ARGONAUTAARGONAUTA Founded 1984 by Kenneth MacKenzie ISSN No. 0843-8544 Editors William Schleihauf Maurice D. Smith Argonauta Editorial Office Marine Museum of the Great Lakes at Kingston

ARGONAUTAThe Newsletter of

The Canadian NauticalResearch Society

Volume XXIV Number ThreeJuly 2007

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 for submission is [email protected]

Telephone: (613) 542-6151 FAX: (613) 542-4362

ARGONAUTA is published four times a year—January, April, July and October

The Canadian Nautical Research Society

Executive Officers

President: Richard Gimblett, Ottawa

Past President: James Pritchard, Kingston

1st Vice President: Roger Sarty, Kitchener

2nd Vice President: Peter Haydon, Halifax

Treasurer: Walter Tedman, Kingston

Secretary: Bill Schleihauf, Pointe des Cascades

Membership Secretary: Faye Kert, Ottawa

Councillor: Paul Adamthwaite, Picton

Councillor: Isabel Campbell, Ottawa

Councillor: Serge Durflinger, Val des Monts

Councillor: Maurice D. Smith, Kingston

Canadian Nautical Research Society Mailing Addresses:Official Address:

PO Box 511, Kingston, Ontario K7L 4W5Membership Business:

200 Fifth Avenue, Ottawa, Ontario, K1S 2N2, Canadae-mail: [email protected]

Annual Membership including four issues of ARGONAUTAand four issues of THE NORTHERN MARINER/LE MARINDUNORD:

Within Canada: Individuals, $65.00; Institutions, $90.00; Students, $20.00International: Individuals, $75.00; Institutions, $100.00; Students, $30.00

Our Website: http://www.cnrs-scrn.org

July 2007 ~ ARGONAUTA ~ Page 1

In this Issue

Editorial 1President's Corner 2Correspondence 3News and Views 4Articles-DE Miller “Give HMCS Sackville a National Profile” 14-Eric Ruff “Ship Portrait Project” 16- Ken Hansen “Maritime Security Conference” 17- Nicholas Mitiuckov, Kent Crawford “Guns for Ogquendo” 18Museums and Ships 19Conferences and Symposia 24Recent Books by Members 26Advertisements 28

Editorial

I’m looking out the window on a veryrainy afternoon as I’m doing this column – notexactly ideal vacation weather, but perfect forstaying indoors and getting some writing done.I’m pleased to say that this issue is being sentout on a more timely basis than the last couple;held up a few days so as to include it with thelatest issue of The Northern Mariner. We havean interesting and informative mix of topics. Itgoes without saying that we can only print whatwe are given – and we are always on thelookout for unusual items, and in particularwould like to reproduce more primary sourcematerial.

Contributions from our readers are vital:the new “Books by Members” section issuccessful, but sad to say we’ve had negligibleresults for the “Directory of Canadian ArchivalSources.” I know perfectly well that most ofyou are aware of some great little repositories –take a few minutes and put the pertinent detailsin to an e-mai l and send i t [email protected]. The end resultwill be to your benefit: this online directory

can point you to sources that will be valuablefor your own researches.

Argonauta readers will be well aware ofthe fire that swept through the clipper CuttySark this past May: it could well have meantthe complete loss of the ship. However, theCutty Sark Trust reports that less than 5% of theoriginal fabric was destroyed, and muchpopular support has been gathered (as of mid-July, their website reports over £500,000 hasbeen raised through private donations). Theprospects are good for Cutty Sark’s survival,and it is intended that she reopen in 2010.

Here in Canada, more good news for theCanadian Naval Memorial, HMCS Sackville –you’ll see Rear-Admiral Miller’s piece in thisissue. Her long-term existence seems certain.HMCS Haida was rescued a few years back;drydocked and now has a secure home inHamilton Ontario.

These three historic vessels remind methat ships have a life-span not dissimilar to ourown, and as they gain in years, like us, theyrequire more maintenance and become morefragile. Also like us, they can’t depend ongovernment largess to keep them “in the


manner to which they’ve become accustomed.”They rely on their own resources, and the goodwill of others to keep them afloat.

www.cuttysark.org.ukwww.hmcshaida.ca

www.hmcssackville-cnmt.ns.ca

WSPresident’s Corner

Greetings all,

I hope this finds you progressing yoursummer activities at a leisurely but productiveand enjoyable pace. My quiet summer was notto be, as the time I had planned to dedicate toaccomplishing some overdue writing looksinstead like it will be spent largely in airports.I am not exactly complaining, but let me boreyou a little with my itinerary, because it isillustrative as to just how widespread ourmembers are and the type of activities to whichthey contribute. My own travels so far havetaken me to the US Naval War College inNewport, Rhode Island, for their CurrentStrategy Forum where I found myselfparticipating in a seminar group led by JohnHattendorf (President of our sister organizationNASOH) and joined by Geoffrey Till (from ourother sister organization in the UK, the Societyfor Nautical Research). Then it was on toHalifax, Nova Scotia, for the Maritime SecurityConference at Dalhousie University, organizedthis year by CNRS member Commander KenHansen, the new Naval Fellow at the Centre forForeign Policy Studies (and, you may recall,winner last year of the inaugural Cartier Prizefor best Masters Thesis). On returning home,last week’s mail brought my package from theGreat Canadian Tour Company for ourupcoming Churchill conference. But beforeheading north, I will be going south – waysouth, as in Down Under, for the RoyalAustralian Navy’s King-Hall Historyconference, where I will be joined on theprogramme by at least one other of ourmembers – Peter Hore, from the UnitedKingdom, where he is associate editor of theadmirable Warships International Fleet Review.Quite the round up of travelling companions –

or rogue’s gallery, depending upon yourperspective….

Beyond that, at this mid-point of thesummer, I have only a few housekeeping itemsto bring to your attention. The first is that, withChurchill effectively behind us, it is time tostart fixing our gaze on 2008 – I havementioned it before, but our gathering inQuébec for the 400th anniversary of that city’sfounding promises to be our biggest conferencesince the pre-millennial event Olaf Janzentreated us to in 1999 in Corner Brook,Newfoundland. Programme Chair SergeDurflinger already is receiving quite a numberof very promising paper proposals, and he andI travelled to Québec City recently to undertakesome of the physical preparations for theconference. Fuller details will be provided inthe October newsletter, but the broad plan willgo something like this: on the official date ofarrival, Wednesday the 6th August, an optionallate-afternoon walking tour of the maritimeaspects of the Lower City, which will deliver usto the welcoming reception that evening in theMusée navale at the riverside Naval ReserveComplex (curator André Kirouac is one of ourmembers); on Thursday the 7th there will besessions all day, with an optional eveningdinner boat cruise on the St Lawrence River;sessions all day again on Friday the 8th, with theconference banquet that evening in the dininghall of the Naval Reserve Quarters overlookingthe river; and finally, the morning of Saturdaythe 9th, the Annual General Meeting. We havea the block of rooms reserved at the conferencesite, the Auberge Ste-Antoine, one of the top-rated venues in the country, which we havearranged at relatively reasonable rates,considering it is high-season in a major touristdestination, but I will provide a list ofr e c o m m e n d a t i o n s f o r a l t e r n a t eaccommodations. And I shall also providesuggestions for optional pre- and post-conference activities for those who want anextended stay.

The second item is an importantconsequence of our new arrangement withNASOH. This was brought into effect partly inrecognition of the fact that many NASOHmembers have belonged to CNRS for many


years, primarily to receive The NorthernMariner / Le Marin du nord; the greatcamaraderie and receipt of this fine newsletterbeing collateral benefits. Naturally, thosemembers should not now need to pay full duesto both organizations just to receive a secondcopy of the journal – no matter how good we allknow it is! So Council has brought into effecta reduced associate membership categoryspecifically for members in good standing ofNASOH, at the rate of Cdn$30, by which theywill enjoy all the benefits of full CNRSmembership save for receipt of the journal.(Membership Secretary Faye Kert willcoordinate getting in touch with all applicablemembers, but if you think you have beenoverlooked, please contact her or me direct.)The corollary, of course, is that NASOH offersa reciprocal newsletter-only membership toCNRS members, which I urge you all to takeadvantage of.

The third item is a follow-on to thesubject of subscriptions. You will have noticedthat we only sent out the 2007 renewals withthe previous newsletter, because I wanted to beable to demonstrate to you that we were backon a regular publishing cycle by which youcould expect joint quarterly mailings of thenewsletter and journal (there will be anadditional separate mailing of the journal ineach of this year and the next to catch up withthe “missing” past numbers). The consequence,however, is that the cost of printing the twojournal numbers to date this year has eaten upmost of our available cash, and the next willforce us into our reserves if we do not get cash-in-hand very quickly – so please get yourrenewals mailed off to Faye Kert post-haste!

(As an aside on that item, you shouldn’tfeel shy about considering the Society as part ofyour charitable giving. It has never been mydesire that donations subsidize our normaloperations, but they do assist greatly inallowing us to expand our good works, such asincreasing the monetary value and henceprestige of our book and thesis prizes, andstepping up the pace of making back issuesavailable on-line. In a truly remarkabledemonstration of leadership by example, I amdelighted to point to the full participation of

Council in this respect, with many donating atthe “Sponsoring” level or above.)

Finally, I want to express my deepappreciation on your behalf to the editorialteams of both the journal (Roger Sarty and PaulAdamthwaite) and the newsletter (BillSchleihauf and Maurice Smith) for getting thiswonderful package to you, in time to grace theremainder of your summer pleasure.

All the best,Rich

Rich GimblettPresident, CNRS

Correspondence

John Crosse

Talk about having the last word! Youcan imagine my surprise upon opening thelatest issue of The Northern Mariner andfinding a review of my book, A Race for RealSailors [see “Recent Books by Members”, inthe April Argonauta], by John Crosse. Undernormal circumstances I would have picked upthe phone, called him up and said – “John, youare so full of shite your eyes are brown” – anda very lively, wonderful discussion would havefollowed. But then the bugger goes and dies onme – like I said – talk about having the lastword. And John would have loved the irony ofit.

John also loved the story of theBluenose and we had some fine discussions onthe subject. He was overjoyed that I was doingthe story the way he would have liked to haveseen it told – from both sides of the border,with all the dissent, acrimony and bitternessilluminated. He had done his own research onthe subject back in the seventies and it wasintriguing to run across his own notes at theNova Scotia Archives. He was fully conversantwith this iconic part of our history and it meanta lot to him and as he eloquently put it in anemail to me late last summer “It was Dominionmade us a country, and Vimy Ridge made us anation, and it was the Bluenose, that little


schooner from Lunenburg, that taught us for thefirst time that we could take on our neighboursto the south, at their own game, and win. Andthat, my friend, put some very special blood inCanadian veins.” But when he toyed with doingthe story himself, he thought that it was still toofresh and Nova Scotians weren’t ready to betold the full story. And like many other thingsin life – he moved on to other topics and theBluenose story was shelved.

When I met him a few years ago andtold him of my research, he was sceptical atfirst thinking that I was going to regurgitate thesame old story. But the more we talked, themore he understood where I was going with thesubject and he was very happy with mydirection. So I was decidedly tickled when Ifound his review in the latest NorthernMariner. John did make some pretty glaringerrors in his criticism, but the idea of forming arebuttal gave me little pleasure now that he isgone and there would be no fun without somelively debate now that he is no longer around tospar with. In the end he gave the book a raveand I am humbled by that. I very much enjoyedour encounters and expected that there wouldhave been many more years of yarns andbantering. He brought a lot of joy and curiosityto this world and he will be sadly missed.

Capt. Keith McLaren

News and Views

Online Petition to Restore the “Royal”Designation to the Canadian Navy

and Air Force

An online petition has been launched tocall upon the Canadian Parliament to restore thenames Royal Canadian Navy and RoyalCanadian Air Force to the Naval and AirElements of the Canadian Armed Forces, intime for the 2010 Centennial of the CanadianNavy:

www.gopetition.com/petitions/restore-the-royal-designation-to-the-canadian-navy-and-canadian-air-force.html

Unseen Footage from Gallipoli CampaignFound by War Museum

[21 April 2007 2007 Independent News andMedia Limited] The Australian War Memorialhas unearthed what it believes is only thefootage of Anzac Cove during the Gallipolibattle of World War One, an iconic event inAustralian history that is commemorated eachyear on Anzac Day.

Australian and New Zealand ArmyCorps (ANZAC) forces landed at Gallipoli inApril 1915, part of a British-led campaign toconfront Turkey and open up a sea route forRussia. Although the campaign was a disaster,with the two sides suffering more than 300,000casualties, it has become central to the nationalidentity in Australia and New Zealand.

The two countries remember their wardead on April 25th, the anniversary of thelandings. And as they prepare to mark AnzacDay next Wednesday, the military museum inCanberra has announced the chance find ofgrainy black and white film showing theshoreline at Anzac Cove, and British troopsmassing down the coast at Suvla Bay.

The 45 seconds of footage are believedto have been shot by the British warcorrespondent, Ellis Ashmead-Bartlett. Hemade a 20-minute documentary, called With theDardanelles Expedition: Heroes of Gallipoli,which showed troops in action in the trenchesand helped to create the Anzac legend. But thenewly discovered pictures did not feature in thedocumentary.

The footage was found buried in acompilation reel of 35mm film from WorldWar One, which the museum bought from aprivate citizen in 1938 but never properlyexamined. It was sandwiched between newsreelmaterial, patriotic recruiting films and excerptsfrom Ashmead-Bartlett’s documentary.

The War Memorial’s film and soundcurator, Stephanie Boyle, said it wasremarkable that anything had survived fromthat pioneering era of film. “It’s quite exciting,because we have so little footage of Gallipoli


that any addition is welcome,” she said. “To beable to add even a short bit of film to what wehave is significant, because it offers a bit moreinsight, a bit more possibility for research. It’sanother way for us to connect to the Gallipoliexperience.”

The footage pans slowly across AnzacCove from a position on the southern headland.It shows a clutter of jetties, and stores beingunloaded. “You have got the trials and thedug-outs,” said Ms Boyle. “You can seesoldiers walking around.”

The segment of Suvla Bay showsBritish soldiers on the shore, chatting, shaving,and leaning on their guns, or staring into thecamera with their arms folded.

After sending the first reports of theAnzac landings to Australia, Ashmead-Bartlettwas aboard a British ship sunk by a Germansubmarine on May 27. He survived, and whenhe returned to England to replace his lostpossessions, his literary agent suggested that hetake a new-fangled movie camera back toGallipoli.

After it was purchased in 1938, thecompilation reel was archived and thenforgotten for decades. Last year curatorsdecided to inspect the material, and found thepreviously unknown footage.

Although it is not certain thatAshmead-Bartlett shot it, he is believed to havebeen the only person with a movie camera atAnzac Cove.

Although Ashmead-Bartlett was criticalof the campaign itself, his colourful and stirringaccounts of the bravery of Australia soldiershelped to forge the Anzac legend. To someAustralians, their country, a former Britishpenal colony, came of age during the battle forcontrol of the Gallipoli peninsula.

Ms Boyle said: “Because we have solittle authentic footage, everything we can addto this counts as a major discovery, a possibilityfor new study.”

Mardi Gras Shipwreck Project

The Minerals Management Service, FloridaPublic Archaeology Network, and Texas A&MUniversity are pleased to announce thebeginning of the Mardi Gras Shipwreck Project.Please follow the link below to the Mardi GrasShipwreck Project website to learn more aboutthis fascinating shipwreck and to follow theprogress of the project through daily logupdates and video. Welcome aboard!

www.flpublicarchaeology.org/mardigras/

Opening of the New CSMA/ACS Premises

The Archives and Collections Societyand the Canadian Society of Marine Artists arepleased to announce the opening of their newpremises, "The Victory", at 205 Main Street,Picton, Ontario on Friday July 27th at 11:00am.

This project has been many years in itsplanning and realization stages, and theSocieties are proud to be able to open theground floor to the public at this time. Fivethousand square feet (440 sq.m.) of renovatedVictorian building have been dedicated togallery space and a major part of the referencelibrary. Smaller areas allow for a comfortablereading environment, cafeteria and retail spacefor paintings, prints and collectible books.Further developments on site will include theextensive holdings of rare books, photographic,magazine and serials, chart, manuscript,microfilm collections as well as a youth centreand small auditorium.

The ceremonies on 27 July willcelebrate a major milestone in the establishmentof a long overdue, but necessary, venue for thegeneral public, Canadian marine artists,researchers and scholars in an establishmentdedicated to our cultural heritage and itspromotion in the future well being of ourcommunities. The building is open to the publicseven days a week from 10 a.m. to 5 p.m. andprovides barrier free access and facilities.


Background on the Societies:

The Canadian Society of Marine Artists(CSMA) was founded in 1983 and is dedicatedto those talented Canadian artists who areinspired by our oceans and lakes, our ships andthose who sail in them. The art, whilecelebrating maritime environments, traditions,and heritage in Canada, also displays thehighest level of technical mastery andcreativity, and is diverse in both style andsubject matter. At the Society's new location,the works are accessible to everyone, and, as adirect result, can be enjoyed by members of thecommunity, in addition to providing a dynamictourism attraction. The vision of the Societystretches far beyond the realm of marine affairsand artistic excellence: the art represents adistinct facet of local and national identity thatdeserves admiration and support.

The Archives and Collections Society(ACS), founded in 1998, is a charitableorganization dedicated to maritime history andconservation, marine research and nauticaleducation.. The Society has an extensivecollection of books, periodicals, and otherresources dedicated to the local, historical,environmental, commercial, naval, andrecreational aspects of maritime scholarship.The ACS reference library, containing nearly aquarter of a million documents, is open to thepublic, and, because of its quality and scope,has become a valuable academic resource forstudents, scholars, and writers at the local,national, and international levels. The Society'saim is to preserve knowledge that is vital to thecommunity's understanding of their heritageand identity as Canadians, maritime inhabitants,and residents of the Quinte Area. In addition,the ACS promotes education, spreadingawareness of local history and nautical subjectsand maintains a relationship with communityschools, museums, and libraries. Membershipallows not only the support of the Society'saims, but also a subscription to the Society'snewsletter The Masthead, invitations to ACSevents and exclusive access to rare collections.

The ACS is a member of the PrinceEdward County Chamber of Tourism andCommerce, the Quinte Arts Council, the

Ontario Historical Society, the CanadianNautical Research Society, the CanadianMuseum Association, the Canadian HeritageInformation Network and the Society forNautical Research.

The American President Proclaims 22 May“National Maritime Day 2007”

“America has a proud maritime history,and the United States Merchant Marine hasplayed a vital role in helping meet our country'seconomic and national security needs. OnNational Maritime Day, we honour merchantmariners for their dedication to promotingcommerce and protecting our freedom.

“During times of peace, the USMerchant Marine helps ensure our economicsecurity by keeping the oceans open to trade.Ships operated by merchant mariners transportgoods across our Nation's waterways and on thehigh seas around the world to connectAmerican businesses and consumers withvaluable foreign markets and commodities. Theskill and expertise of merchant marinersfacilitates trade and helps to strengthen oureconomy.

“In times of war, the Merchant Marineis the lifeline of our troops overseas. Bycarrying critical supplies, equipment, andpersonnel, merchant mariners provide essentialsupport to our Armed Forces and help advancethe cause of freedom. Today, merchantmariners are supporting operations inAfghanistan and Iraq, and their devotion to dutyis a tribute to the generations of men andwomen who have served our nation withcourage and determination in every conflict inAmerica's history. On this day, and throughoutthe year, America is grateful for their service.

“In recognition of the importance of theUS Merchant Marine, the Congress, by jointresolution approved on May 20, 1933, asamended, has designated May 22 of each yearas "National Maritime Day," and has authorizedand requested that the president issue an annualproclamation calling for its appropriateobservance.


“NOW, THEREFORE, I, GEORGE W.BUSH, President of the United States ofAmerica, do hereby proclaim May 22, 2007, asNational Maritime Day. I call upon the peopleof the United States to mark this observance byhonouring the service of merchant mariners andby displaying the flag of the United States attheir homes and in their communities. I alsorequest that all ships sailing under theAmerican flag dress ship on that day.

“IN WITNESS WHEREOF, I havehereunto set my hand this eighteenth day ofMay, in the year of our Lord two thousandseven, and of the Independence of the UnitedStates of America the two hundred andthirty-first.”

GEORGE W. BUSH

Royal Australian Navy “knew of Sinking”of HMAS Sydney

[Post Newspapers Pty Ltd, via MARHST-L 25May 2007] The first Royal Australian Air Forcepilot to search for the doomed ship HMASSydney said he has confirmed that the Navyknew of the sinking within hours but didnothing for four days. In that time many of the645 crewmen from the ship may have perishedin the sea in their life jackets awaiting rescue.They would survive 24 hours at the most in thewaters between Geraldton and Shark Bay.

Rick Bourne has called for a RoyalCommission into the loss of the ship, thesubsequent search and the "flawed"parliamentary inquiry in the late 1990s. MrBourne (86) was a pilot at RAAF Pearce duringthe war and remained in the Air Force for 30years, rising to the high rank of group captain.

He said he had tracked the path of SOSsignals received by the RAAF from the Sydneyon the night she sank. They were passed on tothe navy commander in Western Australia, hesaid. But no action was taken until the ship wasfour days overdue in Fremantle.

The official Navy version, supported bythe 1999 inquiry finding, was that no signals

were received from Sydney after she left theSunda Strait in Indonesia.

But an army signaller based inFremantle at the time, Julius Ingvarson, has toldthe Post that he heard a voice distress messageat the time of the sinking around 5pm onWednesday, November 19, 1941. Mr Bournehas supported Mr Ingvarson's contention,against Navy claims, that the ship had a voiceradio.

Mr Bourne said he was very familiarwith HMAS Sydney's Walrus spotter aircraft,which often landed at the Pearce base forservicing. “I knew that plane well. It definitelyhad a voice radio,” he said. He said the Sydneywould clearly need a voice radio tocommunicate with its spotter plane. It also hadan "internal" radio.

Mr Bourne said the series of messagesdetailing a battle was picked up by two RAAFsignalmen in Geraldton.

They copied the morse code message andrelayed it to the RAAF base in Geraldton whereit was transmitted to Perth. “At 1am on the20th the Geraldton operator said, 'Sydney'sgone',” Mr Bourne said.

The message was relayed to WesternCommand headquarters at ANA House in StGeorge's Terrace, then to HMAS Leeuwin, thenavy shore base in Fremantle. The districtnaval officer for WA, Captain CFarquhar-Smith was then phoned at his home inCottesloe.

“He said the Sydney was not overdue,and turned down the offer of the Air Force tomount an immediate search,” Mr Bourne said.“We had nine Hudson bombers and crewsstanding by at Pearce. They could have been atthe search area by first light.” He said hecontacted all people who passed the messagealong the chain, and they confirmed that it hadbeen sent on the night. He has named them tothe Post. “I was called a liar by the Navy, butI told the truth,” he said.


HMAS Sydney researcher John Doohansaid that most of the records for that night hadlater been altered to indicate that the call wasmade two weeks later. But some originalssurvived. He said he has a statutory declarationleft in the will of a Navy employee, GordonLaffer, who had seen the original Sydney filebefore it was sent to Canberra.

He said it contained transcripts of theoriginal messages from the ship, including itsposition. This information would be invaluableto two groups now looking for the wreck of theSydney.

Mr Bourne said the navy alsodisbelieved that his plane had been sent southof Busselton to search for the ship onNovember 23rd. German survivors picked upby the troopship Aquitania had given a boguslocation for the battle. Mr Bourne's aircraft wasscrambled from Pearce 45 minutes after theshipwrecked Germans were interrogated.

The Navy later accepted that Mr Bournehad been sent on the southerly search on thatday.

Reinhold von Malapert

Kapitän-Leutnant Reinhold vonMalapert, who has died aged 93, witnessed thelast hours of the Australian light cruiser Sydney,which vanished off the coast of WesternAustralia in 1941; the fate of the ship hasremained a source of fascination to theAustralian public for more than six decades.

On November 19 that year von Malapertwas signals officer of the heavily-armedGerman auxiliary cruiser Kormoran when,three hours before sunset, she was surprised bySydney. According to von Malapert's testimony,given only last year, Kormoran was disguisedas a Dutch freighter, Straat Malakka, and shesteamed away towards the setting sun atmaximum speed with Sydney in pursuit.

Fregattenkapitän Theodor Detmers, theGerman captain, tried to behave like a"frightened, fat Dutchman", fumbling his flagsignals in response to Sydney's light signals, and

broadcasting a false radio report of beingchased by an enemy raider.

After 90 minutes Sydney drew up on aparallel course and speed about 1,000 yardsaway, pointing her four twin 6-inch guns atKormoran. Nevertheless von Malapert, whowas watching from the door of Kormoran'sradio room, thought his captain's bluff hadworked until Sydney asked Kormoran for hersecret call sign.

Detmers asked von Malapert: "Do wehave this?" When von Malapert answered "No"he saw Detmers' face harden and knew that hissuperior had decided to fight.

Within seconds the German had hauleddown her Dutch flag, dropped the doorsconcealing her guns, and opened fire on theAustralian ship. Von Malapert recalled thatKormoran's shooting, especially at Sydney'sbridge, was murderous, and he admired thebravery of the Australians who ran across thedeck to attempt to man Sydney's unshielded4-inch guns.

Von Malapert saw two torpedoes fromKormoran's upperdeck tubes leap into the airbefore they hit the water; when he next lookedat Sydney he saw that the roof of one of themain turrets was missing and that her catapultaircraft was ablaze. For the next half hour thetwo ships duelled to the death.

Von Malapert's last impression ofSydney was of a ship in flames and shrouded inbillowing smoke. She was about six miles awayon a south-easterly course; the next time helooked she had disappeared, and he thought shemust have sunk quickly.

`None of her 654 crew survived, and the wreckhas yet to be found. Kormoran was scuttled inthe early hours of the next morning more than100 miles from land.

Reinhold Kurt Adolf Max Karl vonMalapert was born at Darmstadt on January 81914, the third son of a general in the Kaiser'sarmy: his e ldest brother was alieutenant-colonel who fought the Australian


army in Italy in 1944, and the other a Germanair ace who was shot down over Russia in May1942 (he escaped, and had almost made theGerman lines when he was shot by mistake byhis own side).

Reinhold joined the Kriegsmarine in1933, and his first ship was the cruiserKarlsrühe. Next he visited the Americas in thecruiser Dresden, and by the outbreak of war hewas a communications specialist in the elderlybattleship Schlesien during the invasion ofPoland.

In 1940 he took part in the invasion ofNorway, and returning from there as apassenger in a damaged U-boat he wasmachine-gunned by the RAF. After a periodashore he was appointed to Kormoran.

In the aftermath of the battle withSydney von Malapert helped to fight fires whichthreatened to reach Kormoran's 400 mines. Thefirst wave of lifeboats left the ship at about 9pm, and von Malapert assisted in hauling twoboats out of a hold; taking command of one ofthese, he left Kormoran at around midnight.

At first light a headcount revealed thatthere were 57 men packed into a 30-ft boat,which - apart from a compass and sea anchor -was poorly equipped. It had a large sail, but nomast or rudder, and only a few oars.

Von Malapert jury-rigged a mast fromthe yard of the sail and improvised a rudderfrom an oar. For the next five days he sailedwith the oar under his left arm, taking the sheetsin his right hand.

Whenever he nodded off he was wokenby his chin falling against his chest; the onlyrest he got was when the wind died away. Inrough weather he made one third of the crewlink arms with their backs to the breaking seas,while the others baled or rested.

After five days von Malapert spottedcliffs, some 50 metres high, behind a reef onwhich the waves were breaking heavily. Therewas no way through, so he drifted north in the

current, fearing that he would be carried intothe Timor Sea.

Then, at dawn, he saw a brilliant whitebeach on the far side of a wide lagoon. Therewere huge turtles swimming around the boatand, seeing the tracks of the turtles up thebeach, he reckoned that where these hugebeasts could land, so could he. He decided torisk the outlying rocks.

As the boat grounded in shallow waterat Red Bluff, Western Australia, his crewjumped over the side and dragged the boat sofar up the beach that von Malapert feared itwould never go to sea again.

He urged his crew to thank God for theirdeliverance and to pray for their comrades whomight still be at sea. If interrogated, they wereobliged to give only their names and addresses;in his case, he said, he would offer: "Malapert,and my parents live in Darmstadt in Germany."

A little later an aeroplane flewoverhead, and von Malapert ordered his men toform a circle and to hold ropes across itsdiameter. The aircraft flew along the beach,waggling its wings, and before it departeddropped a carton of Lucky Strikes - this was hisfavourite brand, and von Malapert recalled thatthe pleasure of the first draw was better thanbeing awarded an Iron Cross.

He and his men were soon takenprisoner by the Australian army. His proudestachievement was bringing the survivors in theirlifeboat safely to land.

Reinhold von Malapert's first wife wasGertrud Brunst. They had met before the war atViña del Mar, Chile, and she travelled toGermany to marry him in 1940. When vonMalapert sailed from Germany later that yearshe was pregnant with their child, and he didnot see her or his young son until 1947, the yearhe was released from a PoW camp in Australia.

The family home in Germany had beendestroyed, and he and his wife emigrated toChile, where he established a successful


import-export business in Santiago. He neverdiscussed the fate of Sydney.

In 1952 he was divorced from Gertrud,and he married, secondly, Sibylle Barends.

Von Malapert died on April 22, and is survivedby his son.

Unexploded Explosive Ordnance (UXO)and Legacy Sites Programme

Background

[Canadian Department of National Defence , 25May 2007] Over the years, many locationsacross Canada have been used for militaryoperations, training and weapons testing.Wartime action along Canada's coasts andincidents involving ships, planes or vehiclescarrying ammunition and explosives have alsocreated "legacy sites" at which unexplodedexplosive ordnance (UXO) may still remaintoday.

Legacy sites are those no longer in theDepartment's inventory, which were transferredor disposed of in a manner consistent withenvironmental and other laws and regulationsof the day. These lands are not limited toformer bases and stations, but also includeranges and training areas, which may have beenused as air weapons ranges and naval weaponsranges, or sites used by troops from foreignallied nations. They were not necessarilyowned, but may have been leased by DND, oracquired by another department for DND/CFpurposes.

Most ordnance that was fired explodedimmediately and poses no danger to the public.However, a small percentage of munitionstypically do not explode on impact and,therefore, may pose an on-going risk.

The DND UXO and Legacy SitesProgramme, created in 2005, works to reducesafety risks posed by unexploded explosiveordnance (UXO) at all "legacy sites" acrossCanada. A legacy site is any property notowned by DND that contains UXO.

DND's principal priority in creating theUXO and Legacy Sites Programme isprotecting the public. UXO creates varyinglevels of safety risk depending on the quantity,condition and type of UXO, localdemographics, site characteristics, and theattractiveness of the property to the public.

DND UXO and Legacy Sites Programactivities include: the ongoing development ofa UXO legacy sites database; development andimplementation of a process to assess the levelof risk at each legacy site; the programmed andprioritized reduction of UXO risk at legacysites through education, property controls,UXO assessment surveys, and UXO clearanceoperations; and the development andimplementation of a Canada-wide UXO riskawareness communications and educationstrategy.

For the next several years mitigationmeasures will be implemented at priority sites,accompanied by education and communicationactivities. Thereafter, ongoing review andreassessment of sites, implementation ofmitigation measures, and communication andeducation activities will continue.

It is important to understand that thelimitations of existing UXO detectiontechnologies mean that no UXO legacy site canever be declared completely hazard-free.Caution is always required when entering aUXO legacy site.

Determining Risk

To aid in the crucially important workof establishing the explosive safety risk at eachlegacy site, an Explosive Risk RatingSub-Committee has been formed. TheSub-Committee is made up of individuals withthe UXO technical knowledge and experiencewith military munitions-use required to makehighly informed decisions.

The level of risk is determined byassessing the probability of human interactionwith the UXO, combined with the probabilitythat such interaction will result in thedetonation of the explosive. Risk varies


considerably from site to site depending uponthe interplay of these two probabilities. Siteswhere it is determined that there is little risk ofusers encountering UXO will be considered aslow priority for action, allowing attention to bedirected towards sites where risk is greater.

The programme carries out two types of riskassessment:

S Programmatic prioritization riskassessment is the initial screeningprocess used to designate UXO sites asa High, Medium or Low Risk, basedupon the combination of humaninteraction and explosive probabilities.High Risk sites are the first to beprogrammed for risk mitigation action.

S Site-specific risk assessment determinesthe level of clearance and the clearancemethodology required to reduce UXOrisk to a level that will allowpre-designated property use to takeplace following clearance.

Identifying Legacy Sites

Several hundred UXO legacy sites areknown to exist at locations spread acrossCanada's land mass. In addition, research hasidentified a total of 620 potential and knownoffshore UXO sites in the Atlantic Ocean and88 in the Pacific for a total of 708 sites. Thegreat majority of these sites pose little if anyrisk to the public.

A comprehensive programme ofhistorical research currently underway mayidentify additional sites. As information oneach site becomes available, it will become partof a publicly accessible database on theProgram's Website:

www.UXOCanada.forces.gc.ca

This research consists of: research of propertyrecords that detail DND ownership, lease orusage of the property. If such records exist,researchers try to determine if any UXO mighthave been left on the site. Historical research toidentify property uses that may not have beencaptured in property records. This type of

research determines if there is evidence of amilitary accident, incident or other activity thatcould have resulted in UXO on the property.

The Museum of Underwater Archaeology

The Museum of UnderwaterArchaeology (MUA) recently celebrated itsthird birthday and the week's posts reflect bothour goals and hopes for the future preservationof underwater archaeological sites.

This introduces the ClevelandUnderwater Explorers. This avocational groupof ethical divers has blended their love ofdiscovery with the concept of preservation andpublic education. We will feature more theirwork in the Great Lakes in the future. Visittheir first entry by clicking on the "IN THEFIELD" link on the MUA home page:

www.uri.edu/mua

In addition, the 4th of June marked thehalf way point for the ongoing East CarolinaUniversity Summer Field School. The studentshave posted thoughtful discussions on whatthey're learning in the murky, occasionallyunpleasant, waters of eastern North Carolina.This season's crew includes a mix of studentsrelatively new to the field working alongsidelast year's "seasoned" veterans. You can catchup on their experiences here:www.uri.edu/artsci/his/mua/project_journals/ecu07/ecu07_intro.shtml

The future of submerged culturalresource preservation will no doubt requirearchaeologists who are trained in publicoutreach. By sharing their discoveries with thepublic and including them in their researchefforts archaeologists can engage the public andrecruit them as partners not adversaries. Thesetwo posts highlight steps in that direction:students reaching out to the public through theInternet and avocational groups contributing tothe field.

Manco Cápac Wreck Found in Chile

The wreck of the Peruvian monitorManco Capac (ex USS Oneota, Canonicusclass) was found by a group of Chilean


archeologists with the help of the Chilean Navyin the Bay of Arica in mid April. The wreckwas found some 1800m from the coast near theSan Jose river mouth.

USS Oneota was built at Cincinnati,Ohio, by Alex Swift & Co., and by the NilesWorks, was launched 21 May 1864. Completedshortly after the end of the American Civil War,on 10 June 1865, Oneota was laid up until soldto her builder, Alex Swift and Co., 13 April1868, and illegally resold to Peru. The sellingof the Oneota and her sister Catawba violateda treaty the United States had signed withSpain. Though the sale was allowed to proceedAlex Swift and Co. had to pay fines theequalled nearly 1/3 of the total sale amount.

The monitor served the Peruvian Navyas Manco Cápac, named after MancoCápac,the first king of the Kingdom of Cuzcowhich would grow into the Inca Empire.During the Pacific War fought between Chilewith Bolicia and Peru Manco Cápac foughtagainst the former Peruvian monitor Huascarpreviously captured by the Chilean navy atArica, fighting an inconclusive duel. TheChilean fleet continued to bombard Arica untilthe army closed in on the city from the rear; thecity fell in July and the Manco Cápac wasscuttled by her crew to prevent capture 7 July1880.

No Treasure, but 1850 Ship Is Historical Gold

[Chicago Tribune, June 22, 2007] After restingat the bottom of Lake Erie for more than 150years, one of the most historically significantGreat Lakes shipwrecks has been found.

Thirty-eight people died when theside-wheel steamship Gen. Anthony Waynewent down April 27, 1850, north of Vermilion,Ohio. The ship, which according to legend wasalso carrying millions of dollars in gold coins,was discovered last September, but the find wasannounced this week by amateurshipwreck-hunter Tom Kowalczk.

He said "it was an exciting day to find"what he called "one of the most sought-aftershipwrecks on the lakes." Kowalczk, 57, ofLakeside, Ohio, an auto-parts supplierexecutive who has hunted shipwrecks for 42years, noted that when the Gen. Wayne sank, "itwas treated like an airline crash." But he andThe Great Lakes Historical Society, which isdocumenting the wreck, don't believe there isany truth to the rumours of coins on the ship. "Even though it probably isn't carrying $40million in gold, we still consider it gold interms of history," said Christopher Gillcrist,Executive Director of the historical society.

Gillcrist and Kowalczk said thewreckage of the steamship, named after aRevolutionary War general, could provideinsight into the now-archaic technology behindthe side-wheel, what exactly led to the ship'sdemise and cultural history from personaleffects still on the ship. The ship's sinking isalready a significant part of maritime history,Gillcrist said.

Carrying domestic wine, cattle and 93passengers and crew, the ship set out fromSandusky, Ohio, on its way to Cleveland andeventually Buffalo. The 156-foot-long ship was8 miles into the lake north of Vermilion whenthe high-pressure boiler exploded, causing arupture in the hull that preceded the sinking.Many people, including the captain, were ableto escape.

Within a five-year period, four otherships with high-pressure boilers – whichshipbuilders liked because they were smallerand cheaper to make – had fires or explosionsthat caused them to sink, taking lives withthem. The federal government as a resultcreated the Steamship Inspection Service tomonitor steamship design and operation. In1915, the service was melded into the newlyformed U.S. Coast Guard.

Later this summer or next year, thehistorical society will survey the site for theState of Ohio, which owns the wreck, as is thecase with other Great Lakes states when itcomes to historic sunken vessels.


Once the survey is registered with thestate, the exact location will be revealed to thepublic so people can dive to see it forthemselves. During the survey, the society willalso decide if any easily obtained artifacts fromthe ship will be brought up by its team of diversfor display at its museum in Vermilion.

Kowalczk has been thinking abouthunting for the Gen. Wayne since he first gotinterested in shipwrecks as a teen. Last Sept.10, he picked a point where he thought thesteamship had gone down, and by himselfdrove his powerboat an hour into the lake.

He began a lonely, tedious 12-hour dayof grid-searching the bottom of the lake usingan advanced side-scan sonar system. Just afterhe began his last pass and was about to head infor the day, he spotted an image on the sonarviewer that experience taught him might beworth a closer look. "On that second pass, Ispotted the paddle wheel [in the sonar image]and I knew I had it," he said.

Convinced that the legend of the goldcoins is bunk, Kowalczk won't make anymoney from his find, or recover the thousandsof dollars he has spent, even if they do recoverartifacts from the ship. "That's not why I go outthere," he said. "It's just that anticipation offinding that shipwreck that keeps you going --until you start after the next one."

Missing in the lakes

Ships and subs missing after sinking onthe Great Lakes include:

S Griffon: lost in 1679 on Lake Michiganor Lake Huron, the boat was built byFrench explorer Rene-Robert CavelierSieur de La Salle.

S Lodner Phillips' submarine: lost in 1853on Lake Erie, this was one of theearliest working submarines.

S Bannockburn: Lost in 1902 on LakeSuperior, the Canadian steamer wentdown with 20 crew members in a storm.It spurred "ghost ship" sightings overthe years by other sailors.

S Marquette & Bessemer No. 2: lost in1909 on Lake Erie, the railcar transportsunk in a storm with 36 men and 32hopper cars full of coal.

S Pere Marquette 18: lost in 1910 onLake Michigan, the car ferry went downin a storm with 29 people.

Rideau Canal Becomes Canada's NewestWorld Heritage Site

[Ottawa, Ontario June 28, 2007] TheHonourable John Baird, Minister of theEnvironment and Minister responsible for ParksCanada, today announced that the Rideau Canalhas been inscribed on the World Heritage Listby UNESCO's World Heritage Committee, atits annual meeting being held in New Zealand.

"I am proud that the Rideau Canal joinsa select group of exceptional cultural andnatural icons from Canada and across theworld," said Minister Baird. "As a lifelongresident of Ottawa, I am especially pleased thatthis is Ontario's first site to achieve such adistinction."

The Rideau Canal World Heritage Siteincludes the Rideau Canal, Fort Henry and theKingston Fortifications. The Canal extends 202kilometres from Ottawa in the north toKingston Harbour on Lake Ontario in the south.The early 19th century Rideau Canal was builtprimarily for strategic military purposes at atime when Great Britain and the United Statesof America vied for control of the region, toprovide a safe supply line for the British colonyof Upper Canada.

Built between 1826 and 1832, theRideau Canal was originally designated as aCanadian National Historic Site in 1924. It hasa high degree of authenticity and integrity, as itis the only canal dating from the great NorthAmerican canal-building era of the early 19thcentury that remains operational along itsoriginal line and with most of its originalstructures intact. It is also one of the first canalsdesigned specifically for steam-poweredvessels. It is an outstanding technologicalachievement in terms of its ingenious designand its high-quality construction. The


Government of Canada is the owner of theproperty, but Parks Canada relies heavily onpartners and stakeholders to provide ongoingstewardship of the canal and its shoreline.

A property that is nominated forinclusion to the World Heritage List isconsidered to be of outstanding universal valuewhen the World Heritage Committee finds thatit meets one or more of ten criteria. The RideauCanal has been inscribed under two criteria.

The World Heritage List currently has830 sites, including the Galapagos Islands inEcuador, the Acropolis in Greece, Stonehengein the United Kingdom, the Great Barrier Reefin Australia and the Canadian Rocky MountainParks. Canada has 13 existing World HeritageSites. The Rideau Canal is Canada's fourteenth.

Give HMCS Sackville a national profile…

by Vice Admiral DE Miller

[reprinted with permission from the May/June2007 issue of Action Stations, the newsletter ofthe CNMT]

The following presentation was made tothe Canadian Naval Centennial Working Groupmeeting in HMCS Bytown, Ottawa April 25 byVice Admiral DE Miller, chair of the CanadianNaval Memorial Trust. It covers the history,present and future of HMCS Sackville and herintended involvement nationally during theNaval Centennial in 2010.

S Canada became a nation on land atVimy Ridge.

S Canada became a nation at sea duringthe Battle of the Atlantic.

S HMCS Sackville was recognizedofficially in 1985 by the Minister ofVeterans Affairs on behalf of theCanadian Government as Canada’sNational Naval Memorial.

Why is Sackville so important?

S Sackville is the nation’s equivalent tothe Vimy Memorial.

S Sackville is a national treasure, berthedin Halifax.

S Sackville is the last surviving FlowerClass corvette of 269 built worldwide,123 of which were built in Canada. Sheis named after Sackville, NewBrunswick.

S Sackville was a hero of the Battle ofAtlantic fighting off three U-Boats in a36-hour period in summer 1942.

S Sackville is Canada’s Naval Memorialand is a symbol of the courage anddetermination of all those who have losttheir lives at sea in the course of theirnaval service since 1910 to the present.

S Sackville was the Legacy project for theNavy’s 75th Anniversary; the ship wasrestored to a 1944 configuration and“re-commissioned” into the Navy.

S Sackville reminds all Canadians thatEurope was freed because the troopsand supplies were successfully providedthrough convoys protected by thesesmall ships that could and did win theBattle of the Atlantic; the loss intonnage and personnel at sea wasenormous.

S Sackville is designated a “LivingHistory Museum” as well as aMemorial.

S Sackville’s Patron is the GovernorGeneral of Canada.

How is Sackville looked after today?

In 1985 the Canadian Naval CorvetteTrust became the Canadian Naval MemorialTrust given the government’s announcement.The Canadian Naval Memorial Trust (CNMT)is a private group of Trustees who maintainand operate Sackville with tremendousassistance from the Navy with whom there is anofficial memorandum of understanding forsupport.

The Naval Reserves support the shipwith personnel during the summer monthswhen the ship is open to the public.

The Dockyard in Halifax executes theMOU for the Navy in terms of maintenance and


safety issues as well as berthing the ship inwinter.

Will Sackville last?

Sackville’s hull is thinning in places andwill have to be addressed with estimates toreplace the entire hull at approximately $10million.

Engineering advice has been that theship will not last in perpetuity in the water.However, the ship would last forever if placedin a covered complex; the initial capital outlaybeing more economical than retaining the shipin the water

The Queen’s Landing Project

In 2002 a Canadian Naval HeritageFoundation was formed to conduct a feasibilitystudy into a proposal to provide a Naval/Maritime Heritage Centre in Halifax to replacethe Maritime Museum of the Atlantic. The$300,000 study concluded that there wasnation-wide support for such a project.

The Waterfront DevelopmentCorporation held a competition for the designconcept and development for the complex;Armour Group won the contract and formallyproposed the design and concept in November2005.

The complex required a “starattraction.” WDC and Armour Groupapproached the CNMT to have Sackville as theattraction housed inside the complex.

The complex is scheduled to be a public/ private enterprise at a total cost of approx$200 million (approx $100 million fromgovernments; the remainder is business andhotel construction which already has thefunding secured)

The WDC and collaborators havebriefed key provincial and federal ministers andmembers as well as Halifax RegionalMunicipality councillors.

The complex was presented to thepublic in 2006 and received unanimous support.

CNMT Board and membership supports theQueen’s Landing Project as the best option forthe long term preservation of Sackville.

What’s the association with the CanadianNaval Centennial?

Just as the restoration of Sackville to her1944 configuration in 1985 was the Trust andthe Navy’s legacy project it is the Trust’s“preservation in perpetuity” of Sackville whichwill be the 2010 naval legacy project.

CNMT has hired a full time director ofdevelopment for a national capital campaign toraise the funding to prepare the ship forplacement in the Queen’s Landing Project; toprovide proper presentation of the ship andsurrounding area as Canada’s National NavalMemorial, and to secure long term operationalviability for the portion of the complexdedicated to the Navy – past, present, futureand Memorial. The Maritime CommandMuseum is part of the complex.

Former Lieutenant Governor and HonCaptain Myra Freeman is the chair of theCNMT National Council whose task it is tobring awareness of the project to all Provincesand to assist in identifying business and privatedonors to the campaign. The campaign isplanned to commence this year with majorannouncements planned for 2008.

The Future and Activities intended for 2010

2010 may be Sackville’s last year in thewater so special significance will be made foreach and every event Sackville conductsannually. For example, this year during BoAservices there will be 25 urns for burial at seaconducted from Sackville in a ceremonyattended by the families of the naval veterans sohonoured. The Centennial ceremony will bevery special.

Sackville has several programmes,which increase public awareness of the ship.These include a reenactment programme of fourhired actors who provide animated tours during


the summer, and six ex senior sea cadets whoare hired to “crew” the ship for the summer.

CNMT is working with MARLANT[Maritime Forces Atlantic] to ensure the ship isprominently placed during the Centennial FleetReview. A saluting gun will be fitted and theRoyal Personage will be invited aboard to meetthe naval veterans at an appropriate event.

CNMT financially supported “CorvetteCrossing”, an original theatre performance in2006 and wishes to see the play performed atvarious theatres across Canada including theNational Arts Centre.

CNMT has contracted a national filmdirector to produce a 90-minute docudrama asan educational DVD presentation to highschools in 2010.

Public service/advertising segments forthe capital campaign are being produced,including five minute, three minute, one minuteand 30 second TV clips.

CNMT is working closely with Pier 21for a special WW2 gallery exhibition in 2010.Other activities are also planned.

What can the Working Group do forCanada’s Naval Memorial?

Support your Memorial. Give Sackvillea place of prominence in your activities and inpromoting our proud heritage. Give Sackvillea national profile deserving of the status asCanada’s Naval Memorial and make thatrecognition as important to all Canadians as hasbeen given to our proud Vimy Memorial.Canada indeed became a nation at sea duringthe Battle of the Atlantic aboard shipssymbolized by HMCS Sackville.

www.hmcssackville-cnmt.ns.ca

Ship Portrait Projectby Eric J. Ruff

Just as a ‘portrait’ of a person is animage of a man, woman or child which reflects

his or her physical characteristics so a ‘shipportrait’ is a formal image of a vessel showingits characteristics. While a seascape or amarine scene may contain ships in a ‘shipportrait’ the vessel is the primary subject of thepainting.

The Yarmouth County Museum (YCM)in Yarmouth, Nova Scotia contains the thirdlargest ship portrait collection in Canada (afterthe provincial collections of the NewBrunswick Museum and the Maritime Museumof the Atlantic). The YCM’s collection consistsof some 140 paintings which, with theexception of two portraits, are of vesselsformerly registered in Yarmouth or vesselscommanded by Yarmouth captains. Thecollection includes paintings of such ships asthe famous clipper ship Thermopylae, the well-known Australian emigrant ship Marco Poloand the steel ship Balclutha which is presentlythe main feature of the San Francisco MaritimeMuseum.

Yarmouth, between 1874 and 1885, wasthe second largest port of registry in Canada(behind Saint John, New Brunswick) in termsof total tonnage of its vessels. Ships fromYarmouth travelled the world carrying goodsbetween the ports of North and South America(both East and West coasts), Europe, the FarEast, Australia and New Zealand, and Africa.

The portraits were treasured by theowners and masters of these vessels and werepainted by ship portrait artists in many of theports visited. The collection includes paintingsfrom several North American ports (includingHalifax and Yarmouth), Sydney (Australia),Cape Town, Shanghai, Hong Kong andCalcutta with the majority being from variousBritish and European ports. The paintings datefrom 1851 to 1909 with several steamers,mainly Yarmouth to New England passengervessels, which date up to the 1920’s.

This collection is the subject of myresearch which will, in due course, yield abook.

The book will feature an article on eachpainting. A section will provide basic details of


a) the painting (signature, caption, date, size,etc.), and b) the vessel (name, rig, dimensions,tonnage, date and location of building, mastersand owners, date and location of loss, etc.)Discussions will consist of a description of thepainting itself and will focus on at least onesignificant item as it pertains to the artist’sstyle, the ship’s riggings or fittings, thebackground, etc. Finally, the history of thevessel will be told giving particular incidents ofinterest, ports, cargoes, etc., etc.

Illustrations will consist of the fullpainting and a close-up detail with photographsof the vessel, life on board, the master, etc. asappropriate or relevant.

Appendices will provide information onthe artists as well as a glossary of nautical termsand quotations from Yarmouth newspapers andfrom J. Murray Lawson’s Record of theShipping of Yarmouth, its Appendix andYarmouth Reminiscences (Yarmouth 1876,1884 and 1902) as they pertain to the vesselsportrayed in the paintings.

While this book will be of significantimportance to the marine and economic historyof Yarmouth, Nova Scotia and Nova Scotia ingeneral it is also intended to become a ‘textbook’ for the study of ship portraiture.

Eric J. Ruff, FCMACurator Emeritus, Yarmouth County Museum & ArchivesE-mail: [email protected]

Maritime Security ConferenceDraws International Audience to

Dalhousieby Ken Hansen

The 2007 Maritime Security Conferencetook place between 14 and 16 June, drawing120 delegates from around the world.Participants from Chile, India, Pakistan, theUnited Kingdom, and the United Statesexamined four illustrative case studies.Keynote speakers from the United States CoastGuard – Dr. Joseph DiRenzo III, the CanadianNavy - Vice-Admiral Drew Robertson, and the

Royal Canadian Mounted Police –Superintendent Blair McKnight, provided acontextual framework for each day’sdiscussions. Conference participation fromIndia’s National Maritime Foundation anddelegates from Pakistan’s National Centre forMaritime Policy Research, both of which arenew organizations, added a valuable Asianperspective to the proceedings. This year, theconference was organized and conducted inpartnership between the Centre for ForeignPolicy Studies at Dalhousie University and theInternational Centre for EmergencyManagement Studies at Cape BretonUniversity.

The conference theme, “The MaritimeRole in National Response to Emergencies:Concepts of Operation, Case Studies, andCapabilities”, was centred on three keyquestions: What have maritime professionalsand emergency response agencies learned fromthe experience of maritime organizations inrecent emergencies; what concepts are being (orshould be) developed to enable maritimecapabilities to be employed effectively inresponding to future emergencies; and whatmaritime capabilities are essential to Canada ifit is to respond effectively to emergencies athome or abroad? Naval and civilian subjectmatter experts with first hand-knowledge of theroles played by maritime organizations inrecent emergencies highlighted the maritimeperspective, while experts in emergencymanagement addressed the perspective of thosewho receive such support. Discussions focusedon the unique character of maritime capabilitiesand their utility in emergency response.

The four case studies – HurricaneKatrina, the Indonesian-Indian OceanTsunami, the Evacuation Operations fromLebanon, and the Integrated Tactical EffectsExperiment – brought several importantcommon lessons to the attention of thedelegates. Response to disasters, whethercaused by natural or human forces, requiresflexibility and readiness. Maritime forces havethe inherent volumetric capacity and mobility tobring resources that can achieve strategicallysignificant effects. Most importantly, their


ability to self-sustain and use the sea itself forthe base of their operations reduces oreliminates the need for a ‘footprint’ ashore,avoiding diplomatic complications.

However, all reports were not uniformlyoptimistic. While warships can be useful indisaster response, their capacity is limited andtheir on-station endurance is finite. Worse, thelogistical capacity of the Canadian Navy is alsolimited. While other government fleets, such asthe Coast Guard, can be employed they are alsonot an inexhaustible resource. The Canadianmerchant fleet does have a few appropriateships that could be made available, but they arealso limited in many important ways.Chartering of international shipping is possiblebut short notice in an emergency situation willresult in a very high premium being paid fortheir services. In legal terms, the Government’sauthority to requisition ships in response to anemergency is unclear. These issues showedthat, while the citizens of the country have aclear expectation that assistance will berendered at home and abroad, the nationalcapacity to do so is very limited. A livelydebate over whether or not Canadian nationalmaritime capabilities need to be restructured tosatisfy this requirement ended withoutresolution. Clearly, the issue of strategicchoices and force structures is motivated bydeeply held values. These questions of choicewill be explored in future conferences.

The proceedings closed with theannouncement of the theme for the 2008conference: “Breaking the Box: BalancingMaritime Capabilities for 21st CenturyCanadian Security Needs.” It will be held 12-14 June on the campus of Dalhousie University.A Discussion Paper for the conference by PeterHaydon, entitled “Why does Canada still needa Navy?”, was issued at the conference, and canbe obtained from the CFPS website. Moredetails can be obtained from Cdr. Ken Hansen,Defence Fellow, Centre for Foreign PolicyS t u d i e s , D a l h o u s i e U n i v e r s i t y ,[email protected], 902-494-6610, or from thecentre’s website at: www.cfps.dal.ca.

This year’s conference presentation materialswill be available on the Centre for Foreign

Policy website in July, and the ConferenceReport will be published in book form later inthe fall or early winter.

Reconstructing the 120-mm Guns forthe Destroyer OquendoBy Nicholas W. Mitiuckov

and Kent R. Crawford

In 1959, the Spanish Governmentdecreed that the main calibre guns for theOquendo class destroyers then underconstruction, to be 120-mm guns in the newNG-53 mountings. In 1959-61 workshops inSan Carlos produced 10 mountings of thespecified type (three for each destroyer and onefor coast testing), which proved not up to thespecifications. So in 1962 they decided on thefirst great modification, to solve problems ofthe mounting. As a result, the Oquendo wasfitted with only two mounting of this type, forreasons of stability. Finally, the mountingswere deemed a failure, and not used again inthe Spanish Fleet. The other destroyers of theOquendo class received six Americanmountings, Mk-32, derived from the wellproven Mk-12 of WW 2 .

During the research for the monographabout destroyers Oquendo Class1, the authordiscovered that accurate information on themain calibre guns was extremely limited. Forexample, J.L. Coello’s informative book2, themain calibre of Oquendo is given as only amodification of the gun applied earlier onCanarias and Méndez Núñez, the 120-mm gunsof system Vickers-Armstrong Mk F. The basicdifference made was to increase the length of abarrel from 45 to 50 calibres, which improvedballistic properties a little. In the same source itis stated that the Spaniards managed to obtain amuzzle velocity of 900 m/s with a new charge.Changing to the old propellant and charge asused in the destroyers of the Churruca classreduced the muzzle velocity to 875 m/s.

With the use of modern computersoftware, it is possible to estimate the data forthe 50 calibre gun from the information whichis given in such a veiled form. For the analysis,the program “Strlets”, developed under


direction of Dr. N.M. Rusanov of the Ordnancefaculty of Izhevsk State Technical Institute hasbeen chosen. The baseline data on the ballisticsof the Vickers-Armstrong Mk F is taken fromCampbell3: Bore Length: 5399.5 mm (45 cal)Chamber volume: 10.32 dm3

Projectile Weight: 22.0 kgPropellant Charge: 6.5 kg (CSP2)Muzzle Velocity: 853 m/sWorking Pressure: 3150 kg/cm2

From this initial data, it is possible to achievecompatibility with Campbell’s data: increasingthe length of the barrel by 5 calibres has meanta resulting muzzle velocity of 886 m/s.

On the one hand, the divergence withexperimental data is only 1 % (886 or 875 m/s),i.e. normal engineering accuracy, but on theother, an increase of velocity from lengtheningthe barrel, of 22 or 33 m/s, is essential enough.From here it is possible to draw the conclusion,that apparently the Spaniards were not limitedto simple increase in length of a barrel, andhave undertaken serious enough modernizationof the gun.

This conclusion was confirmed duringthe preparation of the monograph, owing tosupport of our Spanish colleague, Capitán deFragata (Ret) Antonio G. Erce Lizarraga, whoprovided a detailed enough description of thegiven guns 4.

As acknowledgement of ourconclusions, the material was extensivelyredesigned. The most important differenceconsisted in application, for manufacturing abarrel, steel of higher durability. It has enabledat practically same thickness of the barrel tomake replaceable (loose) liner, before the oldbarrel was subject to full replacement. Also thestatic part underwent a modernization;primarily concerning a semi-automatic breechmechanism. In a manual mode it functionedcompletely identical to the Mk F.

The characteristics of the gun were: 36grooves (the Mk E, roughly contemporary tothe Mk F, had 28 grooves), pitched for one

rotation in 30 cal.; length of recoil – 500 mm,weight of liner 922 kg, weight of a shell of 22kg, weight of complete round 36 kg, includingweight of propellant charge – 6.25 kg of amodern type, muzzle velocity of 900 m/s, themaximal pressure of 3150 kg/sm2, themaximum range of 21,240 metres.

However, by order off the Ministry onJanuary, 8th, 1953, ammunition of the ships ofthe Spanish Fleet were standardized. Standardpropellant CSP2 made 6.5 kg, but because of itsinferior internal ballistic properties, the muzzlevelocity fell to 875 m/s. 1. Mitiuckov N.W. Spanish destroyers‘Oquendo’ Class (in Russian), MorskayaCollektsia. – 2005.

2. Coello Lillo J.L. Buques de la ArmadaEspañola. – Los años de la postguerra. –Madrid, Agualarga Editores, S.L., 2000.

3. Campbell J. Naval Weapons of World WarTwo, Annapolis: Naval Institute Press, 1985.

4. Camon del Valle J. El Nuevo montajeantiaeron RGM. 1953, Noviembre, p. 491–502.

Museums and Ships

A Great Lakes Legend Turns 100 [TheStar.com, 24 June 2007] DOUGLAS,MICH.–Hundredth birthdays are a big dealwhether they're for people or Great Lakespassenger ships. Just ask Toronto entrepreneurEric Conroy.

If all goes as planned, on July 6 he andsome other prominent Canadians he's persuadedto join him will converge on this quiet LakeMichigan resort town [Saugatuck Mich] tocelebrate the centennial of the launch of theformer Canadian Pacific Railway steamerKeewatin, which for generations transportedtravellers in Edwardian-era elegance betweenPort McNicoll on Georgian Bay and FortWilliam (now part of Thunder Bay) on LakeSuperior.


"I just feel a part of it," says Conroy ofthe trim, white, much-beloved 106-metre ship,which he worked on as a waiter in the 1960sand has been visiting for the past 10 years,sometimes acting as a tour guide.

The vessel, the sole survivor of a oncesizable number of classic Great Lakes cruiseships, has been a privately operated floatingmuseum permanently moored here since 1968,three years after its withdrawal from passengerservice. To raise consciousness amongCanadians about the Keewatin, Conroy, whopublishes The Magazine, a popular monthly forteens, says he's talked a select group of hiscompatriots into attending the rechristening ofthe steamer on the 100th anniversary of itslaunch in Glasgow, Scotland.

They include Ontario Minister ofTourism Jim Bradley, country singer AlbertHall, who'll perform a song he's written aboutthe Keewatin, and Toronto developer GilBlutrich, who wants to make the ship thecentrepiece of his ambitious project toredevelop Port McNicoll. What they will see isa centenarian that has aged gracefully.

"When you go on board, it looks exactlylike the day I left it," Conroy said in a phoneinterview. He wasn't kidding.

Take one of the Keewatin MaritimeMuseum's guided tours and you find a ship thatseems ready to depart on yet anotherday-and-a-half voyage across two Great Lakes.Champagne bottles stand on bedside tables inthe deluxe staterooms, period-piece desks awaitletter writers in the ladies' lounge, and in the120-seat, walnut-panelled dining room, all thetables are set with Canadian Pacific silverwareand china.

The ship's exterior looks just as it did tothose who once arrived at Port McNicoll by thespecial boat train from Toronto. Asmart-looking dark green band still encirclesthe hull, and the steamer's enormous, 78-metrestack still sports the distinctive red and whitecheckerboard CP insignia.

A nearly identical sister ship, theAssiniboia, also carried passengers for 57 yearsunder CP colours, but soon after retirement itwas destroyed by fire. The Keewatin hasescaped demise because of its owner, R.J.Peterson, who, Conroy says, "had a vision thatno else did."

Although both Port McNicoll and FortWilliam are said to have spurned CP's offer tosell them the ship for a dollar in the 1960s,Peterson, the owner of two marinas here, paidabout $42,000 for the vessel itself and anotherfew thousand for the steamship's furnishings,and has used his own funds and revenues fromthe museum to maintain the ship.

Ironically, officials in Thunder Bayhave recently expressed interest to Peterson inbringing the ship back there as a touristattraction. Meanwhile, Blutrich says he wantsto help establish a charitable foundation thatwould receive private and public donations topreserve this "fine, fine piece of Canadianhistory" at Port McNicoll.

For his part, in early June Peterson, now80, took the first step toward creating his ownfoundation for the same purpose. "It's justpossible," he says, the ship "might be better offwhere it's at."

Asked his preference for the Keewatin'sfinal resting spot, Conroy answers carefully. "Ihave an allegiance to R.J. Peterson at thispoint," he says but then adds, "If it goesanywhere, I'd like to see it go to PortMcNicoll."

U-boat to Resurface as Attraction

[BBC News, 27 June 2007] The World War IIGerman U-boat was formerly a star attraction atthe Historic Warships Museum at Seacombedocks near Birkenhead. Merseytravel, the localtransport consortium, has bought the U-534and it will sit at the Woodside Ferry Terminalas a tourist attraction. The museum was closeddown after nearby warehouses wereredeveloped and the land was needed forparking space.


Plans submitted to Wirral Councilinclude the provision of a visitor exhibitioncentre, which will include artefacts from thesubmarine along with its history. Neil Scales,chief executive of Merseytravel, said: "We'llmake a trip on the Mersey Ferries an even morememorable experience for the ever-increasingnumber of visitors to Merseyside. "Our schemewill also complement the wider regeneration ofthe Woodside development."

The boat will be cut into three sectionsso a floating crane can take it to its new siteacross the water.

The submarine was sunk during the warwhen, on her way to Norway, she was attackedby an RAF Liberator aircraft in 1945. Thevessel took heavy damage and began to sink bythe stern. Forty-nine of the 52 crew memberssurvived, including five who escaped via atorpedo hatch as the submarine lay on the seabed.

At Woodside huge glass panels installedover the end of each section will allow visitorsto see inside the submarine from specially-builtviewing platforms.

Cutty Sark Renovation Echoes BritishNaval History

[Reuters July 11, 2007] The masts and anchorfrom the Cutty Sark lie on the quayside inChatham's historic dockyard ready forrenovation. They got lucky.

For large sections of the iconic teaclipper had already been sent to Chatham forrepairs before a fire swept through the CuttySark in May, leaving the London landmark acharred wreck.

The ship, launched in 1869 onScotland's River Clyde to make the run toChina for the lucrative tea trade, wasundergoing a 25 million pound refurbishmentwhen disaster struck. Fortunately Chatham,where skilled shipwrights created Britain'snaval might for 400 years, had alreadyembarked on major renovations to the sailinglegend.

The remnants of the Cutty Sark are apoignant and unexpected addition to ChathamDockyard, now one of the top tourist attractionsin southeast England.

Chatham, saw its naval history broughtto a close when the dockyard was shut down in1984, has since been converted into what isbilled as the most complete dockyard of the ageof sail to survive anywhere in the world.

The quayside where the Cutty Sarksections are being renovated is a microcosm ofBritish naval history with three ships alongsideeach other in the dry dock recalling the dayswhen Britannia ruled the waves.

Schoolchildren eagerly clamber aboardthe sloop HMS Gannet which was built on theRiver Medway in 1878 in the heyday of theVictorian Navy which had a worldwide rolepolicing the waters of the British Empire.

Beside her stands HMS Cavalier, one of 96emergency destroyers built for the Royal Navyduring World War Two as escorts for ships likethe luxury liners-turned-warships Queen Maryand Queen Elizabeth.

A favourite for the endless stream ofschool parties is a chance to clamber throughthe hatches and peep through the periscope ofthe submarine Ocelot, launched in 1962 at theheight of the Cold War. The Ocelot, boastinga Mark 8 torpedo similar to the one that sunkthe Argentine warship Belgrano during the1982 Falklands War, was the last warship to bebuilt for the Royal Navy at Chatham.

It was all a far cry from Chatham'sheyday. From 1700 to the end of theNapoleonic Wars in 1815, the dockyard builtand launched 125 ships ranging from smallsloops and brigs to HMS Victory, AdmiralNelson's flagship at the Battle of Trafalgar.

Alexander Henry

[from Maurice D. Smith] With someremarkable support from the City of Kingston(Ontario, Canada) the Marine Museum of theGreat Lakes moved the Icebreaker Alexander


The team assembled at 5:30 A.M. Friday June 15th fora safety talk and assignments to mooring lines. Thiswas done under the direction of Docking MasterTerrance Pinnell, who brought with him many years ofCanadian Navy experience.

The teams are ready and the Alexander Henry is poisedand ready to be towed into her wet berth. She was builtin 1958 and has served the Marine Museum as amuseum ship (1985) and summer B&B (1986).

The keel of the ship has to pass over the sill of the drydock with only inches to spare. There one chance to dothis and that is during a few critical weeks of high waterin June each year. The dry dock is an industrialmonument and has designated a National Historic Site.This photo shows the drydock as it was in 1891, with thesidewheel steamer St Lawrence, the first vessel to use thedrydock.

Divers were stationed below the vessel to give notice ofa possible flaw in the water height predictions. Thepossibility of the ship hung up on the sill, and droppingwater levels was part of the risk analysis. There werealso daily fluctuations caused by wind conditions andthe water needs of the Seaway and power generationplants down the St. Lawrence River.

Henry into our dry dock where she will remainfloating for a number of years whileengineering studies are completed for eventualdry docking. The dry dock is a NationalHistoric Site built in 1890.

We are looking for examples of floatingships that are connected to the shore with somekind of tethering mechanism other than theusual mooring lines.

All help and leads appreciated.

[The accompanying pictures and captions areall courtesy of MD Smith]


It was a “yo ho heave ho” and yes they were singingquietly, as they hauled on the starboard head rope.There were three other teams at quarters of the ship.

Boreholes were drilled to determine the character of thesoil on each side of the dock. This is being done toensure the ship in the dock dry for a protracted periodof time and visitors will be safe.

Once the ship was in, the dock the ‘gate’ had to bedrawn across the entrance to give further protection tothe Alexander Henry. This was done to minimize strainon the mooring lines keeping the ship in place. An opendock in a heavy fall southerly has the characteristic ofa wave chamber.

It was the naval architect, Francis MacLachlan whosecalculations led to the re-ballasting of the ship. Deeptanks aft had to be pumped out while 140 tons of waterwere placed in the forward tanks. The divers reporteda finger span clear - about 8 inches. ProfessorMacLachlan taught civil engineering at Queen’sUniversity for many years and is the designer of thethree brigantines St. Lawrence II, Pathfinder andPlayfair.

Part of the preparation over the previous week wasputting gravel filled dumpsters in place to take the shipslines. The strength of the existing dock bollards is yetto be tested.


The Alexander Henry is now secure. Over the next few years interior and exterior painting will take place along withexhibit development and programming.

The original 1890 gate is now almost in place. Thisstructure alone is a testament to the engineering skillsof Department of Public Works engineer, Mr. Perley.

Conferences and Symposia

“Northern Navigation” Churchill, Manitoba

2-7 August 2007

The Canadian Nautical ResearchSociety will host its annual conference for 2007in Churchill, Manitoba, on the theme of“Northern navigation.” Topics may includeexploration, trade, war, ships, individuals,indigenous peoples, and any other topic relatedto the practice of navigation in high latitudes.To provide comparisons, papers examiningsimilar subjects in the high latitudes of theAntarctic will be presented.


For more information, or to submit aproposal for a paper or a session, contact either:Dr William Glover:[email protected] or Professor Barry Gough [email protected]

The conference is planned for the period2-7 August, 2007. Travel arrangements arebeing made by The Great Canadian TravelC o m p a n y o f W i n n i p e g ,www.greatcanadiantravel.com, or callSamantha Buffie, (800)661-3830 . They arenorthern travel experts of more thantwenty-fives years' experience. Packagesincluding return air travel from Winnipeg, hotelin Churchill, select conference activities, toursto the eighteenth century Hudson's BayCompany stone trading post Prince of WalesFort, and a "tundra buggy tour" will start atapproximately C$1,800 plus taxes. Extraoptions will include a rail/air travel package,and an air charter (limited space) to visit YorkFactory.

Call for Papers / Appel de communicationQuebec / Québec 1608-2008

Four Centuries of North Atlantic Crossings/ Quatre siècles de voyages transatlantiques

06 – 09 August 2008

To celebrate the quatercentenary ofSamuel de Champlain’s founding of Quebec,the Canadian Nautical Research Society willhost its annual conference for 2008 in that city.

Papers topics may include exploration,trade, war, ships, individuals and any othertopic related to marine activity in and aroundQuebec and the North Atlantic over the pastfour centuries. Proposals should be directed to:

Professor Serge DurflingerCNRS 2008 Conference Programme ChairHistory DepartmentUniversity of OttawaOttawa, Ontario, K1N 6N5Telephone: 613-562-5800, x1277e-mail: [email protected]

The conference venue is the AubergeSaint-Antoine, very near the site of

Champlain’s original Habitation . Located onan important archaeological site, in 300 year-old buildings, the Auberge Saint-Antoine offersa unique introduction to New France. Artfullydisplayed artifacts throughout the hotel providea fascinating glimpse into the life of Quebec’sfirst inhabitants. The Auberge Saint-Antoinehas created a succession of 94 stunning rooms,many offering a view on the Saint-LawrenceRiver, others of Quebec’s renownedfortifications or the Musée de la civilisation. Ablock of rooms is reserved for “CNRS 2008.”

Auberge Saint-Antoine, 8, rue Saint-Antoine,Québec, QC G1K 4C9(418) 692-2211 Fax : (418) 692-1177http://www.saint-antoine.com

Other conference activities will includea guided tour of the historic city and a dinnerboat cruise on the St Lawrence River to Îled’Orléans.

Administrative enquiries should be directed to:

Dr Richard GimblettCNRS 2008 Conference Coordinator49 South Park Drive, Ottawa, Ontario, K1B 3B8Telephone: 613-590-9508e-mail: [email protected]

Call for Papers“Iceland: Cradle of the Arctic Convoys”

The Historical Institute of theUniversity of Iceland is pleased to announce acall for papers for a conference on the ArcticConvoys in World War II. The conference willbe a combination of academic presentations andcommemoration events for veterans of theArctic Convoys. It will be held July 9 – 13 2008in Reykjavík, Iceland. The patron of theconference is Icelandic President Ólafur RagnarGrímsson.

Papers are invited on the followingareas:

- The political and historicalcontext of the convoys in WWII

- The organisation of the convoys


Stephen McLaughlinRussian and Soviet BattleshipsAnnapolis: Naval Institute Press, 2003ISBN 1-55750-481-4(www.usni.org)

Maurice D SmithSteamboats on the LakesHalifax: James Lorimer & Company, 2005ISBN 10 1-55028-885-7ISBN 13 978-1-55028-885-8(www.formac.ca/lorimer/lorimer.html)

- Their significance to theoutcome of WWII

- German U-boat warfare againstthe convoys

- Iceland’s role in the convoys- The role of various nations’

navies in the convoys- The significance of the convoys

to war propaganda

Proposals (max. 300 words) for 30minute papers and a brief CV should be sent viaemail attachment by 1 December 2007 to: Eliza Reid [email protected] Tel. +354 8934173

Reminders

! The Society is working on building aThe Directory of Canadian ArchivalSources (as noted in the JanuaryArgonauta). We need your input!C o n t a c t u s a [email protected] or throughour postal address with the informationyou have.

! Back issues of The Northern Mariner /le Marin du Nord are appearing online,on our website: www.cnrs-scrn.org .

Recent Books by Members


Paul Adamthwaite demonstrating the online version of The Northern Mariner at the January Executive meeting.Seated (L-R): Jim Pritchard, Paul Adamthwaite, Isabel Campbell. Standing: Faye Kert, Bill Glover, SergeDurflinger, Rich Gimblett, Bill Schleihauf, Alec Douglas. (photo courtesy Maurice D Smith)


Archives & Collection SocietyDedicated to Marine History

and ConservationPO Box 125, Picton, Ontario,

K0K 2T0, Canada http://www.aandc.org

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 Kingston www.marmuseum.ca

(follow the research links)

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 Dockyard –vis i to rs 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 of HMCS Haida 658 Catharine St. N.

Hamilton, ON L8L 4V7 www.hmcshaida.ca

Argonauta Advertisements

Rates: $20 per issue for a business card sized advertisement

Argonauta Information SheetPLEASE type or print legibly. You can respond by e-mail, mail or faxName

Recent publications (monographs, collections, articles, review articles, but not review; please listthose that your feel are especially important and include bibliographical details). Use additionalpaper if necessary.

News (this can be personal, institutional, or regional)

Research or professional activities with a maritime focus (this can be your own, or that ofcolleagues and associates; in all cased provide details)

Conferences, Seminars and Workshops (if you know about any that are scheduled within the nextfew years and which may be of interest to other members, please let us know; if possible, provideinformation about dates, themes, location, who to contact for information etc.)

Other News and Suggestions for Argonauta

Please return as soon as possible to Maurice D. Smith and Bill Schleihauf, Marine Museum of the Great Lakes at Kingston, 55 Ontario Street, Kingston, Ontario. K7L 2Y2 or by e-mail at [email protected] or fax at 613 542 4362. Thank you.

Published by the Canadian Nautical Research Societyhttp://www.cnrs-scrn.org

Documents

ARGONAUTAARGONAUTA Founded 1984 by Kenneth MacKenzie ISSN No. 0843-8544 Editors William Schleihauf Maurice D. Smith Argonauta Editorial Office Marine Museum of the Great Lakes at Kingston