Cold War. Beginning was excited-Decatur is with his transition one of my heroes, and from a destroyer gunhis life at sea has been the nery officer to naval subj ect of two of my own aviator in the waning books. You might imagdays of World War II, ine my dismay when, Admiral Holloway in the preface, Mr. G urrakes the reader on rridge makes the erronehis perso nal journey o us comparison between through the ranks of the Barbary Coast pirates the US Navy, includand our current woes ing his experiences with the terrorists of the during the introducMuslim world. There tion of jet-powered is no connection other aircraft into the fleet and the flying of comthan in the early 19th century, as now, the bat missions over Korea; his experiences in United States was fi ghting against Muslims. Washingto n during the embryonic stages of 1hen, it was for trading rights in the Medithe nuclear carrier program; his time spent terranean, a purely economic and commeron Yankee Station off Vietnam, both as rhe cial cause, and now we fi ght them for reafirst combat captain of the USS Enterprise so ns centering on the idealogy of cultures, a and later as Commander, Seventh Fleer; his much more difficult endeavor. role as commander of the Sixth Fleer CarAnd then, he starts the first chapter rier Striking Force during the Syrian inva- with what, I hope, is purely a typographision of Jordan; through to his 1974- 1978 cal error- missing the year that D ecatur tenure as Chief of Naval Operations. burned the American frigate Philadelphia in Nor a detailed history of US Navy Tripoli Harbor (the actual dare was Februcarrier combat operations, this book, as its ary 1804, bur the book printed it as 1807). title suggests, provides a rare and personal In fai rness, he got it right later in the book, insight into an important peri od in US which leads me to believe it was a purely Naval history, one that saw the transition typographical error, bur an important on e of the navy from a battleship-centered fleer regardless. to a large- deck carrier-centered o ne, the The balance of the book is well writdevelopment and introduction of nuclear- ten, well researched, and provides derails of powered surface ships, and the som etimes Decatur's life which are accurate, important, heated debates within rhe political and and give m eaningful insight to the characmilitary establishments over the roles and ter of this great man. Gurrridge delves into ultimate survival of carrier aviation. the relationships Decatur developed with 50
contemporaries both ashore and at sea; he brings our the m an's thirst for glory and honor with clear and detailed examples without being pedantic, and he makes the reader feel an appreciation for D ecatur, his deeds, and motivations. While the editing could have been better and Mr. Gumidge's lack of comm and of naval terminology detract somewhat from rhe Bow of the story, it is well worth the read and provides a reasonably accurate insight to one of America's great naval heroes. The book will certainly find a home in my library along with other biographies of Stephen Decatur, both contemporary and current. It is, in spite of a few shortcomings, the best one I have seen to date. WILLl.AJ\1 H. WHITE Bellevue, New Jersey
Cruisers and La Guerre de Course by Ian Marshall (M ystic Seaport Museum, Mys tic, CT, xvi + 232pp, plates, drawings, biblio, index, ISB N 978-0-939511-20-4; $60hc) Each of Ian Marshall's several books provides a finely-executed, coffee-table feast of his intriguing wate rcolor paintings, which uniquely combine ships, the sea, and exotic architecture. But his n ewest volume of fifty-two color plates is supplemented by a scholarly text, in rwenty short chapters, derailing rhe rise of the cruiser from its inception in rhe 1860s until W o rld War I. The cruiser m ay be the most misunderstood class of naval vessels. Many people co nsider them "mini-battleships" that support fleer operations and amphibious landings. As M arshall explains, however, the cruiser began as a fast arm o red vessel, built to independ ently range far-di stant seas, with rhe mission to dispiri t and d estroy enemy m erchant shipping. The French concept of "la guerre de course" ("hunting warfare") devolved from the successes of commerce "cruisers" built for the Co nfederate States Navy during the American C ivil War. Marshall shows how the evolution of powerful steam engin es and turbines, armor plate, and rapid-firing guns made the cruiser a fearsome vessel whose existen ce influenced
SEA HISTORY 121 , WINTER 2007-08
international politics and naval strategy. His superb paintings depict the evolution of the type-from USS Wampanoag (1 875) to the K/MS Admiral Graf Sp ee (1 939)-as well as a few related plates: a scene of Arab dhows and two wa tercolors of the P&O liners that would have become principal targets in times of war. M arshall's settings are places where each specific ship visited: Malta, Port Said, Zanzibar, Toulon, Isle of Wight, Macao, Valparaiso, H ampton Roads and m any other ports great and small. Marshall's artistry bears the imprint of a childhood spent near the a tmospheric Firth of Forth by Edinburgh, Scotland, and his subsequent international career as an architect of public and private buildings, w hich roo k him to inspiring locales in Africa and the M editerranean. H e now lives on the M aine coast and serves as president and fellow o f the Ame rican Society of Marine Artists. R O BERT LLOYD W EBB
Nor' easters, blizzards, and hurricanes. Spanish galleons, German U-boats, and presidential yachts. Pirates and privateers. Claiming more than 2,300 vessels since 1632, the Delmarva Peninsula's Atlantic coast rivals North Carolina's Outer Banks for the infamous tide "1l1e Graveyard of the Atlantic." Maritime historian Donald G. Shomette brings these stories to life, featuring the accounts of twenty-five ill-starred vessels-some notorious and some forgotten until now. An appendix provides a complete catalog of all 2,300 recorded wrecks. $60.00 hardcover
Phippsburg, M aine
Captain Bligh's Second Chance: An Eyewitness Account ofhis Return to the South Seas by Lt. George Tobin, edited by Roy Schreiber. (Chatham Publishing, Londo n , 2007, 184pp, m aps, illus, index, notes, ISBN 978- 1-8 61 76280- 1; $34. 94hc) For more than 200 years, the wo rld's fas cination with Captain Bligh, Fletcher Christian, and the mutiny o n the Bounty has not abated . In 179 1, at the h eight of his populari ty in England, William Bligh was ordered to undertake a second voyage to transpo rt breadfruit from Tahiti to the Caribbea n. Lt. George Tobin acco mpanied Bligh as the junio r lieutenant on the Providence, a crack new ship which , unlike Bounty, was well suited for the mission of carryi ng breadfruit plants by the thousands. Larger, full y staffed with offi cers and a contingent of m arines, Providence provided Bligh with the appro priate tools to complete his task. The fac t th at he did this, with few significant p roblern.s, suggests again the peculiar circumstances tha t plagued the Bounty voyage. Tobin provides a lively acco unt of the Providence voyage tha t includes an intim ate and intriguin gly goss ipy acco un t of life in Tahiti. The volume's tid e, clearly designed to attract readers, is slightly m isleading, as Bligh himself plays a minimal role in the narrative. There are, however, so me interesting
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SHIP'S LOG DEClASSIFIED, THE TRUE JOURNEY CAN NOW BE TOLD. his colorful memoir of a young officer's journey half way around the globe aboard a fighting Coast Guard man-o-war during WWII, includes the USS BISBEE as guide ship at the entrance to Leyte Gulf. Illustrated with archival photographs.watercolors and sketches this book is a "must have" for seafarers and marine historians.
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d iscussions of the mutiny and o n the fa re of the mutineers fro m the perspecti ve of 179 1-92. The narrative has much to offer Bounty students, as it provides an example of how things migh t have turned out had Bligh been given appro priate support. Life o nboard the Providence proved extremely heal thy by the standards of the day until the ship reached the disease-infested Caribbean . To bin's descriptions of Bligh are interesting and somewhat veiled, leaving room fo r interpretation. Edi to r Roy Schreiber, author of th ree previous volumes on Bli gh , has do ne an exceptional job wi th this book, and his introductory chap ter will prove valuable to anyo ne interested in the subj ect. The colo red illustrations, maps, and index m ake this volume suitable fo r bo th a general audience and the college classroom. J O H N J ENSEN
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Fitz Henry Lane and Mary Blood Mellen-Old Mysteries and New Discoveries by John W ilmerding (Cape Ann Historical M useum, G loucester, MA, and Spanierman G allery, LLC, New York, 2007, l 12pp, illus, no tes, index, chronology, ISBN 0-94593680-X; $8 5hc) That mys teries remai n, while discoveries continue, regard ing the painter EH. Lane is, in many ways, no t surprising. Lan e has always been an enigmatic figure, whose art o nly came to the fo refront nearly 100 years after his death in 1865. Today, Lane is established as a m as ter of 19th-century American art and progenitor of what came to be known as the Lum inist Movement. H e is sometimes associated with the Hudson River school of grand landscapes, ye t his art is m ore intimate and certainly focused on New England. His influence extends into the present. "New-" o r "modern luminists," such as m arine painter Donald D emers, fo r example, have been di rectly inspired by Lane's vision. Enthusias ts of maritime art can only hold Lane in awe for his soulful, yet accurate, depictio ns of the coastal scenes of Massachusetts and Maine. His tight brush wo rk, his m as tery of light in the transitions of dawn and dusk hold the viewer transfixed in a mood. Sailo rs today have been known to describe the rose colored tranquiliry of a sunrise/sunset harbor scene as a "Fitz H. Lane" m oment, so attached to that mood is his art. Lane captures the effect of light o n
a land/seascape in a uniquely American , if no t Yankee, way. No thing of th e emotio nal looseness of French Impressionism en te rs his carefully de railed views, no swaths of brushed paint. His art is controlled, precise, intell ectual, and yet the paintings glow. They speak to the heart. They d raw the viewer into a m editative state, serve as a window into a wo rld of peace, order, hope. Fo r getting to know Lane, the m an, and better appreciate Lane, the artist, we can thank Prin ceto n art professor John W ilmerding. W ilmerding has been the foremost expert on Lane and his works for the better part of fi fry years. The inspiration fo r this book is the Lane-Mellen exhibition, currently on display at New York's Spanierman Gallery, of which he is curaror (www. spanierman .com; now until December 2007). W ilmerding brings the reader up-rodate o n the most recent of Lane discove ries, while promising more questions than answers and more speculation than closure: Lane's nam e: the artist who becam e known as Fitz Hugh Lane started out life as Na thaniel Rogers, changing his nam e at the onset of his career. Why the "Lane?" Where the "Hugh?" In 2005 , Wilmerding established there never was a "H ugh ," that "H " was actually "H enry" and had been all alo ng. W hat abo ut the debilitating lameness though t to have led Lane to paint? Sails ro M aine with attendant hikes? The monolithic, less than handicapped-friendly ho use he designed fo r himself in Glo ucester? Lam e he was, but apparently not disabled . His association with intellectual peers Em erson, Thoreau, H awthorne, and Lo ngfellow living close by? The influence of fellow painters Church, H eade, Cole, others? The source of his unique visio n? 1 h en there's the rela tionship with his m ost talented disciple, M ary Blood Mellen, wife of a Universalist minister? Wilmerding explores these questio ns in detail before leading the reader into Lane's wo rld through a series of photographs of scenes Lane painted printed in the book side-by-side with the paintings themselves. A new appreciation of Lane's draftsm anship and his artistic license with geography is summarily gained. Finally, the catalogue of exhibiti on paintin gs, ni cely reproduced, is arranged ro invite co mparison between Lane/Mellen renderings . After all, without the paintings there wo uld be little cause for SEA HISTORY 12 1, WINTER 2007-08
a Lane discussion in the first place-Hugh , Henry, or otherwise.
The history of Am erican whaling is a fasc inating sto ry. D espite the proliferation Fitz Henry Lane and Mary Blood M el- of research already done o n the economlen is a must for Lane devotees, students of ics and culture of the fishery, its sources are American luminism , or fo r anyon e looking far from exhausted. Dolin's extensive use of for a good read , thoughtfully illustrated by the collection at the New Bedford Whaling Museum, amo ng other archives, assures inspired paintings. JONATHAN BACON SMITH readers the study is based on solid research Washingto n , Maine (the endnotes by themselves take up the last 75 pages). Readers wi ll be drawn to the retellLeviathan: The History of Whaling in America by Eric Jay Dolin . (W W No r- ing of the exploits of the Confederate raider ton, New York, 2007, 479 pp, notes, bib- Shenandoah decimating the Pacific whaling lio, illus, index, ISBN 978-0-393-06057, fleet during the C ivil War and afrerwards, but the book's strength is its balance of cov$27. 95hc) In this new book by Eric Jay Dolin , erage. Dolin extensively reviews the early the history of American whaling is revealed period of American whaling. H e also highth ro ugh the stories of people and events lights bo th triumphs and tragedies. Adveninvolved in the fishery. The stories of indi- tures into the Arctic in search of the everdiminishing stock of viduals, such as Captain ..,__ whales provided a perfect John Smith-an unsetting for catastrophe. successful whaler who Many ships were lost in returned to England in those frigid waters, when 1614-are interwoven greed and the chase exwith events, such as the ceeded sound judgm ent. New Bedford, MassaThe social and economic chusetts, screening that side of whaling receives packed the O lympia appropriate attention Theater in September by the author within his 1922 to view the locally larger charting of the rise filmed and cast wo rld and decline of the w halpremiere of Down to the ing industry. Addressing Sea in Ships. The l 7ththe rosy view of armchair century Smith claimed whalers, Dolin writes, that he wo uld have "There were those who stayed in New England if whaling had proved successful, w hile the saw it as an exciting and even romantic film audience at the screening knew, from enterprise, most often because they were the first turn of the reel, that they were cons idering it from the safety of their own wa tching a m emorial to the industry that homes. There were others who had a decidhad once made New Bedford one of Amer- edly different image of the profession . . . ica's weal thiest cities. (The pro ud Charles whaling was, during most of the Golden W Morgan played a role in the film. Built Age, a miserable pursuit and the average in 184 1, the 3 14-to n wooden wh aler is the whaleman's lot was depressing." Readers will find frank appraisals of last in survivo r of het breed ; she is undergothe whaling life and the parallel lives of the ing a refit at Mystic Seaport.) Dolin's career includes degrees from whales pursued. This is a riveting sto ry and Brown, Yale, and MIT (in biology and en- one that invites discussion of the history of viro nmental policy) and a position with the human predation in the wo rld's oceans. Nation al Marine Fisheries Service, a part of TIMOTHY J. RUNYAN G reenville, No rth Carolina (NOAA). The author's sympathy for his subject is evident througho ut the work, as is his enthusiasm for the sto ries fro m that New York \liaters: Pro.files from the Edge industry. H e writes m aritime histo ry from by Ben Gibberd, photographs by Randy the perspective of one well-informed by Duchaine (Globe Pequot Press, G uilfo rd, studies and work in marine biology and CT, 2007, 144PP photos, index, ISBN 9780-7627-4133-5 ; $24 .9 5hc) policy. SEA HISTORY 121 , WINTER 2007-08
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The subtitle of this book could have been "profiles in perseverance," as rhe subjects here persist in their maritime obsessions against ferocious odds. Some roil in fami liar traditional marine work places: tugboats, dry docks, fish markers. Bur New York Harbor is a labyrinthine coastline, and many contribute in more peripheral endeavors: Olga Bloom and her much respected Barge M usic, or David Sharps juggling for schoolchildren on the Lehigh Valley #79. Some, like the eelers ofJamaica Bay, are throwbacks to a by-go ne era. Other "throwbacks," like the john ]. Harvey, are being given a lease to the future by stalwart preservationists. Then there are the downright eccentric, like the guerilla swimmer and the cabbie angler with his spark-plug sinkers. The subjects here are eloquent in their passion for the harbor's "corrugated and variegated beauty-the personalities which yo u bumped into and the things you could do and see." These qualities are amplified in the fine photographs which accompany the rexr-rhe beaming eeler on the cover is irresistible! With maritime industry in New York H arbor increasingly imperiled, and so-called "development" increasingly sterile, New York Wtiters: Profiles from the Edge is a welcome plea for the unexpected. ARDEN SCOTT Greenport, New York
The Bosun's Locker: Collected Articles 1962-1973 by Stan Hugill (David H erron Publishing, Yorkshire, England, 224pp, photos, drawings, musical lyrics and notation, index, and list of song titles, ISBN 9780-9540-6824-0; £ 15 .99pb) Sran Hugill (1906-92) is generally credited as the las t "s hanryman" from the age of commercial sail, who publicly presented the songs sung by sailors at labor. His comprehensive book, Shanties from the Seven Seas, has beco me the bible of all who now sing and study these venerable shipboard work-songs. Hugill rounded Cape Horn in the German barque Gustav and also served in rhe square riggers Guy C. Goss and Garthpool (ex-juteopolis). He was shipwrecked in the Cape Verde Islands in 1929 aboard the latter vessel, which proved to be the last voyage ever made by a commercial squarerigger flying rhe "Red Duster" of the British
merchant service. Lare in 2006, in honor of the centennial of his birth, the editors of the British magazine Spin permitted the republi cation of 57 articles Hugill wrote for that publication, which began in 1961 as a fan magazine for m embers of rhe Spinners Folksong Club. Early iss ues of Spin are rarely obtain -
able, so it is an eye-opener, even for Hugill's long-rime fa ns, to be able to read his entertaining and informative essays on ships and shanrying. As per usual , his sailorific drawings make up the illustrations, and he included lyrics and sheer music for songs, variants of well-known shanties and other musical m aterial rhar does not appear in Shanties from the Seven Seas. Only a limited run of The Bosun's Locker was printed, and they are already collector's item s. Remaining copies are available online, or by contacting David H erron Publishing, Wellington Road, Todmorden, Yorkshire OL14 5DY UK; or Ken and Jan Lardner, The Chantey Cabin, 69 Ribble Avenue, Freckleton nr Preston , Lanes PR4 lRU UK. ROBERT LLOYD WEBB Phippsburg, M aine
Mr. Lincoln's Brown Wtiter Navy: The Mississippi Squadron by Gary D. Joiner (Rowman & Littlefield, Lanham, MD, 2007, 199pp, illus, biblio, notes, index, ISBN 0-7425- 5098-2; $24.95pb; also ISBN 0-7425-5098-4; $65hc) The U nited States' Mississippi River naval squadron fought crucial riverine battles during the Civil War. It started out under the command of the army and later was SEA HISTORY 121, WINTER 2007-08
commissioned in to the navy. This eclectic band of vessels and their comm anders was responsible fo r the Union's wes tern victory, and m any of the battles becam e classics of amphibious warfare, clever tactics, and inter-service co-operation . Joiner is scholarly in h is narration of important campaigns, particularly the battles for Vicksb urg and the n aval tactical brilliance of Admirals Andrew Hull Foote and D avid D ixon Po rter, as well as Colonel C harles Eller. D etails abo ut river skirmishes are explained, and, in addition , the author describes and depicts shallow-draft naval vessels clad with iron , railroad rails, chain , tin, cotton, rough timber, rubber, and even barrels of beef, wh eat or oats; a "brown water" armada that included m onitors, Pook turtles, rams, dispatch boats, tugs, tenders, transports, supply vessels, and hosp ital boats-the m ost surprising and amusing being Porter's dum my ironclad. W hile the research is solid, Joiner's writing is uneven , and he left o ut some essential infor mation. Many of the maps
provided fail to show where m any of the battles he described in the text took place. The author frequen tly refers to undefined entities, which serve mostly to frustrate the reader. For example, where was Plum Point, and what are crib, wing, and bracket dams? A visual outline of the m ilitary commanders, their key subordinates, and a timeline would be immensely useful. W ith the myriad of vessel types used by both sides during that conflict, a chapter describing the evolution of their design and the ratio nale for the change is needed- perhaps delineated by the special requirements of riverine warfare. Finally, a chapter condensing M .J . Bennett's Union j acks concerning the vessels' enlisted crew, their backgrounds, racial makeup, and special hardships in contrast with their blue water brethren is lacking. D esp ite these shortcomings, Joiner's Mr. Lincoln's Brown Wttter Navy is a good, scholarly introduction to this neglected aspect of Civil War maritime history. Lours ARTHUR NO RTON Wes t Simsbury, Connecticut
New&Noted Cochrane: The Real Master and Commander by D avid Cordingly (Bloomsbury USA, New Yo rk, 2007, 448pp, illus, notes, index, ISBN 1-58234-534- 1; $32.5 0hc)
Frigate Men: Life on Coast Guard Frigate USS Bisbee, PF-46 During World Ular II by John Badgley, LT (jg), USCGR (New Vintage Press, 2007, 223pp, ISBN 978-14243-3805-4; $ 19 .95hc)
The Slave Ship: A Human History by Marcus Rediker (Viking Press, New York, 2007, ill us, notes, biblio, in dex, 01 823-9; $27.95hc)
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SEA HISTORY 12 1, WINTER 2007-08
Queen Mary 2ÂŽis a ship unlike anything the world has ever known . The largest, longest, tallest, widest and grandest oceanliner ever build, she is destined to become an icon of our time. She has a cache of amenities that is equally unprecedented: 10 restaurants; world famous chefs; a repertory theatre and planetarium. Experience Queen Mary 2 to the Bahamas or New England/Canada from New York, on a variety of short sailings available throughout the 2008 year. Visit a private island in the Bahamas for a 4-day getaway or explore historical cities in New England and Canada over Memorial Day and Independence Day. Queen Mary 2 Weekend Getaways throughout 2008 President's Day Getaway
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Pisa Brothers Travel Service 800-729-74 72 mgr@pisabrothers.com Fares are per person, non-air, based on double occupancy and apply to the fi rst two passengers in the stateroom. Fares do no t apply to single, shares and upper-berth passengers. fares are capacity controlled and based on space availability. Government fees and taxes are addi tional. Offer may not be combinable with other discounts, promotions or shipboard credits. Fares are quoted in U.S. dollars. See applicable Cunard brochu re for terms and definitions that apply to you r booking. Other restrictions may apply. Ship's registry Great Britain. Š 1001 Cunard.
Now you can own this fabulous limited edition print by Christopher Blossom ...
Young America by Christopher Blossom An exclusive limited edition of850 signed and numbered prints. In this early edition from 1980, Christopher Blossom captures the training brigantine in ideal weather with all sails set.
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