Full & By The crew journal of the barque James Craig.
ISSUE 31. MAY 2013. .
1 Issue 31 Full & By The crew journal of the barque James Craig.
CONTENTS. LAST OF THE GIANTS. 3.
FLAGS AND THEIR MEANINGS. 8.
VARIATION AND DEVIATION: 9. An Historical Perspective. Peter Davey.
‘VIKING SUNSTONE’ FOUND IN 10. SHIPWRECK.
BUOYS AND BEACONS. 11.
PASSAGES VACANT. 12.
WOOD INTO IRON: 14. An Historical Perspective. Peter Davey
JAMES CRAIG GOES TO HOBART. 16. for the 2013 Mystate Australian Wooden Boat Festival. John Cowie.
CITY OF ADELAIDE. 19. A Condensed History.
Web site: www.shf.org.au/JCraig/JCraig.html Compiled & edited by: Peter Davey. [email protected] Contributors: various. Sub-editor & Layout: John Cowie [email protected] Cover photo: Sea Shepherd’s Brigitte Bardot , Hobart February 2013. John Cowie
The opinions expressed in this journal may not neces- sarily be the viewpoint of the Sydney Maritime Museum, the Sydney Heritage Fleet or the crew of the James Craig RULWVRI¿FHUV
2 Issue 31 LAST OF THE GIANTS. A four-masted barque, now of 3,111 tons, the Herzogin Cecilie one of the last sailing ships in regular service, proudly and gallantlychallenges the almost universal use of machinery.
Herzogin Cecilie. Photo: State Library QLD.
MARITIME GRACE AND ELEGANCE are well expressed in this photograph of the Herzogin Ceclilie. Launched in 1902 at Bremerhaven, the vessel was built for the North German Lloyd Line, to serve as a training ship. A steel, four-masted barque, originally of 3,242 gross tons she was used as a training ship for cadets, and she could carry 4,000 tons of cargo. Before the war of 1914--18 the a ship made several fast voyages, including one from Beachy Head, on the Sussex coast, to Adelaide, South Australia, in seventy-eight days.
ew will question the right of the Herzogin Cecilie to where there was only a short well deck between it and Fbe considered as the crack sailing ship at sea. To de- the forecastle. She was lofty and heavily sparred, even cide a point such as this to-day, when the few remain- the royal masts being of steel, with large sails and not ing sailing ships in service are so varied in character, is a single reef point in the whole sail plan. This design GLI¿FXOW EXW WKH ÀDJVKLS RI GustavVRQ¶V )LQQLVK ÀHHW PDGH KHUD GLI¿FXOWVKLSWRZRUN EXWVKH ZDVLQWHQGHG the biggest VDLOÀHHWin existence, has reason to be so to carry so many cadets that there was no apprehension consiGHUHG$PDJQL¿FHQWVKLSVKHwas built regardless on that VFRUH6KHZDVQRW¿WWHGZLWKany labour-saving of expense and has been well maintained. Her history is devices, such as brace or halliard winches, as were an interesting one. most German ships. When she was new, her captain As far back as 1896, the North German Lloyd line de- had under him four mates, two inVWUXFWRURI¿FHUVDVXU- cided to run its own sail training ships. Even then the geon, a purser, a boatswain, a few paid hands, and sailing ship was disappearing and, as the German regu- about sixty cadets-strong youngsters ranging from lations still insisted on sail experience before granting a about nineteen to twenty-two years of age. With this master’s FHUL¿FDWHWKHUH ZDVWKH SRVVLELOLW\ RIDVKRUW- crew, labour saving devices were not necessary; but un- DJHRI WKHW\SHRI RI¿FHUZKLFKWKHOLQH ZDQWHGIRU LWV GHUWKH)LQQLVKÀDJVKHKDVEHHQUXQQLQJZLWKDFUHZRI ELJ ÀHHWThe Grand Duke of Oldenburg interested him- about twenty ¿YHRQ RQH occasion as few as nineteen VHOI LQWKHLGHDIURPWKH¿UVWand was made the presi- and she is what the old sailor man would describe as “a dent of the scheme. proper workhouse.” The sailing ship Albert Rickmers, a ¿QHYHVVHORI2,581 Under the North German Lloyd, cadets paid a premium tons, was bought and UH¿WWHG DVWKH WUDLQLQJ VKLS Her- of about £40 a year for their keep and tuition, and some zogin Sophie Charlotte, and began her work in 1900. So RIWKH¿QHVW ODGV LQWKHcountry applied for admission. successful was she that the company decided to build They did practically all the work of the ship, only a few a second ship designed for training purposes. Accord- paid hands being shipped to act as stewards and the LQJO\WKH5LFNPHUV
3 Issue 31 in the Herzogin Cecilie and passed a stiff examina- SUR¿WDEOHVKLSDQGZKLOHthe Mozart has had to go to tion, they were signed on by the North German Lloyd as the scrappers, WKH IRUPHU LV VWLOO LQ ¿UVWFODVV FRQGLWLRQ fourth RI¿FHUVof their steamers and, barring accidents, and has many years of life in her. Captain Erikson was VWD\HG XQGHU WKDW ÀDJ IRU the remainder of their ca- delighted with his bargain, and, knowing her previous reer. The ship remained on this training service until the KLVWRU\GHWHUPLQHGWRNHHSKHU¿WWHGDVDWUDLQLQJVKLS war of 1914-18, carrying cargo of all kinds and making to give as many Finnish lads as possible a chance of some quite creditable passages. Outward she generally learning sea ways. So successful was this scheme that carried a cargo of German manufactured goods; home- he put several of his other big sailing ships to the same ward she carried a bulk cargo, sometimes nitrates from purpose. He now provides practically the only chance of the West Coast of South America, sometimes grain sail training to a large number of lads of all nations-Finn- from San Francisco or Aus- ish, Swedish, Norwegian, tralia. She made one pas- Estonian, German and Brit- sage from Caleta Buena ish. Captain de Cloux was to Falmouth in ninety-nine put in command of her at days, one from Beachy Head 2VWHQG D ¿QH VDLORU DQG to Adelaide in seventy- a whole-hearted enthusiast eight, and another from Mex- in the training of boys. He illones to the Isles of Scilly was then thirty-six years old in sixty-three days. She left and had commanded big Bremerhaven in May, 1914, VDLOLQJ VKLSV IRU DERXW ¿YH and arrived at Guayacan to years. Regarded by many load nitrates just before war as the best all-round sailing- broke out. That being a neu- ship master under the Finn- tral port she prepared to LVKÀDJKHKDGJRWDJRRG remain there until the end passage out of his previous of the war, but before the command, the Lawhill, which Armistice was moved up to was not built for speed. Her Coquimbo. After the Armi- ¿UVWFKDUWHUXQGHUWKH)LQQ- stice she was allotted to the LVKÀDJZDVWRFDUU\DFDUJR French, but they already had of timber from Fredrikstad to more sailing ships than they Melbourne in the summer of needed, and had recently 1922. Outward she made a decided to end their subsidy passage of ninety-two days, scheme which encouraged DOWKRXJK PHHWLQJ D WHUUL¿F the building and running of gale a few hundred miles Herzogin Cecilie. sailing tonnage. She went from her destination, which Photo: Shipping Wonders of the World. to Antofagasta to be ¿WWHG put two steamers ashore for her return to Europe, and delayed her for a week. THE FLAGSHIP of Gustav Erikson, an important Finnish ship owner, 8QDEOH WR ¿QG D FDUJR LQ although there was little the Herzogin Cecilie, as she is today has a gross tonnage of 3,111. wrong with her after her long The vessel is used as a training vessel for young Finnish sailors. Her Australia, she left in ballast stay in tropical ports. It was ¿UVWFKDUWHUXQGHUWKH)LQQLVKÀDJZDVWRFDUU\DFDUJRRIWLPEHUIURP for Taltal in Chile, making a not until October, 1920, that Fredrikstad to Melbourne in 1922. Despite bad weather, the outward VPDUW SDVVDJH RI WKLUW\¿YH voyage was made in ninety two days. The ship has been sailing with a days and keeping up an av- she ¿QDOO\sailed for Ostend, FUHZRIDERXWWZHQW\¿YHDQGRQRFFDVLRQZLWKRQO\QLQHWHHQ making a good passage, but erage of fourteen knots for a striking the quay wall when she arrived and losing both considerable time. She brought home nitrate and went anchors and chains. There she was laid up pending out again to Chile, making a ninety-nine-days passage the arrival of a purchaser. At that time Captain Gustav from Caleta Buena to Falmouth by way of Fayal. She was Erikson, a Finnish master mariner, was building up what RQWKH3DFL¿F&RDVWDJDLQLQ EXWDWWKHEHJLQQLQJRI was later to become the ELJJHVWÀHHWRIVDLOLQJVKLSVLQ 1925 she sailed for Australia, made an intermediate run the world. He had sent his commodore-master, Captain from Port Lincoln to Callao and back. In February, 1926, Reuben de Cloux of the Lawhill. down to Marseilles to she sailed from Port Lincoln to Falmouth, for orders, with inspect the former German sailing ship Passat, which grain. The South Australian grain business, which was was offered for sale at £11,000. By chance Captain de beginning to be the only opportunity of the big sailing Cloux called at Ostend on his way and there saw the ship, suited her, and she has been on it ever since. The Herzogin Cecilie offered for £4,000. He inspected her KRPHZDUGSDVVDJHRIWKHJUDLQÀHHWKDVEHHQPDGHD thoroughly with a critical eye, found her to be in perfect race which attracts great attention, and the Herzogin Ce- condition, and did not trouble to go on to Marseilles, buy- cilie has made for herself an excellent reputation on it. ing her on the spot. A rival Finnish owner had examined In 1927, under Captain de Cloux, she arrived at Queen- her shortly before, but had decided not to bid for her, VWRZQHLJKW\HLJKWGD\VRXWRI3RUW/LQFROQWKH¿UVWVKLS fearing that she would require too many men and would home out of thirteen and recording the best time in the be too costly to run. Instead he bought the four-masted \HDU0DQ\SDVVHQJHUVWUDYHOLQWKLV¿QHVKLSIRUWKHVDNH barquentine Mozart for the same price, a ship which of adventure. Frank C Bowen. was specially designed to be run with as few men as Reprinted from SHIPPING WONDERS OF THE WORLD possible. The Herzogin Cecilie proved to be the more VOLUME I, PAGE 127. 4 Issue 31 BARQUE ON ROCKS. covered 360 miles in 24 hours, which is said to be better CALL FOR HELP IN NIGHT. than the best day’s run of the famous Cutty Sark. In 1933, an Adelaide man, Mr. Brian Verco, a former student of St.
Fate of Vessel From S.A. Peter’s College, sailed before the mast in the Herzogin London Saturday Cecilie. The Herzogin Cecilie, a four-masted barque of wo of the best known ships in the Australian trade are 3,111 tons, was built in 1902 in a German shipyard, and in trouble. The windjammer Herzogin Cecilie is on the T was formerly German-owned. She is now part of the sail- rocks off the coast of Devon, and the liner Orama has LQJÀHHWRI&DSW*XVWDY(ULNVRQRI0DULHKDPQ)LQODQG collided with an unknown vessel in the English Channel. who seeks to keep the old square-riggers on the seas. The Herzogin CecilieVHQWXSÀDUHVDQGURFNHWVDWDP and the Salcombe lifeboat was immediately launched. It Orama in Collision was ascertained that the barque was on the rocks near Proceeding to Tilbury with s skeleton crew from Barrow, the treacherous Gregorys. ZKHUHVKHKDGEHHQUH¿WWHGWKHOrama collided in a fog near the East Goodwin lightship with another vessel, which is not believed to be damaged. The Ramsgate life- boat was proceeding to the scene of the collision when the Orama sent a wireless message that she was pro- ceeding to Tilbury, and did not need assistance. The Mail (Adelaide SA), Saturday 25 April 1936, page 2
THE HERZOGIN CECILIE. London, June 2 With a view to testing the possibility of salvaging the sailing ship Herzogin Cecilie, which went ashore on the Herzogin Cecilie at Salcombe Bay. Devon Coast some weeks ago, an experimental attempt Photo: SHF Collection is being made to pump water and grain from the vessel. Recently a public appeal was launched for funds to en- This week the Herzogin Cecilie arrived at Falmouth after able salvage to be carried out. a voyage of 96 days from Port Lincoln, South Australia. The West Australian (Perth), Capt Sven Erikson’s wife, formerly Miss Pamela Bourne, Wednesday 3 June 1936, page 18 was on board. The Herzogin Cecilie is in danger of be- coming a total wreck. Holds one and two are believed to ‘AND SO THE DUCHESS DIES’ be waterlogged. Seas are washing over the bows, and the ship is rolling considerbly. Last Message From Doomed Barque. ‘And so the Duchess dies.’ This was the last message Girl Passenger’s Story dispatched from the Herzogin Cecilie, as she lay on Sal- Boatswain Holgeld says that he experienced compass combe rocks, being battered to pieces by the relentless trouble during the latter part of the voyage. The steers- waves. Herzogin is the Norwegian equivalent for duch- man in the dead of night off Hamstone Rock reported ess. Sven Eriksson, the young Norwegian captain, and that the compass was swinging strangely, and the next his pretty English wife, packed the last of their personal minute the barque was aground in a thick fog. A school- belongings below deck aboard the doomed windjam- girl, Diana Firth, a friend of Mrs. Erikson, who was taken PHU$V WKH\ ¿OOHG VXLWFDVHV ZLWK WKHLU FORWKLQJ RQ WKH off by the lifeboat says she joined the ship at Falmouth SROLVKHGFDELQÀRRUKHDY\VHDVRXWVLGHEDWWHUHGDJDLQVW for the voyage to Ipswich, where the cargo was to have the hulk. Creaking of guy ropes as labourers from Sal- been discharged. Capt. Erikson refused to leave the the combe lowered her sails into the motor boat alongside ship, and his wife, in spite of his protests, also remained, . . . the tortured groans as wave after wave ground her as did the older members of the crew. ‘We packed our rudder against the rocks . . . such was the swan song of belongings,’ continued Miss. Firth, ‘and calmly awaited the famous sailing vessel which had grounded at Hope the lifeboat, which emerged from the fog, battling with the &RYH$V0UV(ULNVVRQRQKHUNQHHVRQWKHÀRRUWLHGWKH KHDY\VZHOO¶µ,ZDVWKH¿UVWWROHDYHWKHVKLSDQGZDV canvas round the bundle, her eyes met her husband’s. followed by the apprentices and younger seamen. Every- They both sighed. It was to be their last night aboard the one behaved splendidly, though Mrs. Erikson was greatly Herzogin Cecilie. Waters gurgled beneath one’s feet as distressed at the beautiful ship’s misfortune.’ one walked through the deserted passages and cabins. At 10.15 a.m.. the lifeboat landed 23 survivors at Sal- Pike, the skipper’s Alsatian, lay asleep in a corner of the combe, where, they were billeted at hotels. The lifeboat main stateroom. ‘I expect I will go home to Finland with has returned to the ship to take off the remaining nine my wife as soon as possible,’ Captain Eriksson said. ‘I people aboard. don’t know what will happen. There are not many sailing Captain’s Wife Helps ships left now. I can not tell you if I will ever command a During the trip Mrs. Erikson did duty aloft and also helped four-master again.’ And Mrs. Eriksson said sadly:— ‘This WR VWHHU WKH YHVVHO ZKLFK ZDV WKH ¿UVW VKLS KRPH WKLV will be our last night aboard. ‘There is some danger if the season. She took 86 days for the voyage— three days wind changes direction’ she admitted. ‘But we want to longer than the Parma’s record time of 83 days. How- stay as long as possible, if only for sentimental reasons. ever, the Herzogin Cecilie has won the wheat ships’ race ‘This has been our home. I cannot possibly express how at least six times. In one stage of her 1931 journey she 5 Issue 31 we feel about leaving It. To Sven it was more than a ship: (3,111 tons), which went aground on the Devon coast it was a real living person. In fact, it still is. But soon it will some months ago and whose back was broken in stormy be gone. weather last week after she had been towed off the rocks Chronicle (Adelaide SA), and beached, is being dismantled. Thursday 4 June 1936, page 47 The West Australian (Perth), Thursday 23 July 1936, page 15 HERZOGIN CECILIE. The generosity of an anonymous donor will enable an at- WHPSWVKRUWO\WRUHÀRDWWKHHerzogin Cecilie, which went HERZOGIN CECILIE’S LAST DAYS. aground off the English coast a few weeks ago. Unexpected Gales Dashed Optimism. Examiner (Launceston), FIRST-HAND ACCOUNT OF WORK. Tuesday 9 June 1936, page 7 ust about a year ago shiplovers the world over, and in JSouth Australia in particular, were saddened to hear HERZOGIN CECILIE REFLOATED. WKDWRQHRIWKH¿QHVWJUDLQVKLSVZKLFKOLIWWKHLUFDUJRHV each year from South Australian ports, had gone ashore London, Saturday. off the Devon coast. After lying for some weeks at the The Finnish barque Herzogin Cecilie, which ran aground VSRWZKHUHVKHKDG¿UVWJURXQGHGVKHZDVUHÀRDWHGDQG on rocks off the Devon towed to Starhole Bay, near Coast on April 25, has been Salcombe, where it was UHÀRDWHG 6KH LV XQGHU WRZ hoped that she would re- on the way to Salcombe for ceive more protection from repairs. The barque was the seas while her cargo of WKH ¿UVW RI WKH ZKHDW VKLSV wheat was being unloaded. to reach England from Aus- The idea was then to take tralia in this year’s race. She her round to Plymouth for went aground in thick fog repairs— but storms decid- on the way along the coast. ed otherwise. Repeated, but unsuccess- ‘Wake up, boys, wake up— ful, efforts were made to sal- get dressed to leave the YDJH¿UVWWKHFDUJRRIJUDLQ ship— hurry, hurray hurray!’ and then the hull. Lack of These words, spoken by funds held up further efforts, Captain Eriksson into each and her master, Capt. Erick- FDELQLQWXUQDW¿YHR¶FORFN son, announced that after Herzogin Cecilie at Port Adelaide. Photo: SHF Collection. in the morning’ of July 18. ³¿WWLQJV KDG EHHQ UHPRYHG 1936, were the ones which the vessel would be abandoned.” On May 25, a move- told us more clearly than anything we had heard until ment for public funds was launched, and early this month then that all hope of the Herzogin Cecilie ever sailing scores of university undergraduates answered an appeal the seas again must be abandoned. Outside, a howling to assist in unloading the grain. This was the beginning of a successful salvage. Subscriptions towards the cost This account of the last salvaging attempts on the RIUHÀRDWLQJKHUKDYHEHHQVHQWIURPDOOSDUWVRI%ULWDLQ Herzogin Cecilie, which was wrecked off the Devon It is not known to what extent the ship was damaged, but Coast, is given by James Bragg, who was one of the it is suggested that the comparative ease with which she last to stay on the vessel after she had been grounded was released shows that she was not holed as seriously DQGUHÀRDWHG DVZDVDW¿UVWWKRXJKW south-westerly sale which threatened to veer round to Advocate (Burnie), the east, had whipped up a steep sea which raced down Monday 22 June 1936, page 1 the starboard side, poured over the well deck for ward tore at the mooring ropes and, with two hours still to go SALVAGE OF HERZOGIN CECILIE to high water was already breaking over the rope bridge ABANDONED. which connected the ship with the shore, seventy yards Captain Overcome By Fumes. away. If we were to use the bridge there was no time to Hopes of salvaging the Herzogin Cecilie have been be lost— in another twenty minutes it would be impos- abandoned. Her back is broken. Captain Harold Erickson VLEOHWRJHWDFURVV+DOIDVOHHSZHVWXPEOHGLQWRÀDQQHOV was found yesterday in the hold overcome by gas fumes. and sweaters, packed our bags, carried them up to the He was lying in water near a heap of fermenting wheat chart house on the poop deck aft and prepared to follow which was giving off gas affecting the eyes and throat. one another across that swaying rope. We were a sad Chronicle (Adelaide), little partly, mostly Cambridge under-graduates who had Thursday 23 July 1936, page 43 volunteered to help in the valiant attempt which had been PDGHE\DQDQRQ\PRXVQDYDORI¿FHUWRVDOYDJHWKHVKLS and her cargo. With a sprinkling of local seamen and sal- THE HERZOGIN CECILIE. vage experts, we were all bitterly disappointed. We had LONDON, July 22. been full of hope and enthusiasm when we boarded the The Finnish four-mastered barque Herzogin Cecilie YHVVHO¿YHZHHNVHDUOLHU²KRSHZKLFKKDGEHHQUDLVHG
6 Issue 31 to the highest peak of optimism when we had succeeded the man working alongside you would stop in the middle LQÀRDWLQJKHURIIWKHURFNVRQZKLFKVKHKDGRULJLQDOO\ RIDFKDQFHUHPDUNDQGWXUQLQJ\RXZRXOG¿QGKLPO\- grounded — but it seemed since that day that the ele- ing unconscious on the bags at your feet. Then it was a ments themselves were against us. Gale after gale, and matter of ‘on deck’ with him as quickly as possible. But south-east gales at that (the only ones that really worried they soon recovered and insisted on taking their places us), had pounded and thrashed the vessel. with the working gangs below as soon as a vacancy oc- It was decided to beach the Herzogin Cecilie in the Star- curred. We could discover no after-effects from the gas, hole Bay because the records showed that the chances except that the victims complained of a slight smarting of were all against gales from this quarter during the sum- the eyes. Even this soon wore off. As an Australian, one mer months. The Salcombe authorities would not allow could not help but feel a glow of pride when examinging her into the harbor - wet wheat smells to high heaven the wheat we were unloading. Wet it undoubtedly was, - and in Starhole Bay, with its poisonous gas it might give protection from all but south- off, but as we ripped and tore easterlies, it was thought at the sodden bags, good, that her cargo could be dis- clean, even, golden Austral- charged and a patch put over ian grain poured about our the hole in her bows. Then feet. Then as the tide began the salvage experts hoped, to rise and the water started LQGHHGHUHFRQ¿GHQWWKDWWKH to gain on the pumps, we pumps would hold the water were forced up to the poop whilst the vessel was towed deck to wait the six or eight to Plymouth to be docked. hours until the ebb should Hard Work And Gaiety allow us to start work again. Life on board during the :KHQ WKH ¿UVW SDUW\ DUULYHG weeks the salvage opera- on board to start discharging tions had been under way the grain it had been pos- had been a mixture of hard sible to sleep in the crew’s work and gay, carefree eve- quarters forward of number nings. We argued at times, three hold, but after the gale but we were determined that of July 9 we were forced fur- if it were humanly possible ther and further aft. At high the Herzogin Cecilie would tide our galley was two feet sail again. Six o’clock every deep in water, but our cooks morning saw the volunteer carried on. When the water cooks astir and the galley prevented them from using ¿UHV OLJKWHG %\ VL[WKLUW\ WKH JDOOH\ ¿UHV DQ\ ORQJHU heads would appear round one would meet them, pad- the galley door demanding dling backwards and for- to know why breakfast wasn’t wards, carrying their pots ready. The old donkey engine Herzogin Cecilie - deck scene. and pans to the battery of pri- boiler we connected up to a Photo: SHF Collection.l mus stoves they had rigged hired twelve-inch steam sal- up on swinging tables further vage pump, and it was hard work keeping steam up to aft. Excellent meals they gave us, too, despite the fact the pump engine. With this and a petrol driven six-inch that not one of them had cooked more than sausages pump we attempted to do what was to prove to be impos- and eggs before they boarded the Herzogin Cecilie. Now sible. When the gale of July 9 scoured away the sand she has been stripped of every thing of any value and IURPXQGHUKHUNHHODQGGURSSHGKHUERZVDIXUWKHU¿YH her hull left to the mercy of the seas, but we, who worked feet into the water, the already over worked pumps found on board, prefer not to think of this. Rather is the picture the extra strain almost beyond them, and it was only at we carry in our minds one of a white-hulled four-master, the hours round about low water that we were able to get her sails gleaming In the sunlight as she races before the DWWKHFDUJR7RDGGWRRXUGLI¿FXOWLHVDKHDY\VZHOO trade winds with her holds full of Australian grain— bound prevented the Dutch coasters from coming alongside to for Home. take the wheat as it was brought up from the holds Chronicle (Adelaide SA), DOWKRXJKTXLWHXQ¿WIRUKXPDQFRQVXPSWLRQWKHZKHDW Thursday 15 April 1937, page 49 KDGEHHQVROGWRD¿UPRIFDWWOHIRRGPDQXIDFWXUHUVRQ the Continent), and gas from the waterlogged wheat, WRECKED BARQUE DISAPPEARS. which took you all unawares, made work in the holds not LONDON. Jan. 18- The Finnish four-masted barque Her- RQO\ GLI¿FXOW EXW GDQJHURXV *DV PDVNV ZHUH DW WLPHV zogin Cecilie, which was wrecked on Hawstone Rock, on essential, especially for those attending to the suction the English coast, in April, 1936, and later towed to Sal- valves, but gas masks are hateful things in which to combe Harbour, has capsized and disappeared. work, and most of us preferred to go down for short shifts, The West Australian (Perth), work as quickly as the cramped conditions would allow, Friday 20 January 1939, page 22. then come up for a breath of fresh air. But sometimes
7 Issue 31 FLAGS AND THEIR MEANINGS: INTERNATIONAL CODE, SECOND MEANINGS.
A. Undergoing Speed Trial. N. No (negative). B. I am taking on or unloading O. Man overboard. explosives. P. Blue Peter - in harbour. C.
8 Issue 31 VARIATION AND DEVIATION: AN HISTORICAL PERSPECTIVE.
ariation is the angle between the bearing of the this occurs the lower star, Crusis, was estimated to be Vmagnetic North pole and the true North Pole at 30 degrees above True South (It is actually 27.05 above the position of the observer. It is named east or west the pole). according to whether the direction of the magnetic pole Admiralty instructions, from the mid 1600s, required ships’ lies to the right or left respectively of the true north. captains to determine and record the magnetic variation It increases or decreases slightly from year to year daily, using the Polaris at night or the Sun at noon. After according to the movement of the magnetic pole. all, a captain could not steer an accurate course unless The Chinese, Arabs, Greeks and Italians all claim to he knew the magnetic variation in that locality. In 1701 have introduced the magnetic compass to navigation, Edmund Haley (of Comet fame) produced nautical charts but it seems to have come into general European use on which lines of equal variation, known as isogonic in the 12th century. The navigators were aware that lines, were drawn. Navigators were then able to ascertain these compasses were their magnetic courses. all subject to variation What they were unable to but it was not appreciated ascertain was deviation. that it varied from place Deviation: is an error of a to place. These changes magnetic compass caused in variation were so by a ship’s own residual LQVLJQL¿FDQW WKDW WKH\ magnetism. Deviation escaped notice until varies according to the the voyages across the heading of the ship, its Atlantic Ocean. position on the ship and The existence of magnet its latitude, because as a variation was already ship changes course, the known at the time of metal in her changes its Christopher Columbus position in relation to the and the Flemish compass compass. Deviation is makers were mounting read off every 4 degrees the compass card askew. and like variation is either These compasses had east or west. the needle pointed to the The fact that the iron magnetic north while the in the ship could affect ÀHXUGHOLV LQGLFDWHG WKH the magnetic compass direction of true north. and either increased or Columbus carried both decreased the deviation the Genoese compasses, had been noted as early which indicated the as 1538. It was referred to magnetic north, and the as ‘’ the errors which were Flemish compasses, caused by the presence which indicated true of iron.’ These errors north when used near the were ignored because coast of Europe. When navigators were unable to Columbus reached the do anything about it. coast of America the two Halley - Compass variations, 1702. Photo: Wikipedia. Matthew Flinders, an types of compass differed explorer and navigator by three-quarters of a point, but he did not know why. who should be as well revered as Cook, is responsible Navigators became aware of changes in variation as for overcoming deviation as well as writing a paper they worked their way around the world. They were “Observations upon the Marine Barometer” which was able to ascertain the amount of variation at a particular RQHRIWKH¿UVWSDSHUVLQWRWKHVWXG\RIWKHUHODWLRQVKLS position by comparing the compass with true north or between atmospheric pressure and weather. south. In the Southern Hemisphere, true north could be Flinders’ observations of variation showed apparent obtained from the North Pole Star, Polaris, otherwise anomalies and he was able to ascertain that these were known as Ursae Minoris. There is no “Pole Star” in the systematic and depended on the course, that is, the southern heavens to indicate the position of the True direction of the ship’s heading and the ship’s position in South. In the 16th century it was found possible to use relation to the magnetic poles. These errors of variation the Southern Cross. When the top and bottom stars became known as deviation. Flinders experimented with are vertical they are at their maximum altitude. When two cannons. In the wooden naval vessels of the time the
9 Issue 31 magnetic focal point was forward of the compass as most of the guns were forward. Flinders found that by placing a ‘VIKING SUNSTONE’ FOUND vertical bar of soft iron just aft of the compass binnacle he IN SHIPWRECK. could counterbalance the magnetic effect. Thus he was able to overcome deviation in his surveying compasses. This device, still known as the Flinders Bar, has been improved over the years, and on ships it had to be placed just forward of the compass. With the advent of the iron ship new problems with deviation had to be overcome. In 1835 Admiralty directed a Captain Johnson to carry out some investigations to VHHLIFRUUHFWLRQVFRXOGEHSRVVLEOHDQGWR¿QGWKHEHVW position to mount the compass. Johnson published a memoir in the Philosophical Transactions showing that during the construction, an iron ship became in effect a
Photo: Discovery Communications
A crystal found in a shipwreck could be similar to a sun- stone - a mythical navigational aid said to have been used by Viking mariners, scientists believe. The team from France say the transparent crystal may have been used to locate the Sun even on cloudy days. This could help to explain how the Vikings were able to navigate across large tracts of the sea - well before the invention of the magnetic compass. However, a number of academics treat the sunstone the- ory with scepticism. Flinder’s Bar. Photo: John Cowie Viking legends The team from the University of Rennes in France say they found the crystal while examining the wreck of a permanent magnetic causing a serious disturbance to British ship sunk off the island of Alderney - in the English the general polar direction in which the needle pointed. Channel - in 1592. +HDOVRFRQFOXGHGWKDWFRUUHFWLRQZRXOGEHGLI¿FXOW An oblong crystal the size of a cigarette packet was next The Astronomer Royal, Professor Airey, was consulted to a pair of dividers - suggesting it was part of the navi- and settled this vital question once and for all. In 1839 he gational equipment. published a paper in Transactions of the Royal Society. It has now been shown that it is of Iceland spar - a form This showed that the magnetism of an iron ship in any of calcite known for its property of diffracting light into two place could be represented by an equivalent permanent separate rays. PDJQHW FRPELQHG ZLWK WKH PDJQHWLF ¿HOG DULVLQJ IURP Testing a similar crystal, the scientists proved that by the earth’s induction on a horizontal bar of soft iron. URWDWLRQLWZDVSRVVLEOHWR¿QGWKHSRLQWZKHUHWKHWZR Consequently, he concluded that the effect of an iron beams converge - indicating the direction of the Sun. ship upon compasses in any iron ship. This method was They say it works on cloudy days, and when the Sun has subsequently adopted. Today, the soft iron making up set. the Flinders Bar is contained in a brass cylinder placed This particular piece of Iceland spar was found on the vertically just before and below the compass. In this way British vessel long after the Viking heyday in the ninth the amount of soft iron can be adjusted; some may be and 10th Centuries. added or some removed from the brass cylinder until the But the scientists conjecture that use of sunstones may compass error due to the iron in the ship is completely have persisted for many centuries as a back-up to the of- removed. ten unreliable magnetic compass, which was introduced Peter Davey seaman (sail) in Europe in the 13th Century. Crew James Craig Seaman Currumbin Marine Rescue. There is only a sketchy reference in the old Viking leg- SOURCES. ends to the sunstone. ³7KH([SORUHUVRIWKH3DFL¿F´ Geoffrey Badger Kangaroo Press 1996 Vikings were seafarers from Scandinavia who used The Iron Ship” the story of Brunel’s Great Britain their longboats to explore and conquer parts of Europe, Ewan Corlett Moonraker Press 1975. Greenland, Iceland, Russia and North America. “The Oxford Companion to Ships and the Sea” BBC News Europe 06 March 2013 Oxford University Press 1992. 10 Issue 31 BUOYS AND BEACONS.
Above are the principal types of buoys and beacons Special buoys are used for a variety of purposes as commonly in use in harbours and estuaries. Their day signs. designation, according to physical characteristics, is Watch buoys are anchored near lightships to verify shown, and type of mooring used may be their positions. observed. Beacons vary in characteristics according to the Cone and can buoys are used for delineating JURXQGLQZKLFKWKH\DUH¿[HG6XFKOLJKWVDUH channels along which ships approach port. automatic. Can, cone and spherical buoys may be lighted or Reprinted from: unlighted according to requirements, the gas for SHIPPING WONDERS OF THE WORLD operating the lantern being in the body of the buoy. VOLUME. 1 PAGE 115 Steel construction is used throughout. Mooring is generally by means of heavyweights as shown, but in certain instances, in exposed positions, mushroom anchors can be employed.
11 Issue 31 PASSAGES VACANT. Biche. Irene.
Biche. Photo: Robert Bonnin. Irene. Photo: website iche. the last of the yawl rigged tunnymen ‘dundees’, rene is a West Country Trading Ketch, built in 1907 by Bis back in commission and attended the Brest and IFJ Carver and Sons.Owned by the same family since Douarnenez festivals in 2012 From 19 August to 15 1965, Irene has sailed extensively around the Caribbean, 6HSWHPEHUVKHZLOOEHJRLQJ¿VKLQJIRUWXQDLQWKHWUD- the Mediterranean and UK waters.Following a complete GLWLRQDOZD\XQGHUVDLOIRUIRXU¿YHGD\WULSVDQGEHUWKV rebuild lasting six years, Irene is now earning her keep as are available. Go to the website: www.biche.asso.fr for both a sail training vessel and a sustainable cargo busi- more details of this and other opportunities to sail on her. ness. She also attends many of the major sailing events Knowledge of French would be an asset on the annual regatta and festival calendar.Details of her future sail training and charter engagements, and her services as a sustainable cargo ship can be found on Lady of Avenel. the links above, as can the full history of the ship and the recent rebuild.For the latest news about upcoming trips and events visit to the website (www.ireness.com) which is full of interesting information about her. TS Royalist.
Lady of Avenel. Photo: website.
his little brigantine, the latest addition to the UK’s TVTXDUHULJJHUÀHHWRQZKLFK0,PHPEHUVVDLOHGODVW year, looks like she is having a busy season sailing in the Scottish Islands. She sails from Maldon to Dundee at TS Royalist. Photo: website the beginning of May, and then through the Caledonian Canal to Oban, which will be her base for most of the ail the TS Royalist Falmouth to Falmouth summer before she returns to Maldon in August. SSat 7th Sept - Fri 13th Sept 2013. If you are interested in sailing on her, the following con- Prices: £495 (members) £520 (non-members). tacts are offered: The price of the charters is inclusive of all meals & Call Stefan on: 07971199712 accommodation. For more information, contact Ed Bird or email [email protected] Charter Secretary of the Square Rigger Club. website: www.heritage-sailing.com Email: [email protected] www.squareriggerclub.org.uk 12 Issue 31 goes were pitch, coke, wheat and oil cake. Her home Pudge. ports were any harbours between the Humber and Corn- wall. One of the most frequent routes was carrying coal from Keadby on the river Trent to Harwich, Colchester and Margate. Fully laden, Cambria could carry 170 tons, HQRXJK WR ¿OO VHYHQWHHQ UDLOZD\ WUXFNV WKLV ZHLJKW SXW her down to her sea load line, 11.5 inches from deck level. With less than a foot of freeboard and with 5000 square feet of canvas, the decks were frequently awash, making a hazardous working environment in the often foul weather of the North Sea and the channel. This year she is offering shorter trips for individual bookings and small groups. If you want to sail on Cambria go to: www.cambriatrust.org.uk SB Repertor.
Pudge. Photo: Nigel Pepper
he Thames Sailing Barge Trust operate two sailing Tbarges from Maldon, Essex and it aims are to keep them sailing following traditional practice. The Trust is keen to increase its membership particularly with those who have a maritime interest and who would like to get involved in sailing and helping to preserve these iconic Thames sailing vessels. Our barges are Centaur (Har- wich 1895) and Pudge (Rochester 1922), they are both ¿WWHGRXWWRFDUU\XSWRWZHOYHSDVVHQJHUVDQGRXUWULSV are normally from two to seven days. Both vessels are sailed by our volunteer crews who are always happy to involve those on board in sailing the barge. Pudge is one of only four of the Dunkirk Spritsail Barges that survive. Pudge is a member of the Association of Dunkirk Little 6KLSVDQGLVHQWLWOHGWRÀ\WKHÀDJRI6W*HRUJH For membership details please see www. bargetrust.org or write to Jane Dawson, 8 Birch Close, Ely, CB7 4TJ Cambria.
Repertor. Photo: Bob Ratcliffe
Repertor is a traditional Thames sailing barge SBbuilt in 1924 in Mistley, on the River Stour in Es- VH[ +HU KLJKO\ HI¿FLHQW VSULWVDLO ULJ ZLWK VT IWRI sail, enables fast sailing yet can be handled by only two crew. Join us for day trips, weekends or longer cruises under sail — or even take part in a race. You can help crew the barge and learn the traditional skills, or just relax and watch how it’s done. The home ports are Faversham and Whitstable in Kent, and St Katherine Docks in London, and we often sail from Maldon in Essex, but we can start Cambria. Photo Red Sails DVD RU¿QLVKWULSVDOPRVWDQ\ZKHUHDORQJWKH(DVW&RDVWRULQ ambria’s working life began as a river and coastal London. The sailing season runs from May to September. Ccargo carrier, regularly sailing the London river to the The provisional programme for Repertor suggests that Medway, and across the channel to Rotterdam, Antwerp, she will be taking part in most of these – for more details Dunkirk, Calais and Treport. Cambria’s cross channel car- visit her website: www.repertor.com 13 Issue 31 WOOD INTO IRON: AN HISTORICAL PERSPECTIVE.
y the end of the 19th century, Europe and especially WRVSHFL¿FDWLRQVDQGLQDPRUHDFFHSWDEOHWLPHIUDPH BEngland had exhausted their supply of suitable trees A number of nautical disasters could be attributed to the for ship building. This factor, combined with a structural use of unseasoned and unsuitable timbers. In 1782 the limit of about 65 metres in length, (this also limited the Royal George a 1st rate ship of 100 guns (launched in speed to about 14 knots) forced the maritime nations to 1756) sunk at Spithead with the loss of about 900 lives. look elsewhere for building material. As early as 1664, She was being heeled for maintenance when her bottom John Evelyn, with the patronage of the newly founded dropped out. A number of ships had to be frapped2 to “Royal Society”, published Sylva, or A Discourse of make port owing to the use of inferior woods. Forest-Trees and the Propagation of Timber in His 7KH¿UVWLQGLFDWLRQVWKDWLURQZDVEHLQJXVHGDVVXEVWLWXWH Majesty’s Dominions. This showed that only a very long for wood components, except for bolts and nails, was in term policy of planting trees could ensure England’s the building of the 1st rate Royal George in 1670. Samuel supplies for further generations. In the mid 19th century, Pepys, who carried the ancient title of “Clerk of the Acts the minor reforms that had been introduced came too late of the King’s Ships”, had the responsibility of building the to be effective as a 100 years of growth was needed to ships, maintaining the dockyards, feeding and clothing produce seasoned Oak. the crews. He admonished, the shipwright, Sir Anthony Admiralty imported Oak from Germany, known as “Stettin Dean3 for “failing to lay aside the old secure practice of Oak”, but the ships built of it only lasted a quarter as long fastening your beams in you ships with standard and as true British Oak. knees, and in the Teak was a suitable room thereof taken alternative until it up you to do it in was discovered that iron”. Dean defended splinter wounds from himself by stating that teak always festered, there were no knees with dire results. in the yard. This lack Seasoned Oak was of resources, was no the only wood which doubt, partially due stood the test of to the Great Fire of time. In the 1780s a London of 1666. three-decker ship, There are no more the largest type indications that the DÀRDW UHTXLUHG Royal Navy was cartloads of oak, using iron until 1719, HOP DQG ¿U HDFK the French began cart represented the Vulcan replica. Photo: Stuart Cameron experimenting with amount of timber iron in 1707. An cut from a full-grown tree. The best mainmasts came establishment annex, published at that time, relates to from the forests of New England and Canada, the best dimension of standards (inverted handing knees) for the topmasts from the Ukraine, the best spars from the Royal Navy. mountain slopes of Norway. The curved frame timbers, The wrought iron produced during this period was very always in short supply, were made from tough hedge- brittle and could not be thoroughly relied upon. England grown oaks, mainly from Kent and Sussex. Acorns, that had iron ore but it was of an inferior quality. Consequently were cultivated through the efforts of John Evelyn, were iron was expensive because the ore had to be imported only 70 years old when England faced Revolutionary from the American colonies and Sweden. In 1750 a France. This war, combined with the Napoleonic wars, technique was introduced to partly overcome these lasted for 21 years and, during the last stages, resulted in SUREOHPVDQGDXWKRULVHGVSHFL¿FDWLRQVZHUHLVVXHGIRU was a serious Oak shortage. At the end of the Napoleonic iron standards and knees, but their quality varied with the wars the Royal Navy1 had over 1000 wooden vessels in place of manufacture. In 1784 a method of converting commission which needed constant replacement and pig iron into malleable wrought iron using a reverberatory repair. As English oak was known to warp unpredictably furnace was patented. This method produced better it was common practice to let the frames stand as long as quality iron bars, eyebolts, etc. and a mill could produce practicable before being faired-off and planked. Nelson’s 15 tons of iron bars in 12 hours. The overall result was Victory, in 1759/60, stood for a year in frames. The that England, using her own ore, could now produce a popularity of the Victory, with her various Captains and malleable iron far stronger and of better quality than the Admirals, was due to was her sailing ability and lack of iron provided by Sweden. The concept of using iron in crank. As no two ships were alike it was not known till ships became more accepted as the quality increased the ship was commissioned how she would perform and the costs dropped. there were complaints that shipwrights never succeeded In 1780 a Gabriel Snodgrass, the Surveyor of the East in building two ships alike. With iron, a ship could be built India Company introduced an innovative system using 14 Issue 31 iron knees, riders and braces in all their new ships. In guns and monstrous engines. 1792 the scheme was adopted by the Royal Navy. The In 1858 the French Navy built an immense frigate called shortage of suitable oak also swayed the minds of the La Gloire, a cut-down wooden two-decker warship, plated conservatives. with 4 ¾ inch belt of iron armour. This was the catalyst By 1801 the Navy dockyards were using 1400 tons that the Royal Navy needed to build the famous HMS annually and, by 1824, iron was being used for Deck WarriorWKH¿UVWEDWWOHVKLSWREHEXLOWHQWLUHO\RILURQ7KH Hooks, Brest Hooks and diagonal bracing thus giving launch of the HMS Warrior in 1862 marked a decisive greater support to the fore and after ends of a vessel. victory in the structures of warships and she remains one This practice eliminated the use of large pieces of Oak of most revolutionary ships ever built. Hence-forward all ZKLFKZHUHGLI¿FXOWWRSURFXUH new warships were constructed from iron and, from the 7KHLURQ¿WWLQJVEXLOWIDUPRUHULJLGVKLSVDQGGHFUHDVHG early 1880s, from steel. the susceptibility to hogging and sagging. Consequently, The best of the old wooden ships were cut down and shorter lengths of timber could be used, thus eliminating rebuild as near as possible on Warrior lines. HMS Warrior wastage. closed the era of wooden ships and heralded in the age of However, shipbuilders with their timber traditions, and the iron and steel. Her restoration to her original glory reads PRQHWDU\LQWHUHVWVRIWKHRI¿FLDOVZKRKDGLQYHVWPHQWVLQ somewhat like the Barque James Craig and the Warrior’s the timber trade were slow in the taking up of iron. web site (www.hmswarrior.org) is well worth the visit. 3UREDEO\WKH¿UVWLURQYHVVHOVHYHUEXLOWZHUHWKHFDQDO In terms of cost a wooden vessel, in 1845, was 40% more barges in the Birmingham area - a local newspaper, expensive to build than that of an iron ship. Iron ships, published in July 1787, reported that an iron barge came of the day, weighed 70% less than wooden vessels and up the canal loaded with 22 tons of cargo. the vessel weight limited the amount of cargo that could 7KH ¿UVW LURQ YHVVHO WR ÀRDW LQ VDOW ZDWHU ZDV D VPDOO be carried. With the success of iron vessels, tonnage pleasure-boat launched on the Mersey in Liverpool in climbed rapidly so that in 1850, only 10% of the new 1815. tonnage added to the British Register was iron, in 1860 it ,Q WKH¿UVWFRPSOHWHLURQVKLSVulcan, was built on was 30%, in 1870 60%. In 1881, the Bellerophon became the Clyde in Scotland, she was 65 ft long, 11 ft broad WKH ¿UVW VKLS WR EH ¿WWHG ZLWK D GRXEOH ERWWRP JLYLQJ and drew 4 ft 6 inches. However, iron was not suitable below-water safety. for ocean going ships due to the deviation effect4 on Peter Davey. compasses. Fortunately, in 1838, Sir George Airy Crew Barque James Craig. developed the method to correct for the deviation and the door was opened for ocean-going iron ships. REFERENCES. $FFRUGLQJWRWKH/OR\GV5HJLVWHU¶VRZQRI¿FLDOKLVWRU\LQ ³7KHLQÀXHQFHRI,URQLQVKLS&RQVWUXFWLRQ´WR 1838, IronsideZDVWKH¿UVWLURQVDLOLQJYHVVHOWRFURVV 1830. WKH$WODQWLF6KHFRPSOHWHGWKH¿UVW2FHDQLFWHVWRIWKH Peter Goodwin Kepper and Curator of HMS Victory. Airey’s compass correction for iron ships which proved to “Sovereign of the Seas” be a complete success David Howarth, Collines 1974. ,QWKH¿UVWELJLURQVKLS%UXQHO¶VGreat Britain, was “The Navy of Britain” laid down and, contrary to people’s expectations, she Michael Lewis George. Allen and Unwin Ltd 1948. was a striking success. Even in misfortune she managed “The Oxford Companion to Ships and the Sea” WR EH D PDJQL¿FHQW DGYHUWLVHPHQW IRU ³LURQ´ 2Q KHU Oxford University Press 1988. fourth trip, she accidentally ran aground (it is thought that “Fighting Sail” this was due to deviation error) in Dundrum Bay on the Cassel Ltd 1979. QRUWKHDVW FRDVW RI ,UHODQG$IWHU PDQ\ HIIRUWV WR UHÀRDW “The Art of Rigging” her having failed, she remained in an uncomfortable and &DSW*HRUJH%LGGOHFRPEH51¿UVWSULQWHG GDQJHURXV SRVLWLRQ IRU QHDUO\ D \HDU :KHQ ¿QDOO\ VKH “The Iron Ship” the story of Brunel’s Great Britain was rescued, it was discovered, to the amazement of the Moonraker Press 1975. scoffers, that she had very little damage and they had to “The Frigates” admit that wood would have failed the test. Wordsworth 1998. Although the clipper ship Ironside, built in 1838, and the Lord of the Isles, built in 1853, were completely of iron END NOTES. most ships being built were composite ships, with iron 1 The Royal Navy is used as the main criteria during the 17th and early framing and wood planking. 18th century because the Royal Navy, and her associated dockyards, Meanwhile, in 1839 a pair of iron gunboats designed for was the largest organisation of any kind in the world. war were built. They were not built for a regular Navy but 2 Frapping a ship, is performed by passing a number of turns of a cable for the next best thing to it – the East India Company. One over the gunwale and around the hull, and heaving it tight, by thrusting a capstan-bar through the middle of the turns and twisting them together. of these, the Nemesis emulated the Great Britain when The turns are then secured, by stopping the end of the bar. she ran ashore off Scilly and survived the ordeal. She 3 Dean is renowned for his “Doctrine of Naval Architecture” published also had watertight bulkheads, another innovation added in 1670. in India, which were almost unknown in Europe; and it 4 Deviation is an error of a compass caused by the ferrous metals of was to this innovation as much as to her iron construction the ship and her cargo. Deviation varies according to the heading of that she owed her life. the ship, because as a ship changes course the iron in her changes ,URQRQFHDJDLQMXVWL¿HGLWVHOIZKHQLWZDVGLVFRYHUHG its positioning relation to magnetic north and south. Deviation is the that wood could not adequately distribute the stresses difference between magnetic north, and true north as indicated by the magnetic compass. DQGVWUDLQVLPSRVHGZKHQYHVVHOVZHUH¿WWHGZLWKELJJHU 15 Issue 31 James Craig goes to Hobart for the 2013 Mystate Australian Wooden Boat Festival. he 10th bienniale “MyState Australian Wooden Boat The chefs, graciously supplied by HMAS Kuttabul, soon TFestival” was held in Hobart over the 4-day period discovered that barque life is somewhat different to that from February 08th -11th. The aboard a naval vessel. Ini- James Craig was joined by tially the unfamiliar condi- a number of local and inter- tions tested them but they state sailing vessels amongst soon settled in and the crew which were; the Devonport enjoyed the resultant ali- Maritime Museum’s beauti- PHQWDOEHQH¿WV fully restored ketch, Julie The Craig, under staysails, Burgess, on her maiden voy- motor-sailed into the south- age, Graeme Wilde’s Noto- erly swell as far as Jervis rious, a replica Portuguese Bay where she took refuge caravel which he built over for 2 days. With a prediction 10 years, the Enterprize, a of easterlies arriving on the replica top-sail schooner of Monday the Craig sailed, John Pascoe Fawkner’s En- on Sunday at 1000hrs, from terprize which sailed from Jervis Bay into a 3.5 metre CLS 4 Carpentaria. Photo: John Cowie Van Dieman’s Land in 1835 steep, southerly swell. WR VWDUW WKH ¿UVW SHUPDQHQW The wind shift to the east, settlement (Melbourne) on in anticipation of strong the Yarra River, the Nash/ nor’easterlies, arrived as Lassen family’s pole-masted predicted and the Topsails gaff-rigged ketch, Yukon, the and the Courses were set BHP pine vessel HMAS Syd- on both masts. The Craig ney and local vessels; the continued south, across the brig, Lady Nelson and the “Paddock” at speeds vary- brigantine, Windward Bound. ing between 4 and 9 knots. The Fleet’s tug Bronzew- By Wednesday she was NE ing was in attendance to the of Bicheno on a low, follow- James Craig when she sailed ing swell and sailing at 7 for Hobart, on Wednesday, knots on a 15 knot northerly January 31st and accompa- breeze. nied her down as far as Fort Thursday morning she Denison. The Harman and Protex & James Craig. Photo: John Cowie passed Tasman Island and the Protex, with her obliga- made for Adventure Bay, on tory streamer, accompanied the eastern side of Bruny the James Craig further Island, where she anchored down the Harbour. for the night, leaving for Ho- On returning to the Australian bart early Friday morning. National Maritime Museum, Half an hour before berth- the Bronzewing towed the ing the Craig had a brush CLS 4 Carpentaria, the 1917 with fame when Nick Oli- unmanned lightship, back to ver (of Coast fame) arrived her usual berth at Wharf 7. DORQJVLGH+HZDV¿OPLQJDQ She had been moved so that Australian version of Coast the Young Endeavour could for Foxtel. After a couple of be accommodated at Wharf takes stepping down from 7 for the Australia Day cel- the sea ladder he went about ebrations. WKH EXVLQHVV RI ¿OPLQJ KLV Leaving the Harbour the HMAS Kuttabul Chefs . Photo: John Cowie segment. James Craig encountered As the Craig approached her remnants of Cyclone Oscar which had the effect of slow- berth at the Princes Wharf on Sullivan’s Cove the wait- ing the Craig’s progress down the coast. ing crowd was somewhat confused by the complicated 16 Issue 31 manoeuvring that took place before the heaving lines The cadets learn about basic seamanship, but training is ZHQWRXW+HU¿UVWDWWHPSWDWEHUWKLQJZDVLQFKDUJHRI mainly focussed around the bands. the Master and the second attempt in charge of the 1st Their 1-hour recital certainly enhanced the visitor experi- Mate. The reason that it took two attempts to ease her up ence with their interpretation of popular songs and movie to the Wharf was to demonstrate to the local Pilot that the WKHPHVVRPXFKVRWKDWRQHRIWKH&UDLJ¶VRI¿FHUVZDV Craig was capable of her berthing without the need of a seen discretely bopping on the Main Deck. Pilot being onboard. The afternoon sail was enhanced by the strong winds Mount Wellington had a very large plume of smoke drift- which meant that the 140+ passengers could experience ing over its summit from a the James Craig under sail ¿UHDERXWNPVQRUWKRI+R- and the 26oC, despite the EDUW7KH¿UHKDGEHHQEXUQ- wind, made for a very pleas- ing for a few days but it was ant cruise. a wind change that brought The Monday morning sail the smoke back over Mount only attracted 90 passen- :HOOLQJWRQDQG¿OOHGWKHSRUW gers but those on board were with the smell of burning eu- treated to a most pleasant calypts. sail despite the winds of the The landlord of the Montgom- previous day having dropped ery Backpackers was waiting to a less intensity. on the wharf, with a trailer, to The Parade of Sails in the af- transfer all the crew’s gear ternoon, however, attracted to the hotel and to issue the 149 passengers. The James electronic keycards. Some- Craig sailed at 1500hrs and Nick Oliver boarding. Photo: Kathe Swales thing to remember – take you made her way down the Der- keycard with you when you went to the assembly point leave the room at night – if EHIRUHOHDGLQJWKHÀHHWEDFN not you may end up sleep- upstream to Sullivan’s Cove. ing on the couch in the TV It was a very leisurely pa- lounge. rade, the winds having Saturday was an Open Day dropped considerably, and on the James Craig and she there was no repeat of the was visited by goodly number 2011 parade excitement of people who were directed when the schooner Tunis around the ship in a proven passed under the bow of HIIHFWLYH WUDI¿F SDWWHUQ ± One and All. 6KH ¿QLVKHG down below decks on board- the Parade with her mast on ing, past the Bosun’s Locker, her deck. along to the Saloon and the The parade excitement of Captain’s Cabin, up the Cud- 2013 consisted of the Enter- dy Stairs to the Quarter Deck Open Day. Photo: John Cowie SUL]HDWRSVDLOVFKRRQHU¿U- and back along the Main ing a shot across the Craig’s Deck. At various points along bow as she approached Sul- the way there were crew livan’s Cove. This is not the members to answer ques- ¿UVWWLPHWKHEnterprize has tions and to keep the visi- ¿UH D VKRW DW WKH Craig - in tors moving through the ship. VKH¿UHGDVKRWDVWKH The crew were particularly Craig arrived in Mason Cove effective at the bottlenecks (Port Arthur) prior to attend- in entertaining the visitors. ing the 2011 Wooden Boat There was an Open Morn- Festival. ing on the Sunday and the Despite the size of the visitors were entertained by James Craig both shots the TS Hobart Cadet Band. missed and, fortunately, no It is WKH¿UVWGHGLFDWHGFDGHW marine life was injured. band unit in Australia and The Fireworks Sail attracted was formed in late 1992. TS Hobart Cadet Band. Photo: John Cowie 170 passengers and, on 2I¿FLDOO\ FRPPLVVLRQHG LQ boarding, those over the age November, 1993, TS Hobart has a Parade Band and a of 18 years were given a glass of white wine with bub- Concert Band, as well as a Drum Corps. They currently bles (the use of the word “champagne” is now restricted parade at the Anglesea Barracks in Hobart on Thursday by French legislation). Those passengers under 18 years nights between 1850hrs and 2130hrs. When the unit were given a glass of orange juice (in accordance with formed it paraded at HMAS Huon navy base but on the local RSA regulations). Their numbers were such that the decommissioning HMAS Huon in 1994 the Unit made the Craig’s crew were able to enjoy the unused orange juice move to Anglesea Barracks. all the way back up the coast to Sydney. 17 Issue 31 The Craig had her second brush with fame when Damon acids by the Kuttabul chefs. Thomas, Hobart’s Lord Mayor, boarded for the Fireworks The low, long swell, light ENE winds and 21 sails helped Sail. the Craig to make up more ground on the Friday and the On leaving the wharf at 2000hrs the Craig made her way conditions were such that a seaboat exercise could be slowly down out of Sullivan’s Cove and across to her al- executed. The exercise was evaluated a “success” (with located viewing position off Battery Bluff Reserve. The minor improvements) by a large pod of dolphins which evening had a chill to it (dropping to 12oC overnight) but were cruising in the area. the passengers remained happy whilst waiting for the Friday night the sailing breeze abandoned the Craig VWDUWRIWKH¿UHZRUNV and she motor-sailed past Flinders Island and across The start, however, was de- Bass Strait, spotting layed somewhat when the the Victorian coast )LUHZRUNV /DXQFK 2I¿FHU early Saturday after- dropped the matches in the noon. She passed river and a junior assistant Gabo Island and af- KDG WR ¿QG D VXEVWLWXWH ± ter a perfect Sunday, that found the display com- the only downside to menced. the weather being a Even the most jaded of the northerly wind, she Mainlanders could not help passed Montague Is- but be impressed with the land Sunday night. display. One particular se- The Automated Infor- TXHQFH ¿UHZRUNV VRXQGHG mation System (AIS), TXLWHÀDWXOHQWDQGWKHORQJHU funded by Michael WKH ÀDWXOHQFH FRQWLQXHG WKH Schultz, got a full work more the passenger’s laugh- out providing safety ter echoed around the ship. Chief Steward, Lord Mayor, 1st Mate. information of passing That particular sequence Photo: Kathe Swales. ships (particularly the elicited the most applause and cheers of appreciation. woodchip ships near Eden) and educating the crew on The James Craig returned to her berth around 2230hrs light recognition and collision avoidance. with both passengers and crew in a festive mood. Monday morning the James Craig reached Jervis Bay On the Tuesday lay-day the crew was very busy get- and the crew was taken through a number of ship han- ting the ship ready to sail the following day. Owing to a dling exercises to build the competency of both new and Public Holiday the day before the provisions could not old crew. During the afternoon the wind from the ENE built be brought on board earlier. Consequently when meat, so the ship was taken through a number of tacks before vegetable and dry goods arrived at the same time the making a night sail out to sea and back again. Monday’s situation could have developed into total chaos. How- practice was reinforced again on the Tuesday when the ever when the call for “Spare James Craig made a Hands” went out the crew ral- number of tacks into lied and the provisions came Jervis Bay and up to onboard in an orderly fash- the NE corner of the ion. Below decks it was not Bay, before anchor- quite so orderly as 9-days of ing in the Montague provisions had to be checked Roadstead. off and stowed, the Kuttabul She sailed from Jervis FKHIVZHUHÀDWRXWGRLQJWKLV Bay at 0400hrs on EXWFDOPZDV¿QDOO\UHVWRUHG Wednesday and The James Craig had her 3rd made her way up the brush with fame on Tuesday coast to Sydney. The – Brigitte Bardot. Not the ac- sail up the coast was tress but the Sea Shepherd’s all the more pleasant monohull trimaran which was because of the mod- berthed astern of the James erate SE winds. An- Kuttabul Tuna. Photo: Kathe Swales. Craig. She was in Hobart to choring in Rose Bay re-fuel and some of the Craig’s crew took the opportunity at 0034hrs Thursday the crew settled down to their last pay her a visit. night at sea before the big clean up. The Bronzewing was The Craig sailed on Wednesday, for Sydney, into favour- on hand Thursday morning with a rubbish skip securely able winds that pushed her up the east coast. The ESE lashed to a barge, to remove the black garbage bags ac- to ENE winds enabled her to go from 8 squares and 6 cumulated during the return voyage. staysails to 21 sails and gain valuable time before the Thus the James Craig arrived back at Wharf 7, sitting a predicted Northerlies kicked in on the Saturday. Thursday little higher in the water, and looking quite content with was devoted to maintenance, sail handling and the ever herself at having completed her 4th 21st century visit to popular minority-pursuit of Tuna hunting with albatross- Hobart. friendly lines. The results of this pursuit were very quickly John Cowie. converted into a most acceptable form of Omega-3 fatty 18 Issue 31 CITY OF ADELAIDE. A Condensed History.
1864 - 1886 Between 1864 and 1886, the City of Ad- ÀRDWLQJ7KHµ&LW\¶LVWKHRQO\VDLOLQJVKLSRQWKHFRUH elaide made 23 voyages to South Australia carrying list. She then became the property of the Scottish Na- passengers on her southern leg and cargo and the tional Maritime Museum, after the Clyde Ship Trust odd passenger on the homeward journey. was dissolved. They undertook to make restorations 1887 - 1889 During 1887, she spent some time laid to the City of Adelaide, and moved her to her present up and worked for a while as a collier between Tyne location, which is a slipway at Irvine, Scotland. Over and Dover in England the next few years, some restoration work was car- 1889 he was sold to T. Dixon and Son, of Belfast, Ire- ULHGRXW%XWQRZWKHUHLVDGHVSHUDWH¿JKWWRVDYH land who re-rigged her from destruction her as a barque because of the lack of and set her to work funds to maintain the on the North Atlan- restoration program. tic Timber Trade 1999 The cost runs, under the of repairing the ship, command of Cap- the on-going cost of tain J. McMurtry. site rental and oth- 1893 The South- er overheads have ampton Corpora- forced the Scottish tion purchased Maritime Museum to her for £1,750 and justify the costs and converted her into as a result an appeal a hospital isolation to raise funds was ship on the River started in Scotland. Test, off Millbrook 2000 An at- 1923 She was sold tempt to raise funds, again to the Brit- City of Adelaide . Photo: SHF Collection the Scottish Maritime ish Admiralty for Museum offered the £2,500 and re-named HMS Carrick. They moved her City of Adelaide for sale to various historical shipping to the Firth of Clyde and converted her into a training organisations and museums throughout the world, ship for the Clyde division of the Royal Navy Volun- without a single offer being received. teer Reserve. On 24 May, the Trustees of the Scottish Maritime Mu- 1949 Still later, seum applied to the she was moved North Ayrshire Council to Greenock and to have her ‘A’ class c o m m i s s i o n e d heritage listing re- as a Navy Drill moved to allow them Ship. When they to demolish her. deemed her past A hearing to deter- her usefulness mine whether this will in this situation, be granted was to be the Admiralty pre- heard on 23 August in sented her to the Glasgow. If the SMM R.N.V.R. Club of was successful in this Scotland, who bid, then the oldest used her as a remaining compos- meeting room/club ite clipper ship of th rooms for some two that survive in the time. City of Adelaide. Photo: SHF Collection world would cease to 1990 After nearly exist. 70 years in the employ of the Admiralty and various A support group was set up in Adelaide with a view to spin-offs thereof, she was sold by the R.N.V.R. Club obtaining the ship and returning it to South Australia for to the Clyde Ship Trust for £1. At this time, she was restoration. This group includes the great-granddaughter still at Glasgow Customs House Quay. RIWKH¿UVWPDVWHUWKHJUHDWJUDQGVRQRIDQSDV- 6KHZDVLGHQWL¿HGDVSDUWRIWKH1DWLRQDO>8.@ senger, and others who ardently believe that this part of Historic Ships Core Collection and was given an ‘A’ our heritage should be preserved at all cost. class heritage listing. At that time, she was the only 19th century sailing ship which was still capable to www.cityofadelaide.org.au
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