Sea History 125 - Winter 2008-2009

Order Now!!

Call Toll Free 1-877-765-2489

or visit www.soldiercity.com/sh

All items shown are available in black or navy blue. Please call for additional colors and sizes.

Shipping and Handling:

$5.95 for first item; add $1 for each additional item.

Cotton Pique Preshrunk Polo Shirt Item # CL3 l 5-SH S-XL: $35.95

Heavyweight Cotton Preshrunk T-Shirt Item # CL305-SH S-XL: $25.95

Poly/ Cotton Fleece Hooded Pullover Item # CL325 -SH S-XL: $45.95

XXL: $39.95; 3XL: $43 .95

XXL: $28.95; 3XL: $30.95

XXL: $49.95; 3XL: $53.95

Send your check /money order to:

SoldierCity, Inc. Attn: SH 1001 Lower Landing Rd. #407 Blackwood, NJ 08012 Please indicate name, hull number, and approximate date served.

..::,sS !>.MERtc..q ~

CV-66

Nylon Weatherproof 3 Season Jacket Item# CL550-SH S-XL: $69.95

6 Panel Cotton Polo Cap Item # CL2 l 5-SH $24.95

5 Panel Wool Blend Cap Item # CL230-SH $29.95

XXL: $73.95; 3XL: $77.95

One Size Fies Al l

One Size Fies All

More Custom Items Available Online at www.soldiercity.com/sh

HARBOR HOPPING IN THE CHESAPEAKE BAY Visit beautiful harbor towns on a leisurely seven night cruise on the Chesapeake Bay. Cruise alongside skipjacks and schooners with ample time to explore maritime museums, Colonial American history, charming waterfront shops, and legendary Chesapeake Bay cuisine. See America like never before.

1-800-814-6880 Call for a free brochure ATLANTIC OCEAN NORTH CAROLINA

•

~®

AMERICAN

CRUISE LINES INC

SEA HISTORY

No. 125

WINTER 2008-09

CONTENTS 10 A Look Astern and the Course Ahead: A Conversation with Sir Robin Knox-Johnston, by Richard du Moulin The recipient of this year's NMHS Distinguished Service Award, Sir Robin shares some thoughts on the world of ocean sailboat racing with NMH S Overseer Richard du Moulin .

14 Whaling Shipwrecks in the Northwest Hawaiian Islands: the 2008 Maritime Heritage Archaeological Expedition to the Papahanaumokuakea Marine National Monument, by Deirdre O 'Regan, with Hans Van Tilb urg and Kelly Gleason 10

This year's research expedition documented five whaling shipwrecks in the Monument, including two wreck sites just discovered by the archaeology team in August.

20 Think in Oceans, by Peter Stanford Surprising discoveries in Sea History 's first thirty-five years suggest the importance ofthe maritime perspective on world history.

22 Sailors' Snug Harbor, by Christina Abel Most ofthe historic buildings of Sailors' Snug Harbor on Staten Island are still there, but the mariners for whom they were built now retire to a facility in coastal North Carolina.

Reporter Christina Abel examines the history ofthis noble institution.

26 Hamburg's New International Maritime Museum, by Gernot Gabel, PhD 14

Take a tour of Germany's new ten-story maritime museum, just opened in June.

28 To the Ends of the Earth: Painting the Polar Landscape, by Samuel Scott This month, the Peabody Essex Museum opens a new exhibition featuring more than 5 0 works by prominent artist-explorers who traveled with historic polar expeditions.

42 Joseph K. Taussig's Welcome to the US Navy: Three Wars in Three Years,

by Evelyn Cherpak, PhD When Naval Cadet Joseph K Taussig boarded a train to join his first ship in 1898, he could not have anticipated he'd so quickly see action in battle. It was the first offour wars in which Taussig would participate in his naval career, three coming in his first three years in the navy.

Cover:

Trypot at French Frigate Shoals,

22

Papahanaumokuakea Marine National Monument photo by Tane Casserley, 23 August 2008 NOAA archaeologists discovered two new whaling shipwreck sites during their recent expedition to the Northwestern Hawaiian Islands. (See pages 14-19)

DEPARTMENTS 4

46

D ECKLOG

5 LETTERS 8 NMHS: A CAUSE IN MOTION 35 MARINE ART NEWS 38 Sea Histo ry FOR Kms

MARITIME HISTORY ON THE INTERNET

48 SHIP NOTES, SEAPORT & MUSEUM NEWS 57 CALENDAR 58 REVIEWS

64

Sea History and the National Maritime Historical Society Sea History e-mail: editorial@seahistory.org; NMHS e-mail: nmhs@seahistory.org;

Web site: www.seahistory.org. Ph: 914 737-7878; 800 22 1-NMHS MEMBERSHIP is invited. Afrerguard $10,000; Benefacror $5,000; Plankowner $2,500; Spo nsor $1,000; Donor $500; Parron $250; Friend $ l 00; Conrributor $75; Fami ly $50; Regular $35.

42

PATRONS

All members ourside the USA please add $10 for posrage. Sea History is senr to all members.

Individual cop ies cosr $3.75 .

SEA HISTORY (issn 0146-9312) is published quarterly by th e Narional Maririme Historical Society, 5 John Walsh Blvd ., POB 68, Peekskill NY 10566. Periodicals postage paid at Peekskill NY 10566 and add'! mailing offices.

COPYRIGHTŠ 2008 by rhe Narional Maririme 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 Response to March 2008 Members Survey O ur organization's strength comes directly from our members and dedicated staff.

Last spring we asked you, our readers, for feedback regarding the focus and direction of yo ur Society and on what you like and would li ke to see in our organization's primary voice, Sea History, through a members' survey. Our Advertising/Merchandising Director, Wendy Paggiotta, teamed up with former NMHS Vice President Norma Stanford to analyze the nearly 900 survey responses we received. Based on their analysis, Wendy submits the following report.

-Burchenal Green, President

NATIONAL MARITIME HISTORICAL SOCIETY PUBLISHER'S CIRCLE: PererAro n, William H.Whire

Thank you for taking the time to respond to our survey that was included on the wrapper of your spring issue. Your input helps us to chart and stay true to our course. The support of our members and advertisers form s the base from which the Society pursues its mission.

The first section of the survey asked how often members read the regular features of Sea History. In addition to the main articles on a wide range of topics in history and the field of maritime heritage, the most popular sections are: Ship Notes, Historic Ships on a Lee Shore, Marine Art News, Book Reviews, and Deck Log-in that order.

In the next section, we asked abo ut what topics interest you most. Our members consistently enjoy reading articles on sea battles, WW2 naval and maritime history, and the merchant marine.

The survey's third section asked yo u to evaluate our Society's mission-81 % feel publishing Sea History is essential, 49% want us to build a national constituency for our maritime heritage, and 37% believe we need to save historic ships.

OFFICERS & TRUSTEES: Chairman, Ron ald L. Oswald; Vice Chairman, Ri chardo R. Lopes; President, Burchenal Green; Vice Presidents, Deirdre O 'Rega n, Nancy Schn aa rs; Treasurer, H . C. Bowen Sm ith; Secretary, Thomas F. Daly; Trustees, Charles B. And erso n, Walrer R. Brown, James Ca reer, David S. Fowler, Virginia Steele G rubb , Karen H elmerso n, Sreven W Jones, Robert Kamm, Ri chard M. Larrabee, G uy E. C. Maidand, John R. McDo nal d Jr., James J. McNamara, Richard Scarano, Philip ]. Shapiro, Peter H. Sharp, Howard Slotn ick, Bradford D. Sm irh, Cesare Sario, Philip J . Webster, Daniel W W halen, W illiam H . White; Chairmen Emeriti, Walter R. Brown, Alan G. C hoate, G uy E. C. Mai tland, Craig A. C. Reyno lds, Howard Slornick; President Emeritus, Peter Stanford

We discovered:

FOUNDER: Karl Korrum (191 7-1996)

94% 77% 91 % 8 1% 58% 58% 78% 42% 46% 73%

of our readers are male are 60+ years of age of our members take yearly vacations are interested in marine art purchase 6 or more books in a year collect maritime items frequent maritime museums are boat owners make 3 or more museum visits per year have a household income of over $75, 000

Now comes the best part of the survey-the comments! As the advertising director, my personal favorite com ment was written by T. R. O 'Dell of Massachusetts, "Yo u didn't mention the advertisements, which I always look for and read! Most of them are interesting and attractive." Robert Mills of Maryland wrote, "A wonderful publication-equally useful to professional mariners, nautical historians, or armchair sai lors." Captain John Torjusen of Washington noted, "It's the only magazine I read cover to cover! Keep up the good work!" Mr. David White of New York, a writer for The New York Times, The journal of Commerce and Fortune, sent us a fab ulous letter, where he wrote, "NMHS is a viral and forcefu l spokesman linking citizens, and those of younger ages, too, to this life of the sea. I will continue my membership in this valuable organization and just wanted to salute you for the critical, major, and vital job you and NMHS are doing." Cyrus Lauriat of Maine let us know that, "I read Sea History from stem to stern every issue and have a nearly complete collection! I realize funds are needed! You manage very well, and I hope support continues to grow." Mr. Lauriat copied the survey and mailed it in because, "I do NOT remove the wrappers from Sea Histo r Jit helps protect my copy on its journeys to sea with me!" Finally, Capt. George Bark of Florida wrote, "You should start a campaign to promote the observance of National Maritime Day, May 22nd, and have it placed on all US calendars."

Thank you for yo ur continued involved membership! Help us keep maritime history alive by purchasing gift memberships for libraries, schools and friends.

Fair winds! Wendy Paggiotta 4

OVERSEERS:

Chairman,

RADM

D av id

C. Brown; Walrer Cronkite, C live C ussler, Richard du Moulin, Alan D. Hutchi so n, Jakob Isbrandrsen, John Lehman, Warren Marr, II, Brian A. McAl lister, John Srobart, William G. Wimerer NMH S ADVISORS: Chairman, Melbourne Smith; D . K. Abbass, George Bass, Fra ncis E. Bowker, Oswald L. Bren, RADM Joseph F. Callo, Francis ]. Duffy, John W. Ewald, T imothy Foore, Wi lliam Gilkerson, Thomas Gillmer, Walter ]. Handelman, Steven A. Hyman, Hajo Kmmel, Gunnar Lundeberg, Joseph A. Maggio, Conrad Milster, W illiam G. Muller, Na ncy Hughes Richardson

SEA HISTORY EDITORIAL ADVISORY BOARD: Chairman, T imothy J. Ru nya n; No rman J. Brouwer, Roben Browning , William S. Dudley, Daniel Finamore, Kevin Foster, John Odin Jense n, Josep h F. Meany, Lisa No rling, Carla Rahn Phillips, Walrer Rybka, Quemin Snediker, W illiam H. Wh ite NMHS STAFF : Executive D irector, Burchenal Green; Membership Director, Nancy Schnaars; M arketing Director, Sreve Lovass-Nagy; Communications Director, Julia C hu rch; Accounting, Jill Romeo; Store Sales & Volunteer Coordinator, Jane Maurice

SEA HISTORY: Editor, Deirdre O'Regan; Advertising Director, We nd y Paggiorr a; Editor-at-Large, Pe te r Stanford; Sea H istory is printed by The Lane Press, S. Burlington, VT

SEA HISTORY 125, WINTER 2008-09

LETTERS Revisiting My Old Ships in the Pages of Sea History I was surprised to see the names of two ships that I am personally acquainted with in the summer issue of Sea History (123).

When I first went to sea in 1957, I sailed out of Miami on rhe 97-foor gaff schooner, the Caribee. The skipper gave me a length of canvas, from which I sewed a sea bag.

By the rime I joined the Falls of Clyde, my wandering days had fairly ended, and rhar sea bag became an artifact in the ship 's foc 's' le. I worked on the Falls of Clyde for over seven years, from the time that she was towed to Honolulu in the 1960s. I restored rhe mai n salon and the galley and worked in the rigging gang with Jack Dickerhoff, the cantankero us German master rigger.

Ar one time, as I was turning in a splice, he walked aro und the vise, scrutinized my work and commented, "Hunh! Lepson, yo u do good work, and damn little of it."

H e knew, and used, m any such curring remarks, bur they were always used in a ligh t vein. To see this great icon of H awaiianas well as American- history come to such an ignoble end pains me deeply. I had my hand on just about every piece of rigging and spar on the ship . Parr of my soul is in her, and that part will die with her. This could h ave been prevemed. W hile I was on the ship, she generated suffi cient income from admiss io ns to maintain her, bur instead of using the funds for maintenance, most were shunted to the museum's coffers. Alas, poor Falls of Clyde, I knew her well . Aloha.

As explained on page 32 of rhar same issue, Tusitala (Samoan, m eaning "relier of tales") was o nce owned by rhe United States Steel Corporation's president, Jam es A. Farrell. I worked for James A. Farrell Jr. on his yacht, the yawl Impala, sailing our of the Norwalk Yacht Club, Connecticut.

His brother, John Farrell, owned the motor sailer Tusitala III. James loved sailing, and we raced every weekend on Long Island Sound. He was allergic to the sun, bur he never missed an opportuniry to go sailing. Every inch of him wo uld be covered by white coveralls. H e wore gloves on his hands, a hat with a flap protected his neck and zinc oxide covered his face . He whooped with glee as the lee rail was buried.

Tusitala II was, I believe, a J boat, owned by SEA HISTORY 125, WINTER 2 008-09

Tusitala by john Stobart his father. He loved to tell the tale of when the old m an was at the helm and gybed, resulting in the after deck being cleared off of the sky light, binnacle, and wheel housing. The captain , li vid with rage, told him, "You are a dumb s.o.b., SIR!" Jam es was a happy m an.

completed building a beautiful wooden 38foor sloop nam ed Pandora in his pattern shop in Worces ter. She turned o ur to be a very fast and able cruising boar. My father decided he needed some good crew, as we were doing more racing, once we discovered how well she sailed. Through some mutual friends, my fa ther contacted Arthur. Thus, by chance, my father introduced Captain Kimberly to salt-water sailing at an early age of 17 or 18. After only a few races off of M arblehead and a few cruises to Maine, he quickly came to the concl usion that Kimberly was a "natural sailor," bo rn to be at sea in most any manner that he wished .

My son sailed with the Kimberlys from Cape Town, South Africa, to rh e Caribbean

Pandora

I N DRE K LEPSON

Lo uisburg, North Carolina

The Sea Cap tain's First Time at Sea Having been a faithful reader of Sea History for quite some time, I have noticed some references from rime to rime abo ut Captain Arthur Kimberly and his travels on the briga ntines Yankee and Romance. I first recall meeting Arthur way back in the 1939- 1940 time frame. He was sailing in Town Class sloops on Webster Lake near his birthplace in Worcester, M assachusetts. In 1938, my father, S. Ralph Cross, had just

Join Us for a Voyage into History Our seafa rin g heritage co mes a live in th e pages of Sea History, from the ancient ma riners of G reece to Por tuguese navigators opening up the ocea n wor ld to the heroic efforts of sa ilors in modern-day conflicts. Each issue brings new insights and discove ries. Jf yo u love the sea, ri vers, lakes, and

bays-if yo u apprecia te the legacy of those wh o sail in deep wate r a nd their workaday craft, then yo u belong with us.

Join To day !

Mail in the form below, phone l 800 221-NM HS (6647), or visit us at: www.sea history.org (e-mail : nmhs@seahistor y.org)

Yes, I want to join the Society and receive Sea History quarterl y. My co ntributi o n is enclosed. ($ 17.5 0 is For Sea History; any amount above that is tax deductible.) Sign me up as : D $35 Regular Member D $5 0 Fami ly Member D $ 100 Friend D $250 Patron D $500 Do no r 125 Mr./Ms. - - - - - - - - - - - - - - - - - - - - - - - - - - - -

----------------------~¡Z IP ______ Retu rn to: Natio nal Ma ritime Historical Society, PO Box 68, Peekskill NY 10566

5

LETTERS in 1977. In February 1969, I, alo ng wi th my wife, brother, and father (at 80 years of age), sailed on Romance in the Virgin Islands-at a time when they were a lot different from what they are today. We spent a wonderful week on board. So many years had gone by, but many good memories were recalled over a few rum punches.

I read in yo ur autumn issue of Sea History that the Kimberlys are about to receive the NMHS Karl Kortum American Ship Trust Award. If my fa ther was alive, he would say that there is no one more deserving of this prestigious award today.

A. GORDON CROSS Worcester, Massachusetts

I Cuttysark Nautical Antiques One of the most extensive collections offine old marine artifacts, collectables and art.

Visit us in Seattle or at

www.cuttyantigues.com 206.262.1265

*

J.P. URANKER WOODCARVER AUTHENTIC MARITIME

*

*SEA CHESTS* H ANDCARVED

*

DOVETAILED

1-508-693-5871 1393 County Road, Martha's Vineyard, MA 02557

WWW.JPUWOODCARVER.COM

MAINE WINDJAMMER CRUISES 3, 4 & 5 Day Cruises

May-October

-•

Grace Bailey 1882, Mercantile 1916, Mistress 1960

www.MaineWindjammerCruises.com

888-MW C-SAIL

SHIFTY SAILORS

CDs A collection of songs of the sea sung by Whidbey Island's SHI FTYSAILORS. We have entertained audiences internationally for 15 years. Our goal is to preserve our maritime heritage through song.

So come aboard our web site where you can listen to and order Shifty CDs. Order three CDs and get the 4th for free by calling us directly at

360 .6 78.5019 West Coast time

6

Ask Sea History I am seeking info rmation on Capt. Zina H yde Adams, who died at sea someti me berween 1881 and 1895. Born in 1832 in Boothbay, ME, Adams resided in Boston berween the 1860s and 1885. H e married for a seco nd time in Manhattan. From research at the New Bedford Whaling Museum and the Maine Historical Society, I have learn ed that he commanded the brig William Mason from 1857 until the 1880s and that he died at sea of sunstroke. I cannot find any information regarding where he may have died or if there is a death certificate for him. I checked the Vital Records department of the C ity of Boston without any luck. If any Sea History readers know any more details about this sea captain or could suggest other sources of information, I wo uld be very grateful.

MRS. BARBARA ARTHUR Norfolk, M assachusetts NMHS High-Bidders "Sea Dream" We were the fortunate winners of the Sea Dream cruise at last year's NMHS Annual Awards Dinner (2007) auction. My wife and I just returned from our cruise from Piraeus, Greece, to Venice, Italy, aboard Sea Dream II, and we just wanted to tell our members that it was, indeed, a cruise not to be forgotten. The food was excellent, the staff was very friendly and helpful, the weather couldn't have been better, and our shipmates were pleasant company. We had wonderful excursions to the Greek Islands of Santorini, Mykonos, and Ikea as well as opponunities to explore Corfu, Dubrovnik, and H var on our own. On behalf ofNMH S, I would like to thank the Sea Dream Yacht C lub for donating this wonderful trip for las t year's auction and to recommend to fellow NMHS

members that they consider Sea Dream for their next sea-going vacation.

ROBERT KAMM, NMHS Trustee New York, New York Reviews of Reviews I read with interes t the book review of Erik Calonius's The Wanderer: The Last American

Slave Ship and the Conspiracy That Set Its Sails in the Autumn 2008 issue of Sea History. Although I have nor read the book, I am certain that part of his tide is erroneous.

The last slave ship to arrive in the US was the Clotilde, which arrived here in Mobile [Alabama] on 9 July 1860, under the command of Capt. W ill iam Foster of Maine. Foster had been hired by Capt. Timothy Meaher, a well-to-do Mob ile shipper and shipyard owner, who h ad built rhe schooner Clotilde here in 18 56. When rhe Clotilde returned to Mobile, the Federal authorities were waiting. Foster put his cargo of slaves aboard a riverboat and hid them in a canebrake, then burned and scuttled the ship. The Africans were taken in locally and formed the co re of what is known to this day as Africatown. A good article concerning the Clotilde can be found at: http: //lcweb2.loc.gov/ diglib/lega cies/AL/20000267 1.html.

D escendants of this group still live in Africatown . Stories survive about the descendants speaking in their native languages until WWII; having their own chief, Charlie Poteete, who ruled over tribal disputes; and had their illnesses treated by an African doctor by the name of Jabez. A photograph of C udjo Lewis, also known as Kazoola, the las t survivor of this gro up of would-be slaves can be found at the University of South Alabama Archives at: http: //www. uso uthal. edu / archi ves/ html/ gallery/ over/ ob 7 .htm.

Mr. Lewis was so mething of a celebrity; he was visited by Booker T. Washington and Zora Neale Hurston, among others.

So while the book about the Wanderer may recount "the tragedy of 487 souls," the distinction of "The Last American Slave Ship" remains with the Clotilde. The 115 people wh o were forcefully removed from their African homeland, carried as cargo and abandon ed in Mobi le, established their own self-governing town, and kept a strong sense of African pride that still exists today.

RICHARD K. LOGAN Mobile, Alabama From the editor: ft appears that the Wanderer

was thought to be the last American slave ship until information about the Clotilde was SEA HISTORY 125, WINTER 2008-09

revealed. I ha ve not been able to dig up the story of this revelation, however, a nd welcome info rmation on th is topic at editorial@seahistory. org.

The Wanderer was not the last American slave ship. It was, in fac t, the only ship owned by a Southerner that ever carried slaves. With this one exception, the slave trade was operated exclusively by the New England states after England outlawed slavery in 1833 . 1h e mansion s of Newport, RI, were built fro m the profits from the maritime slave trade. New Yo rk, fo llowed

by Bristol and N ewport, RI, took turns as the slave trade capital of North America. Fo r readers interested in this subj ect, an excellent book is

We Welcome Your Letters! E-m ail: editorial@seahistory. org or send m ail to: Editor, Sea History, 7 T imberknoll Rd., Pocasset, MA 02559

uss sAGI

~ circa 1s63

i

Firsr vessel built r rhe Mare Island _.Naval ~:~~. ur cusrommodel 1 48 4 5

Commission your H' I OWn ea !Story.

s

is 2".";~ .. ~,.1 ' ' (ll "; J') l.,... ' '

_.

Co ll ecte d b y th e US Navy, m u seu m s, a nd

d i scr imin a t i n g in d i v i d u a l s w orld w id e, ., ~ BlueJacker is th e sta nda rd by whic h al l o t he rs a re .. _, m easured . Su rp risingly affo rd ab le, we d eliver w ithin a 1ig i , guara nteed perio d of time. Buil t in the U S, by o ur "1:~1 enred sh ipc rafters.

Call fo r a quote or o ur catalog o f wood scale model 1'.'¡ i kirs, fittings, tools and books. 1 -800-448-5567 ~1!111!1"'..w!'lll!"-...

Fine s hip mode ls since 1905

'°"'

ltl!lffl!fr!f/iT

Complicity: H ow th e North Prom oted, Prolonged, and Profited .from Sla very by Anne Farrow, Joel

160 E. Main St., Searsport ME 04974

'

Lang, and Jeni fer Frank. ] OE ] ORDA N

PUSSER'S@

Atlanta, Georgia In h is review of my book, If By Sea, (Sea History 124), William H . W hite com ments that I "seem inclined" to agree with Jefferson 's naval policies. No thing could be further from the truth.

In fact, If By Sea argues just the opposite. I went to great lengths to show that the approach to national defense of both Jefferson and Madison was an utter failure, which the country, after the experience of the War of 18 12, wisely rejected, as, indeed, Madison did himself.

G EORGE

"The single malt of rum and the father ofgrog"

c. D AUGHAN

Portland, M aine OWNER'S STATEMENT

Statement fi led 9/26/08 required by the Act of Aug. 12, 1970, Sec. 3685, Tide 39, US Code: Sea History is published quarterl y at 5 John Walsh Blvd., Peekskill NY 10566; min imum subscription pri ce is $17.50. Publisher and ed ito r-in-chief: N on e; Edi to r is Deirdre E. O ' Regan; owner is Na cio nal M ari tim e H isto rical Society, a non-p ro fi t co rporation ; all are located at 5 John Walsh Blvd ., Peekskill NY 10566 . D uring the 12 mo nths preced ing O ctober 2008 the average number of (A) copies printed each issue was 25,299; (B) paid and /or reques ted circulation was: (1) outside county mail subscriptions 17,8 00 ; (2) in-co un ty subscriptions O; (3) sales thro ugh dealers, carriers, co unter sales, other non-US PS paid distrib ution 300; (4) other classes mailed th ro ugh USPS 879; (C) to cal paid and /o r requested circulation was 18,979; (D) free di st ri butio n by ma il, sa mples, complimenta ry and other 5,390 ; (E) free distribution outside the mails 395; (F) total free distribution was 5,785; (G) total distribution 23,797; (H ) copi es not d istributed 535; (I) total [of 15G and HJ 25,299; Q) Percentage paid an d/o r requested circulation 76% . The actual numbers for the si ngle issue precedi ng O ctober 2008 are: (A) total nu mber printed 25,443; (B) paid and /o r reques ted circulation was : (1) outs ide-county mail subscriptions J 7, 53 7; (2) in-coun ty subscriptions O; (3) sales through dea lers, carriers, co unter sales, other non- USPS paid distribution 300; (4) ocher cl asses mailed through USPS 895; (C) tocal paid and/o r req ues ted circu lation was 18,732; (D) free distribu tion by mail, samples, compl imentary and other 5,584; (E) free distribution outside the mails 48 0; (F) total free d istribution was 6,064; (G) total distri bution 24,796 ; (H) copies not distribu ted 647; (I) to ta l [of I 5G and HJ 25,443; (]) Perce ntage paid and /o r reques ted circulation 75o/o . I certify that the above statem ents are correc t a nd complete. (signed) Burchenal G reen, Executive D irecto r, National Maritim e Historical Society.

SEA HISTORY 125, WINTER 2008-09

Forbes writes, "Pusser s is still made in the same way it was at the time of Trafalgar - in wooden pot-stills as opposed to modern industrial column-stills. This results in the most fulljlavored rum available anywhere".

The original Navy R um a nd the father of grog as the rum of Great Brita in 's Roya l Navy a nd Roya l Ma rines for m ore than two centuries.

Gold Medals, London, 2001

San Francisco, 2003 & 2005

usser 's isn ' t fo r everyone. Som e people prefer rums that are a lmost fl avorless w hen co mpared to the inten sely rich fl avor of Pusser's. But if you want a rum that yo u can e nj oy sipp ing, or sti ll taste thro ugh the mi x of yo ur favorite cockta il, the n Pusser 's is for yo u. Try a Pusser 's and Co la sometime and taste the d iffe rence.

P

Pusser 's is not a lways easy to fi nd hut yo ur local reta ile r ca n order it fo r yo u. O r ta ke a look at HOW TO FIND TT on our web site at

www.pussers.com

~~ Charles Tob ias, Chairman 7

NMHS:

'

A CAUSE IN MOTION A Gala Celebration of Pioneers

t was a glorious affair at the N MHS Annual Awards Dinner at the New York Yacht Club on 24 October. The model room was fill ed ro capacity with N MHS supporters and guests who were entertained with music of the sea by the nearly three dozen members of the talented US Coast G uard Academy Cadet G lee Club.

It was a star-studded night for the m aritime communi ty with representatives from the shipping industry, Coast G uard, maritime museums, tall ship training programs, and marine laboratories gathered with sailors, shipbuilders, historians, preservatio nists and those who simply hold in high rega rd our m aritim e heritage. The event bro ught the gro up rogether to honor three extrao rdinary pioneers in the maritime field, and it wo uld be impossible to calculate the sea miles sailed by those honored and those who came to ho nor them .

I

The USCG Academy Cadet Glee Club lent their voices to the occasion, entertaining guests in the New Yo rk Yacht Club's famous model room.

John McD onald and Captain Cesare Sorio orchestrated a great program that included award presentations by bo th Richard T. du Mo ulin, four-time winner of the Newport-Bermuda Race, and Vice Admiral Robert J. Papp J r., Commander of the US Coas t G uard A tlantic Area.

The award recipients, Peter A. Aron; Captain Arthur M. Kimberly, his late wife Gloria C loutier Kimberly, and their brigantine Romance; and Sir Robin Knox-Jo hnston each had a p rofo und impact on our maritime heritage, history, and co mmunity and are indeed pio neers in the maritim e field. (left to right) john M cDonald, Sir Robin Knox-Johnston, and Richard du M oulin.

Peter A. Aro n is a generous and visionary philanthropist fo r "all things nautical," including Sea H istory, whi ch he praised for its role as the national voice for our maritime heritage. Captain Arthur and G loria Kimberly led the field of sail training fo r four decades, training hundreds of sailors. Many of their fo rmer crew m embers now operate tall ships of their own , or direct programs that keep the traditio ns and skills they learned aboard Romance alive and pass them forward . A good m any fo rmer Romance "Marineros" traveled near and fa r to honor their skipper at the event. Through his exploits in seafaring, Sir Robin Knox-Johnston truly has tested the limits of human ingenui ty, body, and spirit. In June of 1968, he set sail on his 32-foo t wooden boat for a voyage Peter Aron accepts the David A . O'Neil Sheet around the Anchor Award from Mrs. Joanne O'Neil world, alo ne.

The following spring, Robin Knox-Johnston m ade his first landfall back in England after 3 12 days at sea, the first m an ever to sail solo around the globe non-stop. A noted author and a spell-binding sp eaker, he has used his accomplishments and influen ce as a wo rld-renowned yachtsman to promote the heritage of seafaring.

M any thanks to all who participated to help m ake it a night to remember.

-Burchenal Green, President Rom ance "Marineros" and friends traveled to New York to honor their former captain, Arthur Kimberly. (left to right) Betsey Bowen, Pat Nelson, Clyde Sanadi, Mike Jehle, Angus McCamy, Captain Arthur Kimberly, Bert Rogers, Brian Donnelly, Phil Brotherton, Walter Rybka, and Peter Wholihan.

8

SEA HISTORY 125, WINTER 2008-09

Our Ship's Store Satisfaction 100% Guaranteed!

Prices include embroidery with our NMHS logo featuring our flagship Kaiulani in five colors.

50" x 60" NMHS Embroidered Fleece Blanket with Carrying Strap #Gear 009 $15.00 + $6.95 s/h

Mens Sweatshirt Adams Baseball Cap Adjustable leath er stra p. Co lors availab le: Cactu s, Cham ois, Charcoa l, Forest Green, Khaki , Denim , Na utica l Red.

80% cotton, 20% po lyester, rib-knit co ll ar & cuffs w ith lycra, doubl e stitched. Col ors: As h, Black, Dark Choco late, Forest, M aroon , Navy, Indi go, Red, White, Dark Heath er.

#Gear 003 S-XL $30.00 + $7.95 s/h, XXL add $4.00

#Gear 001 $20.00 + $6.95 s/h

Solid Brass "Spyglass" Telescope 7" long spyg lass, unex tended, co mes in oa k wood case. US PS, inc ludes insurance.

#Gift 15

$39.95 + $9.80 s/h

Solid Brass Ship's Cabin Lamp Solid Brass Sextant in Oak Wood Case S ize : 6" . US PS, in c ludes in surance.

#Gift 23

Hand-mac hin ed, IO Yz" tall.

US PS, inc lud es in surance .

#Gift 14

$59.95 + $16.80 s/h

$59.95 + $16.80 s/h

7" Polished Brass Bell Plain hi ghl y po lished so lid brass ships be ll with braided rope lan ya rd.

#Gift 33

$39.95 + $9.80 s/h

Men's Outerbanks Pique Polo Colors: Black, Chino, Moss, Navy, Oxford Blue, Pin e, Red, White, Wine.

Solid Brass Binnacle Compass Solid Brass w ith preci s ion gimba ll compass and side o il lamp . A mode l of th ose used on sa ilin g ships fo r centuries. 7" ta ll.

#Gear 007 S-XL $40.00 + $7.95 s/h, XXL add $4.00, XXXL add $8.00

US PS, includ es insurance.

#Gift 32 $69.95 + $16.80 s/h

#G ift 30

Solid Copper and Brass Anchor Lamp

Solid Brass Floor Standing Harbor Master Telescope

15 " ta ll. US PS, includ es in surance.

US PS , includes in surance.

#Gift 16 $99.95 + $16.80 s/h

7" Chrome Telescope with Leather Pouch

#Gift 13

$259.95 + $44.80 s/h

$33.95 + $9.80 s/h

Tri-Mountain Denim Shirt Li ght Indi go

#Gear 012 S-XL $45.00 + $7.95 s/h XXL add $4.00, XXXL add $8.00

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.

A Look Astern and the Course Ahead: A Conversation with Sir Robin Knox-Johnston

by Richard du Moulin n 24 October, the National Maritime Historical Society formally recognized Sir Robin Knox-Johnston for his accomplishments and contributions promoting the heritage of seafaring by bestowing upon him the NMHS Distinguished Service Award. Knox-Johnston achieved world fame in 1969 when he successfully completed the first-ever Sunday Times Golden Globe Race, a punishing solo nonstop round-the-world sailboat race. In that first competition of its kind, he was, in fact, the only finisher. He has since competed in countless sailing races-both solo and crewed, written a number of very popular books, and worked tirelessly to promote world-class marine events. Our own highly accomplished yachtsman and sailing racer, NMHS overseer Richard du Moulin, recently had the opportunity to talk with Sir Robin Knox-Johnston to discuss the past, present, and future of ocean racing. What follows is the result of that conversation.

-Burchenal Green, NMHS President

O

F

or those of us who have been "blue water" ocean racers in past decades, the name at or near the top of any of our lists when it comes to "seafarers" is Sir Robin Knox-Johnston. Every month we read of ocean race records being broken by aggressive sailors in warp-speed multihulls or canting keel monohulls. Around-the world records for full crew and single-handers now stand in the fifty- to sixty-day range, with boats averaging in excess of twenty-five knots, day after day. Nevertheless, the granddaddy of all today's races was the Sunday Times Golden Globe Race in 1969, a time before corporate sponsorship, satellite communications, and daily internet coverage. Sir Robin won that race with an average speed of 4.3 knots, finishing in 312 days. The endurance, seamanship, and isolation required for the competitors in that race still is unique.

Since 1969, Sir Robin Knox-Johnston has sailed both alone and fully crewed in modern catamarans and swing-keel Open 60 monohulls around the world several more times. The National Maritime Historical Society, and particularly avid member-sailors like me, are excited that Sir Robin KnoxJohnsron traveled to New York City to receive our Distinguished Service Award for utilizing his extraordinary accomplishments and influence to promote the heritage of seafaring. It was my personal pleasure to ask Sir Robin questions about his specialty-long distance racing. (above left) Robin Knox-Johnston at the conclusion ofthe 1968-69 Golden Globe Race aboard Suhaili. (He was knighted in 1995 by Queen Elizabeth II) (left) The course for the Golden Globe Race.

10

SEA HISTORY 125, WINTER 2008-09

In 2006, Sir Robin Knox-Johnston sailed his Open 60, Saga Insurance, in the VELUX 5 OCEANS round-the-world race.

Knocking 153 days offhis original time of3 12 days, he completed the 30,000 mile race in 159 days and.finished fo urth overall.

DU MOULIN: H ow did yo u fi rst get involved in sailboat racing, and solo sailing in particular?

KNOX-JOHNSTON: I learned to sail in the merchant navy. In the 195 0s, lifeboats still carried mas ts and sails-so we had to learn how to use them . Bur I was lucky, I was sent to a Cadet ship where the crew were replaced by apprentices, and we were given a sailing whaler and two di nghies fo r recreation purposes .

I had built m y boat Suhaili in Bombay [Mumbai) and sailed her home via Arabia and the Cape of G ood H ope. Whilst I was doing that, Fran cis Chichester sailed aro und the world with one stop, and I fel t that left just one thing left in sailing- to go 'round alone non-stop.

Knox-Johnston sought sponsorship from Chichester's sponsor, the British Sunday Times. Instead of sponsoring his voyage specifically, they chose to sponsor a "Golden Globe Race" with a p rize fa r the first nonstop, single-handed circumnavigation and another far the fastest time. Knox-Johnston, the only finisher, received both.

DU MOULIN: H ow did yo u finance the

SEA HISTORY 125, W INTER 2008-09

1969 G olden Globe Race? How did you prepare?

KNOX-JOHNSTON: I tried to get sponsorship but failed completely, so I financed the voyage on a bank overdraft and by writing.

The advances fo r a book helped . Preparation consisted of designing and building my own self-steering system , new sails and rigging, an al uminum mizzen mas t- ligh t enough for me to rig as a main mast in the event of dismas ting; working out how much food I wo uld need for 300 days plus a ten-percen t reserve, and that was about it. I did not have the money for anything special.

DU MOULIN: In hindsight, what is your

most memorable observation or recollection of that race?

KNOX-JOHNSTON: My most memorable recollection is dealing with those who told me the voyage was not possible and I could not do it. I thought differently.

DU MOULIN: H as distance racing changed for the better since 1969?

KNOX-JOHNSTON: That is a question that involves writing a book to answer it fully.

Distance racing is now so to tally diffe rent.

The main changes are satellites that provide instant communication and position fixing, plus weather information and safety cover. Modern materials have made boats lighter and so much fas ter. Modern solo racing is a lot safer and fas ter as a result, but the sense of adventure, of being alo ne and dependant on your own devices, is largely gone.

DU MOULIN: W hat is your prediction for

the around-the-world record in 2020?

KNOX-JOHNSTON: Full crew and single-

we'll be down to 40 days for both of them .

DU MOULIN: What is your favori te innovation or piece of equipment to come our of shorthanded sailing?

KNOX-JOHNSTON: Self steering.

DU MOULIN: O ther than yo urself, who is

the greatest living solo sailor? Who from the pas t?

KNOX-JOHNSTON: Currently, Francis Joya n of France; in the pas t, Joshua Slocum.

DU MOULIN: How wo uld yo u compare

full crew to solo racing and which do yo u prefer?

11

KNOX-JOHNSTON: Solo sailing requires a knowledge of all sailing and seamanship skills. Most crewed yachts specialize within their crews.

Sometimes I like to be on my own, but I enjoy good company on a cruise and competi tive competent crew when racing.

DU MOULIN : Is the sport of sailing

heading in the right direction? What recommendations do you have?

KNOX-JOHNSTON: One of the greatest changes during my rime has been the arrival of professional crew.

This has discouraged the amateur sailors, who raced for enjoymen t. Nowadays it has becom e more a question of who can afford the best crew. I think that is a loss and has greatly increased the costs of racing, which has diminished the numbers doing it. This applies in so lo sailing. The well-publicized races now only attract professionals with well-sponsored boats and skippers.

Because costs are so high, entries are now restricted to boats that require the support of sponsors. Races like the OSTAR [Ob-

(l - r) Sir Robin Knox-Johnston and Richard du Moulin at the New York Yacht Club smaller and smaller fleets. So, I would like to see greater media focus o n the Corinthian events .

Lets encourage ordinary people to take up sailing and recognize them for their achievement wh en they do well, which might m ean something as simple as completing a good voyage.

One of the things I noticed when I did the Velux 5 Oceans race two years ago was that the rHoT o sv SAM ANTH A A LLEN professional preparateurs and server Single-handed TransArlantic Race] sailors all said I wo uld not reach Ausrrahave o nly survived because there are enough lia, the first stop. They were focus ing o n Corinthians out there to keep it going and the electronics, computers, and satellite the professionals have set up their own race. systems. I was focused on what I needed We have changed the rules of the Velux 5 to make my boat seaworthy. I was not reOceans race, so that older boats, which cost ally competitive until the last leg, owing to a lot less, can have their own class, called fa ults with all this modern equipment, but the Eco class . This is an anempt to keep I got 'round. I think there is insufficient costs down and allow the sailors who do not focus on plain old-fashioned seamanship already have a reputation to try and make these days, and that entails a change in foone. Frankly, if we don't rake action like cus and spending more rime at sea to gain this, the big ocean races will tend towards experience.

Some final thoughts from Rich du Moulin: Many of the early single-handed racers cam e from "non-yachtie" backgrounds-merchant mariners, paratroopers, commandos, adventurers, etc. The excitement and challenge, perhaps the ridiculousness of racing alone around the wo rld, probably attracted men from outside the normal yachting sphere. These men (in those days no women did this) often selected small, but rough, co nventional non-racing boats, like Sir Robin's Suhaili. Others experimented w ith the predecessors of modern multihulls, often with poor res ults (Donald Crowhurst, fo r example). Regular yacht racers were not the leaders in this movement. As this type of racing has evolved, it has attracted more of the "conventional" racers, from dinghy and big-boat backgrounds, who recognize the adventure in single- and double-handed racing and have been attracted by the high performance boats now being sailed.

As a double-handed sailor, I agree wi th Sir Robin that the autopilot is the greatest inventio n . Ir frees the person on watch to trim sails, navigate, reef, make co ffee, or even visit the head. You can take the tiller or wheel anytime yo u want to test the balance of the helm so you can fine tune sail trim, or you can hand-steer whenever it suits yo u. The autopilot frees yo u to do anything else needed, and there is always som ething. After 36 hours in this year's Newport-Bermuda Race, we lost our autopilot, and my partner, Chris Reyling, and I had to rake turns steering for the next three days. W ith two of us taking turns, it was exhausting. Imagine the single-hander's problem when the auto pilot fails. This sam e autopilot is fabulous for sailing with fami ly, when the kids want to play and the parents want their hands free-but always keep a looko ut!

Sir Robin's points about today's satellite communications are very interesting coming from, perhaps, the world's most experienced offshore sailor. Long-distance sailing today, especially on m any boats in competitive racing, is characterized by nearly continuous downloads of weather, fleet position, and e-mails. Some sailors keep this to a minimum, while others get hooked. The physical beauty and isolation out on the oceans are the same, but psychologically it is different with all these communications . On my long races, I prefer to limit the information flow to two downloads every 24 hours of a few selected weather m aps. I believe I can race the best with just the right amount of data-not too much and not too frequent. Make a solid strategic plan , check-in on weather or current changes, and make adjustments as needed. Twice a day I also download the positions of my competitors, just to keep the tactical picture in mind, but more often this is distracting. J,

Richard du Moulin is an accomplished sailor who has participated in four America's Cup campaigns, two transAtlantic races, and twenty Newport-Bermuda Races, of which he was a four-time winner on his 37joot sloop Lora Ann. In 2003 he and Richard Wilson sailed their 53-foot trimaran, Great American II, 15, 000 miles from Hong Kong to New York to beat the record set by the clipper ship Sea Wirch in 1849. This voyage was the subject ofa SitesALIVE! educational program, allowing school children across the world to follow their journey, earning them the 2004 NMHS Distinguished Service Award. Mr. du Moulin is on the board of the Seamen's Church Institute, among many other associations, and serves as an Overseer ofNMHS. 12

SEA HISTORY 125, WINTER 2008-09

7 to 14 Night Cruises If you're looking for a cruise adventure that goes beyond the usual glitz and flash of onboard casinos and nightclubs, you'll find it with Pearl Seas Cruises.

Aboard the brand-new, intimate Pearl Mist, you'll join like-minded passengers enjoying a more refined, personalized way to travel.

elegance of your ship. The Pearl Mist is designed to bring you to fascinating ports of call in Canada and the Caribbean, with spacious staterooms and lounges, offering the maximum level of comfort and safety. We spend more time in port, giving you extra time to explore each magnificent destination.

You will experience Canada's unspoiled natural beauty, wildlife, and rich cultural heritage- with a warm sense of camaraderie amid the understated

Please call for a brochure and more information about this and other Canadian and Caribbean itineraries.

Whaling Shipwrecks in the Northwestern Hawaiian Islands: the 2008 Maritime Heritage Archaeological Expedition

T

here wo uld be no "watch below" at midnight for the tired whalemen aboard the Parker. Instead, the oncoming watch joined their shipmates in a desperate attempt to stabilize their ship in the throes of a September storm . It was 1842 and the New Bedford whaler Parker was sailing in the far reaches of the Pacific, as they hunted for whales in a broad arc stretching from H awaii to Japan. Their efforts were in vain, and as seas crashed through the cabin windows at 0200 hours, their ship smashed hard on the reef of Kure Atoll, a reef they knew was in the vicinity, but one they were unable to navigate safely around during the srorm . At first light, the shipwrecked whalers could see the tiniest of islands not far off. When they managed to reach it, they discovered an abandoned camp and a feral dog, the remains of another shipwreck-another whaler-that had wrecked there five years before. These would not be the only castaways on the small sandy island at Kure Atoll; in time, at least four more vessels would come to their end in these treacherous waters.

Kure Atoll is the end of a long chain of atolls that stretches out more than a thousand miles north and west of H awaii.

Many of the atolls have nothing but a ring of jagged coral and a few low sandy islands sticking out of the water. Despite their remoteness and lack of resources, their location would, in time, become very val uable to Americans in their expansion into the vas t Pacific. For example, Midway Atoll, approximately halfway between the west coast of the United States and Asia, became vital in the twentieth century for refueling submarines and aircraft and played an important role during World War II. The location of the Hawaiian Islands in the center of the North Pacific made them ideal port stops a century earlier as well.

British and Yankee whalers pursued their catch far to the west off Japan, to the northern Pacific in summer and to the South Seas in winter. In the heyday of whaling under sail in the early nineteenth century, Japan was closed to foreign ships, and whalers retreated to Honolulu on Oahu and Lahaina on Maui for fresh water, provisions, crew, and a little "R & R." With the arrival of the ships, Americans soon established businesses there to sell sh ip's stores and manu-

14

O'ahu

=,.

. . . Moloko1

IAn';;~Moui

-L.::===='======::::i:::============I::==========r:E==========:: : :r:~==========!Z:E::: : .J ~ 0

ÂŤ'.ilomften =-----

""'

l:+++3

...

I

The Papahdnaumokudkea Marine National Monument, designated as such in 2006, encompasses 140, 000 square miles, making it the largest marine protected area in the world.

factured goods to whalers that the Hawaiians could not provide and to send whale oil and whale bone back to New England and beyond. Not only did Americans affect life on Hawaii, bur native Hawaiians impacted New Englanders as well. From the 1820s, when American and British whalers began calling at Hawaii during their long voyages, native H awaiians shipped out as crew on whaling ships. Many never returned, either from death at sea in this dangerous industry or from staying with their ships as they sailed fo r home, emigrating to the United States and Britain. So many left, in fac t, that H awaiian chiefs eventually required whaling captains to post bonds guaranteeing the safe return of their young men. While native H awaiians did not hail from a tradition of hunting whales, they did expose their new shipmates to rituals and stories explai ning their cultural and spiritual connections to w hales and their environment.

W haling under sail has a rich and colorful history in America. Nantucket and New Bedford, Massachusetts, are both famous for their whaling heritage. This heritage goes far beyond the cultural and fo lk traditions surrounding this occupation. The great income generated from the fishery built up towns and cities and financed the growth of the nation in the first decades after independence. In the nineteenth century, whaling was considered a necessary and admirable profession. Whale oil illuminated the world and lubricated machines, and whale bone

(baleen) was fashioned into stiffening stays for apparel, umbrellas, and tools.

Most importantly, whali ng played a strategic and global role for the young country of America. Whaling from shore was practiced the world over, and in the United States, residents of Long Island and New England developed this fishery as well. Once catches off the beach became less frequent, these communities began sending men and ships out to sea to seek whales in offshore waters. Over time, the fishery became a full-fledged industry with bigger ships, specialized tools, and voyages that sailed to distant oceans, lasting three to fo ur years in duration. Whaleships brought Americans into contact with lands and people all over the world, from the high Arctic Ocean to the tro pical South Seas. In 1788, the first British whaler entered the Pacific, wi th an American whaler following the next year. When a large concentratio n of sperm whales off Japan was reported back in Massachusetts in 1820, droves of New Englanders put to sea in ships bound for the western Pacific. In 1824, more than one hundred whaleships dropped anchor in Hawaii . In 1846, Hawaii Jogged more than 700 port visits by whaling shipsvessels that brought with them permanent changes in the econ omy and culture of the islands. Major scientific expeditions were launched in support of whaling, charting unknown areas of the Pacific and expanding the country's knowledge of the world.

SEA HISTORY 125, WINTER 2008-09

to the Papahanaumokuakea Marine National Monument -.t:"

by Deirdre O'Regan, with Hans Van Tilburg and Kelly G leason

...

Both British and American investors sent whalers to the Japan Grounds and elsewhere in the Pacific during this period. By the 1840s, American whalers completely dominated the fishery, and by the late 1850s, the industry had come to a climax. While New Englanders still sent ships to hunt whales in the Pacific into the twentieth century, the golden age of whaling under sail had passed. The discovery of petroleum in Pennsylvania in 1859 and the devastation of the fleet by Confederate raiders in the 1860s had marked effects on the industry. These effects, combined with the unregulated decimation of whale populations, meant that, by the late nineteenth century, whaleships were pressing far into the Arctic ice in search of prey, taking greater risks than ever. A further blow to the industry came with the unexpected shifting of the ice pack in the Arctic in August of 1871, trapping and crushing thirty-two whaleships all at once.

Examples of material culture-tools, logbooks, journals, and folk art-of this once important and lively industry are well preserved in museums in New England and elsewhere. Of the hundreds of wooden sailing whaleships, only Mystic Seaport's Charles W Morgan, has survived.

There are others from which we can study and learn, but they are not as easy to visit, as they are whaling shipwrecks, located

---

-=-~

SEA HISTORY 125, WINTER 2008-09

Trypots on the sea floor reveal the final resting place ofthe British whaleship Pearl, wrecked in the Northwest Hawaiian Islands in 1822. underwater. Sometimes wrecks of this farflung industry are only found hundreds of miles, and in some cases more than a thousand miles, from populated areas. Re¡Cendy, a team of maritime archaeologists completed a research expedition to the Northwestern Hawaiian Islands, the atolls within the Papahanaumokuakea Marine National Monument, where they continued documentation of shipwrecks, including five whaleship wreck sites. Of the five, three are British and two are American-two of the five were just discovered by the archaeology team during the expedition. These sites, ships wrecked during the heyday of whaling under sail, can add considerably to the historical and archaeological record, as they include a wide variety of material cultu re specific to the whaling industry.

The atolls in the Papahanaumokuakea Marine National Monument are the remnants of the old Hawaiian archipelago, whose volcanic islands have sunk below the surface of the ocean as the coral reef continued to grow on them toward the surface.

With the passage of time, these atolls shifted to the northwest with the movement of the oceanic seafloor, and yo unger islands, the main Hawaiian Islands, emerged to the southeast. In the nineteenth century, as sai ling ships were crossing thousands of miles of the open Pacific, the reefs of these ancient atolls were a veritable ship trap. Most of the ships that wrecked there did so at night, when they had no chance of even knowing they were in anything but deep water.

Whaling ships were equipped with boats on

davits at the ready for the call of "Whale Ho!," and, as a result, all of their crews were able to get off their ships without suffering a single casualty. A desperate and resourceful lot, the castaways were eventually rescued by passing ships or effected their own rescue by building boats from salvaged ship parts and sailing them back toward Hawaii.

The National Oceanic and Atmospheric Administration (NOAA) Maritime Heritage Program, established in 2002, has been working with the Monument's administration to support a number of survey expeditions to the region, looking for shipwrecks and documenting wreck sites previously identified. In August of 2008, a team of archaeologists, under the leadership of Dr. Kelly Gleason, maritime archaeologist for the Monument, put to sea aboard the NOAA ship Hi'ialakai, bound for the atolls and wreck sites of these historic ships. The six-member team enjoyed unusually favorable sea conditions, allowing them to access parts of the reefs that earlier expeditions were unable to reach. As a result, they were able to complete the mapping of a number of wreck sites; recover artifacts for conservation, study, and eventual display; and even discover the locations of two more whaling shipwreck sites. One is the wreck of the British whaler Gledstanes at Kure Atoll, wrecked in 183 7, and the other is a wreck site at French Frigate Shoals and is thought to be one of three known whalers wrecked at that location. The fo llowing is an exami nation of some of the history and discoveries of these whaling shipwrecks.

15

Pearl and Hermes, 1822 Traveling in consort, the British whalers Pearl and Hermes sailed from Honolulu in 1822, bound for the newly discovered Japan Grounds. Their route led them through the treacherous Northwestern H awaiian Islands, atolls not marked on charts of the period. In the night, the 262-ton Hermes ran aground on an unseen reef; the unsuspecting crew of the 320-ton Pearl followed after, running aground just to rhe east. Neither ship would get off the reef: Pearl 's keel settled into the sand channel, wedging her hull between the harder coralline substrate on either side, and Hermes wrecked high up on the jagged coral, her hull breaking up in the surf and depositing heavy anchors, cannon, rrypots, hardware and fastenings in crevices and pockets about the reef.

Their combined crew of 57 men made it to the nearby island, salvaging what provisions and parts of the ships rhar they could. Hundreds of miles from Honolulu, they knew that rhe chances of rescue by a passing ship were slim. Hermes's carpenter James Robinson assembled a crew to begin construction of a boar that could carry some of the men to civilization to send a rescue parry for rhe rest. Over the next few months, the castaways built a 30-ton schooner, the Deliverance, on the beach. Just before the boar was launched, a passing ship sighted the camp and offered to take onboard the shipwrecked whalers. Robinson and eleven others elected to rake their chances in D eliverance and successfully sailed back to Honolulu. Robinson wo uld become a prominent citizen in Hawaii, founding a shipyard and making the islands his permanent home.

Between 2005 and 2008, NOAA maritime archaeologists returned to Pearl and Hermes Atoll to document the wreck sires of

the ships for whom the atoll is named. On the Pearl site, large iron trypots sit upright along the sea floor. Two anchors lie to the north, with a gudgeon and grinding wheel resting on the sandy bottom seaward of the reef line. The placement of the keel indicates that the ship likely grounded in the sandy groove, pressing her keel and

Grinding wheels were mounted on deck to sharpen flensing knives, spades, and harpoons.

The Pearl's grinding wheel lies near the gudgeon (in view toward the right in the photo).

garboard snakes deep into the sand between the coral substrate surrounding it.

The 2008 ream returned to the atoll to document the H ermes sire. Sea conditions allowed access to the high-energy environment in the shallows, where the they documented individual artifacts and rrilarerared the main features of the sire.

Two anchors and cannon are its largest artifacts, while fastenings and hardware are littered about in small pockets of the reef.

A collection of cannonballs, concreted in a near-perfect linear formation, suggest they were stowed in a rack, ready for loading if the need arose. Whalers put to sea

Artifacts on the H ermes site. The pointed crown on the anchor (above) suggests an early 19th-century design. The blubber hook (right) clearly identifies this as a whaleship wreck site.

16

with everything they could think of that they might need for a lengthy voyage in distant oceans-including arms. The design of the two huge anchors help identify the wreck as an early nineteenth-century vessel, as their straight arms come to a point at the crown, unlike the fair curve found on many later designs.

While the presence of rrypors obviously identifies these wrecks as whaling vessels, other artifacts highly specific to the whaling industry have survived at the H ermes site.

Tossed way up in the shallows lies a blubber hook, a tool used to hoist the blanker pieces from the whale carcass as the men began cutting the flesh off their catch from staging outboard of the ship. Tucked under the crown of one of the anchors protrudes a bailer, a tool used to move boiling whale oil from the rrypots to the cooling tanks, like a bucker secured to a long pole. No other tools of the whalemen have been located, but the shipwrecked sailors likely put a priority on their salvage, as spades and cutting tools could double as shipbuilding tools for the carpenters on the beach.

Pearl and H ermes are the oldest discovered wrecks in the Hawaiian Islands. Together with the Gledstanes, they may be the only British South Seas whalers ever discovered in an archaeological context.

SEA HISTORY 125, WINTER 2008-09

Gledstanes, 1837 Over the course of several field seasons, NOAA maritime archaeologists had been looking fo r the site of the British whaleship Gledstanes, which wrecked at Kure Atoll , fifteen years after the loss of the Pearl and the Hermes. Like the whalemen of Pearl and H ermes, all onboard survived the wrecking event and eventually made it back to civilization after enduring several months camped out on the nearby tiny Ocean (now "Green") Island, where they built a boar o n rhe beach to seek their own rescue. Like the boat built by the Pearl and H ermes crew, this vessel was also named Deliverance.

Co nfirmation of the Gledstanes wrecking event came five years late r, when the New Bedford whaleship Parker wrecked along that same reef in 1842. H er survivors noted where the Gledstanes's rem ains were located, and they used items the British wh alers had left behind on Ocean Island to aid them in their own survival. Remarkably, in 1870, portions of the Gledstanes wreck we re still visible-thir ty- three years later! In that year, the US Navy steamship Saginaw ran agro und on the reef d uring the night. W hen dayligh t broke, after a harrowing nigh t on the reef, her sailors let out a cheer when the silhouette of another ship appeared on the horizon. Soon their elation gave way to desperation when they realized that the ship wo uld not be their salvarionit was the shipwreck of the Gledstanes.

Most of the Saginaw crew wo uld survive their o rdeal, and their journals and reports helped archaeologists immeasurably in locating the Gfedstanes in 2008. Usi ng data gleaned fro m historical research and previous fi eld surveys, it was the Saginaw

Rectangular iron bars scattered in a ravine were the first artifacts divers saw when they discovered the site ofthe G ledstanes in the Papahdnaumokudkea Marine National Monument.

survivo rs' map of the atoll that proved the most helpful. Nevertheless, an "X" on a hand-drawn sketch hardly lands yo u exactly in the right spot out on the ocean

f;fo

·~*· , 1,,,,;:,~· 4~<

cou•T•sv HoucHToN MIFFLIN

Commander Montgomery Sicard of USS Saginaw made this sketch of Kure Atoll with the Location of the Gledstanes wreck clearly marked on the upper right.

Kelly Gleason examines the sheered offtrypot at the G Ieds tan es wreck site.

SEA HISTORY 125 , WINTER 2008-09

with no permanent landmarks from which to take bearings. Dr. Hans Va n Tilburg's extensive histori cal research and field experien ce, coupl ed with Dr. Kelly G leason's systematic approach toward narrowing the search area, put this yea r's archaeology dive team close to the location of th e G!edstanes remains. W ith the sea co nditio ns Lmusually calm during th is fi eld season, the team was able to towboard and drift-di ve very close to the reef crest.

O n the seco nd day of surveying, the team came across a large collection of iron bars lying in a groove about 600 feet from the reef line. Following the sand channel shoreward, dramatically fl anked by steep coral walls on either side, the divers discovered more ballas t (about 40 to 50 bars in all), piles of heavy chain, at least one cannon, four mass ive anchors, and heavy iron pieces encrusted into the coralline substrate (poss ibly rryworks knees) . Finally, the discovery of a sheered-off rrypot co nfirmed the sire as a whaling shipwreck. Between the reporrs of the shipwrecked sailors from the Gfedstanes, Parker, and Saginaw, and the fact that the G!edstanes is the only whaleship known to have been lost on the eastern side of the atoll, the archaeologists are co nfident that this site is indeed the British whaleship lost here in 1837, th e 428-ton G!edstanes.

The story of G!edstanes's career, wrecking, and subsequent survival of her crew refl ects the history of Britain's involvement in the business of whaling across the globe, of whaling's influence on H awaiian history (at leas t of two of the shipwrecked whalemen were native H awaiians), and of man's indomitable spirit and resourcefulness when faced with surviving a shipwreck more than a thousand miles from the closest port.

Look for the full story in an upcoming issue of Sea History.

17

Parker, 1842 After it was reported that large co ncentrations of sperm whales could be found in the waters off Japan in 1820, dozens, and later hundreds, of New Bedford and Nantucket whalers set out across the Pacific to find them. In 1842, the New Bedford whal er Parker was underway, north and west of H awaii , engaged in hunting whales "o n Japan."

It was a typical whaleship on a typical voyage, but the Parker's route to the whaling grounds took her through the No rthwestern H awaiian Islands. By 1842, this chain of atolls was wel l-known, but not necessarily accurately charted, and ships' navigators were not always able to plot accurate positions. When a storm roared through the area late in September, th e Parker was caught in the middle of it. That night, as her crew stru ggled to maintain the integrity of their vessel, the ship struck the reef on the north side of Kure Atoll, the northernmost atoll in this arch ipelago.

In less than an ho ur, the ship became a total loss. H er crew scrambled to save what food they could lay their hands on-a peck of beans and fifteen pounds of salted meat.

Breaking waves stove in their whaleboats, so the sailors fashioned a crude raft o ut of the ship's mas ts and spars. Though Ocean Island was in sight, it took eight days to drift and warp their makeshift raft to its shores.

Ocean Island provided little shelter, and there they discovered th e ominous signs of previo us castaways-the Gledstanes camp and a dog. While the islands within the ato ll provid e little in natural resources for shipwrecked sailors, they are home to monk seals and tens of thousands of seab irds, which provided food for the sailors during their seven-month stay on the island. The Parker's crew also secured wooden tallies to the legs of more than a hundred Laysan albatross, hoping the birds wo uld be fo und by so meo ne who could send a rescue ship.

After mo re than seven months o n the beach , the captain and a few others were picked up by the ship f ames Stewart on 16 April 1843. Two weeks later, a fellow New Bedford whaler, Nassau, sailed into view and saved the rest of the crew, landing them in Honolulu a short time later.

Between 2002 and 2008 , another ship has returned to the Parker wreck site. NOMs Maritime H eritage Program sent a crew of archaeologists aboard the ship Hi'ialakai to map th e site and document individual artifacts. Anchors, chain, hull sheathing, 18

lhe whaleship Parker's remains are spread out in a Line on the sea floor at Kure Atoll. lhis anchor, one oftwo on the site, has trapped a pile ofartifacts in this spot. Underneath the shank rests an intact blubber hook, an integral piece of equipment for processing whales. (inset) lhe Parker's bell was recovered in the 2 008 field season and is being conserved for eventual display at the Mokupapa Discovery Center in Hilo.

copper fasteners, hawsepipes, a windlass, rigging hardware, bricks, and other material are distributed in a line more than 300 feet in length . Not far from this main distribution area is a trail of bricks and trypot shards. In a pile of artifacts trap ped under and about one of the ancho rs lies a blubber hook, similar to the one found at the H ermes site. Just to the so uthwest of the main distribution of artifacts, a team in 2007 located the ship's bell.

The 2008 crew sought to recover the bell for conservation and display at an exhibit being developed at the Monument's Mokupapapa Discovery Center in Hilo, H awaii, som etime next year. On 11 August, the Parkers bell was carefully lifted off the bottom and transferred to a rank on the boat deck, emerging from the water after 166 years on

the sea floor. After a brief examination in the ship's wet lab, the bell spent the rest of die expedition in a tank aboard Hi'ia/,akai before being shipped to a lab for conservation.

New Bedford emerged as the foremost whaling port in the world in the first half of the nineteenth century, having surpassed Nantucket for this title in 1823. At one time, it was co nsidered one of the richest cities in the country, if not the world. Just a year before the Parker met its end in the Pacific, the famous whaleship Charles W Morgan was launched from a New Bedford shipyard. While the Morgan has been fully documented and its history extensively researched, the remains of another New Bedford whaler, the Parker, lie unmolested on the sea floor at Kure Atoll, exactly as they were left in 1842.

SEA HISTORY 125 , WINTER 2008-09

Mystery Whaler at French Frigate Shoals Planning field work can be challenging, especially whe n operations involve SCUBA di ving and are b ased from a ship at sea. Th e prudent principal inves tigator wou ld be wise to allow rime for equipment fa ilures , bad weather, and earaches. Dr. Kell y Gleaso n, rhe chi ef scientist for the 2008 Maritime Heritage Expedition, did an admirable job hand-picking her ream , assembling equipment, and planning rhe dives and schedules, hoping to achieve rhe goals of rh e missio n . In addition to rhe whaling shipwrecks the ream documented, rhe ream also mapped, surveyed, and monitored a half dozen ocher sires, including wrecks of commercial and military ships and a WW2 Corsa ir.

An efficienr and competent crew aboard the NOAA ship H i'ialakai allowed rh e reams of scientists to focus on their specific tasks without having to worry about vessel operations, navigation, or even meal planning.

This yea r, rhe weather could nor have been mo re agreeable, divers were well trained and prepped, and no phys ical ailments caused any setbacks. Aside from the occasional Hooded camera, rhe equipment provided no obstacles to rhe work at hand. As a result, rhe ream had finished its main objectives and srill had two days of diving left at French Frigate Shoals, where th e apex predator scientists (a.k.a. shark taggers) had wo rk to do.

Dr. G leason planned a day of rowboardin g, where snorkelers get dragged through rhe water behind the ship's boar, holding onto a board attached to a row-rope. Ir allows the archaeologists to cover a great deal of ground while surveying for new wrecks. The first rowboarding ream started in an area near a marked anchorage ground. In a short rime, archaeologist Jason Raupp located a large anchor, one surprisingly reminiscent of the st raight-armed anchors of the 1822 Hermes sire. Soo n rh e ream discovered three intact rrypots, hundreds of bricks, another anchor, and sa iling rig components scattered about across a rurbulent and shallow section of rhe reef.

Another whaler.

Only three whalers are known to have been lost at French Frigate Shoals: the 1823 Two Brothers of Nantucket (lost under the command of Captain George Pollard o n his next whaling voyage after having lost the

SEA HISTORY 125, WTNTER 2008-09

Essex in 1822) , the South Seaman in 1859, and the Daniel Wood, o ur of New Bedford, lost in 1867. This unexpected discovery occurred in the fin al days of the ex pedition, so rhe ream did what they could in two days of diving to photograph, measure, and sketch in rhe main features of the sire. Further research back in H awaii and New England will hopefully shed so me light o n the identity of th e vessel. Ana lysis of the material culrure of the sire may enable researchers

New Bedford Whaler Daniel Wood, lost at French Frigate Shoals in 1867 The shipwreck invenrory within rhe Monument's waters is extensive and represents rhe variety of maritime activity transiting rh e northern Pacific since at least as early as the 1822 wrecking of rhe Pearl and rhe H ermes. 1ne sires remain undisturbed by divers, as they are in remote locations, which happen to be in the largest protected area in the U nited States. Co-managed by rhe Stare of Hawaii , NOAA, and the US Fish and Wildlife Service, rhe Monument preserves one of the most pristine areas of coral reef in the world. In additio n to environmental conservation , rhe Monument protects and srudies the cultural and maritime heritage sires within its boundaries.

Whaling played an important ro le in rhe history and development of the United States. Along the way, the whalem en influenced the histo ry of the places they visited, and the hunters decimated the population of whales across rhe world's oceans.

With only one wooden sailing whaleship left in rhe wo rld, rhe shipwrecks of her sisters can provide valuab le information to furrh er our understanding of this industry. .1

Trypot at French Frigate Shoals The 2008 Maritime Heritage Expedition to weed our one or more of the choices if team consisted of NOAA archaeologists Dr. documentation can be fo und about the in- Kelly Gleason, Dr. Hans Vrm Tilburg, Cathy ventory taken ro sea in these specifi c vessels Green, and Tane Casserley. Visiting archaeor if rh e des ign of the anchors, for exam- ologists Jason Raupp ofFlinders University in ple, pinpoints the wreck to a certain time South Australia and Deirdre O'Regan, editor period. of Sea Hi story, rounded out the dive team.

The Papaha naumokuakea Marine Visit the web site, http://hawaiireefnoaa.gov, Natio nal Monum ent, NOAA's Maritime for information about the Mo nument. Click Heritage Program and Office of National on "Maritime Heritage Expedition, "for deMarine Sanctuari es are working rogerher to tails on all the shipwrecks, biogs, photos, and continue field work collecting data about video of this year's expedition. For informathese maritime and cultural resources, to tion on NOAA's Office of National Marine pursue historical research to best analyze Sanctuaries, visit http://sanctuaries.noaa.gov. and interpret what they discover, and to H istorical research for this article was condisseminate their findin gs to the public ducted and analyzed by Dr. Hans \hin Ti/through media broadcasts, the expedition burg, the maritime heritage coordinator for web sire, curriculum development, creation NOAA's Office of National Marine Sanctuof museum exhibi ts, and live presentations. aries' Pacific Islands Region.

19

"Think in Oceans" Surprising discoveries in Sea History's first thirty-five years suggest the importance of the maritime perspective on world history.

by Peter Stanfo rd

S

ea H isto ry celebrated its 35th birthday las t year. The occasion The fi rst issue of the new magazine, appearing in April 1972, led me to reflect o n some thoughts on the course made good, featured m ember museums' collections, gallantly led off by a m odel which I presented last year at the Eighth M aritime H eritage of the French galley M adame from the Crabtree collection at The Conference in San Diego. Your editor asks that I offer them to Mariners' Museum. The foll owing year, the Sea M useums Counour long-time readers and welcome new m embers, together with a cil was replaced by the Council of American Maritime M useums, whi ch, chaired by Waldo Johnston of Mystic Seaport, brough t in thought or rwo about the course ahead.

The magazine's beginnings arose, as so m any things have, New England museums, which had stayed out of o ur brash New from the interest of Karl Ko rtum of San Francisco in expanding the York- based outfi t. Most of its initial m embership was m ade up of heritage of seafaring. No rma Stanfo rd and I, wo rking at the newly the o ld Sea M useums C ouncil. We welcom ed Waldo's leadership, fledged South Street Seaport Museum in New Yo rk and needing under which CAMM dropped its affiliatio n wi th Sea History. to educate ourselves in the heritage we'd jumped into, relied a lot So, when the second iss ue of Sea History appeared in Decem on Karl. A few years earlier, we had joined the Na tional M ari time ber 1973, it steam ed ahead under the NM H S banner rather than H istorical Society (NMHS), an o utfi t dedicated to saving Karl's the old Sea M useums outfi t. In that issue, we expanded our museold ship, the 1899 barque Kaiulani. In 1970 the Society had over- um coverage in a primitive version of today's "Ship No tes, Seaport stretched in its efforts to save the old barque & Museum News," and reached overseas to and went bro ke, and Karl, in a deal that o nly cover such far-out schem es as the recovery of he could have engineered- let alone get the James Craig, then a skeletal wreck on a away with-arranged to have me elected as Tasm anian beach (it wo uld take thirty years its p resident. I'd grown used to doing what to resto re her to sailing conditi o n- but it he to ld me to do, and, bes ides, there was no happened at las t! ). All this was capped by a one else to take the job. So that was that. listing of "Square-rigged Sailing C raft in ExNego tiating with its credito rs, NM H S istence," compiled by Norman Bro uwer, who got back on its fee t. We unde rstood the great had done volunteer work for the NMH S in need to generate the public interest that had Washingto n before jo ining the So uth Street been so lacking in the Kaiulani effort. Frank staff. His effort led to the International RegBraynard, one of the founders of the Society, ister of Historic Ships, co-published by the and I felt it was important to get museums World Ship Trust and Sea H istory Press in working together o n this, so we form ed a 1985, just a d ozen years down the long sea Sea Museums Co uncil under the NM H S road on which we had set out. banner. Leaders of eight museums joined, There was a third issue of Sea H istory in including San Francisco, Th e M ariners' 1975, crammed with photos of historic ships Museum , and the Smithsonian Institution's and wrecks in far-distant locatio n s, together m arine division under the redoubtable H owwith John Lyman's re port establishing that ard C hapelle-all people we'd turned to fo r Sea History# 1 (top) featured collections of the Constellation in Baltimore was a sloopassistance in the pas t. People who do yo u a of-war of 1854 rather than a fri gate of 1797. member museums, but by #4 we'd focused favo r then feel a stake in yo ur venture, and on the tall ships of Operation Sail and the John took time from his research to serve as they were as interested in learning how we secretary of the Na tional Maritime H istorical worldwide heritage ofseafaring.

Society, adding scholarly weight to our disdid things as we we re in learnin g what they knew. It helped immensely that we enj oyed co urse. one ano ther's company!

In 1976 we go t o ut Sea H istory 4, a The Council's first decision was to full-size fifty-page m agazine celebrating Oppublish a magazine to imp rove co mmuni caeration Sail '76, an event which had a transtion amo ng m aritime museums. As Council fo rming effect on an America divided and chairman Bruce Inverari ty of Philadelphia reeling in the wake of the Viem am war and a put it, the magazine wo uld also carry a marigrowing national recess io n. Millio ns of visitime message "to the public who love the tors turn ed out to crowd the streets of New waters of the earth and the vessels that ply York, as Am ericans celebrated the 200th them , fro m canoes and canal barges to great birthday of a nation of nations, bo rn of the square ri ggers and steam ers." sea. Our trustee Frank Braynard had m ade The editorial grandly concluded: "The a trip to Europe in 1974 w ith o ur treasurer, Sea M useums Co uncil and Sea History are Howard Slotnick, to ro und up ships fo r the the beginning of a new era of coo peration ." occasion . Frank was still on the Seaport payWell, not quite-but we are still sailroll in New York, and we gave him an office f"""' l'SA • fU,hvKSh11"1lll S • ing that course, makin g adjustments for set in 16 Fulton Street to run an NMH S O pSail 111fll and drift as we voyage on .

Com m ittee until funds were raised to set up

SEA HISTORY

llic-tnM'>ninl OfM~I"~' ~.LL! 1'11!'> • !>.l<l Tr:1inin1, 111~".m,•rkan!knrnf~ •n!h•• lnl~J.mJ, • l'hatb{'OOf"'r\:")'•~c,

20

SEA HISTORY 125 , WINTE R 2008-09

a much grander office in the World Trade Center. OpSail '76 was thus another event rhar grew from an NMHS committee.

Wirh OpSail still in rhe offing, I left South Street. When C ity authorities offered NMHS new quarters in rhe Fulton Street fireboat house in Brooklyn, we moved our public functions rhere.

Norma produced Sea History from our home in northern Westchester, where she had young children ro raise--who eventually b ecame interested in rhe work. (While a college sophomore Joe Stanford, as a volunteer, compiled and edired Sea H istory's Guide to American and Canadian M aritime Museu ms, which sold out rapidly in rwo printings.)

The barque Elissa of Galveston (below left) and the Liberty Ship Jeremiah O 'Brien (right) were restored as working ships thanks to the $5 million Maritime H eritage Act secured by NMHS.

SEA HISTORY.¡ Tttlo ART. LITbRATlJRL,

Al>Vl:~TuRE.

tOMC

l.L\RNl,..G Of TllE SF.A

"ATI0.0,:AJ \IARIT!\11: mqofUCAL socmn

SEA HISTORY ~~~ THE ART. LITERATURE. ADVE.'"TURE. LORE &: LEARNING OF THE SEA

THE LfGACT OF THC

LJtffRTY~

The Amcriam Achic\'cmcn1 b)' Se-.t, Pan II c:isures of the European Conques1 of 1hc Oceans figurchr:ids in Miniature: Lloyd McCaffcry MARINf.. ART: William Br:.idford Sl'.i\ HISTORY FON KID.~

A Cause in Motion Though Kaiulani had slipped from our grasp in rhe Philippines, seized by a local scrap ya rd, we moved forward. Pursuing o ur mission with historic ships, we launched a campaign ro save rhe Cape Verdean immigrant packet Ernestina, the former Effie M Mo rrissey, a Grand Banks fi shing schooner and later an Arctic exploring vessel. This fi ve-year effort, led by Frank Braynard and Pere Seeger, succeeded in saving the ship through a broad-based effort. Much support came from rhe Cape Verdean community, w hich gained funds from the National Endowment for the Humanities-the first government support for a non -naval histo ri c ship. We failed in our effort ro save rhe Hudson River steamer A lexander Hamilton, the "white swan of the Hudson," which sank in a welter of divided responsibilities and unkept governmental commitments.

1l1en, in 1979 we secured a $5 million federal grant from rhe Maritime Heritage Fund with the support of Senators Warren Magnuson and Edward Ke nnedy. This money provided vital fundin g ro the barque Elissa, rhe Liberty ship Jeremiah O 'Brien, and other projects of national importance. Sea History's role proved pivo tal in these successes, and we felt it had ea rned the sobriquet of "The Journal of a Cause in Motion."

Historic ships remain ed central in our interests, but in rhe 199 0s, inspired by a talk Walter Cronk.ire gave co dedicate rhe new NMHS headquarters in Peekskill, N ew York, we embarked on our M aritime Education Initiati ve to invo lve more Americans in rhe seafaring srory. 1l1e United Stares' relationship with rhe sea had

Elissa

Under another act, partial funding was secured to send the O'Brien to No rmandy for the 50th anniversary ofD -D ay-a graphic illustration ofsea history as world history.

built rhe nation and done so much for rhe cause of freedom. 1l1e ships marrered, after all, because you can't go ro sea w ithout rhem and rhey provide a tangible link to rhis important story. W e began to turn more of our artemion ro the historical tapes try of which the ship was the organizing symbol , mankind's many-stranded, flowing experience of seafarin g. Hisrory, after all, is nor cooped up in rhe arric of rhe past; ir has irs own continuing reali ty and li ving conn ections ro the presem-and ro rhe co urse allead.

"The sea is one," runs the rime-honored naval precept, and we believe this ro be true also of what 1l1omas Jefferson o nce called "rhe ocean of time opening upon us." Acting in this worldwide and ages-long perspecti ve, we were able ro help secure recognition of m ercham seamen's rights ro medical care and pension fund s for their perilous volumeer service in World War II, and were able to be of some help to the Liberty ship Jeremiah O'Brien on her epic voyage ro No rmandy on rhe 50rh annive rsary of D-Day in 1994, and ro her sister Liberty john W Brown in her tour of American Easr Coast pons. President Reagan and Senator Par Moynihan paid rribure ro these efforts in the pages of Sea History, and ve terans' groups and maritime unions supported our efforts in rh e work and remain involved in our educational programs today. Surely we must be interes ted in today's mariners to be rrue ro rhe heritage we celebrate in rhe seamen of bygone days.

D eirdre O 'Regan , Sea History's editor for rhe pasr five years, has vigorously developed rhe policy of "on deck" reporting, using her feeling for seafarin g built up in extensive ocean voyaging under sail. Just back from a mo nth of diving on hisroric wrecks in rhe Pacific, she keeps her active engagemenr wirh pas r and presem seafaring. On her watch we can look forward ro new adva nces in our work, and ro new historical discoveries turned up in Sea H istory's lengthening wake. J, Peter Stanford is president emeritus ofthe National Maritime Historical Society and Sea Histo ry's editor-at-large.

SEA HISTORY 125 , WINTER 2008-09

21

Sailors' Snug Harbor

by Christina Abel

Much like a sailor's odyssey, so goes the story of the Sailors' Snug Harbor in Staten Island, New York. It started out as one man's wish for a home for "aged, decrepit, worn out sailors," but was delayed in the courts for thirty years. When it was finally constructed in 1833, the money flowed in, but after a century ofsuccessfully providing a home for retired sailors, the cost ofrepairing and maintaining the old buildings proved too much. Finally, in the 1970s, the facility was closed and the 100 remaining sailors were moved to a new home in Sea Level North Carolina, which thrives today. A few of the original buildings have survived on Staten Island, as does the history ofa noble institution that was established there. n 180 l , Robert Richard Randall created wh at is now the oldest secular trust in the country, providing for a retirement home on his twen ty-o neacre property in lower M anhattan , where Washington Square Park is located today.

Randall started the trust in memory of his father, Thom as Randall, a revolutionary war hero, ship owner, merchant, and privateer, who made his fortune from the sea. Rob ert inherited that fortune from his

I

fath er and, being childless on his deathbed, decided to give those riches back to the sea by creating Sailors' Snug H arbor, a rerirem enr home for "aged, decrepit, worn out sailors."

When Randall died, his will was contested from the ve ry beginning.

WHY DID IT TAKE THIRTY YEARS TO OPEN SNUG HARBOR?

In 1820, John Inglis, who was related to

Robert Richard Randall through a common ancestor, brought a laws uit against the trustees of Snug Harbor, claiming inheritance rights to the proper ty Randall owned in M anhattan . The legality of the inheritance actually dates back to 4 July 1776, a date not only important in declaring the independence of the U nited States of America, bur also in establishing who was co nsidered an American citize n. "The settled doctrine in this country [America]

Sailors' Snug H arbor, 1898, when the home housed over 1, 000 residents and included two hosp itals, five do rmitories, a music hall, the Randall Church, barns, fields of vegetables and tobacco, and herds of cattle.

22

SEA HJ STORY 125, WINTER 2008 -09

is that a person born here, but who left the country before the Declaration of Independence and never returned here, became an alien and incapab le of taking lands subsequently by descent. The ri ght to inherit depends upon the existing state of allegiance at the time of the descent cast," according to Ingles [sic] V Trustees of Sailor's Snug H arbor.

1he problem for Inglis was that he was only a year old when the British troops entered New York in September 1776. His fath er, C harles Inglis, an Irishman loyal to the British government, fled the ciry with his son to go back to Ireland.

They never returned. According to the suit, "If John Inglis, according to the first suppositio n under this point, was born befo re 4 July 1776, he is an alien unless his remaining in New York during the war changed his character and made him an American citizen."

Apparently remaining in New York didn't "change his character." In addition, his father's behavior while in New York Ciry was considered by the court in making this determination. "Charles Inglis was not, within reasonable interpretation of this resolution, abiding in the state and owing protection to the laws of the same.

H e was within the British lines, and under the protection of the British army, manifesting a full determination to continue as a British subject."

Even if John Inglis had won his case, he couldn't have done much with the land except build a retirement home because of the way the will was written. The trust "should in no case, for want of legal form or otherwise, be so construed that my relations, or any other persons should heir, possess, or enjoy my property, except in the manner and for the uses herein," according to Randall's will.

SNUG HARBOR, THE EARLY YEARS

During th e thirry yea rs that the will was co ntested in court, escalating real estate prices in M anhattan forced the trust to seek out an alternative site to build Snug H arbor. 1hough the reasons vary, speculation holds that another reason for locating the retirement home outside the ciry was to lessen the temptation for sailors to drink and get into trouble.

SEA HISTORY 125, WINTER 2008-09

Each mariner admitted to Sailors' Snug H arbor received a full suit, custom-made at Brooks Brothers. Here the "snugs" are in their winter uniforms

In the early 1830s, the income from leasing the 2 1-acre property in Manhattan was used to buy a 130-acre farm on Staten Island. Sailors' Snug Harbor opened in Staten Island in 1833 with 37 sailors, or "inmates," as they were called. Of these 37 men, seven had o nly one leg, two were blind, four were "decrepit," five were rheumatic, one was lame, and one had frostbite. The men were not charged any rent or fees to live there but were required to have sailed for five years before they could retire. In 1873, the oldest "inmate" was 103, the yo ungest, 23. The gates to the grounds were open from 9 AM to 9 PM, and seamen were allowed to leave during that time, except if they were infirm or "tabooed," meaning they had broken a rule.

1he most common rule that the inmates broke was going into the ciry for entertainment and coming back to Snug Harbor drunk. If they did so and were caught, they would be "tabooed" for some period of time, during which they couldn't leave the grounds.

Snug Harbor enjoyed its peak from 1880 to 19 10, during which period about 1,000 sea men lived there. TI1e faciliry had sixry buildings, including two hospitals, two mansions, a cathedral built to replicate St. Paul's Cathedral in London, a farm, a power plant, a dining hall, a music hall, and a sanatorium. On staff were farm

hands, engineers, mechanics, blacksmiths, carpenters, repairmen, clerks, orderlies, laborers, butchers, stablemen , physicians, and a pharmacist. The men spent their days reading, relaxing and talking about their seafaring days. They only had to look out of the front gates of Snug Harbor to see the vessels they had once sailed gliding along the Narrows, heading toward the Atlantic.

How DID A MULTI-MILLION DOLLAR ThUST LOSE MONEY?

Snug Harbor received its operating budget from the leases on Randall's original twenry-one acres of land in Manhattan.

A 1939 Federal Writer's Project article explained, "The incom e from real estate on this rich properry furnishes adequate funds for the up-keep and perpem ation of the imposing buildings." In 1929, rentals from the Washington Square properry in Manhattan brought in about $1.3 million, while the total expenses for maintaining Snug Harbor were about $1.03 million .

The reserves, which had been accum ulating since 1900, were about $4 million. By the 195 0s, however, many of Snug Harbor buildings were in disrepair, some of them literally crumbling. The land that was being leased in Manhattan had also been somewhat neglected and other parts of the ciry becam e more popular for developers.

23

The trustees of Snug H arbor were hesitant to spend m o ney on the Manhattan property because they needed it for the upkeep and maintenance of Snug H arbor. "In the 1930s and 1940s the city's changing patterns of growth-and a gradual lessening in the quali ty of the Washington Square buildings themselves-caused the property ro decline in rental value," acco rding to Sailors' Snug Harbor 1801-1976, by Barnett Shepherd. The res ident population at Snug H arbor had also declined . W ith the advent of social securi ty and pensio ns, sailors had more independence and Snug H arbor wasn't th eir on ly option for retirement.

By 1945, the population had dwindled to 375, about half what it had been a decade earli er.

Already by 1943, burdened by escalating costs and a decreasing population, the trustees had hired a firm to com e up wit h a pl an for the future of Snug Harbor.

By 1948, a managem ent survey was undertaken to id entify cost-saving meas ures, calling for the sale of some of the Staten Island land to raise money to refurbi sh the buildings. In 1949 the trustees cons idered charging the m en a fee to stay at Snug Harbor.

After protests from many of the residents, the fee idea was dropped. Instead , rhe trustees embarked on a plan to modernize rhe buildings ar Snug H arbor. Many buildings we re no longer being used and wo uld be closed . 1l1ree buildings were initially torn down, but rhe public paid no attention to the destruction until the Randall Memorial C hurch, the on e modeled after Sr. Paul's Cathedral in London, was on the chopping block. The trustees estimated that repairing rhe aging building would cost about $56,000 . Some people fought rhe demoli tion, bur after a year of debate, the buildin g was torn down. Then, in 1965, a plan was

(top left) The Randall Memorial Church, built in 1899, and the Snug Harbor Music Hall, the second oldest music hall in the country. (middle left) The famous ''front five" buildings at Snug Harbor, the first National Historic Landmarks ever designated in the United States. (bottom left) The grave ofSailors' Snug Harbor founder, Robert Richard Randall.

24

SEA HISTORY 125, WINTER 2008-09

"Snugs, "as residents were called, often built ship models from scratch. announ ced to modernize the facilities by building apartments and high-rise bui ldings to ho use the res ide nts. The only historical bui ldin gs that would be preserved were a chapel and one of the original 1833 Greek Revival-style buildings. The newlyfo rmed New York C ity Landmarks Co mmission became aware of the plan and qui ckly proposed landmark designati o ns for fi ve G reek Revi val-style buildings and the chapel. Th e buildings were designated as such and thus could not be touched by bulldozers . According to the documents from the National Register of Histo ric Places inventory nomination form, Snug Harbor was described as "a rare surviving example of urban planning, landscaping and buildings in the Greek Revival Style.

Sailors' Snug has no equal in scale, extent or qualiry in America."

THE M OVE TO SEA LEVEL, NORTH CAROLINA

In 1970, the Snug Harbor trustees proposed co nstructing a new facility for the 120 men who were living at the retiremem home, build ing on just ten acres of the Snug H arbor gro unds and selling the rem ain ing acres to finance the construction. Th ey also co nsidered plans to m ove Snug H arbor roan o ur-of-sta te facility. In February 197 1, the trustees announced SEA HISTORY 125 , WINTER 2008-09

plans to move Snug H arbor to Sea Level, North Carolina, a location selected because the D aniel Taylor family, pioneers in ocean shipping and railroading, owned land there and made an attractive offer for the relocation.

Back in Staten Island, New York City M ayor John Lindsay bought thirteen acres of Snug H arbor's property for th e city; the remaining sixty- three acres were sold to an apartment developer. A strong public outcry against the developer's proposed high-density development led him to sell the remaining property to the city for park land. Lindsay rechristened the land the

Snug H arbo r C ultural Cem er, saying "it is irreplaceable and losing it is unthinkable."

The Staten Island campus is also home to 1he Noble Maritime Collectio n, which maintains a strong link with mercham mariners throu gh its museum and stud y center. The Noble Maritime Co ll ection preserves and interprets "the art, writings, and maritim e artifac ts of m arine artist John A. Noble as well as the history of Sailo rs' Snug Harbor in its collections, exhib itio ns, and programs."

At Snug Harbor's 120-room facility in North Caro lina, about half the rooms are occupied by retired seamen. They pay forty percent of th eir income (not asse ts) to live at the retirement communi ty. In 2001 , the facility was opened to mariners' spouses and others. "The trust is still alive and well, and marin ers are still very well cared for at this waterfront co mmunity,'' said Janet Grainge, Directo r of M arketing and Admissions at Snug H arb or. .1

Christina Abel is a reporter for the Florida Times-Union in Jacksonville, FL. She graduated from Ripon College with a B. A . in journalism in 2 003 and earned her M. A . in journalism from the S. I Newhouse School of Public Communication at Syracuse University in 2005.

Images and captions courtesy of the Noble Maritime Collection.

(Snug Harbor on Nelson Bay, 272 H wy 70 East, POB 150, Sea Level, NC 28577; Ph. 252 225-4411; http://snugharborhome.com)

The Noble Maritime Collection The Noble M aritime Collection is a museum and study center located on the gro unds of the famous old rerirem em home fo r mariners, Sailors' Snug H arbor, now a cultural center in Staten Island, New York. The museum is housed in a landmark G reek Rev ival building, a former dormitory built in 1840 and rehabilitated with a $2.4 million allocation from the C ity of New York and $ 1,000 ,000 in donations.

The museum's permanent exhibitions include the Dormitory Room and Writing Room, period recreations of original features of the retirement home, as well as the houseboat studio of John A. Noble (191 3-1983), one of America's preeminent maritime artists.

(The Noble Maritime Collection, 1000 Richmond Terrace, Building D, Staten Island, NY 103 01; Ph. 7 18 447-6490; www.noblemaritime.org.)

25

Hamburg's New International Maritime Museum

by Ge rnot Ga bel, PhD

F

or centuries the city of Hamburg prided itself on being the major Germ an port and "gate to the world."

Vessels of all kinds have been built in its shipya rds and goods from all over the wo rld have landed o n its wharves. With this in mind, the Ge rman collector Peter Tamm chose Hamburg to showcase the thousands of maritime artifacts he has assembled during his li fet ime.

Peter Tamm was born in Hamburg in 1928 and began his professional career as a journalist in his native city at age rwenty. Two decades late r, he was the CEO of Germany's Springer newspaper gro up, then the leading media ho use in West Germany.

Today, at eighty, Tamm is still a publisher and owner of a publishing gro up.

Peter Tamm was given his first model ship when he was just six, but his real love for the sea was kindled during his few weeks of service in the German navy at the end of the Second World War. W hile working as a journalist as a yo ung man, he began coll ecting model ships and maritime items such as paintings, maps, and weapo ns. Thanks to his personal fort une, he was able to assemble an impressive and volumino us collection within a relatively short time. Today it is the larges t private collection of shipping and m arine historic artifacts in the wo rld. When he ran out of storage space in his stately home, he purchased a spacious villa on the banks of the river Elbe, where, in 1991 , he fo unded the

Peter Tamm (left) welcomes President H orst Kohler at the museum's opening on 25 Ju ne 2 008.

Institute of Navigation and Marine History.

In 2002 Tamm established a fo undatio n to provide an enduring legal framework for his venture, a prerequisite for the establishment of a public museum.

Since the 1990s, the old warehouses along H amburg's wha rves became obsolete.

Similarly to what happened to London's dockyards, the brick buildings with their solid va ults were partly co nverted into posh lofts for an affiuent dientele. Peter Tamm espied the oldest and largest storehouse, a neogothic building completed in 1879, choosing it for a new museum , and he persuaded the H am burg city council to lease the edifice to him for ninety-nine years, rent-free.

A shrewd negotiator, Tamm also convinced Hamburg's mayo r to grant thi rty million euros (nearly US$50 million ) fo r the renovation and convers ion of the warehouse into the International Maritime Museum (IMM).

The museum's te n floors-now called "decks"-offer 130,000 square feet of exhibition space. Each deck is devoted to a

theme, ranging from the history of discoveries and shipbuilding techniques to exhibits about th e merchant marine and the German navy. One deck is devo ted to paintings and prints, another to a huge model collection with more than 35,000 vessels of all types, represented in both large and sm all scale. The development of navigatio n and co mmunication is presented on another deck, and so is shipboard life, naval uniform s, decorations, and weapo ns.

There is even a section called "Treasure," which holds the museum's most valuable items made from ivory, am ber, and precious m etals, amo ng them a silver table decoration in the shape of a German battleship and a small rep lica of Columbus's Santa Maria in solid gold . Other attractio ns are thirty-five "bone ships," rare models carved from animal bones by impriso ned French seamen afrer the battle ofTrafalgar, and a fifty-five-foot model of the Queen Mary 2, assembled from thousands of Lego pieces.

The largest item in the collection is a rwoman submarine developed by the former East German navy; the sm allest is a sailing boat that measures a m ere one-fifth of an inch.

Som e critics have argued that the museum caters too much to the to urist an d model-ship buff, or that it focuses too much on naval history and weaponry. The

The International Maritime Museum occupies a prominent place along Hamburg's historic wharves.

26

SEA HISTORY 125, WINTER 2008-09

naval aspecrs, however, occupy just one of the floors and the scholarly dimensions of Perer Tamm's venture are impressive-the library holds abo ut 120,000 volum es and half a million photos, and the archi ve preserves abo ut 50,000 co nstruction plans of all rypes of vessels and 15,000 histo ric menus from passenger ships. These documents are a rich and largely untapped

so urce for historians and not to be found elsewhere. In bo th the size of the faciliry and its collections, the new International Maritime Museum dwarfs the German Shipping Museum in Bremerhaven, a statesupporred institution .

At the museum's inauguration on 25 June 2008, German President Horst Koehler spoke of a "new lighthouse" that

will attract visitors to Hamburg, now reestablishing its identiry as a harbor ciry.

The number of visitors flocking to the museum during the first weeks after the opening certai nl y fulfilled Peter Tamm's proud expectations. (Inrernari o nales Mari limes Museum Hamburg, Ko reastrasse 1, 20457 Hamburg, German y; www.inrernationalesmaritimes-museum .de). .:t

Tamm's ship model collection includes "bone ships" (above), miniature models (below) and the solid gold model of the Sa nta Maria (right).

Gernot Gabel grew up in Hamburg, earned an MA from the University ofNorth Carolina at Chapel Hill and a PhD from Rice University in Texas. He is the former deputy chief librarian at the University of Cologne library in Germany (until 2006) and lives in Cologne.

SEA HISTORY 125, WINTER 2008-09

27

To THE ENDS OF THE EARTH

JP~ -de-,_¢~~<?~/!November 8, 2008 - March l, 2009 Driven by the promise of adventure and the allure of the polar landscape, Frederic Edwin Church, William Bradford, Rockwell Kent and other artists sought inspiration at the ends of the earth. Some embarked on personal pilgrimages while others accompanied official expeditions. See a breathtaking array of works they created, ranging from monumental romantic canvases to intimate, early modernist pastels.

Take your own journey to the ends of the earth at www.pem.org/endsoftheearth

Support provided by ECHO (Education through Cultural and Historical Organizations),

t program of the Office of Innovation and Improvement at the U.S. Department of Education

Maritte Art News I

n August, th e Nantucket Historical Association (NHA) acquired two historic oil-on-canvas paintings-Ship Spermo Trying with Boats among Whales on California, 1821 (right) and Spermo Cutting in Whales on Japan, 1822 (below) , painted by Nantucket whaler-artist John Fisher. The Nantucket whaler Spermo sailed on its sole whaling voyage from 1820 to 1823 , in consort with the General Jackson and the Pacific. The captain of the General Jackson, John Fisher, a whaling master and self- taught artist, created six known canvases during this voyage, some of the earliest known oil paintings depi cting American whaling. Both paintings are 18" x 24" ca nvases and depict Spermo cutting in whales on the Japan grounds

and whaling off the California coast. Created by a seasoned whaling mas ter with an eye for detail, these scenes rank among the most vigorous depictions of whaling before the invention of photography.

The cutting-in scene shows the raised blanket piece of the whale twisting in the air, while the crew heaves in unison to board it. The trying-out scene captures the blazing fires of the rendering process, a mincing station, and whaleboats dispatched on a pod of whales .

Fisher mas terfully portrays the rolling swell of the ocean as Spermo hurtles through the waves, and circling seabirds swarm to share in the frenzy of the scene. (NHA, POB 101 6, 15 Broad Sr., Nantucket, MA 02554; Ph . 508 228- 1894; www.nha.org) (continued)

Mariners . . lnlernalional • US Merchant Ships WW2 • Nautical Art/Books • Over 400 titles covering that which is nautical www.marinersinternational .com

*J.P. URANKER WOODCARVER *

Glass Replicas of Sailing Vessels Featuring Curved Glass Sails

Sandbagger Cruiser

Tall Ships Schooners Sloops Historic Vessels Modern Yachts Regatta Trophies Night Lights Business Card Holder Desk Sets Custom Orders Welcome

SSV Corwith Cramer

Ships of Glass, Inc 6702 Rosemary Dr

Tampa, FL 33625 www.shipsofglassinc.com

FIDDLERS GREEN MODEL SHIPS & YACHTS SHIP MODEL BROKER I will he lp you Bu y, S ell , Re pair or C ommiss ion a mod e l

813 918 1566 813 968 2163 dhardy shipsofglassinc.com

www.FiddlersGreenModeIShips.com 201-342 -1 220 Fiddl ers Gr ee n M odel Ships

- Don Hardy

245 Pro s ec t Ave 1rn e. Su ite 198 , Hac ke nsac k. NJ 0760 1

SEA HISTORY 125 , WfNTER 2 008-09

35

Maritte Art News (continued)

C

hristine Hanlon has been awarded Best in Show for Death of an Oil Tanker: Prestige 1976-2002 (right) at the Coos Art Museum's 15th Annual Maritime Exhibit. This painting is an oilon-panel triptych, which was inspired by the devas tating oil ranker disaster that occurred off the coast of Spai n and Po rtugal at the end of2002. This maritime disaster, which devastated rhe fishing industry and ecology of the Spanish coast, is one of several such incidents rhar have become the foc us of H anlon's oil pai nting. The world's dependence upon oil and its effect upon rhe marine environment, along wi th her love of the sea and ocean-going vessels, are the reaso ns that cargo shi ps, fishing boats, tugboats, and oil tankers have become subjects of interest for H anlon. She lives near H alf Moon Bay in Northern Cali fo rnia and routinely paints plein air watercolors of M ave rick's beach near Pillar Point H arbor. In addition to m aritime com em , she focuses o n urban landscape and in d ustrial warerfrom scenes. H er resume, bio and additional artwo rk may be viewed at www.christinehanlo n .com . (Coos Art Museum, 235 Anderson Ave. Coos Bay, O R 97420 ; Ph. 54 1 2673901 ; www.coosart. o rg)

and original Art L

as t wimer, we reported o n the fi re that devastated the Skipj ack Nau tical Wares and Marine Gallery in historic O lde Towne Portsm outh, Virgin ia, o n 20 D ecember 2007. The story hit home for Sea H istory's readers, to see artist Patrick O'Brien hauling damaged paintings out of the charred building, including his painting Union I rondads: The New Ironsides and the Passaic, which had graced the cover of Sea History 120 just a few momhs before. For the gallery's owners, Joe and Al ison Elder, the fi re also destroyed their home, which occupied the floor above the gallery.

We are pleased to report rhar rhe Elders, with a lot of suppo rt from their local communi ty and the marine art world, have just reopened their busin ess at a new location alo ng the Elizabeth River waterfront in Portsmouth. They are eager to reconnect with fo rmer artists and customers, as well as, of course, mee t new ones. (Skipjack Na utical Wa res & Marine Gallery, One High Street, Portsm outh, VA 23704; Ph. 757 305-77 4 1; www.ski pjackmarinegallery.co m)

r

he Minnesota Marine Art Museum in Winona is conducting a nationwide search for a new executive director. The museum opened in July 2006 and exhibits the Leo and Marilyn Smith Folk Ar t Collection, the H enry Peter Bosse M ississ ippi River Photographs and Maps, and rhe Burrichter/Kierlin Marine Ar t Collectio n, including wo rks by W illi am Bradfo rd, Alfred Bricher, Edwa rd W iUiam Cooke, Montague Dawson and Mauri tz Frederick de H aas.

Plans are underway to acquire the dredge WiLLiam A . Thompson, which h as maintained the navigati on channels of several upper M idwestern rive rs fo r nearly eigh ty years. Interested parties can view rhe positio n description at www. n1inneso tam arineart. org.

36

SEA HI STORY 125 , WINTER 2008-09

Anne T. Converse Photography

Neith , 1996, Cover photograph

WOOD, WINV ANV WA TE'R A SmRY OF nm OPERA HousE CUP RACE OF NANTUCKEf

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.

Hardbound limited edition pages, 85 full page color photographs

Unique Whale Art Cube Now availab le only from the Whaling Museum: The Richard Ellis whale art cube created exclusively for the New Bedford Whaling Museum. Visit www.wha lingmuseum.org to see more unusu al gifts.

Fully accessible . Interactive displays for kids .

Uniq ue Museum store. Open daily.

10"x12" 132

Plan your visit on line - www.whalingmuseum.org

For more information contact: Anne T Converse NEW BEDFORD WHALING MUSEUM

P: 508-748-0638 F: 508-355-0070 anne@annetconverse.com www.annetconverse.com

18 Johnny Cake Hill • New Bedford, Massachusetts 0274()..6398 508997--0046 • www.whalingmuseum.org

The New Bedford Wha ling Museum is a private, non-profit organization.

Image size, 10 112 x 26 inches; light-fast inks on acid-free papa

A View from the Battery, 1829

by Thos. Thomson, American (1775-1852)

•

This limited edition print is a faithfu l reproduction of the original lithograph , which offers extraordinary detail and accuracy. The three-masted packet on the left is the Black Ball ship Manchester, which sailed between New York and Liverpool , Eng land . Price: $75 + $15 s/h.

(NY residents add applicab le sales tax.)

To order, call 1-800-221-NMHS (6647), ext. 0, e-mail nmhs@seahistory.org, or visit our web site at www.seahistory.org.

SEA HISTORY Sailing Solo ir Robin Knox-Johnston, who is interviewed on pages 10-12 of this issue, is a famous sailboat racer, most famous for solo, or single-handed, ocean racing-meaning he is alone on his boat. In 1969 he won the first solo 'round-the-world non-stop race in his wooden 32-foot sailboat, named Suhai/i. Sailing at an average of 4.3 knots (nautical miles per hour), it took him 312 days! That's a very long time to be all by yourself on a small boat without making a single stop along the way. Today, there are several highly competitive singlehanded races crossing oceans and going around the world . Sailors in these modern races have high-tech boats and eguipment and can do it much faster than Knox-Johnston was able to go. Last January, Francis Joyon broke the record for the fastest single-handed circumnavigation, completing his voyage in 57 days!

S

Joshua Slocum, on the deck of Spray during his solo circumnavigation, was the first to sail around the world alone.

There are sailing and adventure organizations and memorials named in his honor-there's even a Slocum River in Dartmouth, Massachusetts. One of Sir Robin Knox-Johnstons fellow competitors in that 1968-69 'round-the-world race was a French sailor named Bernard Moitessier. In that race, Moitessier sailed in a boat named J"oshua, in honor of Captain Slocum.

Sailin Atone Around the Slocum sailed around the World world in a wooden sailboat, the Spray, in the late 1890s.

Robin Knox-Johnston at the end ofa long solo voyage.

Of course, Knox-Johnston was not the first person to sail alone around the world. A sea captain named J'oshua Slocum was the first. In 1898, he completed a circumnavigation in a 37-foot boat named Spray.

His voyage took him more than 3 years to complete!

Of course, he was not racing anyone and a speedy return was not important to him. Slocum became very famous after completing his world voyage because, after he returned home, he wrote a book about his experience that became a best-seller. Sailing Alone Around the World is still in print today and is considered a great adventure story, in case you are looking for a good book to read.

Slocum's feat has inspired many people to seek out adventure at sea and ashore.

L

ast issue we talked about the sea snakes in Sam uel Taylor Coleridge's famous poem, "The Rime of the Ancient Mariner," written over two hundred years ago. In the poem an old sailor leans over the rail of his ship to watch snakes slithering o n the surface, stirring up clouds of tiny bluegreen Aas hes:

T€NTAC.l.E fO\?.

the animals themselves are glowing. If yo u 61•i\"l-\El!-IN'7~=e> go for a swim at night in certain parts of the world, such as in the bays of Of:C:>1>11'16L.LE 5 - £ - J : . . . fO\?. !VIA\<\N(;, · · '· .

V1eques, Puerto Rico, you can see uc,1-1\ ,· 6' - ; ,,1 blue-green sparkling around yo ur ~{f ',;.,/ { .~ · V\> TO skin. · f"' C:·-,(:-S:. ~ . · · ·0 ' .

2. "'"' Mariners seem to have always . '., I been amazed by bioluminescence.

GA'Y fiL LE:p Off the coast of California, Captain lNSIDI'.: f'Oi"'·. some "gIo b u- fl..O\Al10N oo k descn"bed pIacmg lar" creatures from the ocean into a ,, SE"A s .PA~'f::L. E:= II glass. He writes: "When they began to A l)t1'10f'-A0E:U..AT6 swim abo ut. . . they emitted the brightest (NoC11t..vcA $<:\1'1\tt..1.-ANS) colours of the most precious gems." In 1926 the scientist and explorer Wilgenerate a glow. So me creatures, such as comb jellies, have internal chemicals that liam Beebe compared the sparkling of the ocean to the evening sky: light up. O ne kind of squid can even squirt a biolurninescent ink-like cloud. Scientists ~

c

Beyond the shadow of the ship, I watched the water-snakes: They moved in tracks ofshining white, And when they reared, the elfish light Fell offin hoary flakes.

Within the shadow of the ship I watched their rich attire: Blue, glossy green, and velvet black, They coiled and swam; and every track Was a flash ofgolden fire.

In this poem "hoary" means white, like frost. You can actually see these "hoary Bakes" all over the wo rld-just by shaking up seawater. It is called bioluminescence, but used to be known more often as phosphorescence or phosphorous. Mariners see bioluminescence off the bow of their boat or in their wake, but they can also see it when they pull up a fishing net or a bucket. Sometimes at night sailors see dolphins or large fish (or sea snakes) swimming by their ship, stirring up so much bioluminescence, so much "elfish light" and "golden fire," that it looks as if

"The ship ploughs a deep furrow through miles of star dust-phosphorescence which will fill the last imaginative human being as full of wonder and awe as it did the first who ever ventured out to sea."

The light that sailors like the Ancient Mariner see at the surface is often caused by tiny single-celled creatures, called dinoflagellates. DinoAage!lates Aoat near the surface of seas all over the Earth, mostly at the whim of wi nds and tides. One of the most common bioluminescenr dinoAagel- c::,. <:::... !ares, Sea Sparkle, looks like a transparent grape.

Ir's about the size of a pencil tip.

All sorts of o ther animals make ligh t, too.

Hundreds of species of fish, collectively known as lanrern fis hes, have special cells, called photophores, that

don't know exactly why animals make ligh t. Some animals might use it to attract mates, or help them hide from predators by confusing how they appear underwater.

Angler fish use light to lure their prey, while other animals use photophores as a way to search in the dark.

In the next issue of Sea History, we'll talk about an animal that can't make light, but find s its way underwater with ~ anten nae, a crusher claw, / ,,(? and a pincer claw. ~

Careers in the Morine Clnd Dr. Hans Van Tilburg is a maritime archaeologist in Hawaii, who works for the National Oceanic and Atmospheric Administration {NOAA) Maritime Heritage Program. A maritime archaeologist is someone who is trained to investigate shipwreck sites and other material remains underwater and then learns about the ships and seafarers who once sailed the world's oceans.

To become a maritime archaeologist, Hans went to college and studied both history and archaeology, specializing in ships and seafaring. He also had

In addition to SCUBA gear, archaeologists take tools underwater to document shipwrecks. In this photo (left), Hans is mapping the wreck ofthe Dunnottar Castle (pictured above), a 258-footlong iron sailing ship that wrecked in the Northwest Hawaiian Islands in 1886. You can see the yellow tape measure secured to his SCUBA gear and the baseline measuring tape strung out below him across the e_ntire wreck site. Hans can write and draw underwater on sheets ofmylar taped to a slate (like a clipboard).

His hi-tech writing implement? A No. 2 pencil. (below) Back in the lab, Hans and his fellow archaeologists carefully transfer the data they collected underwater to a map ofthe site.

o be an expert SCUBA diver because, after all, most shipwrecks are underwater. Many maritime archaeologists finish going to school once they earn a masters degree, but others, like Hans, go further with their studies and get a doctoral degree, or PhD. In his job, he spends time in his office, in research libraries, and, of course, out on boats and under the water doing fleld work. He continues to study about ships and seafaring, but he also has written books and many articles about what hes learned so that others can learn from him.

Here, Hans explains about what we can learn from a shipwreck.

"Every ship was originally made from thousands of individual pieces. Even though these might be scattered on the sea bed, each one can tell you something about the past. Once a site is discovered, all kinds of different clues can help you know more about the ship and its crew. First, flnd out if it is a wooden ship or if it was made out of iron or steel-older ships are sailing vessels, all made of wood . Are there parts of an engine on the wreck site? Steam engines

were used in the mid-19th century, and gasoline engines much later. Are there cannon? Was it a navy ship or a merchant ship? The kind of cargo may be evidence that can tell you where the ship was going. What about the crew? Often divers see the pieces of everyday life on shipwreck sites-the silverware and plates and tools and bottles, which made the ship a home for the sailors. Bricks and

I ... ......

iro.n cooking ware, bett bucki~¡~ ,~ :c1nc:J" buttons-all of these are clues about seafaring life, pieces of the puzzle. When studied all together, these bits of information capture a piece of maritime history.

Every shipwreck site is an investigation, and the closer you look, the more you will see. The more you see, the more you learn."

~ 0

©@iru W@M [p)ll®@@® ~[f)O@OiruW Who Works on Shipwrecks?

Shipwrecks attract lots of attention and all kinds of people. The people who deal with shipwrecks are usually maritime archaeologists, treasure hunters, or professionals in marine salvage (salvors). Who gets to take stuff from a wreck depends on what ship it is, why and where it sank, and who owns the remains. It can get confusing, and many laws have been passed that try to clear up this confusion. Here's a look at these three occupations and some of the differences between them.

Marine salvors earn money by rescuing private property from the perils of the sea . Marine Salvors assist ships that are in danger of wrecking or have recently sunk. Working for ship owners and insurance companies, salvors remove valuable cargoes and refloat damaged ships. Marine. salvors also help to protect the sea and surrounding environment by removing fuel and dangerous chemicals from a stricken ship when it has had an accident. (left) Donjon M arine, a marine salvage company, was called in to help clear marine debris after Hurricane Ike devastated p arts ofcoastal Texas last September. e, a heavy-duty crane p ulls a sunken vessel out of the water.

Maritime archaeologists study shipwrecks seeking to learn new things about the past and then share what they 've learned with everyone. Sometimes they remove artifacts from shipwrecks, but they only do so using scientific methods. Maritime archaeologists believe in protecti11g historic shipwrecks and do not sell artifacts.

They work to preserve artifacts as parts of intact shipwreck sites or in collections Treasure hunters look for shipwrecks, hoping to find objects housed at museums and laboratories after they that they can remove and set I. have been scientific II Their goal is to make money by excavated and selling off pieces of the past-in conserved . this case, shipwrecks and their cargo. Treasure hunters believe (right) NOAA Marititflt! that any historic shipwreck they Archaeologist Tane Casserley find belongs to them. Treasure carefully document. hunters sell artifacts to private anchor from a 186-year-old collectors. They do not have to shipwreck. share them with the public.

COURTESY DONJON MARINE

Joseph K. Taussig's Welcome to the US Navy: Three Wars in Three Years

by Evelyn M . Cherpak y the time he was twenty-four years old, Joseph KneflerTaussig had seen action in three conflicts: the Spanish-American War, the Philippine Insurrection , and the Boxer Rebellion. He emerged from the first two without a scratch but was wounded and received the Purple Heart for the third, albeit some forty-three years later.

Taussig was born on 30 August 1877 in Dresden , Germany, to Ellen Knefler Taussig and her husband, Rear Admiral Edward D. Taussig, a US Navy officer stationed with the European Squadron.

One of three sons, he graduated from high school in Washington, D C, in 1895 and entered the US Naval Academy with the class of 1899. Taussig was a star athlete at the Academy, where he excelled in football,

B

cautiously, urging Spain to grant C uba independence. When these diplomatic attempts failed , the United States declared war on Spai n on 20 April 1898, and for the next three months and twenty-th ree days, the country was at war with an adversary just ninety miles off Key West, Florida.

Naval Cadet Joseph K. Taussig arrived in Tampa, Florid a, on 3 June 1898, having taken a train from Washington to Miami, a boat to Key West, and a second vessel to his final destination . Once there, he reported as signal officer to Captain John J. Hunker, co mmanding officer of USS Annapolis, flags hip of the troop convoys at Port Tampa. The very next day he went ashore in Tampa, where he got a firsthand look at the troops awaiting deployment. H e wrote in his diary that:

injuri es. Taussig continued landing croops at Siboney, where he encountered the halfstarved and ill-clad Cuban Army.

Taussig boarded USS New York in Santiago harbor on 26 June. He stood watches, landed troops, read, loafed, slept, and waited for the action to begin. He soon realized that war was boring and much of the time was spent waiting for a battle to happen. He did not have long to wait, however, for the battle of Santiago Bay commenced on 1 July. The battle began with the Americans bombarding the fort at Aguadores, five miles from Santiago harbor, as Army troops advanced toward the city. "The firing from our ships was beautiful , and it was fine sight to see each shell explode as it struck, the dirt, rocks, etc.,

. .. [they] are dirty from the dust, none of them wear coats but go aro und in blue fl annel shirts with suspenders on rop. Most have belts with either bayonet or pistol, and as a rule, wear brown canvas leggings.

They are a hardy looking lot of m en, and seem to mean business.

Joseph Knefler Taussig crew, and track and served as pres ident of the Naval Academy Athletic Association during his senior year. In June of 1898, he found himself on a train, with thirty-three class mates, heading for Florida to join USS New York in C uba and experience his first taste of war.

Tue Spanish American War The American public paid littl e attention to hostiliti es between Spain and Cuba before the sinking of USS Maine in H avana harbo r on 15 February 1898. Immediately afterwards, war fever-whipped up by the press-heightened as Spain was implicated in the explosion and news of their at rocities against the Cuban population cam e to light. President McKinley proceeded

42

Preparations fo r departure proceeded slowly as Taussig noted that the transports, troop ships, and naval vessels were ready and fully prepared to leave, but no date had been set for departure. All was confusion and misinformation on shore. In fact, the newspapers reported that the army had departed already. O n 8 June the ships put to sea from Tampa, but the convoy was recalled when Spanish gunboats were sighted in the bay. Meanwhile, "the troops were com fo rtable and in good spirits. They cheer upon the least provocation." TI1e ships' bands provided music to pass the time.

On 14 June the convoy finall y departed for Cuba and reached the island afte r a six-day passage. Taussig reported to Captain Caspar Goodrich in USS St. Louis near the town of Daiquiri, where he took charge of a launch off-loading troops. He looked fo rward to some excitement, but the Americans enco untered little resistance as the Spanish forces disappeared after burning part of the town. Seven thousand troops landed during a fifteen-hour period along the beaches of Santiago de C uba; only two men drowned and several suffered

Taussig signed aboard USS New York (above) just days before the Battle of Santiago Bay (depicted below).

SEA HISTORY 125, WINTER 2008-09

:i3 a.l:He

1.a P~ -- -- -· 'r~

7:'2.r A ..M..

~d. >.I

'f:'IO

·--------·------ --

'fd 0 ~

~ ~

S o...,,t ia.l!'o .r~ C-..1.o-. .

J"''.l 3, 1898.

o)

---- - -- -·

d._ • _ ___ _ • _..

6J_

.. _ ____ ___

:Jt..I~ Lt- -

c E t;l ,. * I

· \J l

I

f,.

I

•I•

'1: ro ld: #O / 0: ID 10.'fT>

~i..L-...( ~~"-

•t.....;./u ~µ;( ,,.,~. J,.L,,,~~ J: ,,.,- P.A(.

'Jt... I(~ ,,J;.,..1,, .x 11:..-.A.JI·

.. ------ ----------- ~~~~--- ...---------------------

•

·'

~~~~~-------------------···---

J. ,

.--------

Hand drawn copy ofan official map ofthe Battle ofSantiago Bay by Joseph K Taussig being thrown way up in the air." According to Taussig, the men considered the bombardment "a joke," an easy target, and showed no anxiety whatsoever as the fort and the batteries were demolished. The New York then uained her guns in the direction of Santiago and fired shells, not knowing where they were landing or if they hi t targets. In the early morning, the ship l.IB RA RY 0 1' CONG RESS

SEA HlSTORY 125, WINTER 2008-09

bombarded the fortress at the entrance of Santiago harbor, Castillo de San Pedro de!

Morro, then headed toward Siboney, but returned to Santiago when the Spanish fleet began to break out of the harbor.

The Spanish fleet of four cruisers and two torpedo boats was outgunned by the United States with five vessels, two yachts, and greater fire power at the battle site. As the Spanish fleet tried to escape westward alo ng the coast, US ships commenced firing. Taussig's ship fired two eight-inch shells, which hit the cruisers. The New Yorks crew threw life preservers to the Spaniards who had deserted their ships, which were now on fire, whi le the C ubans o n land fired at their drowning opponents. Al l four of the Spanish ships, the Cristobal Colon, Almirante Oquendo, Vizcaya, and Maria Teresa, surrendered, and the victory that sealed the beginning of the end of the war had been won. In Taussig's opinion, "it was a great vicrory and easily won" as the Spa ni ards "put up a poor fight, acted cowardly afrer they surrendered, and do not deserve much credit."

Taussig remained with the New York in Samiago harbor for several days and went treasure hunting on the Almirante Oquendo, where he found a few coins. Other than bombarding the city of Santiago on 11 July, chasing the Spanish ship Blanco that was attempting ro flee to Jamaica, and defusing mines in Santiago harbor, his exciting war-

time duty was over. Delivering messages, coaling ship, and taking care of drunken sailors fill ed the rest of his days until Secretary of the Navy John D. Long ordered the fleet ro return to the U nited States. On 13 August, the crew of USS New York lefr G uamanamo Bay for New York harbor.

The Philippine Insurrection On 23 March 1899, Joseph Taussig departed Tompkinsville, New York, for a new tour at sea. He reported aboard the protected cruiser Newark, under command of Captain Bowman McCalla, to join Admiral William T. Sampson's Aeet for the lo ng voyage through the Caribbean , the Strait of Magellan, and up the west coast of South America to San Francisco and Mare Island Navy Yard for inspection and repairs. The six-month cruise included port calls in Venezuela, Uruguay, C hile, Peru, G uatemala, and Mexico that the young naval cadet enjoyed. In October, his ship was ordered to the Philippines, where an insurrection led by Emilio Aguinaldo and his Filipino troops threatened American control of the islands.

Back in 1896, the reformer Jose Rizal had been executed by the Span iards, and the Filipinos began their stru ggle to expel their rulers and declare independence. A revolt, led by Aguinaldo, broke out, but the Spaniards drove the rebels into the hi lls

43

and a truce was declared in 1897. When the Spanish-American War began , Admiral George D ewey helped Aguinaldo and his rebels return to the Philippines from exile in Hong Kong, as they promised to fight the Spaniards. Once Philippine independence was declared in June 1898 and a government, with Aguinaldo as president, rook office in January 1899, US sympathy for Filipino independence vanished . 1he Treaty of Paris, signed by the United States and Spain on 10 D ecember 1898, asserted US co ntrol of the islands. Fi lipino hostilities against the Americans, however, had already broken out before the treaty was signed.

Aga inst thi s backdrop, the Newark arrived in M anila on 10 October 1899.

Shortly thereafter, the ship moved north toward the city ofVigan, where a government building had recently been attacked by insurgent forces in search of supplies.

There, Tauss ig and several others went ashore with a field piece and two barrels of water to deliver to Vigan, where a co ntingent from USS Oregon was holdin g the city. They arrived safel y after a lo ng trek, and on their return rook a group of Spanish priso ners, who had been fre ed by the sailors of the Oregon, back to US ships.

The Newark then sailed to Aparri on picket duty; there, Captain McCalla rece ived the surrender of General Daniel Tirona's 1,000-man army.

Taussig, as chief of a section , was one of sixty men that set out for Pamplona to free Americans taken prisoner by the rebels and to cut off General Manuel Tinio's forces. General Samuel B. M. Young, US Army, had requested that Captain McCalla send an armed force to capture the rebels. After a trek by river and muddy roads, the men reached Pamplona only to find it almost comp letely deserted. Most of the natives had Aed upon hearing that th e Americans were approaching- th ey had been told that Americans killed natives indiscriminately. General T inio's troops and the priso ners we re nowhere in sight.

C hristmas was spent in Pamplona, where "mass was held in the Cathedral ... and a band performed the remarkable feat of playing continually for 36 hours, starting on the evening of the 24th and stopp ing th e morning of the 26th." The expedition ended ab ruptly as the men were called

44

USS Newark (C- 1) was stationed in the Philippines during the insurrection there in 1899. In 19 00 she conveyed troops to China to join the internatio nal expeditionary force to relieve the legations at Peking.

back to the ship. They m ade their way back to Vigan, stopping in Abulug, where they were greeted by a brass band, and then arrived at Linao. For th e next several months, the Newark sailed between Vigan, M anila, and Aparri befo re departing has tily and unexpectedly for Hong Kong on 20 March 1900. The Philippine In surrection co ntinued for the next two ye;irs unril 1901 , when Aguinaldo was captured and persuaded his co untrym en to accept US rule.

The Boxer Rebellion Across the East C hina Sea from the Philippines, anti-foreign and anti-Christian fee ling had ex isted in C hin a since the sixteenth century. The inAux of American mi ssionaries and European businessmen in the nineteenth century threatened the established culture, religion, and mores.

Faced with a drought and eco nomic privations in the 1890s, anti-foreign sentiment intensified and became more threatening.

The Society of the Ri ghteous and Harmonious Fists, known as the Boxers, fo rmed in North Chi na with the goal of driving out fo reigners. Given tacit support by th e Dowage r Empress and the Imperial Army, the Boxers, who believed, among other things, that they were impervious to gunfire, began to attack and kill foreigners and C hinese C hristians. They burned railroad stations and forei gn missions as well. In the spring of 1900, they had moved into the vicini ty of Peking, the capital. By June, the Empress ordered all foreigners killed. Subsequently, the capital was besieged by the Boxers and the remaining foreigners were trapped in

thei r legations with no way out. An international relief expedition of Americans, British, Germans, Austrians, Italians, Japanese, and Russians was organized to rescue th e trapped foreign colony.

Naval Cadet Taussig, aboard USS Newark, arrived in Hong Kong on 22 March, but th e ship stayed only a short tim e. The ship returned to the Philippines in April, then departed for Japan, and on May 22 ar rived in the northern port of Taku, C hina. Eight days later, he and a parry of sixty men from the ship made their way by rive r boat to Tientsin, where they were greeted with a brass band by the frightened foreign colony. On 9 June, the Americans (Taussig among them), the Italians, British, and Austrians boarded a train headed for Peking. Vice Admiral Sir Edward H . Seymour, Royal Navy, was in charge of the expedition, with Captain Bowman McCalla in charge of the United States forces. By the time they were north ofYang-tsun , the Boxers had torn up a po rtion of the train tracks leading to Pekin g.

They had also murdered three men and left the corpses at the side of the track. The British and Americans proceeded to repair the tracks and pushed ahead.

The first direct encounter with th e Boxers occurred just outside of the Lofa Station. At first, Captain McCalla ordered the men to man the cars but then ordered a skirmish line. About ten Boxers approached: "each one carried a huge knife or a long spear, and as they advanced towards us very slowly, making all sorts of gestures and salaams, they formed a picturesque

SEA HISTORY 125 , WINTER 2008-09

group. It was the Boxers' belief that they were bullet proof, and they made these peculi ar motions to turn the bullets aside." The expeditionary forces fired on the Boxers, killing all of them.

When the train reached Lofa, the tracks and switch were torn up and the water works demolished.

Vice Admiral Seymour decided to repair the tracks and the switch. Water was scarce and the summer weather was hot and dry. The men were limited to one canteen per day. They also needed to water the train engines.

Though the nearest well was just thirty yards away from the track, it rook six hours to fi ll the tanks via bucket brigade. At Lofa, the two trains carrying the relief expedition were joined by two other trains from Tientsin, making a total force of 2, 100 m en to push forward.

The expedition faced the same problems at Lang Fang as they had at Lofa; a working party of Americans, British, and C hinese laborers was organized to repair the tracks. With word from Peking that the legations we re in dire straits, it was decided to repair the tracks as far as Anting, fifteen miles away, and then proceed north to the capital on foot. Along the way, villages that harbored Boxers were burned, and carts and horses were commandeered.

Vice Admiral Seymo ur ordered the relief expedition to pull back to Yang-ts un, as the tracks had been torn up going north and south, cutting supply lines and communications. Thus, the rescue mission was aborted only sixteen days after it had begun, leaving those trapped in Peking to wait until August to be freed. 'The expeditionary forces were now slated to return to Tientsin by river. On their way back, the international force was attacked by the Boxers and the Imperial Army. During the last encounter, Taussig was wounded in the hip, with the bullet penetrating his thigh. He was put on a stretcher and moved to a junk on the river where a British doctor set his broken leg and administered morphine.

The retreat was not without danger, as the Boxe rs kept up their attacks on the

SEA HISTORY 125, WINTER 2008-09

Company ofBoxers, Tientsin, China

l

retreating forces. Taussig's junk was hit by bullets and another junk, carrying wounded men, sank after being fired upon . An attempt to retreat in the middle of the night was unsuccessful as the Chinese were on alert and fired on the column. When daylight came, the column ap proached a series of fortified buildings and again the C hinese attacked. The Royal Marines under Major Johnstone routed the attackers and captured the H siku Arsenal, which was stacked with weapons and ammunition. Vice Admiral Seymour decided to occupy the arsenal, and the wo unded were placed in a large room with field and siege guns and stacks of ammunition. Enough rice was stored to last two weeks.

A detachment set out for Tientsin to get help but had to turn back because they were surrounded by the C hinese. The occupants of the arsenal fired rockets in the direction ofTiemsin to alert them to their plight, but there was no answer; on the second try, they received a response. A rescue party of US Marines and sailors reached the arsenal the next day, and the expedition m arched overland to Tientsin, leaving the arsenal in flam es. Taussig had not eaten anything for four days and his leg was bleeding, but nothing was done to relieve him along the way. Once they arrived in Tientsin, th ey found it deserted, except for a few civilians and fore ign troops.

Cadet Taussig was operated on and pieces of bone, bullet, and gravel were

removed from his leg.

His stay in Tientsin was dangerous, as Chinese snipers repeatedly fired on the American Mission Hospital and the American Consulate, so he and the other wounded were transported to Taku, where a naval hospital was set up, then to the hospital ship Solace, and fin ally to the hospital at Yokohama, Japan , where his mother, who had accompanied his father on his assignment to the Asiatic Station, awaited him. Another operation fo llowed and he was slowly nursed back to health . "The Japanese people were very attentive to us in the hospital. Representatives of th e Emperor and Empress, the Governor ofKanagawa, the Mayor ofYokohama, and a number of other dignitari es called to see us."

By the end of December 1900, Taussig was well enough to resume his naval duties in USS Nashville. Several months later he joined USS Culgoa, a refrigerator ship that carried frozen meat from Australia to M anila. So ended his adventures in the Far East.

Taussig's wars were not over yet; in 191 7, he was commanding officer of USS Wadsworth (DD 60) and later USS Little (DD 79) stationed off Queensrown (now Cobh), Ireland, and Brest, Fra nce, on convoy and patrol duty during World War I. Promoted to rear admiral in 1932, he retired on I September 1941 , before the start of World War II . It was his service in the Boxe r Rebellion, however, th at continued to influence his career; on 22 October he was promoted to vice admiral on the retired list in recognition of his service in China. Two years later, he received the Purple Heart for wounds suffered during the Boxe r Rebellion.

Vice Admiral Taussig's diaries are part of the Joseph K Taussig Papers, Naval War College Naval Historical Collection, at the Naval War College in Newport, Rhode Island, of which Dr. Evelyn Cherpak is archivist and head.

45

MAR ITIME HISTORY ON THE INTERNET

Buying Used Books Online: Some Thoughts From a New Seller A mazon.com is now one of the bi ggest players in the commer- co llects $3.99 for ship ping and passes most-but nor all-to the . n cial web; they sell everything under the sun-from computers seller. With large ship ping contracts, companies can mail books to sunglasses to shoes to groceries. In my opinio n, their biggest for much , much less. In fact, yo u'll find the same ride offered for moves in the past few years have been in ' infras tructure as com- a penny plus shipp ing at Amazon, while Better World Books sells modi ty.' Today, Am azo n supports, not just es tablished vendors, but it, perhaps, for $2 wi th free shipping. If yo u're just searching for also anyone with a book to offioad and a willingness to pay their w~:;;;:;;:~::::::;:;;;:;;:;=;;., a ' readin g copy' of something, the mega-sellers hefty-but completely deserved-cut. may be the way to go.

The biggest problem with the large sellers H av in g mad e the decision that I was never going to write the is that they generally offer only generic book bib liograp hies I've had in mind, and having moved many of my books fa r too many times, I decided to start culling descriptions because they don't have the rime/ personn el to write about each book. Maritime them . Amazon provides a rem arkable structure fo r doing this, and along the way I've learned a lot abou t how bookstores shou ld be yo ur preferred choice fo r the it works and what it means for those who are buying best quali ty because they're very familiar with their inventory, have a rep utation to uphold, and want used books onl ine. I'd like to share some of those inyo ur future busin ess. sights; I hope th ey'll be useful.

First, it seems to me that since anyo ne can try to sell a book o n"fo en there are the lirrle guys, like me. I'm trying to provide line, alm ost anyone does. As a res ult, the time for individual selling clear, accurate descriptions of my books, since I can't offer the posihas almost passed . Fo r example, many popular titles can be bought rive feedback histo ry that the others have built up over time and for a penn y, plus shipping, from big on lin e stores. (This isn't necesthro ugh high-volum e sales. I don't aim to offer the cheapest books, sarily the best deal, though , as I'll explain.) For most books, o ne tho ugh most of the o nes I've so ld we re the cheapest when the sale can find available copies from sellers with hundreds or tho usands of was made. Ir adds up to an interesting balancing act. pos itive feed back ratings, so where does that leave the low-vo lum e Whe n yo u're looking to buy a used book at Amazon, the first thing w co nsider is how ni ce a book yo u wan t. If you just want a indi vid ual seller? readi ng copy of a very popular title, see what the cheapest offer is, I see three different types of sellers o n line: mega-sellers, such as Better World Books (http://www.betterworld.com), an online then check if that mega-seller sells it on their own site for less-inelude shipping costs in yo ur calcul atio ns. For a higher quality copy, site for li braries to resell their discards and their ' book sale' books, or Powell's Books (http://www.powells.com); well-known mari- I reco mmend looking at individual descriptions. Note that Amatime bookstores, such as Colum bia Trading Com pany (h t tp:// zo n's co ndition reports are frustrating-individual sellers often list lo usy ex-library cop ies or heavily marked books as "Collectible." www.columbiatrading.com) and Sea O cean Book Berth (h ttp:// www.seaocean books.com); and individual sellers, like me or yo ur Most times, yo u can find an as-good or better copy for less in the cousin Ned. Each approaches selling differently, and yo ur buying "Used" section than yo u'll find in "Collectible." ex perience w ill differ at each as a resul t.

Suggestions for other sites worth mention ing are welcome Fo r the largest sellers, profit comes thro ugh vo lume. They use at sh ipindex@yahoo.com. See http://www.shipindex.org for a sofrware to ensure they're selling at the lowest price (including just comp ilation of over 100,000 ship names from indexes to doze ns of a penny), then ea rn their profit o n th e shipping credit. Amazon books and journals.

- Peter McCracken SEARCHING FOR A PIECE OF OUR MARITIME PAST? Offering an extensive selection of documented, one-of-a-kind ship models by internationally acclaimed marine model artists.

Ship's Lamps Compasses • Wheels

Balls • Anchors Curiosities of the 7 seas I<'ID S, S PIICES & PALJ\1S l<'OR 'l'I-IE :\IAR I N J.la~ G>

Buy • Sell • Trade • Salvage

AMERICAN MAR INE MODEL GALLERY 20 Pl easant Street.

P.O. Box 6102 Glouceste r, MA 01930

wa ll@shipmodel.com

CUSTOM MODELS

~

CHIN.ll SEil MARINE TRADING Co. 324 Fore St. Portland ME 04 10 I chin asea@chin aseat rading.co m

(YACHT & HISTORIC) APPRAI SALS RESTORATI ON S DI SPLAYS UNITS

Illus. catalog Sl O. (S15. overseas) or free brochure

207 -773 -0081 46

SEA HJ STORY 125 , WINTER 2008-09

STAR CLIPPERS Immerse yourself in an adventure where the wind charts your course and an authentic sailing experience awaits. On a Star Clippers voyage, guests enjoy delectable cuisine in one unhurried seating and pampering services in a casually elegant atmosphere. And with a maximum of 227 privileged guests, the Star Clippers experience feels more like sailing on your own private tall ship with an intimate group of friends. For a complimentary brochure featuring our cruises to Tahiti, the Far East, Caribbean and Mediterranean, call (800) 442-0551. Visit your Travel Professional today to discover the wonders & exceptional value of a Star Clippers cruise.

Photos, Virtual Tours & Videos at www.starclippers.com

9sHIP NOTES, SEAPORT & MUSEUM NEWS The Falls of Clyde, the last fully rigged as concerned citizens and organizations four-masted ship, has been granted a aro und the wo rld scramble for a solurion. temporary reprieve from the Bishop Mu- Burchenal G reen, NMHS Pres ident and seum's plans to scuttle her, now that she Executive Direcror notes, "Every e-mail, has deteriorated past their ability to main- letter, phone call we have received with a tain her. She is entrusted ro a newly-fo rmed suggestion has made us stronger in our relocal organ ization, Friends of the Falls of solve, but the situation remains perilous, Clyde, which assumed ownership of the and this new gro up will need all of our help ship in October from the Bishop Museum if they are ro succeed." Refer ro Sea H istory in Honolulu, HI. Ray Ashley, executive di- 123 (Summer 2008) for an article about recror of the Maritime Museum of San Di- the ship's hisrory and the initial appeal for ego and adviso r ro the World Ship Trust, help to save the ship, as put out last spring. explains that: "To survive, hisro ric ships reAfter a 22-month absence and a ally must come ro be seen as icons of iden- $120-million project for restoration of tity cherished and celebrated by the com- the vessel and construction of a new pier, munities whi ch support them , not just as the historic aircraft carrier Intrepid resignificant artifacts by hisrorians or by those turned to the Manhattan waterfront on 2 of us who love old ships and want ro save October. After rhe ship docked at Pier 86 them all." An in-depth article examining without incident, an elated Bill White, the path that put the ship in this position president of the Intrepid Sea, Air & Space was published in the 18 Ocrober 2008 New Museum, exclaimed "the core of the [Bi g] York Times by reporter C hrisropher Pala, Apple was missing and now she's back." and is worth a read. The article can be found Pulled by a single McAllister tug with othonline at: www.nytimes.com/2008/10/ ers in reserve, the Intrepid made a leisurely 19/us/19ship.html. Many dedicated and 8-mile voyage from the Staten Island vigi lant NMHS members have contacted Homeporr, where ir had been resrored, the Society with ideas and concerns. NMHS across New York harbo r and up the Hudis closely moniroring the ago nizing ordeal son River. Aboard we re 230 veterans who

THROUGH THE YEARS-THE YARD THAT LAUNGHES TME CLASSICS OF THE SEA

48

USS Intrepid

had served on the ship, includin g some plank owners from its commissioning in 1943 . Intrepid just reopened wirh new exhibits, including fo ur new aircraft, rwo Russian MiGs and rwo American helicopters .

Museum officials rook no chances the big carrier might get stuck in rhe mud, as it did in Ocrober 2006. This time, the museum paid $ 10 million ro dredge more Hudso n River mud- more than 90,000 cubic yards on rap of what was done rwo years ago. For good measure, the ship's four 16-ron, bronze, 22-foo t-diameter propellers were permanently removed. - Reported by Bill Bleyer, Newsday reporter and NMHS member. (Intrepid Sea, Air & Space Museum, One Intrepid Square, West 46 th St. and 12th Ave. New York, NY 10036; Ph. 877 957-SHIP (7447) or 2 12 245-0072 ; www. intrepidmuseum. org) . .â&#x20AC;˘ The New Bedford Whaling Museum online has joined Flickr and Facebook, fully embracing the social networking Internet phenomenon.

Recognizing that such sires as Flickr, Facebook, MySpace, and Linkedin are transfo rming rhe way many people meet and interact, the museum believes this includes how they discover and explore interests such as museums. Irems from rhe Whaling Museum's collections can be viewed ar www.

Ai ckr.com/phoros/nbwm, and you can join the Flickr Gro up called "New Bedford W haling Museum" and share phoros that yo u've taken rhere. The Whaling Museum can also be found on Facebook. If yo u have a Facebook page or plan on joining, yo u can become a "fan" of the New Bedford Whaling Museum. You can even change yo ur language from English ro English Pirate and yo ur emails beco me a "Bottle o' messages," fri ends become "Mateys," and instead of logging off, yo u'll "Abandon Ship ." The Museum is also pursuing inclusion in other museums' existing social nerworking effo rts, such as the Brooklyn Museum's Arrshare. Ar the museum's own web site, look for new SEA HISTORY 125 , WINTER 2008-09

online exhibits. The first to be posted will be entitled, "Prescott Collection: Small Region, W ide World," featuring more than 500 Prescott Collection images, drawn from approximately 8,5 00 photographs and 1,3 00 negatives, and spanning the years 1892 to 1945 . The exhibit will also include social netwo rking links and a comments section.

(NBWM, 8 Johnny Cake Hill, New Bedford, MA 02740; Ph. 508 997-0046; www.whalingmuseum.org) . . . After announcing in July its intention to build a tall ship for Rhode Island, the non-profit organization Tall Ships Rhode Island, Inc. (TSRI), purchased a steel hull and towed it to Newport, RI, last month. By starring with an already launched hull, the organization already has a substantial leg up on its mission to complete the building of the Oliver Hazard Perry, a Tall Ships Rhode Island had this hull towed to Newport this fall to begin conversion and cons uction of the Olive r H azar Perry, a 2 0 - . tall ship for RI.

BREWER BANNER DESIGNS STARS AN D STRIPES PENNANTS. A uth e nti c hi s tor ica l des ig n ex qui s ite ly handcrafte d in the most durable fa bri cs 4', 6', 8' and 12' sizes in stock-other sizes and des igns by custom order. Custom design and fa brication is our specialty. Al so in stock, a ll sizes U.S. , state, fore ig n, hi sto rica l, m a rin e a nd d ecor a t ive fl ags , ba nn e r s, penn ants, and accesso ries. 77 Forest St. , New Bedfo rd, MA 02740 508-996-6006.

Tired of nautical reproductions?

Marti fac ts has only authentic marine coll ectibl es rescued fro m scrapped ships: navigation lamps, sextants, clocks, bells, barometers, charts, fl ags, binnacles, telegraphs, portholes, U.S. Navy dinnerware and flatware, and more. Current brochure - $1.00

www.brewerbanner.com

three- mas ted, square-rigged 19th century warship replica with ties to Rhode Island's famous naval war hero of the same name. TSRI, a non-profit organization that has brought several Tall Ships events to the state over the pas t 15 years, will then operate the Oliver Hazard Perry as a working sail training vessel out of historic Newport. (TSRI, 49B Bowen's W harf, Newport, RI 02840; Ph. 401 84 10080; www.rallshipsrhodeisland.org) NMHS will join with the North American Society for Oceanic History (NASOH) and the Steamship Historical Society of America for the 14-17 May 2009 annual meeting/ conference in Vallejo, CA. There's still rime to submi t proposals for rhe CALL FOR PAPERS .

Conference theme is: "Ports, Forts and Sports: Maritime Economy, D efense and Recreation through Time and across Space," and the program committee invites proposals fo r papers and sessions exploring all fields of study related to saltwater or navigable freshwater environments. Suggested areas of research include, but are nor restricted to, archaeology and anth ropology, arts and sciences, history, and museum exhibitions. Pro posals that focus on Pacific topics are especially welcomed.

SEA HISTORY 125, WINTER 2008-09

MARTIFACTS, INC. P.O. BOX 350190 JACKSONVILLE, FL 32235-0190 PHONE/FAX: (904) 645-0150 www.martifacts.com e-mail: martifacts@aol.com

ERE IS AWORLD TO EXPLORE idingprograms of sea education and adventure aboard SEtiboners HARVEY GAMAGE,

RIT OF MASSACHUSETTS &STWARO.

49

Off to Fiddler's Green Captain Fred C. Hawkins (1928-2008)

Olin]. Stephens II (1908-2008}

Captain Fred C. Hawkins of Belmont, CA, died 10 August 2008.

A native of Los Angeles, he graduated from UC Berkeley in 1950 with a bachelor of science degree in economics and foreign trade, and married Pat Christensen two years later. After serving in the merchant marine during WW2, he received a direct commission into the Naval Reserves in 1956, where he served until his retirement in 1982. His 36 years of service garnered the Navy Commendation Medal, Korean Service Medal, United Nations Service Medal , and Merchant Marine Medal . Captain Hawkins was an executive in the Pacific Coast transport industry for 16 years, including Matson Navigation, Strick Trailer Corp., Integrated Container Service, and Pacific-Gulf & Marine. In 1974 he became Director of International Sales and Marketing for Kansas Packing Co., and traveled the globe for the next 15 years in that capacity. Hawkins was a Life Member of the Naval Order and served as its Commander General from 2003-2005 . He was an NMHS trustee, member of the Naval War College Foundation, the Naval Reserve Association and the Reserve Officer Association. Just a few weeks before his death, Captain Hawkins volunteered at the NMHS table in San Francisco during the ASTA West Coast Challenge. "He was a wonderful and active trustee of the Society and, as an honorary trustee, we could always count on his support for our California events. 1hose at NMHS who served with him will remember him with great fondness." -Burchenal Green, NMHS President

Olin ]. Stephens II, one of the most significant yacht designers of our time, died in September at his home in New Hampshire.

After a single semester at MIT, Mr. Stephens went on to design more than 2,000 yachts, including six America's Cup defenders.

At the age of 23 , he designed Dorade, a 52-foot yawl that won the 1931 TransAdantic Race. A few years later, in collaboration with Starling Burgess, he produced Ranger, a 135-foot ]-Class sloop that successfully defended the 1937 America's Cup. Along with the Sparkman brothers, Stephens and his brother, Roderick Stephens Jr. , founded Sparkman and Stephens, the firm that built Dorade, plus the more than 2,000 other boats from racing sai ling yachts to power boats to military vessels-during WW2 he designed amphibio us landing craft and minesweepers. Stephens was prolific in his work and stayed at the cutting edge of design concepts and technology as the decades passed. In Dorade 2000, he wrote his autobiography, All This and Sailing Too, while cominuing ro design new boats and follow other pursuits ashore. Stephens was the winner of the 2006 NMHS Distinguished Service Award, was inducted into the America's Cup Hall of Fame in 1993, and last year was named as one of six inductees to the inaugural International Sailing Federation Hall of Fame.

Celebrate our maritime heritage this holiday season with NMHS greeting cards Based on the painting "New York, East River Arrival c. 1884" by celebrated marine artist John Stobart, this new greeting card captures the romance of a bygone era- and helps support the work of NMHS. Greeting reads "Wishing you fair winds for the holidays and calm seas for the New Year." Also available as blank note cards.

CDl - On a s umm e r eve nin g in 188 4 , th e ta ll Dow n Eas te r Eclips e has ju s t docke d in S o uth S tree t afte r e ncounter in g a ra in squ a ll o n th e way. Th e c rew is puttin g th e s hip to bed w hi le sa il s dry o ut ove rh ea d . Beyo nd he r a rc hin g bow of New Eng la nd oa k li es a n iron British full -ri gge r.

Box of 10: $ 14.95, or $ 13.46 for NMHS members. Add $4 s/h for one box and $2 for each additional box. Please indicate your choice of holiday or blank cards.

Additional cards are available in limited quantities on our web site www.seahistmy.org.

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.

SHIP NOTES, SEAPORT, & MUSEUM NEWS Graduate students are strongly encouraged ra submit proposals for presentations.

(Questions may be directed to Program Committee co-chair, Bill Thiesen at thiesen@earthlink.net. Submissions should be sent to: Victor T. Mastone (victor. mastone@state.ma.us) and James M. Allan (jallan@stmarys-ca.edu) by 1 December. (www.nasoh.org) ... The Northwest Seaport in Seattle, WA, has launched a fundraising campaign for a new on-land memorial to the 1897 Schooner Wtzwona, to be built at Lake Union Park using fullsize pieces of the vessel, soon to be dismantled. The memorial will retain the size and key dimensions of the Wilwona, incorporating significant pieces of the original schooner in the structure, while providing an open framework to show how the schooner and her sister ships were built. Wilwona

was built in 1897 for the Pacific Coast !umber trade. She is on the National Register of Historic Places, the first vessel to be so recognized. In preparation for her deconstruction, Todd Croteau, maritime program coordinator for the Historic American Engineering Record (HAER), a division of the National Park Service, and Chris Payne, a New York historic structures photographer, documented structural and mechanical details throughout the vessel using digita! photography, a total station (optical instrument used in surveying and archaeology), and a 3D laser scanner. Another team, East Carolina Un iversity maritime archeaology graduate students and their professor, Dr. David Stewart, spent rwo weeks on the schooner in July crawling about the ship, learning hands-on about big wooden sailing ship construction while providing valuable documentation of derails of the ship. Northwest Seaport is hoping to raise $2 million for construction of the memorial at the entrance to Lake Union Park, whose waterfront has been home to the aging ship since 1964. The recently restored C. A. Thayer is a sister ship to Wilwona and is open to the

SEA HISTORY 125, WINTER 2008-09

public in San Francisco. (Northwest Seaport, 1002 Valley St. , Seattle, WA 98 109; Ph. 206 447-9800; www.nwseaport.org) . . . The Charles W. Morgan, the world's last wooden whaleship, was hauled out of the water on 1 November, embarking on a three-year $5 million restoration project to renew parts of the hull from the waterline down to below the turn of the bilge. A National Historic Landmark and Mystic's signature vessel, the Morgan was built in 1841 in New Bedford, MA. During her 80-year career, she made 37 voyages across the Atlantic, Pacific and Indian Oceans. In 1941, the Morgan came to Mystic Seaport, where millions of visitors have since walked her decks . Regular updates on the restoration progress will be posted at www.mysticseaport. org/morganrestoration. . . . The Cutty Sark Trust released the police report of the possible cause of the fire that engulfed the famous ship on 21May2007. Police, fire services, forensic fire service, and independent fire experts report no evidence of arson, given that the seat of the fire was at the foot of the stern companionway and the fact that there was no evidence of accelerant. They state that the most probable cause of the fire was an industrial vacuum cleaner, presumed to have been left on, that became blocked, overheated, and caught fire. (Cutty Sark Trust, 2 Greenwich Church Street, Greenwich, London, UK; www.cuttysark.org. uk) . . . As Hurricane Ike made its approach towards the Texas coast last September, NMHS members waited anxiously for word on the 1877 Barque Elissa, whose homeport is at the Texas Seaport Museum in Galveston. Kurt Voss, Elissa's former skipper and the TSM's former director provides the fo llowing report. "Elissa came through pretty well. The fore lower topsail blew our and rook half the jackstay with it, and the fore upper topsail came unfurled and suffered some minor damage as it flogged around. Nearly all the stern lines parted (including rwo steel cables). The starboard quarter fetched up on the mooring dolphin and took away part of the taffrail. One of the teak leaves on the wheelbox was torn away, as was the slide on the com-

panionway. So far, that's the only damage to the ship that's been reported. Unfortunately, the rest of the Texas Seaport Museum site didn't fare as well . Both wooden piers are heavily damaged and will probably have to be replaced. The rwo-story wooden work shop suffered abo ut seven feet of flood damage, strong enough to knock down a refrigerator and move heavy woodworking machines. The Jones Building, which houses the museum, theater, offices, and library, only had about five inches of water enter the building. That damage is pretty much confined to carpets and drywall. Elissa III, the lapstrake ship's boat, came though fine, as did Grace, a Washington County peapod built by the Apprentice Shop in the mid-1980s. The museum also had rwo skiffs built on site in 1986, accurate replicas of a boat built in Galveston in 1915 that was used as a pleasure boat for a man name John Egert, owner of the company that raised many of Galveston's large buildings afrer the 1900 storm.

One skiff survived, but one is missing. Also missing is a steel lifeboat from a WW2 Victory ship, which was on loan from MARAD to a local merchant marine veterans group and displayed at the museum.

Santa Maria, the museum's 1937 shrimp boat, also survived with minor damage to her topsides. The modern 48-foot, aluminum catamaran used for harbor tours and education programs also appears to have survived with just minor damage. She rode out the storm in her slip. When the 12foot storm surge subsided, the port hull Elissa after

Hurricane Ike

fetched up on the finger pier." Elissa reopened to the public on 24 October. A major factor in the ship's ability to ride out Ike, the third most destructive hurricane to ever hit the US, was that her mooring was designed with dolphins strong enough and tall enough to be a hurricane berth. Back in the early 1980s when she was being restored, those then in charge had the fore-

51

thought to anticipate a damaging hurricane and put in place the best scenario to survive such a storm. In the next issue of Sea H istory, Captain Walter Rybka, fo rmerly of the Barque Elissa and currently senior captain of the Brig Niagara and site administrator of the Erie Maritime Museum, will explain the planning and execution of those plans that have, indeed, saved the ship.

(TSM, Pier 2 1 #8, Galveston, TX 77550; Ph. 409 763-1877; www. tsm-elissa.org) . . . In September, a scientific expedition to the Arctic collected data to map the unexplored Arctic seafloor where the US and Canada may have sovereign rights over natural resources. Both countries will use the resulting data to establish the outer limits of the continental shelf, according to the criteria set out in the Convention on the Law ofthe Sea. The extended continental shelf, the sea floor and subsoil beyond 200 nautical miles from shore that meet those criteria, is an area of great scientific interest and potential economic development. The US Geological Survey led data collection from 6 September to 1 O ctober aboard the USCG Cutter H ealy to map the Arctic sea floor. The Geological Survey of Canada worked from

CLASSIFIED ADS "San Francisco's Little Boat that Could."

The history of the beautiful Monterey fishing boats of Fisherman's W harf is available at Barnes and No ble.

Scratch Boat Builder. West Coast commercial fishing boats. By native Alas kan artist, pictures available. Apache Junction Arizona.

Call Thomas 480 357-5195 - message.

Thousands century old ship postcards, ephemera - in San Francisco; Ph. 4 15 5869386, kprag@planeteria.net Elegant Ship Models . Individually handcrafted custom scale model boats. Jean Preckel. Visit: www.preckelboats.com, or call: 304 432-7202.

IN THE WAKE OF WINDJAMMERS, Maritime Artwork printed on Canvas or Fine Art Media and signed by the artist. www. frederickleblanc.com.

John Stobart Prints "Maiden Lane in New York in 1800" $5 100.00 framed, "Packett Orpheus Leaving East River 1835" $2,300.

Thaddeus Myslak Phone 434 384-8337 email: sookie24503@comcast. net.

CUSTOM SCRIMSHAW on antique ivory.

Made by hand in the USA by me, Peter Driscoll. www.scrimstore.com. Free brochure chipsmay@aol. com, 336 998-0459.

Jonesport Nautical Antiques. We offer world class nautical antiques & nautical gifts (old & new); 800 996-5655 or on the web at www.nauticalantiques.com.

the deck of CCG ship Louis S. St. Laurent ("Louis") to study the geology of the subseafloor. "The two-ship experiment allows both the US and Canada to collect and share comp lementary data in areas where data acquisition is costly, logistically difficult, and sometimes dangero us," said USGS scientist Deborah Hutchinson . Participants in the Extended Continental Shelf Task Force include the USGS, NOAA, USCG, National Science Fo undation, Joint Chiefs of Staff, United States Navy, D epartment of Energy, Enviro nmental Protection Agency, Executive Office of the President, Minerals Management Service, and the Arctic Research Commission. (For more information about the Convention on the Law of the Sea, visit http ://www. un .org/Depts/los/index.htm .)

52

Custom Ship Models Half Hulls. Free Catalog. Spencer, Box 1034, Quakertown, PA 18951.

Nautical/Maritime Book Collection.

Send SAS envelope for free lists to H enry Bishop, 305 Neuse Harbour Blvd., New Bern, NC 28560; Ph. 252 635-4972. hbishop@ec. rr.com .

Great maritime history books from Washington State Universiry Press. Shop online at ws up ress.wsu.edu or call 800 354-7360. Free Catalog.

BOOKS: It Didn't Happen on My Watch and Scuttlebutt by George E. Murphy.

Memoirs of forry-th ree years with United States Lines aboard cargo and passenger ships. Anecdotes of captains, chief engineers, crew members and the company office. Web sire: www.gem urphy.com; email: gemurphy@carroll .com.

FREIGHTERCRUISES.COM. Mail shi ps, containerships, trampers ... Find the ship and voyage that's perfect for yo u.

Ph. 1-800-99-Maris.

Model Restoration I Construction, Captain Norman Smith, Great Island Model Shipyard, 106 Lombos Hole Rd. , Harpswell, M E 04079; Ph. 207 833-6670; email: dysmith@gwi.net.

1812 Privateer FAME of Salem, MA Sails Daily May - October. Ph. 978 729-7600; www.SchoonerFame.com.

EXPERIENCED MODEL BUILDER. Ray G uinta, PO Box 74, Leonia, NJ 07605; www.modelshipsbyrayguinta.com.

ATOMIC 4 parts, carburetors, Oberdorfer pumps, Featherman Enterprises, www. feathermanenterprises.com, o r call 717 432-9203 .

Advertise in Sea History--advertising@seahisto ry.o rg; Ph. 9 14 737-7878, ext. 235

Nautical

Research

Guild

Association of modeler s and resea rchers formed to pursue the mutual interest in ships of all eras and types Membership includes the quarterly Nau tical Research Jouma/ with articles by knowledgeable writers feat uri ng ship model bu ilding and research of all periods. merc hant, nava l and maritime hi sto ry. Book rev iews, queri es, replies. and shop notes are other features, including technical drawings and photographs. Other services include the Maritime Institution Survey, Ship . ~ode! Repair & Restoration Service and the Technical A~s i s ta n ce Network.

Yearly Membe rship $ 35.00 USA $ 40.00 Canada $ 43.00 Overseas

â&#x20AC;˘Âˇ ~-

SEA HISTORY 125, WINTER 2008-09

Two

WONDERFUL CRUISE OFFERINGS

FROM THE NATIONAL MARITIME HISTORICAL SOCIETY

TURNING POINTS OF HISTORY

THE GREAT LAKES

GREECE • LIBYA • MALTA • ITALY

UN IT ED STATES • CANADA

}UNE 4 - 1 6, 2 00 9 ABOARD THE 114-GUEST CORINTHIAN II

SEPTEMBER 5 - 1 2, 2009 AB OA RD T H E 100 - G UEST CLELIA II

"We make war that we may live in peace," wrote Aristotle. Conflict and war are at the heart of human drama, and to study the history of war is to peer into the human condition.

On this unique voyage we will explore sites and events dating from antiquity to World War II that have shaped the course of Western history and civilization. The stories have come down to us from ancient writers, including Herodotus, Thucydides and Plutarch, as well as from countless modern historians.

They describe events known now by single names, indelibly associated with our history - Marathon, Salerno, Malta, Libya, Monte Casino, Crete, Sicily. Stand on the plain of Marathon and recall the seminal events of the early 5rh century B.C., when democratic Athens and its allies defeated the armies of the mighty Persian Empire; sail into the same harbor of Sicily's Syracuse where the Athenians suffered a terrible defeat some 85 years after Marathon; and relive some of the most important World War II battles that took place in Crete, North Africa, Sicily and the Italian mainland. Our voyage takes place aboard Corinthian II, which accommodates only 114 guests in 57 spacious and elegant suites that face outside, affording panoramic views of the landscape and seascape.

Close to home is one of the great natural wonders of the world.

Nearly fifteen thousand years ago, the last of the great glaciers retreated, leaving us with the legacy of the Great Lakes. The lakes are unique, for although they are called lakes, they are in reality vast inland seas that comprise one-fifth of the world's fresh surface water. On the shores of Ontario, Erie, Huron, Michigan and Superior, welcoming towns have changed little since the 19'h century-in marked contrast to much of the North American continent-and warm summer breezes skim through the lush leaves of the woody, rocky coasts. Aboard the 100-guest Clelia II, with its combination of intimacy and elegance, we are pleased to revive the grandeur and pleasure of a classic Great Lakes cruise, embarking in Toronto, Canada, and disembarking in Duluth, Minnesota. On this unique itinerary, which sails between American and Canadian ports, travelers will thrill to the thundering of Niagara Falls, witness Native American culture on Manitoulin Island, enjoy Mackinac Island's bygone Victorian charms and revel in the pristine beauty of the Keweenaw Peninsula, one of North America's most unspoiled regions.

Rates starting at $7,995 (per person, double occupancy)

Rates starting at $5,595 (per person, double occupancy) .

TALL SHIPS CHALLENGEÂŽEducation Center and Programs

by Otto Loggers and Jennifer Spring, ASTA

T

his past summer, families up and down the Pacific Coast explored and celebrated the magnificent tall ships during the American Sail Training Association's (ASTA) 2008 TALL SHIPS CHALLENGE" Race Series. The ships and shoreside programs attracted an estimated 1.6 million visitors to the waterfronts of this summer's host ports: Victo ria, BC; Tacoma, WA; Port Alberni, BC; San Francisco; Oxnard; Los Angeles; and San Diego, CA. In partnership with ASTA members, national organizations, and port event organizers, ASTA created the Tall Ships" Education Center. This ve nue provided festival-goers a central location to interact with tall ship captains, environmentalists, and maritime heritage educators. Representatives from the National Maritime Historical Society, N OAA, Oceana, and the International G uild of Knot Tyers were on hand to share their expertise and resources

TALL SHIPS EDUCATION CENTER

International Guild ofKnot TJers taught participants some useful sailors' knots at the Tall Ships " Education Center in San Francisco.

regarding America's maritime history and conservation . Visitors to the Tall Ships" Education Center learned how to become involved in sail training and about the adventures of shipboard life. Young children excitedly interacted with several hands-on demonstrations designed to infuse fascination and fun into the activities, while sail trai ning DVD s captured the public's attention and inspired some to sign up for sail ing voyages.

.,,

H awaiian Chieftan and Lady Washington sail in company across Trevor Channel, British Columbia, last July.

In an other new initiative, ASTA and the US Coast G uard worked together to implement the Eagle Seamanship Program aboard the USCG Barque Eagle. Living side-by-side with Coast G uard crew members, 24 trainees (ages 16-19) experienced all aspects of sailing "America's Tall Ship," while cruising from San Pedro to San Diego, CA, over the course of three days. M any of the trainees, hailing from West Coast port cities, had little New shipmates work together to overcome even or no prior exposure the largest tasks aboard USCG Barque Eagle. to sailing vessels, tall or small. One 16-year-old wro te of her experience: "I learned that, when you are in a team , it is not all fun and games. When yo u have a job that needs to be done, the expectation is that yo u get that job done." After living in close quarters with other trainees of differing backgro unds and depending upon each other to complete tasks, each young person found ways to transcend personal and cultural boundaries.

Looking ahead, the 2009 Tall Ships" Atlantic Challenge will provide ample sail training opportunities for people of all ages. With more than 7,000 nautical miles between seven ports on the Atlantic Ocean , trainees will be needed to ensure foc's'les are full of willing sailors. Visit ASTA online at www.sailtraining.org for more info rmation. (left) Two schooners in a stiff breeze as they pass p ort-to-port on San Francisco Bay. Californian, a reconstruction of an 1851 US Revenue Cutter, is close-hauled on a starboard tack. Lynx (right) was designed along the lines of a ~r of 1812 privateer. Both USCG-certified vessels were designed by M elbourne Smith, chairman ofNMH S advisors.

Californian, the official tall ship of California, was built on the San D iego waterfront in 1984 and is owned by the M aritime M useum of San D iego (www.sdmaritime.com). Woodson K Woods commissioned Rockport Marine of Maine to build Lynx for the Lynx Educational Foundation ofNewport Beach, CA, in 2 001 (www.p rivateerlynx.com).

54

SEA HISTORY 125, WINTER 2008-09

Organized by Sail Training International (STI) and the American Sail Training Association (ASTA), tall ships from (I round the world will participate in a spectacular odyssey around the North Atlantic ocean of more than 7,000 nautical miles.

Host ports in mainland Spain, the Canary Islands, Bermuda, the USA, Canada and Northern Ireland will welcome the fleet and their trainee crews. Whether you are an experienced sailor or have never been to sea before, whether you are young or just young at heart, sign up for one or more of the five race legs

â&#x20AC;˘

or cruises-in company or visit one of the host port festivals and enjoy the fun . To find out more go to:

tallshipsraces.com/atlanticchallenge

-

....-- .

....

- ~' .!_._..-

Sail Training International

H.Lee White Marine Museum 400 years of Maritime History Open Daily 1-5pm July & Aug 10-5pm West 1st Street Pier, Oswego, NY www.hleewhitemarinemuseum .com 315-342-0480

f~:~~:t~~!~~~~~:::J l\ememb~ [J · ~~

North American

lighthouses

NAUTICAL HOME 'X- 1-.1 1• 5 I ·~~Live the 11autical life.

30-day returns • Price match guarantee · Secure shopping · Free shippi ng

through the Fine art oF counted cross-stitch and hls torical research.

~

[lil-

~

l .877.559.36 14

accentslights.com

The Finest Nautical Luxu11· Items at the Lowest Prices

Free en.a lag &

8''-al. l~ l.l.1

Toll Free 1.877.559.3614

PLANNINGACRIJISE? •S mall Ships •Sailing V essel s •Expedi tions • F re i ~ hte rs •Educati onal or Trad itiona l Crui ses

I Save with TravLtip s R a tes I ~TravLti~s~ ;~~; www.travlt1ps.com 800 872-8584

e·mail: info@travlti s.com

liglrtli ouses by E\/(t Products Com e see w hat w e have!

• model ships • nauti cal decor • li ghtho use decor

Vis i1 our website at : www.lightho usesbye"aprodu cts co m (920) 279- 11 70 Eva Prod ucts P.O. Box 38 14 Os hkos h, W I 54903

Historic, antique U.S. Coast Survey maps ~ from the 1800s ~: Original lithographs. most American seaports and shores.

Reprints. too . Unique framed.

great gifts. Catalog , $1.00.

Specify area.

NMHS Calendar for 2009 Our bestselling item is back! The 2009 calendar features extraordinary paintings by world renowned maritime artists . The calendar includes not only biographies of the artists but also information about the ships compiled by NMHS Chairman Ronald L. Oswald and NMHS President Emeritus Peter Stanford.

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@seahistory.org, or visit our web site at www.seahistory.org. Allow 2 to 3 weeks for delivery. NY State residents add applicable sales tax.

•2009-2010 Pennsylvania Historical and Museum Commission Scholars in Polar Landscape, at the Peabody Essex Residence Program CALL FOR APPLICAMuseum in Salem, MA, through 1 March TIONS deadline 9 January 2009 (Schol2009 (see ad pages 32-33) ars in Residence Program, Pennsylvania •Black Hands Blue Seas: Ihe Untold Historical and Museum Commission , Maritime Stories of African Americans, Bureau of Archives and History, 35 0 through 22 March 2009 at the Indepen- North St., Harrisburg, PA 17120; radence Seaport Museum in Philadelphia phmcscholars@s tate.pa. us) (ISM, Penn's Landing, 211 South Colum- •Civil War Naval History Symposium, bus Blvd. & Walnut St., Philadelphia, PA 10 January 2009 at The National Civil 19106; Ph. 215 413-8655; www.phillysea- War Naval Museum- theme: Ironclad port.org) Ships. (For more info: 1002 Victory Dr., •2008 New England Regional Exhibition, Columbus, GA 3 1901 ; Ph. 706327-9798; American Society ofMarine Artists at the email curator@portcolumbus.org, or; Maine Maritime Museum, through 4 Jamt- www.po rtcolumbus.org) ary 2009; also at MMM, Ihe Sea Within •"Ports, Forts & Sports: Maritime EconUs: !conically Maritime in Fashion and omy, Defense and Recreation through Design, through 19 April 2009 (MMM, Time and Across Space," the 28th An243 Washington St., Bath, ME 04530; nual Conference of the North American www.mainemaritimemuseum .org) Society for Oceanic History (NASOH ) • Ihe Bay From Above, Aerial Photography co-spo nso red by NMHS and the Steamship Exhibit, at the Chesapeake Bay Maritime Historical Society ofAmerica, 14-1 7 May Museum, through spring 2009. Features 2009 at the Californi a Maritime Academy aerial photography of The Bay for the past in Vallejo, CA. CALL FOR PAPERS deadline 75 years. (CBMM, Navy Point, POB 636, 1 December. Specific questions may be St. Michaels, MD 2 1663; Ph. 410 745- directed to Program Committee Co-Chair, 29 16; www.cbmm.org) William Thiesen at thiesen@earthlink.net.

•Tugboats Night & Day at the Noble (www.nasoh.org) Maritime Coll ection, guest curator is •Association for African American HisGeorge Matteson, through 2009 (1000 torical Research and Preservation 2009 Richmond Terrace, Building D, Staten Biennial Black History Conference, Island, NY 10301; Ph. 718 447-6490; 21-22 March 2009 in Seattle, WA. (AA www.noblemaritime.org) AHRP20 09 Co nference@co mcas t. net; •Treasures of a President: FDR and the www.aaahrp.org) Sea, at the South Street Seaport Museum •"Rethinking the Maritime Museum: over 75 objects from the Franklin D . Roos- Developments, Potential, Challenges," evelt Presidential Library and Museum, Conference in Denmark hosted by the including naval prints, drawings, letters, Schifffahrtsmuseum in Flensburg and the memorabilia, and nearly 30 ship mod- maritime section of Museum S0nderjylels. (SSSM, 12 Fulton St., New York, NY land in Aabenraa, 20-22 May 2009 (For 10038; Ph. 2 12 748.8600; www.south- more information, contact: Chief Curator Asser Amdisen, Museum of Southern Jutstreetseaportmuseum.org) • Ihe Art of the Boat, Photographs from land, H .P. Hanssens Gade 33, DK-6200 the Rosenfeld Collection, at the Maritime Aabenraa; asam@museum-sonderjylland.

Museum of San Diego (on loan from Mys- dk) tic Seaport) (MMSD, 1492 N. Harbor Dr., •Sea Literature, History & Culture, 8-11 San Diego, CA 9210 1; Ph. 916 234-9153; April 2009 in New Orleans, LA. The 2009 Conference of the National Popular C ulture and the American C ulture AssoCONFERENCES AND SYMPOSIUMS ciations; CALL FOR PAPERS deadline is 30 •"The Ties That Divide: Trade, Conflict, November. (Stephen C urley, Regents Proand Borders," the Society for Historical fessor, Dept. of General Academics, Texas Archaeology 2009 Conference, 6-11 Janu- A&M University at Galveston, Galveston, ary in Toronto, Ontario, Canada (www. TX 77553; e-mail: curleys@tamug.edu; sha.org) Ph. 409 740-4501)

•To the Ends of the Earth, Painting the

•Loyalism & the Revolutionary Atlantic World, 4-6 June 2009, at the University of Maine in Orono. (For info: Liam Riordan, History D ept., University of Maine, 5774 Stevens Hall, Room 275, Orono, ME 04469; Ph. 207 581 -191 3; e-mail: riordan@umit.maine.edu) •American Tropics: Towards a Literary Geography, CALL FOR PAPERS deadline 3 1 December. An international conference at the Universiry of Essex, 4-7 July 2009. (Informal inquiries to Peter Hulme at phulme@essex.ac.uk. Formal offers of papers- tide plus 300 word abstract-to Lesley Wylie at lwylie@essex.ac.uk; www. essex. ac. uk/lifts /American_Tropics/Conference.htm) •Maps, Myths and Narratives: Cartography of the Far North, The International Conference on the History of Cartography, 12-1 7 July 2009 in Copenhagen, Denmark. (For info: ichc2009@bdp.dk; www.ichc2009 .dk) •2009 Naval History Symposium in Annapolis, MD, 10-12 Sep tember 2009; CALL FOR PAPERS deadline is 10 January (For more info: www.usna.edu/History/ symposium; specific inquiries should go to: CDR C.C. Felker at felker@usna.edu) •Paul Cuffe Memorial Fellowship APPLICATION DEADLINE is 30 M arch 2009 (The Munson Institute of American Maritime Studies, Mystic Seaport, POB 6000 , 75 Greenmanville Ave., Mystic, CT 06355; Ph. 860 572-5359; munson@mysticseaport.org) FEsTIVALS, EvENTS, LECTURES, ETC.

• "Full Fathom Five: A Daughter's Search," The Naval Undersea Museum Distinguished Speaker Series, Mary Lee Coe Fowler, author, 6 December (NUM, 1103 Hunley Road, Silverdale, WA 98315 ; Ph. 360 396-5547; www.history.navy.mil/ museums/keyporr/speakers.htm) •Lantern Light Tours, at Mystic Seaport, select dates through 28 Dec. (Advance reservations recommended: 75 Greenmanville Ave. Mystic, CT 06355; Ph. 860 572-5331; www.mysticseaport.org) •Chicago Maritime Festival, 28 February 2009attheChicagoHistory Museum. Concerts, lectures, seminars, demo nstrations, exhibits, workshops. (For more info: Ph. 773 774-7245; kastle@chicagomaritime

Reviews MILITARY ORAL HISTORY BOOKS

by LCDR L. Peter Wren, USNR (Ret) " We Were T her e" Read fi rsthand the un to ld stories of th e USS Indianapolis tragedy by " resc uers, survivo rs and o thers" who spea k on these pages .

"Wo rld Wa r 11 - Revisited " A co llection of firsth and reports fro m PO W and G ls. Within these pages the patriots speak o n " freedo m" won. " Batt le Bo rn " The uns inka ble USS Nevada escaped fro m the Pearl Harbor att ack to fire the opening shots o n D- Day and wen t o n to battle in the Pac ifi c. Ora l histori es are co-authored by a crewmember.

Will be Different

So ft Cover-$ 18.95 • Ha rd Cover-$25.95 Add $2 for S& H For awographed copies, make checks payable to

W R EN ENTE RPRI ZES I 011 Ri dgetop Road, Richmond, VA 23229

For non-sig ned cop ies, order from 111ww.xlibris.com

MARITIME

BOOKS 1806 Laure l C rest M adi son, Wi sconsin 53 705-1065 (608) 238-SAIL FAX (608) 23 8-7249 Email : tuttlemaritime@ charter.net http: //tuttlemaritime.com Books about the Sea, Ship & Sailor

Catalogue Upon Request

Photo by P. Mathews

Scarano Boat Building, Inc. Desigrzing and Building Tradition Since 1976 Port of A lbany, Albany NY • www.ScaranoBoat.com • 51 8-463-3401

Fighting at Sea in the Eighteenth Century: The Art of Sailing Warfare by Sam Wi llis (Boydell Press, Woodbridge, Suffolk, UK, 2008, 254pp, illus, maps, notes, appen, gloss, biblio, index, ISBN 978-1843 83-367-3; he) Seafaring and fighting at sea have been taken for granted by writers of maritime fi ction and non-fictio n, as well as by their readers, for as long as the genre has existed. The readers of the wonderful and varied series of tales extant today are not able to grasp the complexities of fleet engagements because the writers of those tales don't explain them , only the action and the results. N ineteenthcentury writers who lived it- M arryat, Poe, Melville, and their brethren-more or less go t it right due to their experi ence, but even they missed a great deal of the thought processes involved in the creation of tactics and strategies, whether in Beet engagements or single-ship encounters.

Sam Willis, a British maritime historian , archaeologist, and square-rig mariner has set the record straight, so rting o ut the complexities of fighting under square-rigged ships. His mos t readable volume, though fairly slender (only 17 1 pages of text), d iscusses not only the tactics, but the difficulties of communicatio n, station-keeping, command, the value of the wea ther gage, and the pro blems inherent in making m ajor repairs to a battle-dam aged vessel. H is discussion covers the Admiralty decisions, some right and some horribly wrong, that evolved th ro ughout the century. Thro ugh his study of courts-martial records, correspondence between cap tains and admirals, and contemporary acco unts of the m ajo r battles, Willis has set forth a clear and welldocumented account of his subj ect.

H e does use "sea-going" terms, some explained and some that might send yo u to the glossary at the end of the book, which might be a put-off fo r some not fam iliar with the ge nre. I suspect, however, that most who might pick up this fine book will be familiar with this language, given that they likely are readers of "sea stories." H is bibliography is extensive, as is the "notes" sectio n. W hile surely not bedtime readin g, this volume will delight those of us interested in the genre and will surely fi nd a prominent place in my reference library.

W ILLIAM

H . WHITE

Rumson , New Jersey 58

SE A HISTORY 125 , WINTER 2008-09

The Last Fish Tale: The Fate of the Atlantic and the Survival of Gloucester, America's Oldest Fishing Port and Most Original Town by M ark Kurlansky,

his cacch, and whac happened to any bycacch . Because of the multitudinous government directives, the costly business ove rhead (che huge fuel price increases occurred after the book went to press), (Ballantine Books, New York, 2008 , the scarcity of fish stocks, and uncertain 269pp, illus, biblio, index, ISBN 978-0fish market prices, 345-48727-8, $25hc) #tw YOtt nmu bHIHllll'.11 autl'lor al Cod. s.n. and ,,,, B11 fJTSIH h fi h d t e s ing in ustry Mark Kurlansky's writing Mark Kurlansky appears to be dying. style mixes geography, history

Last Fish C"fale

(general, social and gastronom- 'th e ic), and local politics, together with an occasional recipe to captivate and hold a reader's attention. The Last Fish Tale is a story of the fishing industry as seen through the history, and particularly the future, of America's oldest and arguably most tradition-bound fishing port-Gloucester, M assachusetts. G loucester, or "Tragabigzanda," attracted an ethnically-diverse group of blue-collar workers and som e of America's m ost renowned artists and writers, who blended as a social mosaic rather than a melting pot. For almost four hundred years, Gloucester's history has been rich and colorful but also remarkably provincial and tragic. Many of its citizens lose their lives at sea, while reaping its boun ty, but in the las t fifty years the seemingly inexhaustible sea has lost its abundance from over-harvesting. This calami ty weaves into Kurlansky's core cheme, taking the reader to Newfoundland, Britain, Basque country, and elsewhere as evidence that over-fishing is a global problem. The fanciful image of the self-reliant fisherman becomes supplanted by o ne of a senseless slaughterer of wild animals. This caused governm ents to intervene, studying che problem using che scientifi c m ethod. Unfortunately, biologiscs deal in variables and sratistical m odels, but the disappearance of fish populations is a certainty. The infam ous Law of unintended consequences has resulted in a multi tu de of fi shing regulations, spawning a growth industry arguably exceeding that of che commerce of fishin g itself. W hen a commercial fisherman casts off, a regulator records it in his "days-at-sea" allowance and either an onboard observer or a remo tely controlled electronic monito r records his fishing activity. When the m ariner returns from his trip, an official records where he fished, the species he targeted, the size of

SEA HI STORY 125 , WINTER 2008-09

The alternative of fish farming is inefficient.

Ir takes an estimated seven tons of fishmeal to produce a ton of farmed fish, that are vulnerable to diseases that rarely affiict their wild co usins.

In summary, there is an abundance of intellectual nourishment on che succulent bones of The Last Fish Tale, a very readable, often amusing and politically important book.

Lours ART H U R N

O RT O N

West Simsbury, Co nnecticut

Patriarch of Maine Shipbuilding: The Life and Ships of Gardiner G. Deering

by Ke nneth R. M artin (Jackson Parker, Woolwich, M E, distributed by Tilbury House Publishers, Gardiner, M E, 2008, 2 16pp, illus, notes, appen, biblio, index, ISBN 978-0-88448-307 -6; $60hc) Ke nneth R. M artin's Patriarch ofMaine Shipbuilding is a fin e example of popular maritime history: a story well-told, insightful details that support bold ideas, and copious illustrations that bring the story to life. Informed with our being dull, M artin's treatment of Gardiner S. Deering of Bach, M aine, and the ships he and his partners and family built gives us a glimpse of what the wooden shipbuilding and operating businesses were like in the declining decades of commercial sailing vessels.

Martin's own credentials for writing such a work are impressive: he is a former history professor who has authored or co-authored numerous books o n New England's m aritime pas t.

At the center of th is story lies Gardiner G . D eering, a genial, yet driven , Yankee who worked himself to the top of Bath's shipbuilding community. Deering is a study in business leadership, tak-

ing a hands-o n approach, prospering despite ferocious competition and economic changes through perseverance, minimizing infras tructure expenses, and adopting new constructio n methods for the ever-growing schooners of the period. Deering's prosperi ty in the face of adversity is the central theme of this work, but M artin takes us beyond mere filiopiecism to engage occasionally with social issues, such as racial relations on board the super-schooners of the early twentieth century. The autho r also delves into the surprising prosperi ty of the schooner trade during the First Wo rld War, and the mys terio us disappearance of che crew of the Carroll A. Deering, which was found adrift but unmanned off Cape Hatteras in 192 1. Fo r this reviewer, the most interesting portion of the book was Martin's treatment of the last days of commercial sail, epitomized by the auctioning off of these huge schooners for a handful of dollars in the 193 0s, and their ultimate demise in various coves along the M aine coast.

THE GLENCANNON PRESS

1 ~-!al

NEW! The shipwrecks of PigeonPoint .. . NEW! Hollywood to Honolulu, the cruise ships of the L.A. Steamship Co .... NEW! THE TANKERS from A to Z. The Liberty Ships from A to Z . . . The Victory Ships from A to Z ...

SS America ... more.

FREE CATALOG 1-800-711-8985 Online catalog at

www.glencannon.com

59

Reviews The illustrations and their captions also bear notice. 1his book has avai led itself of the Maine Maritime Museum's considerable collections to bring the D eering family and their ships to life. So, too, the author has dug deep into the private collection of Captains Douglas K. and Linda ]. Lee, and uncovered some compelling photos and ephemera illustrating the hard-working coastal schooners of the late nineteenth- and early twentieth centuries. These efforts were ably supported by the editorial team at Tilbury House, a well-known publisher in maritim e history, that has produced an attractive layo ut that brought out the best in both the text and the illustrations.

Thus we have an attractive and wellwritten volume. Bur for whom was it written? Surely most readers would be put off by the hefty retail price. While Patriarch of Maine Shipbuilding is a well-written and informative book, it is unlikely to be picked up by academics, which is a shame, because it is a diligently researched work. The answer therefore seems to lie with public libraries, and at that level this is an excellent book that serves to inform

the public about the history of the superschooners in the dying age of sail, and the individuals who built and operated them as successful business ventures.

JosHuA M. SMITH

Kings Point, New York

Gallipoli: Attack from the Sea by Victor Rudenno (Yale University Press, New H aven, CT, 2008, 352pp, illus, maps, tables, appen, biblio, notes, index, ISBN 978-0300-12440-8; $45 hc) In Gallipoli: Attack from the Sea, Australian engineer/philoso pher/stockbroker/ investment banker Victor Rudenno details the role of submarines in the 19 14- 15 Allied assault on the declining Ottoman empire.Twenty-first-century readers will wonder at the fiasco of the World War I attack on Turkey, an invasion that was everything World War II landings were not. Gallipoli is an example of how not to launch a seaborne assault on an entrenched enemy. The meticulo us planning that continues to fascinate scholars of World War II amphibious assaults is absent from the 191 4- 15 attempt to seize Constantinople.

The operation began as a naval attack on

A rare once in a lifetime opportunity to become a part of maritime hi story. The Grand Banks Schooner Museum Trust is offering the opportunity to own thi s last known operating sa lt banker. The storied past of the FIV Sherman Zwicker began in Lunenburg Nova Scotia in 1942. It was then that the Zw icker was launched with a 320 horsepower Fairbanks-Morse diesel engine that to this day powers the vesse l through the North Atlanti c. The vessel is in sea-worthy condition with a recent marine survey and has parti cipated in tall ships events as recent as 2007. This photo (Jul y 2007) depicts the vesse l's departure from Hali fax for its home port of Boothbay Harbor, Maine.

Spec ifications: Length 142', Bea m 26', Draft 13', sleeps 24, two heads, shower, laundry, fu ll compliment of electronics, etc . All modern improveme nts are sensitively installed to retain the vessel's hi stori c appearance.

For More Information Contact: Grand Banks Schooner Mu seum Tru st P 0 Box 123, Boothbay, ME 045 37 â&#x20AC;˘te l 207.633.4727 â&#x20AC;˘ staff@schoonennu seum.org

60

the Dardanelles to destroy fortifications and remove obstacles that were preventing the fleet from forcing its way up the Sea of Marmara to Constantinople. Planners were more concerned with how they wo uld distribute the largesse of their anticipated easy victory than with the strength of the opposition.

Formidable Turkish defenses and defenders, advised and rein forced by veteran Germans and Austrians, did not impress Entente Powers (Allies) with the fecklessness of their venture. The failed naval assault was followed by a joint army/navy operation.

W hile he does not shortchange the land battles in this information-packed narrative, Rudenno focuses on the naval role in the Allied assault at the Dardanelles. H e emphasizes deployment of submarines by both sides to further military goals. The Central powers' submersibles attacked. Allied supply lines and reduced the effectiveness of capital ships as gun platforms in support of land forces. German U-2 1 sunk the old battleship Triumph on 25 May 1915, and on 27 May it torpedoed Majestic. The submarine threat sent the latest addition to the Royal Navy fleet, HMS Queen Elizabeth, and other capital ships to safe harbor at the expense of support for troops ashore. Submarines also torpedoed and shelled troop transports and supply ships and shelled trains and war-supporting facilities like armaments factories. Both sides avoided sinking hospital ships.

Drawing on mission reports, Rudenno paints vivid portraits of submarine activity in the Dardanelles and the Sea of Marm ara. Allied subs overcam e nets, mines and patrol craft (witho ut depth charges, anti-submarine forces fought with gunfire and ramming) entering and departing the operational zo ne, and Central Powers' boats had to traverse a similar Allied gauntlet. German, British , French, Italian, and Austrian submersibles were primitive predecessors of Allied subs and German U-boats of World War II. The Gallipoli campaign was a blotch on Allied efforts in World War I, but there were successes . Both sides learned to use submersible vessels effectively and improved their capacity to counter them. The Central Powers held off a massive, if poorly run , assault, and the Allies

SEA HISTORY 125, WINTER 2008-09

managed an evacuation with few casualties-a bright spot in a dark war. Whereas the arrack on Gall ipoli from the sea was an example of how not to mount an amphibious assault, the withdrawal was a model for the Wo rld War II Allied abandonment of G reece and , later, the impressive evacuatio n of Dunkirk.

Gallipoli is nor light reading, bur a tedious and dense presentation of more derail than any bur rhe most devoted scholars of the Gallipoli campaign or World War I will appreciate. To get rhe most from the text, the reader must follow extensive endnotes that complement the narrative as well as document the in formation.

DAVID

0.

and interest from the opening pages and ends with the reader being both entertained and educated . Warwick Hirst obviously has conducted exhaustive research into this little-known (o utside of Australia, at any rare) episode in maritime history and has produced a rollicking tale of convict life in a Tasmanian penal colony, escape, piracy, recapture, betrayal, rem orse, and execution. Along the way, the reader is introduced to the system of penal transportation in the nineteenth century, whereby English criminals were banished to prisons in Australia for years of hard labor, and to the unimaginable co ndi tions that caused the book's protago nist to choose escape-and certain death if caugh t. This inco rrigible anti-hero, William Swallow, and his band of fellow convicts managed to overthrow their captors and rake command of the government vessel Cyprus, on which they were traveling to an even more harsh prison colony. Their subsequent adventures in seeking freedom in the South Seas, evading identification and capture, managing to return to England, and th eir ul timate fa res are presented in an exciting style and easy-to-follow narrative, despite

WHITTEN

Aub urn, Alabama

The Man W'ho Stole the Cyprus: A True Story ofEscape by Warwick Hirst (Rosenberg Publishing Pry Ltd, Kenthursr, NSW, Australia, 2008, 224pp, notes, biblio, index, ISBN 978 1877058615; $29.95 pb) The Man Who Stole the Cyprus is o ne of those delightful li ttle books rhar comes along occasionally, which grabs attention

Columbia Trading Co. Nautical Books & Artifacts

Free Moil Order Book Catalog • On-line Shopping • Cope Cod Store Open Year 'Round We Buy Maritime and Naval Book Collections

1022 Main St. !Route 6A), West Barnstable, MA 0266B 508-362-1500 • Fox: 508-362-1550 • inlo@columbiotroding.com

the convolu ted story.

Hirsr's work includes useful maps; excerpts from primary documents concerning the event such as letters, official correspondence, newspaper acco unts, and court docum ents; and a section of color illustrations featuring people, locations, and vessels involved in the escapade. Apart from several unfort unate typographical errors, the book is a light and enj oyable read rhar succeeds in purring human faces and personalities o n a unique and, in many respects, horrify ing period of co lo ni al history.

D ELLA SCOTT-I RETON

Pensacola, Florida

New&Noted Champlain's Dream: The European Founding of North America by David Hackett Fischer (Simon & Schuster, New York, 200 8, 834pp, 9332-4; $40hc)

w

@

Yac ht Sails Rigging BUILDERS OF HIGH-QUALITY HA D-FI NISHED SAILS Full-service sail and rigging loft

P.O. Box 71, Lincoln St., East Boothbay, Maine 04544 (207) 633-5071 SEA HISTORY 125 , WINTER 2008-09

978- 1-4 165-

Merchant Mariners at war: An Oral History of World war II by George Bi lly and Christine M. Billy (University Press of Florida, Gainesville, 2008 , 322pp, ISBN 978-08 130-3246-7; $30hc)

Alabama THE UN I VERSITY OF ALABAMA PRESS

Full Fathom Five ADaughter's Search

Mary Lee Coe Fowler One woman's quest for knowledge of her father lost at sea 978-0-8173-1611-2 I $29.95 cloth

www.columbiatrading.com

- - oOOIB,\)' EAS·\ \) ' ''f;lf NE

ISB N

Unknown .."..... Waters Unknown Waters AFirst-Hand Account of the Historic . \\\e Under-Ice Survey of the \).e#~eli ~mes\ SiberianContinental Shelf by NeW York USS Queenfish (SSN-6S1)

Alfred S. Mclaren 978-0-8 173-1602-0 I $29.95 cloth

www.uapress.ua.edu · 800-621-2736 Where all good books are sold!

61

Mystic Seaport and the National Maritime Historical Society present:

Voyages to America: What We Left Behind A tour of Ireland and England returning on the deluxe Queen Mary 2 April 24 to May 8, 2009 Join fellow NMHS and Mystic Seapmt members for a memorable journey through time as we retrace the path of early immigration to America from the emerald green land oflreland, to the mighty port of Southampton and the ocean voyage culminating in views of Ellis Island.

Travel with us on this once-in-alifetime adventure of discovery!

We begin in beautiful Shannon, Ireland, and travel to Cork, home of the famous Blarney Castle.

Then we'll learn the history of the thousands oflrish emigrants who fled from famine and poverty at the port town of Cobh.

The journey continues along the scenic south coast with its fishing villages to the world renowned Waterford Crystal Factory.

Contrast Glendalough 's spellbinding beauty and history with a visit to the three-masted sailing ship, Dunbrody, in New Ross, which brought emigrants to America during the Great Famine. We pass the Wicklow Mountains on our way to Dublin for a guided tour that includes

St. Patrick's Cathedral, Trinity College and the "Book of Kells."

After our flight to England, we learn about the Pilgrims with a visit to Austerfield. Next it's Scrooby, and then to Babworth , where Separatism took root.

We'll visit many historical sites in London, including the Magna Carta at Norman Castle.

Next it's on to Southampton's port with its U.S. connections, including the Pilgrims ' 1620 voyage, the RMS Titanic 's maiden voyage in 1912 and the Allied invasion ofNormandy.

Finally we board the Queen Mary 2 for the journey home with a special en route viewing for our group of seldom and never before shown images from the Mystic Seaport's Rosenfeld and Carleton Mitchell photography collections.

We hope you wi II join us on this unique and memorable vacation.

Please reserve early to avoid missing this once-in-a-lifetime opportunity to peer back into history that shaped our nation.

Rates starting at $5,439 (per person, double occupancy)

For reservations or further information, please call ABC Destinations toll-free at 800-227-5858.

To receive your discount, please mention that you are an NMHS member, and be included in our party.

62

SEA HISTORY 125, WINTER 2008-09

Ways to Contribute

by Thomas F. Daly, Trustee, National Maritime Historical Society For many years, both the Board of Trustees and the staff have been asked by members what options are available to best support the Sociery. The National Maritime Historical Sociery is a 5 01 (c}3 not-for profit organization that is dependant on member support as the foundation on which is built all ofour work to preserve our seafaring heritage.

-Burchenal Green, President Your tax-deductible contributions to the National Maritime Historical Society help us preserve America's maritime heritage.

As a member, your generosity helps insure that future generations will learn about our nation's seafaring past. Many of our members would like to make larger charitable gifts to sustain the Society's endeavors or, perhaps, fund a specific project in their name or the name of a loved one. Please consider one of these giving vehicles.

IRA Gifts Recent Federal legislation enables persons 70.5 years or older to continue to make donations up to $100,000 in 2008 from an IRA without incurring a tax on the withdrawal.

Outright Gifts Outright contributions, often consisting of cash or appreciated securities, are the most direct way of assisting NMHS.

Appreciated Securities

Gifts of Cash

A gift of long-term appreciated secunues, either publicly The donor can receive full tax benefits on a cash contributraded or from a private company, may provide greater tax tion if he itemizes deductions. If the charitable deduction advantages than gifts of cash. The donor can deduct the cur- exceeds that amount in the year the gift is made, the donor rent fair market value as a charitable gift and avoid any capital can carry over the unused excess to offset income in sucgains tax on the appreciation. The deduction can be used to ceeding years. offset the donor's adjusted gross income in the year of the gift and any unused excess may be carried over to offset income Matching Gifts Many companies will match or multiply donations made to in succeeding years. the National Maritime Historical Society by their employees and, in some cases, by employees' spouses. Contributors Restricted Gifts A donor may choose to designate his gift for one or more of are encouraged to contact their human resources office to the specific needs of the Society, for example: for the library, determine if the employer has a matching gift program. the seminar program, one of the educational initiatives, for support of Sea History, or to publish a specific book.

Other Gifts Life Insurance

Sustaining Gifts

Donors who own a life insurance policy that the family no A Sustaining Member supports NMHS at a higher level than longer needs can get a tax deduction equal to the cash value if might otherwise be convenient. A sustaining gift may be at they donate it to the Society. any amount, and it can be charged each month or quarter from a credit card account directly to NMHS. For example, $62.50 given each quarter will make the member a Patron of Bequests Members are requested to please remember to include the the Society; $41. 67 each month will make the member a DoNational Maritime Historical Society as the beneficiary of nor. This dependable income lowers the Society's administratheir will or trust or retirement plan. Members are encour- tion costs. A record of each gift will appear on the donor's aged to please let us know if the Society has been remembered credit card statement, and the gift may increase, decrease, or be suspended at any time by contacting the Society. in this way.

Although donors should have their own counsel review their gift arrangements for the best information regarding their individual circumstances, for more information from NMHS, a donor or his or her adviser may contact the Society's President, Burchenal Green, at 914 737-7878.

SEA HISTORY 125, WINTER 2008-09

63

NATIONAL MARITIME HISTORICAL SOCIETY AFTERGUARD

.I . AR ON

AMERICAN M A RITIM E OFFI CE RS

TH ORNTON D. & EL I ZA BETH S . H OOPER FOUNDAT I ON I N MEMORY OF D ONALD C. M CGRAW, JR. RONALD L . OSWALD

D AVI D M . MILTO N TR US T

ESTATE OF WALTER

CAPT. CESA RE SOR IO

J.

P ETTIT SR .

PAUL F. B A LSER

I N MEMORY OF RODNEY N. H OUGHTON

PLANKOWN ERS

ALICE DADOURIAN

ROBERT T. ABBE

WALTER CRONKITE

JAMES M I LLER -

JOHN D EANE

JOHN P. FOWLER

PAUL GAR NETT

FOU NDATION, I NC.

TH E I NTERLAKE STEAMSHIP COMPA NY

W ILLIAM G. M ULLER

TH OMAS F. D ALY

PETER H. GHEE

NEW YORK Y ACHT CLUB

D R. & M RS . ARENT H. SCHUY LER, JR.

D OUGLAS CAM PBELL

EDWARD A. D ELMAN

D ANIEL WHALE N

L AWRENCE S. H UNTINGTON

.I A MES CARTER

lll

R ALPH & D OROTHY PACKER

RUSSELL P. CHUBB

RI CHARD W. K URTZ

MR. & MR S. ELLI CE MCDONAL D, JR.

TH E RUTH R. H OYT/ANNE H . JOLLEY

H ON. JOHN LEHM AN

I SAAC A. MORR IS

MR S. GODWI N J. PELI SSERO

ANN C. & C. H AM ILTON SLOAN FOUNDATION

MARSHALL P. CLOYD

THE EDGAR & GERALDINE FEDER FOUNDATION, ! NC.

H OWARD E. & VIRG INIA M . HIGHT

H AROLD K A PLAN

TH E BETTY SUE &ART P EABODY F UND

PETER H. SHA RP

D AVI D S. FOW LER

LIBERT Y MAR ITIME CORPORAT ION

WILLIAM G. W INTERER

RI CHARD T. DU MOULI N

CAPT. JAMES E. H EG, USN ( RET) JAKOB I SBRANDTSEN

CO LI N FERENBACH

SCARANO BOAT B UILDING, I NC.

PHILI P&. IR MY WEB STER

J. & CA ROLY:-J D. M CBR ID E

D AVID

MR. & MR S. H. C . B OWEN SM ITH

ROBERT F. K AMM

I N MEMORY OF JOE R. GERSON

MARTI N T OY EN

M S. PATRI CIA A. JEAN BARILE

FELIPE A. CUSTE R

THE M AC PH ERSON F UN D, INC .

H OWARD SLOT ICK

WOODENBOAT PUBLICAT IONS

D. H ARRY W. GAR SCHAGEN

STAR CLI PPER CRUI SES

TR ANS PORT AT I ON, I NC .

WILLI AM H . WHIT E

M ARY B. B URR ICHTE R & B OB KIERLI N

JOHN R. M CD ONALD, JR .

SPONSORS

M CALLISTER T OW ING &

N Y STATE OFF I CE OF PARKS, R ECREAT I ON & HI STOR IC PRESERVAT I ON

FURTH ERMORE: A PROGRAM OF THE J.M . K APLAN FU ND

GUY E. C. M A ITLAN D

ROBERT & ADR IANA PH ILLIPS

H ENRY L. & GR ACE D OHERTY C HAR ITABLE FOUNDAT ION

RI CHARD R ATH MEMOR IAL F U D

I N MEMORY OF SHANNON & L UCY W ALL

BENEFACTO RS

CHAR I TAB LE FO UNDAT ION

JAMES A. M ACDONALD F OUNDAT ION

H AROLD R. L OGAN

ROBERT E. MORRIS, JR.

PETER D. PRUDDE N

CA PT. JOHN

BR ADFORD D . & STEPH ANIE SMITH

w. Roos

PHILIP E. STOLP

ALIX T. THORNE

DONORS

MR. A. ACEBEDO

RI CHARD C. BR EEDEN JOHN C. COUCH

J.

0.

B URR I

ROBERTS. H AGGE, JR.

N IELS W. JOHNSEN

H OWLAND B. JONES, JR .

H AR RY

A NDR ES D UA RTE

MRS. D. L. FL EI SC HMA NN

GREEN

EDWARD

Y. Z. L ANE

ROB ERT FR ANZ BLAU

NEI LE. JONES

CAPT. JAMES M CNAMARA

C RA IG A. C. R EYNO LDS MR . & MRS. JOHN SHANA HAN DANIEL R. SUKIS JAMES WOODS

H A LL

W.

CHARLES R. KILB OU RNE

WILLI AM L. KITCHENS

M AR INE SOC IETY OF TH E CI TY OF NEW YORK MRS. JOANNE O 'NEI L R OB ER T S. R EGAN

DR. TIM OT H Y J. R UNYAN

SKULD NORTH AMER ICA INC.

G ILBERT VERNEY FOUNDATION

D AV I D G. GREE N

FR ANKL. H USSEY, JR .

NA TH AN I EL PHI LBR I CK

MR. & M RS. C HA RLES M. RO YCE

C HARLES TOWNSEN D

BURCHE NAL GREEN

CAPT. MUSICK Ill USN (RET.)

D ONALD W. P ET I T

A LLEN SH IVERS

TIM COLTON

KRI STEN K ELLY FISHER

ROBERT M. HEWES Il l

LLOYD M. LOG AN

EDMUND MOOR E

JAMES H. BR ANDI

THOMAS

D AV I D B. VIETOR

L.

JOH N R. SA MP SON

STA RK

H ERBERT STOCK HAM

MRS. CA ROL YI ALL

W ILLI AM E. WOOD

JEAN WORT

PATRONS

JOHN A. AMO RY

JOHN D . B A RNA RD

MR S. ELEANOR F. BOOKWALTER

EVE BUC HANAN

MR .

JOH N BUSCH

JAMES W. CHEEVERS

R EYNOLDS DUPONT, JR.

WAR REN MARR II JACQUES M EGROZ C HRI S O ' BRI EN JAMES S. P ERRY

JEFF GREGSON

MR. & MRS. WI LLI AM LI TZLER

ERI C A. OESTERLE

Ross E. ROEDER ROBERT W . SCOTT

H A RO LD OL SEN

RI CHA RD STI EG LITZ

CA RL W. T I MPSON, JR. T I SBURY WHARF COM PANY US NAVAL A CADEMY N IM ITZ L I BR A RY H ARRY & ELI ZA BETH WHI TE

ALFRED

J.

CLIFTON S. GUSTAFSON

TH OMAS A MORAN

JOHNS. W INGFIELD

JOI-IN

W.

MARITIME H ERITAGE PRINTS

M CI NTY RE

D AN IEL J. MCCARTHY

CA PT. ROBERT H . NICHOLS CRA IG PATTER SON

S. W. POR TE R JR

PAU L B. PR AGE R EDWARD RITTENHOUSE

MR. & MR S. L EE H. SA NDWEN JOYCE H UBER SM ITH TAWAN I FOU NDATION

WILLI AM R . T OWER, JR.

DR. & MR S. JOHN DI X WAYMAN

JAMES L. K ERR

MR. & MRS. RI CHARD C . L AWRENCE

NE IL I SBRANDTSEN RI SING

FR AN K K . T ARBOX

I NTERNATIONAL

H ENRY KEENE

COL . B RUCE E. PATTERSON USA

H E DRIK RYSDORP

JOHN F. GR A DEL

MR. & MRS . WILLIAM H AMMOND

ROBERT G. MORRI S

CAP T. PAUL W. SIM PSON

R AYMOND C. T ANNER

W ILLIAMS. D UDLEY

BRUCE GODLEY

MR . C. S. LOVELACE

H AROLD G. M CAVENIA

CLA IRE A. RI CHARDSON

RONA LD SHEAR

C H ARLES T OB I N

JOHN L . L ANG ILL

PORT AUTHORITY OF NY & N J

GEORG E F. RUSSELL, JR .

DR. JACA B D EEGAN

STEVEN A. H YMAN

K E K EELER

COM . C HIP L OOM IS

MR . A . L AU RI STON PA RKS

CAPT. H AROLD V ANDE RPLOEG WIL LIAMS

PETER R. L A D OW

CONRA D MILSTER

GEORGE R AYMOND

ALLEN H ADDOX

lUDGE LYNN N. H UG HES

H EN RY MAY

H ENRY T. CHANDLER MR. C. W. CRAYCROFT

I AN D AN IC

CAPT. D WIGHT GE RTZ

ROBERT M. JOHNSTO

H UG H M. PI ERCE

H OWA RD P. SEARS

JANET A. CA RRI NG TON CA PT. WARREN D. CLARK

MORGA N DALY

M ARC GR ISHAM

MICHAEL J. KRI EGER

RA DM D AV I D C. BROWN

DIBNER MARITIM E AS SOCIATES L L C

DR. JOI-IN FI NERT Y

L OOM IS FOUNDATION

CA PT. B ERT ROGERS

SPIR IT & SANZONE DI STR IBUTORS, INC.

CALLO

R ICHA RD ELLISON

M RS. PAUL MELLON

MR .°.& MRS. JOHN F. R ANDALL

R EED ROBERTSON

F.

M RS. MARY B. DEM ERE

WILLI AM R. MATHEWS, JR.

FRED J. PETER SON FOUNDAT ION , INC.

JERRY SCHWAB

RADM JOS EPH

PATRI CK BOETTGER

RI CHARD M. B RESS LER

MR . & MR S. JAMES M. CLARK

MR S. STEP HEN H . JOHNSON

FREDERI CK G. KRAFT

JEFFERSON D. M EIGHAN

MR . GEOFF REY C . BE AUMONT

R OLL IS BOWER , JR.

IN MEMORY OF CAPT. FRED H AWKINS

ELLIOTT G. JA RDI N

CAPT. H E RY M ARX

Q UESTER GA LLERY, LLC

J.

CA PT. JAMES S. CUNNING HAM, USN ( R ET.)

WILLI AM ELLIOTT

GEORGE T. H ATHAWAY

MR. & MRS. C HESTER W. K ITCl-l l NGS, JR. MR . & MRS. T. E. LEONARD

H ARR IS CLARK

D OMIN IC A. D EL AU RENTIS, MD

RI CHARD H . GRAVES

LARS H ENN ING H ANS EN

D ONALD BATES

CAPT.

CADDELL DRY DOCK & REPA IR CO. , INC.

JOI-IN W. ELDER

SH IPHOLDI NG CORPORAT ION

PETER B A RTOK

MR S. H ANS B OSC H

SEAN H . CUMM INGS

WILLI AM D. D E GRAVELLES, MD

L AR RY GR AHAM

&

C HARLES D . CLARK

C HRISTIANE. CRETEU R, MD

64

CAPT.

PHILIP B. P ERSINGER

MR. & MRS. JOHN R. SHERWOOD Ill TH OM PSON, JR.

H. SPENCER H ART

BENJAMIN K ATZENSTEIN

W. PETER LI ND

MR. & MRS. W I LLIAM P. R ICE

EVERETT FISHER

MR. & MRS. EDW IN H. GRANT, JR.

CHARLES HAMRICK

DR. JOSEPH F. M EANY, JR.

I N MEMORY OF CAPT. D AV ID E. P ERK I NS, US CG

JESSE M. BONTECOU THOMAS H. CA RR UTHERS

C HAR LES H. ER HART, JR.

M R. & DR. STEVEN W. JONES

PAU JAY LEWI S

CAPT. PAUL L . BONGE

MR. & M RS. NICHOLAS CARLOZZI

RI CHARD H . D UMAS

H ERBERT B. H ALBERG

JAMES P. LATHAM

W. M ARSHALL

ARTHUR A. BIR NEY

EUGENE & VIRG INIA CANFIELD

FRANCES K. DIBNER FUND

ROBE RT FI SHER WILLIAM

CHA RLE S R. BEAUDROT, JR.

JAMES

JAMES M. TR I ER

MR. F. CARR I NGTON WEEMS

JAMES G. SARGENT EDMUND SOMMER RA LPH N. T HOMPSON R OBERT

J.

TYO

ROBERT W EXL ER

ROBERT S. YOU NG

SEA HISTORY 125, WINTER 2008-09

Waltz in the footsteps of royalty in the most opulent of settings. Each Cunard®voyage will take you back to The Golden Age of Ocean Travel, when timeless elegance and refined British traditions ruled the day.

Now is the ideal time to embark on A MOST CIVILI ZED ADVENTU RE®.

CUNARD TH E MOST FAMOUS OCEAN LI NERS IN TH E WORLD'°

©2008 Cunard. Ships registry: Great Britain.

Experience the legendary Transatlantic Crossing aboard Queen Mary 2®, the largest, most magnificent ocean liner in history. For six unforgettable days you will relive The Golden Age of Ocean Travel, when timeless elegance and refined British traditions ruled the day.

Eastbound Transatlantic Crossing Departs April 14, 2009 Queen Mary 2 • 6 days Category D5 Inside Prices start from $933*

Westbound Transatlantic Crossing Departs April 20, 2009 Queen Mary 2 • 6 days Category D5 Prices start from $1,283 *

Westbound Transatlantic Crossing Departs May 25, 2009 Queen Mary 2 • 6 days Category D5 Prices start from $1,325*

Eastbound Transatlantic Crossing Departs June 19, 2009 Queen Mary 2 • 6 days Category D5 Prices start from $1,372*

Westbound Transatlantic Crossing Departs June 25 , 2009 Queen Mary 2 • 6 days Category D5 Prices start from $1,46 7*

Eastbound Transatlantic Crossing Departs July 6, 2009 Queen Mary 2 • 6 days Category D5 Prices start from $1,46 7*

~EEN MARY2 CUNARD•

)_ • '2ih ..£.:"'~~m:"'

V

E

L

Please Call 1-800-729-7472 extension 324 or Email trevor@pisabrothers.com •fares are per person, non-air, based on double occupancy and apply to the first two guests in a stateroom. These fares do not apply to singles or third/fourth- berth gues~. Fares may remain at discounted level after this promotion.

Government fees and taxes are additional. Afu el supplement of $9 per person, per day for the first and second berth guests, for a maximum of $126 per person per voyage, is included in the fares shown and is subject to change.

A fuel supplement of $4 will apply per person per day for third and fourth berth guests, for a maximum of $56 per person per voyage and is subject to change. This offer is based on space availability, is capacity controlled and may not be combinable with any other public, group or past guest discount, including shipboard credits. Fares quoted in U.S. dollars. See the applicable Cunard brochure for terms, conditions and definitions that apply to all bookings. ©2008 Cunard. Ships registry: Great Britain.