ARGONAUTA

The Newsletter of

The Canadian NauticalResearch Society

Volume XII, Number FourOctober 1995

ARGONAUTA

Founded 1984 by Kenneth S. MackenzieISSN No. 0843-8544

EDITORS

Lewis R. FISCHEROlaf U. JANZEN

MANAGING EDITOR

Margaret M. GULLIVER

HONORARY EDITOR

Gerald E. PANTING

ARGONAUTA EDITORIAL OFFICE

Maritime Studies Research UnitMemorial University of Newfoundland

St. John's, NF AIC 5S7Telephones: (709) 737-2602/(709) 737-8424

FAX: (709) 737-8427

ARGONAUTA is published four times per year in January, April, July and October and is edited for the CanadianNautical Research Society within the Maritime Studies Research Unit at Memorial University of Newfoundland.

THE CANADIAN NAUTICAL RESEARCH SOCIETY

Honorary President: Niels JANNASCH, Halifax

Executive OfficersLiaison Committee

President: Faye KERT, OttawaPast President: W.A.B.DOUGLAS, Ottawa

Vice-President: M. Stephen SALMON, OttawaVice-President: Olaf U. JANZEN, Comer Brook

Councillor: Garth S. WILSON, OttawaCouncillor: John SUMMERS, TorontoCouncillor: Marven MOORE, Halifax

Councillor: William GLOVER, OttawaSecretary: Lewis R. FISCHER, St. John's

Treasurer: G. Edward REED, Ottawa

Annual Membership including four issues of ARGONAUTAand four issues of The Northern Mariner: Individuals, $30;Institutions, $55 .

Chair: William GLOVER, MarkdaleAtlantic: David FLEMMING, Halifax

Quebec: Eileen R. MARCIL, CharlesbourgOntario: Maurice D. SMITH, KingstonWestern: Christon 1. ARCHER, Calgary

Pacific: John MACFARLANE, Port AlbemiArctic: D. Richard VALPY, Yellowknife

CNRS MAILING ADDRESS

P.O. Box 55035240 Sparks Street

Ottawa, ON KIP IAI

IN TillS ISSUE

Editorial 1Argonauta Mailbag 2Commentary- John Harland, "The Devil to Pay" 3Articles- Benj. A.G. Fuller, "Some Philosophical Musings" 3- David Swayze, "Shipbuilding on the Saginaw River" 4- Mark Howard, "The Wreck of the William Salthouse" 4

Columns- Robin H. Wyllie, "Maritime Stearn Passenger

Vessels: SS Flushing" 4Argonauta News 7Sailing the Internet 8Conferences and Calls for Papers 9Video Reviews 10Maritime Books and Journals 10Diary 14Personal News 25Archives and Museum News 28News from Maritime Societies and Organizations 28Research Directory Updates 28

OCTOBER 1995

EDITORIAL

Since the Canadian Nautical ResearchSociety has more than its fair share ofdistinguished members, we often feelsomewhat awkward singling one out forspecial praise. But as hazardous as sucha task may be, we feel on safe groundin saluting Dr. Pierre Camu, who thismonth will be honoured with the RoyalCanadian Geographical Society's Mas­sey Medal, the highest Canadian awardfor individual achievement in geogra­phy and related disciplines. If there isanyone more deserving, either of themedal or of recognition in this space,we cannot think whom it might be.

Pierre Camu's career has been both sovaried and so notable that at firstglance it seems more like fiction . Atvarious times he has been a teacher, anauthor, a businessman, and a civilservant, and he has distinguished him­self in all these pursuits. While it isimpossible to describe fully all his ac-

ARGONAUTA

complishments, it is revealing that somany have been marine-related, includ­ing the Vice-Presidency and Presidencyof the St. Lawrence Seaway.

That this should be so seems withhindsight surprisingly natural. In themost recent edition of Canadian Geo­graphic, Pierre related how as a boy inMontreal during the 1930s he wasdrawn to the waterfront, then the mostvibrant in Canada. "For hours at atime, I'd watch the stevedores loadingand unloading cargo ," he recalled,"and see passengers embarking anddisembarking." He was so fascinatedby the ever-ehanging maritime scenethat he "began planning back then" thathis life "would involve the water."

It certainly has. His first job set thetone. In 1949 he was hired by thefederal Ministry of Mines and Techni­cal Surveys to create the first NationalAtlas of Canada, designed to replace astodgy. unofficial volume that was atthe time more than thirty years-old.

1

With a small team he produced a vol­ume remarkable not only for its car­tography but also for its portrayal ofCanada as a maritime nation, no meanfeat in a country that seemed almost tohave forgotten its maritime roots.

Pierre was next drawn to Laval Univer­sity, where by all accounts he was aninspirational educator who never forgot- or let his students forget - that theylived in a port city. While at Laval hewrote a paper on the administration ofSt. Lawrence Seaway, an essay that ledin 1960 to his posts with the SeawayAuthority .

We've left a lot out, including thePresidency of the Canadian Associationof Broadcasters, Chairmanship of theCRTC, President of the CanadianGeographic Society, an executive postwith Lavalin, and a Special Commis­sionership for the Canada 125 celebra­tions. But we really want to tell youabout what he currently has on hisplate. Currently completing the firstvolume of an eagerly-awaited two­volume history of Great Lakes-St.Lawrence River transport, Pierreintends next to write a history of boattraffic on the Mississippi River.

While doing all this - and morePierre has consistently been an activemember of CNRS. Somehow he alwaysseems to find the time to fill out aninformation sheet, review yet anotherbook, or lend his accumulated wisdomto solving yet another knotty problem.In all our years in the Society we havenever known Pierre to turn down eventhe most trivial request.

In short, Pierre Camu's achievementsmake him an ideal recipient of thisyear's Massey Medal. And his contri­bution to maritime affairs in Canadamakes him worthy of whatever honoursthis Society can bestow upon him. Wesomehow doubt that Pierre wouldagree, however, because we are fairlysure that not far beneath the surfacethere is still a lot of that little boy whowas mesmerized by the activities on theMontreal waterfront more than fiftyyears ago.

2

ARGONAUfA MAILBAG

Sirs:

I see that no less than two lectures on"Sack Ships" were delivered at theCNRS Conference in Montreal (onepaper by one of the editors!). This is aterm totally new to me! What couldthey be? I know of sack, a bag to carrythings. Buccaneers sacked towns on theSpanish Main; presumably they carriedthe loot away in sacks. Sack was awine drunk by Falstaff, probably popu­lar in Elizabethan times. Dry Sack is akind of sherry, the bottle probably in asmall sack to minimize breakage. Ihave heard that some types of liquorwere sent on long voyages to age whilebeing tossed around in a ship's hold. Isthat it, some aspect of the UK, New­foundland, Iberian peninsular run? Forthe general public, please, what is a"Sack Ship"?

Douglas MaginleyP.O. Box 328

398 Main StreetMahone Bay, Nova Scotia

BOJ 2EO

We respond:

Doug, the same question came up atMontreal, which only goes to show howeasily we forget that the esoteric lan­guage peculiar to our particularresearch specialties may seem perfectlyclear to us but not to others. Sorryabout that! A "sack ship" was afreighter, a ship that came to New­foundland during the seventeenth andeighteenth centuries, not to fish but topick up cargoes offish for delivery tomarket in southern Europe. There theywould discharge the fish and load withlocal products, including wine, oftensherry (or "sack" as it is still knownand sold). So, congratulations; withvery few clues, you puzzled out thecorrect answer.

Sirs:

In the course of doing some researchinto the sinking of HMCS Regina offthe north coast of Cornwall in August1944, I had occasion to write to Mr.

ARGONAUTA

George C. Phillips, the Padstow Life­boat Station Honorable Secretary, forclarification of a number of details.Included in his response to my querywas the following information which Ithought would be of interest to some ofour members.

Mr. Phillips writes: "...Tommy Mor­rissey, a local fisherman, .. .was alsoinvolved in the rescue of the Regina.He went out to her in his 26-foot boat,the Kingfisher, converted for fishing byhis father who purchased it in 1895after the three-masted barqueAntoinette, built in Nova Scotia, sankon the Doom Bar in the Camel Estuary,Padstow. The boat, a 26-foot Jollyboat, was built by the apprentices onboard the Antoinette during the voyagefrom Nova Scotia to England. Tommyrescued over twenty survivors fromrafts, landed them at Cove and thenferried the sixty-six survivors from theSir William Hillary [the Dover lifeboattaken over by the RAF in 1940 to beused as a crash boat] back to Cove, asthe tide would not allow either boat togo up the Estuary as far as Padstow. Soyou can see, they were rescued by aCanadian boat. "

I much like the casual phrase, "a 26­foot Jolly boat, ...built by apprenticeson board the Antoinette during thevoyage from Nova Scotia... "! Couldthey do that nowadays?

Fraser M. McKee"Greenknowe"

Box 3Markdale, Ontario

NOC lHO

Sirs:

Last summer I purchased two framedphotographs from an antique dealer inToronto who had acquired them from alocal estate. Information on the back ofthe frame states: "sailing ship about1880 - Prince Amadeo, Captain J.S.Linskill with daughters Margaret andAggie (great grandfather of BerylMorris). The Marine Museum inToronto suggested that members ofCNRS might have some additionalinformation about the ship, captain,

OCTOBER 1995

and/or crew. Your assistance in thisregard would be most appreciated.

Dennis Mills2701 Mississauga Road

Mississauga, OntarioL5H 2L6

tel: 905 271-1459 (H)or 905 890-1010, X2524 (0)

Fax: 905 890 8052

[How about it folks; can anyone helpMr. Mills? The photocopy he sent istoo poor to be reproduced here. Theone shows a barque moored, with allsails furled; the other presents a posedgroup photo of the crew (about twenty­three men) standing or sitting aroundCapt. Linskill, who is seated in a chairwith his daughters (who appear to beabout three and six years ofage) stand­ing beside him. Anyone with informa­tion is encouraged to contact Mr.Mills. The Editors.]

ARGONAUfA COMMENTARY

"THE DEVIL TO PAY"by John Harland

Kelowna, British Columbia

In SEAROOM-L, a forum devoted tothe novels of Patrick O'Brian, therewas a recent thread about the express­ion "there's the devil to pay and nopitch hot." The question may perhapsbe of interest to members of CNRS andaccordingly I pass the question along.

There is a common assumption that the'devil' referred to was a seam, but notcomplete agreement on the planksbetween which it was to be found .W.H. Smyth's Sailor's Word-Book(1867) suggests that "The seam whichmargins the waterways was called the'devil', why only caulkers can tell, whoperhaps found it sometimes difficult fortheir tools." Anstey's Dictionary ofSeaTerms says the devil is "that seamwhich is about on the waterline". Ger­shorn Bradford's Mariner's Dictionarydesignates it as the seam between thegarboard and the keel. Joanna Colcordin Sea Language Comes Ashore refersto the waterway seam as being called'hell' because it was "hell to pay."Peter Kemp suggests that the devil

OCTOBER 1995

seam is likewise being referred to inthe phrase "between the devil and the .deep blue sea." However, it is knownto have been used in non-maritimecontexts as well. In A Hog on Ice C.E.Funk says that Robert Munro, a Scot­tish officer in the service of GustavusAdolphus in 1631, found himself sub­jected to enemy fire from in front andthe 'friendly' Swedish guns (whichwere firing too low) at his back anddescribed his situation as "between thedevil and the deep blue sea." Theexpression "the devil to pay" withoutthe "and never a bucket of pitch" or"and no pitch hot" is said to go back tothe year 1400.

Mariner's Mirror offers some relevantstuff in Vol. 66, pp. 372-3 and Vol.67, pp. 99 and 199-200, inter alia, thatthe expression was used by Sir WalterScott in Chapter 36 of The Pirate(1822) and occurs even earlier (1788)under 'pay' in Grose's Dictionary ofthe Vulgar Tongue . I wonder if Smythgot it from one of these sources, ratherthan running across it during his navalcareer.

I must say I have some doubts aboutthe seam explanation, particularly whenthere is a lack of consensus as to whichseam it was. However, if a seam reallywas so called, it seems that it waseither very long, or very hard to get at.Since the waterway was thicker thanthe general deckplanking, it may havebeen awkward getting the pitch into thecrevice between them (or for that mat­ter to horse in the oakum, which pre­ceded the paying) . Certainly someAmerican vessels were built with athick waterway, featuring an abruptdrop in level to the deck-plank (Seemidship sections in Charles Desmond'sWooden Shipbuilding [1919]). If thiswere a major problem, it could havebeen got over by chamfering off thecorner of the waterway . A similarmismatch occurred where the wale metthe planking, before the introduction of'diminishing strakes' (c. 1720), and thiswas sometimes got over by cutting arabbet out of the heavier strake to forma so-called 'dead-seam.' A seam whichhas not been suggested as a candidate(if it is properly called a seam at all)

ARGONAUTA

would be the line between margin­plank and the deck-planks proper. Atbow and stern the latter were 'nibbed'into the margin-plank, resulting in theseam being interrupted by a series ofshort elements - a zig-zag patternwhich would have made for slow caulk­ing and paying.

ARGONAUTA ARTICLES

SOME PHILOSOPHICAL MUSINGSON MARITIME PRESERVATION

by Benj. A. G. FullerSeabag Enterprises

7II61.3057@compuserve.com

Over the years I have seen a great dealof discussion about things nautical, andone question that keeps recurring is anissue that is vitally important to thehistoric preservation community ingeneral and to maritime history inparticular. It is one that I as formerchief curator at the Mystic MaritimeMuseum and current maritime exhibit,preservation and computer consultantthink about a lot, but one for which Ido not have any magic answers.

Are we doing this for our own interestor is there a larger good to be served inpreserving and presenting maritimehistory? If the latter can we demon­strate the larger good? These are nottrivial questions, but rather they arebasic "bottom-line" questions of thesort inspired by increased competitionfor scarce public funds . Stephen Weil,philosopher of preservation, askedsimilar questions in his article "Cream­puffs and Hardball: Are You ReallyWorth What You Cost or Just MerelyWorthwhile?" (Museum News, Septem­ber/October 1994) and in his newbook, A Cabinet of Curiosities;Inquiries into Museums and Their Pros­pects. The old museum studies pana­cea, that museum work is inherentlyvirtuous, or museum educators preach­ing that museums can be used as educa­tional change agents, are running out ofsteam in the 199Os.

It seems to me that if we can articulatethe reasons that we, the enthusiasts,find compelling and justifiable for our

3

pursuit and interest in maritime history,we may be able to come up with ans­wers that we can use when we talk toothers about its importance. The"Why" question is always difficult, butgrappling with it is essential if we wantto ask the society, the context in whichwe operate for help in maritime preser­vation.

Having been intimately involved withthese both at Mystic and elsewhere, itis my experience that there is never aright answer to the question, "whyshould this be preserved. " Everyanswer must be specifically addressedfor a particular project. If the aim is toprovide information or educationalvalue, then a cost justification stillneeds to be made that compares thecontemplated project to what hasalready been done. For military ships,how many similar ones have beenpreserved? If it is for inspiration or asa memorial (which is where much ofthe World War II work is focused) thenthe question is (again because of thecosts involved), "is this the best way toconvey the educational and inspirationalmessages sought?" Those who defendship preservation as an educational toolthat cannot be replaced by surrogates(fictional works like HMS Ulysses) orcelluloid (e.g., Das Boot) are correct inthat there are things that representationscannot show such as a sense of scale,or of complexity. It will be a whilebefore Virtual Reality can do this. Ifyou are interested in preserving shipsas tourist attractions, a straight businessanalysis should be done, one whichdoes not rely on bailouts from thosewho are not benefiting from the preser­vation . The Ship Preservation Commit­tee of the International Commission ofMaritime Museums once did a piecethat was quietly dropped: the offer todo ship preservation justificationstudies, rating scales on criteria such ashistorical importance, as an eventparticipant, technological importanceetc. were proposed. The one that Ithink got the project dropped wasjudging the strength of the proposinginstitution to do it, both financially andorganizationally.

It may turn out that most of us are

4

interested in the subject because wefind the artifacts artistically or techni­cally compelling, or we wish to honourthose who have gone to sea, or that wethink that going to sea has some lessonsand values that are of practical use.The investigation and presentation oftechnological enthusiasm as a motivatorfor artifact creation, for example (arti­culated by Eugene Ferguson and othertechnological historians, see RobertPosts's new book High Performance, ahistory of drag racing). I don't know,but I'm interested in your thoughts.Certainly the editor and philosopher,Thomas Fleming Day was interested inthe lessons, the attitude of mind thatcan be taught by going to sea; his littlebook on Seamanship is explicitly not atechnical "how to" book, but aims atteaching an attitude, a way of ap­proaching seafaring that can spill overinto daily behaviour.

I want to get this issue put on the mari­time preservation agenda, because~ithout thought given to the "Why,""Why is it important," "Why bother,"questions, it becomes difficult for us toask for eleemosynary support.

SHIPBUILDING ONTHE SAGINAW RIVER, MICHIGAN

by David Swayze

The shipbuilding industry on the Sagi­naw River has been tied very closely tothe lumber industry which grew at thesame time. In the early 1800s Michigannorth of Saginaw Bay was a vast carpetof white pine - housebuilding wood foran exponentially growing nation. Thewhite pine thrived in the sandy uplandsof northern lower Michigan. On theother hand, the Saginaw Valley, whichspreads out behind the Bay in an ovalpattern, was blessed with black, loamy,extremely fertile soil. This was mostlycovered with a mixed hardwood forestdominated by ancient oaks. The prox­imity of the white pine caused the rapiddevelopment of Saginaw as a largemilltown, while the hardwood forestgave rise to a shipbuilding industrywhich grew first in Saginaw. then in itsdeeper-water sister, Bay City .

ARGONAUTA

Ironically, the very quality of the soilwhich grew the white oak also doomedthe great trees. As settlers, primarilyGermans, moved in, the forests werecut for cultivation and the fine ship­building material became very cheapand accessible. The primeval oaksproduced a very fine-grained wood thatwas known the world over as "Michi­gan Blue Oak." Many shiploads of thewood found their way to Europe foruse in ship and furniture building.Local ship carpenters were able to takea packet boat up the river and selectspecific pieces of standing oak forvarious parts of vessels a-building .Knees and the like were cut fromsingle, selected pieces, making themextremely strong. A high percentage ofSaginaw River-built vessels worked farbeyond the 12-year average lifespan fora wooden ship. Some were still plyingthe lakes at age 50.

Between the end of the US Civil Warand the turn of the century, more than500 wooden vessels were built alongthe banks of the Saginaw. The vastmajority of these were built for thebulk freight demands of the lumbertrade. Being a comparatively lightcargo,lumber stimulated the productionof large ships and Bay City builderswere constantly turning out "the largestship on the lakes." By 1885, the localindustry standard was the 3OO-footsteamer or schooner-barge. This wasconsidered to be the practical size limitfor a wooden hull . A 3OO-footer couldpack in a million board-feet of lumberbelow and as deck cargo.

The lumbering frontier moved out ofreach to the north at about the sametime that the last of the white oakpetered out. Capt. James Davidson'slast few wooden giants, built in themid-'9Os, were made with oakimported from elsewhere. This rawmaterial, which had once been socheap, was now more expensive thansteel. By 1900 the only viable shipyardleft on the river was that of FrankWheeler, which had converted to steelten years before.

The Saginaw River Marine HistoricalSociety is working to preserve the

OCTOBER 1995

maritime heritage of our area. Their1993 book Vessels Built on the Saginawgives a short biography of each of themore than 650 wooden and steel com­mercial vessels built here. It can beordered from: Dave Swayze, 3123 S.Concourse, Mt. Pleasant, MI 48858(US $12.95 + $3 s&h).

THE WRECK OFTHE WOLlAM SALTHOUSE

by Mark HowardMelbourne, Australia

One of the first attempts to forge adirect trade link between Canada andAustralia came to grief in 1841 whenthe vessel involved, the barque WilliamSalthouse, was wrecked while trying toenter Port Phillip Bay near Melbourne.Not only was this a blow to the hopesof those involved in the venture but itmay also have delayed the developmentof trade ties between the two regions.

Melbourne was founded at the head ofPort Phillip Bay in 1835 and grewrapidly, soon becoming the main ser­vice centre for the many new sheepstations being established in the hinter­land. This rapid growth saw manyvessels arriving at Port Phillip - over250 vessels in 1841 alone - with theimmigrants, supplies and livestockneeded to sustain this steady rate ofexpansion.

The main difficulty for vessels sailingto Melbourne was the narrow entranceto Port Phillip Bay, where the headsare only a mile or so wide, shallow andpartially blocked by stone reefs justbelow the surface; together with astrong ebb tide running at up to sevenknots, this created a dangerous set ofwhirlpools and eddies known locally as"The Rip." The hazards of "The Rip"led to the establishment of a pilot sta­tion in 1838, and by 1841 there werefive government pilots based at nearbyQueenscliff. Help was thus at handwhen the William Salthouse arrived atthe entrance to the bay after a five­month voyage from Canada in Novem­ber 1841.

The William Salthouse was a 251-ton

OCTOBER 1995 ARGONAUTA 5

Sources:

ARGONAUTA COLUMNS

S.S. Flushing

MARITIME PROVINCESSTEAM PASSENGER VESSELS

Athens, New York1882217

112 feet24 feet

8.2 feetMcEntee & Dilon,

Rondont, N.Y.1 cyl. 20"-22" 61 h.p.

Screw

In 1884, with a capital of $20,000 anda subsidy of $6,500 per annumsecured, Captain James Fettes andCaptain John Ingersoll were sent toNew York, where they were fortunateto be able to purchase the two-year-oldFlushing. After loading a charter cargofor Lubec, Maine, the steamer headedup the New England coast. Her trium­phal arrival at Grand Manan was re­ported in the shipping column of TheIsland News, under the sub-title"Arriv­ing of the Flushing: as follows :

Built:Date Built:Gross Tonnage:Overall length:Breadth:Draught:Engine Builder:

History:

From around 1880, the Island of GrandManan, which lies off PassamaquoddyBay at the mouth of the Bay of Fundy,had been served successively by thesteamers William Stroud and Dominion.Both were owned by mainland compan­ies which received a subsidy for trans­portation of the mails. The service wasfairly regular during the season whenthere were fisheries products to beshipped, but left much to be desired atother times. As a result, a group oflocal businessmen joined together toform the Grand Manan SteamboatCompany, which was incorporated in1883.

"Easter Monday, April 14,1884, was a day of great rejoic­ing at North Head on account ofthe arrival of the Island SteamerFlushing. The day was fine, and

Engine:Propulsion:

Flushing was built in 1882 for thepassenger ferry service between NewYork City and Flushing in the rapidlydeveloping borough of Queens. Suchwas the growth of commuter traffic onthis route that within two years Flush­ing had been replaced by much largervessels and put on the market.

120526Official Number:

Specifications:

Marion Elliget and Harry Briedahl,Time and Tide. A Guide to the Wreckof the Barque William Salthouse (Mel­bourne, 1991).

By Robin H. WyllieEast LaHave, Nova Scotia

Mark Staniforth, "The Casks from theWreck of the William Salthouse:Australian Historical Archaeology, V(1987), 21-28.

currents caused extensive damagebefore archaeological investigationsbegan in March 1983. The strongcurrent created by the nearby headsmade underwater work difficult andconfined most dives to the period ofslack water between ebb and floodtides. These investigations revealed thatdespite damage by vandals and the sea,much of the vessel's hull and cargowere intact. The latter included wickerbaskets filled with bottles of champagneand crates of wine with the corks stillin place. Many of the casks, containingnails, flour, salt beef, pork and fish,still were partially intact. Most werebound with wooden rather than iron­hoops, thus making their survival allthe more remarkable.

The movement of sand that hadrevealed the wreck continued to exposeit to further damage by tidal currents.Various methods were tried to halt thisprocess, including building sandbagwalls and laying down large areas ofartificial seagrass matting. The lattermeasure appears to have been success­ful in halting the movement of sand andin helping to preserve what remains ofthe William Salthouse for future gener­ations and further investigations.

The find was reported to the new Vic­torian Archaeological Survey in Dec­ember 1982 and the site was soonproclaimed under the Historic Ship­wrecks Act of 1981. Despite this pro­tection , "treasure hunters" and tidal

The vessel was soon covered with sandand disappeared from official recordsfor 140 years, until two scuba diversfound it on a Sunday afternoon inAugust 1982. It is believed that channeldredging operations earlier that yearhad altered the currents and shifted partof the underwater sand dune that hadcovered the vessel. The William Salt­house was in good condition, sittingupright and partially buried on theseabed with some of its cargo of lum­ber and provision casks still stacked ondeck .

A pilot from Queenscliff then came outin a whaleboat, ordered the anchor cutand tried to sail the vessel through theheads, using what remained of therudder to guide it in. Little progresswas made and, as the vessel becamemore difficult to handle, a secondanchor was let go. When this anchorwas also lost, the vessel drifted and ranaground on a shoal just inside the bay.With two metres of water in the holdand no chance of saving the vessel, itwas decided to abandon ship. This wasachieved without loss of life. Thefollowing day the William Salthouseslipped from the shoal and sank indeeper water with only its masts show­ing above the waves.

vessel built for Salthouse and Companyof Liverpool in 1824. The master in1841 was Captain George Brown, whomay not have known about the pilotservice available at Port Phillip or elsedecided to do without it when heentered the bay in poor weather condi­tions on 28 November. He tried toavoid "The Rip" by sailing close toPoint Nepean on the southern arm ofthe bay, but struck the outer edge of asubmerged stone reef, losing most ofthe rudder and damaging the hull. Asthe vessel began to take on water, itbecame increasingly difficult to manageand Captain Brown ordered an anchordropped .

6 ARGONAUTA

S. s. FLUSHINe;

Fig. 1. 55 Flushing from a photograph in tht colltetion of tht Grand Manan Muuum.

OCTOBER 1995

.---

:a_-- -. _

Fig. 2. Givtn tht location of tht ports of call. this apptars to bt tht most Iiktly routt of thtGrand Manan Sttamboat Company vtsstls from 1884 until 1929.

NEW BRUNSWICK

a large number of people col­lected on Gaskill's Wharf, tomeet and greet the Steamer'sadvent in the Island wa~ers. Flagsflying and cannon roaring addedtheir quota to the Flushing'swelcome to her Island home. TheFlushing will not go on the routefor a short time. She needs paint­ing and other fixings ."

The "other fixings" were no doubtrequired to adapt the steamer for Bayof Fundy service. They resulted in theaddition of forty tons to her grosstonnage, but, apart from the addition ofthe high gaff cargo booms required byFundy's huge tides, and the knowledgethat carpenters and steam fitters wereinvolved, it is difficult to ascertainexactly what this entailed.

On 1 July 1884, "Dominion Day,"under the command of Captain Inger­soll, Flushing steamed out of NorthHead harbour on her first run to SaintJohn. En route, the steamer called atWelshpool on Campobello Island,Eastport in Maine, St. Andrews, St.

Stephens, and, on a fairly regularbasis, at Deer Island. With the estab­lishment of a reliable service, trafficincreased to a point where Flushingwas making no less than four trips perweek.

The vessel remained in service for

sixteen years and, given the treacherouswaters in which she plied her trade,appears to have had a singularly un­eventful career. The sole exceptionoccurred in Saint John on 27 January1886. Captain Ingersoll's report offerssome insight into marine fire fighting inthe late nineteenth century:

BAY OF FUNDY

OCTOBER 1995

"Statement of Burning Stm. Flushing"Flushing sailed from Campo­

bello Jan. 26 at 3 pm arrived StJohn 8:30 pm same day. Jan. 27.next morning. 5 am went to workdischarging cargo fish, gotthrough 6:15 am. While the Cookwas calling us for breakfast hediscovered smoke through theBoiler House windows.

He immediately gave thealarm. all hands set to work toput out the fire. It gained sorapidly that we could not get intothe fire room to start our pumps;opened Steam connections frommain deck; two large boats layingalongside got their Hose to workon us at first alarm; we immedi­ately gave the City fire alarm towhich they quickly respondedwith three engines, but finding allefforts to put the fire out failedconcluded to put her in the dockand scuttle her which they did;the firemen soon got to workagain and worked until about11 :30 am when the fire wasreported to be out; the Boat wasthen aground we bored a numberof 2 inch auger holes in her bot­tom to let the water out & keepthe boat from straining. Whenthe water was out of Holes,plugged up the holes to make theboat tight, found she made littleor no water had pipes drained tokeep from freezing and engineoiled.

Jan. 30 1886 had her towed toCarleton and moored in dock forsafe quarters and placed undercare of watchman. "

In 1900, Flushing was replaced by theSS Aurora, another New York boat,which was a little bit bigger and hadadditional cargo carrying capacity. Theold boat was sold to P. Glasier of SaintJohn for conversion to a tug boat andserved in this capacity until around1930, when her name was removedfrom the records.

Acknowledgment

The author would like to thank the staffof Grand Manan Museum for providing

ARGONAUTA

much of the material from which thisprofile of Flushing was compiled.

Sources

Mills, John M.• Canadian Inland andCoastal Steam Vessels 1809-1930. Pro­vidence. RI, 1979

Steamboat Inspection Report, Supple­ment to the 47th Annual report of theDepartment ofMarine & Fisheries, fis­cal year 1913-14. Ottawa, 1914

Selected Shipping Registers

ARGONAUTA NEWS

OBllVARY: GORDON STEAD

Gordon Wilson Stead, who won aKeith Matthews Award for his memoirA Leaf upon the Sea (Vancouver,1988), passed away in Vancouver on19 October 1995. Gordon was born in1913 of an English father and a Scot­tish mother. He grew up in Vancouverand went to sea at the age of fifteen,sailing to Australia and then workingfor Straits Towing. As a Lieutenant­Commander in the RCNVR he wasloaned to the RN during World War ITand deployed to the Mediterranean,where he commanded a flotilla ofmotor-launch minesweepers. His ex­periences there were recorded in his re­markable book, which has attractedfavourable attention worldwide.

All who knew Gordon Stead mourn hispassing but remember his kind andaffectionate ways. He made manyvaluable contributions to his countrythat will not be forgotten. He had arich and varied career and, not least,was a long-standing member and pro­moter of the Canadian NauticalResearch Society. He will be missed.

Barry M. GoughWaterloo. ON

SNAME SCHOLARSHIPS

The Society of Naval Architects andMarine Engineers is offering a series ofscholarships at both the undergraduateand graduate levels to encourage men

7

and women to pursue studies in navalarchitecture. marine engineering. andrelated fields. Only United States andCanadian citizens are eligible. Applica­tions for the fall of 1996 are availablenow and must be submitted no laterthan February 1. 1996. For furtherinformation or application forms,please contact Mr. Francis M. Cagliari,Executive Director, SNAME, 601Pavonia Ave .• Jersey City. NJ 07306.

COURSE ON PRESERVINGMAR1TIME HERITAGE

The legacies of our maritime past rangefrom archival documents and charts tofloating vessels and shipwrecks. Theseartifacts are complemented by a wealthof song, lore and crafts. Caring for thisdiverse and fascinating heritage pres­ents special challenges to museums,heritage agencies and historic sites. TheCultural Resource Management Pro­gram at the University of Victoria willtherefore offer an immersion course formuseum and heritage professionals on"Preserving Maritime Heritage. " In thisimmersion course. a comprehensivelook is taken at the nature of maritimeheritage, the contexts in which it ispreserved. and at the practical prob­lems and opportunities that exist as weseek to preserve and interpret it effec­tively. Course topics include:

• the growth and nature of maritimecollections

• philosophical and ethical consider­ations

• current professional networks andresources

• approaches to preservation and con­servation

• curatorial concerns and issues• collections and information manage­

ment systems• preserving. maintaining and using

floating vessels• preserving/interpreting underwater

archaeological sites• approaches and resources for

material culture research and inter­pretation

The collections and programs of theMaritime Museum of British Columbiawill provide a resource for the course,

8

and a variety of maritime historic siteswill be explored through field work andpractical exercises.

The course will be taught January 29 toFebruary 6th (this has been rescheduledfrom July) by Garth Wilson, Curator ofMarine Transportation, NationalMuseum of Science and Technology,and John Summers, Curator, MarineMuseum of Upper Canada. The cost isCDN $589, and it may be taken on acredit or non-credit basis. Inexpensivebed and breakfast accommodation isavailable both on and off-campus.Further information and registrationmaterials may be obtained from theCultural Resource Management Pro­gram, Division of Continuing Studies,University of Victoria, PO Box 3030,Victoria, BC V8W 3N6 (tel.: 604 721­8462; Fax 604 721-8774).

AMERiCA AND THE SEA

"America and the Sea," an intensivesix-week seminar to encourage univer­sity teachers to incorporate maritimehistory into their curricula will beoffered at Mystic Seaport Museum inthe summer of 1996. The course is aNational Endowment for the Human­ities Summer Institute and will bedirected by Benjamin Labaree ofWilliams College and Edward Sloan ofTrinity College in Hartford, CT. Bothhave long served on the faculty ofMystic's Munson Institute.

America and the Sea will treat mari­time history as an integral part of theUS experience, and will examine awide variety of marine-oriented activi­ties in their historical contexts . Whilefocussing on the US, the course willalso include several components onCanadian maritime history. Additionalinformation is available from TriciaWood at the museum.

NED HANLAN SAlLS AGAIN

In 1996 the Toronto Historical Boardwill re-Iaunch its historic steam tug NedHanlan, dry-docked beside the MarineMuseum of Upper Canada since 1971.Built by the Toronto Drydock Companyin 1932, the ship served the City faith-

ARGONAUTA

fully until being taken out of service in1965. From August 1995 to June 1996,the ship will be painstakingly restoredat the Marine Museum by teams ofspecialized tradesmen, from ship­wrights to boilermakers. At the com­pletion of the restoration process, theNed Hanlan will be a working ship,coal-fired and steam-powered, just as in1932. Once back in the water, the tugwill be the star attraction of the newWaterfront Interpretation Centre, takingpassengers for cruises, tours and char­ters in and around Toronto Harbour.This dynamic, hands-on marine heri­tage programming facility will open tothe public in the spring of 1997 onSpadina Pier, at the western end of theToronto waterfront.

The Toronto Historical Board has com­piled a thirty-minute slide show andpresentation about the tug's history andrestoration, available free of charge togroups of more than twenty. Designedto increase public awareness about thisunique project, the presentationexplores the ship's history and work inToronto Harbour, together with the lifeand accomplishments of her world­champion namesake, the oarsman NedHanlan. For more information and tomake bookings, contact Eleanor Darke(tel: 416392-6827, ext. 226).

THE LIGHTHOUSE EXHIBITION

Chris Mills, who has served in light­houses on Canada's Atlantic and Pacificcoasts and who is now assigned toIvory Island Lightstation in BritishColumbia, writes to tell us about aninteresting project he is currently co­organizing along with Colleen Ham­mond-Allison of Addenbroke Lightsta­tion. "The Lighthouse Exhibition" isdesigned to use art in an effort to sup­port the retention of on-site Iightkeep­ers in BC. They have canvassedpainters, photographers and writers toproduce an exhibition (and hopefully) abook arising from visits to staff light­houses . To date, twelve individualshave visited thirteen lights, and theyhave another ten artists to match withparticipating stations. Artists involvedinclude Mark Hobson, Robert Bateman,Harry Heine and Dick Dekker. They

OCTOBER 1995

hope to have the Iightstation VISitsfinished by next spring and a series ofexhibitions to follow soon thereafter.We'll keep you informed.

GOUGH NAMED TO EDIT NEPTUNE

Barry Gough has been named Editor-in­Chief of American Neptune. The jour­nal, as many readers will know, ispublished quarterly (sometimes accom­panied by a supplement) by the Pea­body Essex Museum of Salem, MA.The Neptune is one of the oldest mari­time serials, with a continuous publica­tion of more than fifty-five volumes.Former editors include the late Archi­bald Lewis and Timothy Runyan.

American Neptune is interested inpublishing original contributions on anyaspect of maritime history, includingarchaeology, literature, modelling,merchant shipping, naval affairs,museum theory and practice, and an­thropology. Its readership and contri­butors are international; while its tradi­tional focus has been on New Englandand the early American Republic, itseeks to enhance its Canadian content.

Assuming the editorship of AmericanNeptune marks a return to scholarlyediting for Barry, who served as asso­ciate editor and managing editor ofAlbion, a quarterly journal of Britishstudies, in the 1970s. We wish Barryevery success in his new endeavour.

SAILING THE INTERNET

NEW NAUTICAL RESEARCH LIST

An active nautical research list hasrecently been developed which may beof interest to CNRS members withcomputer access to the Internet. Ac­cording to Clayton A. Feldman, MD,President of Seaways Publishing, Inc.(which publishes Seaways' "Ships inScale" magazine), the new list is calledINFONAUT-LIST and is sponsored bya grant from Seaways Publishing, Inc .Il is a multi-specialty nautical researchlist, hoping to bring together the talentsand resources of nautical and maritimehistorians, shipmodelers, nautical arch­aeologists, marine artists, archivists,

OCTOBER 1995

museum specialists, full-size replicadesigners and builders and all othersinterested in the design, constructionand operation of ships and boats. Alleras and types are discussed.

To subscribe (or unsubscribe), send ane-mail message to:

majordomo@lists.best.comIn the body of the message, state "sub­scribe (or unsubscribe) infonaut-list<your e-mail address> " To post mes­sages to the list, send messages to info­naut-list@lists.best.com. Questions orsuggestions about the list can be sentto: c1ayfeld@seaways.com

MARHST-L UPDATE

Just a reminder that there are other listsout there that will appeal to those inter­ested in things nautical. Of these, theone "closest to home" (by virtue ofbeing organized by CNRS membersMaurice Smith, Walter Lewis and JohnSummers) is MARHST-L. To sub­scribe, send the following message to:listserv@qucdn.Queensu.Ca. Skip thesubject line. In the first line of thebody of the message: SUBSCRIBEMARHST-L Your Name. To leave thelist send the following message to:listserv@qucdn.Queensu.Ca. Skip thesubject line. In the first line of thebody of the message: SIGNOFFMARHST-L. For funher assistance, e­mail directly to Walter Lewis at:walter.Iewis@sheridanc.on.ca.

ON-LINE SHIP LISTS

Maurice Smith, the Director of theMarine Museum of the Great Lakes atKingston, has indicated that the follow­ing online ship lists are available bylogging into the museum's CollectionsCatalogue and Marine Information DataBases: the Wallace List, a record ofCanadian shipping 1786 to 1920 (sail­ing vessels); the Mills List, beingCanadian steam vessels 1816 to 1935and Canadian-registered ships for theGreat Lakes and some S1. LawrenceRiver ports. These are on-line atQueen's University at Kingston - over13,000 records. In addition you cansearch the Marine Museum of theGreat Lakes online collections cata-

ARGONAUTA

logue, which includes books, pictorial(paintings, photographs, ships plans),artifacts, periodical indexes, andarchives - 40,000 records in all.Records are uploaded regularly.

Internet Connections:For VT 100 sites, telnet:

qlineascii.queensu.caFor TN 3270 sites:

tn3270 qline.queensu.ca

Modem Connections:Hardware requirements: a PC-Com­patible or Mackintosh microcom­puter with dial-in modem.

Software requirements: recom­mended software for Pes: MS-Ker­mit, YTERM, Microsoft Winsock.For Mackintoshes: Brown Term,Wendy Comm

Computer Specifications:7 data bits; even parity; 1 stop bit;full duplex

Phone numbers:1200 to 2400 BPS, 613 548-73282400 BPS, 613 548-31629600 BPS, 613 548-8258.

Selecting QLINE:

If you are not using customized soft­ware, you will be asked two questionsbefore the QLINE Main Menu is dis­played.

1. 'enter class' answer QLINE2. 'terminal type' answer VT100

This will take you to the main screenwhere you will be given a choice ofdata bases. Choose MAR to go into theship lists and marine museum onlinecatalogue. Read the help screens fromthere. The search engine is powerfulbut it does require some skill .

A GUIDE TOMARITIME HISTORY INFORMATION

The following WWW page will be ofconsiderable interest to those memberswho "surf" the Internet. Doug Magin­ley (who provided the editors with thisinformation) reports that "after looking

9

at the various pages, it appears to bevery interesting. The author is PeterMcCracken, mccrp@ils.unc.edu." TheWeb page is called A Guide to Mari­time History Information on the Inter­net; the URL is:

http://i1s.unc.edu/maritimelhome.html

The list is divided into the followingcategories:

General maritime informationMuseums (including Mystic Sea­port's upcoming September confer­ence on Maritime History)ShipsMaritime books and magazinesMusic, art and imagesModern sailingNautical archaeologyListservs and discussion groups

CONFERENCES AND CALLSFOR PAPERS

UNDERWATER ARCHAEOLOGY

The 1996 Society for Historical Arch­aeology Conference on Historical andUnderwater Archaeology will be heldat the Omni Netherland Plaza inCincinnati, Ohio on 2-7 January.There will be two themes: "BridgingDistances: Recent Approaches to Immi­gration, Migration, and Ethnic Identity"and "Forging Partnerships in Outreachand Education." For information con­tact: Marcy Gray, Conference Chair,Gray and Pape, Inc., 1318 Main Street,Cincinnati, OH 45210.

RUSSIAN NAVAL HISTORY

A conference on "The 300th Anniver­sary of the Creation of the RussianFleet by Peter the Great" is beingorganized by the State Marine Techni­cal University in S1. Petersburg, Rus­sia. The conference will be held inMayor June 1996. Papers may focusnot only on Peter the Great and his era(history, art, science and technology,shipbuilding) but also on contemporarythemes such as applied and experimen­tal ship hydrodynamics, internationalcooperation in marine education, andprospects of ship operations, marinesafety, and fleet renovations. Major

10

Russian shipyards and shipping com­panies are expected to panicipate. Forinformation, contact: Prof. D.M. Ros­tovsev, The State Marine TechnicalUniversity, Lotsmanskaya str., 3, St.Petersburg 190008, Russia.

VIDEO REVIEWS

The Mystery of the Edmund Fitzgerald(Kenosha, WI: SouthponVideo, 1993),written by Michael Schumacher; pro­duced, directed and edited by MarkGumbinger. VHS, 60 minutes, sound,colour.

Ask a group of "average Canadians" toname two shipwrecks, and after theTitanic the vessel they are most likelyto mention would probably be the Ed­mund Fitzgerald, a reflection of thepower of Gordon Lightfoot's 1976chan-topping ballad. Books on thesubject have been available for years (Ican think immediately of books byFrederick Stonehouse and Roben Hem­ming in panicular) . But the fascinationwith the Fitzgerald is such that onceagain, it is becoming the centre ofmedia attention. Southpon Video, theproducers of a series of videos onGreat Lakes shipwrecks, must belooking over their shoulders as dives in1994 and 1995 by two rival groups ledby Fred Shannon on the one hand, andTom Farnquist (Great Lakes ShipwreckHistorical Society), Joe MacInnis andthe National Geographic Society on theother, promise fresh video trealmentsof the same subject.

Most of the evidence presented in theSchumacher script is available in thesecond edition of the Stonehouse vol­ume. Indeed, Stonehouse makes twoappearances: assening that the real rea­sons for the loss of the Fitzgerald are"unknown," and castigating the CoastGuard for its pitiful Search and Rescuecapabilities on the Lakes . We are thentaken through several sections dealingwith the history of the vessel, the lastvoyage, an exploration of the wreckand presentation of theories about herloss .

Featured in the film is footage of the729-foot freighter's launch and the

ARGONAUTA

black and white video footage (andcolour stills) selected from some 56hours of video taken by the Navy'sCURV III in May 1976. This is supple­mented by a significant number of stills(both black and white and colour),prints by Kun Coulson, Russ Porterand William Moss. The hean of thevideo is a significant number of inter­views. The best of these are with Capt.Jim Wilson of the Coast Guard's Boardof Investigation, but other members ofthe Coast Guard, Capt. Don Ericksonof the William Clay Ford, and someformer crew and family. Conspicuouslyabsent was any footage of the aboniverescue operations that made the televi­sion news in November 1975 or any ofthe footage of the Cousteau dive. Theweather map illustrating the storm waspathetic, the "computer animations"worse, and the track of the last voyagetraced out by a pointer on a chan ofLake Superior. The camera work ispedestrian and the sound barelyadequate.

The producers did not set out to solve"The Mystery of the Edmund Fitzger­ald" (indeed a good mystery may, infact, spell better sales). Nevertheless,there is no question that the thoughtfulsummary of the Coast Guard investiga­tion by Capt. Jim Wilson makes amuch stronger impression than eitherthe Lake Carriers Association claims orthose of Roben Hemming or GeorgeMorris.

Those interested in Great Lakes wreckswill want to check out some of theother titles from Southport Video (theSS Wisconsin, the Car Ferry Milwau­kee, the Rouse Simmons, and thewrecks off Isle Royale) . Those inter­ested in video footage of the Fitzgeraldwill find this the best choice for a littlewhile longer, but should be warned thatthe competition has vastly biggerresources and was able to bring theirown cameras to the scene. Those witha serious interest in accidents to mid­twentieth century Lakers are referred toStonehouse or Hemming.

Walter LewisActon, Ontario

OCTOBER 1995

MARITIME BOOKSAND JOURNALS

Many articles on maritime topics ap­pear in journals that are not specificallydedicated to maritime themes. Forinstance, earlier this year the journalThe Ecologist devoted a complete issueto the theme of "Overfishing: ItsCauses and Consequences" (see below,journal contents). National Geographicalso opened its November 1995 issue(CLXXXVm, No.5) with an article onglobal over-fishing entitled "Diminish­ing Returns: Exploiting the Ocean'sBounty" by Michael Parfit, pp. 2-37;Parfit ventures the conclusion that "Thenext ten years are going to be verypainful, full of upheaval for everyoneconnected to the sea." Also in thatissue are articles by T.R. Reid onTskukiji: The Great Tokyo Fish Mar­ket," pp. 38-55, and Hal Whitehead on"The Realm of the Elusive SpermWhale," pp. 56-73.

Peter Pope examines the role of alcoholin both the fish trade and fisher societyin seventeenth-eentury Newfoundlandin "Fish into Wine: The HistoricalAnthropology of Demand for Alcoholin Seventeenth-Century Newfound­land," Histoire Sociale/Social HistoryXXVV, No. 54 (November 1994): 261­78 . Laurent Sueur discusses "Les mal­adies des marins francais de la Com­pagnie des Indes et de la Marine Roy­ale durant la seconde moitie du xvme

siecle" in Revue historique, No. 589(janvier-mars 1994), 121-30. In Nr.591 (juillet-septembre 1994) of thatsame journal, there appears an articleby Bernard Lutun entitled "Le pland'Estaing de 1763 ou I'impossiblereforme de la marine," 3-30. Severalarticles of interest to maritime histor­ians have been reprinted in Aspects ofLouisbourg (Sydney, NS: The Louis­bourg Institute, 1995), ed. Eric Krause,Carol Corbin, and William O'Shea.The articles include: B.A. Balcom,"The Cod Fishery oflsle Royale, 1713­58," 169-97; AJ .B. Johnston, "TheFishermen of Eighteenth-Century CapeBreton: Numbers and Origins," 198­208; and Robert Grenier, "The Conceptof the Louisbourg UnderwaterMuseum," 289-95, a reprint of an

OCTOBER 1995

essay that first appeared in the April1994 issue of The Northern MarinerlLeMarin du nord.

In "Nicholas Low: Merchant and Spe­culator in post-Revolutionary NewYork: Robert Ernst explores how aneighteenth-century American merchantadapted to altered maritime commercialcircumstances and opportunities of anindependent United States. The articleappeared in New York History LXXV,No.4 (October 1994), 357-72. No.2(April 1994) of that journal carried anarticle by Philip Otterness entitled "TheNew York Naval Stores Project and theTransformation of the Poor Palatines,1710-1712: 133-56. The article exam­ines an unsuccessful attempt to applyGerman immigrants to the productionand export of naval stores. RJ.B.Knight analyses "The Royal Navy'sRecovery after the Early Phase of theAmerican Revolutionary War," anessay appearing in George J. Andreo­poulos and Harold E. Selesky (eds.),The Aftermath of Defeat: Societies,Armed Forces, and the Challenge ofRecovery (Yale University Press,1994). An essay by Lawrence Sondhausentitled "'The Spirit of the Army' atSea: The Prussian-German Naval Offi­cer Corps, 1847-1897: appeared inInternational History ReviewXVII, No.3 (August 1995), 459-84. "North withthe Red River Brigade" is an accountby William Cornwallis (as told to MaryWeeks) of the use of York boats inCanada's fur trade interior; appearingin The Beaver LXXIV, No.4 (August­September 1995), pp. 34-7, the articleis reprinted from the December 1940issue of that periodical. Brian Tennysonexamines "Early Fortifications onSydney Harbour" in the Nova ScotiaHistorical Review XV, No. 1 (June1995), pp. 1-32. Another article in thesame issue by Anne L. Stainton dis­cusses "A Halifax Sailor's Taste inPoetry: Charles J. Da Freyta's Log andCommonplace-book, 1841-1852," pp.60-92. An essay by W.B. Stephens on"I1Iiteracy in provincial maritime dis­tricts and among seamen in early andmid-nineteenth-century England" ap­peared in Studies in the History ofEducation: Essays Presented to PeterGosden (Leeds University Press, 1995),

ARGONAUTA

ed. EdgarJenkins, pp. 195-217 with anappendix.

"Le combat naval de Tourane (1847) ­une nouvelle approche" by Bui QuangTung appeared in Revue fran~aise

d'Histoire d'Outre-Mer LXXXII, No.306 (lcr Trimestre, 1995). The articlecompares French, English and Viet­namese documents to explain the battlethat foreshadowed French imperialinvolvement in Vietnam.

Our thanks to Mark Howard for bring­ing the following Australian journalarticles to our attention. "Coastal ship­ping and the Menzies government,1950-1966" by Tom Sheridan appearedinAustralian Economic History Review,XXXV, No. 1 (March 1995), 3-39.David J. Haigh contributed "TorresStrait and customary marine tenure:history, culture and the law" to theJournal of the Royal Historical Societyof Queensland, XV, No. 11 (May1995),529-41. "The place of 'foreign'Pacific Islanders in Torres Strait andPapua, 1863-1878" by Jeffrey E. Hop­kins also appeared in Journal of theRoyal Historical Society ofQueensland,XV, No. 12 (June 1995), 571-78.

AMERICAN NEPTUNE(LV, NO.2, SPRING 1995)

Spencer Tucker, "The JeffersonianGunboats in Service, 1804-1825,"97-110

Gene A. Smith, "A Means to an End:Gunboats and Jefferson's Theory ofDefense," 111-21

Steven H. Park, "'The Ship WithoutLiberty': Mutiny and the ClipperContest," 123-34

Fred Hopkins, "The Plattsburg Mutiny,1816," 135-41

Alan D. Watson, "Pilots and Pilotagein North Carolina to the Civil War,"142-57

AMERICAN NEPTUNE(LV, NO.3, SUMMER 1995)

Donald A. Petrie, The Piracy Trial ofLuke Ryan," 185-204

Francis I.W. Jones, "Debt-Collector orKingmaker? The Royal Navy inMexico 1861-1862," 205-12

11

William N. Still, Jr., "Anglo-AmericanNaval Logistic Cooperation inWorld War I," 213-22

Kelly DeVries, "God, Leadership,Flemings, and Archery: Contempor­ary Perceptions of Victory andDefeat at the Battle of Sluys,1340: 223-42

Dana M. Wegner, "The Frigate StrikesHer Colors," 243-58

THE ECOLOGIST(XXV, NO. 2/3, MARCH/APRIL,

MAY/JUNE 1995)Special Double Issue:

"Overjishing: Its Causes andConsequences·

ed. Simon Fairlie

Simon Fairlie, Mike Hagler, BrianO'Riordan, "The Politics ofOverfishing: 46-73

Mike Hagler, "Deforestation of theDeep: Fishing and the State of theOceans,· 74-79

M. Estelle Smith, "Chaos, Consensusand Common Sense," 80-85

David Ralph Matthews, "Commonsversus Open Access, • The CanadianExperience," 86-96

Leith Duncan, "Closed Competition:Fish Quotas in New Zealand," 97­104

Simon Fairlie, ·Who is Weeping Cro­codile Tears? Britain's Fishing In­dustry and the EU Common Fish­eries Policy: 105-14

John Kurien, "Joint Action AgainstJoint Venture: Resistance to Multi­nationals in Indian Waters," 115-9

Alex Wilks, "Prawns, Profits andProtein: Aquaculture and FoodProduction: 120-5

FRESHWATER (IX, NO.4, 1994)

Charles T. Beaupre, "Up and Downthe SI. Lawrence Canals Before theSeaway," 3-18

INLAND SEAS(LI, NO. 2, SUMMER 1995)

Dennis Hale, "Survivor," 1-3 [sinkingof Daniel J. Morrell, 1966]

Archer B. Hulbert, "The Pathway ofthe Lakes," 4-15 [Great Lakescanals & steamers, 19th century]