MARITIME HERITAGE ASSOCIATION
MARITIME HERITAGE ASSOCIATIONNEWSLETTERVolume 4, No.2. June, 1993A quarterly publication of theMaritime Heritage Association, Inc.clo PO Box 1100FremantleWA 6160Editor: Chris Buhagiar. 13 Solomon St., Palmyra 6157I---- . .- "":. ·.Barquentine SEA RIPPLE: 187 tons. Built Sunderland, England, for J & W Bateman, in 1863 .illustration by Ross Shardlow. (See story, p.8.)
Building a Traditional River Launch(Part Four)by Mike Beilby. As you may recall from the last quarterlyissue of the newsletter, we had the cold-mouldedand externally painted hull turned over and readyfor finishing. Sadly, that which is now gracing theinside of the boat looks a lot less than threemonth's work. Perhaps I'm running out of puffbut, then again, it may be lack of confidencebecause rm now into totally unmapped territory,for myself, anyway. Things like seatingarrangements and engine and propellerinstallations are totally new to me and no one elseseems to know or remember either. Consequently, Isometimes spend days on end chewing myfingernails rather than attacking pieces of wood (orbronze - but more of that later).camber and plotted it for each, then cut the twoshortest beams out of solid nyatoh and laminatedthe other three out of 12mm strips of the sametimber. They were let into the gunwhale (orbeamshelf, I thi k it's sometimes called), simplywith angled grooves and with no other bracing. Ithink I can rely on modern glues and theapplication of a plywood deck above to hold all inplace. With the sides braced about a metre fromeach end, the middle felt even stiffer than beforeand I began to hope that I could avoid the crossthwart in the middle of the boat, which wouldalways be irritating to step over.Sitting upright in the workshop, the hull seemedpretty stiff with only 20mm x 20mm oregonstringers glued in at seat and floorboard level andthe recently added 40 x 20 meranti on thegunwhale line as an embryonic rubbing strip. Thethree layers of 4mm ply glued together wereconfirming the textbook predictions of aninherently self-supporting structure. For thegunwhale proper I purchased some nyatoh, whichturned out to be sufficiently oversize that, beingnominally one inch thick, it still dressed out atabout 24mm. My friendly cabinet maker first put itthrough the work's thicknesser and then cut it intomainly 50mm wide strips - with a bit of a strugglebecause it was none too straight in the first place.Pieces were scarfed to create the necessary lengthand some time spent producing the correct angle tomate to the stern framing already in the hull.Marge then helped me glue and clamp each pieceinto the boat - a difficult operation because of thegenerous sheerline combined with the bend of thedeck line. Because of this, we had no hope of doingthe two sides simultaneously, and with a moreflimsy hull shell we could well have ended up witha very asymmetrical vessel (like a Venetiangondola). However, so far as I can see, thestructure has remained true. We now have around55mm of total thickness at the deck line and I feelbrave enough to walk around inside, albeit gently.As I wanted the fore and aft decks to flow intonarrow side decks by way of elliptical curves, Istarted to consider minute side-deck beams andcarlins, etc. Structurally, this looked pretty suspectand messy. Fortunately, I got smart and studiedthe Bolger drawings again and discovered that thegood Phil had side decks so narrow that a doublethickness of beamshelf was all that was needed, soI went that way too - there being just enoughnyatoh left to bridge the gap between bow andstern decks. This will leave the cockpit coamingrather close to the edge of the boat (only 80mm)but will maximise accomodation and make rowingor paddling easier when the solitary spark plug oilsup. Although most similar boats are fitted forrowing in emergencies, rowlock blocks willdisfigure the cockpit coaming and paddles might begood enough on confined rivers. A final decision canbe made on that later.I wanted some decking, both fore and aft, and thiscalled for some deck beams - two at the sharp endand three at the blunt. I determined the desiredPerhaps getting ahead of myself, I also fitted akingplank down the centres of the deck beams, foreand aft - a logical step I h ear you say - but then I2jI
-------------·--down with a heavy epoxy mix, and coach-screwedto the keel. Then two lengthways bearers werenotched over these and similarly glued ;mdscrewed. The upper yellow pine faces will becovered by about 25mm of very hard, well-seasonedjarrah for the engine lugs to bolt on to. I willcomplete these faces only when I know exactlywhat angle the engine will line up at. At themoment, the flywheel is intended to have 50mmclearance above the keel, so that's the maximumbilge water that can be tolerated with the enginerunning.haven't yet drilled for, and fitted, the rudder tube.There's not much space in the counter stern andthe aft kingplank may have to be chopped out to fitit in - a pity.Had some vandal meantime sunk an axe into themiddle of the keel, the hull would have droppedneatly into two halves, port and starboard.Therefore, to tie the two parts together I glued insix "floors" ( boat talk for sub-frames runningacross the keel - nothing to do with what you standon at all, that's either deck, sole or floor boards,depending on the circumstances). The fore and aftfloors were cut out of solid jarrah because of thefairly steep rise of the hull form there, and theothers were laminated out of thin jarrah whilesimply pressing them firmly into the bottom of theboat in the final positions. Because of springback inthe laminations at this stage, they weren't gluedinto the hull until a spokeshave had corrected theshapes a little and "limber holes" had beenprovided to drain bilge water.The seats will be of the lengthwise slatted variety,curving around each side of the cockpit, with atransverse one at the stern. Because they will bethe most significant visual feature, I opted formahogany, the Brasilian variety which Austim (inthe northem suburbs) imports. I found they hadboards 25mm thick and - get this - up to 550mmwide and almost perfectly flat! I was able to pickthree good ones at around 350mm wide and gotthem dressed nearby to 23mm finished thickness.The next day my friendly local cabinet maker cutthem up on his huge table saw to 27mm wide slats,with a bit left over for 40mm framing supports.The supports rest on the seating stringer originallybuilt into the hull, with short legs coming down tothe floorboard stringer. That should be strongenough. I r ather wish now that I'd left out seatinglevel with the engine, because there's insufficientleg room there anyway. It would have left room forthe fuel tank and the exhaust system, but thesupports are in now.Concurrent with all this productive woodwork, Iwas stewing over the practicalities and geometry ofengine and propeller shaft installation. The foreand aft engine position was determined by the1800mm long, bronze shaft. Its only 5/8" indiameter, but it's there and it already fits into thepropeller and the flywheel, so I might as well useit. The engine bearers were made out of 50mmyellow pine. (Which was meant to be oregon, butsome Bunnings staffers can't tell the differencebefore its planed -and neither can I! ) Some of itwent into two massive floors, filling the spacebetween the floorboard stringers and well gluedI am still agonising over the propeller shaftSKEC TIMBERAnticipated propeller bearing (lower). Theupper bearing would be similar, withstuffing box to seal.51&" BRONZE PROP . SHAFT" OYASTEEN".BUSH, .;.s r ooved fo r \JO t er entry3
----·------------A popular and effective solution today is a "cutlass"bearing - a plastic material with waterways to letwater in for lubrication. Trouble is, these bearingsare not made for prop shafts as small as the one inquestion. However, I may be able to get somethingsimilar specially made in Novasteen- anotherplastic which works with water lubricant. Betterengineering would be to replace the 5/8" bronzeshaft with a 3/4" stainless steel one. Cutlassbearings are available for this size and the endcould be tapered to accept the prop (currently itgoes on a parallel section held only with two grubscrews), but the inner end would have to be turneddown to the original size and machined out for thetiny woodruff key which transmits the drive at theflywheeL I fear the cost of all the machining willrestrict me to the first plan .bearings. The housings will be cast in bronze byAusco - a little olde-worlde foundry in Dianella,where they keep patterns for all sorts of vintageboat fittings. 111 get two identical ones machinedand threaded to screw into each end of anappropriate length of 33mm stainless steel pipe,and all this will be assembled through the 670mmof skeg and keel - which has yet to be bored for it.(If you've read this far, I don't suppose you're boredyet either!) However, the choice of bearing surfaceis a problem. Because the shaft is bronze, it isundesirable to run it in the bronze of the bearinghousings. (If the shaft was stainless steel it wouldbe OK, at least until things wore out.) Thetraditional solution was to line the bronze bearingwith soft white metal, but this is expensive thesedays and is another problem when things wear out.Schedule: S.T.S. LEEUWIN ADVENTURE nm Tue.Pt Hedland618/93 Fri.10 days, visiting LagrangeBay, Lacepede Islands.19/93Dampier17/8fl3 Tue.Carnarvon2718fl3 Fri.10 days, visiting Coral Bay,Maud's Landing.20/93Carnarvon31/8fl3 Tue.Geraldton10/9fl3 Fri.10 days, visiting AbrolhosIslands.21/93Gerald ton14/9fl3 Tue.Fremantle24/9fl3 Fri.10 days, visiting AbrolhosIslandsWV93Fremantle1110fl3 Fri.Fremantle3/10fl3Sun.23/93Fremantle4/10fl3 Mon.Fremantle14/10/93Thu.' 10 days, SCHOOLHOLIDAYS, visitingBussleton (minimnm age 15years).Ross Sha rd l owFor informaJion on aU voyages, contactTHE LEEUWIN SAIL TRAINING FOUNDATIONPO Box 1100Fremantle WA 6160Fax: (09) 430 4494Phone: (09) 430 4105MAJOR SPONSOR:CHALLENGE BANK4I
-------------·--HERITAGEAND TiffiSEAA Musical Voyage of Discoverythrough Symphony, Sail, Shanty and SprayThe MHA is working in collaboration with Tranby House to stage a musical water pageant in early1994. Presented as a "son et lumiere" with live costumed tableaux, music, song, dance, film andnarration, the pageant will tell the story ofWA's maritime history.The performances will take place at night over four days on the river and banks of the National Trust'sTranby House in Maylands. They will be preceded in the afternoons and evenings by a MaritimeHeritage Display featuring aspects of traditional maritime trades and skills, crafts, art and history(similar to the marquee display at the Classic and Wooden Boat Festival). This display will be set up bythe MHA at Tranby Quay and on the riverside. It is envisaged that the pageant will run for fourperformances from Thursday to Sunday, probably in the last week in February, 1994.Currently in the feasibility planning stage, the pageant organisers are seeking expressions of interestfrom organisations and individuals who would like to participate or contribute in some way withexpertise, materials, technical assistance, performances in music, song, dance and narration, andsponsorships of tableaux, etc. The MHA displays will be under cover, on hard standing and in the water.We will also be participating each night on the water in the live performances.THE MHA NEEDS YOU! People to man the MHA staticdisplays.Crew for some of the boats onthe water. Display boats for the hardstanding.Display boats for the water.Boat marshals.Participants will be encouraged to reflect the heritage spirit by dressing as appropriately aspossible for the occasion.INTERESTED? Then please contact:Ross and Barbara Shardlow23 State Street, Victoria Park WA 6100Tel: 361 0170 Fax: 470 52515
Barquentines and their Rigby Barry Hicksover 2 000 tons each. The foremasts on each shipwere steel-stump topgallant rig, and exceedinglysquare. The three fore and aft masts rose 179 feetabove the deck; the forecourse yard was a massive93 feet long, and even the topgallant yard was 53feet in length. On these great masts and spars wasbent 25 200 square feet of canvas- the sails rankamong some of the largest ever made. A steamdonkey engine was used to hoist them. The shipscarried a crew of sixteen, as well as twelve cadets.Three-masted barquentines have been in usesince the 1830's and have been a very successfultype of vessel, of moderate tonnage, and well suitedto general trade.The year 1830 seems to be the earliest time that Ican trace the barquentine rig. In that year, T JBrocklebank, the British shipbuilder andshipowner, built a small wooden vessel of 174 tons,the BONANZA Although she was rigged as whatis now termed a three-masted barquentine, she wasat the time called a brig or, occasionally, abrigantine. In fact, hers was a new rig, and thesailormen of the day were a little unsure of justwhat to call her.These two sisters were built as out-and-out cargocarriers and had no pretentious as to good looks.Added to this, they were notoriously wet ships,especially on the poop, where the rails wereeventually raised another fifteen inches to preventpeople from being washed overboard.It wasn't until the 1850's that the termbarquentine (or barkentine, as the Americansspelled it) came about. I am not sure where theterm originated, but my dictionary seems toindicate that it comes from the Latin bark,meaning ship's boat.Each vessel was.built at a cost of 22 000, but by1908 these and other vessels built at the same timewere being offered for sale for half that amount. By1910, this price had halved again.I don't know what happend to BEETHOVEN, butMOZART was financially successful and voyagedthe oceans for over thirty years before being takenback to Scotland in 1935 for breaking up. However,this was only because there was no work for herand not because the old lady was beyond repair.I think the Americans played the biggest part inthe development of the type. Big woodenbarquentines became very popular on the westcoast of America in the 1880's. They were muchcheaper to build and sail than a ship or a barqueand could run a schooner out of sight on an oceanpassage. The rig sought the best of both worlds fore and aft sails for beating into headwinds, andsquare sails to run downwind.As a contrast to the longevity of MOZART, and toprove the fragility of sailing ships, I have tomention the barquentine HYASTON. She was builtat Rangoon, in 1919, of teak throughout. She setsail on her maiden voyage on October 14th andexperienced calms and light winds for a month.Then, on November 14th, HYASTON was hit by acyclone and was lost - at the tender age of just fiveweeks!The secret of the big barquentine was in keepingthe gaff sails reasonably small by increasing thenumber of masts as the hulls grew bigger. One ofthe most successful was the six-masted Americanvessel E R STIRLING.In Britain and Europe, experiments with the bigbarquentines fell into the trap of too-few masts forthe size of hull; consequently, the gaff sails weremuch too large for the small crews to handle using"Armstrong's Patent".One of man's most beautiful creations was the fourmasted barquentine TACORA She was built as afour-masted schooner of 900 tons and, although herhull was considered to be one of the prettiest everto leave a builder's yard, it was obvious to thecaptain at the end of her maiden voyage that shewas quite unsatisfactory for deep-sea work. On hisreturn to port, he convinced the owners that theyshould risk the outlay necessary to convert her to abarquentine rig.The two best-known vessels of these experimentswere the British-built and German-ownedMOZART and BEETHOVEN. They were built sideby-side in Grangemouth Dockyard, at Gourock,Scotland, and were launched within weeks of eachother in 1904. They were steel four-masters of just6
The barquentine HANDA ISLE. 275 tons. Built in Auckland, New Zealand. Traded to Western Australia in the 1880 . 1890's. In October,1919, she disappeared with all hands off Wilson's Promontory, Victoria, after possibly hitting a mine. (Original drawing by Ross Shardlow.)How right he proved to be! And, moreover , thesquaresails on the mainmast wer e all that wasneeded to set off h er delightful yach t-like lines. Shewas much admired by all who saw her . Nonnally,four masts on a barquentine would look too muchof a muchness, but TACORA, being small for afour-poster, seemed to be perfectly proportionedand balanced.-and in his seamanship was absolute. After towingthe heavy steamship for some time in deterioratingweather, the towline parted. Another line could notbe got aboard. In the end, Captain Thorntonsquared away and promised to report the steamer'scondition at the earliest opportunity. (No radios insailormen in those days!) Other and larger vesselswould not risk a tow. Eventually, another steamerdid get her back to port.Under the new rig, TACORA r eally showed hertaffrail to allcomers and proved to be extremelyhandy. She showed her ability in this regard whenthe skipper took her alongside a disabled steamerin heavy weather and the crew passed a lineaboard by hand. During this operation, the twoships surged togeth er with a crash which nearlyshook the masts out ofTACORA, but th e littlesailer forged ahead and took the h eavy steamer intow. The skipper's faith in the ability of his vesselAlas, this beautiful little barquentine was lost offthe Celebes in 1911. Carrying a valuable cargo ofebony, she n ow lies 300 metres below the wavesshe once so swiftly and so proudly sailed upon.It takes all sorts of barquentines to make a world,just as it takes all sorts of people! But I h ope youwill gain as much pleasure from reading thesenotes as I got from prod cing them.7
TSEA RIPPLE: The First Barquentine Registeredin western Australia by Barbara ShardlowBuilt in 1863, in Sunderland, England, byGardner, for John and Walter Bateman of WesternAustralia. A three-masted wooden barquentine of187.35 tons, carvel built; 102'2" x 23'8" x 12'7". Onedeck with break (raised quarter deck), round stemand a scroll head. Eleven crew. Official No. 36550;registered Fremantle February,l864.The SEA RIPPLE arrived in Fremantle on the 28thFebruary, 1864, having left the Downs on the 27thNovember, 1863. Her master was Captain W.Wharton. She carried general cargo and nopassengers. The Perth Gazette of 4th March, 1864,recorded her arrival:. The Sea Ripple is built very closely webelieve after the model of the Tien Tsin, andregisters 178 [sic] tons. She is intended forthe Colonial and Coasting trade, and hasbe n fitted up in the best possible manner,no expense having been spared by theMessrs. Bateman, for whom she has beenexpressly built. . [her] first trip will be toNicol Bay.Curiously, the Fremantle Shipping Arrivals andDepartures Register describes her variously as abarque, a three-masted schooner (most frequently),and a barquetta. Not once between 1864 and 1885is she listed as a barquentine. Lloyd's Register ofShipping lists her as a schooner up until shedisappears from it in 1872173. However, in theFremantle Harbour Master's Journal of 1870 she isreferred to as a barquentine, and in the Register ofBritish Ships for Fremantle she is listed as threemasted barque[n]tine. This is the first record of abarquentine in the Register. That she was indeed abarquentine is evidenced by a fine oil painting ofher in Asian waters, clearly showing her rigged assuch.When the SEA RIPPLE left Gage Roads on 1 May,1864, she was arrying 650 sheep for the Withnellfamily which had set up a station on the banks ofthe Harding River south of Tien Tsin Harbour,later renamed Cossack. In the same year shebrought the first cargo of wool from the north-westto Fremantle. But by 1865 Walter Padbury'sSEA RIPPLE was the fifth of thirty three sailingvessels owned by the Bateman companies up to1900. She was operated by the B
MARITIME HERITAGE ASSOCIATION NEWSLETTER Volume 4, No.2. June, 1993 A quarterly publication of the Maritime Heritage Association, Inc. clo PO Box 1100 Fremantle WA 6160
The Maritime Heritage Association Journal is the official newsletter of the Maritime Heritage Association of Western Australia, Incorporated. All of the Association’s incoming journals, newsletters, etc. are now archived with Ross Shardlow who may be con-
Heritage Local Planning Policy Framework, particularly Clause 22.05 – Heritage Policy Clause 43.01 – Heritage Overlay and Schedule to the Heritage Overlay Reference Documents – Heritage Studies 4. Methodology The scope and format of the Bayside Heritage Action Plan 2017 was informed by Heritage
STATE OF HERITAGE REVIEW Local Heritage 2020 STATE OF HERITAGE REVIEW Local Heritage 2020 Accessibility If you would like to receive this publication in an alternative format, please telephone the Heritage Council of Victoria on 9651 5060, or email heritage.council@delwp.vic.gov.au. This document is also available on the internet at
maritime archaeology there is no clear-cut definition but overlapping designations. Maritime archaeology falls within the umbrella of underwater archaeology4 that particularly focuses on the preservation and reconstruction of maritime cultural heritage. 'Maritime archaeology,'
1. The World Heritage Convention and its Operational Guidelines consistently refer to World Heritage Sites as ‘Properties’ (i.e., the area of land inscribed on the World Heritage List is a “property”). The term World Heritage property is therefore used throughout this report in preference to the term World Heritage site.
Key-Words: - Automatic maritime surveillance, ship detection, maritime traffic, maritime security. 1 Introduction Maritime surveillance had a major evolution with the improvement of synthetic aperture radar (SAR) images that can be acquired day and night, on all weather conditions, [1]. Until very recently, those
xii List of Tables . CIE - Centre for International Heritage ICMP - Integrated Conservation Management Plan MUCH - Maritime and Underwater Cultural Heritage RIM - Robben Island Museum SAHRA - South African Heritage Agency . In 1999, the Island was inscribed as a UNESCO World Heritage Site (WHS). The boundaries of the
(OSH Act) standards because they were rarely exposed to construction jobsite hazards. However, with the increasing roles that designers are playing on worksites, such as being part of a design-build team, it is becoming increasingly important that they receive construction safety training, including information about federal and state construction safety standards. The Occupational Safety .
