ARGONAUTA · 2013. 2. 26. · ARGONAUTA Founded 1984 by Kenneth MacKenzie ISSN No. 0843-8544...

ARGONAUTAThe Newsletter of

The Canadian NauticalResearch Society

Volume XXV Number OneJanuary 2008

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: Paul Adamthwaite, Picton2nd Vice President: Roger Sarty, Kitchener

Treasurer: Walter Tedman, KingstonSecretary: Bill Schleihauf, Pointe des Cascades

Membership Secretary: Faye Kert, OttawaCouncillor: Chris Bell, HalifaxCouncillor: Isabel Campbell, OttawaCouncillor: Serge Durflinger, Val des MontsCouncillor: 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

January 2008 ~ ARGONAUTA ~ Page 1

In this Issue

Editorial 12008 Annual Conference 2Dan Harris 5News and Views 6Articles- Rhys Richards “Canadian Whaling in the Pacific, Pt II” 10- John Ratcliffe “Royal Navy Watercraft on the Great Lakes” 12Conferences and Symposia 25Book by Members 25Minutes of the 2007 Annual General Meeting 26Nominations for the 2008 Election of Council 27Advertisements 28

Editorial

This first issue of 2008 is devotedprimarily to Society news, especially thatconcerning our annual conference in la Ville deQuebec. The quadra-centenary of Quebec Cityis an important occasion, and the location theperfect venue for a memorable conference: theperfect excuse for those unfamiliar with thearea to come for a visit. There is a lot to seeand do in and around the city itself, but thosewho have their own transportation ought to getout and see some of the beautiful country thatQuebec is set in. One of the most scenic routesis Highway 138, running east towards theSaguenay. Awesome views of the St Lawrence,and a wealth of places worth visiting, cateringto all interests.

Once again, we have to apologise forthe delay in getting this issue into your hands.Each issue takes about forty man-hours to puttogether, and upon occasion unavoidableinterruptions get in the way. The goal remainsgetting Argonauta into the tender mercies ofCanada Post in the same month printed on thecover. That is one reason we will be running aseparate publication schedule from The

Northern Mariner / le Marin du Nord: co-ordinating the mailings has provenimpracticable, and there are technical issueswith getting the two different sizes ofpublication into the same envelope. As you’llsee through the year, the Editorial Team ofTNM are making great strides in getting ourjournal back on schedule, and there will bemany interesting and important articlesappearing over the next few years.

Sadly, this issue carries Alec Douglas’obituary of well-known member Dan Harris.He was an important member of the CNRS, andwill be sorely missed. Those who aren’tregular readers of the annual Warship may notbe aware that he was a frequent contributor, ona wide variety of topics.

On a cheerier note, you will see anupdate to a piece that ran in Argonauta anumber of years ago, on Canadian whalers – allthe way from New Zealand, and a detailedarticle on Royal Navy watercraft. These are thetypes of articles that have a special place inArgonauta, and those with students shouldencourage them to submit their work to us.

WRS


2008 Annual Conference

In 2008 Quebec City will celebrate the400th anniversary of its founding. All levels ofgovernment and numerous cultural institutionsare co-operating to produce an exciting andvaried programme of major events andactivities related to this wonderful city’s storiedand dramatic past. Obviously, many of theseevents will have a distinct maritime or navaltheme. Quebec City will be the Canadiandestination of choice this coming summer forthose interested in our nation’s history,especially its nautical components.

It is for this reason that our Society’s2008 Conference, to be held 7-9 August withthe broad theme of “Four Centuries of NorthAtlantic Crossings,” promises to be anoutstanding opportunity to engage in scholarlydiscussion in one of Canada’s most historic anddynamic settings and to partake of a range ofconference-related activities selected speciallywith the interests of our members in mind.Truly, this is one conference you will not wantto miss.

Conference Programme

The initial response to our call forpapers has been excellent thus far, with afascinating blend of topics proposed by abalanced mix of established and emergingscholars. Among these terrific earlysuggestions for papers, many with distinctrelevance to Quebec City itself, have beenthemes such as early charts and navigation ofthe North Atlantic, seventeenth-century navalrivalry and early colonization, naval operationsduring the siege of Quebec in 1759, commercialand naval shipbuilding in the nineteenth andtwentieth centuries, and transatlantic steamshipservice. There is the promise of far more tocome and the Programme Committee welcomesadditional proposals before 1 February 2008.Send these directly to the Programme Chair,Serge Durflinger,[email protected].

We have had great success in joiningfrom time to time with other like-minded

organizations or institutions. In 2008, we willbe linking with the Naval Reserve of theCanadian Navy (known also as NAVRES ofMaritime Command or MARCOM), which isheadquartered on Quebec’s lower townwaterfront within easy walking distance of theconference venue. Two sessions of theconference will be dedicated to an historicalappreciation of Canada’s Naval Reserve and thenaval presence in Quebec, and certain of theconference activities will be held in the NavalReserve facilities.

The general sequence of events, withapproximate timings, is as follows:

Wednesday 06 August – you should plan yourarrival for early afternoon, to allow timeto check-in before joining a walkingtour of the maritime aspects ofQuebec’s Lower Town. This will startwith a presentation in the AubergeSaint-Antoine auditorium by DavidMendel, a well-known historical andcultural tour guide, and will terminate atthe Musée navale (naval museum)where we will have our openingreception. Dinner on your own.

Thursday 07 August – sessions all day.Optional evening dinner cruise on the StLawrence River, offering a spectaculartour from Cape Diamond to Îled’Orléans and points in-between.

Friday 08 August – sessions all day. Theconference banquet will be held in theNaval Reserve Quarters overlooking theSt Lawrence River.

Saturday 09 August – this day is given over toSociety business, including Council,Editorial Board and the Annual GeneralMeetings, which should all beconcluded by noon.

Translation

Speakers will deliver their papers intheir native tongue (ie, English and French),and as such professional simultaneous


translation service will be provided within theconference auditorium, at no additional cost.

Spousal / Tour Programme

Note that both the walking tour onWednesday afternoon and the Thursdayevening dinner cruises are optional excursionsand must be booked separately on theregistration form. If a spouse or partneraccompanies you, please be sure to book anadditional spot for them (same for the Fridayevening banquet)!

No formal programme will be organizedfor spouses or anyone arriving early or stayinglonger. However, there is no shortage ofshopping or touring options in Quebec City,and especially in the vicinity of the conferencevenue. The historic “Petit Champlain” is onlya block away, and the waterfront boardwalk isliterally across the street. Many other optionscan be found on the official Quebec Citytourism site (http://www.quebecregion.com/e/). For a particularly nautical appreciation of theregion, we recommend the daylong excursionto the 19th century immigration quarantine siteof Grosse-Île, available through CroisièresCoudrier:

http://www.croisierescoudrier.qc.ca/

The best whale-watching is in theTadoussac area, about a three-hour drivedownriver (ie, northeast) from Quebec City,along the scenic north shore of the StLawrence. Alternatively, there is the BernierMaritime Museum at L’Islet-sur-Mer (on thesouth shore, about an hour away), homeamongst other things of the Navy’sexperimental hydrofoil Bras d’Or and the CoastGuard icebreaker Ernest Lapointe.

Conference Venue

The conference sessions will be held inthe utterly superb facilities of the award-winning Auberge Saint-Antoine, an historic andarcheological site in its own right located in theheart of the old port – see the hotel web-site(www.saint-antoine.com) for an appreciation ofwhat is in store for us.

A couple of conference-related activitieswill be hosted at the Naval ReserveEstablishment, within easy walking distance ofthe Auberge, including the opening reception atthe Musée navale de Québec and the conferencebanquet.

You can get an appreciation for thel o c a l e s b y g o i n g t o M a p q u e s t(www.mapquest.ca) and enter the NavalReserve Headquarters at 170 Rue Dalhousie as“start” and the Auberge St-Antoine at 8 RueSaint-Antoine as “end.”

Accommodation

The Auberge Saint-Antoine is offeringa significant discount for accommodations forconference delegates and a limited block ofrooms has been made available for our use.The rates are not “cheap” by our usualstandards, but for Quebec City in the summerof the 400th anniversary celebrations, they arenot unreasonable (per night, the options are“Grand comfort” at $299 and “Deluxe” at$339). We chose this site because the Aubergehas the only conference facilities in the lowertown, so for simple convenience we stronglyrecommend availing yourselves of this uniqueopportunity. Additionally, the Auberge hasguaranteed these rates for four nights prior andfour nights after the conference, for those whowish to extend their stay to allow time to tourQuebec City and region properly. Reservationscan be made by calling toll-free 1-888-692-2211 (the hotel staff are fully bilingual) –mention “Canadian Nautical Research Society”.

We have also reserved rooms at theHayden’s Wexford House, a lovely bed andbreakfast that is a 15-minute walk from theAuberge , a t 450 rue Champla in(www.haydenwexfordhouse.com). Call tobook: 1-418-524-0525, and again mentionCNRS.

For a variety of other options in theQuebec City region, according to taste andbudget, check the following websites for bed &breakfast information and the the officialQuebec City tourism site respectively:

www.bedandbreakfast.com/quebec-city-quebec.htmlwww.quebecregion.com/e/


Optional Activities

1. Walking Tour, Wednesday 6 August

Discover Historic Quebec with ArchitecturalHistorian David Mendel / $30 per person

15:00 – Talk in the Auditorium of the AubergeSt. Antoine, “Quebec: World Heritage City” –With its remarkable cliff-top setting, itsfortification walls, narrow winding streets andhistoric buildings, Quebec is renowned for itsbeauty and history. In 1985, Quebec becamethe first city on the continent to be placed onthe World Heritage List of UNESCO. Besiegedsix times in its history, Quebec was finallyconquered by the English in the Battle of thePlains of Abraham in 1759. Capital of NewFrance, then capital of British North America,Quebec is, today, the heart of French culture inNorth America. This 40-minute presentation,which provides a colourful and stimulatingintroduction to the city’s dramatic history, isrichly illustrated with historic maps,illustrations and photographs.

16:00 – Tour of the Lower Town, “TheChanging Port over Four Centuries” – Quebecdominates the strategic location where the St.Lawrence River becomes narrow enough to becontrolled by cannon-fire. Known as the Key tothe Continent, the city of Quebec commandedaccess by water to the Great Lakes and theheartland of North America. A colonial portcity of crucial importance for the French, andthen the British, Quebec experienced itsgreatest period of economic expansion whenNapoleon’s blockade cut England off from itssources of wood in the Baltic region. Fortuneswere made in Quebec City as Britain’s need forwood, and wooden ships, transformed this littlecolonial capital into one of the greatest ports inNorth America during the first decades of the19th century. While the Upper Town providedconsiderable room for expansion, the port areain the Lower Town was quickly built up andsolutions had to be found to compensate for thelimited land surface that was available. In thistour we will discuss how Quebec’s LowerTown was adapted to meet the changing needsof the growing port. Because a wide variety of

buildings and structures have survived -- bothabove and below ground -- we will be able tosee evidence of the evolution of the area fromthe 1600’s until the present day. We willdiscover how land reclamation efforts greatlyincreased the size of the lower town during the18th and 19th centuries. We will observe how thearchitecture of the Lower Town evolved, as themerchants’ houses of the French Regime(which served both as residences and places ofbusiness) gave way to the more specializedarchitecture of the 19th and 20th centuries:banks, warehouses, office buildings, etc. As westroll through the streets of the Lower Town,we will also have an opportunity to discover themeanings behind some of the symbols that arecarved in the stone facades of the buildings ofthe port area.

2. Dinner Cruise, Thursday 7 August

Departing from the Croisières Coudrier dock inthe Quebec Basin at 19:30, this three-hourcruise will follow the Quebec City waterfrontfrom the base of the Plains of Abraham, pastthe Coast Guard docks and the historicwaterfront, across to the Lévis shipyards and tothe Ile d’Orléans. The evening dusk timingoften provides stunning views of the old citybacklighted by the sunset. Included in the $70per person cost is a four-course meal, with cashbar.

Registration

The registration form is included withthis newsletter (see the inside back cover) andcan also be downloaded from the Societywebsite. The registration fee has been assessedsolely on the basis of cost-recovery and allowsa number of options depending upon dailyavailability, personal desire to participate inoptional excursions (walking tour and dinnercruise), and to allow spouses / partners to attendthe banquet. Please complete it carefully, andreturn with payment in Canadian dollars to theorganizer (mailing addresses identified on theform and below).

Note that the conference auditorium atthe Auberge has a maximum capacity of 85 andthat some other activities also are restricted (eg,


Dan Harris

the dinner cruise boat carries a maximum of100 persons, and the Naval Reserve DiningHall seats 150). Conference speakers, sessionchairs and their spouses / partners have priority,and thereafter it is on a first-come, first-servedbasis. On that point, because some of ourvarious contracts allow for early-bookingdiscounts, a premium has to be charged onbookings after end-June 2008.

See you there!

Dr Richard H. Gimblett, CD49 Southpark DriveOttawa, CANADAK1B 3B8www.cnrs-scrn.org613-830-8633 / 819-997-3720

Daniel Gibson Harris, 10 December1915 - 17 November 2007

Dan Harris, who died after a very shortillness, was a charter member of the CNRS, andhad an eventful life, marked by extraordinarydetermination.

Born in Great Missenden, England, hewas the fourth of five children, and from a veryearly age was destined for the family firm ofaccountants. He became a chartered accountantafter leaving Sherborne Public School inDorsetshire, but his heart seems to have beenelsewhere. After many vain efforts to join theRNVR between 1934 and 1938, his foresight inbecoming a Swedish linguist, (havingdetermined that there was only one officerqualified as a Swedish interpreter in the RoyalNavy), and his ability to plot a running fix, -surely this was a skill of the very highest orderin the naval community - learned on weekendsas a deck hand in the Little Ship Club so that hecould earn enough seatime to impress the navalrecruiters, finally got him accepted into theRoyal Naval Supplementary Volunteer Reserve.He travelled to Sweden and made lastingfriends there. The naval intelligence mafia, (aterm Dan did not employ but which I thinkdescribes that lot very succinctly), now had aneye on him. After he had completed therequired basic training courses at HMS King

Alfred, they plucked himout for services withNaval Intelligence. Sentto Stockholm as assistantnaval attaché, he workedunder Captain HenryDenham. F.H. Hinsley’sofficial history of BritishIntelligence in theSecond World War givesample evidence ofStockholm’s importance

as an intelligence gathering centre: Dan wasclosely involved with the Bismarck andScharnhorst sinkings, blockade runners,breaches of neutrality, peace proposals, linkswith the resistance in Norway and Denmark,Swedish intelligence, and diplomatic and sociallife in Sweden. He became deeply attached toSweden, where in 1943 he met and married hiswife Marianne. After the war he remained inthat country with the English Steel Corporation,a nice compromise for a man who did not relishgoing back to an England he no longer feltclosely attached to.

After the war Dan was involved inseveral careers. There were businessconnections with Canada, and sometransatlantic odysseys and adventures - atemporary stint with British Petroleum in NewYork exposed him to some unusual businesspractices of which, he once told me, the lesssaid the better - until he ended up with theEnglish Steel Corporation again, this time inAlberta. Besides joining the Royal CanadianNaval Reserve in Edmonton, he was theassistant financial adviser for the NationalEnergy Board from 1960 to 1977, and in 1977became Director of the Finance RegulatoryBoard. He was senior adviser to the board from1980-82 and consultant for Det Norske Veritasfrom 1982-85. It was in this period that hedeveloped the academic interests he had alwaysaspired to. It had been one of his greatestregrets that he had not been able to attenduniversity in England, so he enrolled in thehistory department at Carleton University,graduating with his BA in 1985.

He began work at this time on his finebiography of the great eighteenth century naval


architect F.H.Chapman, published by theUnited States Naval Institute in 1989, and wrotehighly regarded articles in The Mariner’sMirror and The Northern Mariner. In his visitsand conversations with historians in DND’sDirectorate of History in those days he wasencouraged to record his wartime experiences.Philip Chaplin, then the inquiries officer at theDirectorate of History, sat down with Dan andtogether they produced a manuscript, work onwhich was held up by Philip’s untimely death.Dan finished the book, which was privatelyprinted as Observed Secretly: NorthernWindow, in 2006. Sad to say, this book is nowvery difficult to obtain, but it is an excellentread and tells the story of the naval legation inStockholm from the viewpoint of a juniorofficer. Henry Denham’s own account, Insidethe Nazi Ring: A Naval Attaché in Stockholm1940-1945, published in 1985, is an accountfrom a rather different perspective, but anyoneinterested in the subject would do well to readDan Harris as well. Junior officers tend to seethrough their superiors.

It was in 1982 that Dan offered hisexpertise as a Chartered Accountant, and as apresident of the Canadian Nordic Society,(which he had founded in 1963, and whichelected him honorary president in 1996), to helplaunch the Canadian Nautical Research Society.The Canadian Who’s-Who lists him, correctly,as the co-founder of the society: he framed theby-laws, helped us in the quest forincorporation and charitable status, gave us allsorts of valuable advice, and remained an activemember, contributing articles and book reviewsto our journal, The Northern Mariner, to thevery last. He was a member of the NavalOfficers Association of Canada, and was stillmaking regular appearances at the HMCSBytown wardroom in Ottawa early inNovember 2007. With many well deservedhonours - elected a member of the SwedishOrder of Naval Sciences in 1989, awarded theThe Netherlands Order of Oranje Nassau, theKnight 1st Class of the Swedish Order of theNorthern Star; the Swedish Vasa RedivivaMedal, The Silver Medal of Merit of theSwedish Royal Society of Naval Sciences, he issurvived by his wife, Marianne and hisdaughter, Madeleine Harris-Callway. His son

Michael, who pre-deceased him, is rememberedby the Michael R.G. Harris prize (establishedOctober 1975), as well as the Michael R.G.Harris scholarship, in the department of historyat Queens University. Dan , in his long andproductive life, certainly made significantcontributions to nautical research. He wasalways lively and amusing company, and wewill miss him very much.

Alec DouglasJanuary 2008

Editors’ Note: If you wish to make a donationin memory of Daniel please consider theHumane Society of Ottawa, 101 ChampagneAvenue, South, Ottawa, ON K1S 4P3 or PlanCanada, 95 St. Clair Avenue, West, Suite 1001,Toronto, ON M4V 3B5.

News and ViewsPreserving an RCN Fairmile

[from Fraser McKee] A group in Sarnia,Ontario, with Paul Woolley as President, hasacquired the Fairmile Duc d'Orleans, ex-Q-105,and hopes to restore her to more or less wartimeconfiguration there in time for the RCN's 100thAnniversary in 2010. Built by Mac-Craft Boatsin Sarnia and commissioned on 5 September,1943, post-war she served as a local cruise boatat Quebec and Sarnia until last year. Still inreasonable operating condition although nolonger certified to carry passengers byTransport Canada, the group hopes that enoughfunding can be acquired to rebuild the 112'vessel to wartime Q-105 appearances. She willbe lifted from the St. Clair River in earlyDecember, and work to restore her will bestarted by local volunteers. Plans are to sail herto Halifax in 2010, and then have her return toSarnia for local Sea Cadet training and as aliving museum for those 80 vessels.

They are anxious to obtain additionaldetailed plans, photos, artifacts or otherassistance, as well as donations, although thegroup do not as yet have a tax donationauthority. The Duc was donated by her recentowner, Ken Bracewell of Sarnia, to the groupheaded by Woolley. He can be contacted [email protected] or 519+344-7660.


Another RCN Fairmile, ex-Q-080, hasrecently been located, abandoned, in Argentinaup the La Plata River at the Parana Delta. Shewas built in Toronto at Taylor's, and post-warwas owned in the U.S. and Bahamas as theQuarterdeck, Almeta Queen and most recentlyCosa Grande. There are two or three others stillin operation on the West coast.

Captain Kidd's Treasure Ship Found after300 Years

[2007 Independent News and Media LimitedPublished: 15 December 2007] It is a discoverybig enough even to quicken the pulse ofCaptain Sparrow and his Pirates of theCaribbean. But there is nothing fictional aboutthe cannons and anchors found off the shores ofan island belonging to the Dominican Republic.The real-life scoundrel linked to its loss wasCaptain William Kidd.

Archaeologists from the University ofIndiana say they have found the wreck of theQuedagh Merchant, an Armenian ship loadedwith treasures – satins, muslins, silver and gold– that probably belonged to the British EastIndia Company before being commandeered byKidd in 1699. Treasure hunters have been vyingfor years to be the first to find the 500-tonnevessel apparently boarded by Kidd in the IndianOcean. Remarkably, it has turned up in 10ft ofcrystal clear waters just a short paddle from theshore of Catalina Island. Yet, by all indications,no one before has investigated the site.Certainly, they have not plundered it.

"When I first looked down and saw it, Icouldn't believe everybody missed it for 300y e a r s , " s a i d C h a r l e s B e e k e r , adiver-archaeologist on the Indiana team. "I'vebeen on thousands of wrecks and this is one ofthe first where it's been untouched by looters."

The Dominican government invited theUS team to research the wreckage after it wasreported by a Catalina islander. The area will beturned into a protected underwater reserve and,in time, it will be opened for amateurs toexplore.

Historians hope the discovery will helpfill gaps in the story of William Kidd, a Scotwho was cast as a privateer to apprehend piratesbut who was eventually convicted as onehimself and hanged in London in 1701. Hisbody was dipped in tar and left dangling abovethe Thames for two years to deter others fromemulating his expolits. For decades historianshave tangled over the real story of Kidd, whotravelled to New York before becoming abuccaneer, and whether his conviction andexecution were in fact just.

According to the historian RichardZacks, who wrote the 2002 book The PirateHunter: The True Story of Captain Kidd, hechose to abandon the Quedagh Merchant in theCaribbean after deciding to head back to NewYork to try to clear his name. The men towhom he had entrusted the vessel apparentlythen looted it, set it on fire and allowed to driftout to sea.

John Foster, a state archaeologist inCalifornia who will investigate the Catalinasite, said: "Because there is extensive writtendocumentation, this is an opportunity we rarelyhave to test historic information against thearchaeological record."

William Kidd was born in Scotland inabout 1645 and travelled to New York as achild. A founder of Trinity Church, which stillstands near Ground Zero, he was selected bythe British authorities to hunt down pirates andleft London aboard the Adventure Galley in1696. It was after he seized the QuedaghMerchant that his reputation as privateer turnedto one of ruthless pirate. On his return to NewYork, Kidd was imprisoned and sent to London,where he was questioned by Parliament beforebeing convicted for piracy and murder. He washanged in Wapping in 1701.

Brock University Professor Anxious toDive on Iron Age Shipwreck

[26 Dec 2007 Osprey Media] The last timeanyone touched the artifacts Elizabeth Greeneis after, Rome was a new empire and climatechange had just pushed the Scandinavians intoEurope. An assistant professor at Brock


University, Greene hopes to plunge deep intothe Mediterranean Sea this summer to excavatea shipwreck from the Iron Age. Her work willmake Brock the first Canadian university totackle a wreck in the Mediterranean.

The unexplored wreck sank between700 and 450 BC. For Green, who has assisted ina handful of shipwreck dives, it will also be thefirst in which she takes the lead. “It’s exciting.It’s also a little scary,” said Greene from hertinyoffice in Brock’s Department of Classics.“It’s a fascinating wreck that will answer a lotof questions.”

A trade hub in ancient times for Greeceand Turkey, the Mediterranean has thousandsof ancient shipwrecks, “more than we’ll ever beable to excavate,” Greene said. They are so oldthat most of the actual ship is gone, eaten byunderwater creatures or dissolved afterthousands of years. But the remaining cargoprovides an unhindered glimpse of howgoodswere transported then. It answers importantquestions about trade and economy beforemoney existed, she said.

Greene’s wreck will consist mainly ofceramics from the Turkish coast, Greekmainland, Cyprus or the coast of Syria, shesaid. A team of 20 to 40 will work over threesummers, doing deep water dives to examine,map and eventually recover the artifacts. Herteam will include photographers, technicalexperts and archaelogists like herself. She alsohopes to take a couple of Brock graduatestudents to have supervisory roles.

The American-born professor’s interestin shipwrecks began as a student at PrincetonUniversity, where she received a doctorate inclassics. She spotted a New York Times articleon a shipwreck project in Greece, ripped it outand took it to her professor, saying “this is whatI want to do,” she recalled.

Her professor connected her withGeorge Bass, a founding father of Americanarchaeology, who took Greene under his wing.By summer, she was assisting Bass with theGreek shipwreck and he was encouraging her to

attend his graduate program in Texas. Greeneand Bass have worked together several timessince, co-authoring accounts of theiradventures. The most recent was Pabuc Burnu,a Turkish shipwreck in 2003 on which Greenewas the assistant director.

“About once in a decade, I’ll identify astudent to put in charge of a project,” Bass saidfrom his Texas home office this month. “It’smultidisciplinary. You have to be a scholar,diver and organizer.”

Greene’s greatest challenge with thenew wreck is funding. Last month, theCanadian Foundation for Innovation announced$81,514 for her project and one by Kevin Kee,a Brock history professor developinginteractive games to teach the War of 1812.One season of excavating costs about $100,000,Greene said. She is ardently applying forgrants.

Ancient Mediterranean wrecks are oftenfound through accounts from divers, she said.Professional sponge divers have beenextensively interviewed by the Institute ofNautical Archaeology and the accounts oftenoverlap.

Artifacts brought up from shipwrecksremain the property of Turkey. Most of thestudied wrecks rest 40 to 50 metres below thesurface, slightly deeper than sport diversventure. At that depth, divers can only staydown for 20 minutes a day, so they go downwith to-do lists written on plastic plates andwork quickly, she said. A pipe fed from a hoseat the surface — a sort of underwater vacuumcleaner — sucks sand away from the artifacts.

Once the artifacts are brought to thesurface, Greene said, it is an even morecomplex matter. Simply bringing them out ofsalt water and letting them dry would cause thesalt in the artifacts to expand and contract untilthe object shattered. Researchers must steadilymove them, phase by phase, from sea water tofresh water, she said, a process that takes abouttwo years.


Most of the wrecks likely sank whenshifting winds caused the boats to hit rock, shesaid. One shipwreck off the coast of Cyprus,however, had spearheads in what was left of thehull, indicating pirates.

For Bass, now retired from teachingafter seven years at Texas A&M, it is excitingto see new generations taking over from theirmentors. “I can just sit back now,” he said,“because it’s all in such good hands.”

Ave Atque Vale

Congratulations and best wishes to JimBradford as he takes the helm as NASOH's newpresident to begin his first two-year term atmidnight tonight. Congratulations to all theothers of you who have also been newly electedor reelected to NASOH Council and newlyappointed to NASOH committees andcommittee chairmanships who also take officeat the stroke of midnight tonight.

In addition, I also want to thank all ofyou who are now leaving office for all that youhave done in furthering the purposes ofNASOH. Your time and effort has been wellspent and has been much appreciated. We lookforward to your continuing active membership.

And to all (coming, going, andremaining in office), thank you for your supportand wise counsel during the last four yearswhile I have been President of NASOH. I feelthat we have made significant further progresstogether in our team effort to continue to buildNASOH's role both nationally andinternationally.

It has been a particular pleasure for meto have worked closely with the CNRS and tohave been able to have NASOH now formallyassociated with the CNRS in publishing TheNorthern Mariner (TNM). To my mind, this isa great partnership that benefits bothorganizations as well as the larger field ofmaritime history throughout North America andthe world. Moreover, the quality of RogerSarty's first issues as editor of TNM, which allin NASOH should have recently received,underscore how important this journal is as the

leading refereed academic journal for maritimehistory on this side of the Atlantic.Congratulations to the CNRS and to RogerSarty on this, and best wishes for our jointcooperative endeavour in the future.

John Hattendorf, 31 December 2007

Oxford Encyclopedia of Maritime HistoryChosen For 2008 Dartmouth Medal

The Oxford Encyclopedia of MaritimeHistory has been chosen as the 2008 DartmouthMedal recipient. The medal, donated byDartmouth College and presented by theReference and User Services Association(RUSA), a division of the American LibraryAssociation (ALA), is given for creatingcurrent reference works of outstanding qualityand significance.

Of all the titles the Dartmouth MedalCommittee considered for this year's award,one left the others in its wake. You might say itfloated to the top, or that it swam past thecompetition. The Oxford Encyclopedia ofMaritime History is the first English-languagescholarly reference log of its kind. Its fourvolumes hold a cargo of nearly one thousandsigned entries and four hundred illustrations.One can scarcely fathom the depths of itscontents. It contains all the seafaring topics youmay expect “Shipwrecks,” “Navigators,” and“Ballast” and many you may not “Film,”“Terrorism,” and “Religion.” Not only did theinternational crew of naval, academic, andindependent authors admirably achieve theirgoal of creating an interdisciplinary resource,they also made it fun. This title is destined to bethe flagship resource in maritime history foryears to come.

The Dartmouth Medal committee wascomprised of Matthew J. Wayman (Chair),Penn State Abington; Jennifer Lynn Bowers,University of Denver; Cynthia Crosser,University of Maine; Nonny Schlotzhauer, JeffL. Schwartz, Santa Monica Public Library; andCarolyn M. Mulac, Chicago Public Library.


Canadian Whaling in the Pacific:Part II

by Rhys Richards

[Editors’ note: this continues the article thatwas found in the July 2003 issue of Argonauta].

Canadian whaling is not well known,mainly because the great fire that devastatedSaint John in 1877 destroyed most of the basicrecords. A preliminary article used variousmaritime sources in the Pacific to augment theslim records at the home ports. That surveylisted 28 Canadian whaling voyages in thePacific. ( Richards 2003 p.21-34.) Itconcluded with a query as to whether the firstCanadian whaleship in the Pacific was thePacific of Halifax in 1834. However the new-found logs of the Ploughboy of Nantucket,with the texts of two voyages 1827- 1830 and1830 – 1833 now available on line, reveals thatthere were three more early Canadian whalingvoyages in the Pacific. ( Tyler 2004.) The totalis now 31 Canadian voyages.

This discovery indicates that still moresearching is required to identify how earlyCanadian whaling began, including not onlywhaling in the Pacific, but also in the SouthAtlantic, Indian and other southern oceans.

1) Pacific of Halifax 1827-1831

The log of the Ploughboy recordsmeeting the Pacific of Halifax at anchor atMaui in the Hawaiian Islands on 8 April 1829.( Tyler 2004 p.44.) This is by far the earliestmention of any Canadian whaleship in thePacific.

With this information and furthersearching, more references have been found:“Pacific of Halifax, Cartwright, 1,000 barrels,”was at Honolulu on 2 May 1828. ( Reynolds1989 p.223.) Eleven months later the Pacificof Halifax was at Maui again in April 1829. Shehad probably spent most of the interim on the“Japan Grounds” which were then very popularwith whalemen.

On 20 February 1830 the “Pacific,Cartwright, 2,700 barrels,” was reported at ornear the coast of California. (Jones 1986 p.89.)The “Pacific, 1050 barrels, August” [1830] wasthen apparently at Wahoa [Oahu.] (Jones 1986p.90.) ( At that time there was anotherwhaleship named Pacific, but she was fromLondon and spent two voyages primarily on theTimor grounds.)

2) Pacific of Halifax 1831-1834:

The Pacific apparently returned homeduring 1831, and left again on anotherpreviously unreported voyage, as the “Pacific,Captain Cartwright,” was at Honolulu from 14to 31 May 1832. (Reynold journal; Richards2000 p.176. Jones 1986 p.101.) On the secondvoyage of the Ploughboy, she met the“Pacific of Halifax,” at Maui on 27 October1832. (Tyler 2004 p.150.) Six months later, the“Pacific, of St John, N.B., Captain Cartwright,arrived [ at Honolulu] from Maui with 1500barrels” [ sperm oil] on 7 April 1833.(Reynolds Journal ; Richards 2000 p.189.)Again she had probably spent the interimwhaling on the so-called “Japan Grounds,”(which however were well east of Japanitself.)

On 13 October 1833 the “Pacific of StJohn, N.B.,” Captain Carter [ sic Cartwright]was again at Honolulu. ( Reynolds journal;Richards 2000 p.195.) The Pacific of Halifaxwas later reported as at Tahiti on or shortlybefore 12 February 1834, but this seems inerror, though she was at Honolulu again on orshortly before 17 December 1833. ( Jones 1986pp.104; Richards 2007 p.36; Sydney MorningHerald 24 April 1834.)

As noted in the previous article, the“whaleship Pacific of Halifax, 37 months outwith 800 barrels,” was reported at Talcahuano,Chile, between 13 and 28 April 1834, by DavidDodge on the American whaleship Russell. (Richards 2003 p.33.) By this record the Pacifichad left home in February or March 1831. Sheprobably returned home in 1834.

[ N.B. ( This Pacific of Halifax isnot to be confused with the later Pacific


of St John, which was a “new builtship” in 1837 that made two voyages tothe Pacific Ocean in 1837-1839 and1839-1846. (Richards 2003.) ]

3) Susan and Sarah of Halifax 1831—

The second earliest Canadian whaleshipknown in the Pacific was the Susan and Sarahof Halifax, under Captain Coffin. When shebegan whaling is not clear, but a logbook for avoyage from June 1828 to June 1829, survivesin the Nantucket Museum, and shows her thatthat voyage was limited to the South Atlantic. Her next voyage, not previously recorded,began in October 1831. This is known nowbecause the “Susan and Sarah of Halifax,Captain Coffin,” is mentioned from 27 to 31March 1831 in the journal of the second voyageof the Ploughboy. The Susan and Sarah wasthen “six months from home, with 350 barrelsof sperm whale oil.” She was cruising well tothe west of the Galapagos Islands, just fivedegrees south of the Equator.( Tyler 2004. b.p.34)

4) Rose of Halifax 1829-1832:

The third Canadian whaleship recordedin the logbooks of the Ploughboy was the “Roseof Halifax.” The voyage of the Rose had begunin November 1829, and she was at anchor atHonolulu when the Ploughboy arrived there on7 May 1831. (Tyler 2004 p.44.) When the Rosewas at Honolulu again on 5 November, it wasnoted her crew had “lost their captain.”( Tyler2004 p. 74.) Another source has “Rose ofHalifax, Captain Randall, 900 barrels, 23months out. Captain Smith died 20 October.”(Reynolds journal.) This death would have beenclose to Honolulu as the Rose arrived there tendays later on 30 October. The Rose left on 28November 1831 under “Captain Randal.(Richards 2000 p.166.) Evidently the Rosereturned home during 1833.

5) Rose of Halifax 1834-1837:

The Rose then began another voyage,probably in 1834 as by May 1834 she had takenonly 300 barrels of oil. (Jones 1986 p.106.) TheRose had been wrecked on a reef, and was stillleaking when next she arrived at Honolulu,where she rested from 10 May 1834 to 7 June1834. ( Jones 1986 p.106; Richards 2000p.208.) Later details of this voyage, from 1834to 1837, which included calls at the SandwichIslands, Kermadec Islands, New Zealand,Tonga, and Sydney, were recorded in theprevious article, as were two later voyagesfrom 13 March 1837 to 1842, and fromDecember 1842 to 1846. (Richards 2003 p.24,p.29.)

Conclusion:

The obvious conclusions are thatCanadian whaling has been under-estimated,and that Canadians and other maritimehistorians should be encouraged to delvefurther for records of Canada’s whalingheritage, including in Halifax.

Bibliography

Jones A.G.E. 1986 Ships Employed in theSouth Seas Trade 1775-1961. Roebuck Society.Canberra.

Reynolds, S. 1989 The Journal of StephenReynolds 1823-1829. ( ed. Pauline N. King.) KuPa’a and Peabody Museum, Salem.

Reynolds, S. ms. Journals 1830-1855. PeabodyEssex Library, Salem.

Richards, R. 2000 Honolulu; Centre ofTrans-Pacific Trade. Shipping Arrivals andDepartures 1820 to 1840. Pacific ManuscriptsBureau, Canberra and Hawaiian HistoricalSociety, Honolulu.

Richards, R.2003 “Canadian Whaling in thePacific Ocean 1834-1850.” Argonauta.Canadian Nautical Research Society. Vol. XX,no. 3, July 2003 pp. 20-34.


Graph 1. Distribution of naval watercraft on the GreatLakes in 1820, showing the preeminence of Kingston asa naval centre.

Richards, R. 2007 Tahiti and the SocietyIslands: Shipping Arrivals and Departures1767 to 1852. Pacific Manuscripts Bureau.Canberra. (in press December 2007.)

Tyler, Tom 2004 The Ploughboy Journals ofLewis Monto 1827-30 and 1830 to 1834. Online at:mysite.du.edu/ttyler/ploughboy/pbjournals.htm.

Royal Navy Watercraft on the GreatLakes c 1820

By John Ratcliffe

IntroductionWhile the First Nations peoples had

used canoes for thousands of years1 and theFrench introduced new type of watercraft suchas the bateau in the seventeenth and eighteenthcenturies,2 it was not until the burst of navalactivity during the War of 1812 and shortlythereafter that detailed records of smallwatercraft began to be compiled. In 1818Captain Robert Barrie was appointedCommissioner for the Royal Navy Dockyard atKingston,3 and in 1820 he ordered acomprehensive survey of all naval resources.Three men named Hawkes, Moore, and Morganvisi ted naval establishments fromPenetanguishene on Georgian Bay to LakeChamplain in the east and recorded the type andnumber of vessels they found, their condition,and the costs associated with repairing them,where applicable. Their findings were recordedin immaculate copperplate script and sent toEngland, where they can still be found in theAdmiralty Group Records at the NationalArchives in England.4

Distribution of Watercraft Types, c. 1820

Though a scant six years had elapsedsince the cessation of hostilities, the majority ofthe vessels surveyed, including the mighty 102-gun St. Lawrence, were in a poor state of repair.Vessels ranging from first-rates to skiffs weresuffering from dry rot, which was attributed tothe use of green timber during construction.5The three naval surveyors found a diversecollection of small craft ranging from canoes togunboats, concentrated at the naval bases at the

Grand River where it entered Lake Erie, Ile auxNoix on Lake Champlain, and Kingston onLake Ontario. Their findings are presented inAppendix I. The types and distribution of smallwatercraft recorded by the naval surveyors issummarized in Table 1, below.

TypeSite

TotalsGrandRiver

Ile auxNoix

King-ston

Bateau 2 2 0 4

Canoe 0 2 1 3

Cutter 2 0 9 11

Gig 1 1 4 6

Gun-boat

0 4 4 8

Jollyboat

1 1 3 5

Launch 0 0 1 1

Pinnace 0 0 3 3

Punt 0 0 2 2

Skiff 0 1 1 2

Yawl 0 1 2 3

Total 6 12 30 48

Table 1. Summary of type and distribution of naval smallcraft in Ontario, 1820. Compiled from ADM 106.


Figure 1. An isometric drawing of a bateau. These flat-bottomed multi-purpose craft were widely used foramphibious landings by the British in the eighteenth and early nineteenth centuries. Source: Chapelle 1951, p. 34.

Graph 2. Cutters and gigs are the most frequent typeof small craft recorded in the survey of 1820, perhapsreflecting a need for local transportation. However,these results are somewhat skewed by the small size ofthe sample, with Kingston providing 62% of the boatsrecorded.

It can be seen that the number ofwatercraft at a naval base is a reflection of thesize and importance of that base. Grand Riverhas just six small craft, or 13% of the total, Ileaux Noix on Lake Champlain has 12 small craftrepresenting 25% of the total, while theremaining 30 craft or 62% of the total boats areconcentrated at Kingston, which iscommensurate with its status as the preeminentnaval base on the Great Lakes. This data issummarized in graphic form in Graph 1.

Types of Royal Naval Small Watercraft onthe Great Lakes

A total of eleven different types of navalboat are recorded at the three bases. While itwould seem that the name of each type asrecorded by the surveyors refers to specificcharacteristics of that boat, it should be notedthat boat nomenclature in the Royal Navy wasoften rather ambiguous. As an example of thislooseness of definition, the longboat, pinnaceand yawl of the frigate Iris are also variouslyreferred to as ‘cutters’ and ‘barges’ during thecourse of a single voyage in 1780.6 Matters arefurther complicated by the generally incompletenature of records and paucity of plans, whencompared to those available for larger vessels.7The variety of boat types, shapes, and rigs canbe daunting to the uninitiated, especially as theconstruction and rig of a boat could changeover time, while the name remained the same.In an effort to achieve some clarity each type of

naval boat recorded in the survey of 1820 isdiscussed individually, below.

The BateauThe word ‘bateau’ simply means ‘boat’

in French, and it is a term that has beenoverused almost as much as ‘skiff.’ Chapellenotes, however, that by the early seventeenthcentury ‘bateau’ had come to refer to a type ofcraft that was flat-bottomed and double-ended.8It could range greatly in length, anywhere from18 up to 84 feet, although most were between40 and 45 feet long. Propulsion was by oars,although some were occasionally rigged with


Figure 2. Plan of a 28-foot eight-oared cutter from 1786. The nine cutters recorded at the Kingston Naval Yard in 1820made it the most numerous type there. Cutters were often clinker-built, at Deal, in England, so the term 'Deal-built' wassynonymous with 'clinker-built'. Source: May 1999, p.33.

square sails.9 Bateaux were widely used inmilitary operations in North America, perhapsmost famously by Colonel John Bradstreet in1758 when he used a fleet of bateaux to captureFort Frontenac, which later became Kingston.10

The two bateau noted by the surveyors at Ileaux Noix were 35 feet long, and the two bateauat Grand River were 43 feet long, so theirdimensions fall close to or within the mostcommon range of 40 to 45 feet as mentioned byChapelle. An isometric drawing of a bateau ispresented in Figure 1.

The Canoe

Two 35–foot canoes are recorded at Ileaux Noix and one 36-footer at Kingston, all ingood condition. Dugout canoes carved from asingle log were mainly used on the East Coastof what is now the United States,11 but canoesused in Canada were tended to be made of birchbark instead, and it is fairly safe to assume thatthe canoes recorded by the surveyors were ofthe latter type. Birch bark canoes wereconstructed skin-first. Sheets of bark from thewhite birch were stitched together using spruce

roots, and the seams sealed with spruce gum.Once the bark shell was complete, frames ofcedar were added to add strength. The birchbark canoe reached its apex of developmentunder the stimulus of the fur trade from theseventeenth to nineteenth centuries, and grewas long as 36 feet.12 The canoes at Ile aux Noixand Kingston were all in the 35-36 foot range,so it seems probable that they canoes of thesame or a similar type used by the famouscoureurs-du-bois.

The Cutter

A 25-foot and a 24-foot cutter are listedat the Grand River Naval Establishment, andnine cutters ranging from 17 to 29 feet in lengthwere present at Kingston in 1820. The cutterfirst appeared in the early eighteenth century.They were clinker-built, meaning that the edgesof the hull planks or strakes overlapped andwere fastened with clenched nails.13 Thisbuilding tradition was associated with Deal, inEngland, so terms ‘Deal-built’ or ‘cutter-built’are synonymous with clinker or lapstrakeconstruction.14 However, these terms refer onlyto naval construction, and different terms were


Figure 3. Plan of a 25-foot gig. These sleek oared craft became popular with senior officers as a method of personaltransportation. Source: May 1999, p. 46.

sometimes used in the world of commerce, suchas the pilot cutters of the nineteenth century.Cutters had a transom stern and could be up toten-oared. The oars pivoted in rowlocks cut intothe top strake instead of the usual thole pins.15

After 1761 cutters longer than 21 feet wereequipped with two masts with sprit sails, while18-foot cutters had only a single mast and spritsail.16 The lines of a two-masted cutter areshown in Figure 2.

The Gig

Ile aux Noix possessed one 21-foot gig,while Grand River had one 26-footer, andKingston had four gigs which varied between23 and 36 feet in length. The gig (Figure 3) wasintroduced as a replacement for the cuttertowards the end of the seventeenth century, andwas a light and fast boat with a transom stern.It was propelled by oars and was also equippedwith fore and mizzen masts. The gig becamethe preferred boat of senior officers because ofits light weight, which resulted in excellentspeed and handling.17 These qualities were vitalfor reconnaissance, and thus when CommodoreSir James Yeo wanted to ascertain the strengthof American forces at Sackets Harbour prior toan attack in 1813, he “…climbed down into hisgig and was whisked inshore for a closerlook.”18 The large number of gigs at Kingston

in comparison with the other two naval stationsmay reflect the larger numbers of officers atKingston, who required personal transportation.

The Gunboat

Four gunboats are listed at Grand Riverin 1820, and another four at Kingston. Seven ofthe eight range in length between 43 and 49feet, and thus begin to approach the outer limitsof the term ‘boat,’ which is usually consideredto refer to craft up to about 40 feet in length.19

It is interesting to note that the gunboats are theonly naval watercraft honoured with names, theother boats languishing in anonymity. Thegunboats are named for famous individualssuch as (Sir Isaac) Brock and presumably (LordThomas) Cochrane, martial qualities such asBoxer and Blazer, or even local fauna, such asthe annoying Musquitoe [sic]. Gunboats had anarrow beam and were propelled by oars aswell as a lugger rig on anywhere from one tothree masts. The type acquired its name fromthe one or two pieces of ordnance they carried,usually a long gun in the bow and perhaps acarronade in the stern.20 The guns were oftenmounted on slides so that they could be stowedin the bottom of the boat to improve stabilityduring bad weather.21 A proposed three-mastedgunboat is shown in Figure 4. In 1966 ParksCanada archaeologists recorded and then raised


Figure 4. Gunboat with lugger rig proposed by Governor John Simcoe, late eighteenth century. Gunboats in theGreat Lakes region would mount a long guns or carronade in the bow and stern, which could be stowed using slides.Gunboats were the only small watercraft to be named, although at a minimum length of about 40 feet, they are at theouter limits of what can be defined as 'small' watercraft. Source: Malcomson 1998, p. 96.

the remains of a 50 foot long gunboat sunk inBrowns Bay, near Brockville, Ontario. Thevessel had apparently been converted from anoared to a sailing craft sometime after 1820, foruse as a small cargo carrier. Modificationsincluded the addition of a mast and acenterboard to improve lateral resistance.22 TheBrowns Bay vessel shows how Royal Navysmall watercraft could be converted frombelligerent to mercantile purposes in peacetime.

The Jolly Boat

Hawkes, Moore, and Morgan foundindividual jolly boats at Ile aux Noix and GrandRiver and three at Kingston. They were smallboats, the smallest 15 feet in length and thelargest 18 feet, and ended in transom sterns.The term “jolly boat” had been used in theRoyal Navy as far back as the seventeenth

century, but then fell out of favour. The namewas resurrected in the late eighteenth century,when it referred to a small cutter with four oars.Since jolly boats were frequently used totransport fresh meat they were also colourfullynamed ‘blood boats.’23

The Launch

The launch seems to be a type of navalboat that was not well represented in Canadianinland waters, as only a single example ismentioned, at Kingston. Launches were boatsoriginally used at dockyards, but began toreplace longboats in the mid-eighteenth centurybecause they were beamier and thus were betteradapted for transporting casks of water andother provisions. The launch had a flatterbottom than the longboat and was propelled bymore oars, which made it more suitable for


Figure 6. Two eleven-foot long punts are recorded atthe Kingston Naval Yard. They may have been similarto this coppering punt of a later period, above, and wereused as artificer's craft for specialized repairs on thehulls of ships. Source: May 1999, p. 84.

Figure 5. Plan of a pinnace. They were often used as ship's boats, and had a long, narrow shape and the transomstern common to the majority of Royal Navy small watercraft. Source: Chappelle 1951, p. 23.

shallow water conditions.24 The launch atKingston was 36 feet long and thus would havebeen a capacious boat useful in transportingsupplies and material around the PointFrederick dockyard.

The Pinnace

Just like ‘jolly boat,’ ‘pinnance’ isanother term whose meaning changed overtime. In the seventeenth century pinnaces weresmall boats used for scouting, but by 1817 theyhad become larger, from 28 to 37 feet in length,and were propelled by as many as 18 pairs ofoars.25 The pinnace had a long and narrowshape, with a sharp stem and a square transomstern, as shown in Figure 5. They were riggedwith sprit sails and even lateen rigs onoccasion.26 Two 25-foot pinnaces and one 30-footer were recorded at the Kingston NavalYard, but were in a poor state of repair. It wasjudged that the former pair of pinnaces “may berepaired for harbour service,” but the latter boatwas “unserviceable.”27 Since the pinnace wasoften used as a ship’s boat, and is not present atIle aux Noix or Grand River, it is possible thatthe pinnaces at Kingston were ship’s boats thathad fallen into disrepair along with the rest ofthe Lake Ontario squadron.

The Punt

Two 11-foot long punts are listed in theinventory of the Kingston Naval Yard. Thistype is intriguing, and probably refers to a offlat-bottomed work boat used for repairing thehulls of ships. Figure 6 shows a punt from 1866


Figure 7. Plan of a 26-foot yawl from 1799. Yawls were usually clinker-built and may have a Scandinavian origin.Source: May 1999, p. 29

which was designed to clean the copperbottoms of ships, and was thus referred to as a‘coppering punt.’ The hulls of warships in theBritish and French navies began to be sheathedin copper in the mid-eighteenth century toreduce fouling by marine organisms such asbarnacles or the infamous ships worm, teredonavalis. Since these destructive organisms didnot inhabit the fresh water, the warships on theGreat Lakes were not coppered. However, thebottoms of ships on the Lakes could becomeencrusted with up to ten feet of weeds instead,greatly reducing speed.28 Punts were admirablysuited for cleaning the hulls of ships and anyother repairs near the waterline, and reduced tospend time in a graving dock.

The punt in Figure 6 has a hexagonalplan and a locker in the centre to stow tools.29

This coppering punt was either 11 or 14 feet inlength, the former dimension matching those ofthe punt at Kingston exactly. As the majornaval dockyard on the lakes, it makes sense thatKingston would be the only naval station topossess these specialized artificer’s boats.

The Skiff

The term ‘skiff’ is surely one of themost widely-used in boat nomenclature, but inthe Royal Navy it referred to a small boat about12 feet in length used for transporting only afew people at a time. According to thepreeminent authority on Royal Navy boats,W.E. May, skiffs were not used in the RoyalNavy until after 1825,30 a claim which is flatlyrejected by the surveyor’s records of 1820.However, as already noted the names for boatswere not standardized, and there wereundoubtedly local variations, especially in thecolonies. The skiff at Ile aux Noix was 15 feetin length and classed as “unserviceable,” butthe 10-foot skiff at Kingston was in goodrepair.

The Yawl

Yawls were first used by the RoyalNavy in the seventeenth century, but the typemay have originated in Scandinavia. As with all


Figure 8. Boat stowed on deck of 1/48 scale model offirst-rate HMS St. Lawrence, on display at the MarineMuseum of the Great Lakes. This boat could be alaunch. Source: author.

Figure 9. This boat looks like a gig, and is stowed onthe deck of a 1/48 scale model of the frigate HMSPrince Regent on display at the Marine Museum of theGreat Lakes. Stowing boats on deck reduced theirchance of loss or damage, which was more likely tooccur while being towed astern. Source: author

boats built at Deal, they were clinker-built andbecame known as ‘Deal-Yawls.’31 Yawls wereusually between 18 and 24 feet in length,32 sothe 20-foot yawls at Ile aux Noix and Kingstonfall well within this range. As with the majorityof types already discussed, the yawl had atransom stern and was rigged with sprit sails ontwo masts.33

Transport and Stowing of Boats

With rare exceptions such as CaptainBligh’s epic 3 600 km voyage in 1789,34 navalboats were not intended for long voyages undertheir own power, and required another methodof transport to their area of operations. Thethree main methods used to transport navalboats were towing, stowing inboard on deck,and stowing using davits.

The earliest ships boats such aslongboats were commonly towed astern of theirparent ship, as they were generally too heavyand awkward to hoist aboard. This method oftransporting boats was not terribly satisfactoryfor a number of reasons. The towing lines wereprone to part in bad weather, with theconsequent loss of the boat and any men orsupplies within. Towed boats were also lostwhen left behind by a captain anxious to get tosea, or cut loose before an action.35 Clearlytowing ships’ boats was not an ideal solution.

A better way to transport ships boatswas to stow them on deck amidships. Tacklewould be rigged up on a yard to hoist the boatout of the water. Boats were sometimes nestedwithin each other to save space, or the boatscould serve as a storage space for such items as

spare anchors or chicken coops. Some boatswere protected by canvas covers whenstowed.36 Many of the warships in Yeo’ssquadron on Lake Ontario stowed their boat ondeck. Models of the first-rate HMS St.Lawrence and the frigates HMS Prince Regenton display at the Marine Museum of the GreatLakes in Kingston, Ontario show boats stowedon deck, Figures 8 and 9. Although boatsstowed on deck were better protected from lossor damage than those towed astern, they didtake up a considerable amount of space in analready cramped environment.

The solution was to hang boats fromdavits, which were initially nothing more thantimbers projecting from the side or stern of aship from which a boat was hung, shown inFigure 10. Davits reduced the hazardsassociated with towing boats as well aspreserving space on deck for other purposes.Davits that hung over the stern were introducedon warships in the 1790s, and can be seen onthe model of the frigate HMS Wolfe, in Figure11. It is odd that these two ships from the Warof 1812 are shown with stern davits, as anAdmiralty order of 1798 specifically prohibitsstern davits, due to the risk of the boat being


Figure 10. Method of hanging a boat from stern davits. Davits eliminated the risk of losing a boat while it was towedastern, while allowing more open space than would be the case if a boat was stowed on deck. Source: White 1996, p.52.

Figure 11. Another launch, hung from the stern davitsof a 1/48 scale model of the frigate HMS Wolfe, ondisplay in the Audrey E. Rushbrook Memorial libraryat the Marine Museum of the Great lakes. Source:author.

Figure 12. The launching of HMS St. Lawrence, 1814. The small watercraft in the lower left foreground may be standingby to gather in cables after the launching. Based on their size, the larger boat could be a jolly boat, while the smallermight be a skiff. Source: Royal Ontario Museum collection.

swamped if lowered while underway. Sterndavits were replaced by quarter davits in theearly 1800s, which simply moved the existingstern davit technology to the side of the ship.

This allowed boats to be lowered while the shipwas underway and reduced the possibility ofswamping.37 It seems that the Royal Navywarships on the Great Lakes employed acombination of all three transportation andstowage methods. Boats were towed onoccasion, such as the bateau for the raid onSackets Harbour in 1813,38 while ships boatswere stowed both on deck and hung on davits,as shown on the models at the Marine Museumof the Great Lakes.

Uses of Naval Small Watercraft

Naval watercraft on the Great Lakeswere employed in a variety of roles and werevital for logistics as well as offensiveoperations. Boats could also be used to aid themovement of their parent ships, by providingassistance when raising anchors, or through theprocess of warping. Some types of boats suchas bateau and cutters were extremely versatile,while others such as the dockyard punt had avery specific role.

Boats were vital to the navy to keeptheir ships properly supplied. In the frequentabsence of deepwater ports warships were


forced to anchor offshore while supplies andmen were transferred by boat. One of the chiefduties of longboats had always been totransport casks of freshwater,39 although ofcourse on the Great Lakes an adequate supplyof water to drink was never a problem. Boatswere also the principal means of transportationbetween ship and shore and around the harbour.In Figure 12, which shows the launching ofHMS St. Lawrence in 1814, two small boatsfull of men can be seen in the foreground.Based on their relatively small size they couldbe either jolly boats or skiffs, and are probablytaking up station to gather in lines once the shiphas slid off the stocks. Small boats for transportaround the harbour continued to be used inKingston long after the war was over. Duringthe fortification of the harbour in the 1840s aMartello tower was built on isolated CedarIsland, to the east of Fort Henry. One eveningtragedy struck when a jolly boat overloadedwith 23 masons returning to town capsized,drowning 17 men.40

During the course of the NapoleonicWars the Royal Navy became increasingaggressive in its use of small boats.Offensively, boats were used forreconnaissance, stand alone raids, or as landingcraft for amphibious operations. The naval waron Lake Ontario has sometimes been called “awarfare of Dockyards and Arsenals,”41 since theUS and British squadrons rarely becameembroiled in decisive battles like Perry’sfamous engagement on Lake Erie.Contemporary observers such as JamesRichardson blamed the stalemate on thediffering armaments of the opposing fleets.Yeo’s ships were armed mostly with shorter-range carronades, while the American forcesunder Isaac Chauncey possessed more longguns, which made Yeo inclined to keep hisdistance.42 In this situation boats became one ofthe primary vehicles to carry the fight to theenemy. In 1813 Sir James Yeo decided toattack the nearby American naval base atSackets Harbour. The force of five frigates wasaugmented by a fleet of bateau which weretowed behind the ships, as well as gunboats andcanoes. When they were near their objectiveYeo used his personal gig to ascertain thestrength of the American forces. The bateaux

were used as landing craft to ferry a force of800 British troops to shore, shown in Figure 14,while the gunboats provided covering fire.43 Asimilar amphibious operation was carried outagainst Oswego, New York, the following year.

During the attacks on Sackets Harbourand Oswego the naval boats played a crucial,yet subsidiary role, supported as they were bya squadron of warships. However, small boatswere also used on independent offensiveoperations. In 1813 Yeo ordered a ‘cutting-out’expedition against the American ships gatheredSackets Harbour, 60 kilometers away acrossLake Ontario. The purpose of a ‘cutting out’mission was to board enemy vessels at theirmoorings and capture them, cutting their anchorlines. A mixed force of 700 seamen, marines,and soldiers embarked on gunboats, armed onlywith cutlasses, boarding pikes and the like inorder to avoid the excess noise of firearms.Yeo’s plans were foiled by the slowness of hisoared gunboats and the duplicity of two of hismen. The force did not make it to SacketsHarbour the first night, and so spent the day ina wooded bay. Two men deserted the force andinformed the Americans, so the ‘cutting-out’expedition was forced to return ignominiouslyto Kingston.44

Conclusion

The flurry of naval activity on the GreatLakes subsided when news of the Treaty ofGhent arrived in 1815, which began a trend ofdisarmament accentuated by the Rush-BagotAgreement of 1817.45 The mighty warshipswere allowed to rot at their moorings, andjudging by the report of Hawkes, Moore, andMorgan by 1820 many of the navy’s smallboats were in a similar state of disrepair. AsGarth Wilson notes, it is difficult to establish adirect link between the naval small boats andthe fishing and other commercial boats thatfollowed, but the naval arms race did leave alegacy of trained shipwrights and a strongtradition of boat and ship building on thelakes.46 In addition, the conclusion of the warspurred the development of small watercraftthrough the British government’s policy ofsettling ex-servicemen on land in the coloniesas a deterrent to future invasions.47 The new


colonists used boats for pleasure, evident inKingston’s early regattas, as well as fortransport and fishing.

Editors’ Note: John Ratcliffe was employed bythe Marine Museum of the Great Lakes atKingston, Ontario for four months in the fall of2007. This paper is one of two watercraft“assignments” he took on in addition to manyregular duties – all performed to a highstandard. John expects to enter graduate schoolin the fall of 2008.

Location DateType ofBoat Name

Length(Feet) Condition

Expense -Material

Expense-Workmen

TotalExpense(inpounds,shillings)

Grand River,NavalEstablishment

Sept9,1820 jolly boat

16small repair 1.12 2.4 3.16


Sept9,1820 cutter

24small repair 2.10 3.10 6.0


Sept9,1820 cutter

25small repair 2.10 3.10 6.0


Sept9,1820 gig

26large repair 8.0 11.4 19.4


Sept9,1820 bateau

43 middlingrepair 4.0 5.15 9.15


Sept9,1820 bateau

43 middlingrepair 4.0 5.15 9.15

Ile aux Noix,Lake Champlain

Aug22,1820 skiff

15unserviceable


Aug22,1820 jolly boat

18 in goodcondition


Aug22,1820 yawl

20 in goodcondition


Aug22,1820 gig

21 in goodcondition


Aug22,1820 jacle???

31 in goodcondition


Aug21,1820 gunboat Cochrane

32 in goodcondition


Aug22,1820 bateau

35 in goodcondition


Aug22,1820 bateau

35 in goodcondition


Aug22,1820 canoe

35 in goodcondition


Aug22,1820 canoe

35 in goodcondition


Aug21,1820 gunboat Berrisford

46large repair -planks aresplit, built withsoftwood 58 68 126


Aug21,1820 gunboat Brock

46large repair -planks aresplit, built withsoftwood 58 68 126

Ile aux Noix, Aug gunboat Popham 46 large repair - 58 68 126


Lake Champlain21,1820

planks aresplit, built withsoftwood

Kingston NavalYard

Aug8,1820 skiff

10 in goodcondition

Kingston NavalYard

Aug8,1820 punt

11 in goodcondition

Kingston NavalYard

Aug8,1820 punt

11 in goodcondition

Kingston NavalYard


15unserviceable

Kingston NavalYard

Aug8,1820 yawl

16 serviceablefor harbourduty

Kingston NavalYard

Aug8,1820 cutter

17 in goodcondition

Kingston NavalYard


17 in goodcondition

Kingston NavalYard


18 in goodcondition

Kingston NavalYard

Aug8,1820 yawl

20serviceablefor a shorttime but notworth repair

Kingston NavalYard

Aug8,1820 cutter

22unserviceable

Kingston NavalYard

Aug8,1820 gig

23unserviceable

Kingston NavalYard

Aug8,1820 gig

25small repair 2.10 3.15 6.5???

Kingston NavalYard

Aug8,1820 cutter

25serviceable

Kingston NavalYard

Aug8,1820 cutter

25may berepaired forharbourservice 3.15 5.12 9.7???

Kingston NavalYard

Aug8,1820 pinnace


Kingston NavalYard

Aug8,1820 pinnace


Kingston NavalYard

Aug8,1820 cutter

29unserviceable

Kingston NavalYard

Aug8,1820 cutter

29unserviceable

Kingston NavalYard

Aug8,1820 cutter

29 in goodcondition

Kingston NavalYard

Aug8,1820 cutter

29 in goodcondition

Kingston NavalYard

Aug8,1820 cutter

29 in goodcondition

Kingston NavalYard

Aug8,1820 pinnace

30unserviceable

Kingston NavalYard

Aug8, launch 34

in goodcondition


1820

Kingston NavalYard

Aug8,1820 gig

36 in goodcondition

Kingston NavalYard

Aug8,1820 gig

36 in goodcondition

Kingston NavalYard

Aug8,1820 canoe

36 in goodcondition

Kingston NavalYard

Aug8,1820 gunboat Blazer

43 in goodcondition

Kingston NavalYard

Aug8,1820 gunboat Cockburn

48 in goodcondition

Kingston NavalYard

Aug8,1820 gunboat Boxer

49

middlingrepair -planks aresplit andworn, rotten 35 53 88

Kingston NavalYard

Aug8,1820 gunboat Musquitoe

49large repair -planks aresplit andworn, rotten 50 75 125

1 Bogue, Margaret Beattie. Fishing the GreatLakes, 2000. Pp. 5-6.

2 Chapelle, Howard I. American Small SailingCraft, 1951. P. 34.

3 Moore, Jonathan. Archaeological andHistorical Investigations of Three War of1812 Wrecks at Kingston, Ontario, 2006. P.28.

4 Formerly known as the PRO – Public RecordOffice.

5 Moore 2006, P. 28.6 Gardiner, Robert. Fittings for Wooden

Warships. Part 2: Boats. Model ShipwrightNo. 19, 1976. P. 235.

7 May, W.E. The Boats of Men-of-War, 1999. P.35.

8 Chapelle 1951, p. 33.9 Chapelle 1951, pp. 34-35.10 Stewart, J. Douglas and Wilson, Ian E.

Heritage Kingston, 1973. Pp. 28-29.11 Chapelle 1951, p. 36.12 Greenhill, Basil. The Archaeology of the Boat,

1976. Pp. 124-127.13 Greenhill 1976, p. 174. 14 Gardiner 1976, p.235.15 Chapelle 1951, p.25.16 May 1999, p.9117 May 1999, pp.46-47.18 Malcomson, Robert. Lords of the Lake, 1998.

P. 130.19 McKee, Eric. Working Boats of Britain, 1983.

P. 15.20 Malcomson 1998, pp. 56-57.21 May 1999, p. 116.

22 Amer, Christopher F. The Construction of theBrowns Bay Vessel, 1985. P. 124.

23 May 1999, pp. 43-45.24 May 1999, pp. 41-43.25 May 1999, pp. 23-25, 71.26 Chapelle 1951, p.22.27 Admiralty Documents (ADM), Group 106,

No.14.28 Maurice Smith, personal communication.

December 3, 2007.29 May 1999, 84.30 May 1999, 73.31 May 1999, 28.32 Chappelle 1951, p.2833 May 1999, p. 91.34 Kemp, Peter. The Oxford Companion to Ships

and the Sea, 1976. P. 88. 35 May 1999, p. 32.36 Gardiner 1976, p. 241.37 White, David. Boat Davits in the Royal Navy.

Model Shipwright No. 98, 1996. Pp. 52-5438 Malcomson 1998, p.130.39 May 1999, p.70. 40 Stewart and Wilson 1973 pp. 84-85.41 Miller, Nathan. Broadsides, 2005. P. 350.42 Malcomson, Robert (ed.).Sailors of 1812,

1997. P. 36. 43 Malcomson 1998, pp. 129-133.44 Malcomson 1997, pp. 34-35. 45 Moore 2006, p.19.46 Wilson, Garth. A History of Shipbuilding and

Naval Architecture in Canada, 1994. p. 30.47 Department of Fisheries and Oceans 1985, p.

33.


Eric Lawson, Illustrated by John MackayThe Egeria: An Example of Mid-NineteenthCentury New Brunswick Ship ConstructionBown Island, BC: Ship Research Services,2007ISBN 978-0-9780998-0-0[no website, contact [email protected]]

Allan English,Richard Gimblett,Howard G. CoombsNetworked Operationsand TransformationMontreal, Quebec: McGill-Queen'sUniversity Press, 2007//mqup.mcgill.ca

Conferences and Symposia

Quebec / Québec 1608-2008Four Centuries of North Atlantic

Crossings / Quatre siècles de voyagestransatlantiques

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 thatcity. The registration form may be found at theend of this issue.

Fifth IMEHA InternationalCongress of Maritime History

23-27 June 2008

More than 250 papers will bepresented by expert speakers from over 30countries at this major five-day internationalcongress, organised by the GreenwichMaritime Institute, University of Greenwich,UK, and held at the historic Old Royal NavalCollege, Greenwich, London.

The congress covers every possibleaspect and period of maritime history acrossfive continents, from classical times to thepresent day. There will be sessions onmerchant shipping, naval history, medievalmaritime history, maritime policy andgovernance, defence and security, fishing andfisheries, maritime culture and communities,port labour, seafarers, maritime disasters,maritime imperial history, piracy,Mediterranean shipping and trade, maritimearchaeology, heritage and tourism,technology, and shipbuilding. Keynotelectures will be given by Professor GopalanBalachandran, Professor Nicholas Rodger andDr David Williams.

Social events include a welcomereception in the Queen’s House, NationalMaritime Museum, and a dinner in the PaintedHall.

This congress is supported by theBritish Academy, the national academy forthehumanities and the social sciences. For furtherinformation, including the provisionalprogramme and details of how toregister,please visit our website or call the GreenwichMaritime Institute on +44 (0)20 8331 7688.www.imeha2008.com

Recent Books by Members


James PritchardIn Search of EmpireCambridge: Cambridge University Press,2007(paperback release)ISBN: 13 - 9780521711111www.cambridge.org

Minutes of the Annual General MeetingChurchill, Manitoba

Monday, 06 August 2007

1. Call to Order and Approval of Agenda

The meeting was called to order by thePresident at 8:30 a.m. in the restaurant of the ChurchillMotel, Churchill. Due to the relatively small numberof members in attendance, the Agenda was approvedwithout discussion.

2. Minutes of the Previous Meeting

AGREED (Glover/McKee) to accept theminutes from the 2006 meeting.

3. President’s Report

Richard Gimblett raised several main issues ofconcern to the membership.

The first was the approach by the NorthAmerican Society for Oceanic History (NASOH) toincorporate The Northern Mariner/Le marin du nord asthe journal of their society.

This would involve the printing of 250 extracopies of the journal but NASOH would increasetheir cost of membership to cover the printing costs.

The journal would remain revenue neutral but the poolof authors for articles and reviewers would increase.The cost of mailing copies of the journal to NASOH’sUS and foreign members would be a s s u m e d b yNASOH.

The President congratulated Bill Glover on thesuccessful transition of the editorship of the journal toRoger Sarty.

Paul Adamthwaite’s work on digitizing andposting back issues of TNM/LMN to the website wasalso praised. Some two year’s worth of issues had beencompleted and more were coming. It was hoped thatmaking this material available on the web mightencourage younger researchers to use the web site andperhaps even join the society.

4. Treasurer’s Report

The financial report was presented on behalfof Walter Tedman. Membership revenues were down,but this may be due to the delays in publishing andreluctance on behalf of the Membership Chair to pushrenewals too hard until the publication schedule wassomewhat caught up. Other costs for publication andthe addition of NASOH copies were designed to berevenue neutral so they were not seen as a factor.

The actual financial report for 2006 was notavailable for members to review due to a computerfailure when the new year’s books were transferred.The Treasurer did have end of 2006 data available forthe Canada Revenue Agency and with a letter ofexplanation to them was able to clear the accounts.

It was MOVED (Drent/Christie) to accept theTreasurer’s Report. ACCEPTED

5. Publications Report

The successful transition between journaleditors was reported and Roger Sarty was thankedfor accepting the duties of editor, as well as bringingthe added support of Sir Wilfred Laurier University tothe position.

Paul Adamthwaite was also recognized for hiswork in taking on a managing editor position for thejournal which expedited the layout of the journal andthe transformation of photographs and artwork topublication-ready content.

The editors of Argonauta were praised fortheir efforts in keeping the newsletter current andcontinuing its popularity with members.

Members were promised an additional issue ofthe journal in 2007 as the editorial staff worked to catchup on overdue issues. With the first issue of 2007 outearly in 2008 and one or more extra issues published in


2008, it is hoped that TNM/LMN will be caught up by2009.

6. Annual Meetings and Conferences

The 2008 conference in Quebec City isproceeding well with Serge Durflinger and RichGimblett serving as Programme Co-ordinators. TheAuberge St-Antoine is the conference hotel. As one ofthe best hotels in the city, it promises to be a wonderfulsite to celebrate the 400th anniversary of Quebec.

The site of the 2009 conference has not beenconfirmed. Victoria and Vancouver are still beingconsidered but the society has also been invited toparticipate in joint conferences in St. Michael’s, MDand Thunder Bay. The executive have been chargedwith determining which sites would be the mostappropriate in terms of cost and attendance.

The 2010 conference will recognize thecentenary of the RCN and will likely be in eitherHalifax or Ottawa.

A location for the 2011 conference remainsopen but the Society has a firm invitation from theArchives and Collections Society to hold the 2012conference commemorating the bicentennial of the Warof 1812 in Picton, Ontario.

7: Election of Officers

A new Councillor has been nominated. He isChris Bell, Associate Professor of History at DalhousieUniversity in Halifax. Paul Adamthwaite has agreed toaccept the nomination as 1st Vice-President.

There were no nominations from the floor.

It was MOVED (Glover/Dove) to accept thenominations of Bell and Adamthwaite as proposed. ACCEPTED

8: Membership Secretary

- 255 members, of which:- 193 are individuals (22% being foreign; 5complimentary; 4 students)- 61 are institutional (50% being foreign; 12 comp. orreciprocal)- 1 honorary- There are a number of members who have notrenewed for 2007 and some who have been removedfrom the list after 2 years of non-payment of dues. - In 2007 there have been 6 new institutional and 8new individual members while 3 individuals cancelledtheir memberships, 2 died and 2 did not update theiraddresses.- Members of both CNRS and NASOH can decidewhich organization is their primary membership inorder to avoid duplication of the journal mailings.CNRS members will receive 4 issues of Argonauta as

well as the journal. There will be a message to thiseffect added to the membership renewal form andposted on the CNRS web site.

It was MOVED (Glover/Mayne) to accept themembership report. ACCEPTED.

9. Other Business

Jan Drent congratulated President RichardGimblett and the rest of Council for the work.

It was MOVED (Mount/Drent) that themeeting be adjourned. AGREED.

Faye Kert, Membership Secretary

NOMINATIONS FOR 2008 ELECTIONOF COUNCIL

The following positions need to be filled byelection at our annual general meeting in Quebec City,Quebec, on Saturday, 9 August, 2008.

President Secretary 1st Vice PresidentTreasurer 2nd Vice PresidentMembership Secretaryand four members of council

Any two members in good standing may nominate anyother member in good standing for any of thesepositions. Nominations, or suggestions for nomination,should be sent not later than 30 June, 2008 to:

James PritchardCNRS Nominating Committee

48 Silver Street,Kingston, ONT K7M 2P5

or by e-mail to: [email protected]

I, _______________________, nominate

________________________ for the officeof

____________________________. Thisnomination is seconded by______________________.

The nominee has agreed to serve if elected.


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 tors 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

CNRS-MARCOM / QUÉBEC 2008 REGISTRATION

Dr Richard Gimblett CMS / SO Heritage / Command Historian49 South Park Dr NDHQ / 101 Colonel By DriveOttawa, CANADA Ottawa, CANADAK1B 3B8 K1A [email protected] [email protected](613) 830-8633 (819) 997-3720

NAME (for badge): _______________________________________________________

E-Mail: _________________________________________________________________

ADDRESS: ______________________________________________________________Note: All fees in Cdn $’s

Conference Fee – Check one (1):Q Full (includes lunches and banquet but NOT excursions) $150 _____

After 30 June: $175 _____Q Day only (includes coffee and lunch). Check as applicable:

o Thursday, 07 August (Conference) $40 _____o Friday, 08 August (Conference) $40 _____o Saturday, 09 August (CNRS AGM / Coffee only) $20 _____o Banquet only and / or Additional Guest(s) @ $40 ea _____

Q Walk-in (no lunch) / each day $20 _____Membership CNRS – New / Renew check one (1):

Q Canadian: Individual $65 / Student $20 _____Q International: Individual $75 / Student $30 / NASOH $30 _____

Excursions extra (fee assessed per actual cost)Q Wednesday Walking Tour of Lower Town / Cultural Tours @ $30 ea _____Q Thursday Evening Dinner Cruise / Croisières Coudrier @ $70 ea _____

TOTAL:_____Payment – Check one (1):Q Cheque / Money Order enclosed / Payable to: Canadian Nautical Research Society

Q Visa: _________________________________ Exp: ______ Signature / Date:_______________

Q MasterCard: ___________________________ Exp: ______ Signature / Date:_______________

Published by the Canadian Nautical Research Society

http://www.cnrs-scrn.org

ARGONAUTA · 2013. 2. 26. · ARGONAUTA Founded 1984 by Kenneth MacKenzie ISSN No. 0843-8544...

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