Crew journal of the barque James Craig August 2004 Full & By The crew journal of the barque James Craig

http://www.australianheritagefleet. com.au/JCraig/JCraig.html

Compiled by Peter Davey

Production and photos (except where credited to others) by John Spiers

All crew and others associated with the James Craig are very welcome to submit material.

The opinions expressed in this journal may not necessarily be the viewpoint of the Sydney Maritime Museum, the Sydney Heritage Fleet or the crew of the James Craig or its officers.

This edition is JS’ first attempt at using InDesign CS instead of Page- maker 7 used on previous issues, so please let him know if anything does not work as expected

CDs of photos appearing here and others are available to crew members for their personal use or for promo- tion of the James Craig.

2 Full and By August 2004 It has been a plus for the James Craig and sail training in Australia to have our executive captain Ken Edwards recognised the 2004 Queens Birthday Honours List,

We executed Bravo Xray* onboard for Ken

Ken has been awarded the OAM “For service to the maritime industry through developing sail training accreditation in Australia to youth, and to the preservation of sailing ships”.

Bravo Zulu Ken.

*Bravo meaning is splice the main brace.

Hugh Lander has taken over as chief executive of the Sydney Maritime Museum on a temporary basis.

Hugh has been an asset managing the James Craig and I am sure that his appointment will be to the Museum’s benefit.

Bravo Zulu* Hugh

Bravo Zulu - Naval signal meaning is Well Done.

Full and By Augut 2004 3 Marinated meanderings

By Peter Davey

Knot of the month - . The Bottle Knot This is the easiest bottle knot I have tied. Take part A to the right over C and B to the left under D. The centre loop is slipped over the object and hauled taut. The side loops may be used as handles. . . .

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4 Full and By August 2004 Sea and Swell • Sea waves: Waves generated by the wind blowing at the time, and in the recent past, in the area of observation. • Swell waves: Waves which have travelled into the area of observation after having been generated by previous winds in other areas. These waves may travel thousands of kilometres from their origin before dying away. There may be swell present even if the wind is calm and there are no ‘sea’ waves. • Wave period: The average time interval between passages of successive crests (or troughs) of waves. • Wave Height: Generally taken as the height difference between the wave crest and the preceding trough. • Wave Length: The mean horizontal distance between successive crests (or troughs) of a wave pattern.

SEA [in open sea] Description Height (metres) Effect

Calm (glassy) 0 No waves breaking on beach Calm (rippled) 0 - 0.1 No waves breaking on beach Smooth 0.1 - 0.5 Slight waves breaking on beach Slight 0.5 - 1.25 Waves rock buoys and small craft Moderate 1.25 - 2.5 Sea becoming furrowed Rough 2.5 - 4 Sea deeply furrowed Very rough 4-6 Sea much disturbed with rollers having steep fronts High 6-9 Sea much disturbed with rollers having steep fronts (damage to foreshore) Very high 9-14 Towering seas Phenomenal over 14 Precipitous seas (experienced only in cyclones) SWELL

Description Wave Length Period Wave Height Low swell of short or average length 0 - 200 m Less than 11 sec 0-2 m Long, low swell over 200 m Greater than 11 sec 0-2 m Short swell of moderate height 0 - 100 m Less than 8 sec 2-4 m Average swell of moderate height 100 - 200 m Greater than 8 sec, less than 11 sec 2-4 m Long swell of moderate height over 200 m Greater than 11 sec 2-4 m Short heavy swell 0 - 100 m Less than 8 sec over 4 m Average length heavy swell 100-200 m Greater than 8 sec, less than 11 sec over 4 m Long heavy swell over 200 m G reater than 11 sec over 4 m

Full and By Augut 2004 5 Women at sea

A newspaper at Mahon, on the island of Minorca, reported the sad story of able seaman Joseph Phlan, with his wife and baby, on board the sloop Swallow in an engagement fought on 16 June 1812. Phelan, an Irishman, was twenty-four years old when he first entered the Swallow at Plymouth on April 1809. Perhaps Mrs Phelan came onboard at that time. On the day of the battle she assisted the surgeon, despite having given birth three weeks earlier to a son Tommy. Tommy was probably placed somewhere in the cockpit among the wounded, not an ideal nursery, but in sight of his mother. As Mrs Phelan was attending one of her husband’s (and her own) messmates, she heard that her husband had been hit. She rushed up to where he was lying on the main deck. As she took him in her arms, a shot took her head off. He died immediately afterwards. Following the battle, Phelan’s messmates addressed the problem of the orphaned Tommy, who desperately needed nourishment. The goat which provided the officers with milk, was used to suckle the baby. In just three weeks, the baby was thriving. Reference: Female Tars, Naval Institute Press, Annapolis, Maryland. 1996.

Animals at Sea

OSCAR. Here’s the story of Oscar, who may well be the luckiest ship’s cat that ever lived... This plucky feline was found floating on a plank amidst the wreckage of the “Bismarck” on May 21, 1941 by the crew of HMS “Cossack” (who also named him). He was the 116th survivor of a tragedy which claimed 1,977 seamen’s lives. Oscar adapted well to his new home until tragedy struck again; Cossack was sunk on October 24, 1941. He was picked up by another Royal Navy destroyer and taken to Gibraltar where he settled for a time. But the sea beckoned again and he joined the aircraft carrier “Ark Royal”. Within three weeks, the ship was torpedoed and a bedraggled Oscar once again was pulled from the sea, ending up back in Gibraltar. There, he took up residence in the office of the Captain of the Port. (By now he was seen as a Jonah and not surprisingly, offers to return to sea were not hugely forthcoming.) He saw out the end of his days in style at the dockyard, though, as somewhat of a celebrity.

Believe it or not

In the 16th and 17th centuries, everything had to be transported by sea. It was also before commercial fertilisers were invented, therefore large shipments of manure were common. It was shipped dry, because in dry form, it weighed much less than when wet. But once water hit, it not only became heavier, but the process of fermentation began, with which produced methane gas. As the stuff was stored below decks, the methane rose and sometimes came into contact with a lantern. BOOM. A number of ships were destroyed in this manner, before it was determined just what was happening. After that, the bundles of manure were always stamped with “Ship High in Transport” on them, so that any gases produced, would not come into contact with naked flames. From this circumstance, we have the nautical word ‘Shit’.

6 Full and By August 2004 Trivia

A blue moon occurs every two or three years. A blue moon occurs when there are two full moons in the calendar month. This occurs every two to three years. The average interval between full moons is 29.5 days while the average month is 30.5 days. This means that there are 41 months with two full moons every century. A second full moon for July occurred on July 31 and was a Blue moon

Sayings

‘A better sailor thee shall be, furl from windward, loose from lee. And he who strives the tempest to disarm, Will never first embrail the lee yardarm’

Falconer’s poem The Shipwreck – ‘Aft the Honour, for’ard the best men’

‘Royal Navy children and lunatics cut the Gordian knot, while the poet spends his life patiently trying to untie’ - Jean Cocteau.

‘The general properties belonging to the common Mariner is to hand*, reef, steer, knot and splice, with which qualifications he may safely value himself upon the calling of a good seaman’ - The Naval Repository, 1762. *The definition of an able seaman was one who could ‘Hand, reef and steer’. The word hand comes from an old term when sails were ‘furled’ or ‘handed’.

‘With old sailors it was, and is, a matter of pride to be able to make knots, the more difficult and obscure the better.’ Albert R. Wetjen: Fiddlers Green, 1941.

‘To Hitch, is to catch-hold of anything with a rope, to hold it fast’ - Sir Henry Manwayring: The Sea-mans Dictionary, 1644.

‘Made on the footropes of Jibbooms in place of an overhanded knot, the Turk’s-Head is much neater-and considered by some an ornament’ - William Brady: The Kedge Anchor, 1841.

‘Add to all this labour, the neat work upon the rigging; the knots, Flemish-eyes, splices, seizing, coverings, pointing and grafting, which show a ship crack order’ - Richard H. Dana, Jr: Two years before the Mast 1841.

‘It can be done in another way, but it requires a good and neat Marlinespike Sailor to do it’ - William Brady: The Kedge Anchor, 1841.

‘You cannot have too many knotting books’ - Peter Davey.

‘Life is too short to splice wire’ - Morrin.

‘That girl who fain would chose a mate Who’d ne’er in fondness fail her? May thank her lucky stars if fate Should splice her to a sailor’ - Charles Debden, 1745-1814. (Dibden also wrote the “The Rouges March” which was beaten on drums during the course of naval floggings in the Royal Navy?

‘Every finger a marlinespike, Every hair a rope yarn’ - Sailors Adaga.

‘Any fool can make sail. but it takes a skilful sailor to take it in’

In 1894 Courts defined a Seaworthy vessel – with her master and crew – as being fit to encounter the perils of the voyage that she is about to undertake. She must to tight, staunch and strong, and properly crewed, equipped and supplied.

Quiz

On an 18th Century warship, to reduce the roll of a tender ship (one which rolls too readily) would you leave the guns (weighing up to 5 tons each) run in or would you wing them out? [ Answer next Full and By. ]

Speed

The Champion of the Seas once racked up 464 miles for an average 19 knots. Windjammers with their small crews, less sail area combined with a much larger carrying capacity, could never compete with the clippers. The records for one-day runs are all held by clippers. By comparison, the best a windjammer recorded was by the German Barque Protosi: 378 miles in 24 hours with an average of 16 knots. The famous windjammer, Herzogin Cecile achieved a speed of almost 21 knots during one 75 minute period during a sail through the Kattegat, the sound which separates Denmark and Sweden. With the ship heeling over at more than 30 degrees, an observer on board, computed her speed (between two light ships) at almost 21 knots. Her Captain, decided to sail on. “Not a soul on board turned in,” the Herzogin Cecilie’s Historian wrote later. “Normal watches were abandoned and all hands stood by, unable to do anything other then watch the great white barque tear madly southward, wondering, no doubt, whether her canvas would withstand the strain of such driving. “She fled through the sound, past Hven Island, overtaking steamers bound in the same direction, as though they were anchored.” She carried on all night until a gradually easing wind meant the continuation of her voyage in a more leisurely fashion. 8 Full and By August 2004 Full and By Augut 2004 9

Bracing

Sails aloft bracing each mast successively sharper from fore to aft. What the expert have to say. “What did the old timers have to say on this point? We find that it partly depends on who one reads, and partly on whether theoretical or practical considerations are paramount. Schultz says that sailing with the wind abaft the beam, the after sails take the wind out of the fore sails and the ship consequently wants to run up into the wind. This is prevented, by bracing in the after yards or sharpening up the forward ones. Hourigan also favours having the fore yards sharper to avoid carrying weather helm, and also to throw the bow off, if the ship comes accidentally too close to the wind. Massenet also keeps the fore sharper, bracing the after yards to within a point and a half, or two points of the wind, the fore two and a half points, with a beam wind. With the wind two or three points abaft the beam, he lays the main yard two points off the wind, less on the mizzen, more on the fore. Hutchinson describes some experiments of his own, when sailing close hauled. He found that when the fore and main yards were braced to within three points of the keel, the mizzen topsail had to be braced up to a point and a half. He noted that the fore sails will stand nearer the wind than will the after ones, and remarks that this is the reason a collier’s fore topsail will stand without a bowline. There was also a mechanical reason why the fore yard could be braced up sharper, and this was due to the lead of the respective braces. The fore brace led almost horizontal, but the main brace had a very bad down lead when close hauled, which tended to pull the lee yard arm down and against the lee rigging, making bracing up difficult. Naval vessels did, it is true, often reeve counter braces, which led forward under the foretop, and so partly avoided this difficulty. Taking the other point of view Mossel says that sailing with the wind abaft the beam, the after sails “steal” the wind out of the forward ones, and so must be braced up sharper to prevent this. Cradock advises the same thing, but says it is because the after sails are affected by the back draught from the forward ones. Along the same lines, Griffiths damns the practice of “shrouding the foresail”. `However long practice and established custom may sanction this, there cannot be a doubt, but that it is wrong!. He was objecting to the hauling of the fore sheet so far aft that the sail came against the lee shrouds, and back winded the mainsail as a result. Murphy, also keeps the after yards sharper, even close hauled.” “Sailing close hauled,” Dr. Harland writes, “the lower yards would be gotten as sharp as possible, and then, if the breeze was fresh, trimming the topsail yard in half a point, the topgallant in half a point more, and so on, so the yards described a sort of spiral. The Jarvis brace winch by the way, could be set up to accomplish this by appropriate setting of the chocks. As the wind draws aft, the lower yards will be got “in” under the upper yards, and the necessity for the spiral configuration becomes progressively less as the wind becomes fairer. “The travel of the fore yard was limited by the forestay forward and the lee rigging abaft, to about three points with the keel. Prior to the introduction of the steel truss yoke, bracing up involved slacking off the chain truss, which allowed the pivot point of the yard to move forward. One reason for the bracing in of the upper yards was to ensure that the impulse of each sail acted in the same vertical plane. The upper sails, being of smaller size, and made of lighter canvas, did not belly out so much, and so could be braced in correspondingly more. At least that is how the old books explain it. Today, perhaps we would invoke other principles as well. For example, the increase of wind speed with height, means that in a fresh breeze the wind is fairer aloft. An idea of the importance of this

10 Full and By August 2004 factor may be gained from the observation that the wind speed at the top of the Eiffel Tower is four times that at the bottom. With a light breeze, the upper yards could be braced over the lower ones, and Todd and Whall, although admitting that the spiral arrangement `is sea practice everywhere’ remark that some experienced masters always brace the upper yards ‘over’, when close hauled in ‘moderate weather’. The reservation refers to the practical point that in conditions of increasing wind, the upper yards were better ‘in’ anyhow, because they then exerted less heeling moment, than if braced up sharp.” Aside from these two questions of spiral trimming up each mast and of sequential trimming (in either direction) from mast to mast, Dr Harland also reports some of the ideas held by the old timers about the best angle at which each sail itself should be trimmed to the wind. “The earliest theoretical ideas”, he writes, “were those of Bouguer, who thought that the ideal was satisfied when the tangent of the angle between the wind and the yard was twice the tangent of the angle between the yard and the keel-line. Sets of tables were prepared, based on this principle and used for many years. As Gower points out however this principle becomes useless when the wind is more than a point abaft the beam, because of blanketing. However if the wind is on, or forward of the beam, if the yard be braced so that the angle between the wind and the yard is a point and three quarters (about 20 deg.) more than the angle between the yard and the keel, the conditions of Souguer’s theorem are satisfied.” (Dr. Harland has checked this, and Gower is correct). The double tangent idea later gave way to a much simpler notion, namely that the best angle for the yard was such that it bisected the angle between the wind and the keel. A mathematical “proof” for this may be found in Mossel, but Dr Harland is sure it is not original with him. As early as 1794, Hutchinson seems to be following this concept, when he mentions bracing the yards to four points, with the wind abeam. The theory implies that close hauled, with the wind six points on the bow, the yards are braced to three points, and with the wind astern, the yards are square. Considerable ingenuity was exercised in devising ways of determining the angle the yard actually braced to, under working conditions. Obviously, “eyeballing’ was much commoner. Hourigan, who gives one of the most practical analyses of the whole problem, emphasises that there are not, in fact, any hard and fast rules, since the theoretical aspects of the best angle are quite swamped by practical considerations. Describing the situation as the wind draws aft from close hauled, he suggests bracing in initially half a point for every point the wind changes, until the wind is about three points abaft the beam, when the yard is braced in much more rapidly than the theoretical angle, until it is square with the wind three points on the quarter. The reason for this rapid bracing in is to avoid as far as possible the blanketing of the lee half of the fore course, by the weather leech of the main course, and the foresail blanketing the head sails.

Full and By Augut 2004 11 Massenet also advocates having the yards square before the wind is dead astern, although he settles for two points on the quarter, as against Hourigan’s three. Cradock uses rather a similar system. With the wind before the beam, he halves the angle between wind and keel; with the wind abaft the beam, he halves the angle, but braces in another half point “to allow for badly set sail”. Cradock and Hourigan both agree that the proper angle when sailing free is more a matter of experience and judgment, and the latter encourages the young officer to “develop his ideas, even if only to his own satisfaction” by repeatedly trimming and heaving the log. Dr Harland suggests that something depended on the individual ship, the principles mentioned above simply offering a handle on the matter, a point from which to start, rather than the last word. Hourigan offers some other pointers on laying the yards when sailing free. They should be braced up a little more than necessary at night, or when the wind was flighty and irregular, or if it showed a tendency to haul forward, to lessen the chance of being taken aback. They could be braced up a little sharper, if there was a swell on,, to help check rolling, and according to Ekelof, they should be sharper in a fresh than a light breeze. Not surprisingly, different authorities have different views, and on this point, Hourigan suggests doing the reverse. In a related vein, it was considered best to give the yards some play by slackening the lee braces, when close hauled in a fresh breeze. It should be noted that does not mean that the yards were any less sharp, since the strain was coming on the weather, rather than the lee brace”. This last concept may come as a surprise, but it is valid enough. The fear of being taken aback lay behind another old rule, namely, if the wind hauled forward, brace up forward first; if it drew aft, brace in the after yards first. This meant, in both cases, that the forward yards were temporarily sharper than the main, and so better positioned to throw the head off the wind again, if the ship came too near the wind. With regard to having the yards squared with the wind two or three points on the quarter, it may be remarked that it was unusual to sail dead before the wind. To do so made steering difficult, and the blanketing of the forward sail by the after was maximal. The main course and mizzen had to be taken in, and the mizzen topsail was often lowered on the cap. These measures allowed the wind a better shot at the forward sail. The fore topsail however was virtually becalmed, and this can be seen in the contemporary copperplates of Ozanne and Baugean. Lever in fact advocates furling the fore topsail, but the usual practice in men-of-war was to leave it set, although not drawing. Some of this will come as a surprise to those familiar with modern steel training ships which do not have the old fashioned huge single topsails. There are more “holes”, so to speak, in the sail plan, and therefore blanketing is not such an acute problem. In any case, better progress could be made by “tacking” downwind, taking the wind alternately on one quarter, and then the other, thus exposing more sail, and avoiding excessive yawing.” Certainly those who are actively concerned in the design of the sailing ships of the future will have every reason to be grateful to men like Lord Balfour and Dr. Harland for the observations which they have made based on the deepsea experience of yesteryear.

12 Full and By August 2004 Russell Vasey remembers

Russell Vasey - a familiar face from the early sailing days - joined us again on a recent sail. Although most of us were accustomed to seeing Russell looking resplendent in captainly finery, his start in the maritime world was much less distinguished. In 1941 in Newcastle he joined the navy to avoid doing the leaving certificate. But the doctor who did the medical examination drank at the Newcastle Club with Russell’s father and let the cat out of the bag. Dad said: “OK – but not until he does the leaving.” Undeterred in his quest to avoid the leaving, Russell quietly left home and joined the Adelaide company’s Dilga, a D class freighter built in 1921 at Walsh Island, and sailed to Townville to load sugar. This was at a time when Japanese submarines were regularly sinking merchant ships around the coast. Russell remembers one vessel towed into Newcastle after being torpedoed in the rudder with the stern structure blown up through the ship. When the Dilga discharged at Adelaide, the mate came around and said: ‘You are all paid off.’ “I asked the bosun what than meant and he said: ‘You go down the gangway at 5pm because the company did not get another charter.’ “One of the crew told me I could get a 1942 and went to Flinders as an ordinary cheap berth at Ma Slattery’s up the port seaman second class to do basic training road. It turned out to be the local brothel then returned to Newcastle, still aged but Ma Slattery took care of me for a 17, where he was in minesweepers couple of nights until I got a construction “sometimes as an ordinary seaman and job on the new CSR refinery.” sometimes as a stoker.” The job was “cooking” rivets on a forge He went back to Flinders for officer for the steel structure: “For a while I got training then spent two years in Fairmiles them too hot and made them sparkle, as a midshipman, mostly around New which meant they were burning.” Guinea. His father found out where he was and he Back in Sydney, he finally had his “own was hauled home and sent back to school little ship” – a 72 foot motor launch where he managed a “gentleman’s pass” built in Long Island New York used for of mostly Bs in the leaving. harbour defense. - John S He was “saved” by a call-up in June

Full and By Augut 2004 13 WARATAH TO NEWCASTLE

It is a rare event when an email arrives from the AHF Commodore – Tim Swales. So I read it and re-read it and decided – yes the invitation to crew Waratah to Newcastle in March 2004 for the National Maritime Festival was addressed to all crew not just those who usually crewed out of Rozelle. Having never been on a coal fired tug I decided I would submit my name and credentials and hold my breath.

The following photos record the event. No hauling – but a lot of coal heaving, brass polishing, deck scrubbing and great food organised by Kate Holland.

We left Rozelle 1100hrs on 18th March 2004. It wasn’t long before we were enjoying a cuppa and cake as we made our way up the harbour on a near perfect day.

While heading up the coast, over enthusiastic stoking created black smoke which brought us to the attention of northern beaches’ residents who phoned “ship on fire” alerts to the water police. After answering the police radio call, and confirming that we were steaming not smouldering, we were visited by 2 vessels manned by water police who visually confirmed that we were not alight. The following day a paragraph about our “fire” in the Sydney Morning Herald’s Column 8 caused mobile phones to ring all morning as relatives and friends read the article and joined in the merriment the incident had created.

Clear water at our overnight berth, Cottage Point, made an ideal photo opportunity. Many of the crew had worked on the prop and were highly enthusiastic about actually seeing it turn underwater. Tim Swales brought us alongside into a space which, to my untrained eye, looked much too small. After Tim refused an offer from the vessel astern to give us more room I watched in awe at a fine demonstration of “reverse parking a tug.”

14 Full and By August 2004 After a delicious barbeque in the park, the main business of the evening seemed to be sorting out the best place to sleep. Being a new crew member I watched and waited. I had brought along an air bed and tarp – but unlike the James Craig – there are not many places on Waratah to sling a makeshift tent. I had been at sea with a bosun who always slept in the zodiac and when Waratah’s was still vacant after 30 minutes I loaded all my gear into it much to everyone’s amusement. I found use for the tarp when a rain shower passed over at 0200hrs

Day Two was another perfect day. After a very satisfying breakfast of cereal and fruit followed by bacon and eggs cooked onboard we left Broken Bay threading our way through all the vessels anchored between Norah Head Light and Newcastle Port. We applied ourselves to the final spit and polish. It was an unusually hot day for the end of March and by the time we had rubbed and scrubbed until Waratah gleamed I was feeling bone weary and quite certain I hadn’t chosen the soft option.

The James Craig was away on the horizon and nearing the Newcastle shipping lanes we received a “wait for me” message. We planned to arrive in company, so we slowed and watched the Craig take on the pilot to follow us in. As a usual crew member of the James Craig it gave me an ideal opportunity to take photographs of the old girl under almost full sail and I felt a little homesick despite the great trip I was having aboard Waratah. A journey on the Waratah is a unique experience. I was made to feel welcome as soon as I stepped on board and given the opportunity I would do it all again. (even the brasso) On the up side there is constant hot water and a heated bathroom floor while on the down side the toilet paper did get soggy if it wasn’t placed outside while the shower was in use. The crew are very attached to their vessel and have memorable experiences to share. Tony and his shipwreck stories – you need to hear his yarn about catching crayfish with a deceased Joey for bait. The steam powered steering engine fascinated the visiting families in Newcastle and the firemen discovered, despite sweat stained blue overalls and dirty faces, females of all ages wanted to help them shovel coal. Thank you Waratah and your crew - a great memory to add to my collection. Chris Watt.

Full and By Augut 2004 15 Stars or Satellites Chris Watt

Rounding Cape Horn is a voyage spoken of with awe. Drake’s Passage can be a violent stretch of water or, as I have discovered, it can sometimes be called Drake’s Lake. The first explorers in timber ships with only stars to guide them were the heroes we read about at school. They founded a route that others then felt confident to travel.

The group of Cape Horners that visited the James Craig late last year remembered a slightly later era. But, these were still voyages fraught with danger. The weather fax didn’t ring each morning. The GPS didn’t pinpoint their position and if the stars were covered in cloud they had to hope they were on course. My first trip around the horn was not under sail, but in a Russian ice strength vessel - we were part of the twenty-first century. The weather fax pointed out clear conditions for a photograph. A phone call to the mainland gave us permission to pass by close to shore so we had the land for our backdrop and, when the time was right, we were summoned from heated cabins by an announcement over the public address system. We rugged up and assembled on the foredeck. Cameras of all shapes and sizes were handed to the ship’s crew for the group photo to prove to all our friends back home that we really had done it.

At the time our visiting Cape Horners rounded the Horn they proved the success of their voyages by retuning home intact. The big storm hadn’t found them and the stars had safely guided them.

The Eye of the Wind - Rounding the Horn 10th December, 1991

Gentlemen – you are real Cape Horners. The decision to disband your association to keep alive the memory of how it used to be done has my hearty support. Now, when I think of your day on board the Craig and the memories you shared of doing it the hard way, I can only call myself a “New Cape Horner”.

HISTORICAL NOTE: The last commercial voyage under sail to leave Australia was in 1949 The vessel, Passat, carried wheat from South Australia to Ireland on a voyage which lasted 110 days Passat is still “half alive” moored as a static display in Travemunde near the Baltic Port of Kiel.

16 Full and By August 2004 Nick Papageorgiou, seen above with our patron Robert Albert on a recent trip, has been made James Craig Operations Manager. In this posi- tion Nick will be responsible for the overall maintenance and shoreside operation of the James Craig, crew scheduling, and maintenance of crew records and for ensuring that crew are appropriately certificated. He will be responsible for general operating procedures and implementation and observance of OH&S requirement. Sybil stuff - The beginning of the new financial year feels promising, as our mild sunny winter weather has encouraged companies earlier than usual to start looking for venues for Christmas. The market place has a positive vibe and feel, and other associates in the industry are just as confident. Don’t forget any crew member who finds sanding, blacking, varnishing a chore. ship keeping is a great alternative! Also Cub/Scout Sleep overs is a great way to get your hours up! As from the new financial year Sally has taken over bookings and organisation of all our cub sleepovers, and Sally is always looking for help! Sybil Edwards Events and Promotions Australian Heritage Fleet Sail and Steam Adventures W 9298 3868

Full and By Augut 2004 17 Bringing down of the fore topgallant

Due to the shakes in our yards we needed to access the soundness of the original filler used. As well as assess the wear and tear on the yard over 4 years of operation. This is basi- cally a sampling of our yards, so we chose the yard that looked the worst. This sail was sent down by the crew and the yard then followed using only the ships gear, this was a first! The yard was then stripped of it’s ironwork. The shakes raked out and the yard checked for rot. The yard refurbished refinished and sent up looking like a new yard. The crew then led by ship’s boson Steve Rob- inson bent on the sail in quite a decent amount of breeze. Well done and many thanks to all of those involved. Jobs on this scale without the volunteers willing to roll up their sleeves and tuck in, would be impossible! - Nick P

Photos this page by Ivor McDonald

18 Full and By August 2004 Full and By Augut 2004 19 Voyage tracks compiled by Doug Crawford 20 Full and By August 2004