Marlinspike #9

Winter 2016

Number 9

PRIDE settles on her new course

Maine Windjammer Association

Statsraad Lehmkuhl Stoves I Have Known

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Going Abroad

MICHAEL RUTSTEIN

The focus of this magazine has always been on North America. Or, more honestly, on the United States, with the occasional longing glance at the Picton Castle, Lord Nelson, or L’Hermione.

That focus is not going to change, but this winter presents us with an opportunity to broaden our horizons a bit, and pay homage to the fact that the tall-ships community is an international community. The most ambitious sailtraining programs have always had an international component, one that over the decades has built up a true community across boundaries, oceans and hemispheres.

This winter, Tall Ships America is partnering with Sail Training International to produce the Quebec International Sail Training and Tall Ships Conference 2016, which is coming up on January 28-30. This event will combine the annual conferences of both organizations to gather an international group of more than 400 shipmasters, crewmembers, program administrators, educators, environmentalists, port representatives, festival managers and more for an information-packed three-day conference.

It’s going to be epic.

But as far as Marlinspike is concerned, it presents us with a next-level challenge, which is to finally make the magazine available to those outside the US postal system. At Quebec we hope to debut our response to this challenge, so that sailors of other nations, Americans living abroad, and active sailors with no fixed mailing address can enjoy the magazine, subscribe to the magazine and contribute to the magazine.

That’s just one of many reasons you should be heading to Quebec this winter. I look forward to seeing you there!

MARLINSPIKE MAGAZINE WINTER 2016 • NUMBER 9

Michael Rutstein, Editor & Publisher Cover Photo: Pride of Baltimore Inc.

Advertising: (978) 561-3020 Marlinspike is published quarterly for $25

by Pennant Publications, Inc., 73 Middleton Road, Boxford, MA 01921.

Postmaster: Send address changes to: Marlinspike 73 Middleton Road, Boxford, MA 01921.

Copyright 2016 by Pennant Publications, Inc. All rights reserved.

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Fair Winds,

Michael Rutstein, Publisher

4 b PRIDE settles on her new course 10 b More Schooners...

An interview with Executive Director Rick Scott

18 b STATSRAAD LEHMKUHL

A windjammer vacation, taken to the next level

20 b Stoves I Have Known Baltimore gets a visitor from Norway

Longtime tall-ship cook Andy Jackson looks back

28 b 30 b 33 b 34 b 40 b 43 b 46 b 47 b

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Boatyards Calendar Sailing Opportunities Boats, Bars & Beaches Name that Boat Job Listings Show Us Yours Crane Stookey 3

Pride II A sail-training icon steadies on her new course

PRIDE OF BALTIMORE INC.

In December we had a chance to chat with Rick Scott, Executive Director of Pride of Baltimore Inc. Pride II is one of the icons of the American tall-ships industry as well as a globe-trotting ambassador for her country, her state, and her homeport.

Like many sail-training organizations, Pride II took a fall during the recent Great Recession, and was only able to make ends meet by dipping into her endowment in recent years. Last summer, despite a full slate of tall ships events on the East Coast, Pride was restricted to a local role. This summer, however, Scott says that Pride II will return to her wide-ranging ways.

Marlinspike: Rick, the last couple of years have seen significant changes to Pride’s business model, in terms of where your funding comes from and the programming you’re doing. Can you talk about those changes and how they came about?

Rick Scott: Pride was in the Great Lakes in 2013, but the last two years, 2014 and 2015, were different from prior years.

In 2014 we remained in the Chesapeake — by design — to help celebrate the bicentennial of the War of 1812. We collaborated significantly in 2014 with Fort McHenry and the Maryland Historical Society. Our goal was to go to as many ports within the Chesapeake as we could, and that’s exactly what we did.

In 2014 we were part of celebrations throughout the Chesapeake, and it was an opportunity to raise our visibility locally. For many of the prior years we had been traveling outside the state, and our visibility here in Maryland had decreased, so one of our goals for that season was to increase our visibility via media and through appearances throughout the Chesapeake.

Then 2015 repeated that theme, to some extent. We had an abbreviated local sailing season, which actually just ended.

We just completed our downrig this past week [end of November]. And part of that was due to our financial situation.

We lost our state funding with the economic recession in 2008, and then in 2010, the ownership of the vessel was transferred from the state to the non-profit, so that now the nonprofit owns and operates the Pride of Baltimore II. When we lost our state funding, the organization took funds from our endowment each year over the next several years, through 2015, to bridge our gap in funding each year.

I came on board in 2013, and part of my goal was to steward the organization through the bicentennial, but also to turn the organization around and come up with a more sustainable model.

So 2015 was really a very different year in that we had a reduced staff, only one captain, and our focus was to engage locally, cultivate donors, corporate sponsorships, and to try to come up with a financial model that would turn the organization around. It’s a good first step that we’ll be back with a full operating season in 2016, having secured funding to go to the Great Lakes. We’re going into the year knowing we have sufficient funds to carry us through the year and hints of potential funding beyond that. This is a good sign for the organization.

That’s where we are now, and why we’re in the situation that we’re in. Our goal is to diversify our revenue streams

and begin to grow our endowment once again so we have a more sustainable program long-term.

We’re in a fortunate position in that we have no debt; we still have a small endowment — one that I am hoping we will grow; and the vessel is actually in excellent shape. It takes a lot of maintenance and a lot of work every year, as I am sure your readers are aware, but Captain Jan Miles and the partner captains have done an outstanding job of keeping the vessel well-maintained. She’ll last another 50 years with good care.

MS: Tell us more about the funding sources that are going to allow you to travel to the Great Lakes this summer.

Is this trip being funded by appearance fees, or…?

RS: I reached out to some of the ports just last week, and I’m hoping to talk to the festival organizers this week, to secure some of those contracts. So yes, some of the funding will come from port appearance fees, some will be corporate sponsorship, and then we have vessel revenue. Obviously we’re hoping to grow that. Specific information about sponsorships… I’m unfortunately not at liberty to talk about that right now. Possibly in a week or two.

MS: Here’s a more general question, then: Pride is a star on this circuit, a beautiful, recognizable vessel with a terrific back story.

Can she generate more revenue on the road, so to speak, than she can by conducting programs at home in the Chesapeake?

RS: That’s an interesting question. Let me start by saying that when we travel to the Great Lakes, for example, or any of the Tall Ships festivals, that does represent a revenue opportunity but it also generates expenses as well. The net result is that yes, it’s advantageous when we attend some of the Tall Ships festivals.

When it comes to going abroad, to Europe or Asia, that’s a different model. We’ve had some discussions about returning to Asia or to Europe — nothing definite — in future years, and nothing would please me more than doing that.

But that’s a different model requiring a different level of engagement from corporations, possibly the state, possibly the City or the Port of Baltimore, each of whom have vested interests in economic development activities that might take place in Europe or in Asia. I welcome those discussions in the coming year.

MS: Do you have a sense, at the state or city level, that the money they spend comes back to them — that it’s truly a

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good investment on their part to fund such a trip?

RS: I think it varies, depending on who you talk to. I personally do think there’s an incredible return on investment. The major challenge that I face is being able to identify metrics of success. For example, when we go to Europe or Asia or even the Great Lakes, Pride II generates millions of dollars in ad value. Now, that’s valuable, and that’s a metrics of success in promoting the state of Maryland, the city of Baltimore and the Port of Baltimore. There are also several testimonials I’ve heard from various officials over the years about how a visit to one country, hosting a reception there, became a catalyst for future business into the Port of Baltimore.

Now, can you attribute that directly to Pride II? No. The schooner is a unique venue that is able to attract a high value of personnel, but it’s very hard to come up with a direct line of economic impact value. That’s something I’m working on.

There’s a local economic development organization that I’ve worked with this year, brainstorming on some metrics of success that can prove the economic impact of Pride’s travels.

It is a challenge. Pride may have generated up to $20 million of ad value when she went to Asia.

MS: That’s a lot of money.

NORBERT STAGER

RS: It is. It’s a lot of money and ad value, but how do we quantify that? Obviously there are services that will help you tally up how many impressions were generated, how many positive mentions of Baltimore or Maryland there were in the media…

With some of the recent unrest in Baltimore, there’s been a lot of press that hasn’t been favorable to Baltimore — locally, nationally, even internationally. While Pride can’t resolve the underlying social and economic issues that underlie the unrest, we can do what we’ve been doing for 40 years now, which is to spread positive images of Baltimore and Maryland in the region and outside of Baltimore. And there’s value there as well.

MS: Earlier you mentioned the importance of being more visible in your local waters. That came up when we were writing about the demise of Ocean Classroom. Their boats were always out of sight and out of mind, over the horizon, and the former staffers there felt that hamstrung 6

their efforts to build up the all-important local network of donors and supporters. Can spending more time in the Chesapeake help you in terms of development?

RS: I think it helps. The perfect formula, in my mind, is to spend part of the year locally: perhaps the shoulder seasons, the spring and fall. We can reach out to our local partner groups, non-profits, and the people of Baltimore and Maryland.

When we travel outside the state, it is beholden on this organization to make sure that we’re constantly feeding back locally what Pride is up to while she’s away. That worked PRIDE II well with the first Pride and for fires a salute the first decade or so of Pride II. I feel like we’ve lost some of that in recent years. But with modern technology, with the internet and social media, there are a lot of opportunities to keep a buzz going locally about what Pride is doing when we’re away. If we’re not doing that, then yes — we’re out of sight, out of mind.

It’s essential for us to come up with strategies for highlighting what Pride is doing elsewhere, keeping school kids engaged, keeping the citizens of Baltimore engaged. It used to be, on the weather programs in the morning, they’d have “Where is Pride?”. It was an opportunity for kids to look at latitude and longitude, and weather reports from whatever part of the world Pride happened to be in. Revisiting some of those strategies would be one avenue toward maintaining some level of visibility and presence in Baltimore when we’re away.

The other challenge that we’ve experienced over the past decade, and I am sure other tall ships have experienced this as well, is a lack of staff resources. It takes a lot of effort to schedule a vessel that has a different itinerary from year to year. We’re always doing something new. And it takes a lot of effort to schedule and to advertise and market the opportunities aboard the vessel, whether it’s to the public for day sails or free deck tours, or to the corporate community for charters or dockside receptions.

We’ve done a lot of work internally over the last two years to create a more solid and efficient infrastructure that’s technology-based where we can, cloud-based, to minimize duplication, to become more efficient. In 2016 we will return to our 2014 staffing levels, adding additional staff to help us move forward and begin diversifying some of our revenue streams.

MarlinspikeMagazine.com

After an abbreviated sailing season in 2015, PRIDE II will return to the Tall Ships circuit in 2016, traveling to the Great Lakes

PRIDE OF BALTIMORE INC.

MS: Judging from your website you’ve only got six people on staff right now, and that’s including you, Jan Miles, and a part-time accountant.

RS: We have three part-time people and three full-time people. We plan an increase to, let’s see, seven full-time positions and a full-time accountant. It’s going to give us more help with scheduling, events, logistics, a little more assistance with the promotion, PR, and media area as well as some staff resources to pursue larger grants and engage corporations.

MS: It sounds like in a perfect world you’d have a more repeatable, predictable schedule from year to year, with shoulder seasons at home in the Chesapeake and summers outside the area. Does that sound about right?

RS: I like that model; I think that is a repeatable model.

I’m also open to a grander vision, and to trying something different that maybe we haven’t done in a long time. It would require a lot of advance planning, and significant funding, but I’d like to see a global voyage!

Pride is capable of traveling year-round, capable of traveling all over the world, and with the right vision and the right partnerships, I’d love to see a global voyage where we have visiting professors and teachers aboard, economic development activities taking place in ports all over the world, partnerships where we could collaborate on various events…

On the one hand, I’ll answer your question with a ‘yes’.

That’s a nice wash-rinse-repeat, if you will. But I’m very open to periodically — say every five years — doing something more grand. I’m very, very open to that. The only limit we have is our imagination — and of course funding.

MS: With Pride not operating in the winter months, and not sailing the ambitious itineraries of the past, have you found that it impacts your crew and your hiring?

RS: Good question…

MS: For example, you no longer required a second captain, and so Jamie Trost moved on — a guy who was a very visible member of your organization.

RS: Jamie is awesome. We’re still certainly in touch with Jamie.

This past year we tried having one captain and a reduced crew, and then relying on volunteers to fill the gaps since we were staying local and attending fewer events. What we found was that that didn’t quite work. It stretched our existing crew a little too thin; I think it stretched Capt. Miles a bit thin. I think what we found is that even with one captain, we still need a full crew, and that the best model for us is a two-captain program with a full crew. That’s what we will have in 2016.

MS: Earlier you mentioned the excellent condition of Pride. Do you notice that maintenance costs are increasing as the boat ages? Do you have any major work scheduled? Are you confident that your maintenance costs are going to be manageable and predictable for the foreseeable future?

RS: I think they’ll be fairly predictable. We have a pretty good handle on the maintenance items that need to happen from year to year, our annual maintenance. Of course, there are always some special projects and some cyclical — every two years, every three years, every five years — projects that fall due.

I think it will ultimately cost more to maintain the vessel over time, and as we move into 2016 there’s some deferred maintenance from the past couple of years that we need to complete. Fortunately we will have the funding to do that.

Because we’ve stayed local for the past two seasons in a row, there were certain things we didn’t complete and just deferred to a later time, but to get ready for an ocean voyage, those things have to be taken care of. There’s some caulking needs in our next drydock, some navigation equipment that needs to be updated, some safety equipment that needs attention.

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MS: You run one of the most prominent sail-training organizations in the country, and are responsible for a vessel which has been one of the shining stars of the tall ships circuit for almost three decades now. It’s quite a responsibility.

In your opinion, what skills are required to be the executive director of a successful sail-

training organization? Is it fundraising, grant-writing..?

sailing!’

What she said to me was, ‘We don’t need someone who knows how to sail. We have that part covered. What we need is somebody who can help turn this organization around, who understands nonprofit management.’

And my background is in academic and nonprofit environments — startup environments in many cases — over many years. Applying those skills to Pride II is what I bring to the table. I don’t have the technical know-how to sail or maintain the vessel.

But I have great respect for the people who do, and I have learned a great deal over the past two and a half years.

RS: Wow, that’s a big question. First of all I’d say it requires having a dedicated team, and that includes our staff, captain, crew, and our board of directors. For an Executive Director, it requires vision but also the capacity to implement and materialize that vision. If there’s a sales effort that is involved, in talking to various communities… certainly strategic planning, fundraising… a sense of humor?

More and more in the nonprofit world and beyond, I think collaborations and partnerships are essential.

Over the last several years, and over her long career generally, I think MS: You Pride has played touched only briefly well with others. on fundraising.

We’ve increased the Who is responsible number of partnerfor the fundraising ships we have sigpiece in your nificantly. organization?

Good communication internally.

RS: I’d say it M. RUTSTEIN Good communicafalls primarily on PRIDE II struts her stuff at the Gloucester Schooner Festival. tion is essential. me and on our She has won the Esperanto Cup twice, in 1999 and 2002.

And in my particuboard of directors. lar position — since I came in just two and half years ago and with such a MS: Have you found them to be solid partners in that need to turn the organization around financially — I think respect? the ability to be flexible, to be open to new ways of doing things and new directions. Particularly with this organizaRS: The board of directors has been really helpful in tion, getting too locked into a certain path, being too rigid, opening doors, making connections, and raising funds. would be a big mistake. It requires a lot of flexibility to be We’ve added eight new members in the past year and a half. successful.

I’m looking at possible additional changes in 2016 and beyond.

MS: And how are your caulking skills?

Our board has been very helpful, and I am very grateful to the board. I do think we can benefit from having addiRS: [Laughs] I lack caulking skills, but I have great tional board members who have more of a fundraising focus. respect for those who have them!

I think in the early days of Pride, ours was more of a fundraising board, but it hasn’t been that in recent years. We’re MS: Am I correct that this is your first job in the tall moving back in that direction. ships industry? Tell us how you came to this position.

MS: One of the memorable interviews we’ve conducted RS: I always wanted to learn how to sail, but I had very was with John F. Millar, who built the Providence and the little sailing in my background. I was in integrative health Rose. He stressed the Three Gs when it comes to board for the last twenty years, bringing complementary and altermembers — they have to GIVE money, GET others to give native medicine together with conventional medicine for the money, or GET off the board! benefit of patients. So this was a career shift for me in many Thank you for your time, Rick. The Great Lakes news is ways. terrific, and we wish you a successful season up there. It’s When I spoke with one of the board members who good news not just for Pride but for the whole industry. approached me, I said, ‘Look, I’ve known about the Pride all along, I love the Pride, but I don’t know anything about RS: We are very happy about it. b MarlinspikeMagazine.com

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More Schooners than you could

Shake a Stick At

FRED LEBLANC

Welcome to the Maine Windjammer Association: a fleet of historic sailing vessels whose determined and resourceful crews rig ‘em up every spring and take folks on real sailing adventures around gorgeous Penobscot Bay.

By Michael Rutstein

I’ve had several of these adventures now. To me, sailing on these schooners is one of the most enjoyable experiences the sailing life can offer. A big wooden schooner, a comfy bunk, hearty meals from a traditional galley, amid the beautiful backdrop of Penobscot Bay — how could it get any better?

Well, built into the Maine Windjammer Association’s schedule each summer are a half-dozen cruises wherein the eight vessels all meet up somewhere — Brooklin, Acadia, Camden, Boothbay.

So what’s better than a windjammer vacation? That’s easy: a windjammer vacation surrounded by other windjammers!

This fall, I tagged along in mid-September when the fleet headed over to Brooklin for their 29th annual WoodenBoat Sail-In. My ride was Victory Chimes, the largest windjammer in the fleet. You might know her from Maine’s state quarter.

A three-masted Chesapeake ram schooner built in 1900, she is in fact the largest passenger sailing vessel under the US flag.

Her skipper is Kip Files. Kip has sailed a lot of big boats in a lot of cool places, but if you need further credentials, here’s one: when Mystic Seaport decided that they were going to restore the centerpiece of their collection, the 140-yearold square-rigged whaling ship Charles W. Morgan, and send it on a cruise around New England, Kip was the guy they chose to be the captain.

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The Chimes, which relocated from the Chesapeake to become acclimated to the schooner and to each other, and Penobscot Bay in 1954 and has been in the windjammer to learn the routine: coffee at 7:00, breakfast at 8:00, lunch trade ever since, is now homeported in downtown on deck at 12:00, appetizers at 5:00, and dinner at 6:00.

Rockland. Her dock complex is so thick with schooners The food, as on every windjammer I’ve ever sailed, was that they should charge admission just to walk around it. prompt, plentiful and good. Victory Chimes can carry as When I arrived, the evening before our departure, I trunmany as 40 passengers, but this shoulder-season trip was dled my bags past the schooner Ladona, ex Nathaniel only half full, leaving plenty of elbow room for everyone.

Bowditch, which has undergone an almost total rebuild in We meandered up Penobscot Bay, had a hearty lunch the last year and will be the MWA’s ninth vessel come next on deck, and finally ghosted into a pristine anchorage summer. inside Cape Rosier, at the western end of Eggemoggin Tied up next to Ladona was the capable-looking Koukla. Reach.

At the foot of the dock was the dreamy Voyager. On the The next day dawned cloudless. The colors went aloft next dock over was the well— “Attention to colors!” — known windjammer Stephen breakfast was served, and the Taber, the gaff sloop Bufflehead, crew organized us to help set and the tancook whaler sail. Many hands make light Prudence. work, after all, and the Chimes is And that’s just one end of a big vessel. The light breeze the harbor. Over at the North was northwest, and we ran wing End Shipyard lay the American and wing ourselves down the Eagle, umpteen-time winner of Reach, gybing occasionally, and the Gloucester Schooner Race; passing unscathed under the the relatively new Heritage, built Deer Island Bridge. in the 1980s; and the Isaac One of the highlights of the Evans, which was launched back morning was Capt. Files’ enthuin 1886. siastic demonstration of the Excited as I was to get Chimes’ original bilge pump. If underway the next morning, I you didn’t know what it was, was happy to have an hour to you might think it was about to walk the docks, see and photowheeze to a stop and spit out an graph the other vessels, and chat Everlasting Gobstopper. with the crew working on By lunchtime there were sevLadona. But soon enough the eral schooners in sight, includsecond mate was calling us ing the Taber, the Heritage, and together for our safety briefing. the steel ketch Angelique with Afterward we were treated to her tan bark sails. The Chimes the edifying spectacle of Capt. sailed the length of the Reach, Files and his crew backing the then worked back up toward the engineless Chimes out of her anchorage off Brooklin, playing Yoko, chief mate of the CHIMES, slip, with the help of their powhide-and-seek with the other tends the foresail during a tack erful yawl boat, and hip-towing vessels among the myriad her clear of the harbor. islands. We were the first to There’s always something to see in Rockland Harbor, anchor off the WoodenBoat complex, and enjoyed a specand on this day we were passed by a Coast Guard mooring tacular afternoon watching the Chimes’ colleagues sailing in tender and were soon setting sail in company with the and anchoring all around us: the Lewis French (the oldest American Eagle — running wing and wing for a while in commercial sailing vessel in the U.S), the lovely Mary Day the light westerly —the Evans, and the green-hulled Grace out of Camden, the black-hulled J&E Riggin, and Capt.

Bailey, first launched in 1882 and restored in 1990.

Doug Lee sailing his Heritage across our bow close enough The Bailey is actually not a member of the Maine to inspect the seizings on our forestay turnbuckles.

Windjammer Association, although she would turn up at The schooners’ launches began plying to and fro; a little the Sail-In anyway. She and the schooners Mercantile and lugger named Ioliare tacked playfully through the fleet, and the smaller Mistress are operated by Maine Windjammer finally American Eagle dropped anchor off our port bow, Cruises, owned since 1986 by the Williamson family. They where she would later frame a lovely sunset for us. are based in Camden.

Meanwhile, we spent the final hours of daylight ashore, The murky morning soon became a sunny and warm listening to the steel-drum band, touring the WoodenBoat September day — perfect weather for the passengers to school and gift shop, and mingling with the other crews.

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At twilight we returned to the Chimes for appetizers, watched the crew of the Mary Day take a swim call, and fished out our BYOB selections from the commodious on-deck cooler.

We toasted “a full day and a calm anchorage” surrounded by more schooners (and one ketch) than one could easily shake a stick at.

Our third day aboard dawned clear and calm. Each windjammer, on its own schedule, hoisted its colors, served breakfast and scattered across Penobscot Bay. We were headed south, through Jericho Bay. The highlight of the morning was spotting a bald eagle in the water, swimming strongly, his lunch in one talon while his wings beat the water, propelling him toward land.

During the afternoon we sailed through Isle Au Haut Bay, ending up in a lovely spot off Vinalhaven. No sooner had we dropped the hook than we spotted the Essex-built pinky

schooner Ardelle beating up toward us, her little topsail set and drawing well. Ardelle sails out of Gloucester, Massachusetts, but at this point in the season Capt. Harold Burnham and his crew were simply out enjoying the fall weather.

We gammed up for a cocktail before Ardelle’s crew mutinied, demanding showers, ice and the other trappings of civilization, and they motored off, leaving us alone in our anchorage.

The previous fall, when I was sailing aboard the Isaac Evans with Captain Brenda Thomas, I had asked her how many different anchorages she visits over the course of a typical summer. She guessed the number was about 50, and every one a beauty.

We awoke the next morning to the sad realization that this would be our last full day on board. Once again it dawned clear, calm, and warm for September. The crew hitched up Fox Islands Thoroughfare the yawl boat and hip-towed us

The vessels of the Maine Windjammer Association, rafted up at the June “Schooner Gam” 12

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BEN MAGRO

Clockwise from above left: GRACE BAILEY and AMERICAN EAGLE; ANGELIQUE and HERITAGE; MARY DAY; the CHIMES’ ancient bilge pump; HERITAGE crossing our bow; and the STEPHEN TABER tacking through the anchorage off the WoodenBoat complex in Brooklin

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through the Fox Islands Thoroughfare to the lovely village of North Haven, where we went ashore for a look around.

Most of the passengers opted for ice cream, but some of us wandered over to gawk in at the J. O. Brown & Son boatyard.

Eventually the wind picked up and the Chimes beat across Penobscot Bay to the Broad Cove anchorage under Owls Head so as to be back in Rockland early the next morning. There were guitars and singing in the dining room that evening as the BYOB cooler was methodically

cleaned out, leaving it shipshape for the next cruise.

As for me, there certainly will be a next cruise. With nine different schooners and hundreds of anchorages, a lifetime of adventure awaits at SailMaineCoast.com. b The Maine Windjammer Association, North America's largest fleet of historic schooners, was voted “Best Value in New England” by Society of American Travel Writers members.

They’re online at SailMaineCoast.com or you can call them at 1-800-807-WIND.

2016 Gatherings of the Fleet

June 13: Schooner Gam Kick off the summer season with a windjammer gathering of the entire fleet! Relive the age of sail during this quiet rendezvous of more than a dozen 19th-century-style sailing ships. Location is determined by the weather of the day! Live music and festivities. Raft-Up! June 27: Windjammer Days Participate in a grand sail parade on June 29 through picturesque Boothbay Harbor. Majestic windjammers come from up and down the coast to participate in this exciting early-season event. Shoreside activities include music and fireworks.

July 8: Great Schooner Race Maine’s tall ship fleet gathers for an exciting race from Islesboro to Rockland, followed by a festive Awards Ceremony/Party with live music.

This year marks the 40th anniversary of the Great Schooner Race, North America’s largest annual gathering of tall ships! Pre-Race festivities include fireworks and small boat races.

LEWIS R. FRENCH

July 15: Maine Windjammer Parade The entire windjammer fleet participates in an afternoon Parade of Sail past the mile-long Rockland Breakwater, providing spectators with stunning, close-up views of Maine’s fleet of tall ships.

August 26: Acadia Centennial Celebration In honor of Acadia National Park's 100th anniversary, the MWA fleet will sail in company through Somes Sound, the body of water running deep into Mount Desert Island where dramatic 600-foot cliffs form the backdrop for this afternoon parade of sail.

A happy crew aboard the CHIMES

Sept. 2-3: Camden Windjammer Festival The fleet gathers in picturesque Camden Harbor for festivities reminiscent of the days when hundreds of coastal schooners lined the waterfront. Festivities include a parade of sail, flag-raising ceremonies, live music, dancing and fireworks. Raft-Up! September 13: WoodenBoat Sail-in The fall gathering of the fleet takes place in Brooklin, Maine, headquarters of WoodenBoat Magazine and WoodenBoat School. Now in its 30th year, the event includes refreshments, live music, tours and a harbor full of historic schooners.

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GRACE BAILEY

Clockwise from top left: AMERICAN EAGLE at sunset; a bald eagle takes a dip; the J&O Brown boatyard in North Haven; ARDELLE; heading ashore from the Chimes; Kip Files plots our course on a chart of Penobscot Bay

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A Visitor from Norway Statsraad Lehmkuhl paid a visit to the US this fall during her annual cruise with cadets of the Royal Norwegian Navy

By Gerhardus van Wilgen

The Norwegian training vessel Statsraad Lehmkuhl was built more than a hundred years ago in Germany. The barque-rigged threemaster takes an extended fall cruise every year with a crew of naval cadets. Marlinspike visited the Lehmkuhl in Baltimore and chatted with Captain Jarle Flatebø, who was looking forward to the return voyage via the stormy North Atlantic.

No sailor in his right mind goes looking for bad weather, but Captain Flatebø knows his vessel is up to the voyage. And that’s exactly why the Royal Norwegian Navy charters the Lehmkuhl. The cadets need to experience some severe weather, and the North Atlantic in the fall is a good bet to deliver. Back in 2007 on her last visit to the United States, the Lehmkuhl was logged at 18 knots.

As Flatebø explains, training vessels are traditionally underrigged, and feel at home in G. VAN WILGEN extreme situations. As the vessel’s website explains, “In consideration of the cadets' safety, the Statsraad Lehmkuhl was given a reduced rig relative to her size. This represents a certain handicap in sail races when the wind is gentle. The ship sails really well in stronger winds.”

The 1500-ton Lehmkuhl was built as a training ship — originally named Grossherzog Friedrich August — on the eve of war in 1914. The Great War was gentle on the Grossherzog. She functioned as a stationary training vessel and never went to sea.

After the war ended, the Grossherzog and her sister ship, Prinzess Eitel Friedrich, were handed over to the victorious allies as reparations. The latter is now named Dar Pomorza and sails from the Polish city of Gdynia.

Grossherzog was tied to a mooring in the River Tyne in 16

Newscastle, England where she was eventually noticed by Kristofer Lehmkuhl. He was a shipping magnate representing the Norwegian Government as Secretary of Labor. This was in March of 1921. Lehmkuhl purchased the ship and moved it to Bergen, where with contributions from local business owners, she was refitted, cleaned, painted, and renamed. The Statsraad Lehmkuhl set sail again in May of 1923 as a proud national symbol.

Between the wars, the Lehmkuhl trained thousands of sailors and made several international trips.

In 1940 the Germans occupied Norway and took back their ship. They painted her black, renamed her Westwärts and tied her to a dock to be used for lodging and storage by the German Navy. Ironically, she housed German POWs after the war was over.

This second world war had been harder on the vessel. Her woodwork had to be replaced.

Much of her equipment, sails, boats, and uniforms had been lost in a fire. But the Norwegian maritime community wanted to restore the Lehmkuhl to her prewar glory as fast as they could, to show the world that Norway was not defeated but ready to start rebuilding. It took a year to restore her. By

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While some trainees are fine with learning just the basics, or working in the galley, others who show an interest are able to gain a deeper understanding of what it takes to sail a ship like this.

G. VAN WILGEN

Captain Jarle Flatebo

May of 1946, she was ready to take on new students.

For the next 30 years, the Lehmkuhl sailed for a series of public and private organizations, all in Norway. Since 1978 she has been operated by the Statsraad Lehmkuhl Foundation.

“The Norwegian government is responsible for one third of the budget. The remainder has to be earned commercially,” says Flatebø. That income is generated by short trips in and around the North Sea with paying students.

When asked what the youngest age group was that he worked with, Flatebø answered with a grin, “Kindergartners!

We do day trips with them. They have a great time on board. We turn her into a pirate ship for a day.”

The Lehmkuhl takes on all comers — so long as they are healthy and don’t mind sleeping in hammocks.

“The reason people like it here is that there is no filter between reality and themselves. They are directly exposed to the elements, unlike the screens they’re used to looking at all day. The distance between action and consequence is very short.”

Aboard the Lehmkuhl, trainees are put to work right away. After the required safety briefings and introduction to the ship, they are taught to climb the rigging and operate the ship.

“We need their muscle more than we need their brains,” Flatebø admitted.

Ayut Lueangkhamin is 19 and lives in a small town outside Bergen. He has recently finished his apprenticeship onboard the Lehmkuhl and has become an able seaman.

Right now he is a maritime student.

“I like doing things practically instead of sitting in a classroom, because then I can really see how things work and how it is done. At first it was hard for me to understand the different maneuvers, because I had no sailing experience.

There were many things to remember, especially the name of all the lines and sails. But once you start to understand how things work, it really gets fun.”

His first impression was when he boarded the ship was, “Am I really going to climb this mast?

“I was really afraid of climbing the mast and I was also afraid getting seasickness.”

It took Ayut a while to get over his fears, but very soon he fell in love with the Lehmkuhl, the sense of community on board, the ports he visited and he fell in love with sailing, especially the races with other tall ships.

Ayut is determined to keep sailing. Heck, he might be captain of the Lehmkuhl himself one day. Flatebø started the same way, as a young apprentice who slowly worked his way up.

Now, in addition to running the Lehmkuhl, he works as a cruise ship captain sailing 1000 guests around the world.

His dream would be to take the Lehmkuhl all the way

Ayut in the rigging

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Opposite top: sail-handling on the Statsraad Lehmkuhl.

Opposite middle: a rough passage.

Opposite bottom: decoration on one of the Lehmkuhl’s lower masts. around.

“I’ve been around Cape Horn so many times, I don’t see why I couldn’t take her there as well.

“You know, maybe it’s because I’m getting older, but what I enjoy most is the sailing — when the crew, the vessel, the wind, the waves, when we are all in balance with each other and are able to get to most out of her.”

As you might expect of a naval training vessel, the Lehmkuhl is in excellent condition. She is clean, even below decks, where the cadets stay. Everything is stowed in its place. As a parent of teenagers, I can only dream.

Flatebø explains that except for the hull, which is in excellent condition, and the bottom of the masts, most of the Lehmkuhl has been renewed at least once over the last century.

“She is not a museum ship, although we try to preserve the original design.”

He points at the steering wheels.

“It’s essential for the sailing experience that the steering is outside, but we do have electronics here as well.”

Flatebø states that the weakest point of the vessel are the modern electronics: “like internet routers and chart plotters, they are not really designed to be used on large sailing vessels.”

As we finished talking, there were several crew members high in the rigging doing maintenance. Baltimore’s Inner Harbor was calm. Although nothing was moving, the Lehmkuhl seemed restless.

“Are you itching to cast off?” I asked Flatebø as he showed me to the gangway.

He nodded.

“Yes. She is made to sail and be free.” b

VALERY VASILEVSKY

JESPER ROSENMAI

G. VAN WILGEN

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The New Ironsides

USS CONSTITUTION’s drydocking continues in Charlestown The 2015-2017 restoration and dry docking of USS 2:30 pm — 4 pm; open Saturday & Sunday, 10 am — 4 Constitution, the first docking since 1992-1996, is well pm; closed Monday through Wednesday. b underway at the Naval History & Heritage Command — Margherita M. Desy Detachment Boston, Charlestown Navy Yard.

A number of upper hull planks have been replaced and the 3,400 copper sheets on the lower hull have been removed, exposing hull seams that will be reefed and recaulked.

At least 30 below-the-waterline planks will be renewed with solid white oak timber harvested in 2014 from the 53,000-acre forest at the Naval Surface Warfare Center, Crane, Indiana. The first 10 of the 35 trees cut at Crane arrived in June. Each is approximately 45 feet long and 40 inches in diameter at the base. Up to three, 35-foot-long hull planks could be cut from each tree.

Replacement planks that must follow Constitution’s hull curves are bent into shape before installation. The planks are “cooked” in the steam box for approximately one hour per inch thickness of white oak timber. The softened wood is removed from the steam box and slid onto the Detachment Boston’s steam house floor where it is wrapped around a pre-set frame that matches the curves of the bow (or stern). In three minutes or less, the plank is tightly Installing a starboard strapped to the curved frame and left for several days to perwaterway section manently set into the desired shape.

NAVAL HISTORY & HERITAGE Rotten transom planks have been replaced, as have the COMMAND DETACHMENT BOSTON / MARGHERITA M. DESY mizzen mast channels, and repairs have been affected to the starboard main channel and the mizzen fighting top.

The gun deck waterways, where the scuppers are located, are structural members that link the decking to the bulwarks.

These waterways had been replaced piece-meal during the 1960s and ‘70s. New waterways, made from laminated white oak, were finished in October.

To extract the old waterways, the two closest deck planks were cut away; those deck planks are now being replaced.

USS Constitution is open to the public during the restoraSteaming and bending tion; winter hours are currently a bow plank NAVAL HISTORY & HERITAGE in effect through March 15, COMMAND DETACHMENT BOSTON / MARGHERITA M. DESY 2016: open Thursday & Friday, MarlinspikeMagazine.com

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Stoves I have Known

By Andy Jackson I started cooking on schooners back in 1991 in Mystic, turned the knob off and lit a piece of paper towel to flutter Connecticut. Little did I know my job would take me all down into the diesel fuel. Once the fuel lit in a smoky sickover the world! I met a lot of ly orange glow, you gave it remarkable sailors and dozens of about thirty seconds to get interesting passengers, but the going, then flicked on the fan, characters I remember most and the flame either died or vividly are the stoves. reared up white, and started to The stove on the Mystic roar. In that case you fiddled Clipper was named Ethel. She with the fuel intake till the ran on diesel fuel from a day smoke cleared and the fierce littank, which you filled with a tle flame sounded like a jet takbutton switch on a cable. The ing off, then slid the cover over way to tell when it was full was the firebox and opened the oven to unscrew the exterior gas cap damper and started cutting fruit. and stick your finger down the Usually if I got up at six I could intake. It could be pleasant bake by seven, and have breakalone on the deck at six in the fast for 40 by eight in the mornmorning, listening to the ing. ospreys, your right thumb on Instead of the usual four the fuel button, your left foreburners, Ethel had a sliding finger stuck down the fuel griddle the size of a card table; intake. When you felt the big enough for four rows of six warm, greasy diesel fuel pancakes at a time. It usually immersing your finger, you let stayed in place through the go the button, put the switch combined forces of friction and back through the porthole onto gravity, but once in a very the cutting board, screwed the bumpy Narragansett Bay I had cap back on the intake, and to wire it down. went in to light the stove.

Another innovation was To light the stove you the hot water tank in the fireclosed the oven damper and box, which came to a boil and opened the fuel knob to fill the The wood stove on AMERICAN EAGLE; spouted out the safety valve if reservoir with couple of tablethe passengers didn’t take Mate Adam Smith repairing it spoons of diesel fuel. Then you enough showers. I got into the 20

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habit of turning her off between meals, or running the galley hot water back into the water tanks.

Sometime in July I kicked off Ethel’s oven door and cracked her cast iron facade when the crew laid me aloft through the skylight to amuse some girl scouts. Our resourceful captain had a special iron welder waiting at the dock when we returned. He got his truck perched out by the travel lift and stretched his torch cable almost straight to reach Ethel. While 60 people stood on the dock ready to board our sunset sail, the welder put our stove back together almost as tightly as when it was new. I lined the oven with aluminum foil, but little snakes of soot occasionally reared up from the front seams.

There was a queasy, diesel smell in the galley when the wind was down. When the boat sold, Ethel was retired to the Mystic Seaport, and parted out to other needy galleys.

dark green islands in the dark blue sea, and it is another relief to go below to the nice warm galley. The wood stove has in common with the sailboat that it has hardly any moving parts; it works by manipulating the air. It has an oven damper, a flue damper, and a checkdraft that slides back and forth in the firebox door. The oven damper is always wide open or shut tight, but the checkdraft and the flue damper are capable of exquisite permutations. The passengers, many of whom had grown up with wood stoves, had much to teach me.

I got up at 4:30 to shovel out the previous day’s ashes and throw overboard.

A couple of sheets of newspaper and two handfuls of pine kindling were all it took to start the stove. If I took off a cooking lid and put a covered pie tin full of water in the socket over the flames, I could boil enough water for a first cup of coffee. No one else saw coffee Next came the nameless until 7:00. The first spotty wood stove on American Eagle, intense heat was good for a Shipmate from the making cookies, which I Lunenburg Foundry in Nova could shift around on the Scotia. They kept the molds for sheet. By 6:30 the heat in stoves in their warehouse and the oven was even enough to whenever they got an order, bake batter cakes. It was best they could cast one. Those days to save the dough baking for seem to be gone. Heritage had a underway. You didn’t want new stove built to order, of to be heeled over when you stainless steel. It looks just like put in your popovers. It took the old cast-iron stove, but it is a while to proof the doughs expected to last much longer. anyway.

Time will tell.

I also controlled my For a six-day sail we took heat by choosing wood careon 16 milk crates of wood the fully. I had mostly oak and captain had sawed and split and apple for steady heat, but if I seasoned over the winter. It all wanted a quick scorch I stowed neatly in the galley could put in a split white Bread almost ready for CONCORDIA’s bilge, with a kindling closet birch or a handful of pine huge electric oven; the stove layout underneath the forward comkindling. It took about a panionway, and two more carweek to get into the habit of tons in the seine boat for lobster bakes. throwing in another log about every twenty minutes. I We blacked it every Saturday. The stove is high main- would leave the next log on the apron of the stove so I tenance, but on an authentic Maine windjammer, high didn’t forget it. maintenance is part of the entertainment.

Since the stove was traditional, it made sense to preHaving the stove going all the time made it easier to do pare traditional cuisine on it. Baked beans, Indian pudding, impulse cooking. It became second nature to roast the seeds brandade, corned beef and cabbage; things that needed a from the winter squash with kosher salt and olive oil instead long low heat. There’s a body of folklore about gauging the of dumping them in the compost. temperature in ovens of wood stoves. One might hold a Few things are more satisfying than cooking on a wood piece of brown paper till the edge begins to char, or hold stove. As I explained to passengers, it’s a relief to come up one’s hand in the oven till the fine hairs smolder. There are from the galley and admire the dense stands of pine on the several fine oven thermometers one might buy, but in my MarlinspikeMagazine.com

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experience, if the food is cooking the way you want it to, than the long heat of the wood stoves. They favored stir who cares about the temperature? In a wood stove there is a fries and pizzas, things that cook fast. lot of turning and raising and lowering the main course, We had two propane tanks on deck and a detailed log which offers the conscientious cook a plethora of opportuni- for how much gas you were using on long voyages. Three ties to view the progress of dinner. chrome fiddles in the shape of question marks. A solenoid The sensitivity the mate has to the feel of the wind or safety switch you had to flip before the gas would go to the the engineer to the sound of stove. Once I turned off the the engine, the cook has to the solenoid without remembering smell of what’s in the oven. I to close the broiler knob. The noticed sitting on the quarterbit next time I lit the top burners, with my clipboard I could smell the unpiloted broiler filled the the sugar browning in the galoven with gas until it reached ley much more readily than I the burners and blew the oven would have below, next to the door open and took my eyestove. brows.

At the end of the season we unscrewed the chain turnThe stove on Harvey buckles that secured it to the Gamage was hard to get right. sole, and slathered on a coat of We monkeyed with the fuel petroleum jelly and wrapped it gauge, fiddled with the fan, in three layers of clear plastic perused the manual, but we’d wrap. In the spring I would customized the stove so much The author cooking soup on the scrape off as much goo as I that the manual had become AMERICAN EAGLE. Notice the drip pot irrelevant. Every morning I had could, and put newspaper under uppers on the counter. it to melt the rest of the jelly to squirm around the engine off. and turn five valves to fill the day tank, and I never did figure out how to do it when the My next stove was Vulcan, the coal stove on engine was running.

Shenandoah. The ritual of ignition was even more complex The one iron rule is to carry an extra fan when leaving than it was on the wood stove. First you laid a wood fire in the United States — a rule we flouted. When our old stove the firebox, lit it, and gradually added coal as the flames fan inevitably crapped out in Sint Eustacia, our resourceful rose. It could be half an hour before you had a reliable blaze engineer got us by with a fan off a school bus until the next going. We carried 50-pound sacks of nut coal, with a picture arriving educator brought the part with her. Somehow we of a jolly Santa Claus taking some coal down the chimney got by. for the naughty children.

We lit the stove Sunday night before we boarded the The stovetop on the Spirit of Massachusetts was buckled passengers Monday morning, and smoke poured from the into a hump because of the unregulated heat. Lighting it in seams till the galley became uninhabitable. One well-read the morning took about 20 minutes of close attention, makcrewman compared it to Blackbeard’s filling his cabin with ing miniscule adjustments to the fan and fuel, trying to get cannon matches and brimstone to give his lieutenants an the fuel reservoir deep enough to burn steadily without turnidea of what they could expect in Hell. I bought stove ing the burners red hot. It was reassuring to have someone cement and gaskets and packed the seams with a trowel, but on deck casually ask if everything was all right when dense it kept leaking. The captain told me he expected to go gouts of diesel smoke wreathed the charley noble on the galthrough a stove every ten years. This was his third. ley cabin top. I got adept at knowing when to disconnect Over the next six days we never let the stove go out. the smoke alarm when I had shipmates sleeping in the Every half hour or so I put in a scoop or two of coal, raked grand salon. I suppose they’ve replaced the stove now that the clinkers out from below with an iron poker, shoveled out the Spirit is a restaurant in Kennebunk. the ashes into the coal scuttle. After I was in my bunk, the ★ J. P. URANKER WOODCARVER ★ crew stood anchor watch and had a competition as to who could get the stove hottest, so when I came in at five in the THE TRADITION morning the scuttle would be full. Stoking the stove to a OF HANDCARVED cherry red did no favors for its structural integrity.

EAGLES Pride of Baltimore II had two stoves. She had a diesel stove the captain called Charlie Chernobyl in a complicated maritime pun, and a smaller propane stove for the hotter climes. Propane stoves fit our younger crew’s tastes more 22

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On the Spirit of Massachusetts, the day tank magically took care of itself.

When and If had gimbals. I had to balance my pots on the four burners or it would tip. If the stove is set athwartships it’s usually level enough to cook on. But if it’s set fore and aft against the hull, on a steep tack for a long time, the gimbals can be quite handy. Just don’t lose the pin that secures the stove to its frame.

Seaward had a microwave oven that worked best on shore power. In these advanced times it’s worth carrying a microwave, even if you can’t use it much. Ditto a two-burner hot plate. A charcoal grill is easy to fuel in tropic destinations. We used ours on the dock or poised precariously on the boomkin.

A

Protecting Mariners Since 1866 An employee-owned company with offices in Camden, Rockland, Belfast and Southwest Harbor, Maine.

American Eagle

Chris Richmond | crichmond@allenif.com

AllenIF.com | (800) 439-4311

My last stove was a Polish conglomerate on the Concordia, now at rest on the Atlantic seabed a hundred miles off the coast of Brazil. A Warma stove from Grudziadz. 380 volts, 13,000 watts. It had two ovens, big enough for the 40-pound pork butts that I bought in Capetown, the half lambs from Argentina, and a tilt skillet and a fourburner flat top with a set of fiddles that fit together like a tavern puzzle. There was another oven beneath the burners, where I stored my sheet pans. I had no fire to stoke or day tank to fill.

Equilibrium was a matter of indifference to it. Since the generators were always running, I could cook anytime.

Shocking to think that a year later she went down. Thank God everybody got off.

A late innovation is cooking with magnetic resonance. It cooks the food but doesn’t heat up anything else, making it very safe. I’ve tried it on land but haven’t seen it in a marine setting yet.

As boats are being built with more and more electrical equipment to charge our all-important smart phones and ipads, it may be that the galley of the future will be all electric, with no day tanks or woodpiles or even coal bins! b

ENDORSED BY

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Andy Jackson has washed back ashore in Mystic, where he can be reached at schoonercook@yahoo.com

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STAR OF INDIA was built in 1863 at Ramsey in the Isle of Man as EUTERPE, a full-rigged iron windjammer ship. After a full career sailing from Great Britain to India and New Zealand, she became a salmon hauler on the Alaska-to-California route.

Retired in 1926, she was restored in the 1960s and is now a seaworthy museum ship home-ported at the Maritime Museum of San Diego. She is the oldest ship still sailing regularly and also the oldest iron-hulled merchant ship still afloat.

Photo by Maggie Walton

Sign on and be a part of the adv venture! Become a Tall Ships s America member today and receive a complimentary y subscription to Marlinspik ke DV D EHQHӾW RI \RXU PHPEHUVKLS )RU PRUH LQIRUPDWLRQ DERXW PHPEHU EHQHӾWV DQG WR MRLQ visit our website at www.tallshipsamerica.org ca.org

The Connecticut Maritime Heritage Festival was held in New London on September 9-12.

Photos: Joe Geraci II

VIRGINIA in late September

M. RUTSTEIN

Maine’s First Ship has been awarded a $7,000 Infrastructure Grant from the Maine Humanities Council.

MFS will use the grant to create an exhibit in their Visitor Center adjoining the Virginia construction site. Updated panels of historical and archeological text will be supplemented by a display of shipbuilding tools.

The exhibit should be ready by May of 2016.

Virginia, the first ship built in North America by English colonists, was constructed in 1607-1608 at the mouth of the Kennebec River. During her lifetime, Virginia crossed the Atlantic at least twice.

The 51-foot replica of Virginia will be built to USCG Subchapter T standards. When the pinnace is complete, middle school and high school students will participate in programs that teach operating and maintaining a traditionally-rigged sailing vessel.

For more info, visit www.mfship.org.

H The San Diego Maritime Museum’s modern representation of conquistador Juan Rodriguez Cabrillo’s galleon San Salvador made her public debut on Labor Day weekend.

What remains is to complete the interior, finish the rig, and get her Certificate of Inspection. In early December the crew hoisted San Salvador’s main topmast up for the first time.

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The Museum hopes to start sailing the galleon in early spring, and participate in the making of a film in conjunction with the National Park Service in April.

H Planking continues on the new sail-training brigantine Matthew Turner in Sausalito.

“In the last year we have completed all structural elements, built five out of the eleven spars to set sails on, laid three of the four deck layers, built total tankage of 2600 gallons, secured four watertight steel bulkheads, installed all interior decking, laid one third of hull planking, installed the knightshead, built the galley deck house and are now finalizing design of a hybrid electric propulsion system to be installed summer of 2016,” writes Alan Olson.

“By the end of the year we will have recorded 60,000 volunteer hours. While major carpentry will continue for the next six months, we have started installing the ships’ systems and will transition a large part of our resources to completing operating systems ready for launch.”

The goal is to launch by the end of 2016 and be operational in 2017, but to accomplish that, “we'll need to double down with more staff, volunteers, and continued funding.

We have raised $5 million in cash, pledges, and in-kind donations with 1.2 million to go.”

The Matthew Turner shipyard is open Monday-Friday,

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9:00-5:00. For a live feed from the boatshed, be sure to The ship’s main deck has also been entirely replaced check out www.educationaltallship.org. with solid steel, creating a watertight deck that the ship has H been lacking for a number of years. These two major After a long, hard winter which improvements will be key in keeping kept her trapped in the New Bedford the ship dry. ice, the Ernestina-Morrissey was towed The entire ship has been sandto Boothbay Harbor Shipyard last blasted externally and high-pressure April and hauled out of the water. water blasted internally. There is a In June, master shipwright David clean sweep and a fresh coat of paint Short was hired to oversee the project. on the hull.

Short has rebuilt many other vessels, Meanwhile, Jamie White from including the historic schooners Elissa has been spearheading the Bowdoin and Lettie G. Howard. reconstruction of Wavertree’s rig with Over the summer, while Short a group of talented riggers. At WAVERTREE completed prior commitments, the Caddell Dry Dock & Repair Co., a yard removed the vessel’s interior, ballast and systems and huge Quonset hut has been built for a rigging shed and a procured wood and other material for the $6 million restora- building has been allocated for use as a spar-making facility. tion. Much of this material, including keel stock and plankRigging purists will be delighted to hear that an autoing, has come from Denmark, where it was planted after the matic “serving machine” built by the Seaport Museum years Battle of Copenhagen and then carefully forested for shipago to expedite the service of many miles of standing rigging, building purposes. is turning out to be about three times slower than good oldThe vessel and the entire railway have now been covered fashioned hand serving (the machine spins the wire around, with a temporary building and much work has been done to while a weighted serving mallet is set up in the catenary of support the vessel during the restoration. the wire).

The Ernestina-Morrissey is the official vessel of the Wavertree’s rig saw some variations in her 25-year career Commonwealth of Massachusetts, under the stewardship of from 1885 to 1910, but the current plans are being based the MA Department of Conservation and Recreation and around a photo of the ship taken in San Francisco before the the Schooner Ernestina Commission. turn of the century (see above). b To see pictures and to donate to the project, visit the Got an update for Boatyards? E-mail us at marlinSchooner Ernestina-Morrissey Association at www.ernestispike1812@gmail.com na.org.

H Stepping the main topmast Marlinspike got a sneak peak at Ladona, ex Nathaniel on SAN SALVADOR Bowditch, just before they slapped the cover over her in late September. The hull was complete and looking terrific, but the schooner was basically an empty shell.

“It has been a year since our team of shipwrights embarked on a mission to save a beloved American classic schooner,” states the schooner’s website.

“And as often happens during a major renovation, the farther we went, the more apparent it became that the old girl needed more than a nip and a tuck. To do the job right, we were faced with a nearly complete rebuild.

“We are now at a critical juncture: the hull is done, she’s back afloat, but we still need to finish the interior, deck structures, and systems.”

Under the cover, work on the schooner will continue all winter. The goal is to be sailing in 2016 with a COI for 16 overnight passengers, providing “a personally curated vacation featuring comfort at sea, diverting activities aboard and ashore, and intimate, carefully presented dining experiences.”

H South Street Seaport Museum’s 1885 iron full-rig ship Wavertree now has her ‘tweendeck running continuously through the ship for the first time since the 1940s, when it JERRY SOTO had been cut out to convert the hull into an open sand barge.

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To be included in future editions of our calendar, e-mail your event information to marlinspike1812@gmail.com.

WEST & SOUTH Los Angeles Maritime Museum, Los Angeles, CA (310) 548-7618 * LAMaritimeMuseum.org Our hardworking harbor tug Angels Gate provides educational tours while our historic museum building houses fascinating exhibits, a research library, a ham radio station, and a gift shop.

Maritime Museum of San Diego, San Diego, CA (619) 234-9153 * SDMaritime.org The Museum has one of the world’s finest collections of historic ships, including the world’s oldest active ship, Star of India. The new San Salvador is currently being rigged and will be sailing this spring.

Texas Seaport Museum/ELISSA, Galveston, TX (409) 763-1877 * TSM-Elissa.org Located in the historic port of Galveston, the Museum tells the story of a rich legacy of seaborne commerce and immigration.

Look for ancestors with a database containing the names of more than 133,000 immigrants who entered the United States through Galveston, “‘The Ellis Island of the West” GREAT LAKES Bayfront Maritime Center, Erie PA (814) 456-4077 * BayfrontCenter.org February 5 – 4th Annual Ales for Sails. Come taste the finest locally created products from seven regional craft breweries as you tour the Bayfront Maritime Center and check out the great work our students are doing!

BaySail – Appledore Tall Ships, Bay City, MI (989) 895-5193 * BaySailBayCity.org The half-day Science Under Sail program encourages students to engage in real-world problem-based learning. Available from May to mid June and from September to early October.

Inland Seas Education Assoc., Suttons Bay, MI (231) 271-3077 * www.schoolship.org ISEA's Schoolship program is a half-day science learning adventure aboard the schooners Inland Seas and Manitou. Students from 4th to 12th grade collect and analyze samples from the bay.

Spring programs run from early May–mid June and the Fall programs run from early September–early October.

Erie Maritime Museum, Erie, PA (814) 452-2744 * FlagshipNiagara.org Niagara offers educational sailing experiences to school groups, 30

encouraging students to explore Erie’s maritime heritage and understand the science of sailing. Maximum capacity on-board: 60 day sail students, including teachers/ chaperones. For more information contact Outreach & Education at 814.452.2744 ext. 225 or outreach@flagshipniagara.org.

Michigan Maritime Museum, South Haven, MI (269) 637-8078 * MichiganMaritimeMuseum.org Friends Good Will is available for Educational Sails, Passenger Sails, Dockside boardings, Charters, Weddings, and Conferences.

Wisconsin Maritime Museum, Manitowoc, WI (866) 724-2356 * WisconsinMaritime.org Explore the nation’s most completely preserved WWII submarine, stroll the streets of a 19th-century shipbuilding town, sail a boat down a river and more!

EAST COAST Annapolis Maritime Museum, Annapolis, MD (410) 295-0104 * AMaritime.org The Museum holds its annual Winter Lecture Series Thursday evenings at 7pm from mid-January through mid-March.

Chesapeake Bay Maritime Museum, St. Michaels, MD (410) 745-2916 * CBMM.org The Museum has received a $60,000 grant to support a new boatshop educational program for local 6th graders. Beginning in 2016, the Musuem will offer two six-week after-school boatbuilding sessions free to Talbot County 6th grade students.

Council of American Maritime Museums Councilofamericanmaritimemuseums.org April 25-27. Annual conference, hosted this year by the Kalmar Nyckel Foundation in Wilmington, DE. Cape Ann Museum, Gloucester, MA (978) 283-0455 * CapeAnnMuseum.org Through February 28. “Vincent, Weaver, Gorvett: Gloucester, Three Visions”. This exhibition explores how Gloucester inspired the artistic output of three of the region’s most dynamic artists.

Sloop Clearwater, Beacon, NY 845-265-8080 * Clearwater.org Clearwater is currently undergoing an $850,000 overhaul involving replacement of the entire center portion of the ship’s hull. A grant has been secured to fund roughly half the cost of the project, but Clearwater still needs to raise an additional $250,000.

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Graveyard of the Atlantic Museum, Hatteras, NC (252) 986-2995 * NCMaritimeMuseums.com Beginning April 1. “Graveyard of the Atlantic” explores the history of the infamous waters off North Carolina’s coast and why so many ships met their fate there. The exhibit, featuring vintage photography, has a youth-friendly guide that helps young folks and families enjoy the story of this provocative region.

Herreshoff Marine Museum, Bristol, RI (401) 253-5000 * Herreshoff.org The Museum’s Annual Lecture Series brings the knowledge of established authors, sailors, and experts directly to the public.

Learn from some of the best sailors, writers, historians, and accomplished individuals amongst historic Herreshoff Boats and the America’s Cup Hall of Fame.

Historic Ships in Baltimore, Baltimore, MD (410) 539-1797 * HistoricShips.org December 31. Ring in the New Year on the deck of USS Constellation. A menu provided by Charles Levine Caterers will be served with local ale, wine, mulled cider and coffee.

There will be music, special tours, cannon firings and more.

Independence Seaport Museum, Philadelphia, PA (215) 413-8630 * PhillySeaport.org December 31. The Museum is open late for a family-friendly celebration on December 31 from 5-7 p.m. Ring in the New Year early with noisemakers, party hats and a sparkling cider toast before the 6:00 fireworks.

Lake Champlain Maritime Museum, Vergennes, VT (802) 475-2022 * LCMM.org The Museum makes internships available in its Conservation Laboratory, Education Department and more. To apply, please call or send a resume and cover letter describing relevant experience and coursework to info@lcmm.org.

Long Island Maritime Museum, West Sayville, NY (631) HISTORY * LIMaritime.org More than 30 sail & power boats are housed in the Small Craft Building, once a WWI US Navy seaplane hanger. On display are iconic catboats by Gil Smith, the one-design Narrasketuck by Wilbur Ketcham, the Herreshoff 12 1/2 and many others.

Lowell’s Boat Shop, Amesbury, MA (978) 834-0050 * LowellsBoatShop.com Lowell’s Boat Shop is offering after-school apprenticeships for up to ten high school students grades 10-12. Youth enrolled in this after-school program work alongside experienced staff and volunteers to learn the skills and art of boatbuilding.

Maine Maritime Museum, Bath, ME (207) 443-1316 * MaineMaritimeMuseum.org Through May 15. “Wavelength: The Story of Signals at Sea.” This exhibit traces the evolution of maritime signals from optical to electronic, including a display of an early Marconi-era steamship’s radio room, along with vintage bells and whistles,

lanterns, depth sounders, ship-to-shore, Loran, and other collection rarities. Engine-room telegraph and signal flag interactives enhance the experience, along with demonstrations of Morse code transmissions from the gallery using period apparatus.

The Mariners’ Museum and Park, Newport News, VA (757) 596-2222 * MarinersMuseum.org The Mariners’ Museum Lecture Series covers a wide range of maritime topics. Tickets are required. Adult and child tickets are $5 each; member tickets are free.

Mystic Seaport, Mystic, CT (860) 572-0711 * MysticSeaport.org Through March 28, 2016. “Ships, Clocks & Stars: The Quest for Longitude” tells the extraordinary story of the race to determine longitude at sea. Spurred on by the promise of rich rewards, astronomers, philosophers, and artisans, including John Harrison and his innovative timekeepers, finally solved one of the greatest technical challenges of the 18th century.

New Bedford Whaling Museum, New Bedford, MA (508) 997-0046 * WhalingMuseum.org January 7–10. Moby-Dick Marathon: 20th Anniversary The 25-hour, read-athon weekend will be complete with surprise guest readers, costume-clad special guests, theatrical and musical interpretations, and creative activities for everyone.

North Carolina Maritime Museum, Beaufort, NC (252) 728-7317 * NCMaritimeMuseums.com January 24. Expanded Queen Anne’s Revenge exhibit opens.

The Museum became the official repository for all Queen Anne’s Revenge artifacts and has offered an interactive and permanent exhibit since 2011.

Peabody-Essex Museum, Salem, MA (978) 542-1609 * PEM.org The Phillips Library Reading Room is open at our temporary location at 1 Second Street, Peabody, MA. The Reading Room is open Wednesday and Thursday between 10 am and 4:30 p.m.

US Naval Academy Museum, Annapolis, MD (410) 293-5275 * USNA.edu/Museum Highlights include Oliver Hazard Perry's famous "Don't Give Up the Ship" flag from the Battle of Lake Erie, a piece of USS Monitor, a video and light display illustrating the attack on Pearl Harbor, and the Rogers Ship Model Collection, the largest collection of 17th- and 18th-century models in North America.

USS Constitution Museum, Charlestown, MA (617) 426-1812 * USSConstitutionMuseum.org The ship is currently drydocked but both the ship and the Museum remain open to visitors. In “All Hands On Deck” you can explore the harsh realities of life at sea and join USS Constitution just as the War of 1812 is declared. b To list your event, e-mail marlinspike1812@gmail.com.

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Sign up today for the quarterly magazine devoted to traditional sailing vessels, sailors, and programs!

Single issues $6.95 * Annual subscription $25 Two-year subscription $40 — save $10!

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A select list of sailing programs, summer camps, and passage opportunities open to the public.

Nine traditional sailing vessels offering windjammer cruises on the Maine coast from mid-May through early October.

WEST COAST Grays Harbor Historic Seaport, Aberdeen, WA (800) 200-5239 * HistoricalSeaport.org Two Weeks Before the Mast programs on Lady Washington and Hawaiian Chieftain.

Schooner A. J. Meerwald, Bivalve, NJ (856) 785-2060 * BayShoreCenter.org Day and overnight Maritime Camp programs for children 13-17.

Los Angeles Maritime Institute, Los Angeles, CA (310) 883-6055 * LAMITopSail.org Sail-training for school and youth groups.

Schooner Adventuress, Port Townsend, WA (360) 379-0438 * SoundExp.com Overnight programs for teens, adults, seniors, and families.

Schooner Zodiac, Bellingham, WA (206) 719-7622 * SchoonerZodiac.com Windjammer cruises in the San Juan Islands, April-October.

Schooners North, Friday Harbor, WA (360) 378-2224 * SanJuanSailCharter.com Cruises from the San Juans to Alaska on the schooner Spike Africa.

GREAT LAKES Appledore Tall Ships, Bay City, MI (989) 895-5193 * BaySailBayCity.org Day-sails, charters, educational programs, and overnight sail-training opportunities.

Brigantine St. Lawrence II, Kingston, ON (613) 544-5175 * Brigantine.ca Sail-training programs on the St. Lawrence and Lake Ontario.

Traverse Tall Ship Co., Traverse Bay, MI (231) 941-2000 * TallShipSailing.com Education, day-sails, charters, and multi-day windjammer cruises.

US Brig Niagara, Erie, PA (814) 452-2744 ext. 214 * FlagshipNiagara.org Summer 2016 Voyage Programs, for High Schools students, College Students, and Individual Trainees.

EAST COAST Barque Picton Castle, Lunenburg, NS (902) 634-9984 * Picton-Castle.com Currently headed to the Azores, Africa, the West Indies and home. No sailing experience required, just a strong back and willing heart.

Liberty Fleet of Tall Ships, Boston, MA (617) 742-0333 * LibertyFleet.com Windjammer-style Caribbean cruises during winter months.

Maine Windjammer Association, Midcoast Maine (800) 807-WIND * SailMaineCoast.com

Oliver Hazard Perry, Newport, RI (401) 841-0080 * OHPRI.org Week-long summer teen camps; educational programming for students of all ages; sail-training cruises for adults and families.

Schooner Alliance, Yorktown, VA (757) 639-1233 * SailYorktown.com Public sails and private charters in Yorktown during the summer; Windjammer-style Caribbean cruises during winter months.

Schooner Ardelle, Gloucester, MA (978) 281-0470 * SchoonerArdelle.com Public sails, private charters, and educational programs in conjunction with the Maritime Heritage Center.

Schooner Fame, Salem, MA (978) 729-7600 * SchoonerFame.com Public sails, private charters, and educational programs. Week-long Schooner Day Camp sessions for ages 8-14.

Schooner Mystic Whaler, Mystic, CT (800) 697-8420 * MysticWhalerCruises.com Single-day education programs for youth, overnight cruises for adults.

Schooner Pride of Baltimore II, Baltimore, MD (410) 539-1151 * Pride2.org Each season Pride II visits dozens of ports of call, and welcomes aboard over 100,000 people for deck tours, charters, day sails, youth programs, private events and overnight guest crew experiences.

World Ocean School, Boston, MA (340) 626-7877 * WorldOceanSchool.org Education programs on board the schooner Roseway.

Schooner Sultana, Chesterton, MD (410) 778-5954 * SultanaProjects.org Weeklong “Chesapeake Adventures” programs for ages 11-14.

Schooner Wendameen, Portland, ME (207) 766-2500 * PortlandSchooner.com Overnight trips for up to 14 passengers on Casco Bay. SEA Semester, Woods Hole, MA (508) 540-3954* Sea.edu Accredited semester-at-sea programs for college students.

Sea/mester, Sarasota, FL (941) 924-2900 * Seamester.com Semester-at-sea and gap-year programs for college students. b

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b HARVEY GAMAGE is underway again after a 14-month refit, headed first to Florida and then, hopefully, to Cuba

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b

M. RUTSTEIN

The Maine Coastal News reported in their December issue that Harvey Gamage was preparing for a voyage to Cuba. At press time, AIS showed the vessel still in Portland, but reportedly a crew had been hired and the schooner was ready to depart.

Greg Belanger, formerly Executive Director of the defunct Amistad America and Ocean Classroom, organized this voyage on behalf of the schooner’s new owner, Phin Sprague of Portland Yacht Services.

Belanger told the News that the veteran schooner is coming out of her 14-month refit, which included 50 new planks and many new frames, “in terrific shape.”

“In the amidships area there are all new bunks with cork flooring and LED lighting. With the assistance of a naval architect, we designed and built a new rudder that would be larger and more efficient. Much of the bow of the boat — which had always leaked — is new.

“I am happy to say that in the sea trials last week … it was bone dry. In short the boat is in terrific shape and ready for years of voyaging.”

Belanger said that when negotiations to lease the Gamage to the re-formed Ocean Classroom bogged down over lease payments, they opted to explore an alternative business model that will focus on marine operations.

“Basically,” said Belanger of traditional sail-training organizations, “you are running a small private school and operating a large schooner simultaneously: it is very difficult to generate enough revenue to staff for both. We looked at that model and said, ‘Let’s just focus on running the boat’.”

The plan is to sail and maintain the vessel and make it available to a variety of educational organizations. Summers, this will take place in the Gulf of Maine, with Gamage traveling as far afield as Greenland. In the winter, Belanger plans to operate the schooner out of southern Cuba.

Reportedly the organization is still awaiting final approval of their Cuban plans. This transit south — which was originally scheduled to begin before Thanksgiving — will terminate in Key West.

There, the schooner will await developments.

The Gamage was expected to leave December 5 and arrive in southern Florida about two weeks later, potentially stopping in New Bedford, Norfolk, and/or Charleston.

H The South Street Seaport Museum announced in November that the 1911 barque Peking will return to her home port of Hamburg, Germany.

Built in Hamburg in 1911, the mighty four-masted Peking is one of the famous “Flying P Liners” of F. Laeisz Lines. Employed in the nitrate trade, Peking made voyages from Europe to the west coast of South America with general cargo and returned filled with guano for use in the making of fertilizer and explosives.

Peking was made famous by the Irving Johnson film Around Cape Horn, which documented her 1929 passage around the southern tip of South America in hurricane conditions.

“After nearly ten years of effort to find her a new home, we’re thrilled that Peking will go to a responsible and appropriate home.

As we develop plans for a revitalized Seaport Museum, including the total restoration of our 1885 ship Wavertree, we are pleased that MarlinspikeMagazine.com

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M. RUTSTEIN

PEKING is going home to Hamburg Peking will be preserved in her home port,” said Capt.

Jonathan Boulware, Executive Director of the Seaport Museum.

“South Street Seaport Museum has long worked to maintain a fleet of well-maintained, relevant historic ships at her East River piers [but] two huge sailing ships are a crushing burden of maintenance. Wavertree, currently the subject of a $13 million city-funded restoration project, is

the right ship for the Seaport Museum and for New York. Wavertree called at New York.

She is the type of ship that built New York.

“Peking has a similar relationship to Hamburg. And with the return of Wavertree in the middle of 2016, there will again be a huge square-rigged sailing ship at South Street in outstanding condition.

“This is good for the Seaport Museum and it’s good for Peking.”

H The USS Constitution Museum — the interpretive center for the US Navy’s oldest active commissioned vessel — has bestowed its annual Don Turner Award on Captains John Foss of American Eagle and Linda Lee and Doug Lee of Heritage.

All three captains are longtime members of the Maine Windjammer Association.

Museum President Anne Grimes Rand wrote, “In bestowing the award, the museum acknowledges the captains’ long history of devotion to the sea and the many contributions they’ve made to ensuring that generations to come will be connected to our nation’s maritime past.”

“We’ve been sailing and maintaining working vessels for over 40 years,” said Captain Foss. “It’s always nice to be recognized, and for the entire fleet to be recognized for historic preservation.”

Said Captain Linda Lee, “It was a pleasure to go aboard the USS Constitution to see the work that had been

BARS

I’m not going to apologize, because I’m not going back there any time soon, but Godmothers Saloon in San Pedro has little to recommend it apart from its proximity to the waterfront. It was on said waterfront that I found myself last year, having shipped aboard Hawaiian Chieftain. It was at Godmother’s that certain persons, affiliated with Chieftain, hatched a plan over beer and rum to prank their partner and dockside neighbor, the brig Lady Washington. These persons, through some miracle unexplained by science or religion, managed to stumble their way back to the dock, board the Lady in the wee hours, unship her tiller, and carry it off in drunken triumph to the Chieftain, without being detected.

Our fairy Godmother must have been watching over us. — MR 36

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done. We had been aboard her in the ‘90s and actually met Don Turner.

“People in charge of preserving the Constitution had asked about a dozen different entities who knew about maritime history and preservation to give suggestions about how best to restore her. In addition to some structural suggestions, we encouraged them to put a few sails on her so people would see what she would have looked like — how powerful, majestic and awe-inspiring a square-rigged vessel like that could be. They did, and sailed her around Massachusetts Bay one day in July. It was beautiful to see.”

Captain Foss noted that it’s significant that the award for maritime preservation has been given to people working in the private sector.

“It’s hard to understand what a vessel was intended to do if it’s enshrined somewhere. Of course that’s important and good for relics and icons, but not for tools of industry like sailing vessels. We get to sail our vessels and so have a deep understanding of them which we can pass on to the next generation.”

Making historic vessels relevant to today’s public is a passion that has driven all three captains. Having built, restored and re-built a number of historic vessels, Captain Foss and the Lees have not only spent their careers owning and operating windjammers, they also own and operate the North End Shipyard in Rockland, Maine.

Says Captain Doug Lee, “We established the North End Shipyard in 1973 to help preserve Maine's historic schooner fleet, traditional shipbuilding skills, and our ongoing pursuit of maritime history.”

For more information about the historic vessels belonging to the Maine Windjammer Association, visit www.sailmainecoast.com.

H The Schooner Porcupine, the latest initiative of the Erie, PA based Bayfront Maritime Center (BMC), is shaping up quickly in anticipation of her April 15 launch date.

Porcupine is a representation of a War of 1812 gunboat schooner built in Erie to sail with Oliver Hazard Perry’s squadron. The modern representation is being crafted out of a fiberglass, Bruce Roberts Spray 40 design. BMC Executive Director Rich Eisenberg accepted the semi-finished Spray 40 hull as a donation last September. A team featuring sailmaker David Bierig as co-Director and former Pride of Baltimore II Captain Jamie Trost as Project Manager is handling the construction and certification.

Bob Arlet of Arlet Boatworks in Erie is the shipwright.

The finished Porcupine will be the school ship for Presque Isle Bay, and offer half-day, full-day and overnight education programs, public day sails, and overnight passages starting next summer. The programming will offer ecology, STEM, and history lessons for students from fourth grade to university level. Her capacity is expected to be 28 passengers for daysails, and 12 students for overnights.

The original vessel fought in the Battle of Lake Erie

There are no athiests in foxholes or focsles, so I presume at least some of you celebrate Christmas. If so, here’s a holiday drink recipe for you that will go down smoothly in either the galley or the manger, wherever you find yourself this holiday season.

Combine all the ingredients in a large bowl, stir well, and strain into a second bowl. Ladle into individual glasses, each garnished with a thin orange slice and freshly-grated nutmeg. It’s Island Time! — MR

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Island-Time Egg Nog

16 oz. Pusser’s Rum 32 oz. Pineapple juice 8 oz. Orange juice 4 oz. cream of coconut 32 oz. eggnog 8 cups ice One navel orange Whole nutmeg 37

and several other War of 1812 campaigns on the Lakes.

She continued in government service until 1825, surveying the Georgian Bay and sailing as the Revenue Cutter for the Detroit River. She was then sold into private service and hauled cargo under the name Caroline until 1873.

BMC is creating Porcupine’s education and public programs using events, examples, and technology from the original vessel’s six-decade career, and will operate her as a local asset to the Erie Bayfront.

To follow Porcupine’s progress, go to schoonerporcupine.org, or like the project on Facebook.

H Once upon a time, Captain Noah Barnes was a nineyear-old boy watching his parents, Captains Ken and Ellen Barnes, rebuild an historic schooner — the Stephen Taber.

Now, forty years later, after owning and operating the

Taber for more than a decade, Captain Noah is elbow-deep in a rebuild of a different schooner — Ladona — a vintage 82-footer originally built in 1922 in Boothbay Harbor, Maine, as a private yacht.

Ladona has had a long and winding history. She was enlisted by the Coast Guard to keep watch for U-Boats off American shores during World War II, earning both the Victory Medal and the American Campaign medal. She had stints as a fishing dragger and a training vessel before joining the Maine Windjammer fleet in 1971 under the name of Nathaniel Bowditch.

When Barnes and his wife, Jane, bought the schooner in 2014, they knew that she was in desperate need of a rebuild. It’s been a long process involving many months out in the cold, working under a tarp.

Says Barnes, “The raw fact is that we’re trying to prove

for Schooner HIGHLANDER SEA Two-masted schooner, laid up since 2011. 1924, oak on oak. Located Gloucester, MA. Asking $2,000,000.

Schooner VIRGINIA Gaff knockabout launched in 2005 for sail training. Laminated white oak frames with wana planking. 98 GRT. Located Norfolk, VA. Asking $1,500,000.

Schooner HALIE & MATTHEW Bald-headed schooner in the Maine Windjammer trade. 2006, fiberglass. Located Eastport, ME. COI for 100 on deck, 50 overnight. Asking $1,400,000.

Schooner VICTORY CHIMES Three-masted schooner in the Maine Windjammer trade. 1900, oak on oak. Located Camden, ME. COI for 50. Asking $925,000.

Schooner HERITAGE Two-masted schooner in the Maine Windjammer trade. 1983, oak on oak. Located Rockland, ME. COI for 30 overnight. Asking $895,000.

VIRGINIA

Schooner AMERICAN EAGLE Bald-headed schooner in the Maine Windjammer trade. 1930, oak on oak. Located Rockland, ME. COI for 56 daysails, 28 overnight. SOLAS and PSSC. Asking $750,000.

Schooner UNICORN Topsail schooner, currently a sail-training ship. 1947, steel. COI 12 daysails, 6 overnight. Asking $375,000.

Schooner JEANIE B. Gaff schooner, steel. COI 25 daysails, 15 overnight. Located NC. Asking $375,000.

“Pirate Ship” FORMIDABLE Brigantine. 2000, steel. Located Gloucester, MA. COI 49 daysails. Asking $295,000.

Sloop PROVIDENCE Replica of Revolutionary War sloop. 1976, fiberglass. Located RI. 59 GRT. COI for 40 daysails. Asking $295,000.

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Not all beaches are blessed with powdery white sand. But any beach can be great if you’re there with a great crew, because great crew can make anything fun. Swabbing the deck, a boisterous passage, a last-night-of-the-cruise dinner made with random, leftover ingredients from the bottom of the lazarette... even a rocky beach (like this one on Anguilla) can be fun when you’re sailing with people you enjoy. — MR Post a photo of your favorite beach to our facebook page, or e-mail us at marlinspike1812@gmail.com

that you can rebuild a vessel and make it work as a forprofit operation without relying on government funding or grants. We want to return this vessel to service and have her stand on her own two feet.

“So, what does it take? It takes disregard for your own comfort and a strong desire to preserve commercial sail.

You have to be willing to go out and shovel snow off your oak planking stock so you can drag it inside and push it through a planer in the middle of winter.”

Is it worth the trouble?

Says Barnes, “Ladona is stunning — like Rita Hayworth stunning — she’s going to be a show stopper. It would be a lot less fun fixing a boat we weren’t all in love with.”

The plan is for Ladona to carry 16 passengers — fewer than any other windjammer in the Association. This will enable the captain and crew to offer a more personalized experience, especially when it comes to food.

“We struck a chord with the Taber — offering delicious food is something that is difficult to do aboard a schooner, and we put a lot of energy and effort into it.

“With Ladona, we are shooting for something that’s along the same lines but even more. There are things you can do for 16 guests that you can’t do for 20 or 30: plated courses, more extravagant ingredients, serving wine every night, and offering something special like a glass of port

after a meal.

“We are hoping to do personalized breakfasts as people get up, rather than ringing a bell for everyone at 8. Also, there will be seated dining al fresco on deck by lantern light.”

The shipwrights began work on Ladona in August of 2014 and her crew will welcome her first guests on June 2, 2016. This is the most complete rebuild she’s ever had and should stand her in good stead for decades to come.

For more information about the nine historic vessels belonging to the Maine Windjammer Association, visit www.sailmainecoast.com.

H In Connecticut, Amistad has finally been transferred to a newly-formed nonprofit called Discovering Amistad Inc. Among Discovering Amistad’s four incorporators, according to The Day newspaper, is Len Miller of Essex, CT, who founded Soundwaters, a Stamford-based educational nonprofit that offers educational programs on Long Island Sound.

Current plans call for Amistad to spend the winter at Mystic Seaport, where reportedly routine maintenance and minor repairs will take place.

At press time, the new organization had yet to set up a website. b

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A popular feature on the Marlinspike facebook page is NAME THAT BOAT, where readers are asked to identify tall ships and sail-training vessels of the past & present. How many of these vessels can you name?

8/8 7/8 6/8 5/8 4/8 3/8 2/8 1/8 0/8

A

— Admiral of the Ocean Sea — Commodore — Captain — Master & Commander — First Mate — Seaman, Able — Seaman, Ordinary — Swabbie — Tourist

ANSWERS: A) Bill of Rights, B) Westward, C) Robert Seamans, D) Hawaiian Chieftain, E) Adventuress, F) Brilliant, G) Mayflower II, H) Lettie G. Howard.

B

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C

D

F

G

E

H

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‘HMS’ SURPRISE Photo by Jerry Soto

Mail: 2800 High St. (Bivalve), Port Norris, NJ 08349

CAPTAIN / RELIEF CAPTAIN CAPTAIN Schooner Seaward Seaward is an 82’ stays’l schooner based on San Francisco Bay. She has an educational mission which includes three-hour day sails in the fall/spring as well as overnight trips during the summer. Seaward also does public sails and private charters. The Captain's position requires a 100-ton NC Masters license with Aux Sail. Applicants must be dedicated to the education of students of all ages, backgrounds and abilities. This is a liveaboard position.

Seeking position for contract dates of April 1- November 15, 2016.

This post is seasonal.

Apply by sending your resume and cover letter to Liza Info@callofthesea.org

MATE Yorktown Sailing Charters, www.sailyorktown.com, operates the 105’, three-masted gaff rigged schooner Alliance and the 65’, gaff-rigged schooner Serenity in the York River, Chesapeake Bay, in the summer season. They offer two-hour day sails where the crew educate the public on basic tall ship sailing and the local history of the Yorktown area.

Seeking applications for the day sail season in Yorktown. Position starting April 1 and runs thru November. Could possibly extend into the winter charter season in the Caribbean.

Experience with gaff rig and traditional vessel maintenance required.

Apply by email with resume and references to info@sailyorktown.com Yorktown Sailing Charters, P.O. Box 238, Yorktown, VA 23690

CAPTAIN Lady Washington: 6/26/16 Aberdeen, WA Hawaiian Chieftain: 2/15/16 Oxnard, CA http://historicalseaport.org/jobs/ This position requires a 100-ton near coastal Masters license with a sail or auxiliary sail endorsement. Experience on traditional vessels preferred. The Master is responsible for the safety of crew, passengers, and the vessel at all times, and working with the Mate to maintain a positive and professional experience for all aboard. As part of our professional crew, you can experience the adventure of touring west coast ports by tall ship, accruing inland and near coastal sea time quickly, meeting many other traditional mariners as part of a large crew, and further developing your knowledge and skills as a marlinspike sailor.

To apply, e-mail a cover letter, resume, and contact information for three references to Roxie Underwood, runderwood@historicalseaport.org

MATE Salish Sea Expeditions Mate's duties aboard Carlyn, a 61-foot yawl, include but are not limited to instructing and overseeing staff students in proper vessel operation, presenting nautical science topics both in the classroom and on the vessel, and teaching sailing and navigation classes while underway. The Mate works as a team with the Captain and Deckhand in order to ensure a safe environment on the vessel. 50-ton Inland Masters (or greater) with sail endorsement is required.

Compensation: $1500-$1800 per month, depending on experience; full room, partial board and sea time.

To apply, send a cover letter, resume, and contact info for three references to: Programmanager@salish.org

CAPTAIN Schooner Pioneer Schooner Pioneer seeks a full-time Master. Pioneer sails seasonally in NY Harbor on school programs, charters and pax sails, and travels to nearby ports. Requires leadership skills with paid crew/volunteers, and broad demonstrated experience in traditional sailing vessel(s). USCG Master 100GRT w/aux sail minimum. Is a key member in Museum management.

Must work closely, productively, and collegially with peers. Hires, trains, and manages all relief crew.

Pioneer operates with challenges including high current, piloting in restricted visibility, dense commercial traffic, etc. Winner of 2012 Sail Training Program of the Year. This post is full time, year-round, salaried in the 40s, including medical, dental and vision, and also in a defined benefits pension.

South Street Seaport Museum is an equal opportunity employer.

Email: jboulware@seany.org 12 Fulton St., New York NY 10038 (212) 748-8600

MATE / BOSUN / ENGINEER CHIEF MATE Schooner A.J. Meerwald Will be expected to work closely with other crew members, volunteer crew, and office staff to ensure a high quality on-board educational program.

S(he) will also be responsible for running a safe navigational watch during transits, supervising deck operations during day sails, as well as overseeing the maintenance of the A.J. Meerwald. Requires 100-ton mate license with sail endorsement (near coastal preferred), and diesel engine maintenance skills. Master’s license a plus. Depending on license and boat handling skills may also be Relief Captain.

Positions run from March 30th to early November and include room and board on the A.J. Meerwald.

To apply, forward resume, cover letter, and three references to: Bayshore Center at Bivalve, attention Capt. Jesse Briggs E-mail: captain@bayshorecenter.org 856-785-2060 Fax: 856-785-2893

MATE Lady Washington: 2/24/16 Oakland, CA Hawaiian Chieftain: 12/14/15 Long Beach, CA http://historicalseaport.org/jobs/ This position requires a 100-ton near coastal Masters license with a sail or auxiliary sail endorsement. Experience on traditional vessels preferred. The Mate is responsible for carrying out the Master’s orders safely, maintaining a well-trained crew, and working with the Master to maintain a positive and professional experience for all aboard.

To apply, e-mail a cover letter, resume, and contact information for three references to Roxie Underwood, runderwood@historicalseaport.org MATE Schooner Roseway The World Ocean School is seeking a licensed mate aboard the historic schooner Roseway. Job includes all aspects of tall ship sailing, both coastal and offshore, as well as an ability and desire to work with kids of all ages in both day and overnight programs. Applicant should be an enthusiastic, flexible, and energetic leader. Room and board provided on the ship. Must be willing to undergo a USCG drug test as well as a criminal background check if requested. Must have current STCW and appropriate licensing.

Schedule: Full Time on Rotation Pay: Commensurate with Experience For more information about World Ocean School’s programs and the schooner Roseway, visit www.worldoceanschool.org MATE Schooner Inland Seas Inland Seas Education Association is looking for someone with a positive attitude to fill the position of Mate for the 2016 summer through fall sailing season aboard the schooner Inland Seas. The schooner Inland Seas provides one-half to five-day science programs in northern Lake Michigan. The Mate position is a seasonal, full-time, paid position.

Applicants must have an interest in Great Lakes ecology, enjoy teaching, and be capable of interacting positively with people of all ages. Experience aboard traditionally-rigged commercial sailing vessels, and a sail-endorsed 100 GRT Great Lakes Masters license are preferred. Depending upon experience and boat handling skills, the applicant may be considered for

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Relief Captain. The Mate may live aboard the vessel.

Apply by email with resume and three references to: Captain Benjamin J. Hale at bhale@schoolship.org ENGINEER Hawaiian Chieftain: 2/25/16 Oakland, CA http://historicalseaport.org/jobs/ Knowledge of diesel engines, generators, electrical, hydraulic, and shipboard systems required. An Engineers license is not required.

All positions require a positive attitude, teamwork, strong work ethic, comfort working aloft, and the ability to respond calmly and safely in all situations. Crews live aboard and participate in daily housekeeping, routine maintenance, sailing in all conditions, teaching education programs, safety drills, and cross-crew training. Excellent passenger interaction skills are a must.

We offer a monthly stipend, health insurance after 90 days, room, and board, as well as the adventure of a lifetime.

To apply, e-mail a cover letter, resume, and contact information for three references to Roxie Underwood, runderwood@historicalseaport.org ENGINEERING ASSISTANTS SSV Oliver Hazard Perry After an intensive eight-year build the Perry is nearing completion, but there is still significant work to be done, as well as the need for ongoing maintenance aboard ship. The engineering system includes twin 385hp Caterpillar diesel propulsion engines, twin 99kw and one 30kw generator.

The ship has full HVAC, water maker, sewage treatment, Ensolve filtration system, etc., etc.

The First Assistant Engineer is responsible for the day-to-day operation of the engineering systems, they monitor fuel and water supplies, maintain the highest level of fuel and energy efficiency and keeps tools and spare parts organized and inventoried. He/she also assists the Chief Engineer with additional projects as needed. Record keeping is through an online system called Wheelhouse.

The Second Assistant Engineer works under the direction of the Chief and First Assistant Engineer. Other duties will be assigned as needed.

To be paid, candidates must be US citizens or permanent residents. The ship is currently in Portsmouth, RI. Contracts expect to run through Spring at which point we hope to transition to a full-time sailing crew. Winter crew will be given first consideration for these sailing positions.

Apply by emailing cover letter and resume to Jessica Wurzbacher at info@ohpri.org BOSUN Lady Washington: 6/12/16, Aberdeen, WA Hawaiian Chieftain: 2/25/16 Oakland, CA http://historicalseaport.org/jobs/ Knowledge of traditional and modern vessel maintenance required. Ability to track multiple projects, organize and train work crews is essential.

To apply, e-mail a cover letter, resume, and contact information for three references to Roxie Underwood, runderwood@historicalseaport.org

DECKHAND EDUCATOR / DECKHAND / 2nd MATE Schooner A.J. Meerwald Will help coordinate shipboard maintenance and vessel operations as well as participate in the onboard education program. Previous experience operating and maintaining a traditionally rigged wooden sailing vessel is required. 100-ton mate license with sail endorsement is preferred.

Applicable experience will be considered. Diesel engine maintenance skills and previous education experience a plus.

Positions run from March 30th to early November and include room and board on the A.J. Meerwald.

To apply, forward resume, cover letter, and three references to: Bayshore Center at Bivalve, attention Capt. Jesse Briggs E-mail: captain@bayshorecenter.org Phone: 856-785-2060 Fax: 856-785-2893 Mail: 2800 High St. (Bivalve), Port Norris, NJ 08349 DECKHAND / INTERN Schooner Zodiac The Schooner Zodiac is now accepting resumes and applications for sailing interns for the 2016 sailing season. The season runs from April through October and applicants are asked to commit to a minimum of a 3-month

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tour on the ship. Deckhands learn navigation, sailing maneuvers and seamanship under the direction of an experience captain and mate. Deckhands are also expected to assist in the maintenance of the vessel. Positions are unpaid, but room and board is provided and the crew generally receives tips from passengers. The Zodiac operates from Bellingham, WA and sails throughout the San Juan and Canadian Gulf Islands.

Please go to schoonerzodiac.com for applications and more information or call (206)-719-7622. Please email resumes and applications to bob@schoonerzodiac.com.

EDUCATOR / DECKHAND Schooner A.J. Meerwald Will present Delaware Estuary specific learning stations onboard and on shore, in addition to participating in shipboard maintenance and vessel operations. The position requires environmental education experience, a degree in natural resources or equivalent experience, strong environmental ethic, plenty of stamina, flexibility and a positive attitude. Boat experience a plus. There is potential to be Relief Galley Coordinator or Relief Program Coordinator.

The Bayshore Center at Bivalve, a non-profit grassroots environmental organization, operates the 1928 oyster schooner A.J. Meerwald as a floating classroom promoting stewardship of the Delaware Estuary and its environs.

The student program includes participating in prepared learning stations, sailing the vessel, and trawling for marine life.

Positions run from March 30th to early November and include room and board on the A.J. Meerwald.

To apply, forward resume, cover letter, and three references to: Bayshore Center at Bivalve, attention Capt. Jesse Briggs E-mail: captain@bayshorecenter.org Phone: 856-785-2060 Fax: 856-785-2893 Mail: 2800 High St. (Bivalve), Port Norris, NJ 08349 INTERN Schooner A.J. Meerwald Will have the same responsibilities as the Educator/Deckhand but serve for a two (2) to three (3) month period with positions starting in April, June and August. The position requires some environmental education (or equivalent experience), strong environmental ethic, plenty of stamina, flexibility and a positive attitude. Boat experience a plus.

Positions run from March 30th to early November and include room and board on the A.J. Meerwald.

To apply, forward resume, cover letter, and three references to: Bayshore Center at Bivalve, attention Capt. Jesse Briggs E-mail: captain@bayshorecenter.org Phone: 856-785-2060 Fax: 856-785-2893 Mail: 2800 High St. (Bivalve), Port Norris, NJ 08349 DECKHAND Yorktown Sailing Charters, www.sailyorktown.com, operates the 105’, three-masted gaff rigged schooner Alliance and the 65’, gaff-rigged schooner Serenity in the York River, Chesapeake Bay, in the summer season. They offer two-hour day sails where the crew educate the public on basic tall ship sailing and the local history of the Yorktown area.

Seeking applications for the day sail season in Yorktown. Position starting April 1 and runs thru November. Could possibly extend into the winter charter season in the Caribbean.

Experience with gaff rig and traditional vessel maintenance required.

Apply by email with resume and references to info@sailyorktown.com Yorktown Sailing Charters, P.O. Box 238, Yorktown, VA 23690 DECKHAND / EDUCATOR Schooner SoundWaters We are currently accepting applications for Deckhand/Educators for the 2016 sailing season (Mid-March to July 2016, and July to November 2016).

Work with 5-6 other crewmembers in a close-knit high-energy environment aboard the 80’ schooner SoundWaters. The crew is responsible for delivery of 3 hour STEM programs for students ranging from 2nd grade – college, assisting in sail handling in educational programs, public sails, and private charters, as well as operation and maintenance of SoundWaters.

SoundWaters homeport is a 60-minute train ride to NYC. All crew receive a competitive stipend plus room and board.

For more information please view our website http://www.soundwaters.org/jobs/schoonerjobs/ Applications may be sent to Captain Justin Cathcart jcathcart@SoundWaters.org

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1281 Cove Rd, Stamford, CT 06902 Fax: 203 967 8306 WINTER COMMISSIONING ASSISTANT The Winter Commissioning Assistant works directly under the Commissioning Manager. Duties are wide-ranging, including contractor support, supervision, and relations, research and document creation, regulatory compliance, and any other duties assigned by the Commissioning Manager as need and skill dictate. A background in marine systems design is particularly desirable but is not required for an otherwise excellent candidate.

Winter Rig Crew and Deckhands: Core deck crew for rig maintenance and ongoing shipboard projects. Work under the supervision of the Mate. Must be comfortable working aloft. Must be hardy and prepared for some outside winter work in New England.

Apply by emailing cover letter and resume to Jessica Wurzbacher at info@ohpri.org

COOK COOK Schooner Brilliant We are looking for a cook during the summer youth sailing season. Our season runs from Mid-June to Mid-August and we offer most weekends off, decent pay, and an opportunity to sail aboard one of the oldest sail training programs on one of the most beautiful schooners in the industry. BRILLIANT operates five- and 10-day programs for up to nine teenagers between 15 and 18 years of age in Southern New England.

Contact human resources at: Mystic Seaport Museum PO Box 6000, Mystic, CT. 06355 Human.resources@Mysticseaport.org COOK Schooner Isaac Evans The cook is responsible for the planning, purchasing, stowing, and preparation of all the food on board. Three meals a day plus an afternoon snack are prepared on a 1902 Glenwood C no. 7 wood stove for up to twenty six people. Applicants should be organized, efficient, hard working, friendly, and versatile with applicable food preparation experience. Ability to accommodate special diets. All positions require a sense of adventure and the ability to work long hours with little time off for little pay.

Capt. Brenda G. Thomas PO Box 791, Rockland, ME 04841 (877) 238-1325 www.MaineSailingAdventures.com COOK The World Ocean School is seeking a cook aboard the historic schooner Roseway. Job includes keeping the ship's galley organized and clean, provisioning the galley once a week, preparing 2-3 meals daily for 10-20 crew members with various eating requirements, cooking meals and snacks during offshore transits, standing watches if needed, serving drinks and snacks in the galley during charters and day sails and for special events, and maintaining an enthusiastic, flexible, and energetic disposition. Room and board provided on the ship. Must enjoy being with people and working with kids.

Must be willing to undergo a USCG drug test, as well as a criminal background check if requested.

Schedule: Full Time Pay: $1,500 / month For more information about World Ocean School’s programs and the schooner Roseway, visit www.worldoceanschool.org COOK Schooner Zodiac The Schooner Zodiac is looking for cooks for the 2016 sailing season. The season runs from mid-April through October. Trips range from dinner sails to a 13-day voyage to Desolation Sound in Canada. Room and board is provided aboard the ship. Pay is per diem and varies by experience. The cook must be able to prepare a range of food as the trips range from school groups to upscale wine and seafood tours. The cook also must be able to remain within a budget. The Zodiac operates from Bellingham, WA and sails throughout the San Juan and Canadian Gulf Islands.

Please go to schoonerzodiac.com for applications and more information or call (206)-719-7622.

Please email resumes and applications to bob@schoonerzodiac.com.

COOK Schooner Inland Seas This individual, under the Captain’s supervision, manages the galley and prepares meals for 5-45 people. The cook maintains shipboard sanitation and works on deck as needed. This is a full-time seasonal position, April to October. The cook may live aboard the vessel if desired. The physical environment requires the employee to work exposed to all conditions found aboard a ship at sea. This includes rough weather and extreme heat/cold.

Apply by email with resume and three references to: Captain Benjamin J. Hale at bhale@schoolship.org (231) 271-3077 COOK Lady Washington: Cook, 5/25/16, Newport, OR Hawaiian Chieftain: 3/28/16, Sausalito, CA http://historicalseaport.org/jobs/ Previous professional cooking experience or similar required. Maritime experience preferred. Our focus is on nourishing food (the crews work hard and need a balanced diet) that is delicious, healthy, and on time.

To apply, e-mail a cover letter, resume, and contact information for three references to Roxie Underwood, runderwood@historicalseaport.org GALLEY COORDINATOR Schooner A.J. Meerwald Will be responsible for three vegetarian (some seafood) meals daily for 812 crew as well as occasional special events and/or light catering for up to 41 passengers. The galley coordinator will purchase provisions, manage a galley budget, and oversee galley upkeep. Applicant must be an amiable, flexible, adventurous person with good cooking skills and a strong environmental ethic.

Positions run from March 30th to early November and include room and board on the A.J. Meerwald.

To apply, forward resume, cover letter, and three references to: Bayshore Center at Bivalve, attention Capt. Jesse Briggs E-mail: captain@bayshorecenter.org Phone: 856-785-2060 Fax: 856-785-2893 Mail: 2800 High St. (Bivalve), Port Norris, NJ 08349

OTHER POSITIONS PURSER Lady Washington: 6/19/16, Aberdeen, WA Hawaiian Chieftain: 5/12/16 Coos Bay, OR http://historicalseaport.org/jobs/ Experience with MS Office (especially Excel), handling money, sales receipts, inventory control, and accurate record keeping required. Experience in accounting, retail or hospitality a plus.

To apply, e-mail a cover letter, resume, and contact information for three references to Roxie Underwood, runderwood@historicalseaport.org WATERFRONT DIRECTOR Independence Seaport Museum Full Time Position. Manage every aspect of the museum’s waterfront activities including rental of slip space, coordinating visiting ships, boat rentals, on-water events such as the Philadelphia Cup Regatta and the Walnut 2 Walnut Challenge. Also includes developing new on-water programming in conjunction with the Education Department. These will include expedition programming as well as other rowing, sailing, and paddling programs. This position will require at least five years of experience with on-water programming, as well as strong management skills. The Waterfront Director reports directly to the Vice President of Interpretation and Visitor Experience.

To apply, contact Michael J Flynn at mflynn@phillyseaport.org 215-413-8649 EDUCATION OFFICER Lady Washington:, 6/12/16, Aberdeen, WA; http://historicalseaport.org/jobs/ Experience teaching and/or working with the public required. Experience working with youth ages 8 to 12 a plus.

To apply, e-mail a cover letter, resume, and contact information for three references to Roxie Underwood, runderwood@historicalseaport.org b Got a job opportunity you’d like us to include in our next issue?

E-mail us at marlinspike1812@gmail.com

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This was for 5000 nautical miles and the cancer symbol is a memorial for my father. I chose the colors for the Appledore V and IV because it all happened there. I got it in Chicago last season during a Tall Ship festival we sailed to and we were a part of. — Jason Paris

Brig Unicorn drawn by Dan Moreland, tattooed by Steve’s Tattoos in Ipswich, England in 1994. — Kaari Sullivan

The last marlingspike sold in Hoboken? I got it at an outfit called Atlantic Steamers Supply Co., Inc. in 2001.

I had done some work for the owner and he mentioned they were a chandlery. They were in a large industrial space now converted into condos. Hoboken, New Jersey has century-deep maritime heritage and Atlantic Steamers had been in town since 1949, next to the also now-defunct Ferguson Propeller, which cast monumental bronze propellers. Both went under or moved away shortly after I got my spike.

It was strictly a warehouse and shipping place and I was reluctantly allowed to roam around. When I saw the wooden box full of rusty spikes I asked if I could buy one and they allowed me, since I knew the owner, but they didn’t have a sales counter or even a cash register — they dealt in large shipments of bulk equipment and this was out of the ordinary for them.

I wonder what became of the other spikes in that wooden box.

I did a web search for Atlantic Steamers, and there is a paper trail from Hoboken to Texas to New Orleans to Los Angeles, but none of the numbers I dialed work anymore. I think it’s gone. — Frank Hanavan 46

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CRANE STOOKEY

Command and Trust The English word “command” was originally synonymous with “commend,” as in “I commend to your care,” or “I commend your courage.” So “command” actually has the sense of entrusting, and of praising what is worthy. Its root is the same as “mandate,” and comes from two Latin words, “man” which means “hand,” and “dare” which means “to give.” “Command” means to give into worthy hands, to entrust a duty to a worthy person.

Here’s an example.

When I sailed as chief mate on the 145′ tall ship Californian, Captain Andy Reay-Ellers would sometimes issue commands with his ball cap. This simple gesture transformed my understanding of command.

Most of the time Captain Andy got us ready to tack the ship (a complicated maneuver for turning a traditional sailing ship that requires the crew to handle all the ship’s sails, releasing them on one side of the ship and pulling them in on the other, in the right order, with the right timing and in a hurry as the ship turns) by calling out the initial command of “Ready about.” Then it was my job to organize the crew for the various tasks. There was a fair bit of shouting across the deck directing each person, and I believed that the smoothness and efficiency of the operation relied on my voice. The crew had learned to believe this too.

They were all listening to me. But we learned a more elegant and effective way from Andy’s cap.

We often had a crowd of tourists on board for a day sail, serving drinks and refreshments on deck, and the crew were expected to mingle with the guests to answer questions and tell our sea tales. In this context of hosting a party, my shouting over the heads of the passengers may have been nicely salty, but it wasn’t very elegant.

So Andy taught us all to keep an eye on his ball cap as we mingled. When it was time to tack he would turn the brim of the cap to the side over one ear. This was “Ready about.” One of the crew would notice, and excuse them-

selves from their conversations with the guests and move to position at a sail. Others of us would notice the first person moving and move too, and our noticing rippled among us until everyone was in place. No need for me to tell them where to go, they knew the job and if a station were already covered they’d go to another. When I could see that we were all in position I’d signal Andy and he’d turn his ball cap backwards, as the command to tack. I gave no directions for individual tasks, and the crew found their own rhythm, watching and synchronizing with each other. If something wasn’t right I could correct it as we went.

This is the difference between “command and control” and “command and trust.”

Giving command requires us to be careful of what we give. When I felt I had to hold the smoothness and efficiency of tacking the ship myself, by giving directions for every step, I reduced the crew to just doing what I said, and I reduced their sense of their own worthiness too. With those shouted directions I gave dependence and myopia.

What Andy gave with his ball cap was broad awareness, initiative and shared responsibility. And real trust; the qualities that make any ship, or business, or family, run well. If something wasn’t right, I could see and correct it more easily undistracted by my own shouting.

Both approaches tacked the ship, but the silent ball cap was a better commander than my shouting. Command is a generosity practice, and its goal is to bring out the worthiness in everyone. Then the best outcome follows easily. b Excerpted from Crane’s book, Keep Your People in the Boat — Workforce Engagement Lessons from the Sea. If you would like to talk to Crane about his support for your leadership and engagement strategies, or to have him speak to your group, please contact him at (902) 240-5904 or through cranestookey.com.

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