argonauta vol 21 no 2

ARGONAUTAThe Newsletter of

The Canadian NauticalResearch Society

Volume XXI Number TwoApril 2004

ARGONAUTA

Founded 1984 by Kenneth MacKenzieISSN No. 0843-8544

EditorsWilliam SchleihaufMaurice D. Smith

Argonauta Editorial OfficeMarine Museum of the Great Lakes at Kingston55 Ontario Street, Kingston, Ontario K7K 2Y2

e-mail [email protected]: (613) 542-2261 FAX: (613) 542-0043

ARCONA UTA is published four times a year-January, April, July and October

The Canadian Nautical Research Society

Executive Officers

President:

Past President:

I st Vice President:

2nd Vice President:

Treasurer:

Secretary:

Membership Secretary:

Councillor:

Councillor:

Councillor:

Councillor:

James Pritchard, Kingston

William R. Glover, Kingston

Richard Gimblett, Ottawa

Peter Haydon, Halifax

Gregg Hannah, Kingston

Bill Schleihauf, Pointe des Cascades

Faye Kert, Ottawa

Serge Durflinger, Ottawa

Christopher Madsen, Toronto

Roger Sarty, Ottawa

Maurice D. Smith, Kingston

(

Canadian Nautical Research Society Mailing AddressMembership Business

200 Fifth Avenue, Ottawa, Ontario, KI S 2N2, Canadae-mail: [email protected]

Annual Membership including four issues ofARGONAUTAand four issues of THE NORTHERN MARINERILE MARINDUNORD:

Within Canada: Individuals, $55.00; Institutions, $80.00; Students, $35.00International: Individuals, $65.00; Institutions, $90.00; Students, $45.00

Our Website: http://www.marmus.ca/CNRS/

April 2004 - ARGONAUTA - Page 1

In this Issue

~~~l IPresident's Corner 2PIPED Act 2Notice ofMotion for 2004 AGM 3Argonauta Correspondence 3Research Queries 4News and Views 5Articles- Robin H. Wyllie "Maritime Provinces Steam Passenger Vessels" 8- William Schleihauf "Another Conspiracy Theory" ~ II- Lois A. Swanick "Maritime Source Material in the UK and Ireland" 12- lohn Crosse "West Coast Letter" 16- Commander Alan Zimm "A View from the Engine Room" 19- lillian Hudson "Songs of the Sea" 19Members' News 23Museums and Ships 24Advertisements 28

Editorial

In early April, I had the tremendousgood fortune to live aboard an actual battleshipfor four days: the USS Massachusetts,preserved as a museum in Fall River, was ableto host myself and ten other navalhistorians/researchers and provide bunks up in"Officers' Country." Yes, speaking as someonelong fascinated by big-gun ships, this was verycool indeed! Believe it or not, we could haveused even more time: battleships are big - andalongside the "Big Mamie" are the submarineLionfish, destroyer Joseph P. Kennedy Jr.,former East German missile corvetteHiddensee, plus the PT Boat shed.Nevertheless, this opportunity to look in detailat all these ships highlighted what is perhapsthe key ingredient to their success: the peoplewho run them. Some are paid staff members,without which the Museum couldn't function.Others are volunteers, who work aboard 'their'ships for the simple pleasure of doing so. Allare important.

This applies equally to every preservedship and museum I've ever visited: each onehas a core team ofpeople who don't just "down

tools" at quitting time - and these dedicatedprofessionals have auxiliaries on tap who helpout just for the fun of it. HMCS Sackville,HMCS Haida, the Maritime Museum of theGreat Lakes, the Vancouver Maritime Museumto name a tiny handful, all owe much of theirsuccess to their volunteer programmes. Smallerfacilities - the little summer-only museum inthe village ofPointe des Cascades where I live,is the perfect example - depend entirely onvolunteer labour for their survival.

In every museum I've ever visited, it'sbeen the volunteers who have made everythingreally come alive: Using Haida as an example(I know her particularly well), volunteers haverestored to working condition equipmentranging from a diesel generator to all four radiorooms with associated equipment - the RadioRemote Control System alone required over4,000 splices and connections! Every museumhas a similar band of unsung heroes. In thewords of one man I saw this month, carefullycleaning paint from all the tally plates on thebridge of the Joseph P. Kennedy Jr., "all ittakes is a little bit of time."WS


President's Corner

In my last "Comer"" I invited membersto get involved in their Society. Allow me tobe specific. The editors of our newsletter andjournal, Argonauta and The NorthernMariner/Le Marin du nord, respectively, coulduse some assistance. They are doing great jobs,but they could use a volunteer to work withthem to explore and develop advertisingopportunities for both publications by invitingspecial and general publishers of books ofmaritime history to place advertisements abouttheir newest books in our publications. Theeditors are busy getting out their respectivepublications and do not have time to seek outand encourage advertisers. We believeopportunities exist to increase our revenuesthrough advertising such that one dayArgonauta might be able to pay for itself. Ifyouwould~Tike to join the team please get in touchwith Bill Schleihauf, Maurice Smith, BillGlover or me, and we shall be delighted tointroduce you and get you started.

On Saturday, January 31, the membersof the Executive Council and our HonoraryMember met at the Marine Museum of theGreat Lakes at Kingston. Council recognizedthat the Society must reach out to otherlike-minded groups and exercise greaterdiligence in searching for manuscripts ofpublishable quality. To that end, Council agreedto assist our Book Review Editor, Faye Kert,who is planning to attend the 2004 meeting ofthe International Maritime Economic HistoryAssociation in Corfu, Greece. Council membersbelieve this action is a necessary part of doingbusiness as an independent organization andthat this will be an important opportunity tobroaden the Society's international profile. AsCNRS is the official Canadian representative onthe International Commission of MaritimeHistory, I hope all members agree.

Our membership stands at 284institutional and individual members. Thenumbers are slowly creeping up. So thanks toeveryone for your vote of confidence in thesociety's continued well being and your effortsto recruit new members. Prizes and awards are

an important port of our mandate, and I'mpleased to report that Council approved plansfor an exciting development in this area thatwill be announced at the annual meeting inMay.

Council also agreed to hold its annualmeeting in 2005 in the Hamilton, Ontario, area,a region where many of our members live, yet,one where we have never held an annualmeeting. Maurice Smith is applying his manytalents to organizing the conference. We hopemany naval veterans will plan to attend foramong several planned events will be atour/reception on board the rejuvenated HMCSHaida. Council also heard from Bill Gloverabout arrangements for this year's annualconference in Ottawa. This year's annualmeeting, about which more in this issue ofArgonauta, will be a special occasion and Iurge every member to try to join us. Finally,after making preliminary decisions concerningannual meetings in 2006 and 2007, Councilapproved establishing a special organizingcommittee to begin to arrange our conferencein 2008 to be held at Quebec City to celebratethe quadracentenary of the founding to theoldest French-speaking city in North America.This will be an exciting, event-filled occasionwith splendid opportunities for the Society topromote itself and the study of Canadianmaritime history throughout the land. To returnto the beginning of this "Comer," any memberwho believes that he or she has something tooffer and would like to get involved with thisnew committee under the chairmanship pro temof First Vice-President Rich Gimblett, pleaseget in touch directly with Rich or with me. Ilook forward to seeing you in Ottawa.

James PritchardPresident, CNRS

PIPED Act

I have been instructed by the ExecutiveCouncil to take this opportunity to announceour compliance with the Personal InformationProtection and Electronic Documents (PIPED)Act, which came into effect January 1, 2004.


The purpose ofPIPED is to regulate theprivate sector's collection, use, and disclosureof personal infonnation. The CanadianNautical Research Society (CNRS) iscommitted to protecting your personalinfonnation that you have previously providedas a condition of your membership. Personalinfonnation may include the following: name,address, telephone number, e-mail address,payment infonnation, and research interest.Your personal infonnation is not disclosed tounrelated third parties. Under no circumstancesdo we share or sell your personal infonnationwith anyone for the purpose of marketing ofgoods or services.

Effective April 2004, CNRS uses theabove infonnation to send you its publicationsand to communicate with you concerningannual conferences and matters concerningpayment of membership fees. By previouslyproviding infonnatio!,\ to us, you haveconsented to such use land disclosure. Whileyou may contact the CNRS MembershipSecretary any time to update your personalmembership infonnation, the new Actspecifically entitles you to write and requestaccess to your own infonnation to verify andcorrect it. Ifyou prefer that we do not use yourpersonal information to construct and publish inArgonauta the members' directory that we areplanning please advise the MembershipSecretary in writing and address your letter toP.O. Box 511, Kingston, ON. K7L 4W5.

If you have any questions please address yourqueries to me.

Yours truly,

James PritchardPresident, CNRS

Notice of Motion to Amend By-lawNo. 26 of the Canadian Nautical

Research Society to be made at theAnnual General Meeting at Ottawa

on May 29, 2004

A small matter of housekeeping hasappeared after a member noticed that By-lawNo. 26 is inconsistent with By-law No. 16. Thefonner does not include the First Vice-Presidentand the Second Vice-President among theofficers of the Society whereas the latter does.Therefore, be it resolved that By-law No. 26 beamended to include the First Vice-President andthe Second Vice President among the officersof the Society. The amended By-law No 26shall read (added words in bold type):

The management ofthe Society shall bevested in a Council consisting of thePresident, the First Vice-President,the Second Vice-President, theSecretary, the Treasurer, theMembership Secretary, the PastPresident and four Councillors electedat the Annual General meeting; and exofficio with voice but no vote, membersin good standing of the CanadianNautical Research Society, resident inCanada, who also hold office in othernational and international maritimeorganizations.

In accordance with By-law No. 40, thisNotice of Motion will be made at the AnnualGeneral Meeting of 2004 and voted on at theAnnual General Meeting in 2005.

Argonauta Correspondence

Sirs:The article by John Crosse on the end of

the Battle of the Atlantic in the JanuaryArgonauta is a valuable re-look as he says at afew months nonnally abandoned in an "It's allover!" attitude to wartime history.

I was at sea in the AlgerineWallaceburg in the Western Local EscortGroup W VIII in the weeks following "V.E.


Day" - supposedly the end ofthe war. We metan inbound convoy, still fully formed of about40 ships, and took the southbound portion(some had split off for Halifax and the St.Lawrence), ConvoyHN-355, southward towardNew York. This would have been about May24th or 26th

• I recall we were all quite relieved atthe "war's ending" but distinctly nervous aboutpossibly still offensive V-boats on the prowlthose that maybe didn't get the message (whichturned out to be indeed accurate) or theperceived danger of those hard-nosed die-hardC.O.s not prepared to quit - which turned out tobe practically nil. Our screen of Algerines andcorvettes were still very much on the qui vivreand we still carried out continuous all aroundAsdic sweeps and zig-zags all day. As far as wewere concerned the war was still very much onuntil every last V-boat was accounted for.

Then a message from Admiralty et aladvised that the following night the convoy andescorts, although remaining formed, couldsteam with all running lights on. I commentedto my e.O., LCdr John Bovey, that this wouldbe great, after 5 Y2 years absolute blackout. Cdr.Bovey growled "It'll be bloody hell ! You won'tknow where anyone is!" How right he was.When I came up for my Middle Watch, therewere bloody lights all over the ocean - white,red, green... and blue, yellow, chartreuse andwhatever. Looking at our radar PPI didn't seemto have any relationship to what one could seequite obviously over the bridge dodger. Soduring my watch we sort of swanned about inour general area, using the radar to avoidcollisions but wondering what sort offormationthe convoy was in. When fIrst light turned up,about 4: 10 a.m., my relief refused to take overthe watch until he gained some idea of wherewe were relative to the lead ships. We weresupposed to be in convoy escort diagramposition'S,' out beyond the left lead column,but were, in fact, close to position 'A,' well outin front of the middle column. Just then Cdr.Bovey arrived on the bridge and asked quietly"What's going on?" I explained: "We seem tohave got a bit out ofposition Sir, a bit too muchtoward 'A.' I'm just adjusting that, beforeturning over to the 1st Lieutenant... Sir."

To his credit, the e.O. simply smiledvery slightly and said, with a raised eyebrow,"Mmm-hmm!" As daylight arrived the convoywas in fact spread out rather like an oil stain ona pond, with not much resemblance to the neatrows laid down in orders. It was only as weapproached the still heavily mined verges oftheAmbrose Channel up into New York Harbourthat order prevailed for safety's sake and theships went neatly into 2 columns to wend theirwaym.

I later spoke to one of themerchantmen's Mates, who said the thing thathit him that night was how close all those otherships were when their lights could be seen,even at 5 cables' side to side and 2 cables asternof the next-ahead. In the blackouts it had beensort of nice to see the faint shadow of yourneighbours and know where they were in theblack. Now, by seamanship standards, theywere "too bloody close!" Hence the convoy allsort of spread out as Masters gave themselves alittle more sea room.• one cable is near enough 200 yards

Fraser McKeeEtobicoke, ON

Research Queries

HMSNeptune

Two retired Royal Navy offIcers,Commanders John McGregor and N. H. N.Wright, are investigating the sinking of thecruiser HMS Neptune, sunk19 December 1941,in which both of their fathers were lost.Neptune, along with the rest of Force B, raninto a minefIeld some 20 miles to the north eastof Tripoli. Neptune, with great loss of life,along with HMS Kandahar were lost, and thecruiser Penelope damaged.

McGregor and Wright are interested in:• the official position of

Neptune's wreck seems to be tothe north of the northernmostpart of the Italian Coastal MineBarrier, and one diver whoclaims to have visited the wreck


News and Views

Commanders McGregor and Wright canbe reached at:

67 Island WallWhitstable, Kent CT5 1ELUnited Kingdome-mail: [email protected]

•

•

•

puts it even further to the northwestdid any British aircraft dropmines that night?Italian and German recordsindicated that Britishsubmarines were operating tothe east of Tripoli, but thisdoesn't match British sourceswhy was there such a terriblylarge loss of life: there wasonly a single Neptune survivorreleased from Italian prisoner ofwar camps, whereas RadioRome claimed over 100Neptune crew were being heldin January 1942.

stroll on the bottom of Esquimalt Harbour in ahot-water suit.

Salvage of the GratSpee

In February, work began on the salvageof at least a few parts of the German "pocketbattleship" GraJSpee, scuttled December 1939off Montevideo. The ultimate goal is therecovery ofthe ship herself- the consortium isled by German financier Hector Bardo. So far,a few large pieces - including the rangefinderand director mounted on the foremast - havebeen recovered and brought ashore. The wreckis relatively shallow, some 20 metres deep, inthe very murky water of the River Plate. In1997, Mensun Bound salvaged one of her 5.9inch guns, and in 2003, were grantedpermission to begin the salvage operation. Avery good website, with superb 3-d renderingsof the wreck, is Thomas Schmidt's"3dhistory.de":

www.3dhistory.deSchmidt has also created amazing

computer "photographs" ofHMS Hood that arewell worth seeing:

www.hmshood.com

"First Annual" Annapolis Naval HistorySymposium

Despite what was reported in theJanuary of Argonauta, it seems that there maybe a new incarnation of the well-known NavalHistory Symposia that, pre-9Ill, were heldevery second year in Annapolis MD: too latefor inclusion in the last issue, the editorsreceived notice of "the First Annual AnnapolisNaval History Symposium" that was held 31March - 1 April that was held at the US NavalAcademy. The United States Naval Institutewebsite will be the place to watch for 2005:

www.usni.org/Seminars/seminars.htrnl

50th Anniversary ofNaval Clearance Diving

In March, the Canadian Navy'sClearance Divers had their 50th Anniversary to 'celebrate,' Rear-Admiral Jean-Yves Forcier,Commander Maritime Forces Pacific, took a

Company Granted Ownership ofthe SS Republic

In March, a US Federal judge grantedownership of the wreck of the Republic toOdyssey Marine Exploration of Tampa, whohave already salvaged some 52,000 gold andsilver coins from the wreck site. Odyssey,which already held salvage rights, petitionedfor title to the wreck - lying some 100 milessouth east ofSavannah Georgia - after reachinga $1.6 million settlement with the company thathad insured the paddlewheel steamer and thecargo and paid claims after she sank in ahurricane in October 1865. The company isusing a remotely-controlled robot to recovercoins and artifacts from the site, a40-by-120-foot area in 1,700 feet of water.Odyssey Marine have been working withNational Geographic to produce a documentarythat will be broadcast sometime this year.


HMS Beagle Found?

It seems that the remains of CharlesDarwin's Beagle may have been found: nearPotten Island on the River Roach, in Essex(UK), buried under 12ft of mud in anabandoned dock on the North bank of theRoach.

Winners of First Canadian MilitaryHistory Writing Competition

to Be Honoured

The competition, launched in October2003, focussed on the importance of CanadianMilitary History, specifically the impact of theBattle ofthe Atlantic on Canada's developmentas a nation, and was well received by localschools, teachers and students.

Dr Marc Milner, Professor of History,University of New Brunswick, Mr. MichaelWhitby, Chief of History, Department ofNational Defence and Donald Graves, historianand author formed the panel ofjudges.

The recipients and prizes are:

1. Tristan Kay - c.P. Allen High School $500.00 plus a book and a print of HMCSSackville for the school

2. Krista Raffel - Dartmouth High School $250.00 plus a book

3. Kristan Grout - Auburn Drive High School $125.00 plus a book

4. Hailey Smith - c.P. Allen High School honourable mention - a book

5. Blair Mason - c.P. Allen High School honourable mention - a book

The essays are available on HMCS Sackville'sweb site:

www.hmcssackville-cnmt.ns.ca

The Edward S. Miller Research Fellowshipin Naval History

The Naval War College Foundationintends to award one grant of $1,000 to theresearcher who has the greatest need and canmake the optimum use ofresearch materials fornaval history located in the Naval WarCollege's Archives, Naval HistoricalCollection, and Henry E. Eccles Library. Aguide to the College's manuscript, archival, andoral history collections may be found on theNaval War College's website:www.nwc.navy.mil.Click on "Library," then"Library Publications," then "Naval HistoricalCollection." Further information on thecollections and copies of the registers forspecific collections are available on requestfrom the Head, Naval Historical Collection:E-mail: [email protected]

The recipient will be a Research Fellowin the Naval War College's Maritime HistoryDepartment, which will provide administrativesupport during the research visit. Submit adetailed research proposal that includesstatement of need and plan for optimal use ofNaval War College materials, curriculum vitae,at least one letter of recommendation, andrelevant background information to:

Miller Naval History Fellowship Committee,Naval War College Foundation,686 Cushing Road,Newport RI 02841-1207,

by I August 2004. Employees of the US NavalWar College or any agency of the USDepartment of Defense are not eligible forconsideration; EEO/AA regulations apply.

Security role on the way for Canada'sCoast Guard

Extensive talks are under way betweensenior government officials from severalagencies that could see the Canadian CoastGuard being given a maritime security role forthe first time in its history.

Among the government bodies involvedare Transport Canada, the Royal Canadian


Mounted Police and the Armed Forces.Vancouver-based Terry Tebb, the CoastGuard's regional director for the Pacific Region,told Lloyd's List that discussions were wideranging and a raft of options were beingconsidered.

He said the Canadian Coast Guard hadalways focussed on maritime safety andenvironmental response, and a clearly definedrole in maritime security would be welcomedby most staff. It is hoped that a fmal definingrole and implementation plan will be in placeby the summer.

Although the Coast Guard has alwaysplayed a security support role through themarine communications and traffic servicesgroup, and has provided transport for othergovernment agencies including the RCMP,Immigration and Customs services, there is animportant parliamentary debate over a possiblenew security role for the Coast Guard.

This could include the introduction offaster, modem patrol boats to replace the ageingcivilian fleet. Mr Tebb stressed that there wereonly proposals at the moment. "The final planand role definition will have to get the greenlight from Parliament in Ottawa and have thesupport of other government agencies and theheadquarters of the Coast Guard," he said.

At present the Coast Guard has noenforcement role. It is a civilian organisationthat comes under Fisheries and Oceans Canadaand is responsible for fleet services for fisheriesscience and enforcement plus safe navigation,search and rescue, and environmental response.

The policing of Canada's 320 kmmaritime exclusion zone is done by the RCMP,which has its own boarding teams that operatefrom its own vessels and from Coast Guardships. Navy ships complemented by Air Forcehelicopters and aircraft augment the CoastGuard's search and rescue role. Mr Tebb said:

"There has been a good workingrelationship between all the services. TheRCMP calls us for help and we call them. Thereis also daily contact with the Armed Forces

through the Joint Rescue Coordination Centre.But there is also recognition that this informalsystem has its failings.

"There was general surprise from manymembers of the Canadian public when theyrealised the Coast Guard was not a maritimepolice force, unlike their colleagues south oftheborder," Mr Tebb said. "Consequently, theyhave welcomed and support efforts to give theGuard a security role."

Linked to the possible role revamp ofthe Coast Guard are plans by the Department ofFisheries and Oceans to introduce an automaticidentification system and long range vesselidentification and tracking network this year.The installation of the two systems is part of aC$I72.5m investment to strengthen marinesecurity that also includes the screening ofpassenger and crew on board vessels,installation ofequipment to scan containers andthe creation of permanent police investigatorpositions at ports. The Coast Guard will buildand operate the shore-based component ofAISand develop the long-range vessel trackingsystem. Transport Canada has ordered thatships are equipped with AIS, in line withInternational Maritime Organizationrequirements.

DEMS Branch, ReNA

The Royal Canadian Naval Associationhas a branch connected with those who servedin DefensivelyArmed Merchant Ships (DEMS)during the Second World War. The contactaddress is:DEMS-RCNAc/o Doug Sephton203 Anne St. NorthBarrie, Ontario L4N 4T4

Their January 2004 newsletter notes thatthere are still three active merchant navyorganizations: The Company of MasterMariners of Canada; Canadian Merchant NavyVeterans Association; and The League ofMerchant Mariner Veterans of Canada.

S. S. Strathcona


Looking Glass Press Maritime Provinces SteamPassenger Vessels

by Robin H WyllieVanessa Kooter has sent Argonauta thispress release, which may be of interest to someof our members and institutions:

Propulsion:

Specifications:Official Number:Builder:

Looking Back Press is a new imprint ofVanwell Publishing Limited located in StCatharines, Ontario since 1983. Vanwell haspublished well over 100 titles in Canada, andhas won international awards for several oftheir publications. Their major programme isCanadiana and with Looking Back Press as anew imprint, it now enables us to publish aspecific series dealing with local histories andrelated topics.

We are not a vanity press and thereforewe finance what is required to sell, market,publicize and distribute your books. Thus thereis no cost to authors, historical societies, ormuseums. Authors are paid royalties on allsales.

The format of the series is set to enableus to keep the price of these histories low, andtherefore accessible to more people, but we findthat it is very flexible and can encompassalmost any collection. This means that youcould compile a general pictorial history fromthe birth ofphotography to the 1960s, or focuson a much more specific approach orgeographic area.

The entire process of compiling andpublishing a book in this series usually takesfour to six months. We use the mostsophisticated technology av~ilable in publishin~

in the production of books III the senes, and Itis this that allows us to reproduce your originalimages to a high quality and retail the books ata low and affordable price. Our productionteam in St Catharines, ON takes great pride inthe care given to your images, and we will workwith you to insure you are comfortable with theentire process.

If this is of interest in recelvmg anauthor kit or for more information pleasecontact Vanessa Kooter at 1-800-661-6136ext.835 or email [email protected].

16276Mary E. Harlow,

Port Clyde, NSDate Built: 1903Gross Tonnage: 284Overall Length: 128.5 feetBreadth: 26.0 feetDraught: 9.6 feetEngines: 2 cyl. 17.5" x.3~" - 24"; 52 h.p.Engine Builder: Wl1ham MOlr & Co,

Halifax, NSsingle screw

History:

Nova Scotia's Eastern Shore iscomprised of a rock-strewn mass of islands,headlands and inlets stretching all the way fromHalifax to Guysborough. According toLescarbot, Basques had been trading withnatives in the area since the 13th Century.Guysboro' Harbour is described in detail in the1389 Zeno Narrative and, by 1604, when deMonts arrived on the scene, fishing stations hadbeen established by Norman-Breton and otherfishermen to exploit a lucrative shore-basedfishery.

The establishment of Halifax in 1749created a demand for lumber, and communitieswere established at a number oflocations alongthe shore where both water power andtransportation were available. Communicationsbetween these outports and Halifax was,however, rather spasmodic and dependant uponthe availability of outgoing cargoes, usuallylumber of fishery products.

While there are records of gold beingfound in Nova Scotia dating back to 1759, itwas not until 1860 that the first major fmd wasreported at Mooseland. Hundreds ofprospectors rushed to the area and gold wasfound in quantity at literally hundreds of

RGB1 \ H, WYlLie 2004

/

-----------

-!:--'i:c.<

SS Strathcona. A composite drawing from photographs in the author's collection.


locations. By 1912, it was recorded that913,625 ounces had been taken out of theground, a great proportion from the EasternShore.

With this new prosperity cameimproved transportation, regular schedulesand steamers. The City ofGhent, featured inthe July 2000 Argonauta, was one ofthe firstand her success led to the introduction ofother locally-owned vessels.

Strathcona was built in 1903 as areplacement for the 99 ton SS Wilfed C. builtin 1897. She was a typical Nova Scotia-builtwooden passenger-cargo vessel with ashallow draught , a wide beam and a cargocapacity of one thousand barrels. Built byMarry E. Harlow of Port Clyde, she is theonly local steamer recorded to date as havingbeen built at a yard operated by a woman.

The steamers owners, the Halifax andCanso Steamship Company Ltd placed her ona weekly run from Halifax to the saw milltowns, fishing ports and gold camps of theEastern Shore. The vessel left Halifax everyThursday for West River, Sheet Harbour, PortDufferin, Sonora, Isaacs Harbour, Goldboro,Port Hilford, Drumhead, Canso andGuysborough.

On Saturday, December 22nd, 1906,

Strathcona departed Halifax with thirtypassengers, her crew of ten and a cargo of anestimated eight to ten thousand dollars worthof Christmas presents and other goods. Justoff Beaver Light, in rough seas and a thickfog, she caught fire. The description of whatfollowed, although we have no record of anyrecognizance for the captain or crew for theiractions, stands out as a prime example of thepractical common sense and quick thinking,which appear to have been a major attribute ofthose who went down to the sea in coastalboats. The Halifax Herald reported thefollowing on December 26th

, 1906:

About half-past eight last night, whenjust outside Beaver Light, fire wasdiscovered. It appeared to be underthe saloon. It was seen to be

spreading rapidly and that nothingcould be done to stay its dreadprogress. Captain Abner Reid actedpromptly. He ordered full speedahead and directed the bow of theburning steamer to Smiley's Point,about halfa mile from Port DujJerinwharf. He also ordered the lifeboatsto be made ready.

... The flames were spreading withtremendous rapidity and the shippresented a lurid sight and herengines throbbed and she forgedahead at the top notch of her speedtoward the shore, where the captainhad determined to beach her.

It was a trying ordeal for the for theengineers, but they stuck to their postin the engine room until the flamesactually broke through and they weredriven out. When they left a full headofsteam was still on and the enginescontinued their revolutions, tal.:ing theburning craft towards the shore.

The man at the wheel acted withspecial heroism.. His work was allimportant and he stood by the wheeluntil the very last. The wheel ropeswere burned ojJ and the man wasalmost enveloped in flames, but hestood by hispost until the steamer wasdriven on shore and she was beachedat Smiley's Point, which Captain Reiddecided was the safest place. It wasalso the nearest...

No lives were lost, but the survivorsand crew lost all of their possessions. Some,having come ashore in their night clothes hadlost everything. Shortly after they haddisembarked, some barrels of kerosene in thecargo exploded and covered the water aroundthe wreck in a sea of flame.

From this point on, the story takes anodd tum into the realm of superstition,specifically that aspect which predicts thatdisasters come in threes. Strathcona burned atPort Dufferin in 1906; her replacement Scotia


burned at Drumhead in 1921 and Strathlorne,which followed roughly the same route beforecutting through the Strait of Canso to WestCoast Cape Breton ports, burned at IsaacsHarbour in 1926.

What was it about Nova Scotia'sEastern Shore and the three wooden coastalsteamers whose names began with the letter'S?' Coincidence, perhaps? However it isnoted that the Halifax and Canso SteamshipCompany's next vessel was the Chedabucto(see Argonauta, July 1990) an all-steel vessel,built in Dundee, whose name did not beginwith an'S'.

Sources:

Hartling, Philip L. Where Broad AtlanticSurges Roll, Formac Publishing Co,Antigonish, Nova Scotia, 1979.

Mills, John M. Canadian Inland and CoastalSteam Vessels 1809-1930. The SteamshipHistorical Society of America, Providence,Rl,1979.

Prest, Walter H. The Gold Fields of NovaScotia, The Industrial Publishing Co, Halifax,Nova Scotia, 1915.

Records in the collection of the PublicArchives ofNova Scotia.

Shipping registers in the collection of theMaritime Museum ofthe Atlantic.

Contemporary timetables, newspapers andalmanacs in the collection of the author.

Another Conspiracy Theory ThatDoesn't Hold Water

by William Schleihauf

It's unfortunate that several of thenewspapers belonging to the Canwest chain(such as the Montreal Gazette, Friday 2April), have recently given credence to thefable that the Americans bombarded thelighthouse at Estevan Point, British Columbia,and not our Japanese enemy. Even more

surprising is that The Beaver, the highlyregarded magazine of Canada's NationalHistory Society, chose to print the originalarticle by Norm and Carol Hall in theAprillMay 2004 issue. Entertainment valuedoesn't equate to real history - this talebelongs in a supermarket tabloid, not ahistorical journal (or newspaper, for thatmatter).

With no supporting evidence, the Hallsimply that the United States Navy bombardedthis remote stretch of BC coastline,supposedly to support Mackenzie King'sconscription bill. The timing was indeedfortunate for the Liberal Party, but a look athard fact proves that this was coincidence, notcollusion.

To begin with, the authors haveignored a related incident in Oregon. On the18th of June, 1-25 and her sister 1-26 wereordered by Rear-Admiral Yamazaki of theImperial Japanese Navy to bornbard targets onthe west coast of North America. One dayafter 1-26 shelled Estevan Point, 1-25 fired onFort Stevens, mistakenly thinking that it wasthe American submarine base at Astoria.Japanese submarines were technicallyimpressive, some so big that only modemnuclear subs exceed them in size, but theywere not well handled by the Japanese navalcommand. As a result, they sometimes didpeculiar things, and never lived up to theirpotential.

That brings up the issue of where 1-25mounted her gun. As stated in the Hall'sarticle, the 5.5-inch gun (strictly speaking, 14centimetres, or 5.51 inches in diameter) wascarried aft of the conning tower, and notforward. However... at the time, almostnothing was known of these big subs, and allphotographs in such references as Jane'sFighting Ships showed every class ofJapanese submarine with a gun forward - infact, that's where almost every submarineafloat carried them. Naturally, that's exactlywhat an observer, even a trained naval officer,would expect to see. This would becompounded by the fact that the bombardmenttook place at sunset, with the submarine to the

University Libraries. The CambridgeUniversity Library (www.lib.cam.ac.uk) andthe Bodleian Library, located at OxfordUniversity (www.bod1ey.ox.ac.uk). as well ~s

other academic libraries in the UK, contamexcellent resource material. For example, theCambridge Library has the TemplewoodPapers, containing the minutes of Ad<;>lfHitler's Fuhrer conferences on naval affaIrS(1939-1945), a sixteenth-century map ofZeeland, and two of the sketchbooks fromHMS Beagle. They also provide CD ROMslike "Shipfmder," an electronic index to theRegister of Ships. Many of these resourceswere not forwarded to the National MaritimeMuseum, as they are private collections onperpetual loan or specifically willed to theUniversity, so they cannot be transferred.Collections such as these should not beoverlooked as a valuable maritime resource.

Part 2Editors' Note: Louis A. Swanick's work wasrecommended to us by CNRS member EricLawson, so another thank you to the authorand to Eric. We also appreciate the support ofChristine Powell the Editor of the Institute ofNautical Archaeology Quarterly who, withgreat understanding also sent along a digitalfile, much to our relief. This is the second oftwo parts - the first appearing in the January2004 issue ofArgonauta.


west of the lighthouse. Not only would it be Maritime Source Material in thedifficult for the people on shore to make out United Kingdom and Irelandthe details of 1-25, it is very easy indeed to by Lois A. Swanickconfuse bow from stem under thoseconditions, particularly for low-lying vesselssuch as submarines. The light conditionswere also such that it would have been toughfor the submarine's gunners to pick out theirtarget against the dark, tree-line.d shorelin~:

the truth is that all things considered, theIrgunnery was actually quite good and their firstshells landed quite close to the lighthouse.

Anypolice officer, or historian, knowsthat no two people will see the same event thesame way. Eyewitness accounts also evolveas people get together and talk over what theyexperienced. Think about it: not only werethe people ofEstevan Point being fired at (an.drightfully preoccupied with thoughts of theIrown safety); to see the firing ship they had tolook a long way up-light in the direction ofthe setting sun. No wonder some thought theysaw more than one ship! Unfortunately forthe conspiracy theorists, the evidence showsthat only one vessel was present.

Finally, and this is, I think, theclincher. Everyone agrees that the shellswhich rained down around the lighthousewere 5.5-inch calibre. Fragments ofone werefound as recently as 1973 and are now in thepossession of the Maritime Museum of ~c.Well, not only were there no A1?encansubmarines with 5.5-inch guns dunng theSecond World War, there were no guns ofthatcalibre in the American naval service! Northe Canadian, for that matter.

As common sense suggests, theAmerican Navy - then preoccupied with theaftermath of the Battle ofMidway and eventsin the South Pacific - did not send asubmarine to bombard Canadian soil. Instead,it was a pinprick raid by one of two Japanesesubmarines then on extended cruises on thewest coast ofNorth America. Just like all thehistorical records say happened. Thereweren't even any aliens from outer spaceinvolved, either.

Ministry of Defence (Navy) HydrographicOffice-Wreck Section. The HydrographicOffice of the Ministry of Defence (UKHO)keeps a register of wrecks in the UK, andmany overseas, coastal waters. ~le theregister dates mainly to post-l913, It doescontain earlier known wreck sites. If thevessel being researched has a known wrecklocation, the best source for information is thenearest county or shire archives andpublications regarding the wreck. TheHydrographic Office maintains a computerindex of wrecks. For more details, go to


www.hydro.gov.uk/wrecks.htm!. Researchersare also encouraged to look into the UKROArchives (www.hydro.gov.uk/archive.html).The archives contain navigational surveys andcharts (dating from the seventeenth century),printed books and atlases (dating from 1528),as well as the surveys of James Cook, PhilipParker King, Greenvile Collins, WilliamBligh, Murdoch Mac-Kenzie, MatthewFlinders, and Francis Beaufort. The office alsohas atlases, maps and charts by Speed, Smyth,Jefferies, Des Barres, Seller, Ortelius, andWaghenaer. The UKRO assesses charges forresearch and reproduction.

The Society for Nautical Research. TheSociety for Nautical Research publishes TheMariner's Mirror and a quarterly newsletter.The Society also supports the MaritimeHistory Virtual Website run by Lars Bruzelius(www.bruzelius.info/Nautica/Nautica.html).This "virtual archive" provides links to sitescontaining maritime bibliographies, shipbuilding and naval architecture, seamanship,duties and health of officers and men, as wellas maritime and naval history, among others.A researcher hoping to locate historicalinformation for background is encouraged toreview this archive.

Historical Manuscripts Commission. TheHistorical Manuscripts Commission(www.hmc.gov.uk) provides information onthe existence, location, and nature of recordsto study British history. This Commissionmaintains the National Register of Archivesand the Manorial Documents Register. Bothof these registers can be accessed viaARCHON, an on-line electronic directory.This catalogue provides information on allrepositories in the UK, as well as allrepositories throughout the world containingmanuscripts noted in UK indices. TheCommission also develops and publishesguides for researchers investigating archivalmaterial.

Maritime Museums and Museum Ships. Inaddition to the National Maritime Museum,the UK has over 270 maritime museums andmuseum ships. An alphabetical listing of

these, by region, can be found atwww.cus.cam.ac.uk/-mhel000/marmus.htm.Choose the region you are interested in, thenlocate the county or shire (where appropriate)to find the local museum and/or museum ship.The National Register of Historic Vessels(www.nhsc.org.uk/nrhv) keeps three lists ofvessels: those in the "Core Collection," thoseon the "Designated List," and those that areconsidered "historic." Core Collection vesselsare over 13.7 m and were built in Britainbefore the end of 1945. The Designated Listcontains another 150 vessels consideredhistorically important. The National Registernow includes 919 vessels, with biographiesand some photos.

Science and Technology Museums. The UKhas an extensive collection of sciencemuseums dedicated to helping the publicunderstand "the history and contemporarypractice of science, medicine, technology andindustry." The National Museum of Scienceand Technology (www.sciencemuseum.org.uk/collections/index.asp) provides, among otherresources, information on marine engineering,marine and industrial equipment, as well asscientific and technical records. Details onborrowing materials from the ScienceMuseum Library and/or the Science & SocietyPicture Library are contained on the website.

Specific Information Sources The sourcesreviewed in this section provide detailedinformation on certain classes or types ofhistorical vessels (especially in the nineteenthand twentieth centuries) that can only beretrieved from specific locations. Librarians,archivists, and professional historians areknowledgeable, helpful, and proud of theircollections. They should not be overlooked asa valuable resource in recovering specifichistorical vessel information.

Naval Vessels. If the vessel underinvestigation belonged to the Royal Navy, theRoyal Naval Museum Manuscript Collection(including the Admiralty Library) and theImperial War Museum are recommended.Unfortunately, these collections are onlyavailable for research in person and an


appointment must be made with the curatorbefore access is granted. The Royal NavalMuseum Manuscript Collection focuses onthe social and operational history of the Navyfrom 1780-2000. More information isavailable at www.royalnavalmuseum.org/permanenCcollections/manuscripCcollection/manuscripts.htm. A guide to the materialsis available by mail.

The Admiralty Library focussed onexploration and hydrography from 1809 to thepresent, including some manuscripts recentlytransferred from the UKRa. The collection isbeing relocated to the Royal Naval Museumin Portsmouth, and a catalogue of materialswill soon be available at the website listedabove.

The collections in the Imperial WarMuseum focus on the naval history ofthe twoworld wars in the twentieth century. The newonline "At Sea" collections may beparticularly useful (www.iwmcollections.org.uk/atsea). The Collecting Group, located atwww.iwmcollections.org.uk provides a widevariety of materials. Directions for accessingthe various collections are included on thewebsite and vary based on the curators'preferences. See the website for furtherdetails.

On-line books, such as Ships oj theOld Navy, by Michael Phillips,(www.cronab.demon.co.uk/INTRO.HTM)provide a detailed resource for naval vessels.This book gives an anecdotal history of somenaval vessels' voyages, actions, and people(1780 to 1840). The source also includes somecommercial vessels hired for service aswarships.

Local naval research societies, such as theLiverpool Nautical Research Society(www.cronab.demon.co.uk/lnrs.htm)regularlypublish naval documents. This society alsopublishes a quarterly bulletin, as well as avariety of manuscripts. They are alsoavailable bye-mail ([email protected]) to answer questions regarding

all aspects of maritime history, especiallynaval history.

Arctic Exploration Vessels. The Scott PolarResearch Institute (www.spri.cam.ac.uk).located at the University of Cambridge,houses "the world's most comprehensivepolar library and archives." The archivesinclude documents from the Franklinexpeditions and Captain Scott's Antarcticexpeditions. The Thomas H. Manning PolarArchives contain items of Antarctic interest,including all parts of the continent andislands, as well as Arctic regions, specificallythe exploration of northern Canada,Greenland, and Svalbard. The Institute alsoholds a collection of artifacts, paintings,drawings, photographs, and other material.These collections are available for research inperson or at www.spri.cam.ac.uk/resources.The archive provides a "timesaver" service. Ifyou are planning to visit and have limitedtime, you can request this service for seventyfive U.S. dollars per day. The library willprovide you with a reserved desk, abibliography of up to one hundred records,publications brought to your desk, and freephotocopying by staff (up to fifty A4/lettersize pages per day). Additional services canbe arranged. If you are interested inunpublished information, you can contact theSPRI Archivist ([email protected]) foran appointment to view documents.

Immigration and Slave Vessels. TheNational Archives of Ireland TransportationRecords Database (www.nationalarchives.ie/searchO l.html) provides information onconvicts transported from Ireland to Australiabetween 1788 and 1868. Their collections alsoinclude records of convicts' familiestransported as free settlers. An index isavailable on-line. Of particular interest to themaritime researcher would be thetransportation registers, gIvmg someinformation on the vessels used to carryconvicts to Australia.

The Merseyside Maritime Museumprovides information on merchant vesselscarrying slaves (www.liverpoolmuseums.org.


uklmaritime/index.asp). Liverpool served ashomeport for many slave ships and several ofits prominent families were heavily involvedin the slave trade. Today, in addition to animpressive library, the Merseyside MaritimeMuseum houses the Transatlantic SlaveryGallery and hosts a website providing a tourof sites related to slavery in Liverpool.

Ship Building History. Local museums andarchives provide plans and reports from theship building yards. For example, theMerseyside Maritime Museum providesinformation on local merchant shipping, inshore fishing, wrecks/archaeological sites,naval actions, shipping companies, shipbuilding, etc. in their area. Details andordering instructions can be found atwww.liverpoolmuseums.org.uklmaritime/archives.asp.

Ifthe vessel was built in the Newcastleregion, the Tyne and Wear ArchivesDepartment (www.thenortheast.com/archives)in Newcastle-upon-Tyne may have additionalinformation. These archives contain records asdiverse as the North East Coast Institution ofEngineers and Shipbuilders, the North ofEngland Shipowners Association, SouthShields Marine College, and SunderlandPilotage Authority. The Tyne and WearArchive also holds records from local shipbuilders and owners, such as R & WHawthorn, Leslie & Company Ltd., Swan,Hunter Shipbuilders Ltd., Stag Line Ltd., andHall Brothers.

Local dockyard societies provide anotherresource. The Chatham Dockyard Societypossesses the transactions of the RoyalInstitute of Naval Architects. For a morecomplete listing of UK maritime museumsand dockyard societies, seewww.bruzelius.infolNautica/Museums/mmeugb.html. A list of building yards for navalvessels is located atwww.cronab.demon.co.uk/info.htm#build.This site, containing changing place names inthe Adriatic, Greece, and Turkey over the last150 years, might also be helpful in localresearch (www.cronab.demon.co.uk/info.htm#

place).

Shipping Company History. Information onshipping companies in the UK tends to beheld in local archive repositories, rather thanthe Public Record Office. In researching ahistoric vessel, often locating the name of theshipping companies that built or operated thevessel can provide excellent backgroundinformation. The National Register ofArchives directs researchers to the appropriatelocal archive for the shipping company ofinterest.

Registry of Shipping and Seamen. Locatedin Cardiff, Wales, this office can be reachedby phone (029) 2074-7333. The collectioncontains records of ordinary seamen (1870onwards), as well as records ofofficers (1913onwards), births and deaths at sea (1891onwards), crew lists (1979-1990) and anindex to ships' official numbers.Unfortunately, this resource is not yetavailable on-line. Seewww.rootsweb.com/lJ.villbig/RevFiles/v5n5r5.htm for details on ordering the publishedresources. If you are interested in passengerand/or crew lists, it is advisable to review thefollowing website, organized by time period(www.cityoflondon.gov.uk/leisure_heritage/libraries_archives_museums~alleries/assets

/pdf/pb_passengeccrew.pdf). The siteincludes information on crew lists(1747-present), merchant seamen lists(1835-present), births, marriages, and deathsat sea (1854--1964, with some gaps), andpassenger lists (1890-1960).

Online Guides to Maritime Research. Somewebsites provide helpful advice to researchingmaritime history online. For example, PeterMcCracken, a Reference and InstructionalLibrarian with the University of WashingtonLibraries, hosts a site specifically tailored tomaritime research (ils.unc.edu/maritime/shiprsrch.shtml). Public entities such as thePublic Record Office and the NationalMaritime Museum both give helpful advice intheir leaflets sections.


Merchant Marine, Navies, and Mariners.This fascinating website (www.marinersl.co.uk) provides resources and informationon the Merchant Marine and Navy of the UK,the United States, Canada, Norway, Denmark,Australia, New Zealand, the West Indies,Germany, and Finland. This eclectic resourceincludes alphabetical listings ofLiberty Ships,as well as merchant vessels in the service ofthe East India Company (1601-1832). Thereare links to Australian mariner lists and aninternational list ofWorld War I shipbuilders.While the site is a gold mine of information,the organization is difficult to master.

In conclusion, the resources availablein the UK provide a rich collection ofmaritime information. This report merelybegins to orient the researcher to the extensivecollections and information available. Giventhe present trend to make these resourcesavailable on the Internet, it is likely that futuregenerations will have even more informationavailable.

Acknowledgments: Thanks to Jim Kemp,Richard Sadler, Emma Taafe, and BarbaraJones, with Lloyd's ofLondon, as well as AbiHusainy ofthe Public Record Office, for theirassistance, as well as Daren Swanick, whoassisted in the research. Finally, I would liketo gratefully acknowledge the assistance ofcountless librarians, historians, researchers,and archivists who generously gave of theirtime and expertise. Their work made thispaper possible.

West Coast LetterBy John Crosse

Prior to the arrival ofBritish Columbia(BC) Ferries in 1962, the fishing and towboatfleets were the biggest on the West Coast. Ihad been meaning to devote this letter totelling a bit of the history of our commercialfishery, but somehow or other an old boat gotin the way.

The best place to start our story isdown at the Britannia Heritage Shipyard, onthe waterfront at Steveston, at the mouth of

the Fraser River. The original yard dates from1889, but was incorporated anew only adecade ago and has since done much to givevisitors a glimpse of the early industry. BCdidn't enter confederation until 1871, and theHudson's Bay colony on Vancouver Islandwas not established until 1834. But the FraserRiver was the hub of our earliest endeavours,the Bay having built a trading post upriver atFort Langley in 1827. There was alwaysfishing in the river, but by 1887 the federalminister in Ottawa was able to report thatthere were now 12 canneries on the river, andsix elsewhere. He also added that twoschooners had been seized by the UnitedStates and a further two wrecked. It is theseschooners that we shall come back to in amoment.

The fleet that fished at the mouth ofthe Fraser were small sail-and-oar-poweredboats awaiting the salmon runs as they enteredthe river. The schooners were an entirelydifferent breed. In Canada we tend to think ofschooners as Grand Bankers or vessels likeBluenose, but here on the West Coast we hadonly a motley collection of old vessels,assembled to exploit the pelagic fur sealfishery. The pelagic fur seal, Callorhinusursinus, is a much different species to thePacific harbour seal, Phoca vitulina, which wesee around our coast today, or in theVancouver Aquarium.

Back in the 19th century pelagic furseals in their millions bred on the PribilofIslands, way up in the Bering Sea, and eachFall took offon their annual migration aroundthe North Pacific, moving slowly in a counterclockwise direction. The fishery was both anAmerican and a Canadian enterprise, butpretty soon, concentrated on the slaughter ofseals on and around the Pribilofs. So much sothat the cull was rapidly diminishing, and,through the insistence of the AlaskaCommercial Company, who had exclusiverights to harvesting on the islands, the USGovernment, in 1881, unilaterally banned allpelagic seal hunting north of a line drawnfrom the tip of the Alaska Panhandle to theInternational Date Line.


This created a bigger problem for theAmerican schooners than for the Canadian,who in those days were still protected by thelong arm of the British law in London. TheAmericans had no such redress.

Fast forward a few years later to aquayside in Puget Sound, where an event istaking place which will change the face of thePacific Northwest for ever. On 18th July 1897twelve miners walk down a gangway inSeattle, each with a suitcase filled with gold.The ensuing Gold Rush to the Klondikebrought prospectors in their tens ofthousandsfrom around the world. Vessel transportationto take them north was at a premium.

Back on the Eastern Seaboard, sailwas rapidly giving way to steam, and someenterprising tyros in Philadelphia found anoutdated pilot schooner and sent her round theHom, where she ended up in Juneau, Alaska.Thus began the career of the Thomas F.Bayard on our coast. To start off, under theAmerican flag, she carried passengers andtrading goods from the Puget Sound area toSkagway, at the top of the Alaska Panhandle,or to St Michael, way north in the Bering Sea,to be transshipped there to paddle-wheelersfor the 1,500 mile journey up the YukonRiver. This trade occupied the Bayard until1906, when the gold was beginning to run out,and she swilled around in Port Townsendharbour for a year before being 'sold foreign.'

By 1907 the policing patrols ofthe USRevenue Cutters in the Gulf of Alaska hadvirtually eliminated any chance of anAmerican schooner turning a profit, whereasacross the water in Victoria, Canadianschooners were still marginally profitable.They might sometimes have to seek seals asfar south as California, but often they sailednorth, risking seizure by a US cutter,gambling on the protection of the Britishgovernment to bail them out. To avoidconfrontation, they even hunted far to thewest, almost to the Japanese islands. Twicethe Bayard shipped native hunters, from FirstNations communities up the coast onVancouver Island, but in 1911, byinternational agreement, the fishery wasclosed down for good.

About that time, our Department ofMarine & Fisheries was looking for areplacement for the Mermaid, their first lightvessel at the mouth ofthe Fraser River. Lyingidle in Victoria were the remains of theCanadian pelagic fleet. Bayard's hull was inthe best shape, so they reequipped her in NewWestminster. She lost her bowsprit and sailsand was converted her into Sand HeadsNo. 16, where she remained until 1957, whena permanent steel tower was built to replaceher.

From here on her existence issometimes shrouded in mystery.Incongruously fitted with a palapa thatchedroof, she acted briefly as a tropical island fora US religious group in Princess Louisa Inlet,but by 1965 she had washed up in EnglishBay, where a young Len McCann, then aneophyte curator at the Vancouver MaritimeMuseum, remembers crawling around her,beached among the industrial grime ofwhat istoday's trendy Granville Island.

She next appeared in a slightly dolledup version as a chicken farm in MosquitoCreek, across the harbour from the Seabus, inNorth Vancouver.

There the Vancouver MaritimeMuseum bought her and towed her over toSterling's Shipyard, the last wooden boatyardin the harbour. She was pretty far gone, the rothad to be cut away and new bulwarks fitted.But the provincial government chipped in, andSenator Ray Perrault presented us with a newharbour to put her in. When all was ready shewas towed round to Heritage Harbour and thetask of restoring her began.

But Vancouver, despite its port, isreally not a maritime city. It was created toprovide an ocean outlet for the CanadianPacific's dream of an Imperial Route to


The Thoma8 F. Bayard Restoration Society

China. Few immigrants, other than the illegalones, arrive by sea, most come in by plane,landing on Sea Island, the site of VancouverInternational Airport. In earlier days theycame by train, taking the long trek across thecontinent after landing by sea from Europe.Vancouver used to be referred to as the end ofthe railroad tracks.

Be that as it may, the Museum and theThomas F. Bayard Restoration Society,formed to put her back in commission, failedsingularly to achieve their purpose. She was insuch bad shape that she would have neededvirtually a total reconstruction to make herseaworthy and nobody in Vancouver wasprepared to layout that sort of money.Heritage Harbour became needed for otherpurposes. She was towed back to Sterling's,

but finally found a billet hard by theChromedorne at the head of False Creek.There in September 2002 she sank on us.With her back broken, she was only fit forbreaking up. But not before InternationalYacht Restoration School, a Newport, RhodeIsland organization currently restoringCoronet, built in the same Brooklyn yard asBayard, examined the wreckage with amicroscope to learn what they could of hermethods ofconstruction. Thus in Coronet shewill sail again. Meanwhile, through herpresence among us, we have learnt a greatdeal about our maritime heritage, and heranatomy has been so carefully detailed thatwhen the time is ripe, if ever we need to, wecould easily build a replica ofone ofour mosthistoric vessels on the coast. After all NovaScotia did it with Bluenose II


*****Reverting briefly to my mention of

Operation Apollo in the last issue, DND intheir wisdom decided that they needed a warartist in the Gulf, so west coast's John Hortonwas flown out for a week to record hisimpressions. From these he has produced sixbeautiful oil paintings, now available asquality prints. Click onto www.johnhorton.cafor details, or if you are more interested incruising our west coast this summer, trywww.mapleleafadventures.comfor a week on another of our historic oldschooners.

A View from the Engine Roomby Commander Alan Zimm, USN (ret'd)

Editors' Note: this anecdote, extractedfroma larger e-mail list thread, gives us a quickpeek into real-life machinery spaces. Alan is,ofcourse, an Engineering Officer.

Maintaining line of bearing is a pain,for two reasons: first, the guide is the leadship, and (unless you have radar) guide isoften obscured by the ships between you andguide. So, as an expedient, most often you areforced to guide on the adjacent ship. So, whenhe makes a little adjustment, you make anadjustment, and the next guy down the line,until you get a "crack the whip" effect wheresmall course and speed adjustment getamplified in a ripple effect up and down theline.

Then, there are also the deck officerswho don't understand the plant, and try tomicro-manage their speed and stay withinimpossible tolerances in formation keeping.One Officer-of-the-Deck used to call for bellchanges in one-RPM increments. We had oneguy who was infamous for this - up one RPM,down one, up one, down one, about everyminute or so. So, after one evolution, wesecured the special sea detail and I came up tothe wardroom to hear this fine fellow boastingto all and sundry how fine-tuned he was withthe ship, and the exactness of his manoeuvercontrol. He was considerably deflated when

I told him that there was no way mythrottlemen could go from 175 RPM to 176RPM with any consistency, that the helmsmanwas making the RPM oscillate back and forthby two RPM just by moving the rudder inresponse to his dam'fool constant coursechanges (by one degree), and besides it was aroyal pain in the posterior that tended to wearout my throttle linkages and so thethrottlemen had standing order from me to setthe throttles at his mean RPM and then not totouch them again unless he asked for fourRPM or more difference offbase speed, and Iwas pleased to hear that we maintainedstations so well for him by that method. So hecomplained to the Captain, who smiled andtold me that I really shouldn't do that again,and in response to that the 'A'gang guys cutoff the water and power to the bozo'sstateroom ("snipes stick together!").

And so, the morale of this story is: theengineers really do rule the world!

Songs of the Seaby Jillian Hudson

Introduction

This project was created for two mainreasons: first, to satisfy the requirements ofmy University of Victoria Arts & WritingCo-op work term, which required from me awork term report. Second, to satisfy myunquenchable curiosity!

For the summer of 2003, I wasemployed at CFB Esquimalt in Victoria, BC,as a tour guide. As soon as I started my workterm, I was engulfed in endless historical factsand tidbits. When was CFB Esquimaltfounded? Who founded it? These questions,and many more, were slowly researched andanswered, with the final result being a headfull ofCanadian naval history and an in-depthknowledge of CFB Esquimalt and itsdockyard.


CFB Esquimalt

1'd like to start fust by explainingwhat CFB Esquimalt is and what it is allabout. CFB, or Canadian Forces Base,Esquimalt started in the 1850's with somewooden huts built as hospitals during theCrimean War. Great Britain then increased itsnaval presence in the area to help defend itsinterests in the valuable resources available allover Vancouver Island. The actual base wasestablished in 1865 to provide supply andmaintenance facilities for the fleet ashore. In1905, Great Britain handed over control oftheDockyard at CFB Esquimalt to Canada, and in1910 the Royal Canadian Navy was created sothat Canada could begin to defend itself.

Currently, CFB Esquimalt employsapproximately 5,100 employees, 3500 ofwhich are military, and 1,600 civilian. It iscomprised of more than 10,000 acres across15 different sites, the two main sites being

Naden (the administrative centre for the base)and the dockyard (the centre for ship repairand maintenance).

There are over 40 heritage buildingson the base, the oldest of which is ResidenceNo. 1 (pictured below), built in 1879.Compared to European history, thesebuildings are babies. For Canada's WestCoast, however, these are valuable parts ofhistory. The tours I conducted throughout thesummer were a way ofletting the public knowwhat goes on in the dockyard, as well as whatgoes on in general in the Canadian Forcestoday.

My Job

My job began with a month long (orsummer long!) session of intense training onCFB Esquimalt and the tour programme.There was so much to learn! The more Ilearned, the more my desire for knowledge


grew. After firmly cementing the Naden andDockyard tour into my mind andunderstanding it, I started to dig deeper. Whois the Royal Navy? Who is the RoyalCanadian Navy? I was delving into the historybehind the base, which is vitally important tounderstanding the base now. I then started toresearch navy trivia. So many everyday termsand items come from navy history. Bellbottom pants originated in the navy: they wereeasy to roll up past the knees so they wouldn'tget wet while the sailors were swabbing thedecks. The word bloody, used by sailors andnon-sailors alike, is a corruption of the piousoath "By Our Lady."

When it came to deciding on a projectfor the summer, my supervisor, ActingSub-Lieutenant Melanie Graham, suggestedthat I work on a navy and merchant navymusic project for my work term report. I am,after all, a music student. It is hard to findpre-fabricated work term placements suitablefor music students, so we must make our ownopportunities. A music project was a perfect~ay of,tying my job into my career prospectsIn mUSIC.

The only music ever mentioned on thetours of the base is that of Naden Band, amilitary band, which works out of Naden. Idecided to dig deeper for the sake ofthe tour,and for my own knowledge. I am particularlyinterested in choral music, since I am studyingto become a choral educator, and wastherefore fascinated to find out that navymusic started with singing. My insatiabledesire to learn resulted in a research project

that outlines music in the navy, past andpresent. My hope is to give the reader an ideaofwhat navy music is all about, including alsothe history behind the music, so that thereader will then create his or her own interestin the subject and carry on the tradition ofnavy mUSIC.

~

The Music ofthe Seas

The crowd waits eagerly for the musicto begin. It is the middle of July, and thewhole town has come out, daring the middayheat to hear the band play. Rows ofimmaculate uniforms stand motionless in themiddle of the street, the brass of theirinstruments glinting in the sun. Finally, theconductor raises his arms, the crowd hushes inanticipation, and the band begins to play.

I remember that energetic atmosphere,with the fanfare of the trumpets and the rollsof the snare drums echoing through thestreets, the bass drum shaking the groundbeneath me. That is what I think of when Ithink of West Coast Canadian naval andmilitary music. I was always so impressedwith the perfection of the band's look. Themembers' uniforms were always crisplyironed and their hats placed just so on theirheads. As a child, I always enjoyed the bellsand whistles oftheir marches. As an adult andmusic student, however, I have also learned toappreciate it. There is an enviable amount oftightness in a military band, an ability to worktogether as one instrument; I always wishedmy high school band could sound like that.


Military music on the West Coast ofCanada started in the 1920's with naval bands.Several ofthese bands were created to providemusical support for HMCS Naden during thepre-World War II era. They performed forparades on the base, for monthly churchparades, and even in parades through thestreets ofEsquimalt, Victoria, and Vancouver.During World War II, the number of militarybands in Canada grew to 18, three of whichwere assigned to serve aboard ships. One ofthese was Naden Band.

Naden Band

Naden Band wasformed in August, 1940,and soon became knownas one of the best ofnavy bands. "The actualband history dates from1940. However, it hasbeen possible to researcha pre-Naden volunteer

band back to 1932 and this is presented as itshistory is every bit as important as the officialband to the musical climate in Esquimalt."1During the Second World War, Naden Bandkept up civilian and military morale withconcerts, dances and hundreds of radiobroadcasts. It also helped the governmentraise money for the war effort through WarBond Drives. While the end of the warbrought demobilisation and disbanding ofnavy bands, the Naden Band continued tooperate.

The members of Naden Band aremulti-talented and able to perform in a varietyof venues, including concert, stage, andparade. There are at least nine different groupswithin the band that members can belong to,specializing in anything from Dixieland musicto symphonic masterpieces.

The Naden Band itself is a 35-piecesymphonic concert band. The group plays a

CP02 Jack Mirtle, The Naden Band: A History(Vi~!oria, B.C.: Jackstays Publishing, 1990),p. VII.

variety of great musical styles, from classicalto jazz and contemporary. The band worksincredibly well and tightly together as awhole, but also as accompaniment for soloists.The concert band gives a large number ofperformances every year, attending military,civilian and charity functions. The band isalso a great way to get kids excited aboutmusic and the military, and it frequently visitselementary and secondary schools as well asuniversities for educational concerts. Thisyear, I managed to get the Naden Band tocome out and play for the Dockyard ToursInaugural Bus Tour Celebration. They addeda huge amount of excitement to the day, andwere inspiring in their collective musicalknowledge and ability!

A group that many people willcorrelate with military is the parade andmarching band. This group has thequintessential military sound and look: crisp,invigorating marches with choreographedmarching displays. Not only are they talentedmusicians, they are also very coordinated, andable to play extremely well despite theturbulence of marching around!

A much more laid back ensemble isthe Dinner Group, which is a 10-pieceensemble that provides background music formilitary and civilian functions. After playinga variety of music throughout dinner, theensemble plays regimental marchesappropriate for the occasion.

The Naden Band also has a woodwindquintet, called "Naden Winds." It consists offive musicians, who play a variety of


traditional and contemporary woodwindpieces. The group is suited for smaller venues,however often participates in concerts andreceptions of various sizes and holds masterclasses for high school and university-levelstudents.

"Naden Brass is another quintet, andhas a very broad repertoire of brass musicfrom the renaissance, baroque, classical andromantic eras. The quintet is able also tocross-over into jazz, swing and popular music,making it very versatile and easy to appreciateby an audience full of diverse musical tastes.

For those who like to dance, "PacificSound" is the common choice forentertainment. This l6-piece band is knownfor playing all the great big band charts fromthe 1940's, as well as other great styles ofmusic appropriate for dancing, such ascha-cha, samba, tango and of course, thewaltz. "Pacific Sound" enjoys delving into themodem side of jazz as well, playing swing,funk, latin and blues charts for audiences atspecial events, festivals, and concerts.

The Naden Band Jazz Quintet is asmallerjazz ensemble that caters to receptionsand cocktail parties. They specialize in lightjazz and pop appropriate for intimateatmospheres and small concerts.

One ofthe most high-energy groups inthe Naden Band would be "Salty Soaks." Thiseight-instrument ensemble is made up of avariety of instruments that give it a uniquesound: sultry, like the clarinet, but bright andjovial at the same time, like the brass. Theyplay everyone from Fats Waller to LouisAnnstrong, all in the exciting flavour ofDixieland Jazz.

The [mal ensemble is the septetcombo, called the "Seven C's." This groupbrightens up dinners, dances, festivals andconcerts with mainstream jazz, swing, rockand pop.

This is the modem Naden Band. It is aversatile band, with musicians who have notonly high levels of skill, training, and talent,

but also a huge passion for the music theyplay. Two popular and very important piecesfor the Naden Band and Canadian Navy itselfare Heart o/Oak, and the navy hymn, EternalFather, Strong to Save.

To Be Continued

Members' News

You may recall that the OctoberArgonauta mentioned Jim Delgado's trip toGreenland and expedition to the wreck of theFox. The April 2004 issue of the US NavalInstitute's Naval History carries Jim'sexcellent summary - "Toward No EarthlyPole."

Society members might like to knowthat in March 2004, Rich Gimblett waspresented the Robert I. Hendy DistinguishedAchievement Award by Vice-Admiral (Ret'd)Gary Garnett, Maritime Affairs Chair of TheNavy League of Canada. The awardrecognizes Rich's achievement in increasingpublic awareness of maritime affairs. Inaddition to his many publications, Rich was acontributor to the Navy League paper,Canada, An Incomplete Maritime Nationreleased in 2003. (The Navy League wasinvited to appear before the Senate StandingCommittee on National Security and Defenceon the strength ofthis paper.) Rich's book onOperation Apollo The Canadian Navy and theWar Against Terrorism, 2001-2003 will bepublished by Magic Light Books of Ottawainn June 2004.

Bill Wilson has provided somebackground information on CommodoreHendy and the Award:

Bob Hendy was a pre-war VolunteerReservist in Toronto. When the balloon wentup, Bob immediately went on active service,and remained so until the fall of 1945. Hebecame the Commanding Officer in Yorkshortly after, and got the Division started onthe peacetime course.


Due to the amount ofwarship traffic inthe Great Lakes, HMCS York wasoverburdened with requests for support. Bobwas promoted to Commodore and appointedSNOT (Senior Naval Officer Toronto) to takeup some of the slack. He was the firstpeacetime Reserve Commodore in the historyof the Commonwealth fleets, and the secondReserve Commodore in the history of theRCN. (Commodore Brock RCNVR wasappointed during the war as head of theReserves.)

When the three distinguished Admiralsdecided to created the "Admirals Award" forservice to the Navy, the first recipient wasCommodore R.I. Hendy, VRD, the onlyReserve Officer ever to receive the award.

Maurice D. Smith adds that BobHendy was among the early supporters ofyouth leadership training in sail and served onthe board of the non-profit charity, TorontoBrigantine Incorporated, owner of thebrigantines Pathfinder and PlayJair.

John Harland's capstan monographhas just been published: Capstans andWindlasses: An Illustrated History oJtheir useat Sea, Pier Books, Piermont, NY and DupontCommunications, Florence, Oregon([email protected] and [email protected]).Pages vii +130. Heavily illustrated. Cardback.ISBN 0-9657205-4-3. US$20. Chapters aredevoted to the following topics: thedifference between Reel- andTraction-winches; the early Steering Wheel;Cunningham and Jarvis Brace-Winches; theanatomy of capstans and windlasses, and theunderlying mathematical underpinnings oftheir working; weighing anchor; geared andnon-surging capstans; the Norwegian whalingwinch; the origin and development of themodern self-tailing sheet -winch.

Dan Harris at his own admitted ageof eighty-eight continues to be a powerhouseof writing and publishing. Keenly awaited ishis own wartime memoir as a naval attache inSweden, while just completed is his researchabout the Sheldon Families ship construction

in Sweden during the 17th and 18th centuries.A paper about the Sheldon Special Purposevessels appeared in the February 2004 issue ofMariners 'Mirror. In the Conway 2004 Age ojSail he contributed one section about theEnglish shipwrights in Denmark and Swedenwhile in the upcoming 2003/2004 annualWarship Dan has a chapter about an early gasturbine ship. Dan of course, continues as theever prolific book reviewer for The NorthernMariner and the Mariners' Mirror. Dan'snext port of call: the Maritime HeritageCongress at Karlskrona at the end of July2004.

Jonathan Moore has been kindenough to send a copy of his paper "AnotherLook at the Fate of Kingston's Warships"(Historic Kingston, Volume 51, 2003) to theMarine Museum of the Great Lakes atKingston.

Museums and Ships

Ghost Detectives Seek Battleship Spirits

In February, the Associated Pressreported that ghost-hunters have beencombing through the battleship NorthCarolina with recording devices to try todocument the night watchman's reports of"haunts."

For 27 years, Danny Bradshaw hasbeen the only person onboard after the retiredwarship closed to tourists. He said he has hadperiodic run-ins with former crew memberswho seem to have never left, described in hisself-published Ghosts on the Battleship NorthCarolina.

Ghost-hunting sleuths of the groupSeven Paranormal Research brought aboardelectromagnetic and temperature detectiondevices, and stationed motion detectors inseveral parts of the ship.

The group, following Bradshaw'sadvice, decided to focus their initialinvestigation on the battleship's port bow,where five of the ten members of the crew


killed in action died on Sept. 15, 1942, whena Japanese torpedo struck the front ofthe ship.

Bradshaw said the spirits are normallyinvolved in harmless haunting. "But a fewtimes I've felt a cold and evil feeling," he said.

www.battleshipnc.com

Battleship USS New Jersey Needs MoreTourists, Funds to Stay Afloat

Also in February, AP reported that theUSS New Jersey, now retired to Camden NJ,has been drawing only a little more than halfher target of 300,000 visitors per year. TroyCollins, the ship's Chief Executive Officer,says that if she can get a state operatingsubsidy of $1.5 million, roughly the size ofthe ship's deficit for each of its first twocomplete years, she can become a far bettermuseum.

Last fall, less than a year after acorporate reorganization the ship, laid offthirteen employees. More cuts will be madelater this year to the museum's staff of 85 ifstate help doesn't arrive, Collins said.

www.battleshipnewjersey.org

Submarine Olympus On Her Way Home

The O-class submarine Olympus,acquired by the Canadian Navy in 1989 fortraining (but never commissioned) is beingreturned to the UK for preservation as amuseum ship. She was built for the RoyalNavy in the early 1960s byVickers-Armstrong in Barrow-in-Furness, andis therefore an excellent selection by theSubmarine Heritage Centre, who will besetting up a visitor centre inBarrow-in-Furness centred on submarines.

www.submarineheritage.com

Museum in Docklands

(Courtesy ofDavid Pollock) The Portof London Library & Archive contains anoutstanding collection of material relating tothe conservation ofthe river, the operation ofthe enclosed docks, port management,employment and social history, together with

material specifically collected to chart thewider-ranging changes which have takenplace in Docklands since 1979. Aroundseventy per cent ofthe collection is formed bythe archive of the PLA and its predecessordock companies and river conservancy bodies.Until its formal transfer to the Museum ofLondon, in 1986, this material formed thelargest single collection ofbusiness records inprivate hands in the United Kingdom. TheLibrary & Archive is the intellectual platformwhich supports the whole development of theMuseum in Docklands. It is an outstandingresource which will enrich the Museum'sdisplays and educational programmes,publications and curatorial activities.

Already London's single mostimportant source for those wanting to studyDocklands past and present, and will continueto be so once operational at the newMuseum's location at West India Quay, wheremore space and better facilities have increasedboth physical and intellectual access.

www.museumindocklands.org.ukl

Maritime Museum of British Columbia

Michael Harrison sent the following toMARHST-L this past March:

Many thanks to those of you whoresponded to my plea for moral support in theeffort to preserve the Maritime Museum ofBritish Columbia. You will be pleased to hearthat the Provincial government has at leastgranted us a stay of execution with acontribution of a portion of the rental fees,which together with a rent reduction offeredby the Museums landlord - a different branchof the same government - will allow themuseum to remain open for at least the nextthree years. At the end of this time howeverthe Provincial contribution will cease and theMuseum must be on a firmer financial footingand in effect be self-supporting.

U505 Being Restored

The German submarine, captured bythe United States Navy on the 4th of June,1944, is currently closed to visitors: she's


being moved to a new enclosed gallery, andcurrently under restoration. The website ofChicago's Museum of Science and Industryhas more information:

www.msichicago.orglexhibitlU505/

Paddle Steamer Tauershall Castle

Previous issues of Argonauta havedescribed the plight of this vessel, previouslymoored in the Thames in London (UK). Afterher "refurbishment," she is scheduled toreturn to the Embankment in June ofthis year.There is a little more information at:

www.thetattershallcastle.co.uk

Improvements at the RN SubmarineMuseum, Gosport

Work has started on the £3.1 millionproject to expand the Royal Navy SubmarineMuseum in Gosport. The linchpin of theproject is the futuristic-looking JohnFieldhouse Building, named in honour of thelate Admiral of the Fleet Lord JohnFieldhouse of Gosport, the most seniorsubmariner in history.

Resembling a submarine, theFieldhouse Building will house the museum'seducational collection, the historic X-craftmini-submarine HMS X24, a science gallery,additional space for exhibitions, and alecture/corporate entertainment area. TheHeritage Lottery Fund gave a £2 million granttowards the cost ofthe building, which shouldopen early next year.

The Mighty Calvins ofGardenIsland: Shipbuilding and Timber

Rafting 1836 to 1913By Maurice D. Smith

A Special Exhibition to Open June 6,2004 at the Maritime Museum of theGreat Lakes at Kingston, Ontario:

April, May, June of Confederation Year11,000 Sticks of Timber

The mighty Calvins of Garden Islandnear Kingston Ontario were mostly in the

forwarding trade. Their chief concern wasmoving the sticks of timber delivered to theBack Bay of Garden Island to the timbercoves of Quebec City. From there the timberwas loaded into ocean going ships fortransport across the Atlantic Ocean to portssuch as Liverpool in England. These "sticks"were far from what that word suggests today.A typical piece was often over two feet squareand over forty feet long. The Calvins' couldnot depend on other owners to supply enoughtimber to sustain their forwarding business sothey were active in purchasing timber leasesand buying land. The patriarch, D.D. Calvinstarted in land speculation at a very young ageduring the early part of the 19th century. Hisskill and contacts in both the United Statesand Canada ensured a steady source of timbersupply well past his death in 1884.

The Calvins operated a shipyard,primarily for the construction of their ownships. Their fleet, numbering in the end,almost a hundred vessels was activethroughout the 19th and early 20th century. Inthe early days, a fleet of schooners collectedtimber from the coves and bays of LakeOntario and Lake Erie. As the source oftimber supply moved west into LakeMichigan and other Upper Lakes the use ofsailing vessels became more difficult. TheCalvins' responded by building steamships,better suited to overcome navigationalchallenges and to ensure a steady source ofsupply. They retained sailing vessels until theend of the 19th century, but these were mostlybarges with sails, intended to be towed as

April 2004 ,.. ARGONAUTA'" Page 27

much as possible. Eighteen sixty-sevenwas a pivotal year in the history of Canada.Their friend and a regular visitor to GardenIsland, John A Macdonald had succeeded inestablishing a New Dominion. In the first fewmonths of the 67 season leading up to July 1sl

there were fifty-eight shiploads of timberdelivered to the Back Bay ofGarden Island bysailing vessels. This was mostly oak and pinewith some hickory. Every stick of timber,from the forest where the trees were cut down,to the Back Bay, thence to Quebec City wasaccounted for in leather or canvas boundjournals with a flowing script. They weremostly schooners that delivered the cargo withfetching names; Theresa, Cecelia, Ayr,Louise, China, Oriental and Plymouth.

Each vessel averaged 13,000 cubicfeet of timber and the total from April 28th toDominion Day was 742,982 cubic feet allcarried in barques, brigs and schooners ofmodest size. At the end ofthe 19th century theaverage steam "timber drougher" carried inexcess of 60,000 cubic feet. By then a greatswath of land stretching from Nova Scotiathrough to the upper reaches of Ontario hadbeen timbered out. In the end, the Calvin'shad to reach down into Kentucky to get theoak they needed.

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The Gordon C. Shaw Study Centre

The full resources of the Museum are available forstudy or consultation in the Study Centre. Theseresources when combined with those of Queen'sUniversity and the Royal Military College makeKingston an ideal location in which to base research.

Marine Museum of the Great Lakes at Kingstonwww.marmus.ca

(follow the research links)

B&B Aboard the Alexander Henry

Kingston Ontario has extensive marine historyresearch resources. While in town spend anight aboard the museum shjp AlexanderHenry (seasonal).

Call: (613) 542 2261 or visitwww.marmus.ca

Visit HMCS Sackville - Canada's Naval MemorialSummer months: Sackville Landing, next to

the Maritime Museum of theAtlantic (902-429-2132)

Winter months: berthed at HMC Dockyardvisitors welcome, byappointment (winter phone:902-427-0550, ext. 2837)

e-mail: [email protected]://www.hmcssackville-cnmt.ns.ca

SUPPORT CANADA's MOSTFAMOUS WARSHIP

HMCS Haida, the last of the Tribal ClassDestroyers now located in her new homeport of Hamilton, Ontario. Tax receiptsissued for all donations over $25.

Friends ofHMCS Haida658 Catharine St. N.

Hamilton, ON L8L 4V7www.hmcshaida.ca