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Journal, Geführt Am Bord Des Dampfschiffes GROENLAND, Captain Ed

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Journal, Geführt Am Bord Des Dampfschiffes GROENLAND, Captain Ed Journal, geführt am Bord des Dampfschiffes GROENLAND, Captain Ed. Dallmann, auf der Reise von Hamburg auf d. Walfisch u. Robbenfang an den Küsten von South Shetland Islds. Coronation Isld. Trinity Land & Palmerland, geführt von Rud. Küper, Hamburg Herausgegeben und kommentiert von Reinhard A. Krause Ursula Rack Inhalt Seite 1. Vorbemerkungen 1.1 Zu den Hintergründen der im Schiffsjounal der GROENLAND 1873/74 skizzierten Reise.....................................................................III 1.2 Zum Journal/Tagebuch/Logbuch selbst................................................XIII 1.3 Kurzer Abriss der Reise und Kommentar .............................................XIV 1.4 Zu dem Schiff GROENLAND..................................................................XVII 2. Anhänge 1 Zur Geschichte des Walfanges .............................................................XXII 2 Besatzungsliste/Auszug aus der Musterrolle.........................................XXVI 3 Zur Astronomischen Navigation ..........................................................XXVII 4 Biographische Notizen und Würdigung zu Eduard Dallmann (1830-1896).............................................................XXX 3. Quellennachweis 3.1 Archivmaterial.....................................................................................XXXV 3.2 Literatur...............................................................................................XXXV Content Pages 4. Preambles 4.1 Concerning the background of the voyage described in the logbook of the GROENLAND in 1873/74..............................................................XXXVIII 4.2 Concerning the journal/log itself ..........................................................XLVII 4.3 Summery of the cruise and comments..................................................XLVIII 4.4 Concerning the vessel GROENLAND......................................................L 5. Appendices 1 Concerning the history of whaling .......................................................LVI 2 Crew list/extract from the ship's articles...............................................LIX 3 Concerning astronomic navigation.......................................................LX 4 Biographical notes and appraisal on Eduard Dallmann (1830-1896).....LXIV 6. Sources 6.1 Material from archives.........................................................................LXVII 6.2 Literature.............................................................................................LXVII I Inhalt Seite 7. Kommentar zur Transkription (comment on the transcription in German) 7.1. Zur Schreibweise .................................................................................LXX 7.2 Erläuterungen zum Journalvordruck.....................................................LXXI 7.3 Zustand und Besonderheiten ................................................................LXXIII 8. Danksagung / acknowledgement.................................................................LXXIV 9. Teilung der Kompassrose, 8 Strich System - 360° System - conversion of the compass courses ................................................................................LXXV 10. Journal Transkription und Anmerkungen (Transcription and footnotes in German)....1-175 II 1. Vorbemerkungen 1.1 Zu den Hintergründen der im Schiffsjournal der Groenland 1873/74 skizzierten Reise Das im Folgenden präsentierte Schiffstagebuch ist eine Rarität. Hier wird eine Reise dokumentiert, die in der deutschen Schifffahrtsgeschichte ohne Beispiel ist. Im Sommer 1873 versegelte ein deutsches Schiff von Hamburg in die Antarktis. Ziel war, dort Walfang und Robbenschlag zu betreiben. Die Reise war gut vorbereitet. Nicht nur war das Schiff, die GROENLAND, speziell für diese Aufgabe konzipiert, wie weiter unten erläutert wird, auch der Leiter der Aktion, Kapitän Eduard Dallmann, war für dieses Geschäft qualifiziert. Fast 20 Jahre hatte er auf Walfängern zugebracht (s. auch Kurzbiographie Anhang 4). Aus seiner umfangreichen Praxis kannte Dallmann die amerikanischen Walfänger und ihre Ausrüstung und wusste, dass das amerikanische Material allem anderen überlegen war. Daher reiste er im Frühling 1873 nach New Bedford, Massachusetts, zu jenem Zeitpunkt unbestritten das Geschäftszentrum des pelagischen Walfanges, um Material und Ausrüstung zu beschaffen. U.a. ließ er dort acht Whaleböte bauen (Pawlik 1996, S. 41)1, beschied sich aber nicht damit, bestes Material zu haben, sondern wollte auch bestes Personal. Sicherlich konform mit seinem Auftraggeber, heuerte er dort zwei Bootsofficiere an. Bootsoffiziere, auf amerikanischen Schiffen gleichzeitig Mates - nautische Schiffsoffiziere - waren neben den Harpunierern die Garanten des Jagderfolges. Sie hatten das Kommando der Fangboote, die sie zunächst steuerten. Zu ihren Aufgaben gehörte die geschickte Annäherung an den Wal und das Antreiben der Mannschaft. Der Harpunier saß auf der ersten Ducht und musste zunächst mitrudern. Er erhob sich erst auf Kommando nahe dem Wal, um dann seine Harpune in das Tier hineinzutreiben. War der Wal fest, d. h. die Harpune mit der daran befestigten starken Leine im Körper des Wales verankert, wechselten er und der Bootsoffizier ihre Plätze. Das Töten des Wales fiel somit dem Bootsoffizier zu. Auffallend ist, dass neben Dallmann und dem 28jährigen Steuermann Rudolf Küper keine weiteren deutschen Nautiker an Bord waren. Küper war allerdings trotz seiner Jugend ein erfahrener Mann. Schon 1868 war er als Steuermann auf der ALBERT beschäftigt (WZ 12. Juli 1868; auch Fußnote 3 und Anhang 2). Man kann davon ausgehen, dass P. H. Omey und R. M. Root, die Amerikaner, während der Reise zusammen mit Küper die Aufgaben von Schiffsoffizieren wahrgenommen haben, während Dallmann wachfrei blieb. 2 1 Pawlik entnimmt diese Angaben einem Lebenslauf Dallmanns von 1896, den dieser Daten meiner Seereisen überschrieben hat (Pawlik 1996 S. 9 und 10 - Faksimile der ersten Seite der "Daten"). Das Dokument ist offenbar im Privatbesitz. An seiner Authentizität ist nicht zu zweifeln. Zu den Whaleböten: Diese stets kraweel gebauten Boote sind kleine Meisterwerke gewesen, und zwar sowohl hinsichtlich ihres Entwurfs als auch ihrer Konstruktion und Fertigung. Eines der wenigen noch existierenden Originale ist im Deutschen Schiffahrtsmuseum ausgestellt. Hier findet man auch eindrucksvolle filmische Dokumente ihres Einsatzes! Sechs bis acht Boote mitzunehmen, entsprach den amerikanischen Usancen und war auch auf englischen Schiffen üblich. 2 Die beiden amerikanischen Bootsofficiere sind die einzigen Besatzungsmitglieder, die im Tagebuch namentlich erwähnt werden, sieht man von der Nennung einiger anderer Besatzungsmitglieder wegen Vergehen gegen die Disziplin ab. Bei den Herren handelt es sich um Phillip Henry Omey, geb. 16. Juli 1828 und Robert Marshall Root, geb. 18. August 1838, beide aus New Bedford, Massachusetts. Omeys Gage (engl. lay) betrug 1/18, Root 1/30 des Nettofangerlöses. Damit waren sie die bestbezahlten Leute an Bord. Küper und der erste Ingenieur O. Chraphowski waren mit dem Anteil 1/55 angeheuert (Staaatsarchiv HH, Seemannsamt 1, Protokolle). Die Nachforschungen von Dr. Stuart M. Frank, Director Emeritus, Kendall Institute and Senior Curator, New Bedford Whaling Museum ergaben die folgenden Details zu Omey und Root: III Geistiger Urheber, Initiator und Organisator der Reise war Albert Rosenthal (1828-1882). Das ergibt sich aus dem Briefwechsel zwischen Rosenthal und seinem Freund August Petermann (1822-1878). Steuermann Küper war ein Neffe Rosenthals.3 Petermann, der zu Recht als Vater der deutschen Polarforschung bezeichnet wurde, war in den 1870er Jahren eine international angesehene Persönlichkeit. Die von ihm ab 1855 herausgegebene Zeitschrift – bekannt unter dem Kurztitel "Petermanns Geographische Mittheilungen" (PGM) war das übernationale Organ für die Entwicklung der Polarforschung. Petermann, der sich sowohl in seinen kartographischen als auch literarischen Arbeiten stets auf Quellentreue berief, war allerdings nicht zurückhaltend, wenn es darum ging, im Zusammenhang mit Polarforschung kommerzielle Erfolge zu prognostizieren. Rosenthal, von der Unterweser gebürtig, war Schiffskapitän, Werftbesitzer und Reeder in Bremerhaven gewesen und hatte jahrelang Schiffe für den Wal- und Robbenfang betrieben, bevor er 1872 nach Hamburg übersiedelte (Bickelmann 2003, S. 280). Hier initiierte er die Deutsche Polar-Schifffahrts-Gesellschaft und führte die Geschäfte dieser Aktiengesellschaft, an der prominente Hamburger Kaufleute und Reeder beteiligt waren.4 In §2 der Statuten heißt es lapidar: Zweck der Gesellschaft ist die Betreibung des Thrantierfanges und des Handels mit nordischen Producten. Die Gesellschaft ist befugt, behufs Erreichung dieses Zwecks Schiffe eigenthümlich zu erwerben, an günstig gelegenen Plätzen Schiffsstationen, sowie Depots zur Lagerung und Fabriken zur Verarbeitung der gewonnenen Producte zu errichten. ….. He must have been a competent and popular officer, as two prominent captains each kept him on for a second consecutive voyage, which is a not very common practice; and on his last voyage as mate the captain evidently recommended him to command the vessel on her next voyage, which is a common practice but only where the mate is adjudged deserving. His only voyage as captain was abortive. Third mate, 1/70th lay, ship Averick of New Bedford, Captain Robert P. Reynard: sailed 08/14/1844; vessel lost on the island of Ulitea 02/15/1845 …. Second mate, 1/42nd lay, ship Alexander of New Bedford, Captain Robert
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