BOOK REVIEWS

Samuel Bawlf. Sir Francis Drake's Secret these places to a few foreign map makers in Voyage to the Northwest Coast of America, AD contravention of English policies of secrecy. 1579. Salt Spring Island, B.C.: Sir Francis Drake It is a meticulously detailed study, and Publications, 2001. x + 149 pp., illustrations, to discuss all his points would require a book as tables, appendix, notes, bibliography. CDN long as his first one. Bawlfs principal ideas are $100.00, cloth; ISBN 0-96885-280-7 and The clear, however. This is a conspiracy theory, in Secret Voyage of Sir Francis Drake, 1577-1580. which Bawlf claims to have "decoded" Vancouver, B.C.; Douglas & Mclntyre Publishing deliberately "encyphered" "cryptograms" in the Group, www.douglas-macintvre.com. 2003. 464 maps and discovered Elizabethan "rules" pp., illustrations, table, notes, bibliography, enabling him to do so. One such "rule" is that index. CDN $24.95, paper; ISBN 1-55365- no latitude higher than 48 degrees was permitted 0417. to be mentioned in any Elizabethan document for fear of disclosing that Drake had really Samuel Bawlfs self-published Sir Francis discovered the coast of Canada leading to the Drake's Secret Voyage is a handsomely hoped-for Northwest Passage, or Strait of Anian produced book, lavishly illustrated with many - Drake's true and overriding objective in the sharply reproduced late-sixteenth- and early- voyage of circumnavigation, according to Bawlf. seventeenth-century maps. In this 2001 book, Another "rule" is that the latitudes given in the Bawlf claims that during his 1577 to 1580 maps and documents must be raised by 10 voyage of circumnavigation, Francis Drake degrees to identify the true locations of Drake's traveled 2,000 miles exploring the northwest activities. Once he has stated these "rules," he coast of North America from southern Alaska to changes every piece of information that does not northern Oregon - instead of the generally conform to his ideas until it matches, starting accepted 400 miles along the coasts of southern with his four key islands which are off northern Oregon and northern California . California and southern Oregon on the sixteenth- Unlike his previous book, Bawlf aims century maps and must be moved north six the more recent, commercially published The hundred nautical miles to create the framework Secret Voyage of Sir Francis Drake at a more for the rest of the work. general audience. It contains a short Nowhere does he cite any source for introduction to Drake and his times and a these "rules." conventional history of the circumnavigation, its Bawlf assumes that the policy of aftermath, and Drake's later life. These are falsification was maintained by many well followed by a 70-page narration of Bawlfs informed Continental mapmakers who had no version of Drake's voyage in the North Pacific. reason to bow to any English edict. Especially End-note references to his earlier book serve as notable are the detailed charts by Robert Dudley, evidence for his hypotheses. who had acquired much information before he At the heart of Bawlfs case are two moved to Italy and converted to Catholicism. small world maps of Drake's circumnavigation Dudley places Drake's port of Nova Albion at 38 of circa l585 and 1588. They derive from the degrees in northern California, consistent with same source and show four islands, each less much other documentary and cartographic than one-sixteenth of an inch long, which Bawlf evidence. equates with Prince of Wales Island, the Queen As the first book progresses, Bawlfs Charlotte Islands, Vancouver Island and the presentation shifts from hypotheses through Olympic Peninsula. Once he has decided on that probabilities to certainties, with such words and correlation, he goes to other world maps and phrases as, Drake "must have speculated," "now globes and identifies named locations on them revealed," "now identified," "undoubtedly," with specific points along the shores of those "obviously," "no doubt," "now we know," islands and peninsula and adjacent mainland - "must," and "we now know is actually." and attributes all these points to Drake's As a lead-in to his Northwest Coast explorations, ignoring other possible sources, ideas, Bawlfs description of Drake's passage and ignoring sixteenth-century map makers' from Guatulco in southern Mexico to the predilections for inserting cosmographers' Northwest Coast contains a significant error. He speculations where information was unavailable. applies the modern league of 18,228 feet to Along the way, Bawlf develops ideas of how Drake's accounts, instead of the Elizabethan Drake treasonably provided information about league of 15,000 feet. The Elizabethan

299 300 The Northern Mariner/Le marin du nord

measurement would put him on the coast in a group of islands on 24-25 July and named southern Oregon, the latitude accepted by them the Isles of Saint James. Saint James's day modern scholars, while even the modern league is 25 July, confirming the conventional would only give a landfall in northern chronology of the accounts. This leaves Drake Washington, not Vancouver Island as Bawlf 14 days - not 44 - to carry out his explorations. claims. With no stops, his day-and-night speed to travel Bawlf emphasizes Drake's search for 2,000 miles would have had to average 5.95 a Northwest Passage and his desire to found a knots, or 142.8 miles per day in a ship capable of colony near its western entrance. There is no less than one knot in daylight along a complex doubt that Drake looked for such a strait, but it unknown shore. is equally obvious that he did so only as long as Bawlf remarks in wonder at Drake's that appeared to offer a practical passage to the supposed achievement of discovering the Atlantic. Drake was in possession of the first complex relationships of many hundreds of great treasure to fall into the hands of miles of islands, straits, river mouths, and Elizabethan seamen. Bringing the treasure home mainland in a mere month's travel, when safely was of transcendent importance, not only diligent explorers - including Perez, Bodega e to Drake and his crewmen, but to his backers, Quadra, Cook, Dixon, Galliano, and Vancouver including his queen, and to the English nation. - collectively took two full decades to achieve Yet Bawlf claims that Drake traveled 2,000 the same understanding. The wonder is that miles in unknown waters, sometimes across anyone could believe that Drake could have open water to islands he could not have known done it. existed, frequently through difficult straits Bawlf endorses Whale Cove, Oregon, between islands and peninsulas, repeatedly as Drake's careenage harbour, and identifies hazarding his ships in unpredictable tide races randomly placed stone piles on a mountain in and currents and among unknown shoals and Oregon as "Drake's survey markers." There is pinnacle rocks, often in foul weather, and often no evidence that associates Drake with either traveling in directions not calculated to find the site, and much evidence that Drake never saw desired Northwest Passage through the continent them. - in a leaking ship needing careening. On one In his nearly complete reliance on occasion, Bawlf places Drake at the Yucalta very-small-scale world maps, Bawlf uses little of Rapids, where: "... they would have spent an the extensive evidence in the accounts of the anxious time waiting for the moment of slack voyage written in Drake's lifetime. Where he water and then making a dash through the does use them, he concentrates on the shorter treacherous bottleneck...". AH this would have accounts and downplays the longest, The World been foolhardy and irrational behaviour for a Encompassed, which was prepared under man known as a thoroughly practical seaman. Drake's direction and published by his nephew Such explorations also would have after Drake's death. been impossible in the time available. After That extensive account does not manipulating the accounts, Bawlf gives Drake describe Northwest Coast Native-American 44 days to explore 2,000 miles by adding 30 peoples, with their huge cedar canoes, split- days to the 14 days given in the voyage plank communal houses, and totems, who lived accounts. Deducting ten days for stops, as from northernmost California to Alaska - the Bawlf does, leaves 34 days. Traveling day and peoples with whom Bawlf claims Drake night, Drake's average speed would have had to interacted for 44 days. be 2.45 knots, or 58.8 miles per day. The That account, and others, do provide Golden Hind averaged three to four knots in the detailed descriptions of a unique location at 38 open ocean in good conditions. Along shore, degrees north, complete with a harbour within a Drake could only have operated in daylight. bay, offshore islands, and distinctive white Allowing for contrary winds and currents, tides, cliffs. They also describes distinctive costumes, fog, rain, and all the other vicissitudes of sailing ceremonies, artifacts, words, and Iifeways of a along dangerous unknown coasts and in narrow specific tribe of Native Americans - Coast waterways, his average speed could not have Miwok - whose way of life differed sharply from reached one knot: less than 24 miles per day. the Northwest Coast peoples. Bawlf cannot But Drake did not have 44 days to explain how someone who (as he claims) had explore the coast despite Bawlf s changes to the not visited the California coast, could have dates of Drake's arrival at his harbour after his invented these descriptions, which match reality explorations and when he departed. In fact, point-for-point without the need for conspiracy immediately after leaving harbour, Drake visited theories, cryptograms, evidence suppression, and Book Reviews 301 imagined "ten-degree rules." and inland craft, ancient ship sheds and Bawlf s conclusions are fantasies built shipyards to large open ocean vessels are on speculation derived from hypotheses based entertained with a clear focus on archaeological on the thinnest of intensively manipulated examples. evidence. Sadly, they will become part of the Considerable variability is to be found history of West-Coast mythmaking, bedeviling in the quality of the presented papers in this the media's and public's perceptions of volume - a seemingly common occurrence exploration-era history. among conference proceedings. In some cases the authors clearly took great pains to prepare Edward Von der Porten well-illustrated scholarly contributions while in Seattle, Washington others, the results appear to be little more than résumés apparently developed from speaking notes. For the most part, the papers are short, Carlo Beltrame, ed., Boats, Ships and Shipyards, descriptive and often of a highly technical Proceedings of the Ninth International nature. In a number of cases this brevity does not Symposium on Boat and Ship Archaeology, allow the authors to fully develop either their Venice 2000. Oxford: Oxbow Books, ideas or their conclusions and the reader is left www.oxbowbooks.com, 2003. 362 pp., wishing for more. This is likely a reflection of illustrations, photographs, notes, references. US the time restrictions placed upon conference $ 155.00, cloth: ISBN 1 -8421 -093-7. Distributed presentations in general. in North America through The David Brown This volume could have benefited from Book Company, Oakville, CT. a more rigorous editing as typographical errors are common. A more serious concern is the This latest volume presents fifty-three of the problem of translation. It is obvious that English papers delivered at the Ninth ISBSA meeting is not the first language of many of the held in Venice in 2000. This abundance clearly presenters and we are left with either the and amply exemplifies the variety and depth of authors' own attempts at writing in a second scholarly inquiry to be found not only in the language or translations by others. The results of field of ship and boat archaeology but in other these endeavours vary significantly and range related study fields as well. In this diverse from the readable to the incomprehensible. This collection, the reader will find, in addition to will prove somewhat irritating in a small number contributions of a purely archaeological nature, of cases where the authors genuinely seemed to others bearing on comparative structural studies, have had something of interest and importance construction and accoutrement details, vessel to relate. On a positive note, the book is reconstructions, historical and archival issues, abundantly and artfully illustrated, an aspect that shipyards, iconography, ethnography, vessel is enhanced by the large format of the volume. design, experimental archaeology and computer The papers have been arranged into analyses. One cannot help being struck by the eight sections: Introductory Papers; expansive growth of the discipline in recent Mediterranean Ships; Reconstruction of Ships; years. The Shipyards; Inland Boats; The Galleys; North As can likely be surmised from the European Medieval and Post-Medieval Ships; forgoing, these proceedings lack a unifying and Integrated Evidence and Replicas. As in theme and overall are somewhat less successful other ISBSA proceedings, this organization is than, for example, the Fifth ISBSA Proceedings only evident in the table of contents as nothing that dealt with the single theme of carvel in the body of the text indicates breaks between construction technique. Also, as should be the sections. Although some overlap in subject evident, the subject matter is extraordinarily content among the sections is to be expected, the wide geographically, chronologically and papers have been reasonably well organized typologically. Geographically, the papers are considering theabsence of a unifying theme. almost equally split between those from the Every section contains at least one presentation Mediterranean basin and those from Northern that surpasses the purely descriptive and and Central Europe, with a single contribution accordingly, derives meaningful insights from dealing with India. Chronologically, the authors the data that significantly advance the field. consider everything from the prehistoric to the In the section on Mediterranean ships, modern era; there are clear clusters, however, Kahanov's paper dealing with early shipwrecks around the ancient world as well as the Medieval from Israel is a stand out. His evidence suggests and Renaissance periods. In a typological vein, that, rather than the simple chronologically everything from prehistoric log boats, coastal linear progression from "shell first" to "frame 302 The Northern Mariner/Le marin du nord

first" ship building in the Mediterranean Pipping's article on the Vasa whipstaff is between the fourth and eleventh centuries A.D., excellent. As well as describing the components the process in construction development was far and operation of the system, he also discusses more complicated. Equally thought provoking is the ergonomie factors involved for the Bischoffs innovative analytical approach to helmsman steering the vessel. This paper is reconstruction using a computer and a spline particularly important in light of the lack of model. Here, using data from the imprint of a contemporary descriptions of whipstaffs and vessel from a Viking Age burial near Ladby, he their operation. has successfully reconstructed the craft both It is difficult, in a short review, to do graphically and in three dimensions by way of a full justice to the scope and wealth of model. information contained in this volume. As the Another noteworthy contribution is major forum on European ship and boat Bloesch's discussion of actual molds, rising archaeology, the ISBSA publications embody boards and bevel boards from a late-nineteenth much of the current thinking and new directions to early-twentieth century shipyard located on bearing on the latest issues and research the French side of Lake Geneva where 30 to 70 questions in the field. Although the book is well ton barques and bricks were constructed. bound and printed on good quality paper, the Besides describing the actual objects and the price will be a definite barrier for many, perhaps building process, he also finds parallels with making it more appropriate for institutional sixteenth-century Basque methods and even pre- libraries. The technical nature of most of the sixteenth-century Mediterranean lofting papers will appeal more to those with a firm techniques. The strength of this paper lies in the grounding in shipbuilding techniques and fact that it deals with real building practices and terminology. Despite the unevenness and not theoretical descriptions often found in translation problems noted above, this book will shipbuilding treatises. In a similar vein, Penzo be essential reading for those in the field. compares the construction techniques from the earliest written evidence of Venetian R. James Ringer boatbuilders to those of the present day and Ottawa, Ontario discovers a surprising continuity in methods, units of measurement, terminology and symbols. These papers clearly demonstrate that it is often John Bockstoce, High Latitude, North Atlantic: the actual building practices that are illuminating 30,000 Miles through Cold Seas and History. and explicating in the old treatises. Mystic, CT: Mystic Seaport, www.mvstic.org. It is satisfying to see a number of 2003. 220 pp., photographs, maps, chronology, papers bearing on Italy's rich nautical heritage as appendix, notes, index. US $ 24.95, paper; ISBN that country moves toward institutionalizing the 0-939510-82-0. field of ship and boat archaeology. Although primarily a historical study, Bellabarba's John Bockstoce, Arctic historian and archae• presentation on the sailing qualities of Venetian ologist, has been travelling and working in the galleys is exemplary. Here, based on North since 1962. He is the author of numerous contemporary travel journals, he documents the articles and books on the Arctic, including the sailing speed and seaworthiness of these craft award-winning Whales, Ice and Men. and convincingly shows them to be sophisticated By way of introduction Bockstoce sites sailing vessels. Further, he goes on to elucidate the reader at Zenith Point, the western entrance the effects these vessels had on the building to Bellot Strait, and defines it as the gateway to programs of the navies of England, France and the eastern Arctic. He then follows with how and Spain. why he got there, a story covering twenty Two other papers are worthy of seasons, in the western Arctic, 1969-1988. Now, mention. The first of these is Van de Moortel's in 1988, aboard his vessel Belvedere, he transits re-examination of the Utrecht Ship, a late-tenth- Bellot Strait and proceeds eastwards into the century vessel with an expanded iogboat base Atlantic pursuing the thesis that contact between extended with the addition of strakes and the Old World and the New, in high latitudes, whales. Sometimes considered as a terminal has been regular since about A.D. 1000. stage in Iogboat development, the author Through journals, photographs and historical persuasively argues the idea that this vessel was research, he hoped to record and share his a transitional type between logboats and fully journeys. plank-built boats of the later Middle ages with Nine chapters and an epilogue describe possible connections to the evolution of the hulk. the voyages: 1991 North America to Scotland; Book Reviews 303

1992 Scotland to Spitsbergen and return; 1993 North Pole 17 August, 1977. The Hebrides, Faroes, Iceland, and Sea harvests and recent lack thereof are Newfoundland; 1994 Nome Alaska via the discussed throughout the narrative. The Faroes Northwest Passage to Sisimiut Greenland, and whale hunt, Atlantic salmon farming, Basque 1989 Sisimiut to New England; 1995 Cape fishing stations in the 1500s, overfishing in Breton to Hawke Harbour Labrador; 1996 Icy North Atlantic, Russian factory ships are just Summer on the Labrador Coast; 1997 some of the many matters discussed. Among the Newfoundland and the Gulf of St Lawrence; Norse artefacts described, as would be expected, 1998 Northern Labrador; 1999-2000 Baffin is an Inuit figurine found in an archaeological Island; and the Epilogue, 2001 Sable Island. site near Kimmirut, Baffin Island. Comments In 1989-90 Bockstoce was struck with about the lives of the inhabitants in lands that the notion to transit the Northeast Passage. were once considered remote focis especially on Making plans for such a voyage he nevertheless hunting and fishing. Mining in Spitsbergen, continued planning for a series of voyages in the Greenland and Baffin Island are also mentioned. North Atlantic. Positioning Belvedere in The Second World War, the Battle of the Scotland in 1991 he was ready to do the Atlantic, including the remote weather recording Northeast Passage or alternatively, Spitsbergen. and transmitting device placed by the German Unable to obtain the necessary permission from Navy at Martin Bay, Labrador in 1943 rate the Russians, he fell back on plan B, comment and a photograph. Like all first rate Spitsbergen. Arctic sagas, this one has a great polar bear yarn. From the outset the author shares the Photographic subjects are endless: details of his plans. The results were sometimes ships, aspects of harbours, canals, weather entirely satisfactory, a crossing of the Atlantic, phenomena (gales in Scotland, squalls in Baie de 2,000 miles in ten and a half days and only one Gaspe, 'williwaws' in the Bay of Islands gale (9) but on at least one other occasion, Newfoundland, mirage orfata morgana) and ice almost disastrous. Referring to Tidal Currents (sea ice in Larsen Sound and Hopedale, around The Faroe Islands, a booklet that shows Labrador, glaciers in Arsuk Fiord, Greenland in graphic and frightening detail the relative and ice bergs in Hudson Strait and St. John's, strength and dangers of the currents for each Newfoundland. hour of the tidal cycle, Bockstoce and two Two appendices, acknowledgments companions independently calculated the and an index complete the work. Appendix I optimum time of departure from Tvorory, Faroe provides details of Belvedere, her purchase, Islands. Armed with their calculations, they design, alterations to suit Arctic operations, visited the Tvorory harbourmaster who navigation and communication systems and confirmed the correctness of their work and a propulsion while the second lists voyages made suggested departure at 1:00 p.m. by the author in various vessels from 1962 - Everyone, including the harbourmaster, 2001(194). had it wrong. "...I looked up in horror at the Dennis Conner a four-time winner of horizon ahead. It was all rough waves and the America's Cup closes his foreword with frightening standing overfalls. At once we were "John's found away to tell a story, with his swept right into it. With Andy fighting the words and his photos, that is honest adventure, wheel, steering at a right angle to our rivetting history, and great voyaging." drift Belvedere was sucked into a Recommended for inclusion in high school whirlpool steep ten-to twelve-foot seas libraries and those of the sea with High Latitude sloshed across the deck. The waves rolled us North Atlantic interests. forty-six degrees" (54). The voyage narratives are supported by Len Forrest track charts, numerous photographs and, with Ottawa, Ontario the exception of chapter one, detailed notes. Bockstoce's chronology of key events in Arctic exploration (185-189) includes details ranging D.K. Brown & George Moore. Rebuilding the from ca.700 when Irish monks were in the Faroe Royal Navy. Warship Design since 1945. Islands, to 1994 when the USCGC Polar Sea Annapolis, MD: Naval Institute Press, and CCGS Louis S. St. Laurent made the first www.NavalInstitute.org, 2003. 208 pp., surface traverse by ship from the Bering Sea to photographs, illustrations, appendices, the Greenland Sea via the North Pole. Strangely, bibliography, glossary, index. US $ 59.95, cloth; no mention is made of the Soviet nuclear ISBN 1-59114-705-0. Distributed in Canada by powered \cehK&kzr Arktika, which arrived at the Vanwell Publishing Ltd. 304 The Northern Mariner/Le marin du nord

The work of David K. Brown, RCNC, is familiar reviewer thinks should have been included: for to all who study the ships of the twentieth those readers not intimately familiar with the century Royal Navy: not just a prolific naval post-Second War fleet, a chart showing the historian, but also one responsible for designing evolution of the various "Types," including at many of the ships in service today. His series least the class names, would have been very Before the Ironclad (1990), Warrior to helpful indeed. Otherwise, you may find Dreadnought (1997), The Grand Fleet (1999) yourself constantly reaching for the appropriate and Nelson to Vanguard (2000) explore British Jane's or Conway, as 1 did. Granted, these warship design from the downfall of Napoleon "Type" designations, defined in 1950 - Type 11 until the defeat of Hitler. This latest book, co- and onwards for ASW; Type 41 onwards for authored by George Moore (with drawings by anti-aircraft; Type 61 onwards for aircraft- John Roberts) is to all practical purposes the direction - are explained at the start of Chapter fifth and final volume that completes the set. 5, but graphical and/or tabular data would really One small difference from the earlier four is that have been helpful. many of the official records remain sealed under Canadian readers will find a number of the 'Thirty Years Rule', and of course the interesting items - not only through the close authors had to work within security constraints family connections between the Royal Navy and when discussing ships that are currently RCN (after designing the St Laurent class - operational. Like the other books, the emphasis HMCS Margaree is given a beautiful 2-page is very much on naval architecture and marine photo spread - Sir Roland Baker went on to engineering - no apologies to those with a lead the RN's nuclear submarine programme), phobia of anything technical! There is brief but some valuable lessons that ought to be mention of financial and political factors, but heeded by those involved in the planning for the those are better covered elsewhere: in some putative AOR replacement programme recently respects, Eric Grove's Vanguard to Trident is announced. Difficulties were encountered almost a companion volume. because of a lack of design resources - five Those with an affection for the Royal million man hours went into the design of what Navy may find this a sad story, as the authors became the Invincible class; and perhaps most chart the decline of this once pre-eminent service importantly "constraints on size do not to the second rank. Financial austerity has been necessarily lead to a reduction in cost" (62). a constant. Nevertheless, one golden thread is In Rebuilding the Royal Navy, the woven throughout the chronicle - innovative authors have laid a keel that will be built up by design work that kept British warships at the subsequent generations of modern RN historians leading edge of naval architecture. The authors : I have every confidence that it will be deal with a large amount of material, admittedly frequently cited, and often referenced. This is directed at a more technical audience. This isn't definitely a book that should be acquired by to say that the book is heavy going - far from it. anyone interested in late twentieth- early twenty- The engineering concepts are explained first-century warship building. concisely and clearly, and the style is very readable indeed. Best of all, the entire book is William Schleihauf leavened with Brown's personal experiences and Pointe des Cascades, Quebec anecdotes, not to mention his subtle sense of humour (a "Snakes and Ladders" depiction of the design process!). There are a number of Peter J. Dombrowski, Eugene Gholz and drawings outlining various design alternatives, Andrew L. Ross. Military Transformation and and the book is chock-full of photographs, all the Defense Industry After Next: The Defense clearly reproduced. A great example is that of Industrial Implications of Network-Centric HMS Hermes returning from the Falklands in Warfare. Newport, R.I; Naval War College, February 1983: the caption points out the rust www.nwc.naw.mil/press. 2003. Newport Papers streaks typical of Second World War ships and No. 18, Newport: Centre for Naval Warfare notes that all the other ships of the task force, Studies, ix +86 pp., appendices, abbreviation, painted using modern techniques and materials, notes, selected bibliography, paper; ISBN 1- came home with their paintwork almost perfect. 884733-24-7. As one would expect, many points were driven home through operational experience, not least Newport Paper No. 18 from the Naval War in the Falklands in the early 80s, and these are College's Centre for Naval Warfare Studies nicely summarised near the end of the book. examines the defense industrial implications of There is one illustration that this military transformation. The authors argue that Book Reviews 305 the challenges that must be faced and the impediment to, defense industrial support to changes that are required by the defence industry transformation. Next they examine the issue of to meet the requirements of military globalization as it applies to defense industries transformation are not as new as transformation and contend that defense industries will not advocates argue. In essence, the study finds that undergo the same degree of globalization that is current defense-oriented suppliers are likely to found in other sectors. The reasons for this can continue to dominate the Information be summarized around the notion that there Technology segment of any future defense continues to exist a number of higher level market and that the suppliers of large platforms impediments to defense related cross-border may be the most vulnerable to companies that trade, investment and technology flow. This sell to commercial customers or foreign navies. part of the study concludes with a brief The study examines in detail three examination of the commercial-military sectors that are relevant to the future Navy: integration arguments that were commonplace in shipbuilding, unmanned vehicles, and systems the 1990s. The authors argue that the need for integration. Using the Navy's Network-Centric an integrated industrial base to supply advanced Warfare (NCW) transformation vision, the technology, as suggested by military authors find that future requirements imply a transformation advocates, may be premature. range of defense industry changes but not a They point out that some large defense firms requirement for a complete overhaul. To have actually shed commercial divisions and accomplish this the study is divided into five acquired more defense -related capability. sections. Finally there is an examination of each The study begins by introducing the of the three industrial sectors identified earlier. key technology areas that the defense industry Each examines the state of the sector today, will have to develop and produce for the future discusses the connections to the NCW concept, Navy within the context of NCW. It is the including the performance metrics applicable to examination of the requirements of NCW that that sector, and then provides a sector lead the authors to choose the three industrial evaluation. For shipbuilding, the study sectors mentioned above. They argue that using concludes that with the adoption of NCW, NCW as a point of departure will help the reader different firms may be able to compete with the understand the defense industrial implications of traditional naval shipbuilders but the established both the navy and military transformation firms will remain vital for the Navy to be generally. successful in building the Navy after Next. The existing innovation literature is Additionally, it is likely that shipbuilders will examined to present and distinguish between embrace sustaining innovations rather than what they call sustaining and disruptive disruptive innovations. In other words, there innovation. Sustaining innovations are those will be incremental changes to ship design. innovations that build on familiar products in Although the UAV sector is a fairly order to improve performance of established recent addition when compared to shipbuilding, systems. In contrast, disruption innovations it is thickly populated with a variety of firms. introduce new metrics that appeal to a different The authors argue that since the critical customer base with scope for significant performance metrics of this sector are not yet performance improvement once introduced. The clearly entrenched, there is significant scope for authors argue that the difference between the competing firms to offer better solutions than two types of innovations have significant traditional defense firms. The study notes that implications for the transformation to NCW. In the performance metric or group of performance essence, will the requirements for sustaining or metrics that set the standard for UAVs will be disruptive innovation to meet the challenges of solidified through testing, experimentation and NCW be met by traditional defense suppliers or operational experience. Based on this new non-traditional suppliers? expectation, the authors argue that those firms Next, the study examines the major already producing UAVs will require sustaining trends in the current defense industrial landscape innovation for performance metrics. On the to lay the foundation for analysing the specific other hand, new entries into the sector could sectors. After reviewing the defense industry prove more adept at presenting new technologies consolidation of the 1990s and discussing some to the Navy that will maximize disruptive of the economic issues associated with fewer but innovations, thereby establishing a clear larger defense firms in a near monopsony market advantage for the future. place, the authors find that defense industry Systems integration, the last of the consolidation has been neither a catalyst of, nor three sectors, is perhaps the most critical for 306 The Northern Mariner/Le marin du nord

NCW to be successful. The authors note that Gray ably told the story of Robert Whitehead this sector is an independent sector of the and the evolution of the first practical modern defense industrial base with porous boundaries. torpedo in two editions of The Devil s Device. This sector could allow firms from other sectors Now, with 19th Century Torpedoes and Their easier access than the shipbuilding and UAV Inventors, he explores the concepts and sectors. As well, many firms have some systems inventions created by Whitehead's predecessors integration capability already. Therefore, those and competitors. The end result is an with that capability, and particular those with informative, intriguing and wide-ranging look at military systems integrations expertise, will have torpedo development, but one that often misses an early advantage in meeting the systems of the forest for the trees. systems integration requirements required in This book is a companion volume to NCW. For example, those organizations that The Devil's Device and should be read as such. specialized in the systems of systems integration Gray begins with a useful introduction that for ballistic missile and air defence programs demonstrates the self-propelled torpedo's place already have some experience. Consequently, in the evolution of naval warfare. Each chapter sustaining innovation that exploits skills at the that follows examines the evolution of specific front end of a process should do well in solving innovations or the careers of particularly one of the key challenges of systems of systems significant personalities. In the best monograph integration - defining the technical requirements published in the last century, Gray discusses of various systems components to ensure depth control and gyroscopic mechanisms, wire- interoperability. This must be done early in the guided control mechanisms, combustion development process. chambers, contra-rotating propellers, rocket- The strength of this study is the propelled torpedoes, and spar torpedoes. He identification of a number of performance intersperses his narrative with descriptions and metrics in each of three sectors. This provides a drawings of devices that ranged from the basis for comparisons to be made within the brilliant to the ridiculous in terms of practicality Navy about competing technologies and it and deployability, another reminder of the provides areas for the defence industry to focus hopeful and imaginative side of Victorian-era its efforts in order to meet the Navy's science and invention. requirements. Perhaps more significant in a As a matter of course, Gray assumes broader context is the ability to utilize similar throughout that his reader is familiar with the metrics in order examine other areas of military details of Robert Whitehead's contributions as transformation. For example, a similar set of explained in The Devil's Device. In terms of metrics and a similar organizational structure dealing with the technical details and could be used to analyze sectors directly linked specifications of torpedoes, this is an impressive to army transformation, such as combat vehicle research effort. Gray has combed the patent platforms or systems integration of the future offices, technical journals and popular press of soldier system. several key countries to good effect. While the This is a very timely and well technical details of some devices may never be researched study that presents what some might fully understood, that owes more to ambiguous consider technical information in a succinct and design than any shortcomings in Gray's readily understood manner. Reading the paper research. His research, however, is less should not be limited to those in the Navy. There impressive as he moves away from technical are lessons to be drawn for all. details into the larger realm of naval history. At times, Gray relies too heavily on problematic Craig Stone, sources. For example, in discussing John Oshawa, Ontario Ericsson's contributions, he repeatedly cites William Conant Church's "comprehensive biography" (91). Church's long association with Edwyn Gray. 19th Century Torpedoes and Their Ericsson resulted in a biography whose Inventors. Annapolis: Naval Institute Press, objectivity has long been questioned; while www.NavalInstitute.org, 2004. x + 250 pp., useful to some degree, its shortcomings are well illustrations, appendix, notes, bibliography, known. Likewise, Gray relies on Robert index. US $32.95, cloth: ISBN 1-59114-341-1. Wilson's autobiography in determining how Wilson first conceived of the screw propeller. Since its introduction in the latter half of the Wilson claims to have first recognized the nineteenth century, the self-propelled torpedo concept as a five year-old and then to have has profoundly changed naval warfare. Edwyn figured out how to make it work by age nine. Book Reviews 307

Gray almost uncritically accepts this account pp., illustrations, index, US $ 29.95, cloth; ISBN without corroboration, explaining Wilson's 0-8122-3756-0. "inspirational reasoning" as "extreme precocity" (71). In Liberty on the Waterfront, Paul Gilje has Gray also consistently fails to chosen a people whose experiences during the incorporate recent research on larger issues into Age of Revolution have long been far from fully his narrative. For example, his discussion of the understood. Beginning with a discussion of how American Civil War would have been better the concept of "liberty" animated and explains informed had he consulted monographs by "Jack Tar's" behaviour, Gilje traces this idea Raimondo Luraghi, William H. Roberts, and through mariners' politics, family and gender Robert M. Browning, Jr. Likewise, the context relations, collective historical memory, and in which he discusses British naval responses to reform efforts between 1750 and developments would have been richer had it 1850. included works by Nicholas Lambert and David As a whole, Liberty presents a well K. Brown. The recent relevant journal literature researched picture of how Atlantic mariners is almost entirely absent. As a result, the reader engaged—or did not engage—the political, learns a lot about the minutiae of torpedo cultural and social changes that shaped the technology development but relatively little Atlantic world between the mid-eighteenth and about what that meant in terms of warship early nineteenth centuries. In arguing that design, tactical doctrine, or strategy. "maritime society ... was not a proletariat ready Some readers will find Gray's to assert class consciousness. . . . [nor] a group organization of the book problematic. His of would-be embattled patriots responsible for decision to have each chapter cover a specific founding a nation," (xiii) Gilje challenges theme or group of inventors makes it difficult to traditional views following Samuel Eliot put the many facets of torpedo development in Morison, and newer interpretations offered by context with each other. This difficulty Jesse Lemisch, Marcus Rediker, and Peter manifests itself by constant references not only Linebaugh. to devices mentioned in earlier chapters but also Gilje's work adds new dimensions to to weapons that have not yet been described but these now classic debates in his second and third will be in the "next chapter." This forces the sections, which scholars interested in ante• reader to put together an organized chronology bellum reform movements and Early Republic of torpedo development on their own and makes historical memory will find most interesting. In it difficult for Gray's monograph to fully his treatment of mariners' behaviour during the articulate the significance of multiple American Revolution, the impressment evolutionary threads as they interact with and controversies of the 1790s, and the War of 1812, respond to each other. The positive aspect of this Gilje presents a story of mariners' survival in an approach is that the reader gains a more age of maritime labour prédation, and comprehensive understanding of the details of demonstrates that revolutionary ideals such as each development, but one wonders if the trade• patriotism and loyalty should be understood as off is worth it. fundamentally situational and contingent in a In the final analysis, this is a rewarding maritime world wracked by war. Gilje also but frustrating book. Those looking for detailed highlights mariners ' own use of print to integrate explanations of the technologies associated with their stories into the national memory of the torpedo development in the late nineteenth critical founding years of the new republic. In century will find Gray's work an invaluable identifying seamen as objects of charity, and treasure trove, but those looking to understand their publication of impressment and captivity torpedo development in a more holistic way or narratives, Gilje makes a compelling case for the in the larger context of naval history will wish importance of mariners to larger port that Gray had written a slightly different book. communities and the American nation as a whole. Ultimately, Gilje's research provides an Kurt Hackemer important, overarching narrative organization Vermillion, South Dakota uniting mariners' political agitation, labour prédation, religious reform, and self- understanding of their place within larger American culture. Paul Gilje. Liberty on the Waterfront: American Maritime Culture in the Age of Revolution. Less convincing, however, are Gilje's Philadelphia, P.A.: University of Pennsylvania periodization and his thematic constructs of Press, www.upennn.edu/pennpress. 2004. 344 "Jack Tar," and the ubiquitous waterfront. His 308 The Northern Mariner/Le marin du nord claim that maritime culture changed little sources, his analysis provides many illuminating between 1750 and 1850 contradicts well known insights into the doctrinal, material, and changes in maritime labour brought about by intellectual conflicts experienced by the industrialization, dropping freight rates, changes Kriegsmarine during its early conduct of trade in ship and rigging design, and the political warfare against Great Britain. In particular, changes emanating from the Age of Revolution. Grove's treatment of the decisions taken by Second, Gilje creates a ubiquitous "waterfront" Captain Hans Langsdorff leading to the that seems to be transferable not only across climactic demise of both the ship and himself is time but also space. This, too, is difficult to both balanced and sympathetic. Langsdorff s accept, as work by Daniel Vickers, Jeff Bolster "disobedience" was to ignore his instructions to and Eric Sager demonstrates that mariners from avoid engaging enemy warships, even if inferior, different port towns with different economic, unless the risk entailed would further the racial and industrial compositions shipped out principal task of destroying enemy merchant under very different auspices. shipping. Grove asserts that Langsdorff erred Most problematically, Gilje's defense greatly in venturing boldly towards Montevideo, of the "Jack Tar" stereotype, based heavily upon where both convoys under close escort and reform tracts, contradicts his own evidence that independent hunting groups were likely to be undermines such stereotypes. Gilje encountered. Why he chose to do so is the acknowledges in his seventh chapter that such worthwhile central theme of this engaging book. images were constructed by reformers—many of The subject is treated in three sections whom were mariners themselves—seeking to that deal with the origins of the panzerschiff highlight the benefits of religious and temperate concept, the Battle of the River Plate, and the living. Consequently, Gilje works against his aftermath of the events. The battle is re• own conclusions demonstrating that mariners examined in 100 pages while the first and third were anything but the care-free stereotype he parts are accorded only 45 and 30 pages, posits in his opening chapter. respectively. Given the familiarity of most Ultimately, however, Liberty on the readers with the events of the battle, more Waterfront brings together many previously emphasis should have been placed on the other unlinked aspects of the maritime experience two parts as Grove's interesting analysis leaves between 1750 and 1850 in ways that scholars the reader wishing for more of his insights. interested in the social, cultural, and political Nevertheless, many revelations are presented, effects of the Age of Revolution would be wise including a major one that should serve to end to visit. In bringing a coherent organization to the myth surrounding the origins and purpose of this important and poorly understood the 'pocket battleship'; a term that greatly subject—one that ties the maritime experience distorts the actual capabilities of these decidedly into larger cultural, political and social limited ships. changes—is an important addition to the Grove shows that design trade-off growing understanding of the Early American problems imposed on German warships by Republic. Treaty of Versailles limitations vexed the German naval leadership. Graf Spee was an Matthew McKenzie innovative and unusual design, the product of Woods Hole, Massachusetts extensive testing and careful consideration. Grove rejects categorically the oft-repeated claim that the panzerschiff "was designed for use Eric J. Grove. The Price of Disobedience: The against Britain's lifeline, her seaborne trade. He Battle of the River Plate Reconsidered. Phoenix insists that Graf Spee and her sisters' real Mill, U.K.: Sutton Publishing Limited, purpose was to prevent a French blockade of www.suttonpublishing.com. 2000. Viii +182 German ports by cruisers. Their 11-inch pp., maps, photographs, figures, notes, sources, armament, high speed, and exceptional index. UK £19.99, cloth; ISBN 0-7509-0927-7. endurance were chosen to give an armoured ship sufficient 'legs' to avoid the French battlefleet The hunt for the German armoured ship while enabling them to dispatch patrolling (panzerschiff) Admiral Graf Spee and her cruisers (6). The seakeeping qualities of the scuttling after a dramatic engagement has been panzerschiff were designed for the North Sea; the subject of two earlier major works and a they were intended for defensive operations near motion-picture film. Eric Grove's revision of to supporting bases, not for extended operations this well-known event is both fresh and inspired. in distant oceans. Their high endurance, made Using new material from British and German possible by diesel propulsion, which is usually Book Reviews 309 cited as 'proof of German intentions to engage World War, not the Second. in trade warfare, was a tactical tool that allowed The main purpose of Grove's the use of sustained high speed to achieve examination of the Battle of the River Plate is to manoeuvre opportunities. This deduction is a assess the reasons why Captain Langsdorff major departure from conventional wisdom. chose to seek a risky engagement against British Grove details the many limitations that cruisers while still far from home. The author Hans Langsdorff had to deal with when Graf makes a convincing argument that the pressures Spee was employed in a role for which she was Langsdorff felt came from the discontent of his not designed. Her diesel engines were own wardroom officers with their trade warfare significantly heavier than intended, which added mission, his personal experience with the to a general overweight condition. This resulted German battle fleet at Jutland, and the in poor sea keeping characteristics in heavy distinguished history of the ship's namesake, weather, made worse by a low forecastle, Vice Admiral Maximilian Graf von Spee. Grove straight stem, and unalarmed bow that made is convinced Langsdorff committed a fatal error Graf Spee a very wet ship. Her diesel engines in judgment. After a reasonably successful were unreliable, demanded intensive cruise, Graf Spee was on her homeward leg. In maintenance, and created such vibration need of docking and engine overhaul, problems at high speed that they interfered with Langsdorff was tempting to seek a crowing gunnery. In all, Graf Spee was not the fearsome victory; the destruction of a small but valuable weapon that the legend of the pocket battleship convoy he believed was departing Montevideo. has perpetuated. Unfortunately, Grove claims Despite the detailed analysis, Grove does not that Graf Spee was more properly a 'light address the ultimate "what if question that cruiser,' because her limited displacement did would have brought the book to a more not allowed thick armoured commensurate with satisfying conclusion. What would have been the her heavy armament and 'armoured ship' result if Langsdorff had brought Graf Spee home appellation (11). This categorization is without striking into the Plate estuary? An misleading. Light cruisers were generally low otherwise fine effort is left unfinished by not endurance fleet support units whereas heavy postulating what 'the rewards of obedience' cruisers were high endurance ships intended for would have been had Langsdorff returned to a trade warfare. Graf Spee was not designed for hero's welcome. either fleet support or for trade warfare. The The balance of Grove's dispassionate niche role intended for this unique type of ship analysis in the first section is noticeably less continues to defy easy categorization. prevalent in the final two sections. Excellent line The principal characteristics and drawings are used to illustrate the positions of dimensions of the different classes of ships shell hits on Graf Spee but comparable drawings involved, with the notable exception of those for are not used to examine the damage done to the British heavy cruiser Cumberland, are Exeter (99). German gunnery, which scored hits described in detail but are not set out in tables. with 11 -inch guns against three opponents on 2.7 When taken with the inevitable desire to make per cent of the shots fired is rated as "not very comparisons between classes, the reader is good." British gunnery, which scored hits with forced to 'hunt' through the text. The effect of 8-inch guns at 1.5 per cent for Exeter and .97 per much useful research is largely lost on any but cent (charitably rounded up to "about one per the most determined students, who will have to cent") with 6-inch guns for Achilles and Ajax is resort to tabulating the data for themselves. As considered an accomplishment "not to be usual, endurance and bunker age figures are not underestimated"(167-168). By the final section, covered, which is a major oversight since the Grove has abandoned objectivity and wide-ranging movements of Graf Spee imposed unabashedly celebrates the British victory, significant logistical requirements on both sides. enumerating the many awards bestowed to mark Grove explains the vital contribution of the fleet the occasion. No mention is made of awards to support ship Altmark to German operations but German participants. largely ignores British support arrangements. Despite the noticeable change in tone Unfortunately, Grove perpetuates the myth that towards the end of the text, Grove shows an German support ships were not capable of impressive ability to understand and interpret the alongside refuelling, claiming that this method imperatives of German naval operations in their was "later pioneered by the Americans" (21). By war against the western allies. This work, 1939, the USN had completely mastered although not comprehensive, is a bold new alongside refuelling; the pioneering of this addition to a more balanced appraisal of German essential skill was accomplished in the First naval objectives. It is a welcome addition to my 310 The Northern Mariner/Le marin du nord

library and is recommended as a worthwhile title maritime traffic, the opening of a viable for both serious study and casual reading. international northern sea route seemed to be within reach about twelve years ago. Today, Ken Hansen however, not much attention is paid to such a Toronto, Ontario route. One of the reasons is the gradual decrease in the rate per cargo unit for huge high tech vessels. In other words, the opening of the Derek Hayes. Historical Atlas of the Arctic. northern sea route would not cause a revolution Toronto: Douglas & Mclntyre, www.douglas- of the maritime trade. mcintyre.com. 2003.208 pp., illustrations, maps, A chart or map is definitely a symbol bibliography, index. CDN $75.00, cloth; ISBN of seafaring. When travelling ashore, a 1 55365 004 2. description of the way is often sufficient to find the destination. Travelling on the high seas is One of the most interesting and wide-ranging incomparably more complicated. Because themes in the history of shipping is the quest for seafaring is a very abstract undertaking, a chart a passage along the northern coasts of Eurasia is indispensable. The display of the surface of and America or via the central Arctic from the earth in a form which reflects reality was a Europe to East-Asia. From the sixteenth century great intellectual chalenge, not only because of on, the best navigators and sailors endeavoured the evolution of cartography but also because of to find a northern route to the East. In the the art of survey and the reaching of the areas nineteenth century, participation in an Arctic previously unknown. The development of charts expedition was the highlight of a nautical career. and maps is closely related to the history of Polar exploration pursued an unique geographic discovering the globe as far as it gives an image enigma that was closely tied to nautical of newly surveyed areas including the problem challenges. of geodetic projections necessary to reduce the The first reports of the numerous more three dimensional surface of the earth into two or less successful arctic voyage attempts were dimensions. printed in the eighteenth century and Derek There are good reasons why we seldom Hayes' Historical Atlas of the Arctic provides a find books which illustrate the history of the similar type of overview. It is an exceptionally discovery of an area by the extensive use of well-documented publication illustrated with maps and globes. Old charts are more difficult to some 300 maps. Derek Hayes shows us that the work with. Archives tend to restrict the handling motivating forces behind the persons, of these materials since maps are usually rare organizations and nations involved were a nearly and fragile. Furthermore, to obtain a complete inextricable network which underwent overview of a region one usually needs the significant alteration over time. Among the resources of several archives. Fortunately, the motives for exploration were discovering a new current trend of digitizing of map collections has route to Cathay, China or Jesso, Japan facilitated the procedure significantly. (monopolised and supported by their own Researchers can have a look at the maps without harbours); finding the Anian Strait, the name even touching them. I must take the opportunity given to different geographical concepts to remark that a historical atlas is not the term involving a northern route; and exploiting noble for a collection of old charts or maps. metals and valuable minerals. Naturally, various Editing of the Historical Atlas of the Northern European nations dreamt of bringing Arctic is a great task for which one should the Far East trade under their control, instead of congratulate the editor as well as the author. leaving it to the Portuguese and Spaniards. That the author works on a difficult terrain must Later, scientific questions concerning have been clear to him. The very first map, meteorology, oceanography, bathymetry, which is said to be Mercator's concept of the geology and geophysics played an increasingly north polar regions, immediately provokes prominent role alongside geography. questions: The source does not seem sufficiently By the nineteenth century geostrategic referred to. The basis of the chart is not really considerations began to be taken into account the Mercator map given as a offshoot to his but by the twentieth century, these visions Mappa Mundi from 1569 (map 17 in the book) dominated. Not only was the Arctic surrounded but rather, it is from a map printed in the Atlas by military bases but nuclear powered sive Cosmographicae meditationes de fabrica submarines and icebreakers were penetrating the mundi etfabricati figura (Atlas or cosmographie central arctic basin. considerations about the creation of the world According to recent statistics for and the shape of the created) published Book Reviews 311 posthumously in 1895. An interesting item in is no flaw. this chart is the depiction of Nowaya Zemlya as I bought the book spontaneously and a double island with the clearly separated did not have to regret it because it is a fine book Vaygach Island in the south. That means how important for everybody who is interested in the interesting and accurate the surveys of Barentz history of cartography and polar research. 1594-96 might have been, in two points especially important for the navigation he was in Reinhard A. Krause error! In that sense this map is a step back. It is Bremerhaven, Germany clear that it would be nice to hear more about its genesis. The above remark is not a criticism. It Lewis Johnman and Ian Johnston. Down the merely illustrates that the history of cartography, River. Argyll, Scotland: Argyll Publishing, especially of the Arctic, is full of problems and www.skoobe.biz, 2001. 126 pp., photographs, mysteries. The author is no doubt a specialist on UK £ 12.99, paper; ISBN 1-902831-31-4. the history of cartography of the Canadian arctic so that even the most demanding readers will be Iron shipbuilding was born on the upper reaches satisfied with those sections of the book. of Glasgow's River Clyde, where, in 1831, the On a positive note, Hayes has made first sea-going, iron-hulled steamship, the forty- wide use of maps which were edited in a ton Fairy Queen was built by John Neilson. By German journal: Mittheilungen aus Justus 1842, four shipbuilders had established Perthes ' Geographischer Ans tail uber wichtige themselves within the city boundaries and neue Erforschungen auf dem Gesammtgebiete marine engines were being manufactured by der Géographie von Dr. A. Petermann David Napier and James Elder. Given the (Information from Justus Perthes' geographical proximity of iron deposits in the adjacent establishment about important new Lanarkshire coal fields, the future looked bright. investigations on the whole field of geography By 1900, more than two hundred by Dr A. Petermann.) - known as Petermanns thousand workers were employed in Geographische Mittheilungen (PGM). shipbuilding and the many related enterprises, Petermann has often been discredited as an but working conditions were atrocious and a lack armchair geographer, but this criticism could be of trust between labour and management had applied to most geographers since they mainly permeated the entire industry. interpreted the data supplied by explorers and Although business had boomed during surveyors. August Peterman (1822-1878) was a the First World War, by the 1930s, a lack of master in that field. His maps of North America orders resulted in mass unemployment and and Australia, for example, were by far the best enormous hardship. While modernization and available at the time. His journal, from 1855 to diversification were encouraged by the the First World War is a unique source for the government, most owners, and unions, were international history of polar research. The opposed to change. The situation remained quality of his maps satisfied highest unaltered until the Second World War. Then, requirements. This is true for the data as well as after a brief post-war boom, the Clyde yards for the technical and aesthetical layout. During suddenly found themselves unable to compete his lifetime, however, Petermann strongly with new subsidized operations in Norway, promoted some hypothesises still connected with France, Italy and Japan, all of which had long his name: for example, the existence of a central since abandoned riveting for welded steel hulls arctic land reaching from Greenland to Bering and had adopted modern modular and line Straits; a navigable polar sea (with the vessels of production techniques. his time) but more or less bordered by an ice belt Between 1962 and 1964, no fewer than (which one has to overcome before one can seven of the larger Clyde yards were forced to reach the pole by ship). To support his ideas close and, in 1965, Fairfields, which employed Petermann did not hesitate to use weak data. A more than 3,000 workers and had thirty-two good example for this is given with the map million pounds worth of orders remaining on its 182/220 where Wrangel Land stretches over four books, declared bankruptcy. degrees of latitude. The government of the day attempted It is understandable that the text was to restore viability. Fairfields was taken over, not burdened with the citation of the sources and some older yards were closed and others, both no doubt experts will miss some important profitable and non-profitable, were grouped charts, but under the viewpoint that a book like together under the management of well-known the one presented never claims completeness this captains of industry, none of whom had any 312 The Northern Mariner/Le marin du nord

background in shipbuilding. appeal only to those with a specific interest in, or When that did not work, the yards were familiarity with, the subject matter. nationalized. This did not work either, so those yards which still appeared viable were Robin H. Wyllie privatized. For some, this meant either take-over East LaHave, Nova Scotia and closure by a former foreign rival, or a slow death by attrition. As a result, by the year 2000, only three yards remained in operation, Govan Mark Jones, ed. For Future Generations. Shipbuilders, Yarrow's and Ferguson's. Conservation of a Tudor Maritime Collection. Authors Johnman and Johnston's title The Archaeology of the Mary Rose, Volume 5. is well chosen and their contention that all three Portsmouth; The Mary Rose Trust, 2003. 145 major participating groups - management, pp., photographs, illustrations, tables, appendices, unions and government - must share the blame bibliography, index. US $ 45, cloth: ISBN 0- for having sold this once-great industry "down 9544029-5-2 the river" is well argued. But their methodology leaves something to be desired. The contents of As stated by the editor, Mark Jones, the book Down the River consist of a rather haphazard "provides an introduction to the conservation series ot personal interviews, bracketed between programme devised for the Mary Rose." (Back a brief general introduction to the history of Cover) As volume five in the series "The Clyde shipbuilding and, under the title Archaeology of the Mary Rose", the book "Collapse", a relatively detailed four-and-a-half progresses from the nature of the seabed page essay on its demise. environment, to the conservation of a wide Both the introduction and summation variety of materials, and finally, includes a might serve their purpose adequately for anyone section on exhibition and storage. It is intended familiar with the history of Clyde Shipbuilding. for conservators, archaeologists, historians, Those unfamiliar with the subject, however, will researchers and the general public interested in find themselves quite bemused by some content artifact conservation. of both these and the interviews. One example is The book is very well structured. In the term "Dilutee", which derives from a general, the sources are excellent and support the situation which arose during the Second World text. The bibliography includes important War. When aman completed his apprenticeship, references for archaeological conservation from was laid off, or quit a shipyard job, he was likely laboratories around the world. It also lists, to be drafted into the armed forces. This created however, publications that do not support some a critical shortage of workers and it was decided of the treatments chosen for the project such as that young women, with minimal training, often the use of cellulose nitrate and soluble nylon for as little as six weeks, could undertake the conservation of ceramics. The index eases the journeymen's work under the supervision of search for information and increases the value of experienced workers. This created a work force this work as a reference. with diluted skills, hence "dilutee" workers. The contents of the book follow the The interviews with former workers, progress of the project from an examination of managers and owners will be of considerable the seabed environment and storage of the finds, interest to anyone who has worked on Clydeside through the conservation of the various types of during the last half century, but the unbroken materials found, to a discussion of exhibition, succession of full-page portraits by lan storage and future directions. In each chapter, the MacKenzie becomes tedious after the first few editor moves from the generic to the specific, pages. One cannot help but feel that photographs thus making the Mary Rose story all the easier to relevant to the trades the interviewees describe, grasp. For example, he begins by analyzing or to the yards in which they worked, with, seabed conditions in general and then moves to perhaps, a little inset portrait in the text, would the specific site conditions that influenced the have been much more interesting. state of the Mary Rose. In each section dealing The text has been poorly edited. There with specific materials such as, wood, metals, or are some spelling errors, such as Medians being ceramics, the editor proceeds in the same way - spelled "Meechan's," occasionally the word from general principles of material chemistry and usage is a little peculiar and at times, the text is artifact composition to the specific challenges confusing. encountered with the objects found and how they Good editing, better illustrations, a were overcome. glossary of terms and an index could have saved The Mary Rose Trust is not a this book, but, as it is, Down the River is likely to conservation research facility and for this reason Book Reviews 313 well-established treatments were generally used. This CD largely consists of a tabular collection of For example, nearly all of the wooden objects data compiled mainly from monographs rather and the hull itself were treated with polyethylene than a comprehensive history of Austrian polar glycol. Other techniques such as hydrogen research. What text there is, is often an excerpt reduction of the iron objects might be considered from another source, not always identified. How controversial. However a precedent had been set these data are connected with the Austrian nation by the use of this treatment on the Vasa years is often unclear. Moreover, the lack of before. (Barkman, L., "Conservation of Rusty bibliographical references makes it very difficult Iron Objects by Hydrogen Reduction," In: to check specific details. Corrosion of Metal Artifacts - A Dialogue There are a lot of inaccuracies in the Between Conservators and Archaeologists and text which are often due to an attempt to praise Corrosion Scientists, Washington, DC, 1977, Austria or Austrians. For example, the German edited by B. Brown, B. Floyd, H.C. Burnett, Greenland Expedition Alfred Wegener, 1930/31. W.T. Chase, M. Goodway, J. Kruger, and M. completely backed by the Notgemeinschaft Pourbaix (Washington: National Bureau of deutscher Wissenschaft (Emergency Coalition of Standards, 1977), pp. 155-66.) This might have German Science) is called the Great German- been the only realistic approach to rapidly Austrian Greenland expedition. Julius Payer remove chlorides from thousands of cast and (1841-1915),an Austrian member of the German wrought iron objects. The two chapters on wood Expedition to Greenland, 1869/70, on the ship and metal are the most detailed. Those describing Germania, is named the explorer of Kaiser- the conservation of the other materials have Franz-Josef-Fjord. Against the rules governing shorter sections on the material science and here all participants of the expedition, Payer named again generally included well established newly explored topographic features after the treatments. All of the chapters discussing Austrian Emperor and other high- ranking conservation treatments contain tables which list Austrians upon his return. To avoid a huge the treatments used to preserve a selection of scandal (at the very least), the Bremen Polar- artifacts composed of a particular material. The Society was forced to confirm the names. Not inclusion of a chapter on the requirements for the surprisingly, while most of the participants and storage and display of the conserved objects is an organizers of the German expedition to East important addition. Many conservators would Greenland maintained close contact for decades, agree that the responsibilities of conservation do contact with Payer was avoided. not end with the completion of the treatment. Today, Austria's eight million As with any publication that reports on inhabitants occupy an inland area of 84 thousand a specific project, the treatments used were square kilometres, making Austria one of the specific to the needs of the Mary Rose hull and smaller members of the European Community. artifacts. While providing an excellent overview At the time of the Austrian Polar Expedition, of the field of archaeological conservation, this however, pre-First World War Austria was a book should not be considered to be the only huge empire - a real international superpower reference required when treating marine objects. with several ports on the Adriatic Sea. In a Also, the book might have benefited from the famous naval battle in 1866, Austria defeated inclusion of more publications that do not support Italy near the island of Lissa (now Vis) on the some of the treatment choices such as hydrogen Dalmatian coast and ended Italian supremacy in reduction, cellulose nitrate and soluble nylon. the Adriatic. With the decline of Venice came the However, the final assessment of this work rise of the cities of Triest (now Trieste, Italy) and would describe it as a useful addition to the body Fiume ( now Rijeka, Croatia). Both cities soon of conservation literature and a must read for became international ports and shipbuilding those interested in the Mary Rose project. centres. Two big liner-companies were established and considerable sums were invested Mary Devine and Clifford Cook to the upgrade of Austrian navy. Ottawa, Ontario Although Austrian naval development was under way by the mid-nineteenth century, lack of enough instructors or new enrollee to fili Hermann F. Koerbel. Geschichte der the ranks meant that foreigners were taken as Ôsterreichischen Polarforschung/History of the well, such as the German-born Carl Weyprecht Austrian Polar Expedition. Vienna, Austria: (1838-1881), about whom we will hear later. The Arctic Research Consortium Austria, growth of the Imperial Navy was mainly www.arctic.at, 2003. CDN $85, €55, compact promoted by Wilhelm von Tegetthoff (1827- disk; ISBN 3-9501733-0-7. 1871). He remains famous, not only in Austria, 314 The Northern Mariner/Le marin du nord

but even in Bremerhaven on the shores of the reluctance to announce failure or bad news to North Sea where he entered port with his badly seniors, their inability to accept assistance from torn up frigate, Schwarzenberg, after breaking the Western rivals despite the completely inadequate Danish blockade of the German Bight. Tegetthoff technology of their own sadly neglected naval was also a keen promoter of scientific service, and the legacy of the still operational investigation of the oceans and was organizing an "cold war" with the Allies. Antarctic Expedition when he died unexpectedly. The explosions were strong enough to Although Tegetthof s plans were not realized, an be identified by various outside seismologists, Arctic Expedition was undertaken in its stead. especially in Norway, and certainly aboard the Mainly privately financed and highly secretive patrolling submarine USS established within a few weeks, the Austro- Memphis. The Americans had been monitoring Hungarian Northpole Expedition lasted from the exercise but, of course, could neither 1872 to 1874. The expedition leader was the announce what had been heard, nor ask questions German-born Weyprecht while his officers and until they had withdrawn later in the week. petty officers were of various origins and most of Russian naval vessels had no idea of what had the crew came from Dalmatia. There were no caused the explosions until Kursk failed to scientists on board. The expedition vessel participate with them later in the day, and by late Tegetthoff, which was built in Bremerhaven, Sunday had not responded to signals. drifted imprisoned by the pack ice from the west In fact, the explosions occurred when coast of Nowaja Semlja against the southern the crew of Kursk were loading a presumed faulty Franz Josef Islands which came in sight August torpedo in preparation for an exercise firing. This 30, 1873. After a forced second wintering over, explanation was based on deductions by Allied Payer with a small group managed to cross the submarine and torpedo experts, and only archipelago in northern direction, an amazing reluctantly and belatedly confirmed by Russian achievement. On their return, they soon realized naval staff. Too long in storage and improperly that if they did not abandon ship they were maintained owing to severe financial stringencies risking the lives of the men. Following a within the armed forces, the torpedo had dramatic voyage back, the expedition eventually exploded. This started a fire in the forward came to a happy end. Unfortunately, Payer's compartment which detonated the rest of that fascinating report of the expedition, a best-seller compartment's torpedoes two and a half minutes at the time, was never translated into English. later. The cause of the initial explosion is now This is a pity as the expedition, its background considered to be due not to the warhead, but to and its impact is of great historical interest the quite unstable and dangerous HTP - high-test Besides Austrian participation with a peroxide fuel used to drive their major torpedoes. station on Jan Mayen Island during the The Royal Navy's submarines of the Excalibur International Polar Years ( 1882/83 and 1932/33) class, employing HTP fuel, were not nicknamed there are no other important Austrian polar "Exploders" for nothing, and all Allied expeditions. While the CD offers some original submarine forces had abandoned HTP years research, it will be up to the individual to decide before. if the data it contains justifies the purchase. The explosions had, in fact, blown off Kursk's bow, flooded the five major Reinhard A. Krause compartments immediately aft, including the Bremerhaven, Germany entire command compartment and killed everyone there almost instantly. Kursk plunged to the bottom some 350 feet down, landing upright; Robert Moore. A Time To Die, The untold story the three after compartments remained watertight of the KURSK tragedy. Toronto: Random House preserving 23 survivors. An emergency buoy Canada, www.randomhouse.ca, 2002. 271 pp., built into the boat forward never released, and map, diagram, index. $34.95, cloth; ISBN 0-679- there was no possibility of blowing any of the 31202-1. buoyancy tanks from those aft compartments. There was enough air for three or four days, with When the huge five-year-old Russian submarine modest provision for reducing the carbon dioxide Kursk disappeared during a major fleet training that would accumulate from the survivor's exercise in the Barents Sea north of Murmansk breathing. At that depth water began leaking in on Saturday August 12th, 2000, after a major slowly through the propellor shaft glands, both series of unexplained explosions, a remarkable increasing pressure in the compartments as well sequence of illustrative but not entirely startling as flooding them, which in turn increased the events ensued. The story reveals Russian likelihood of fire. The trapped crew had to wait Book Reviews 315 for rescue from the surface as Russia had submarine was listing, making rescue difficult, scrapped their two rescue submarines some six but it was proceeding. All this was pure years before. In dim and dimming emergency fabrication, to appease seniors and the now lighting, the surviving officers made lists of the surprisingly vocal, hostile and demanding Kursk men crowded in the ninth and aftermost families and other Russian submariners. The compartment and waited, silently. public uproar was in itself a fascinating example At 5 p.m. that Saturday, Naval of the change in democratic operations within Headquarters ashore near Murmansk were Russia. Even as late as 8:27 p.m. on Saturday the advised that communications with the Kursk had 19th, the Norwegians and RN divers were been lost. An elderly rescue ship, the ex- refused permission to attempt to "lock on" to the merchantman MikhailRudniski, was told to stand submarine, now found to be lying with only a by. Not until 11:30 p.m. was an emergency small list and in minimal current. Not until 11:06 message issued that a submarine was missing. At on Sunday morning, eight days after the huge around 4:30 the next morning Kursk was explosions were heard, did an RN diver tap on identified in 350 feet, badly damaged forward. the hull, and get no response. On Monday The rescue vessel could only stay over her for a morning the escape hatch was opened, and the aft short time due to old and depleted batteries. It compartment found to be not only fully flooded carried no divers, although for experienced, well- but, at some stage, subjected to a flash fire. All equipped divers, 350 feet is not a great challenge. 23 crew were dead. Several notes were found on President Putin, in office only three months and the bodies which were not removed until Kursk on holiday in the Black Sea area, decided to was lifted and brought ashore a year later, in remain there, a decision which caused much October, 2001. bitter and vocal comment later. By noon on Moore tells the story in excellent Sunday, leaked details of the sub's loss reached although not intrusive detail. He is a competent the families of the Kursk's crew, but they were reporter, and makes good use of his access to told that all were safe and rescue was under way. both the Naval commands in North Russia, There had been, in fact, no contact with anyone Norway and the U.K. and all the divers who in the sunken boat. At 5:30 p.m. a Russian rescue worked over the wreck. To this day, officials in vehicle descended, but could not "lock on" to the Moscow remain unhelpful, suspicious and rescue trunking on Kursk. Bad weather secretive, worried that the Allies are merely unfortunately thwarted further progress. trying to spy inside one of their submarines. The On Monday the 14th, Norwegians extensive coverage of the sinking at the time and informed their Russian counterparts at Murmansk since in the Western press has offered a that they had heard of the sinking and offered a fascinating glimpse of the old Russian political rescue vehicle and diving help. They were told regime stubbornly holding on to the tenets of "The situation is under control, no help is suspicion, non-cooperation and reluctance to tell needed." The British Assistant Ambassador in seniors and politicians bad news, while the Navy Moscow also offered RN skill and help, and was gradually react to the time-honoured sailors' refused. Nevertheless, both Norwegian and maxim that they help each other in times of deep British forces began preparing to send help, in duress. case they were asked. With political 'hard liners' As a final note, the Kursk tragedy is a in Moscow continuing to refuse the Western warning lesson to all countries that operate Allies' help, it was not until mid-week that the submarines not to allow their rescue provisions, Navy at Murmansk accepted the offers, asking or even rescue co-operations, to deteriorate, and for help early Wednesday from Norwegian off• thus put at hazard the lives of submariners. A shore oil divers. By the end of that, day a fully nation dare not have one without the other. There equipped offshore diving support ship was on the have been several books on the Kursk disaster, way to Tromso to pick up RN divers flown over but this is one of the most readable and and some of their own gear and then to the informative, even for a non-naval reader, and an Barents Sea. Seven days after the explosion, the interesting sociological study as well. rescue ship arrived with an RN-chartered support ship reaching the site late on Saturday. They are Fraser McGee ordered to stay clear and not dive on the wreck. Toronto, Ontario Meanwhile, the Russians announced the loss was probably caused by collision with another Western submarine, or perhaps a surface Andrew David, Felipe Fernandez Armesto, vessel. They said they were in touch with the Carlos Novi, and Glyndwyr Williams, eds. The crew, that there was a strong current and the Malaspina Expedition, 1789-1794: Journal of the 316 The Northern Mariner/Le marin du nord

Voyage of Alejandro Malaspina, Volume II, up at Monterey with the forerunners of another Panama to the Philippines, London: The Hakluyt Spanish expedition which only that summer had Society, www.hakluyt.com, in association with become the first Europeans to penetrate the the Museo Naval, and with the assistance of the Georgia Strait, the body of water lying between Ministerio de Asuntos Exteriores, both of Vancouver Island and the British Columbia Madrid, 2003. xx + 511 pp. Illustrations, charts, mainland. Once back in Acapulco, Malaspina sketch maps, bibliography. £55.00, cloth. ISBN sensed the area's importance and detached two of 0 904180 81 6. his most able lieutenants, Galiano and Valdes, to examine these waters further. He then set out This second volume of Malaspina's journal takes across the Pacific to the Philippines on his fourth us from Panama to the Philippines by way of the visit to that far-flung corner of the Spanish Pacific coast of North America and the Marianas. Empire having made careful plans for the six The expedition had originally intended to visit months he would spend there. The remainder of Hawaii and Kamchatka, but on arrival at this second volume of his journal is taken up with Acapulco Malaspina received orders from reports of his officers and scientists on their Madrid to investigate Ferrer Maldonado's 1609 varying surveys among the islands. supposed Strait of Anian in 60° North. This The Appendices carry a detailed change of plans radically altered their itinerary, examination of the Maldanado myth. It is easy but fortunately brought Malaspina to Vancouver for us to be wise after the events, but in the Age Island briefly in the summer of 1791. of Enlightenment, the theoretical geographers This volume is, therefore, of special still had an important say. Only two weeks after interest to Canadian readers as it covers his the signing of the Nootka Convention in Madrid, exploits in the Pacific Northwest and his visit to the Royal Academy of Sciences in Paris had Nootka. He was working to a tight schedule and heard most rational arguments as why had to cram in this Maldonado foray and cross Maldonado might indeed be right. Spain, in the Pacific before the monsoon season broke in alliance with the tottering throne of Louis XVI, the Philippines. He therefore had little time to could ill afford to ignore her northern neighbour, linger. Floridablanca's government had no alternative Sailing north from Acapulco, the but to order Malaspina north. To bring the expedition made its first landfall at Yakutat Bay modern reader up to date with eighteenth century in Alaska. Here Malaspina made contact with the thinking, the editors have diligently examined the Tlingit and his artists recorded their giant relevant sources. mortuary and totem poles, perhaps the first of any Malaspina's name is so unknown West Coast Indian tribe. More interesting, outside of Spain even today that a newly however, was the topography, which had the very published international encyclopaedia on world real appearance of being Maldonado's fabled discovery (Salentiny,F., Encyclopedia of World Northwest Passage. Alas, Malaspina was quickly Explorers, Cologne & London, 2002) makes not disillusioned. The head of the bay was found to a single mention of the expedition. Whereas be nothing but a solid wall of ice. Sadly naming accounts by James Cook and other explorers it 'Port of Disenchantment', he realized what his were eagerly rushed into print and translated into scientific training had told him all along, that he foreign languages, it has taken an amazing two had been sent on a wild goose chase. Coasting hundred years for an English edition of this back down the Alaska Panhandle his two important Spanish journal to appear. And it is purpose-built corvettes successfully weathered a only now, with the second volume, that the real full hurricane off the Dixon Entrance before quality of this beautifully crafted translation is putting in to Nootka. It says much for the quality becoming apparent. The four editors wisely of his ships and seamanship that they needed recruited an international team of scholars to add virtually no repair. their expertise, with the result that this Hakluyt Spain had now been at Nootka for more edition is likely to become the definitive text of than two years. Though relations with Maquinna Malaspina's journal in either the English or the had not always been harmonious, Malaspina Spanish languages . This is in no way to made it his business to cultivate the chiefs deprecate the 1990-1994 nine-volume Museo friendship. Nevertheless, his first function on Naval edition in Spanish, which covered a wider arriving at a Spanish port was to arrange for a range of activities by the same expedition. detai led survey to be made of the approaches, and It was no easy task to translate to determine accurate observations of latitude and Malaspina's archaic Spanish into modern longitude. English, and thus the footnotes provide a much Sailing after only two weeks, he caught needed explanation of the Spanish world to Book Reviews 317 foreign readers. Spain was an empire when Drake It would be wrong to end this review and Hawkins were but babes-in-arms. The world without one final comment. The tedium of those at large is still unaware of the many Spanish endless days at sea in the age of sail often give expeditions that crossed the Pacific, quite apart rise to equally boring reading. But it was their from the annual dispatch of the Manila galleon very expertise at sea, in handling these same (Landin Carrasco, A., Espaha en el Mar: Padrôn conditions, that brought a captain to his position de Descubridores, Madrid, 1992). Not for in command of a vessel. The Hakluyt Society nothing did Oscar Speke term that ocean 'the was indeed fortunate in having, as their principal Spanish Lake'. editor, a man who is both seaman and navigator, The translation highlights differences and thus uniquely gifted to interpret Malaspina's between the British and Spanish navies. The journal for us. Andrew David's footnotes, Spanish two-tier system of officers created a explaining the inner workings of Malaspina's more distant relationship between captain and mind, add appreciably to the enjoyment of the crew. Familiar with the flogging of deserters, we narrative. find Malaspina's treatment of his offenders This first English edition of a long excessively soft. And desert they did in droves, overlooked Spanish voyage of exploration cannot every time a ship reached a Spanish port. But the but be an important contribution to the history of welcoming sound of their own language in the discovery. We look forward with pleasure to the bars and fleshpots ashore was not a temptation publication of the final volume next year. that British seaman in the Pacific had to suffer, so perhaps we should not j udge Malaspina unfairly. John Crosse The fascination of this edition is that we are let Vancouver, British Columbia into the world of el Armada Real, the royal navy of Spain, a pleasure too long denied those of us in the English speaking world. An admirer of Cook, Lawrence Paterson. U-Boat War Patrol. The Malaspina not only used British chronometers, as Hidden Photographic Diary of U 564. London: a scientist and trained hydrographer, he selected Greenhill Books, www.greenhillbooks.com. specialists from a wide variety of disciplines to 2004. 206 pp., photographs, appendices, accompany him, not all of them Spanish. bibliography, notes, index. UK £25:00, cloth: The high standard of illustration set by ISBN 1-85367-575-X. the first volume continues here in the second. In contrast to the oil colour artists who accompanied Depending on what one hopes for in a book on Cook's expeditions, Malaspina limited himself to wartime submarine exploits, you can get a pen-and-ink draughtsmen who might pedestrian story narrative, a journalist's occasionally enhance a subject of particular enthusiastic fabrication of near-truth, or a well interest with a watercolour wash. Many of their scripted and entertaining or harrowing history by landscapes are reproduced here in sepia, which a participant. This book is something quite accentuates the almost photographic-like quality unique: as the sub-title says, it is the of the detail. Malaspina was first and foremost a interpretation from the diary of one U-boat's surveyor, and thus a few of his charts are single ten-week war patrol in the summer of included, some of them being British reprints. 1942, along with a collection of over 250 But his task went far beyond the mere recording photographs taken by a professional of the visual, he was also required to report on photographer sent along on the patrol. The story the political and economic conditions in the is well scripted by Paterson, not himself a colonies he visited, for to Spain this was no South submariner but an amateur expert, with only Sea voyage, but the much needed examination of occasional actual brief direct quotes from the an ailing empire. It is difficult to find flaws boat's KTB or war diary. What makes the with this fine book. The decision to translate volume of the greatest interest is the selection of Spanish place names into their English equivalent photos and their coverage. sometimes makes it difficult to identify the Unearthed in April 2000 in England, original, and the pressure on both editors and the the photos were "liberated" at the war's end in Society to complete such a major undertaking Brest, and retained in a small box by one of the occasionally shows through. For instance, with returning servicemen. They found their way to the sketch maps provided of the Philippines, it is the Royal Navy's Submarine Museum at difficult to follow the routes of Malaspina's Gosport, where Paterson researched the story scientists throughout the islands. This is behind them and then prepared the narrative. regrettable as it is therefore difficult to identify It has been said of C.S. Forester that eighteenth century place names today. one could use his Hornblower series as 318 The Northern Mariner/Le marin du nord

Seamanship Manuals on how to lay a bomb ketch members of the crew we meet during the patrol or work a frigate off a lee shore in a gale. and of U564 - which was later sunk under Similarly, the photographs, the accompanying another CO. cut-lines and the description of what was Altogether a most interesting and even happening could serve as a valuable working useful addition to the U-boat war bookshelf, and guide for training U-boat Watch Officers. The refreshingly different from predecessors this boat was a standard Type VII "Ocean" boat, reviewer has seen. with, one gathers, the very popular KL Reinhard "Teddy" Suhren as her CO. The patrol was from Fraser M. McKee the French port of Lorient southwest across the Toronto, Ontario Atlantic to the Caribbean and return. During the patrol, Suhren sank five freighters and tankers (he claimed another, but it was not sunk - a very Steve Ritchie and fellow writers, As It Was: common error when the attacker could not Highlights of Hydrographie History from The surface to see actual results); refuelled and Old Hydrographer's Column, Hydro transferred torpedoes and stores at sea twice, and INTERNATIONAL Volumes 1-6. GITC bv, P.O. suffered several damaging depth charge attacks Box 112, 8530 AC Lemmer, The Netherlands, by Allied ships and aircraft. Two crewmen had to 2003, 118 pp., maps, colour & bw illustrations, be returned to base by returning U-boats due to "Further Reading." paper. ISBN 90-806205-5-6. illness and injury but all the rest returned unscathed - even by 1942 an accomplishment in This delightful book will be of interest to both the itself. By 1942 Suhren was a highly experienced general reader and those with specialty officer, much of that expertise gained as a First knowledge. Rear Admiral Richie is, of course, Watch Officer and on five previous patrols in this well known in hydrographie circles. Hydro boat as CO. - on one of which he sank the INTERNATIONAL had the wonderful sense to Canadian tanker Victolite. He was careful of his publish columns by him, and his invited fellow men's health and well-being, but tended to be writers, on "As it Was" subjects of hydrography. rather irreverent toward Naval and Nazi The forty-eight columns published here range hierarchy, earning rebukes by Grand Admiral from sailing directions of the second century AD Doenitz on two occasions. to current precise location charting in the North The details of the photography, inboard, Sea oil fields. Along the way, the topics cover on the conning tower and on deck, give an fifteen different countries from the arctic to the excellent and rather rare picture of life aboard - antarctic, occident and orient; important the crowding, the running repairs required, developments in hydrography; biography, and moving the one-ton reload torpedoes from under- personal anecdote and recollection. The deck storage into the tubes, the constant lookout "Canadian content" includes a biography of watch, and the camaraderie of 45 men jammed Henry Bayfield, an account of Joseph into the soon malodorous crowded messes. The Bouchette's survey of Toronto harbour and a publisher has wisely included a few less than description of the removal of Ripple Rock. Every fully satisfactory photos that were important to article is well illustrated. the tale; for example, a grainy night shot of an As one might expect, given the origins exploding 88mm. shell hit on a freighter for of the material, it is easy reading - a book that can instance. In their far wider and more be picked up and put down, suitable for dipping. comprehensive selection and description, that But it is all well worth reading, and along the portion alone is much better than in Otto Giese's way, there is both some masterly writing and Shooting The War (Leo Cooper, London, 1994) fascinating information. For example, the fate of The narrative is clear and strongly Malaspina is described this way. "On return from supports the accompanying photos, although the voyage, after pressing his unsolicited political Paterson's style becomes rather florid toward the advice on the King's Chief Minister, he was end of the book. His descriptions of ships denied the opportunity to work on the attacked and some extraneous detail tend to give hydrographie material he had brought home or to one the impression of 'everything goes in', but publish his journals" (50). That is certainly a given that this is a 200-page narrative of one unique way of saying he was imprisoned, and patrol, the detail is acceptable if occasionally then banished. Or, in the discussion Ferdinand tedious. The book opens with a few pages of Hassler, founder of the United States Coast background on Suhren and the U-boat war in Survey, we learn that "his few luxuries onboard general, and finishes with a brief but very [his unique horsedrawn spring-mounted carriage] satisfactory Epilogue outlining the fortunes of the included a locker stocked with Swiss wines" (60). Book Reviews 319

That comment sent me to my books on wine to discover that Switzerland does indeed have a small wine industry. This book will be of great value to the student for two reasons. First, the descriptions of equipment and methods are clear, simple and straight forward. They will be a tremendous aid to anyone working in the field who does not have experience at sea. Second, at the end of most pieces is a brief "further reading" suggestion. While these might lack the formality of a bibliography, they should not be ignored. They highlight material in German and French as well as English. Many of the sources cited are old journals, special publications in countries such as Turkey, or society newsletters, none of which would likely show up in a computer search today. This book will have an honoured place on my bookshelves.

William Glover Kingston, Ontario