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Sea-Power and National Characteristics

TH E extent to which a country can develop sea-power is dependent very largely upon certain national characteristics. These are

—Geographical position ; Physical conformation ; Extent of territory; Population ; Character of people ; Character of the Government. With each of these characteristics I will deal briefly :—

Geographical position is a prime factor in the development of sea-power. The nation which, like Britain, has no land frontiers and is dependent upon the sea for its communications with the world, must naturally have the greatest incentive to the creation of maritime interest, mercantile and naval. But this interest will be largely pro-portionate to the distance of the great producing centres from the sea-board. In the United Kingdom, the nearest sea is never more than a couple of hundred miies distant from the most remote part. In Australia, which is also and equally dependent on the sea, the distance is many times more, and those who live most remote from the coast have at best only an academic interest in maritime affairs. In America this is strikingly exemplified by the positive antipathy of Ihe people of the Middle West, which is almost entirely dependent on shipping for its economic life, to the creation of an American mercantile marine. A nation which has land as well as sea frontiers must divide its energies between the two, devoting the greater share to land or sea as may be most

By A. M. POOLEY. M.A. ( L a t e Scholar or C la re Col lege. C a m b r i d g e )

important for the satisfaction of its economic and political requirements. In France the division of maritime interests between two seas, the Mediter-ranean and the Atlantic, whilst it has necessitated heavy expenditures on naval armaments, has con-tributed a real weakness of French sea-power, which in any case had to be subordinated to land requirements. The same condition prevailed in the cases of Germany and the United States, previous to the construction of the Kiel and Panama Canals. A similar project for the union of the Mediterranean with the Atlantic by a Canal having its terminals at Marseilles and Bordeaux has long been urged in France, and so far back as 1906 I went over the proposed route, but nothing has been done. It is worth noting that the decision to construct the Kiel and Panama Canals launched both Germany and America on important Imperialistic policies. Indeed it is doubtful if any nation can become a sea-power without at the same time being Imperialistic. This can be readily seen from the failure of Spain and Portugal to retain the Empires their explorers obtained for them and from the modern histories of Germany, the U.S.A. and Japan, as also of the British Empire. The U.S. built the Panama Canal originally for reasons of naval strategy but once she had it she was obliged to largely expand her navy, which in turn necessitated the acquisition of naval bases in the Pacific and the Carribean, in

•20 THE NAVY LEAGUE JOURNAL.

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order to have that local military preponderance essential for the safely of the Canal. At the present time there is a resolution before the American Congress to purchase from France and Britain the whole of their West Indian possessions.

T h e island kingdom has a distinct advantage for the purposes of sea-power, and these are the greater if situated close to the enemy or possible enemy. On the contrary distance from the enemy considerably diminishes the force of sea-power, unless that distance can be overcome by the ac-quisition of strong bases within striking distance of the enejny and covering the trade routes. It was to obtain these that Britain acquired Malta and holds on to Egypt, Aden and Hongkong. It was for the same reason that the United States bought the Virgin Islands from Denmark, acquired Hawai, the Phillipines and Guam, and that Japan took Formosa from China. Every stage of the influence of sea-power on history can be studied in the Mediterranean, where more of the history of the world has been played than in any other sheet of water. T h e control of the Mediteiranean means the control of the Eastern trade routes. T h e real secret at the bottom of the near Eastern trouble of to-day is the control of the Mediterranean!

Physical conditions play an important part, both potentially and actually in the problem of sea-power. T h e depth of water round the coasts, the adequacy of ports, the suitability of rivers for inland water traffic, the necessity of defending river mouths, the character of the sea bed in adjacent waters, a matter of no small importance since the arrival of the submarine, are all actual conditions. Climate and soil also can be ot great influence. T h e climate of Britain has done much to drive people to the sea owing to its harshness, especially in the North. In Holland the poverty of the soil has had the same effect, for folk who could not drag a living from the land have drawn it from the waters. I t was the secret of curing fish which made Holland a maritime nation, and, for a while, the sea carriers of the world. In Norway, too, similar conditions have and still prevail. T h e backbone of Norwegian shipping, the most important industry in the country, has been fishing. Some physical conditions may prove distinct drawbacks to maritime developments. In Great Britain the agricultural decline, which makes

the country dependent on foreign imports for food supplies, has been due to over-reliance on sea power. Holland became so great at sea that industry was neglected, and is of only comparatively modern growth. A coast line which is too long is a weakness. Italy has a coast line out of pro|>or-tion to the national defensive resources, and many times in history this has resulted in hostile raids, which have severed the jugular vein of inland communication. T h e U.S.A. possesses a similar weakness owing to the Floridan coast, though the acquisition of a naval base at Guant.'inamo in Cuba has to some extent saved the situation. The division of a kingdom by Straits is a fatal weakness, unless there is a mercantile marine to unite the severed portions and a strong navy to protect them, or both parts are defensively and economically self contained. St. George's Channel , separating Ireland from Britain, is a case in point. The Straits of Messina and of Tsushima are others that come to mind. Equally dangerous is the division of a kingdom or empire by water or land. T h e fall of Spain was due to the possession of Naples and the Netherlands by the Spanish Crown, unable to defend them and too proud to let then) go. Should a war ever occur between Japan and the United States a similar position would be created in regard to the Phillipine Islands !

T h e extent of a nation's territory has to be considered from the two aspects of population and resources. Some countries, as Norway, the Con-federate States of America, Australia particularly, and Italy in part, have a coast line out of all proportion to population, and in the event of war are liable to invasion which they would not or could not possibly resist. Such a coast line is an eminent source of weakness, unless there is ade-quately mobile and effective naval defence, and also the necessary internal communicat ions for land defences to be concentrated at the threatened spot. Again, extent of territory is important in relation to the productive capacity of the popula-tion, the ability to feed itself, to defend itself, both with men and armaments, and to raise the necessary revenue without overstraining to provide for suffi-cient defence in addition to the ordinary adminis-trative services of the country.

With population and government I will deal in the concluding article of this series.

10 THE NAVY LEAGUE JOURNAL

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Where Should Australasia's Naval Base be? B Y L I K L ' T . - C O M D R . C . 11. K O U . K 8 T O N , H . N . ( K K T I K K D ) .

SECOND only in importance to the decision that there must be a British Naval Base in the Southern Pacific is the selection of the

right place to establish lhat base.

At the outbreak of the Great War England's Naval bases were at Plymouth, Portsmouth and Chatham. Rosyth base, in the Firth of Forth, was uncompleted, and the necessity for sending ships from the north of Scotland to the south of England for refits and docking seriously hampered the refiting programmes, besides depriving the Fleet for many possibly vital days of the services of very necessary ships, while the latter were on the long trip from the Orkneys round the west of Ireland to Plymouth or Portsmouth. In other words England found herself at the beginning of the war without an east coast naval base. The work at Rosyth was, therefore, accelerated. A large float-ing dock was sent to Invergordon in Cromarty Firth, and eventually the problem was solved, but not before, I think, every important unit of the Grand Fleet had been forced to make at least one trip to the south of England, during which she was anything from eight to ten days absent from the Fleet on passage only.

An ideal place for Fleet headquarters was found in Scapa Flow in the Orkney Islands, and had there been docking and repairing facilities there — a properly equipped Naval Dockyard in fact—the place would have been ideally perfect in every respect. As it was, however, the Grand Fleet, assisted by an incomprehensible German inactivity, did a good deal more than just muddle through, and I have only touched 011 the problem more or less briefly in order to bring out the very great importance of Australasia making a correct selection of the position for her Naval Dockyard. And if Australasia can combine a Fleet base for war purposes with a Naval Dockyard all the better.

In my last article I endeavoured to show that New Zealand's harbours could not fill the bill really efficiently, that Rabaul, though situated ideally from the geographical point of view, was

unsuitable on account of earthquakes, even if the League of Nations permitted a base being estab-lished in Mandated Territory, and that, therefore, the coast of Australia must be examined for the most suitable harbour.

I do not pretend that this subject has not been discussed before, and I propose to take the most recent suggestions on the matter that have come to my notice, namely, in evidence given hefore the Cockatoo Dock Commission. At that time Admiral Clarkson mentioned Port Lincoln, Hobart, [ervis Bay and Gladstone. Port Lincoln would be an idiotic place for the primary naval base. Why should ships damaged in action somewhere up by the Equator—the most likely locality — be obliged to go right away down to South Australia for repair, thereby running the risk of submarine attack for hundreds of unnecessary miles ?

Much the same applies to Hobart.

Jervis Bay is better situated strategically, but it is, as Sir William Clarkson inferred, little more than an open roadstead, and a huge breakwater would have to be built before ships could lie there or take in coal or oil during an easterly or southerly blow. As an instance, it may be men-tioned that the 34.ooo-ton " Renown" rolled several degrees each way while anchored in Jervis Bay after only a moderate blow was over ; and it would have been impossible for a collier or oil tanker to have lain alongside with safety.

Gladstone is still better situated from the stratagetic viewpoint; but it is in the tropics where the white man would break down if called upon to do any excessive amount of hard w o r k -such as a dockyard is required to do in war time, and where even the ordinary manual work of a dockyard under peace conditions would be dele-terious. In time of war it would probably be exceedingly useful to have a big floating dock at Gladstone for emergency use, but Rabaul or-Port Moresby would be better for this purpose.

•20 T H E N A V Y LEAGUE JOURNAL.

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Cockburn Sound which has also been mentioned is on the wrong side of Australia.

Admiral Clarkson's statement that Australia wants both an east coast and a west coast base may be true, though I fail to see any urgency about the western one. But, inferring that we cannot have both, the idea of " splitting the difference," as it were, and making the base in South Australia is particularly foolish. If the scene of the next naval war is to be west of Aus-tralia, then, other things being in its favour, Cock-burn Sound would do splendidly. But if that war —should it come —is to take place east of Australia, which any sensible person will admit, then Australia's base must be on the east coast. When Australia is expecting an attack from the inhabitants of the Antarctic Continent—penguins and seals presumably—then Port Lincoln can come into its own. Meantime, for heaven's sake, let us shed the light of a little common sense on the question.

The man in the street may say: " Why not Sydney?" The reasons are many —and most of them are of minor importance, but when added together become formidable. Firstly—Sydney is a big city, and one of the great advantages of Scapa Flow in the Great War was that the con-veniences and temptations of civilization were out of reach. Therefore, being unattainable they were largely out of mind, with the result that both Officers and men were thrown back, willy-nilly, on the necessity of training and perfecting themselves and others in the arts of war, and keeping pace with developments, if for no other reason, then at least for the sake of having something to do. I venture to say that when Lord Beatty moved the Fleet to the Firth of Forth after he succeeded Lord Jellicoe as Commander-in-Chief, the effici-ency of every Officer, man, and boy suffered severely by reason of the distractions provided by Rosyth, Dumferline, Edinburgh, golf links, wives and a hundred and one other factors connected wilh civilisation. Thank heaven, there was no more fighting to speak of after the change of base was made.

Again, Sydney is a Commercial Port, and ttie Fleet if based there would be under the eyes of goodness knows how many foreign agents who might be able to report its movements.

Also, it is open to doubt if Sydney Harbour could really accommodate the Fleet that should be based on Australia. It certainly could not hold a small fraction of what constituted the Grand Fleet during the war.

In the opinion of the writer only one place fills the bill—Port Stephens. And in many respects I would compare it favourably with Scapa Flow—the ideal. The actual area to high water mark is about twice that of Scapa, but the shores of the latter were steep to all round, while Port Stephens con-tains large areas of sand banks and shoal water. In spite of this, however, the Australian harbour possesses a very large area of deepwater anchorage, with plenty of room for ships to manoeuvre. Being also divided into two approximately equal halves there is a decided advantage at Port Stephens, in that the big seas that used to get up in Scapa Flow and cut off inter-ship communication are impos-sible. The writer was in a 22,500-ton battleship — the "Collingwood "—at anchor at Scapa Flow when such a big sea was running that not only could no boats be hoisted out, to the detriment of Fleet communications, but the seas were actually washing in through the main deck ports. The place was too big, thus enabling the prevailing strong winds of the Orkney's nine-month winter to get up a big sea and hamper operations, besides endangering the ships themselves, owing to the frequent dragging of anchors. This could not happen at Port Stephens.

But Scapa's principal asset as a Naval base was the natural protection afforded to it by the strong —very strong—tides of the Pentland Firth, which sweep past the entrances and render the place almost impossible of attack by enemy submarines.

Port Stephens has only one entrance with a narrow deep water channel and anti-submarine protection in spite of the difference between Pent-land Firth and Port Stephens tides, would be a matter of simplicity.

Another very great advantage of Scapa Flow was that the harboir was so big that extensive gunnery practices could be carried out inside the harbour, thus reducing the necessity of taking the fleet or in-dividual ships outside the anti-submarine defences except for practice with the heaviest guns.

T H E N A V Y L E A G U E JOURNAL. 28

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Port Stephens is not so ideal in this respect but a very good light gun range could be laid out and " sub-calibre" practices could be handled to a certain extent.

Another immense advantage of Port Stephens is its proximity to coal and the Newcastle Steel Works—these are quite patent advantages and need no elaboration.

Lord Jellicoe reported very favourably on Port Stephens, and no Naval man will, I think, deny that this magnificent harbour is fit to rank with Scapa as a base for a big fleet. Who knows how soon Australia and the Empire may want such a base ?

Why then has the area at Salamander Bay, Port Stephens, which was earmarked for Naval purposes been abandoned as such ? Because in my opinion politics, and more particularly the vested interests of Sydney and Newcastle, have set their faces against the development of the most magnificent harbour on the east coast of New South Wales. Many people are afraid that if a Naval base is established at Port Stephens, commercial develop-ment will follow, the New England farmers will save scores of thousands of pounds yearly in railway freight on his produce by shipping from Port Stephens instead of Sydney, and Sydney interests will suffer in consequence ; ships will be diverted from Newcastle when there are railways and wharves at Port Stephens, and Newcastle will suffer. No other reason for the absolute neglect of Port Stephens can be seen, and if the people of Australia are going to allow vested interests and commercial advantages to interfere with the necessities of Naval Defence, then Heaven help Australia.

A D M I R A I . S IR L E W I S B E A U M O N T ' S E S T A T E .

ADMIRAL SIR LEWIS ANTHONY BEAUMONT, G.C.B., K.C.M.G., of St. George's, Hurstpierpoint, Sussex, formerly Commander-in-Chief in the Pacific, at Devonport, and on the Australian Station, and Principal A.D.C. to the King in 1912. when he retired, who died on June 19 last, aged 75 years, left property of the value of ,£32,953, l ' , e n c l

personalty being £31,169. After directing the executors lo return his Collar and Badge of the Grand Cross of the Bath to the Chancellor of the Order, he gives : —

£300 to William Joseph Hailey. his butler and steward since 1891, and j£.{oo to his wife, and £300 to his sitter. Nell ie Elirabeth Blake : £•200 to Whiter F. K i n g , his c o i s w a i n since 1800: and ^IOO lo his daughter, Eleanor Mabel K i n * , " my wife's g o d c h i l d " ; and a year's wages to each of his indoor servants.

•20 T H E N A V Y L E A G U E J O U R N A L .

GLEANINGS FROM MEMORY. BY W. W. BKAI.K. O.B.E. (MIL.)

II.—CHILE.

TH E earthquake in Chile brought that country into world-wide prominence unasked, un-sought, by its citizens.

Nearly eight thousand miles away from the centre of the great disaster, yet it was recorded in Sydney, and its violence gauged.

When such an appalling catastrophe overwhelms thousands of women, children and men, together with bird and animal life, and property totalling in value immense sums of money, it strikes thoughts into our being that stir our wonder at a people that, after each upheaval, rebuild and settle again in the danger zone.

News of an earthquake or a flood always recalls to the writer's mind a tribe of ants located in their skilfully tunnelled mojjnds on a patch of red earth,

in a long dried up bed of a shallow creek in north west Australia. One day when the myriads of ants were engaged at their daily tasks, a severe storm let loose its pent up fury, and the waters rushed down that old creek completely destroying several of the mounds and drowning thousands of the unfortunate tenants A few days later the watercourse was perfectly dry again and the survivors vacated the mounds which had withstood the fury of the surging torrent and sought higher ground about fifty yards distant, and there the remnants, still numerically strong, were indus-triously employed for many weeks building new homes well out of reach of any further watery onslaughts by way of the creek.

The human survivors of the great earth-shock on the other side of the Pacific have set to work to re-move the debris and will build again, too. Rut they, unlike the ants, will erect their dwellings over the

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^ 0 scarcely healed scars of the very places where they, so recently, were smitten. However, as the whole of Chile is more or less subject to periodic earth-shocks of varying degrees of intensity and danger, it would seem that foresight in the inhabitants would be of little avail against the unheralded ravages of such a terrifying and uncertain visitant

This South American land, this Republic of Chile, is an extraordinary country. Stretching as it does, from the Southern boundary of Peru, in or about iS degrees South latitude to the storm lashed waters of the great grey Southern Pacific Ocean, where the rock sheathed point of the far famed Horn pierces its flank under cover of dripping, rolling mists ; this ribbon ol teriitor)^ this Chile, knows a wide range of climates. It swelters in the north under the rays of a tortid sun which glares day after day and month after month from a cloudless heaven ; while in the South central uplands a climate equal to any on earth, a climate that is at once delicate, subtle, elusive as some rare perfume, fills the senses with an over-flowing satisfaction and an indefinable p e a c e ; and in the extreme South, fogs and frosts and

dripping days make gloomier the gloomy earth. It is slightly smaller in size than New South Wales-Its interior is almost wholly given up to agricul-ture, and mining for copper ore and nitrate of soda. T h e nitrate fields are very extensive and of incal-culable value, immense quantities being transported to the coast for export to many parts of the world for fertilising purposes and for the manufacture of explosives-

Prior to the Great War, Chile's best customer in the nitrate market was Germany.

On some of the islands off the coast where rain is unknown, are vast deposits of guano, another source of untold wealth to the owners.

As Chile does not produce coal herself it is of course necessary for her to import it. In this connection it is interesting to relate that not so very many years ago Newcastle Harbour was almost constantly crammed with ships of many nations, sail and steam, with sail predominating, waiting their turn to load coal for the West Coast of South America, the bulk of it for Chile.

There is much beautiful and rugged scenery in Chile, but along the coast north from Valparaiso

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to the boundary line of Peru it is rugged without beauty. Hardly a vestige of green can be seen from seaward in the 1,000 mile journey, the whole of the brown mountainous coastline presenting the most barren, dreary, and forbidding aspect imaginable.

.At Coquimbo, Caldera and Taltal, then onward again to Caleia Colosa and Morena Bay where Antofagasta, once the port of Bolivia, staggers to earth-shocks, and sleeps and wakes under a mask of dust, there is a sameness and deadly monotony which knock Australia's bush towns right out of the running.

In .Morena Bay when the surf is not booming dangerously, the loud mouthed lancheros man their nitrate laden lighters, or swarm upon the struggling tow-boat as it points iis nose towards a ship at anchor in the bay hungrily waiting for its nitrate cargo, and straining at its anchors as though anxious to get away from the uninviting place.

Inland from Antofagasta, on the line to La Paz, the capiial of Bolivia, trains of pack mules with tinkling bells, and swarthy muleteers to urge them 011 with the mighty oath and the sting of a lash, are sights common enough. While in the agricultural districts teams of oxen take untravelled Britishers' thoughts back to mediaeval times.

Leaving the great white cross in the hills above Antofagasta on the starboard quarter and making a wide sweep round the headland which connects with Mount Morena, the ship heads north and passing the small ugly town of Mejillones and the great nitrate port of Iquique, comes to Arica formerly belonging to Peru, but now Chile's northern seaport.

In one or other Chilian ports, may be seen the market steamer loaded with all kinds of vegetables from Valparaiso or Talcahuano, for vegetables are a luxury in the upper ports of Chile, and when the market steamer lowers its gangways it is stormed from the clustering, swaying surf-boats by pro-spective purchasers eager to select from the vendors the cream front the floating vegetable market.

For an excellent reason, the prevalence of earth-quakes, buildings in the cities and towns of Chile are not designed to vie with the skyscrapers of Chicago or New York. They are invariably lightly constructed of wood, or mere shells of laths and plaster, or laths and mud over a wooden frame-

T H E N A V Y L E A G U E J O U R N A L . . 21

Horse Shoe RED ALASKAN

Salmon is readily digested and as a food contains more protein than meat, eggs and bread.

There is no waste with HORSE SHOE SALMON—every particle is edible and enjoyable.

Horse Shoe Salmon is packed and cooked in an exclusive way, which brings it to you always savory and delicious ready to serve straight from the tin.

Ask lor Horse Shoe Salmon always.

Sold by all stores everywhere.

work. A severe rainstorm (where it does rain) usually plays havoc with the outer walls.

I-ack of space has precluded a comprehensive survey of the country and its people, but before concluding we would mention three things which all mon are not given to see:—The island of Juan Fernandez, wooded and hilly, less than 40 square miles in extent and about 300 miles west from Valparaiso, celebrated by Defoe as the home of the castaway "Robinson Crusoe."

Secondly, the fine statue of a manly figure representing Christ the Redeemer standing on its pedestal on a lonely height of the solemn Andes. There the scri!)es and pharisees and usurers of our vaunted civilization are not. And there with the holy silence of the great mountains crowding ujion him, the awed wayfarer will attune his soul to the wholesome swretness of the inspiring breath of the Infinite, as Moses on Mount Sinai may have done ages ago, and fortify his faith in God.

lastly, as seen from the Pacific, the mighty dome of Mount Aconcagua the culminating peak of the Andes, pearl swathed and capped with silver—a jewel of rare earthly beauty set in tiie unpiliared arch of flawless blue im-mensity more than 23,000 feet above ocean level, silhouetted seaward by the rays of the rising sun — this august isolation of America's highest grandeur sits throned in a mantle of eternal snow, while in its rock ribbed loins slumbering fires lie.

A C R O S S S O U T H A M E R I C A . Years ago the writer journeyed by train from

the very excellent seaport town of Valparaiso, the Vale of I'aradise of the early Spanish settlers, to San:iago de Chile the capital of the Republic, distant about 100 miles to the east-south-east and probably 80 miles inland from the Pacific coast as the crow flies, and from there with a friend footed it to Rosario via Mendoza, finishing the journey to Buenos Ayres on the Atlantic side by train. I t took two months to accomplish the whole journey of about 1 000 miles.

In a subsequent issue of the journal the story of how 700 miles was covered on " shanks " pony ; how work was obtained on the great haciendo's or ranches of the rolling pampas of the Argentine, and how death overtook a thief in our camp, will be told. - w . w . B .

•20 THE NAVY LEAGUE JOURNAL.

NAVY LEAGUE SEA CADETS | READY | READY |

AYE |

The Navy League is Non-Sedtarian. The Navy League is Non-Political.

DRUMMOYNE: C U T T E R , NO. I .

The Senior Officer will inspect each Corps during a class night every month.

Every facility should be given to Mr. Mellor, who will endeavour to give every assistance, or make any reasonable recommendation regarding the Corp's wants, to Navy League Headquarters.

Semaphore Flags have been ordered for Rich-mond and North Sydney Corps. One dozen pair of flags will be ready for each Corps by middle of month. .

A Swimming Carnival will be held at Woolwich Baths, Lane Cove River, on the roth February. The Navy League Sea Cadets have been invited to participate. A handicap race over 50 yards, for which Mr. Harry Shelley has promised three prizes (1) 30s., (2) 15s.; (3) 7s. 6d., has been arranged. Any Navy League Cadet who wishes

to enter may do so by paying 6d. entrance fee. Entries close with the Senior Officer (Mr. Mellor) on January 28th.

At the meeting of the Executive Committee of the Navy League held at Royal Naval House, Sydney, on the 8th inst., the Committee expressed itself as " well satisfied with the progress made by the Sea Cadet movement during the year 1922." The Committee also " thanks all the Officers, Petty Officers and Cadets for helping to make it possible to develop and carry on such a splendid movement."

There were present at the meeting, his Honor Judge Backhouse (chair): Mr. Kelso King (Hon. Treasurer) : Sir Alfred Meeks, Mr. G. E. Fairfax, Mr. Harry Shelley, Mr. C. M. C. Shannon, Messrs. A. G. Milson, and F. W. Hixson (Joint Honorary Secretaries), and the organiser, Capt. Beale.

THE NAVY LEAGUE JOURNAL. . 21

IN RECESS.

The Balmain, Drummoyne, Richmond and North Sydney Units have been in recess for the Xmas Holidays. To every Unit we wish a happy and prosperous New Year.

Messrs. Harry Shelley and A. G. Milson are very kindly presenting a ten guinea set of cricketing material as the prize for the winning crew in the Navy league Sea Cadets' cutter race on Anniver-sary Day.

training for the year 1923 arranged. We have every hope that the new year will be a prosperous one.

The formation of a Parents and Supporters Committee will be of great assistance to the O . C

Sailing is proving popular with cadets and officers. The afternoons of Wednesdays and Saturdays of each week are usually devoted to giving the boys instruction in the handling of a boat under sail. Trips down the Harbour as far as Clifton Gardens and Shark Island have been taken.

T H E L A D S IN B L U E .

Drummoyne Corps.

Offutr-in-Chargt (Act(.) : M R G . WALLACE.

NEW ENTRIES—Frank Hopkins, Douglas Hopkins, Jeffery Harry.

DISCHARGES — Leslie Johnstone (left Dirtrict), William May (own request).

CLASS N I G H T S — O n Fridays the Bugle Band and Signal Section Parade for Instruction. Sea-manship Classes on Wednesdays. Swimming Parade held every Saturday morning at Drum-moyne Baths at 7 a.m.

After a successful year the Corps went into recess for a month. During that period stores and equipment have been surveyed and syllabus of

Sails and masts for the second cutter are now ready, much to the delight of cadets who were unable to get into No. 1 crew.

Mr. A. C. Wood, M M , has volunteered portion of his services to this Unit as Physical Training Instructor. Mr. Wood served with the A.I.F. with the rank of Sergeant. He holds excellent P.T.I, certificates, having qualified at Aldershot Camp in 1916.

Arrangements are being made '.0 form a squad of 24 cadets for the purpose of giving a display of Swedish exercises at the next spoits meeting.

A miniature ship's mast, with metal Int. Code flags, has been made by the O.C. ; this will be an asset to the Signal Section, which will commence this subject early in January.

•20 THE NAVY LEAGUE JOURNAL.

T H E MORSE CODE OF S I G N A L S A N 1

D Q * E - R S F S 6

M Z TMK HHOKT KI.AHH IH OF ABOVT ONK HKCOND IH'RATION : TIIK LONG KI.AMH OK AHOl'T TIIHKK HKCOSIW. THKKK HHOll.D KK AN INTKRVAI. OK A HKCOND HKTWKKN KA( II KI.AHH OK HOl'.ND. OK TIIKKK HKCONDS

HKTWKK.N K.VCII l.m'Kll, ANI) OK MIX HK< 'ONUS HKTWKKN KA( II WOKD OK OKOl'l'.

T H E SIGNAL OF DISTRESS BY MORSE CODE.

s o s

P E A R S O N ' S C A R B O L I C

S A N D S O A P

DOES I T S WORK W E L L

USE NO OTHER

TO K E E P FIT eat only pure foods that are wholesome and nutritious. You can ensure this if you

USE

AUNT MARY'S BAKING POWDER

for m a k i n g scones, cakes, pas t ry , and puddings. M a d e f r o m the finest cream of t a r t a r a n d free f r o m adul terants . Goes fa r ther t h a n inferior preparat ions and j i v e s better results.

COSTS A LITTLE MORE. WORTH A LOT MORE.

£100 in Cash Prizes - S a v e the lids.

THE NAVY LEAGUE JOURNAL. . 21

A. F O R S Y T H & CO. Ltd. Australian Rope

Works Box, 86 G . P . O .

Cable Address 1 " R o p e "

CODESt A.B.C. 4th and 5th Editions and

Bcntley's

3 3 9 Kent Street, Sydney

Box, 86 G . P . O . Cable Address 1 " R o p e "

CODESt A.B.C. 4th and 5th Editions and

Bcntley's

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A. FORSYTH & CO. LTD. 339 KENT STREET, SYDNEY, N.S.W. Phonen City 10115 and CHy 341

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From m minting in thi poraruion of Mr. W. U. N Girling

Through Southern 5eas. Brig "LIZZIE WEBBER."

The Lizzie Webber, a brig of 214 tons, left Sunderland, England, on the 1st of August, 1852, for Australia. Her passengers totalled 65 souls. She called at Capetown on the voyage out, and left there 011 the 2nd November for Melbourne, where she arrived on the 15th December. For the size of the vessel and the nature of the weather encountered, the passage was considered satis-factory There was very little sickness on board, and only one death.

The Lizzie Webber was under the command of Captain S. Rowntree, and arrived in Sydney from Melbourne in ballast on 21st January, 1853, after a passage of eleven days, due to delay at Western-port, where she sought shelter from the heavy weather raging along the coast. Present day passengers prefer to face the long journey on sumptuously fitted steamers of to,000 tons and upwards.

18 T H E NAVY LEAGUE JOURNAL.

Naval Notes. Commodore H. M. Edwards, R.N., who for the

last three years has been the Commodore Super-intendent of H.M.A. Naval Establishments at Garden Island, expects to leave Sydney in March on his return to England.

Captain Craufurd, R.N., has been selected to take over from Commodore Edwards.

The visit to Sydney of the French cruisers, Jules Michelet and Victor Hugo, under the com-mand of Admiral Gilly, created a tremendous amount of interest. The Admiral, his officers and men were most enthusiastically welcomed by Frenchmen in Sydney, and also by Australian admirers of France.

All the commissioned ships of the Royal Aus-tralian Navy are at present in port at Sydney.

Commander Alick Stokes. R.N., has been lent to the R A.N. as Director of Naval Ordnance, Torpedoes and Mining.

NEW DISTRICT NAVAL OFFICER.

Commander H. I,. Quick, R.A.N., recently succeeded Commander Bracegirdle, D. S. O., R.A.N., .as District Naval Officer of New South Wales.

T o meet Commander Quick is to meet a magnificent specimen of a Britisne;—an inspirer of confidence.

Formerly an officer in the world-famous P & O. Company, and holding a commission in the Royal Naval Reserve, Commander Quick was appointed to the Australian Navy in February, 1913. He served as assistant gunnery-lieutenant on H.M.A.S. Australia on the arrival of the first Australian fleet in Australia. Upon the outbreak of war he continued to serve on the flagship in the New Guinea and Pacific operations, and afterwards when that vessel was flagship of the Second Battle Cruiser Squadron, in the North Sea, until August, 1916. From November, 1916, to September, 1919 he served as first lieutenant of the boys' training ship Tingira, and for a year after that with the same rank on the Encounter, the seagoing training ship. From September, 1920,-to April, 1921, he acted as naval representative on the Central War Gratuity Board in Melbourne, and was then ap-pointed chief staff officer for naval reserves at naval headquarters.

The N A V Y LEAGUE is a Voluntary Patriotic Association of British Peoples, entirely outside party politics, desirous of rendering the greatest service of which it is capable to the Empire, par-ticularly in connection with all matters concerning the sea. It upholds as the fundamental principle of National and Imperial policy COM P L E T E N A V A L PROTECTION FOR BRITISH SUBJECTS AND BRITISH C O M M E R C E ALL T H E WORLD OVER.

Its objects are : — 1. To enlist on Imperial and National grounds,

the support of all classes IN MAINTAINING T H E NAVY AT T H E R E Q U I S I T E STANDARD OF S T R E N G T H , not only with a view to the safety of our trade and Empire, but also with the object of securing British prestige on every sea and in every port of the World.

2. To convince the general public that expenditure upon the Navy is the national equivalent of the ordinary insurance which no sane person grudges in private affairs, and that SINCE A S U D D E N D E V E L O P M E N T OF NAVAL S T R E N G T H IS IMPOSSIBLE, ONLY C O N T I N U I T Y OF PREPARATION CAN G U A R A N T E E NATIONAL AND IM-P E R I A L SECURITY.

3 'To bring home to every person in the Empire that commerce can only be guarded from any possible attack by a Navy, IN CONJUNC-T I O N W I T H T H E AIR FORCE, sufficiently strong in all the elements which modern war-fare demands.

4. T o teach the citizens of the Empire, young and old alike, that " i t is the Navy whereon, under the good providence of God, the wealth, safety and strength of the Kingdom chiefly depend," and that THE EXISTENCE OF T H E EMPIRE, with the liberty and pros-perity of its peoples, NO LESS DEPENDS O N T H E M E R C H A N T S E R V I C E , W H I C H , U N D E R T H E S U R E S H I E L D OF T H E ROYAL NAVY, WELDS US INTO O N E I M P E R I A L WHOLE.

5. T o encourage and develop the Navy League Sea Cadet Corps not only with a view to keeping alive the sea spirit of our race but also to enable the BOYS T O BECOME GOOD CITIZENS O F THE E M P I R E , by learning discipline, duty and self-respect in the spirit of their Motto — " For GOD, for the KING, for the E M P I R E . "

6. To assist the widows and dependents of officers and men of the Royal Navy, including the Royal Australian Navy, Royal Marines and Mercantile Marine who were injured or who lost their lives in the War, and to educate their children.

T H E N A V Y LEAGUE JOURNAL 19

4 T - L* •

BLUE FUNNEL LINE M O N T H L Y S A I L I N G S T O E N G L A N D

VIA D U R K A N A N D C A P E T O W N

A V O I D I N G T H K H E A T o r

R E D S E A .

F L E E T T O N S S . S . 1 • U L Y S S E S " 1 5 , 0 0 0

S S . ' " N E S T O R " - • 1 5 , 0 0 0

S . S . ' • A N C H I S E S " 1 0 , 0 0 0

S . S . 1 " A E N E A S " - 1 0 , 0 0 0

S S . 1 " A S C A N I U S " 1 0 , 0 0 0

F I R S T - C L A S S P A S S E N G E R S

ONI .V C A R R I E D .

Fares to ENGLAND from £96 Soglt and £168 Return.

Farej to AFRICA- - £64 Sinjle Return £114.

C A B I N - D C - L U X E S . S . " U L Y S S E S . " , , , , , , Ailtlitioii.ll ilianjiil for Cal.mwle-1

G I L C H R I S T , W A T T & S A N D E R S O N , L T D . ^ t ^ t ^ ^ u . 5 O ' C O N N E L L S T R E E T . A G E N T S . 1' * O , O n c m and Atier . lcn l ines

P.& O.BRANCH SERVICE

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HAKAMNK" • HAltKABOOI.-" HKXII1GO"

i:i.*« Ton. n.sro .. i.vwo .. I U N 1 ,.

•HOHDA" • HKKItlM A " • RKI.TAN A " •BKNAM.A-

1I.IM Ton* 11.131 II.IW .. 11.190 ..

AGENTS

' T o L O N D O N v i a

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C A P K T O W N .

Third-Class Passengers only

carried. A popular and cheap way of

travelling.

Fares to L O N D O N to £**

Single.

Return. Fares to A F R I C A

£ 1 \ to £ 1 1 | Single.

^ 3 8 to ^ 4 8 10s. Return.

Return Ticket* can I»e ' 1 made inierchansenble

with I'. * O.. Orient and Aberdeen l.ine*.

GILCHRIST, WATT 8c SANDERSON, LTD. S O ' O O M B Z i b B T U B T .

•20 T H E N A V Y LEAGUE JOURNAL.

READY-TO-ERECT WEATHERBOARD COTTAGES W e s u p p l y a l l n e c e s s a r y m a t e r i a l s , t h e b e s t of t h e i r r e s p e c t i v e k i n d s , t o g e t h e r w i t h f r a m i n g t i m b e r s — c u t , m a r k e d , a n d n u m b e r e d , r e a d y t o f i t t o g e t h e r . O u r • ' C o t t a g e H o m e " C a t a l o g u e s h o w s f o r t y - f o u r M o d e r n D e s i g n s of b u i l d i n g s c o n t a i n i n g f r o m o n e t o e i g h t R o o m s a n d Of f ices . T h i s b o o k l e t w i t h c o m p l e t e P r i c e L i s t m a i l e d f r e e t o a n y a d d r e s s .

E n q u i r i e s s o l i c i t e d .

S i m p l e x Portable B u i l d i n g s

ARK UNSURPASSED FOR

W e e k - e n d H o m e s , M o t o r G a r a g e s , S m a l l S t o r e s .

W o r k s h o p s , e t c .

Catalogues and Price Lists application.

Sk i l l ed Mechanics a re not necessary in the erection of

these buildings. Our stocks comprise Imported £ and Colonial Timber, Joinery, Iron, Glass, Paintsand builders' * requisites of all kinds. All at

cheapest current rates.

— i i n f l p U x Y o f l a b l e C p l ^ o g c —

PRICE LISTS AND CATALOGUES FRS

"Pe r s f r e c r i Ve V\ e W —

I A. C. SAXTON & SONS, LTD. • Y l t B C O B T T , S Y D 3 V B Y .

TIMBER AND JOINERY MERCHANTS

N A V A L A P P O I N T M E N T S .

The following appointments to the permanent naval forces of the Royal Australian Navy are announced by the Navy Office, to take effect from the dates mentioned : —

Captain : George F. Hyde, to Cerebus, additional, for duty at Navy Office, December 14.

Engineer Commanders: Percy J. N. Hogan, to Melbourne, and as Fleet Engineer Officer, January 10; Edward R. Amor, to Penguin, additional, January 10; Percival E. McNeil, to Penguin, additional, January 1 ; and as engineer manager and engineer officer on staff of Commodore Super-intendent and Senior Naval Officer, February 15 ; George H. Starr, to Penguin, additional, to await passage to United Kingdom, February 15.

Engineer Lieutenant : James K. McLeod, to Cerebus, for charge of mechanical training school, etc.. January 1.

Commissioned Gunner (T.) : Ernest J Evans, to Cerebus, additional, while on passage to United Kingdom for reversion to Royal Navy, February 3.

Gunner (T ) : Samuel S. James, lo Adelaide, January 16 ; Heneage Hill, to Platypus, January 15 ; Frank L. S. Golin, to Melbourne, January 15.

Cadet Midshipmen : Harold S. Harnett, Sydney F. Bolton, John W Bull, Frederick N. Cook, Kenneth D'A. Harvie, Richard F. Hatterell, Donald M. Hole. Eric S. Mayo, James C. Morrow, Alan J. Travis, Kenneth M. Urquhart, John A. Walsh, and James K. Walton, all to Adelaide, January 1.

The following promotions will take effect as under : —

Lieutenant Commander : Reginald G. Creer, to be Acting Commander, December 7.

Lieutenant : Athelstan Paul Bush, D.S.O., to be Lieu-tenant-Commander, November 30.

Sub-Lieutenants to Lieutenants: John Robert Miller, May 15 last; Alvord Sydney Rosenthal October 31 ; Jefferson II . Walker, November 15; Joseph E. Hewitt, November 30.

Mate : William Cuthl>ert Juler, to be lieutenant, April 1 last.

Commissioned Gunner : Ernest James Evans, to be lieu-tenant, August 12 last.

In the auxiliary services the following promotions have been made:—

Lieutenant Commander : Harold Leopold Quick, to be commander, to date September 21.

Lieutenant : Alexander John Loudoun Shand, Edward Smith Mutton, and John Clement McFarlane, to be acting lieutenant-commanders.

Ask a Friend to Join the Navy League T O - D A - r .

T H E N A V Y LEAGUE JOURNAL. . 21

W A R FACTS.

L E S T W E F O R G E T .

British Nat ioni ' . Deb t increased by over ^£7 ,000 ,000 ,00c

Britain lent to t he Allies and D o m i n i o n s ^ 2 , 0 1 7 . 0 0 0 , 0 0 0 .

British Debt to t he U n i t e d Sta tes (with in teres t ) 1,050.000,000. Yearly s e r v i c e o f t h e Nat iona l D e b t ^ £ 3 5 0 , 0 0 0 , 0 0 0 . Yearly cost of Pens ions 11,000,000 Tax-raised R e v e n u e , 1 9 2 1 - 2 2 , ^ 1 , 0 0 0 , 0 0 0 , 0 0 0 . Es t ima ted I n c o m e T a x , 1,922-3. ^ 3 2 9 , 0 0 0 , 0 0 0 . T h e British E m p i r e mobi l i sed 8 ,654 ,467 men . T h e British Isles a lone mobi l ised 5 ,704,416

men . T o t a l E m p i r e dead , 851,117 men . T o t a l E m p i r e casualt ies , 2 ,966,069.

R E D U C E D F A R E S .

At ten t ion is d r awn to t he r e d u c e d scale of fares to Eng l and a n d Sou th Afr ica in t he magni f i cen t s t eamers of t he P. a n d O. , t h e Blue F u n n e l L i n e a n d the A b e r d e e n L i n e I n t e n d i n g oversea travel-lers a re invi ted to write to t he Sh ipp ing C o m p a n i e s adver t is ing in th i s J o u r n a l for full par t iculars .

A reduc t ion in f re ights f rom t h e U n i t e d K i n g d o m to Austral ia of 5s. per ton for b o t h m e a s u r e m e n t a n d deadwe igh t t o n n a g e has been a n n o u n c e d in Sydney. C o m p a n i e s affected are t he P. a n d O . S. N . C o m p a n y , t he Or i en t S t eam Nav iga t ion C o m p a n y , Limi ted , t he Whi t e S ta r a n d A b e r d e e n lines. T h e reduc t ion appl ies to a lmost all classes of cargo.

W h e n o r d e r i n g b e s u r e a n d s t a t e S ize a n d a d d r e s s y o u r l e t t e r t o DESK U.

P O S T A G E PAID ON A L L QOODS. Murdoch's Price M IN PARK ST. LTD. SYDNEY S 3 2 / 6

1 The World's Largest Men's and Boys' Wear Store.' f

It's a 'Murdoch' TH E n a m e t h a t s e t s t h e S e a l

of Q u a l i t y o n M o d e r n H e a d -w e a r . W h e r e v e r w e l l -

d r e s s e d m e n f o r e g a t h e r t h e c e l e b r a t e d M u r d o c h H a t i s i n e v i d e n c e . I n f o r m a n d f i t t i n g , coup led w i t h low c o s t , t h e M u r d o c h H a t h o l d s u n c h a l l e n g e d s u p r e m a c y in A u s t r a l i a t o - d a y -

# * » *

M U R D O C H ' S S T A R QUALITY SOFT HAT. S t y l e c o m b i n e d w i t h Q u a l i t y , h a n d f i n i s h e d , f i r s t - c l a s s t r i m m i n g s , m e d i u m b r t a s , c u t o r s t i t c h e d e d g e s , in s l a t e , s t e e l , f a w n , g r e y , c u h a a n d d r a b w i t h Black b a n d s . S i z e s 6'A t o 7 X -S a m e s h a d e s a s a b o v e w i t h s i l k - b o u n d e d g e 3 5 / -

If o r d e r i n g by p o s t a d d r e s s

. o u r l e t t er t o DESK U.

/

•20 T H E N A V Y L E A G U E JOURNAL.

G E O R G E Insurance Offices

B. S M I T H

THE RISKS OF COMMERCE

—fire on land or sea—loss or

damage to ship or cargo—collision

fire, thefl. or property damage.

Underwriters and Paying A g e n t s

Fire Policies giving

comprehensive cover promptly

forwarded.

Marine Policies of Insurance issued negotiable and

payable In case of loss in any part of

the world.

Geo. B. Smith - Managing Underwriter Warwick Building, Hamilton Stmt Sydney, N A T . . Tel. Qty 3474

Melbourne Branch: 57 Queen Street Melbourne Tel. Central 7741

n's by HNtact! lira Mafcrlim Ml

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H.S.W. COASTAL POUTS. Regular Passenger and Freight Services to all New South Wales Porta by well equipped Steamers. For Farther Particulars see Daily Papers, or apply to:—

Clyde M l l i o g art Shipping Co., L t i , Kissell's fbarf l l l i v m a k Sooth Cust S. N. Co., L t i , 57-61 Day St. Laglcy Bras. Steamship Co., L t i , Baltic Wharf N. Cains Co Operative S. S. CaM Ltd., Baltic Wharf Newcastle a r i Huter River Steanship Co., L t i

147 SUSSEX STREET and 64-68 DAY STREET.

North Coast Steai Navigation Co., L t i , 3 Sussex Street Taylor, Allei t Co., L t i , P y r i o i t

T H E N A V Y L E A G U E J O U R N A L . . 21

The Boy 5cout—What am I Going to Be? (COMT.I .UT.D . V ' D . M V . . . . O W . . ) .

With the close of the old year many boys have left school and are now looking for remunerative work.

This is always an important time in the life of a lad, and in many cases his future success and happiness depends on the step that he takes. Curiously enough, it is not always the boy who gets on well at school who is the successful busi-ness man, for the qualities required in the one case are not necessarily those required for the other.

A boy seldom knows much about a trade or profession which he proposes to adopt, and unless lie really has a liking for it the chances are against him being a success. If a hoy has made up his mind what he really wishes to be he is fortunate— for he has a goal to aim at, and can direct his studies accordingly.

As a rule, a boy has no distinct liking for any particular vocation owing to want of knowledge of the requirements of that vocation. He may think he has a taste for his father's trade, because he hears it talked about in the home, and meets others in the same line, so that he feels he knows more about that particular calling, and that it is the one above all others ; he may also think that through influence he may obtain some advantage over others not so well placed as himself. If a a father has worked up a business of his own, he would naturally like his son to take his place later on, but if the son has no taste in that direction it is far better for the father to eventually sell out his interest, and set his son up in some business for which he has a liking—for, after all, the son has to earn his living eventually.

The great pitfall a boy has to avoid falling into is taking up some means of livelihood that has no future prospects for him. When once you get into a groove, it is not easy to get out of i t At a certain age one does not like to commence at the bottom rung of the ladder, which is always over-crowded, where you have to compete with those much younger than yourself, and are looked on as more or less of an interloper.

There are many cases where a boy has to accept any position he can get in order to help the family finances ; but even that need not debar him from eventually taking up some means of gaining a live-lihood for which he has ability and preference.

Though a boy may not have detailed knowledge of any particular vocation, he may have a decided taste for some group —such as metal worker, which includes such trades as mechanic, fitter, white-smith, blacksmith, etc.; or wood-worker—such as carpenter, cabinetmaker, turner, carver, etc. If he is not sure what branch he prefers, it might be advisable for him to shift about from one to another until he collects sufficient data, in spite of the old proverb about a roiling stone gathering no moss, for at this stage he is gathering information with the object of selecting a vocation.

At first, a boy with no experience of what he is called on to do, is worth very little to his employer. He takes up the time of an experienced man to teach him, and often spoils tools and material which a more skilful person would not do. Some employers do not care for apprentices—for as soon as an apprentice feels he can earn man's wages in any particular branch, he leaves to take up work elsewhere at a higher wage ; the consequence is he never becomes a qualified tradesman, so unless he has exceptional ability he will help to swell the crowd of incompetent men.

There is always room at the top of the tree, because to get there one has to work hard and be capable ; the higher places are not to be reached and maintained by influence pure and simple. Many of our successful men have reached their present positions in spite of adverse conditions.

When you consider that about a quarter of your life is occupied by working for your living, it must be clear that it is worth while selecting a vocation in which you are interested, and are likely to do well. Physical disabilities may debar you from

•20 T H E N A V Y LEAGUE JOURNAL.

T H E BOY S C O U T — C O N T I N U E D .

certain lines—temperament, taste, and lack of ability may keep you from others. Then one has to look to the future : Is the calling you propose to follow likely to last your lifetime ? Many trades of old have died out or become so modified as to be practically new trades—such as the armourer, the maker of liows and arrows ; motor drivers are taking the place of cabmen , and in many cases concrete is now used for building purposes instead of bricks.

If you apply for a position personally a great deal depends on your manner as to whether you get it or not. Always be cheerful, no matter how many rebuffs you have received during the earlier part of the day. An employer does not want a gloomy individual about the place. When replying to questions, look your interrogator in the face, speak distinctly, and say what you have to say clearly, concisely, and to the point—and go armed with references from people easily reached.

If you are told to reply by letter, write legibly ; or, better still, have the letter typed, give the information required concisely and clearly, and enclose copies of tastimonials likely to have a 1 tearing on the position, keeping the original testi-monials in case they go astray.

If you secure a position likely to suit you, remember it is worth while going to some pains to keep i t Make yourself worth more than you are paid, otherwise you will be of no use to your employer, who has to pay many other expenses besides wages.

S E A C A D E T S A T H O M E .

B A L M A I N C U T T E R , N o . i , O F F T H E R O Y A L S Y D N E Y Y A C H T C L U B .

C b c

Bellawbl Coal Company L i m i t e d

C O L L I E R Y a n d S T E A M S H I P O W N E R S

P R O P R I E T O R S O P T H E

SOUTH BULLI and BELLAMBI COLLIERIES SOUTHERN COAL DISTRICT, N.S.W.

Steam Collier Fleet capacity, 3,400 tons. Hulkage capacity, 1,600 tons. Waggon and bunker storage

capacity 6,000 tons. Total 11,000 tons.

Contractors to numerous mail lines. Bunker requirements can be supplied at short notice.

OFFICES—16 SPRING STREET, SYDNEY

"PACIFIC" COAL

Is splendid Household and STEAM COAL

BRIGHT BURNING and GREAT HEATING

POWER.

HEAD O F r i C E i

58 Pitt Street, Syfaey, New SMth Wiles ALBERT SIMS, Manager.

THE N A V Y LEAGUE JOURNAL. . 21

T H E " S U C C E S S . " J

Lying in New York Harbour is the venerable ship Success. It is said that her teak hull is in an excellent state of preservation. In the year 1912, the Success left England for the United States, where she arrived after making one of the longest passages on record for the North Atlantic.

There is a story that the Americans, during the shortage of tonnage in 1917, proposed to fit Diesal engines inside her white whiskered hull, and turn her again seawards to earn a few dollars in trade.

This was too much for the old ship —she jibbed» and was badly holed by the ice, and sank at her moorings in the Ohio River.

Even then she did not escape the job of pla" eating Mammon. She was resurrected, and is now on show. T h e history of her career has lost nothing in the telling, and doubtless the tellers have gained materially at the expense of their souls.

Definitions of Sea Terms, taken from Doane's Book on " Seamanship.**

( Continued from our last issue).

SLIP—To let go a cable wilh a buoy and not wait to hoist the anchor.

SLOOP- Small vessel with one mast carrying at least jib and mainsail.

SLOI'S OK SLOPCH EST—Emergency clothing carried by the captain and sold to the men on credit against their wages.

SMALL STUFF—Spunyarn, marline and other lieht rope. SNATCIIBLOCK—Single block made so that the sheave

can be opened and the bight of a rope lead through. SNUB - T o check a rope suddenly. SO—This order means ' enough, stop." SOUND—To get the depth ofwater in the hold. S O U N D I N G S - The sea where the depth may be ascertained

by ordinary means ; usually 100 fathoms ami shallower. SPANKER — Fore and aft sail on ship or bark furthest aft.

Spanker liooms, spanker brails, etc. SPARS—General term for masts, yards, gaffs, booms. SPELL—Length of tin.e at work. As verb, to relieve. SPENCER —Fore and aft sail on squarerigger, but not a

headsail. SPILL—To shake wind out of a sail by luffing. SPINDRIFT —Water swept from crests of waves. Flying

clouds. SPRAY—Water blown from waves. SPRING—Hawser used to check a vessel, leading from

bow aft, or from stern forward. Also means to crack, as to " sp r ing ' ' a mast ; also to leak, as " s p r i n g " a leak.

SPRIT AND SPRITSAIL-Sa i l used in small l>oats rigged on a sprit. Differs from " lug " and " lugsail " in that the iprit is stepped in a beckei at foot of mast.

SPUNYARN—A rope formed by twisting together two or three ropeyarns.

PERFECT ESSENCES OQW//IMX TO MOM*

R£OI«T.CM£D

3 * ? i/OM* a j j m n c e

A T E A so good at to merit the appre-ciation of H . R . H . The Prioce of Wales is surely a tea of unusual

quality. On the ' Renown" and the Royal Train KU-KU Tea was served, when its rich delicious ness pleased the most critical tastes. In your home such a Tea

would be appreciated.

•20 THE NAVY LEAGUE JOURNAL.

S Q U A R E — Y a r d s are " squared " when ihey are horizontal and at right angles with the keel. Squaring by the lifts makes them horizontal; and by the braces, makes them at right angles wilh the vessel's line. " T o square a yard " means to being it in square by the braces.

S Q U A R E - S A I L — A temporary sail set at the fore mast of a schooner or the mainmast of a sloop, whin going before the wind.

STABILITY—St i f fness of a vessel. S T A F F — A pole or mast, used to hoist flags upon S T A N C H I O N S — U p r i g h t posts of wood or iron, placed so

as to support the lieams of a vessel. Also, upright pieces of timber, placed along the sides of a vessel, to support the bulwarks and rail. Also, any fixed, upright support.

S T A N D BY !—To be prepared to act at once. S T A N D I N G — T h e standing pari of a rope is that which is

fast, the opposite to the hauling part. The " standing part " of a tackle is that part which is made last to the blocks and lietween that and the next sheave, the op-posite to the hauling and leading parts.

S T A N D I N G R I G G I N G — T h a t part of a vessel's rigging which is made fast to the sides.

S T A R B O A R D — T h e righl side of the vessel looking forward.

S T A T I O N B I L L — A list showing the station of every man, for duty, or in case of accident.

S T A Y — T o lack a vessel, or put her about, so that the wind, from being on one side, is brought upon the other, around the vessel's head. " T o stay a mast ," is to in-cline it forward or aft , or lo one side or the other by the stays and backstays. A mast is said to be " s t a y e d " too much forward or af t , or lo much too poit , etc.

STAYS—Large ropes, used to support masts, and leading from the head of one mast down to another, or to some part of the vessel. Those which lead forward are called " fore-and-af t - s tays" ; and those which lead down to the vessel's sides, " l>ackstays." • In stays, or hove in stayes," a vessel when she is " s t a y i n g " or going from one tack lo another.

S T E A D Y !—To keep the helm as it is. S T E E R A G E — T h a t part of between-decks which is just

forward of the cabin. S T E M — E x t r e m e forward timber in a vessel. STEP—Block of wood at base of ma.«t that holds its heel S T E R N — A f t e r the end of vessel. (Never say rear, back or

behind). S T E R N B O A R D — M o t i o n of vessel backward. Also called

-stemway. S T E R N POST—Aftermost timber in a vessel. S T E R N S H E E T S - P a r t of a small boat furthest aft. S T E V E D O R E — L o n g s h o r e m a n ; cargo loader. STIFF—Vesse l able to carry plenty of sail safely. Opposite

of cranky. STOCK—Cross beam of anchor near ring. STOP—Seizing 6f small stuff. S T O P P E R — S t o u t fope to secure another or t o secure a

chain. S T O W — T o pack. S T R A N D — P a r t of a rope composed of smaller bits. S T R A P — R o p e or metal binding around a block. S T R E T C H E R S - F o o t rests in small l»oat. S T R I P - Dismantle. S U R F — S e a breaking on shore. S U R G E — A large, swelling wave. " T o surge " a rope or

cable, is to slack it up suddenly where it renders around a pin, or around the windlass or capstan.

S W A B — A mop, formed of old cafivaa threads, used for cleaning and drying decks.

S W A Y — T o hoist up. S W E E P — T o drag the bottom. Also, large oars, used in

small vessels, S W I F T — T o bring two shrouds or stays close together by

ropes.

McKENZIE'S EXCELSIOR

Essence of

COFFEE and CHICORY

THE BEST

A Good Shot is always appreciated

THEREFORE USE and RECOMMEND

»

GOOD SHOT BAKING POWDER

It a l s o w i l l b e a p p r e c i a t e d

M A N U F A C T U R E D B Y

D. Mitchell & Co. Ltd.

THE NAVY LEAGUE JOURNAL. . 21

S W I F T E R — T h e forward shroud to a lower mast. Also, ropes used on confine the capstan bars to their places when shipped.

S W I V E L — A long link of iron, used in chain cables, made so as to turn upon an axis intended to keep the turns out of a chain.

T A C K — T o put a ship about, so that from having the wind on one side it is brought around on the ether by way of her head. T h e opposite of •* wearing." A vessel is on lhe " starboard tack ," or has her ••star-board tack " on board, when she has the wind on her starboard side. The rope or tackle by which the weather clew of a course is hauled forward and down. The " t a c k " of a fore-and-aft sail is the rope that keeps down the lower forward clew.

T A C K L E — A purchase ; formed by a rope rove through one or more blocks.

T A F F R A I L — T h e rail around a ship's stern. T A I L — A rope spliced into the end of a block and used for

making it fast to rigging or spars is called a " tail-block. A ship is said to " t a i l u p " or down stream, when al anchor, according as her stern swings up and down wilh the t i d e ; the opposite to " h e a d i n g one way or another.

T A I L O N — T o take hold of a rope and pull. T A I L - T A C K L F . - A watch tackle. T A R P A U L I N — A piece of canvas, covered wilh tar , used

for covering hatches, l>oatB, etc. T A U T — T i g h t , snug. T E L L - T A L E — A compass hanging from the beams of the

cabin, by which the heading of a vessel may be known at any time. -

T H I M B L E — A n iron ring, having it* rim concave on the outside for a rope or strap to fit snugly.

T H O L E - P I N S — P i n s in the gunwale of a Iwat, between which an oar is held when pulling.

T H R O A T — T h e inner end of a gaff, where it widens and hollows in to fit the mast. Also, the hollow part of a knee. The " t h r o a t " brails, halyards, etc., are those that hoist or haul up the gaff or sail near the throat. Also, the angle where the arm of an anchor is joined to the shank.

T I I R U M — T o stick short strands of yarn through a mat or canvas, to make a rough surface.

T H W A R T S — T h e seals going across a boat, upon which lhe oarsmen sit.

T I E R — A range of casks. Also, the range of the fakes of a cable or hawser.

T I L L E R — A bar of wood or iron, put into the head of the rudder, by which it is moved.

(GLOSSARY OF SEA TERMS will It concluded in next issue).

PLEASE NOTE. C o n t r i b u t i o n s of a s u i t a b l e n a t u r e a r e c o r d i a l l y

i n v i t e d , a n d s h o u l d b e a d d r e s s e d t o t h e E d i t o r , T h e N a v y l e a g u e J o u r n a l , R o y a l N a v a l H o u s e , G r o s v e n o r S t . , S y d n e y .

Al l a l t e r a t i o n s of s t a n d i n g a d v e r t i s e m e n t s s h o u l d r e a c h t h e J o u r n a l NOT LATER t h a n t h e i s t d a y of t h e m o n t h of i s s u e .

PHONES : CITV 7 7 8 6 a n d CITV 6 8 1 7 .

THE

AUSTRALIAN BANK OF COMMERCE L I M I T E D .

Aatfc«rts«4 Ca»Mal . • f t . M M M Capital PaM-as as4 Reserves • H . l t S . t M Affrrfate AbmIs al SMk Jane. IMS • (1 I .1U.7U

Director*: SIN MARK SHF.I.DON, Chairman; KKANK N. YAKWOOD, F.C.P.A., Deputy Chairman;

GKOKGK F . TODMAN ; DUNCAN CAKSON ; H . R LYSAOHT, O.B.K. ; Lieut.-Col. T. L F. KVTLKDOK. M.L.A.

General Manager: C. M. C. SHANNON. Chief Iuapector for New Houlh Wales: W. G. HUM.

k t i tffke, Sytfny ( C n t T t M r l e n i N Streets) BRANCHES AND RECEIVING 0KFICK8 AT IIS

PLACES IN NEW SOUTH WAI.E8. BRISBANE:—Wl Queen*!. Chief Iuapecler for

Q u e e n s l a n d - . ) . N. H. BROWN. M a n a g e r - U . H. HOWEU-BRANCHES AND RECEIVING OFFICES AT St

PLACES IN QUEENSLAND. MELBOURNE:—323Collin. *t. Manager-M. B. Kumar.

A D E L A I D E : - » Bundle »t. Manager— R. T. MOODIE. LONDON :—37 Threadueedleal.. E.C. 9

M a n a g e r — A . F. JKNKINB. AgenL. throughout the rest of Australia, Tanniaula and

New Zealand, and at all Chief Ciliee throughout the World

EVERY DESCRIPTION OF BANKING HU8INKS8 TRANSACTED.

1 i n

^ ?

4 < n ii i n ~ ~ ^

WE ARE FIXINC

Malt 2 AGENTS

U i 1 FOR

<1 IN NEW SOUTH WALES.

Specifications submitted and esti-mates given for MALTHOID work of all descriptions. Contracts carried out by experienced workmen under expert supervision.

HOLDSWORTH, (MCPHERSON & CO. t i t c ( M C I n u n . m m

r

T H E NAVY LEAGUE JOURNAL 28

ANTHONY HORDERNS' FOR EVERYTHING

We Invite t he amples t inves-t iga t ion Into both qual i ty and pr ice of the goods we o f f e r , and we a r e con ten t to leave t h e resu l t to you.

Upon this conf idence the vas t business or ANTHONY HORDERNS- has been built , a confidence not to be tr if led wi th by a n y s t a t e m e n t s or our s t h a t c a n n o t be subs tan-t i a ted to the utmost ex t en t .

ANTHONY HORDERN & SONS, LIMITED BRICKFIELD HILL, SYDNEY.

SATISFIED CUSTOMERS SELL THE

Safix-Miller Outboard Motor FOR US

II fcaseatstaadiaf leatarcs wkkk Make II Ike

Mast ettkleat aethaard M the

Market.

T H E S E A R E :

Separate Magneto Ignlticn (Liberty Bosch Magnelo)

Heavy Wearing Parla Weight under 70 Ibe. SUrta readily. Spare parts always available

Wrlle"for fall particulars and name of aaars ta

Buzacott & Co. Ltd. 7|-ll Market Street, Sydney.

T H E N A V Y L E A G U E . P A T R O N S —

H. E. THE GOVERNOR-GENERAL Tin RT. HON. LORD FORSTER. P . C . O . C . M . G .

H. E. TUB STATE GOVERNOR SIR WALTER DAVIDSON. K-C.M.G-

P R E S I D E N T —

THE HON. SIR W. P. CULLEN. K.C-M.G . Etc.. Etc. Lieutennnt Governor and Chief Justice

of New South Wiilev

E X E C U T I V E

Sin Tuoa. A . DIBO» C O L . T H E H O N . S i n J A M E S B u m E D W A R D W . K N O X

K I L I O K I N O

S i n S A M U E L I I O I I D I I I N

F. W. HixaoN A L F R E D G . M I L S O N

O . E . F A I R F A X OscAn L I N E S E . P . S I M P S O N

A . C O H S E T T S T E P H E N

C A P T A I N A . W . P E A R S E

C A P T A I N S . G . G R E E N

C O L . J . M A C A N T I I U H O N S L O W

C O M M I T T E E —

J . P . F R A N K !

« s C A P T A I N F . O . W A L E V

H . W . C O R R V

S I R A L E X A N D E R M A C C O R M I C K

A . G O R D O N W I I C I I I

H I S H O N O R J U D O E B A C K H O U S E

J . P A Y N E

T I I E H O N . S I R A . W . M E E K S

C . M . C . S H A N N O N

H A R R Y S H E L L E Y

W A L T E R M . M A R K S

P E T E R B O A R D

H O N . S I R T H O M A S H U G H E S

H O N . J . L A N E M U L L I N S

H O N . M E M B E R S —

C O M M O D O R E A . P . A D D I S O N . C - M . C . , R . N .

M A J O R G E N E R A L B R A N D . C . B . . C . M . G . . D . S . O -C O M M O D O R E H . M . E D W A R D S . R . N .

H O N . T R E A S U R E R S -

S I R J A M E S B U R N S

K E I . ' O K I N O

O S C A R L I N E S

H O N . S E C R E T A R I E S —

F . W . H I X S O N

A L F R E D O . M I L S O N

O R G A N I S E R A N D E D I T O R O F J O U R N A L —

W . W . B E A L E . O . B . E , ( M i l . )

J O I N T H E N A V Y L E A G U E . VICE-PRESIDENTS £5 0 0

A N N U A L L Y .

Do. (for life) - - 25 0 0 FELLOWS (LADIES AND GENTLEMEN) - - 1 1 0

A N N U A L L Y .

Do. Do. Do. for life 10 10 0 MEMBERS, not less than - - - 0 5 0

A N N U A L L Y

JUVENILE MEMBERS - - - - - 0 1 0 _ _ _ _ _ _ A N N U A L L Y

AND U P W A R D S

To THE HON. SECRETARIES OF The New South Wales Branch of the Navy League,

Royal Naval House, Sydney. Please enrol my name aa a of the NAVY LEAGUE for which I enclose

value £ s. d. Name Address

WHOLLY SET UP AND PRINTED IN AUSTRALIA BY H. T. DUNN AND CO.. RBI1Y PLACE, CIRCULAR QUAY. SYDNEY.

SFLL | ~ • — : |

HARDY BROS. LTD Jeuiellers.

WEDDING GIFTS

Sih-e* plated Cake It atket diameter S\-in., jCjW-Hardy Brothers' large stocks of sterling silver and finest Knglish silverplate offer unequalled opportunities for the selection

of gifts of high quality.

HARDY BROS. LTD. •/cwcttftMSfluanuMit/fc.

? 9 8 C O L L I N S S T R E E T M E L B O U R N E

1 1 6 - 1 1 8 Q U E E N S T R E E T B R I S B A N E

S Y D N E Y ' S C H I E F T H E A T R E S .

J. C. W I L L I A M S O N L I M I T E D - C. Tattle, C. J. TaH. C. Heraell.

J. C W I L L I A M S O N M A T I N E E S •allaees. all Theatres. Wedaesday sad Saterdar at 1.

T H E A T R E R O Y A L . 44 C I N D E R E L L A "

T h e S h o w for Ch i ld ren a n d G r o w n - u p Chi ld ren .

C R I T E R I O N T H E A T R E . E M E L I E P O L I N I

IN " E Y E S O F Y O U T H . "

C o m m e n c i n g S a t u r d a y . J a n u a r y 20 th " T h e F l a w . "

Orient Line AUSTRALIA ENGLAND (London)

Regu la r Sa i l ing* f r o m Br i sbane , S y d n e y , Melbourne , Adela ide ,

F r e m a n t l e , ca l l ing a t Co lombo , Suez , P o r t Sa id , Naples , Tou lon , G i b r a l t a r a n d P l y m o u t h .

F L E E T .

" O R M O N D E " " O R M U Z " " O R V I E T O " " O S T E R L E Y " " O R S O V A " " O M A R " " O R C A D E S "

TONS 14.853 14,588 12,180 12,129 12,036 11,103 10,000

F i r s t , Second and T h i r d C l a s s . * Add i t iona l S t e a m e r - S a l o o n a n d T h i r d

C l a s s only .

R E D U C E D F A R E S ALL C L A S S E S .

F o r ful l p a r t i c u l a r s a p p l y : —

Orient S. N. Co. Ltd. 2 - 4 - 6 S P R I N G S T R E E T , SYDNEY.

H E R M A J E S T Y ' S . " S A L L Y "

WITH J O S I E M E L V I L L E .

Art Metal Ceilings Artis t ic , P e r m a n e n t , Economica l

Wunderlich Metal Rooflog and Architec-tural Enrichments. Metal Shop Froote Show Cases and Counter Fronts. Roofing Tiles, Marseilles Pattern, made at Wun-derlich Roaehlll Tileries, N.S.W. Terra Cotla Roofing Accessories, Chimney Pots, Flnials, Ridges, etc. Durabestos, the dur-able Australian Asbestos Cement Hydrau-llcally Compressed Sheets, for Walling. Slates and Shingles for Roofing. Cdlyle. the Australian Reinforced Plaster Fibre Board. Hard white surfaces thai will not chip, crack or warp. Plastic Art Celling Panela, Cornices and Mouldings.

RARTICULAaS. CATALOGUES AND PRICIS FROM THS MANUFACTURER,

W U N D E R L I C H L I M I T E D The Ceiling People

Head Offlce ft Works Showroom. BAPTIST ST , KEDKEKS 56 PITT ST 8YUXEY

and 96 HUNTER ST.. NEWCASTLE Bos 474 0. P O. Phone 458 Red. 16 lines)

Dressing Gowns, Blazers, Cream Trousers-at doubly reduced prices.

THE high ideals of quality and service, which constitute the policy of Farmer's, assure value and distindion in all men's wear.

During the Cash Bonus Sale, which extends from January 2nd to 20th, prices—except a few proprietary lines—are reduced. From the sale prices two shillings in the pound is deducted for cash purchases.

B a t h G o w n s .

PMl—Towel l ing Bath Gowns, cut on comfortable lines; made for service and washing qualities; closely woven towelling, on light grounds, with various coloured stripes. Usual Price, 32/6. Sale Price 3 0 / -

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The N^vy L e a g u e Journal V O L . I I I . N o . 1 0 . S Y D N E Y , F E B R U A R Y , 1 9 2 3 . P R I C E 3 D .

Sea-Power, Population and Governments. By A. M. POOLEY, M.A.

• (Line Scholar of Clare College. Cambridge)

TH E t w o last na t iona l inf luences on sea-p o w e r which w e h a v e to cons ide r a r e

popula t ion and g o v e r n m e n t .

Population is of g rea t impor t ance not only a s to its size bu t a s to its cha rac t e r . It is n a t u r a l l y a m a t t e r of g rea t i m p o r t a n c e tha t a c o u n t r y which a ims at s ea -power should h a v e an a d e q u a t e p ropo r t i on of its popu la t ion fo l -lowing the sea as a n occupat ion , e i the r a s fishermen o r in the mercan t i l e m a r i n e . G r e a t Br i t a in . F r a n c e , J a p a n . N o r w a y , H o l l a n d and G e r m a n y all a r e a d v a n t a g e d in th i s d i rec t ion , but it is w o r t h y of no te that unti l the e ra of i ron a n d steel sh ips G e r m a n p ro fe s s iona l o r occupa t iona l in teres t in the sea w a s only sl ight . B e f o r e tha t t ime the pr inc ipal G e r -m a n cen t r e of sh ipp ing w a s on the Baltic, but wi th the e n t r y of i ron the cen t r e of in teres t s h i f t e d to the wes t . T h a t w a s because the w o o d used to bui ld sh ips c a m e f r o m the eas te rn provinces , whi ls t t he i ron c a m e f r o m W e s t p h a l i a .

But it is not sufficient that the re should be a s e a f a r i n g popu la t ion . T h e r e mus t be allied indus t r i a l in teres ts , not only those di rect ly

associa ted , as sh ipbui ld ing , eng ineer ing , etc. , hut a genera l indus t r i a l re l iance on sh ipp ing . In th is respect probably only Grea t Br i ta in and J a p a n qua l i fy . N o r w a y ough t to q u a l i f y , because sh ipp ing sha r e s a r e by f a r the largest a n d mos t widely sp read inves tment in t h e coun t ry , but t h e r e is not in N o r w a y t h e indus -tr ial dependence on sh ipp ing tha t ex i s t s in Br i ta in and J a p a n . In G e r m a n y in teres t in sh ipp ing w a s largely conf ined to the ]>orts. w h a t e v e r in teres t t he r e w a s in land be ing pol i -tical. In F r a n c e t he r e is no m a r i t i m e in te res t at all. In A m e r i c a t he r e is a pos i t ive d i s t a s t e fo r sh ipp ing . In H o l l a n d , on the o t h e r h a n d , interest is genera l , pa r t l y because H o l l a n d h a s so g rea t a coast l ine p ropor t i ona t e ly , and pa r t l y l>ecausc it is ent i re ly d e p e n d e n t fo r p r o s p e r i t y on c i ther ocean o r in land nav iga t ion .

T h i s popula t ion ques t ion is i m p o r t a n t too, because of the necessi ty of h a v i n g a r e se rve of j iersonnel f o r the N a v y . T h e expe r i ence of the w a r p roved h o w widesp read w a s in te r -est in sh ipp ing in Br i t a in , f o r the R . N . V . R . w a s largely m a d e u p of men w h o had n o i m m e -dia te connec t ion wi th the sea. bu t n e v e r t h e -less had a h a n k e r i n g a f t e r it. Popu la t i on , t h e

•20 T H E N A V Y LEAGUE JOURNAL.

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r ight popula t ion f o r a sea power , p rov ides the organised nava l reserve , t h e uno rgan i sed reserve of s e a f a r i n g popula t ion , the mechan i -cal reserve to increase the ou tpu t of ships and engines and to effect ively and quickly c a r r y out repa i rs , and finally tha t reserve of weal th which is so necessary in wa r t ime . O n the o ther hand , h o w e v e r adequa te the popula t ion may be to p rov ide these reserves , it will be useless unless the initial fo rce is sufficient to e n d u r e long enough fo r the reserves t o lie b rought into play. Ho l l and , fo r th i s reason, fell f r o m her p roud estate .

T h e du ty of p r e p a r i n g those rese rves is tha t of the g o v e r n m e n t . A g o v e r n m e n t which recognises the impor t ance of m a r i t i m e com-merce and nava l f o r c e to the ex is tence of the coun t ry will do eve ry th ing t o p r o m o t e the deve lopment and protec t ion of tha t commercc even to r e g a r d i n g wi th an e x t r e m e jea lousy the m a r i t i m e expans ion of any o ther na t ion likely to compe te wi th its own . T h i s h a s been, since the days of the C o m m o n w e a l t h , t he policy of the Bri t ish G o v e r n m e n t , and accounts f o r its a t t i t ude in recent yea r s t o w a r d s Ger -m a n y and t o w a r d s J a p a n . T h e f o r m e r coun-t ry direct ly competed wi th Br i ta in , t he la t te r did not . In the s ame way , d u r i n g the N a p o -leonic wa r s , it made a mis t ake in a l lowing Franco a b r ea th ing space to res tore her navy , the des t ruc t ion of which had t o be d o n e all over aga in a f t e r the breach which fo l lowed the Peace of Amiens . T h e s ame mot ive inspired the sh ipp ing clauses of the T r e a t y of Versa i l les in 1919, bu t a r e p rov ing ineffect ive so f a r a s mcrcani t le sh ipp ing is concerned .

A gove rnmen t , w h a t e v e r its pa r ty , should have a con t inuous policy in m a t t e r s mar i t ime , and as a genera l ru le th is ha s been so in Br i t -ain a n d J a p a n , which c o u n t r y in sh ipp ing m a t t e r s lias largely model led itself on Br i ta in . F r a n c e h a s a lways su f fe red cons iderably f r o m the vaci l la t ions of policy in r ega rd to ship-ping, mercan t i l e and naval . I t a p p e a r s p rob -able t h a t A m e r i c a will be in the same case, f o r sh ipp ing m a t t e r s a r e a subjec t of b i t te r d ispute , no t only a s be tween pa r ty and p a r t y , but even be tween sect ions of the s ame pa r ty .

A s a genera l ru le , h i s to ry s h o w s t h a t a r i s -tocrat ic g o v e r n m e n t s have been most f r i end ly t o w a r d s the deve lopment of nava l p o w e r and democra t ic g o v e r n m e n t s to the deve lopment of the mercan t i l e mar ine . Ar i s toc ra t i c g o v e r n -m e n t s a r e genera l ly c red i ted wi th a h ighe r r egard fo r na t ional prest ige, which usual ly means a h igher e x p e n d i t u r e on a r m a m e n t s . O n the o the r h a n d , a r i s tocra t ic g o v e r n m e n t s a r e dis t inct ly m o r e p rone to m a k i n g w a r , which may be because, a s it ha s been wr i t t en , the bus iness of an a r i s tocracy is " t o p r e p a r e f o r w a r , to lead and to die in w a r . " D e m o -cra t ic gove rnmen t s , 011 the o the r h a n d , a r c o f t e n credi ted with be ing m o r e the vict ims of pa r ty politics, which a r e near ly a lways in te rna l politics, whi ls t sea p o w e r is genera l ly cons id-ered to be an a t t r ibu te of fore ign pol i t ics ; a lso they a re m o r e likely to give weight to c r a n k s and intel lectuals.

H o w e v e r , m o d e m his tory has p rov ided us wi th very little mater ia l on which to j u d g e the records of democra t i c g o v e r n m e n t s in th is ma t t e r .

C U T T E R RACE.

T h e Inter-unit Cutter Race was contested under the auspices of the Anniversary Regatta Committee over a half mile course on January 26, and was won by Balmain, with Drnmmoyne No. 2 cutter second. North Sydney and Drummoyne No. 1 also competed. T h e coxswains and crews of all the boats shaped splendidly, and deserve great credit for their able handling of the cutters in the face of a strong breeze and choppy sea.

T h e first prize, a ten guinea set of cricket material, very generously donated by Messrs. A. G. Milson and H. M. Shelley, members of the Exe-cutive Committee of the Navy l eague , will he presented to the winning crew by the Lord Mayor of Sydney at an early date.

At the Lane Cove Swimming Carnival, held on 10th February, Drummoyne Cadets were successful in winning the prizes presented by Mr. Harry Shelley.

18 T H E NAVY LEAGUE JOURNAL.

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T H E N A V Y LEAGUE JOURNAL 19

VISIT OF FRENCH WARSHIPS. A A R E T R O S P E C T .

BY CAPTAIN' JAMK8 H. WATOON. J . P . , K.R.A.11.S.

TH E arrival in Australian waters and the entry into Port Jackson of two French warships recently takes the mind back to those far-

ofi" days when there was no such place as Sydney and when the " harbour beautiful " had not been visited by anything larger than a ship's boat.

On two occasions, in years not far from each other, in 1788 and in 1802 had two ships flying French colours visited this coast, the first two under the command of Jean-Francois Galaup, Comte I)e Laperouse, which came to an anchorage in Botany Bay on January 26th, 1788: and the second two commanded by Commodore Nicholas Baudin in 1802, the corvette Le Naturaliste on April 25th, Emanuel Hamelin in command, and the corvette Le Geographe with Baudin in com-mand on June 22nd. The visit of thest vessels is full of interest to the Australian reader, and if events in Europe had a different result to that brought about by England's naval operations the names on the coast line of Australia would not be now what they are.

The first thing that strikes the student of history is the difference between the two battle cruisers Jules Michelet and Victor Hugo when compared with the Boussole and the Astrolabe of 17881 seeing that it would take 35 vessels of the latter's tonnage to equal one of the cruisers. Of the officers and men there probably is no change, the same love of country and devotion to duty animates Admiral Gilly, his officers and crews, as it did M. De Laperouse and his officers and crews.

When ihe first expedition sailed on its voyage of discovery Australia was unknown to the world, except the little that was learnt from Cook's voyage, and I^aperouse's instructions, like Cook's, did not mention Australia (or New Holland as it then was). But like Cook, who came on to this coast by exercising a discretionary power given him, he fortunately reached and anchored in the same port, Botany Bay, as the great navigator had done 18 years previously.

On that 26th day of January, 1788, as the Boussole and Astrolabe sailed into the Bay they passed the Sirius, with her convoy of 9 transports and store ships, coming out on their way to Port Jackson, where Captain Arthur Phillip had pre-ceded them the day before in the Supply.

The commanders exchanged courtesies, Hunter sending officers to offer assistance if required, Laperouse returning the compliment and his thanks.

laperouse had heard at a port of call that the British were founding a settlement at Botany, and he thought possibly that it had been done, and that he would be able to refit his ships and refresh his crews.

How different the advent of the present expedi-tion. Let the Commandant, Admiral Gilly, tell the object of his mission, he says,

" I am charged by the French Government to convey the thanks and the gratitude of France to Australia for the help that she gave us in the war to defend the cause of justice and civilisation."

Fancy, a country unborn in 1788 was able 126 years later to send an army of nearly 400,000 men to assist a great nation, two of whose ships had sought in Australia's uninhabited lands to recupe-rate the shattered health of their crews.

The story of Laperouse is one of the tragedies of discovery which will for ever remain untold.

His ships had been unfortunate before arriving here, having lost in the Samoan group Captain De Langle, of the Astrolabe, and twelve men by an attack on a watering party by the natives, several also being wounded, including a priest Pere Le Receveur, whose grave and tombstone at Laperouse will be familiar to many. On arrival in Botany Bay, a piece of ground was selected on the north side, on which the tents were pitched and fenced in, two small guns being placed in position to defend it in case of an attack by the

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T H E N A V Y LEAGUE JOURNAL. . 21

natives. The sick were all sent ashore, the car-penters were set to work to put together two new boats, which were brought out in the frame to meet just such an emergency, a garden was laid out and vegetables grown as an antiscorbutic. Bass knew of this garden, for in his journal of " The Voyage in the Whaleboat," under date Sunday, 25th February, 1798, when off Botany Bay on the return voyage from Western Port, he wrote " T h e people seeming inclined to push for home rather than go up to the Frenchman's Garden we got upon the oars and rowed up to Port Jackson."

While at Botany Bay the most friendly relations were carried on between the French and the British officers, visits were exchanged. Captain David Collins, the Judge Advocate, with Governor Phillip, and the earliest writer of our history says, " We had, during their stay in this country, a very friendly and pleasant intercourse with their officers, among who we observed men of abilities, whose observations, and exertions in search after know-ledge, will most amply illustrate the history of their voyage."

But they left the country with a very different opinion of it to that expressed by our late visitors, for " in their whole voyage they no where" found so poor a country, nor such wretched miserable people." The people alluded to were, of course, the aborigines.

Admiral Gilly, in an address to the members of the Chamber of Manufacturers, said that " France looked to Australia to supply them with wheat, wool and leather." At another function he said " they had been overwhelmed by the splendid and spontaneous receptions everywhere the longer we remained in Australia the more we felt at home."

Our early visitors, while at Botany Bay, had trouble with the natives, for Collins tells us that Laperouse had been compelled to fire upon the natives, who frequently annoyed his people who were working on shore.

At length, having finished their boats, and their sick having recovered health, with the exception of the priest who died of his wounds received at Tutuila, the expedition took its departure on Monday, March 10th, having been 44 days in port.

The record of their departure says " bound, as they said, to the northward," and as they sailed out of port, so they did out of human ken, to become for 40 years one of tho.se mysteries to remain unexplained, for nothing was heard of Laperouse or the ships Boussole or Astrolabe until 1828, when a few remains of the ships were found off the island of Vanikoro, but no survivor was ever heard of.

The next expedition to visit Australia was the one under command of Nicholas Baudin. This consisted of two ships, Le Geographe and Le Naturaliste, the former commanded by Baudin and the latter by Emmanuel Hamelin. T h e ostensible object, according tt> tae instructions given to Baudin by Napoleon's officials, was " the perfecting of scientific knowledge," but doubts have been thrown on the bona fides of the expedi-tion by some writers, principally because some of its members were of too inquisitive a nature. So far as the officers in authority were concerned there is no cause for doubt.

The expedition, fitted out at a cost of half a million francs, left France on October 19th, 1800, Napoleon Bonaparte being at the time First Consul of the Republic; as Captain Cook's expedition originated with the Royal Society of London, so the Baudin expedition emanated from the Institute of France; it was sanctioned by Napoleon, and the instructions for the guidance of Baudin and his officers were drawn up in the office of the Minister of Marine.

Alluding again to the expedition of Captain Cook, which in its initiatory stage the Royal Society wished to have placed under the command of Mr.'Alexander Dalrymple, and who, although one 41 having a particular turn for discoveries, and being an able navigator and well skilled in obser-vation." was not a naval officer, and as the Royal Society had succeeded in inducing the Government to supply the ship, it wanted its nominee appointed to the command, but was informed that such an appointment would be "entirely repugnant *o the regulations of the Navy," and one of the Admiralty is reported as saying that he would rather cut off his right hand than permit any one but a King's Officer to command one of the ships of His Majesty's Navy.

•20 T H E N A V Y L E A G U E JOURNAL.

S E A C A D E T S V I S I T T A R O N G A P A R K .

ON Saturday afternoon, February ioth, more than 200 Sea Cadets, and about 140 guests accepted the warm hospitality of Mr. and

Mrs. Kelso King at Taronga Park. T h e weather was perfect, and the arrangements made by the Taronga Park authcriti.es for the comfort of the guests contributed in no small measure to the enjoyment and success of the outing.

Cadets, drawn from Balmain, Drummoyne and Richmond units were conveyed to the Zoo by ferry from Circular Quay, while the North Sydney boys accomplished the journey from their depot to the Zoo in their fine 30-ft. cutter. Mr. M. Macdonald, in the unavoidable absence of Mr. Mellor, took charge of the combined units on arrival at the wharf, and assisted by the respective unit officers, formed them up. In a few words Mr. Kelso King, on behalf of Mrs. King and him-self, wished the cadets a most enjoyable afternoon. T h e rounds of lusty cheers that followed Mr. King's remarks evidenced the boys' whole-hearted appre-ciation.

Headed by their band, and with half a-dozen splendid " g i f t " flags waving in the breeze, the Cadets moved away with a swing in the wake of their leader.

A course was set for the refreshment pavilion where delicious cakes in almost endless variety — drinks, ice-cream and hosts of other eatables .dear to youngsters' hearts and palates were awaiting them on excellently arranged tables. Between cakes, lemonades and ice-creams, cheers for their kind hosts were let loose from more than 200 young throats. After the Cadets had finished the work of demolition on the tables, they made the

most of a couple of hours and became acquainted with lions, monkeys, elephants, reptiles—in fact, they saw representatives of the wild animal and bird life of almost every country on earth. While the boys were thus employed, about 140 guests accepted Mr. and Mrs. King's invitation to partake of refreshments.

At the approach of evening the Cadets, thor-oughly tired but happy, were mustered and marched to the ferry boat and transported back to Circular Quay.

T h e "ou t ing , " which Mr. and Mrs. King's generosity made possible, revealed to many of

Concluded on page 13.

T H I S P H O T O G R A P H , K I N D L Y L O A N E D BY T H E " S U N D A Y N E W S , " S H O W S S O M E O F T H E 2 0 0 O D D N A V Y L E A G U E BOYS O N B O A R D A F E R R Y S T E A M E R B O U N D F O R T H E Z O O A N D A D E L I G H T F U L

A F T E R N O O N ' S " O U T I N G , " AS T H E G U E S T S O F M R . A N D M R S . K E L S O K I N G .

T H E N A V Y L E A G U E JOURNAL. . 21

Burns, Philp & Co. Ltd. Consult our Tourist Department (or

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How different in Baudin's case, for he was not a naval officer ; he had been in the mercantile marine, and had travelled in Africa on behalf of the Austrian Government collecting specimens for the Museum in Vienna ; and as it is a man's training which qualifies him for his position, the difference in the results of the two expeditions can be traced to the training its leaders had received.

Baudin's vessels reached the Mauritius in March, 1801, and remained there forty days, when he sailed for the Australian coast, and on arrival made a northerly course, finally reaching Timor in August, here he remained three months doing nothing. Leaving Timor the vessels sailed south, rounding Van Diemen's I^and, at this time there was no settlement there, and during a severe storm the two vessels separated, I,e Naturaliste passing through Bass's Strait and coming to anchor in Western Port, which was surveyed, discovering the high land behind. Phillip Island was also an island, it bears to this day the name of French Island. T h e Naturaliste then came on to Sydney, where she arrived on April 25th, 1802, having been out from Havre eighteen months and seven days. Here Captain Hamelin landed his sick, six in number, who were sent to the military hospital, only two of these suffered from scurvy. In the meantime Baudin, with Le G^ographe, had passed through Bass's Strait from east to west, without discovering Port Phillip, and on April io th had reached as far west as Encounter Bay, South Aus-tralia, when a ship came in sight, which proved to be H.M.S. Investigator, Captain Matthew Flinders in command. After the exchange of signals t h e Investigator was brought to the wind and Flinders went on board the Frenchman, where he found a shocking state of affairs. Scurvy had played havoc among the crew, and great numbers of them were unfit for duty, whilst the ship's meat was putrid and uneatable.

T h e two commanders compared notes and dis-cussed the work they were engaged in. T h e two ships lay close together during the night, and Flinders again visited Baudin on the following morning. Professor Ernest Scott, to whose " Life of Matthew Fl inders" I am indebted for this information, says " the interview was thoroughly cordial, and the two captains parted with mutual expressions of goodwill."

•20 T H E N A V Y L E A G U E JOURNAL.

After pursuing her work on the southern coast for another month Le C.eographe made for Sydney, where she arrived on June joth, 1802. The first thing Baudin did on arrival was to write to Governor King asking permission to land twenty-three members of his crew who were suffering from scurvy. It is in this more than anything else that the difference is between Cook and Baudin, in that he was able to say when he reached Batavia, after being over two years on his voyage, that he had not lost one man from sickness, and on arrival in England that there had only been five cases of scurvy during the whole voyage.

The French officers of both ships met with a most cordial reception, and opportunities were afforded them of seeing all there was to show in those days. Monsieur Peron, the naturalist on the Geeographe, after that vessel arrived at the lie de France, furnished General Decaen with a report 011 the colony when he was there, which shows that no attempt was made to hide anything from the visitors. Peron also tells in his " Voyage de decouvertes aux Terrtrs Australes " of a visit he

paid to his countryman at Castle Hill, near Parra matta. the Chevaliere Verricourt de Clambe, who he found had " a beautiful plantation of cotton plants, yielding cotton of various shades, and especially that peculiar to the fine nankeen of China, a fast colour hitherto not obtained, whether by dint of culture or dyeing." This is very inter-esting in view of the action being taken at present with regard to cotton growing.

The Chevalier was enthusiastic in 1802 about the prospects of cotton, and who can say but that he might have been to the cotton industry what John Macarthur was to the wool, but it was not to be, for as one of the guests at the King's Birthday ball in March, 1804, at Government House, whilst "going down the room in a dance " he was seized with apoplexy and fell dead.

Whilst the two French ships were in Port Jackson Baudin was allowed to purchase a small colonial built vessel named Casuarina to be used as a tender on the coast.

The three vessels left Sydney in November, 1802, Baudin writing to Governor King expressing

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^ I ? his thanks for the kindness shown them and " the indebtedness of the French nation to him."

The ships had hardly left the port when rumours got about that they were going to hoist the French flag in Van Diemen's Land ( Tasmania). King, on hearing this, sent the colonial built vessel Cumberland in charge of Mr. Charles Robbins, master's mate of H.M.S. Buffalo, to King's Island in Bass's Strait, where he found the French ships. Robbins delivered his letter, and hoisted the British flag. But Baudin had no intention of occupation, but as he wrote to King 44 Robbins was a few days late, as their tents were pitched and they practically held the territory ; the whole visit was full of misrepresentations, and this only one more." Le Naturaliste sailed for France, Le Geo-graphe and Casuarina for He de France (Mauritius). The three ships arrived at their destinations, Captain Baudin died at Mauritius shortly after his arrival.

North Sydney Cadets want a dinghy, will some-one make them a present of one ?

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N A V A L N O T E S .

The Australian Fleet, under the command of Commodore Addison, C.M.G., R.N., is at Hobart undergoing gunnery and torpedo practice.

According to present arrangements it is expected that the Fleet will reach Jervis Bay on or about March 6, where it will be joined by H.M.S. Chat-ham from New Zealand. After joint manoeuvres the Fleet will proceed to Sydney, where it will arrive about March 16.

The gift submarines J i , J2, J ?, J4, I5 and J7 have not bt«n of much practical value to our young Navy. As a child tinkers with its toys so Australia has tinkered with its submarines, and at no small cost to the nation. These submarines are now considered obsolete, and it is likely that they will be disposed of in the near future.

In December last, the undermentioned Flag Officers retired from the Royal Navy, Vice-Admiral Sir Lionel Halsey, Rear-Admiral C. F. Corbett, Rear-Admiral C. S. Willis, Vice-Admiral V. H. G. Bernard, Rear-Admiral H. R. Veale and Admiral Sir Frederick Tudor.

•20 T H E N A V Y L E A G U E J O U R N A L .

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NAVAL A P P O I N T M E N T S .

The following appointments in the permanent naval forces of the Royal Australian Navy are announced by the Navy Office, Melbourne, to lake effect from the dates mentioned.

Commander : Rupert G. Garsia to Marguerite in com-mand, and for command of ships in reserve, January I.

Lieutenant : Samuel H. Tucker to Marguerite, for ships in reserve, January l ; Ian C. R. Macdonald to Penguin, additional, January 17 ; John Diinkwater to Cerebus,-ad-ditional, while on passage to United Kingdom for reversion to Royal Navy, March i t (appointment to date February 11 cancelled) ; Ernest G. Rh«»des and Harry L. Howden to Cerebus, additional, while on passage to United Kingdom for courses February 13; Ernest J . Evans to Cerebus, ad-ditional, while on passage to the United Kingdom for reversion to Royal Navy, February 13 ; George I). Moore to Cerebus additional, while on passage to United Kingdom for courses February 5 ; Colin G. Little to Cerebus, ad-ditional, January 10.

Midshipman : John A. Hutchinson to Sydney, January 22.

Engineer Lieutenant Commander : James K Macleod !«• Adelaide. February I ; Trevor \V. Ross to Marguerite, for Brisltane, January 1.

Engineer-Lieutenant : George I. D. l iutcheson to Cere-bus, additional, while on passage to United Kingdom for courses, Fcluuaiy 11 ; Frank 1). Stafford to Cerebus, for charge of mechanical training school and for charge of machinery of attached lenders (tem|>orarily), January 17 ; Ernest Baker to Cerebus, February 5 ; Edward F. Tucket t , Samuel R. Baler , and Percy W. Sims, all to Marguerite, for ships in reserve, January 1.

Chaplain : William F. Patlison to Cerebus, additional, January 14, and to Tingira, January 31.

Commissioner Gunn<?r: Thomas L I)ix to Marguerite, for ships in reserve, January 1 ; David Ogilvie to Marguerite, for Brisbane, January 1.

Commissioned Master at-Arms : Francis W. Holley to Cerebus, February 18.

Gunner : (T) Albert C. Perry and David F. Smith to Marguerite, for ships in reserve, January 1 ; (T) James A. Graham to Marguerite, for Brisbane, January 1.

Boatswain : Albert J . IIat>erfield to Marguerite, for ships in reserve, January 1.

Warrant Mechanician : Ralph Scott to Marguerite, for ships in reserve, January 1.

Schoolmaster : Bernard E. Flood to Penguin, February 5.

In the auxiliary services Electrical Lieutenant-Commander Frank Gillespie Cresswell has l>een promoted to l>e electrical commander, with seniority of July I , 1916.

In the Royal Australian Naval Reserve (seagoing) Lieu-tenant Alfred II. Turnley to Marguerite, for ships in reserve (temporarily), January I ; Warrant-Engineer Jenkin Hughes to Marguerite, for ships in reserve (temporarily), January l .

ASK A FRIEND TO JOIN THE NAVY LEAGUE.

T H E N A V Y L E A G U E J O U R N A L . . 21

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C O N T I N U E D F R O M P A C K 8 .

those present the good work the Navy League is doing in connection with its Sea Cadet move-ment.

Mr. and Mrs. King were accompanied l>y Miss Kelso King, and among those to whom invitations were issued were: Sir Alfred Meeks, Miss I. Ilay, Commodore Edwards, Mr. A. G. Milson, Sir Frederick Waley, Hon. T. R Bavin, Messrs. IS. P. Simpson, H. M. Shelley, K. W. Hixson, O 1115., G.I£. Fairfax, H. R. Denison, Oscar Lines. II. H. Massie, Walter Marks, M P., T. Fox J. P. Franki, C. A. le Maistre Walker, C. M C. Shannon, J. N. Grace, A Johnston (Hoy Scouts), W. R. Elston, S. II. Smith (Director of Education), W. H. Rotl.e, F. E. llryanl, Mrs M. Mayne, Miss Glasson, Mrs. Stanhope Swift. Mrs Norton, and Mrs. Bennett. The Hon. C W. Oakes, M.L.A., Sir Adrian Knox, Colonel Spam, Capt. A. W. Pearse, General Finn, Lieut. Lloyd (repre-senting Major-General Brand). Judge Backhouse, I)r. Storrie Dixon, Dr. E. M. Humphery, Mr. A M. Pooley, ("apt. J. H. Watson, Messrs. R. 11. Wade, IS. H. Fidden, G. Wallace, J. Partridge, G. B. Smith and many others.

The arrangements for the afternoon were made l>y Capt. Beale.

Richmond Cadets. Officer-in Charge •. M R . R . II. W A O K .

The Cadets of this unit, under their O.C., journeyed to Sydney on Anniversary Day and spent a very happy and interesting day on the flagship " Macedonia." The return journey ro Richmond was made on the 6 p.m. train from the city.

Richmond Cadets send hearty good wishes and congratulations to Balmain crew on its good win in the cutter race. 1 - O O K O U T N E X T T I M E M E T R O -

P O L I T A N T E A M S , R I C H M O N D W I L L IIE A F L O A T !

Mr. F. N. Drayton, late Wireless Instructor to this unit, has joined the Commonwealth Wireless Corps and has been appointed to a position at Point Cook. We wish him every success.

Lieut. W. H. Ray has now taken over the Wireless Class.

Our thanks to Mr. Fidden, Hon. Secy Balmain Corps, for having our flag mounted on a new staff with a brass trident fitted.

•20 THE NAVY LEAGUE JOURNAL.

NAVY LEAGUE SEA CADETS | R E A D Y » M | R E A D Y |

A Y E |

OFFICIALLY RECOGNISED BY THE AUSTRALIAN NAVY BOARD

Senior Officer-in Charge: M R . A R N O L D M K I . L O R (late R . A . N . )

The Navy League is Non-Sedarian. The Navy League is Non-Political.

Balmain Company.

W A T C H W O R D S .

G O D L I N E S S . C O U R T K S Y .

C L E A N L I N E S S O B E D I E N C E .

Acting Officer-in Charge-. M R . M . M A C D O N A L D .

Hon. Secretary • M R . E D G A R F I D D E N .

Recently Captain Harley and friends of the Corps gave our boys an afternoon's outing in the harbour steamer "Yelrah." The company em-barked at Birchgrove wharf at 2 o'clock and proceeded to Fort Denison, where they were met by Mr. Briggs, Caretaker, who took the boys on a tour of inspection and explained the uses of the different instruments. An inspection of the Fort proved highly interesting and was much enjoyed by the whole company. After a very pleasant hour it was decided to proceed to Shark Island for afternoon tea. As is usual on such occasions ample justice was done the good things. About 6 p m. it was decided to return and Birchgrove wharf was reached about 7 p.m., after a most en-joyable afternoon.

Our lads are delighted with their win in the recent Cutter Race, although it is icgrelted that owing to some misunderstanding two of the crews finished 011 the wrong side of the flagship, other-wise the race would have been more evenly con-tested. It was splendid lo see the good feeling lhat existed between the different crews. The Trophy (a Cricket Set) presented by Messrs. Milson and Shelley, will be a very acceptable addition to the sporting outfit of the unit.

Mr. P. Macdonald visited the Anniversary Regatta flagship and handed to Mr. R. H. Wade, Officer in-Charge of Richmond Unit, a flag-staff and trident, presented by the Officers of Balmain unit. Mr. Wade was profuse in his thanks, and after having congratulated the crew 011 its win, handed to the O. in C- a pound note to be used for the purpose of " Splicing the Main Brace."

Mr. P. Macdonald's resignation as Officer-in-charge of this Unit has been received and accepted by Headquarters. Mr. Macdonald regrets that he was unable to devote the requisite amount of time to the duties of O.C.

THE NAVY LEAGUE JOURNAL. . 21

Drummoyne Company.

Officrr-in-Charge: M R C,. W A L L A C E .

NEW ENTRIES—A. Elliott, F. Elliott, A. Nicholson, J Day, R. Townsend.

D I S C H A R G E S — N . Clubb, A. Clubb (left district); J. Everett, J. Catto, C. P. O. Fred Cooksey (own request).

PROMOTIONS—Cadet A. Nicholson (late Balmain Corps) to I.dg. Sea Cadet : Cadets G. Driscoll J. Wallace, J. Paton, J. Nicholis and L Jack-

worked very hard in the interest of the Corps since its inauguration His rating has been taken by Petty-Officer Cyril Kershaw, who is also a great worker and bids fair to make good.

The Officer-in Charge, Mr. Wallace, with a party of cadets, visited the American four-masted barque " Muscoma," lying in Snails Bay. The parly sailed down from Drummoyne in the second cutter and spent a very pleasant afternoon on the vessel. Thanks to Captain Wilvers for the kind invitation. The Muscooia, it wiil be remembered, was run down off Wilson's Promontory recently by a Nor-wegian steamer, sustaining a broken bow-sprit and

B A L M A I N C R E W A N D C U T T E R .

W I N N E R O F M E S S R S . H . M . S H E L L E Y ' S ANIJ A . G . M I L S O N ' S T E N - G U I N E A T R O P H V .

son to Ldg. Sea Cadets ; Petty-Officer C. Kelshaw to Chief Petty-Officer.

The attendances for the class nights and Satur-day parades, for the opening of the New Year are very satisfactory. It is hoped that cadets will en-deavour to keep the high percentage of attend-ance up. Parents who read these notes should assist the O. in C. by making their lads attend regularly.

We Regret losing the services of C.P.O. Fred Cooksey, who recently passed the leaving Cer-tificate Exam, at the Drummoyne High School. Our " Pal," popularly known to all as " Cookham,"

damaged forecastle head. (See illustration 011 page 25).

Readers will remember the nasty weather on Anniversary Day, and although getting into line, pulling in the race, and getting back to shelter, was a severe test on the physical endurance of the lads, the still greater problem of getting home to Drummoyne before nightfall, had to be solved, but the O.-in-C. was not to be outdone I Our two cutters, in company with North Sydney, pulled out in the teeth of the blow and headed for Garden Island under oars, then No. r cutter shipped its foremast. No. 2 cutter, being without masts and

•20 T H E N A V Y L E A G U E J O U R N A L .

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sails, had to borrow No. i 's main-mast and sail. With the poppets shipped, and the crews well

aft, and a "Soldiers ' Wind," both cutters went heltcr skelter up the harbour on their seven mile run, with th? wind right aft all the time.

An excellent model of a North Coast vessel has been made by M g . Sea Cadet Jack Wallace, and presented to the Corps for class work. Made entirely by himself, even to lhe anchors cast in lead, the work is well done, and the Senior Officer, Mr. A. Mellor, was much impressed. Our young ship builder gels a No. i Seamanship Manual for his labours.

Although beaten in our last two cutter races, having to be content with second place on both occasions, we expect to do much better in the future. Our No. i cutter will be ready for sailing this month, and then trust that a sailing race between the Corps will lie held.

Many thanks to Mr W. Kelshaw, of H .M.A.S Stalwart, for his assistance in constructing the Navigation Lights Model. This is a splendid asset to the Corps, being a five foot mast on a polished pedestal. Six miniature lights are fitted on the mast, with the side lights, Port and Star-board, on their respective sides in screened boxes.

Sir Thomas Henley, K . B . E , and Major W. Vickers, IXS.O., have sent their good wishes for the New Year, also a cheque each for i s . Our thanks for their kindly interest.

N o r t h S y d n e y C o m p a n y .

C.P.O. in Chart/e : L VINCENT.

T h e Corps will be losing its C. P.O. in two or three months, Mr. Vincent having decided to take up a career at sea.

During his connection wilh North Sydney, Mr. Vincent has worked very hard in the interests of the unit, and it is mainly due to his efforts that the splendid 30-ft. cutter has been improved and kept in such a praiseworthy condition.

Mr. Murdo McDonald, acting Officer-in-Charge of Balmain, has been appointed Officer in-Charge of North Sydney Corps, and he will shortly take up duty with it. Mr. McDonald 's wide experience, his war service, and his intimate knowledge of boat management, will lie a great asset to the unit.

Opportunity is here taker, to thank Mr. W. R. Elston, Headmaster of Neutral Bay Junior Tech-nical School, Mr. Carey Taylor, Headmaster Inter-mediate High School, and Mr. Sweetman, Head-master Burton Street School, for their interest in the work of the Navy l e a g u e among the youth of the land.

T H E N A V Y L E A G U E J O U R N A L . . 21

Is the White Australia Policy Tenable? BT I.IKl'T.-COMDK. C. H. KOLUCHTON, K.N. (HKTIHKD).

T he following appeared in the Sydney " Evening News," recently :—

" I N D I A ' S R E I ' L Y T O W H I T E A U S T R A L I A .

" B O Y C O T T A N D R E T A L I A T I O N .

" A t a special general meeting of the Indian merchants of Bombay a resolution was moved, advocating retaliatory measures against those British colonies where Indians were ill-treated, to urge the Government that if it failed to obtain equal treatment for Indians in other parts of the Empire, it should adopt similar restrictions against colonials in India, and that the Indian commercial community be called upon to carry out an effective policy of boycott."

And even if this resolution is only looked upon as a straw it undoubtedly does show whence the wind blows. But the real danger does not lie in an Indian boycott but in the att i tude of Japan. T h e Japanese set great store by their claim to racial equality and are almost certain to challenge the White Australia policy on that ground just as they challenged the United States on the Californian question T h e Allies were willing to accept Japanese aid during the war and this alone makes their exclusion from equality with the white races during peace time rather a piece of inconsistency. This is not a question where sentiment must be allowed to have free play. We admitted the Japanese as allies in wartime and it seems that whether we like it or not we must admit them now as equals. We consent to play games with them—they very nearly won the Davis Cup—and it would be so unfair to turn

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18 THE NAVY LEAGUE JOURNAL.

our backs on them now in other matters that no independent tribunal could possibly decide against them.

Consider the situation now that America has refused to grant equal rights to the Japanese at present in the United States and Japan has been thrown back upon herself nursing a bitter hatred for the United States and through them, for all the white races. l)o not imagine that such a people as the Japanese will lie down meekly under such a snub. What she is certain lo do is to form, with the Chinese, an Asiatic Alliance which, with China's millions of population —who are eminently capable of being taught and led—and with Japan's own brains and resource, will be an extremely formidable and essentially anti-white combination.

It might easily dominate the world ; it will be utterly unscrupulous ; and ils hand and influence will, by reason of the very cause of its existence, be against many things that we hold sacred. Japan could not be blamed for an instant for bringihg about such* an alliance — an Asiatic League—because the means of preventing it are in our hands. The facts must be faced and they are as clear as daylight.

Neither must the effect of such a league on India be forgotten. The most natural and con-venient place for the Asiatic League to stir up trouble for the British Empire is in India and It cannot but be acknowledged that the League will seize the first opportunity of doing so. Sympathy and help for the League will be readily forthcoming from India, especially in the present disturbed state of that country. And India is also asking for equality of treatment with other members of the Empire ; and she too wants an outlet for her surplus population.

Where do Japan and India look for a place in which their rights of equality can be exercised ? Where else but in the enormous and thinly popu-lated continent of Australia? It is the one country in the world that is capable of being comparatively densely populated but which yet only carries a mere handful of people, who have said to the Japanese "we will not have you : the door is shut." Such an attitude must seem to the yellow races and to India the very embodiment of selfishness.

If Europe could ship the necessary white popu-lation to Australia, or there was any prospect of Australia obtaining, say, 20,000,000 more white people in the next five years, Australia would be justified in shutting the door to every other immi-grant. But it cannot be done ; or, at least, there is no prospect of its being done, and even if it could there would still be vast tracts of useful country in the north in which a purely white population cannot work and thrive.

By abandoning the White Australia policy —not wholly but in part—Australia will be performing an act of common justice to India, and will have taken a very long step towards helping the Home Government to find a solace for the troubled Indian Empire. And Australia will also be armed with an irrefutable argument to justify her refusal to allow the Japanese in.

What I suggest is that Indians should be allowed to settle in Australia north of a certain latitude, say, 20 degrees south. The average white man will not work in the tropics, and to ask white women and children of temperate climes 10 work there would be almost criminal. Unless tropical races who can work in Northern Australia are allowed to come and do so that part of the Conti-nent will remain an unproductive waste, and a constant incentive to such a people as the Japa-nese to adopt when possible an aggressive policy whose object would be the ejection of the dog from the manger.

Profiting by the experiences of Fiji and of Trinidad in the West Indies, regulations could lie made and safeguards devised which would obviate anything in the nature of an Indian domination of Australia. Indians could come mainly as native labourers for a certain number of years ; they need have no votes, and even their pay could be re-mitted to the headmen of their villages in India on the completion of their contracts. By doing this Australia would also l>e arming herself with an argument—one which any tribunal would be bound to accept—with which to meet any Japa-nese or Chinese demand for facilities for settling in the country. " Preference within the Empire " would be Australia's unanswerable retort: " We are allowing fellow citizens of the British Empire to colonise the northern part of our country, and

THE NAVY LEAGUE JOURNAL 19

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•20 T H E N A V Y L E A G U E J O U R N A L .

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we want the southern part for ourselves and our children, and for immigrants from Europe.

It must be done. A White Australia is like many other ideals—impossible of realisation, because it is so utterly selfish, and in an over-crowded world selfishness where expansion is possible cannot be tolerated. If Australia persists in this policy it will f6r ever be a rankling sore permeating and poisoning all her dealings with other nations—and possibly, also, with other Dominions of the British Empire. Who knows when Australia might want something from India some concession for trade, for instance ? Is she likely to get it if India is in a position to point to the capricious exclusion of her citizens from their natural sphere of expansion for the sake of an entirely selfish ideal ? T h e cable quoted at the beginning of this article is a sufficient answer.

Should Indians be admitted it will be possible to deal in its infancy with any trouble that may arise. T h e power to expel and repatriate can be

retained by Australia, and if the Indians are given a fair deal when they come that will indeed be a powerful threat.

I-et Australia therefore adopt a generous spirit and sacrifice an ideal which cannot be realised because it flies in the face of all practical con-siderations.

Practically every other Dominion in the Empire has this problem of colour to solve and Australia should, for the sake of the solidarity of the Empire, be prepared to take her share of the responsibility, because, if she does not, the Japanese are not such fools as to neglect to take advantage of Australia's selfishness when the time for it is ripe.

Eventually the White Australia policy will lead to war with Japan, with an Asiatic League, or even with America, who will before long want an outlet for some of her surplus negro population, and it would be far better if Australia would bid for a higher standing in the world's estimate by climbing

T H E N A V Y L E A G U E J O U R N A L . . 21

down gracefully now. If it came to the question White Australia or war " the other nations of the

Empire could not and would not support Australia. The re would be no " Little Belgium " to form a sentimental rallying point for the Empire. Aus-tralia would have to give way and the conditions that would be imposed on her then would be far more irksome than those which she can voluntarily impose upon herself now —before it is too late.

C O M M I T T E E M E E T I N G .

At the monthly meeting of the Navy League Executive held at Royal Naval House, Sydney, on the 12th inst., there were present : Mr. Kelso King (in chair), Commodore Edwards, R.N., Messrs. A. G. Milson, F. W. Hixson, C. M. C. Shannon, J. P. Franki, H. M. Shelley, G. E.

Fairfax, J. Payne, and the Organiser, Capt . Beale. Apologies were received from Sir A. W. Meeks,

Judge Backhouse, and Sir Frederick Waley. Commodore Edwards was thanked for his kindly

interest in and valuable assistance to the Sea Cadet movement. T h e Commodore was mainly instru-mental in providiug the cutters for the League, and also in obtaining the official recognition of the Australian Navy Board for our Sea Cadet Corps.

Proposed by Mr. A. G. Milson, and seconded by Mr. F. W. Hixson,—Commander H. L. Quick, R.A.N. (D.N.O.), was appointed as an Honorary member of the Executive.

On the motion of Mr. J. P. Franki, supported by the whole Committee, a vote of thanks was accorded to Mr. and Mrs. Kelso King for their generous invitation to over 200 Sea Cadets and about 140 guests to an afternoon's " outing " at Taronga Paik on the 10th inst.

T h e Committee expressed satisfaction at the progress of the Sea Cadet movement.

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•20 T H E N A V Y L E A G U E JOURNAL.

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T H E N A V Y L E A G U E J O U R N A L . . 21

The Boy 5cout—Tracking. (CONTRIBUTED a v r . DANVBRB r o w a n ) .

ONE would often like to be able to do some-thing he sees another carry out, but the comparative ease brought about by con-

stant practice with which certain acts are performed by experts is apt to deceive a novice as to the difficulties to. be overcome. Of course, no one can be an expert in everything, for even if life were long enough physical and mental abilities would limit one's activities. A beginner little knows the time and trouble it takes to become efficient in anything, and when he finds the call on his energies necessary to obtain a certain result he wonders whether it is really worth his while.

Tracking is an interesting pastime, but it necessi-tates a keen sense of sight, hearing and smell, the ability to observe and note apparently unessential points, and to form correct deductions. A tracker must have a sound knowledge of the habits of what he is tracking ; he must be able to concen-trate on what he has in view, and not be easily side tracked A tracker must not forget that he is sometimes tracked, or may be led into an ambush, so must use discretion, and be careful not to expose himself unnecessarily, such as on the sky-line, or by leaving a convenient cover, and when possible should cover up his tracks.

We are told that a scout should leave his camping place in the same condition as he found it. When a scout is camping by himself, if he has had sufficient experience, this may be possible, but not so if there are several scouts together ; for, though they may clean up all rubbish, so that nothing is left behind to tell tales, the site of such a camp is likely to be cleaner than before the dead leaves and sticks were raked up and perhaps burnt

off, besides, the ground will be more or less trodden down. There are also various indications to show the size of the camp, and even the length of time the camp was in existence, and the length of period since it was struck.

It is really most interesting to read bush signs and reform what has been enacted. This may be practised in the form of a game by selecting a place where there is sufficient sand or dust. Start a boy, or boys, walking on such material; note the length of stride in comparison with the length of the foot, the depth of the impression, the angle at which the feet are placed relative to the direction in which the boy walks, whether outward, straight or pigeon-toed, and whether both feet are angled similarly—any peculiarity in the shape, dimen-sions or markings of the boots worn Then get the same boys to make similar marks while carrying a heavy weight such as another boy. Also, let them run without a weight, and note the difference in the length of stride, depth of impression, and angle of foot. Impressions should be taken in moist and dry ground, the former being sharper, and lasting longer than the later. Also, make tracks in deep and shallow sand : that of a shod horse in deep sand will show the frog of the foot as well as the shoe, whereas in shallow sand only the shoe will be seen; or, in the case of a wallaby, all three toes may be seen in deep sand, while only the middle and outside toe are to be observed in shallow sand. After some simple tracks have been made by say, two boys who have acted some episode, others who have not been looking on may be called in to interpret what has happened.

When tracking, one does not want to jump to conclusions from one fact; you want the fact repeated, or at least supported by some other fact if available. It is always easier to track against the sun, as then you can see the shadow of a slight impression otherwise not visible. Also, it must be remembered, that a track which cannot be seen at close quarters may be readily seen a short distance away.

Besides footprints, one should be on the look out for other traces of animals—such as their runs, lairs, and even their droppings. The latter give much useful information. The dung of herbi-vorous animals is generally better formed than that of carnivorous; the shape may be indicative of the animal. The manner in which the deposit is made also helps one to draw conclusions, while the fresh-ness of the deposit, taking the weather into con-sideration, gives an idea what period of time has

•20 THE NAVY LEAGUE JOURNAL.

T H E BOY S C O U T -C O N T I N U E D .

passed since it was made. T h e dung of a wombat or a wallaby is inclined to be cubical, that of a dog or rat cylindrical, while that of a sheep or rabbit tends to be spherical. T h e droppings of a sheep and a rabbit are about the same size, but that of a sheep mostly has a small point at one end, which is generally to be seen in the direction in which the animal was travelling, for they will dung while walking; the rabbit, on the other hand, usually remains in one place while making a deposit.

Tracking is not to be learnt by reading, but by observation, though books may give useful hints how to set about it, and there is no doubt that the practice in observation adds greatly to the interest in life, and makes one appreciate the wonderful works of Nature better than he would otherwise do.

S A I L O R S ' H O M E .

T H E Y E A R ' S W O R K .

It was stated in the report of the councillors of the Sydney Sailors' Home, which was submitted at the Annual Meeting of the institution recently, that there had been no falling off during the past year in the number of sea-faring men who profited by the privileges of the home. T h e number ran into thousands, a fair proportion having been resident. Slackness in shipping and unfortunate labour unrest had resulted in many deserving seamen being unemployed, and in some instances destitute. In such cases the Sailors' H o m e author-ities had no alternative but to " stand b y " and assist men, until work could be procured for them. Foreign consuls, it was stated, had t ak tn full ad-vantage of the well-known resources of the estab-lishment, and many distressed seamen had benefited thereby.

T h e financial s tatement presented by the honor-ary treasurer (Mr. Geoffrey E. Fairfax) showed that ^ 7 5 6 / 2 / 6 had been expended in victualling during the year, and wages and salaries had absorbed ^"985/6/-. T h e sum of , £350 had been received from the Government, and subscriptions had totalled .£53/7 /2 . There was a bank debit of £s>/a/>>-

Mr. C- J . Henty presided at the meeting, and the Report and Balance Sheet were adopted. T h e retiring councillors, Captain W. H. Mason and Mr. F. W. Hixson, were re elected.

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THE NAVY LEAGUE JOURNAL. . 21

W O U N D E D .

A M E R I C A N B A R Q U E M U S C O O T A L Y I N G I N S Y D N E Y

H A R B O U R . S H E W A S R E C E N T L Y I N C O L L I S I O N A T

S E A W I T H A S T E A M E R . N O T E T H E P O S I T I O N O F

T H E B O W - S P R I T .

Definitions of Sea Terms, taken from Doane's Book on " Seamanship/*

(Concluded).

TIMBER—A general term for nil large pieces of wood used in shipbuilding. Alsr, more particularly, large pieces of wood in a curved form, liending outward, and running from the keel up on each side, forming the " ribs " of a vessel. The keel, stem, stern-posts and timbers form a vessel's outer frame.

TIMBKR-HEADS - T h e ends of the timbers that come above the deck. Used for l>claying hawsers and large ropes.

TOGGLE—A pin placed through the bight or eye of a rope, blockstrap, or bolt, to keep it in its place, or to put the bight or eye of another rope upon, securing them togHther.

TOP—A platform placed over the head of a lower mast, resting on the trestle-trees, to spread the rigging, and for the convenience of men aloft.

TOPGALLANT MAST—The third mast above the deck. TOPGALLANT SAIL—The third sail above the deck. TOPMAST—The second mast above the deck. Next above

the lower mast. TOPPING LIFT—A lift used for topping up the end of a

boom.

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•20 THE NAVY LEAGUE JOURNAL.

TOPSAIL—The second sail above the deck. TOSS—To throw an oar out of the rowlocks, and raise it

perpendicularly on its end. TOW—Vessel being hauled by another. As verb, to draw

another vessel. TRAVELLER—Iron ring fitted to slide up and down

rigging-TRIATIC STAY—Heavy rope secured to heads of the fore

and main-masts. TRICE—To haul up by a rope. TRICK—Time at wheel. TRIM—Way a vessel floats. Trimmed by the head means

with bows lower than !hey should be. TRIP—To break an anchor clear ol" the bottom. TRUCK—Uppermost end of the uppermost mast. TRYSAIL—Triangular fore and aft sail on a squarerigger;

used in heavy weather. TURN—Half turn ; round turn, applied to rope means

passing it about a pin. Turn in : stop work or go to bed ; turn out, get up or get on the job.

UNBEND—To cast off, most frequently applied to sails. UNMOOR—To heave up one anchor, leaving vessel riding

to another. To cast ship off from pier. VANE-—Light bunting at masthead used as weaiher vane. VANG—Rope leading from a gaff to ship's side to steady

the gaff. VEER—To pay out chain; also the wind veers when it

changes against the compass (from westward to cast-ward); it " s h i f t s " when it changes from eastward to westward.

WAIST—Upper deck amidships. WAKE—Broken water left astern of a ship in motion. WARP—To move a vessel from one place to another by

means of a rope made fast to some fixed object, or to a kedge. A " w a f p " is a rope used for warping. If the warp is bent to a kedge which is let go, and the vessel is hove ahead by the capstan or windlass, it would be called " kedging."

WASH-BOARD—Light pieces of board placed above the gunwale of a boat.

WATCH—A division of time on board ship. There are seven watches in a day, reckoning from 12 M. round through the 24 hours, five of them being of four hour each, and the two others called " d o g watches," of two hours each, viz., from 4 to 6, and from 6 to 6 P.M. Also, a certain portion of a ship's company, appointed to stand a given length of time. In the merchant service all hands are divided into two watches, port and starboard, with a mate to command each. A " buoy " is said to watch when it floats on the surface.

WATCH-AND-WATCH—The arrangement by which the watches are alternated every other four hours. In dis-tinction from keeping all hands during one or more watches "Anchor watch," a small watch of one or two men, kept while in port.

WATCH HO ! WATCH—The cry of the man that heaves the deep-sea-lead.

WATCH-TACKLE—A small luff purchase with a short fall, the double block having a tail to it and the single one a hook. Used about deck.

WATER-WAYS—Long pieces of timber, running fore-and-aft on both sides, connecting the deck with the vessel's side. The scuppers run through them.

WEAR—To turn a vessel around, so that, from having the wind on one side, the wind will be on the other side, carrying her stern around by the wind. In " tacking " the same result is produced by carrying a vessel's head around by the wind.

WEATHER—In the direction from which the wind blows. A ship carries a " weather helm " when she tends to come up into the wind. " A weather ship " is one that works well to windward, making bat little leeway.

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THE NAVY LEAGUE JOURNAL. . 21

W E A T H E R R O L L - T h e roll which a ship makes to windward.

WEIGH—To lift up, as, to weigh an anchor or a mast. WHEEL—The instrument attached to the rudder by which

a vessel is steered. WHIP—A purchase formed by a rope rove through a single

block. " To whip," is to hoist by a whip. Also, to secure the end of a rope from fagging by seizing of twine.

WHISKER BOOMS—The cross trees to a Iniwsprit. WINCH—A purchase formed by a horizontal spindle or

shaft with a wheel or crank at the end. WINDLASS—The machine used to weigh the anchor. WING—That part of the hold or between decks which is

next the side. WINGERS—Casks stowed in the wings of a vessel. WING-AND WING - T h e situation of a fore-and-aft vessel

when she is going dead l>efore the wind, with her fore-sail on one side and her mainsail on the other.

WORK-UP—To draw the yarns from old rigging and make them into spunyarn, foxes, sennit, etc Also, a phrase for keeping the crew constantly at work upon the need-less matters, and in all weathers, and Iteyond their usual hours, for punishment.

WORM—To fill up between the lays of a rope with small staff wound around spirally.

YARD—A long piece of timber, tapering slightly toward the ends, and hung by the centre lo a mast, to spread the square sails upon.

YARD-ARM—The extremities of a yard. YAW—The motion of a vessel when she goes ofl'her course. V A W L - A vessel with two masts, the small one aft. YOKE- A piece of wood placed across the head of a lioat's

rudder with a rope attached to each end, by which the l»oat is steered.

T H E

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CUNARD TO EMPLOY T H E I R OWN WIRELESS OPERATORS AS OFFICERS.

The Cunard Company, whose ship the Lucania, now no longer a Cunarder, was, long ago, the first ship to carry wireless, have taken an important step They are to have their own wireless operators, with Cunard uniforms, Ac., and the 50 or 60 operators in their service will be Cunard men in the full sense instead of being the Marconi Company's employees.

This will bring them in line with the rest of the ship's company, and subject to the Cunard rules of service and discipline. The wireless men will have the rank of officers, and have a form of gold braid to denote rank.

At the moment there is no decision by other lines to change over from the radio firms, but in time, of course, the Cunard lead may be followed.

P L E A S E N O T E . Contributions of a suitable nature are cordially

invited, and should be addressed to the Editor, The Navy League Journal, Royal Naval House, Grosvenor St., Sydney.

All alterations of standing advertisements should reach the Journal N O T I .ATF.K than the 1st day of the month of issue.

P H O N K S : C I T V 7786 and C I T Y 6817.

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T H E N A V Y L E A G U E JOURNAL. 28

ANTHONY HORDERNS' FOR EVERYTHING

We Invi te the amples t Inves-t iga t ion Into both qual i ty a n d p r i ce of the goods we o f f e r , a n d we a r e con ten t to leave the resul t to you.

Upon th i s conf idence t he vas t business or ANTHONY HORDERNS' has been built , a confidence not to be t r i l led wi th by a n y s t a t e m e n t s of o u r s t h a t c a n n o t be s u b s t a n -t i a ted to t h e u tmost ex t en t .

ANTHONY H0RDERN& SONS, LIMITED BRICKFIELD HILL, SYDNEY.

SATISFIED CUSTOMERS SELL THE

Safix-Miller Outboard Motor FOR US

T H E S E A B E :

Separate Magneto Ignition (Liberty Boach Magneto)

Heavy Tearing Parti • e igh t under 70 Iba. Starts readily. Spare parts always available

Write tf tall particulars aad

Buzacott & Co. Ltd. 7 - U Market Street, Sydney.

i T H E N A V Y L E A G U E .

P A T R O N * - -

H . E . T U B GOVERNOR G E N E R A L T i m R r . H O N . L O R D F O R S T E R , P.C. G .C .M.G.

H . E . T i l * S T A T U G O V E R N O R S I R W A L T E R D A V I D S O N .

K-C.M.G-

PnitSIDKNT — Tim HON S I R W. P. C U L L E N . K.C-M.G . E tc . . Etc.

L icu tennn t Governor and Chief Jus t i ce of New S o u t h Wale*.

E C O M M I T T E E —

J . P . F R A N K I

I R N S S I R F . O . W A I . K V

H . W. C o n n v S i n A L E X A N D E R M A C C O R M I C K

A . G O R D O N W K S C I I K

H I S H O N O R J U D O E B A C K H O U S S

J . P A Y N E

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P E T E R B O A R D

H O N . S I R T H O M A S H U G H E S

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E X E C U T I

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C O L . T H E H O N . S I R J A M E S R U I

E D W A R D W . K N O X

K I L I O K I N O

S I R S A M U E L H O R D K R N

F . W . I I I X S O N

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O . E . F A I R F A X

O S C A R L I N E S

E . P . S I M P S O N

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M A J O R G E N E R A L B R A N D . C . B . C . M . G . . D . S . O

C O M M O D O R E H . M . E D W A R D S . R . N .

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K E I . S O K I N O

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F . W . H I X S O N

A L F R E D G . M I L S O N

O R O A N I S E R A N D E D I T O R O F J O U R N A L —

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ANNUALLY.

Do. (for life) 25 0 0 F E L L O W S ( L A D I E S A N D C E N T L E M E N ) - 1 1 0

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Do. Do. Do. for life 10 10 0 MEMBERS, not less than - - • 0 5 0 J U V E N I L E M E M B E R S 0 1 0

T o T H E H O N . S E C R E T A R I E S O F The New South Wales Branch of the Navy League,

Royal Naval House, Sydney. Please enrol my name as a of the NAVY LEAGUE for which 1 enclose.

value £ : s.

Address ..

> CO.. REIBY PLACE. CIRCULAR QUAY. SYDNEY

G e m Rings of Choice Quality.

i f/>hirt Mii /'/< i ///<>«</ Cif tier

Pearl ami Din 'iion i

t in tier I'55

^ G r f P ^ Onyx and uiamond Diamond SinKU

Onyx I-***} sha* Stone with and Diamond Diamond Fancy S/iafe Q) Shonldets

JC130 C'.'S H a r d y Brothers ' display of Diamond a n d Gent R in^s contains many cha rming new (lesions. I l lus t ra ted ca ta logues arc posted on request , a n d selection* a re sent lo a n y address on approva l . Five per cent , d iscount a l lowed on all cash

purchases .

HARDY BROS. LTD. 1 Silucrrtmie/ii

13 H U N T E R STREET, SYDNEY 1 1 6 - 1 1 8 Q U E E N S T R E E T ? 9 8 C O L L I N S S T R E E T

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R e g u l a r S a i l i n g s f r o m B r i s b a n e , S y d n e y , M e l b o u r n e , Ade la ide ,

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F L E E T . T O N S

" O R M O N D E " . 1 4 8 5 5

" O R M U Z " 14 ,088 " O R V I E T O " . 12 ,180 " O S T E R L E Y " 12 ,129 " O R S O V A " . 12,036 " O M A R " . 11 ,109 " O R C A D E S " . 10 ,000

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F o r lull p a r t i c u l a r s app ly :—

Orient S. N. Co. Ltd. 2 - 4 - 6 S P R I N G S T R E E T , S Y D N E Y .

S Y D N E Y ' S C H I E F T H E A T R E S .

J. C. W I L L I A M S O N L I M I T E I) •UuilH MrccUrs - C. Tailli. E. J. T.H, C. Henc*.

]• C. W I L L I A M S O N M A T I N E E S Natlaees. all Ttertres. WHnnaar mo* Satirlay at i .

T H E A T R E R O Y A L . L O U I S B E N N I S O N

I N

" B e n v e n o t o "

F o r 9 N i g h t s O n l y .

C R I T E R I O N T H E A T R E . E M E L I E P O L I N I

IN

" T h e F l a w . "

H E R M A J E S T Y ' S . "SALLY "

W I T H

J O S I E M E L V I L L E .

4

Art Metal Ceilings j Artis t ic , P e r m a n e n t , Economica l !

Wunderlich Metal Roofing and Archltec- < tural Enrichments. Metal Shop Fronts J Show Cases and Counter Frouts. Roofing , Tiles, Marseilles Pattern, made at Wun- . derllch Rnsehill Tileries, N.S.W. Terra > Cotta Roofing Accessories, Chimney Pots, , Finlals, Ridges, elc. Durabestos, the dur- < able Auatrallan Asbestos Cement Hydrau- J Ucally Compressed Sheets, for Walling. | Slates and Shingles for Roofing. Ceilyte, > the Australian Reinforced Plaster Fibre * Board. Hard white surfaces that will not , chip, crack oe warp. Plastic Art Celling » Panels, Coenices and Mouldings. |

PARTICULARS. CATALOOUBB AND RRICSB .ROM TM. J MANUFACTURER. '

W U N D E R L I C H L I M I T E D 5 The Ceiling People J

Heail of f ice a W o r k s S h o w r o o m * | B A P T I S T ST . REDKEK.N » P U T 8 T S Y D N E Y >

a n d 56 H U N T E R ST., .NEWCASTLE ' , Box 474 O.P .O. P h o n e 456 Bed . <6 l ineal J ; - *

CALL IN AND TRY A SAMPLE PIPEFUL, OR WRITE GIVING DETAILS OF TOBACCO AT PRESENT SMOKED, AND A SAMPLE WILL BE SENT.

Farmer's

Special Blend Tobacco prepared to order .

ji

An exclusive service typical of "The Store for £Men."

In the course o f every smoker's life there comes a period when his tobacco fails to please — when a subtle sense o f taste develops a very keen desire for tobacco of distinctive flavour.

Farmer's, seeking to serve the ideals of discriminating men, have innovated the exclusive service of preparing Special Blends of Tobacco to order. The most critical taste can now be satisfied with a blend of any strerfgth and flavour suited to personal preference. A sample, submitted for trial before ordering, ensures perfect satisfaction to every individual taste.

Packed in {lb., Mb., and lib. containers conservatively decorated for smoke-room service. A private reference number attached, and recorded by Farmer's, ensures the identical blend being always quickly obtainable.

F A R M E R ' S CARRIAGE PAID ON TOBACCO. BOX 497, G.P.O., SYDNEY.

J

C u m m n n f o e a l t h ® a n f e of Australia ESTABLISHED 1912.

G E N E R A L B A N K I N G B U S I N E S S of e v e r y d e s c r i p t i o n t r a n s a c t e d at ali b r a n c h e s in t h e p r i n c i p a l c i t i e s a n d t o w n s of A u s t r a l i a .

L o n d o n (2) a n d N e w G u i n e a (2).

S A V I N G S B A N K I N T E R E S T 3«2 p e r c e n t , o n d e p o s i t s u p to £ 1 . 0 0 0 . 3 pe r c e n t , on a n y a d d i t i o n a l b a l a n c e u p to £ 3 0 0 m a k i n g a to ta l of £ 1 . 3 0 0 o n w h i c h i n t e r e s t is a l l o w e d .

S A V I N G S B A N K A G K N C I K S A U K ALSO K S T A B U S H K I * AT T H K F O L L O W I N G : -

GARDEN- I AT. AND (SYDNEY! NAVAI. DEPOT. WII.I.IAMSTOWN (VICTORIA^

H.M.A.S . TINOIHA H.M.A.S . BRISBANE AUSTRALIA .. PLATYPUS SYDNEY .. GERANIUM MELBOURNE

TORPEDO HOAT AGENCY Deputy G o v e r n o r : G o v e r n o r :

J A S . KELL. SIR DENISON /IILLER. K.C.rt.G.

Telephone 1443 City. Established 1884.

COWLES&DUNN GUNMAKERS and IMPORTERS

of FIREARMS

7 2 K I N G S T R E E T , S Y D N E Y .

UP-TO-DATE AND RELIABLE RIFLES. REVOLVERS. GUMS AND AUTOMATIC

PISTOLS.

F I V E - G U I N E A

L A D I E S - W R I S T L E T W A T C H E S

H i g h - G r a d e M o v e m e n t in 9 - c t . C a s e , f i l l ed in 9 c t . E x p a n d i n g B r a c e l e t . A R e l i a b l e W a t c h .

£ 5 5 -

A V a r i e t v of D e s i g n s i n the H i g h e s t G r a d e M o v e m e n t s , f i t t ed wi th t h e l a t es t n a r r o w B r a c e l e t s

9 - c t . CIO 10 -15 -c t . £ 1 5 15 •

S i m i l a r W a t c h e s c a n b e s u p p l i e d , f i t t ed wi th G o l d B a n d s or Moi re S i U B a n d s .

J. M. DEMPSTER LTD Jewellers A y r s h i r e H o u s e Silversmith* C o r n e r K i n i a n d Y o r k S t r e e t s . Cutlers S y d n e y .

(J. M. Dempster • Manatfmtf Director)

T h e N a v y L e a g u e J o u r n a l

V o l . . I I I . N o . I I . S V D N E V , M A R C H , 1 9 2 3 . P R I C E 3 D .

T H E NAVY LEAGUE.

TH E year past has seen a beginning made with the reconstruction of the League after a period of hesitation and passivity—not

unnatural in view of the uncertainties of the naval situation, but, none the less, regrettable.

The reversion to the old motto, " K E K P W A T C H , "

sufficiently indicates the spirit in which this recon-struction has been undertaken. While the imme-diate menace which prompted the great efforts made by the League between 1909 and 1918, and attracted to it so large a measure of support both in the Mother Country and the Dominions, has been removed—the old truth that we live by the sea, and can only live if the way of the sea is kept open by adequate naval power, has forced itself once more on public attention. The League, therefore, must take up once more its old work of educating the general public in the meaning and need of Sea Power, and of organising public opinion to insist that the Navy is not stinted of that provision of men and material which its professional heads declare necessary for carrying out the foreign policy of the Government.

In order that the League may fulfil the objects for which it exists, even on the present limited scale, it is necessary to obtain much larger financial support than has been forthcoming during the last four years. An Endowment Fund has, therefore, been opened by means of which it is hoped to obtain a sum of at least ^ 1 0 0 , 0 0 0 as a capital sum, the income from which, together with the annual subscriptions and donations, would secure the continuance of the league 's activities under all circumstances.

Members of the League are asked to do all they can to promote the success of the Fund, and, at the same time, not to forget that, while it is being collected, the work of the League must be carried on, and its current income maintained or, prefer-ably, increased.

During the past year the League has had the happiness of welcoming many distinguished visitors from the oversea dominions, and will shortly have a«? its guest for a period all too short, Mr. Sam Harris, President of the Navy League of Canada. By means of these visits, and the mutual know-

•20 T H E NAVY LEAGUE JOURNAL.

^txtnxdxit (Mviiml ^mmnxxtt QJmnpmtg LIMITED.

A N A U S T R A L I A N I N S U R A N C E C O M P A N Y .

I H v c c t o v e : A. K. JAQL'KS. CHAIRMAN-.

C. C. OAI.K J. M. ATKINSON. THKO. J. MARKS. L. J. DA VIES.

F I R E , M A R I N E , A C C I D E N T AND S I C K N E S S , W O R K M E N ' S C O M P E N S A T I O N , B O I L E R E X P L O S I O N , MOTOR CAR, P U B L I C R I S K AND P L A T E G L A S S I N S U R A N C E .

Losses by Lightning, Bush Fires and Be Patriotic—Insure Australian Property-Gas Explosion Paid. in an Australian Insurance Company.

HEAD OFFICE: 16 MARTIN PLACE, SYDNEY. KELSO KING. MANAGER.

tT

Modem Passenger Steamers:

KATOOMBA

CANBERRA

LEVUKA

ZEALANDIA

KAROOLA

• Y R E E M A

BOMBALA

DIMBOOLA

COOMA

WODONGA

V Y A N D R A

A R A W A T T A

ARAMAC

Interstate Steamship Sailings Regular Passenger and Freight Services

to all Australian Ports.

BUILT FOR SPEED AND COMFORT.

FOR FULL PARTICULARS APPLY TO

J

Adelaide St.am.hip Co. Ud. A. U. S. N. Cm. Aaetrahan St.anuhip Ud. Mdhtraitk. McEackam Lime Hnddart. f M b r , Ud.

• 22 Bridge Strc.tr Sydney 7 Bridg. Strtmt, Sydney

. 3S0 George Sir..I, Sydney 81 PHt Street. Sydney -10 Bridge Street. Sydney

• 9520 • iotas • 8221 • TSSS • 95S8

Uettmmme Steamekip Co. Ud. - Cr. Omnco and Barrack Str—te 8*13

T H E N A V Y LEAGUE JOURNAL. . 21

ledge of each other's thoughts and hopes, the l e a g u e will maintain its position as one of the strongest links between the old country and the nations oversea which own allegiance to " one Flag, one Throne."

The year 1922 was not lacking in instance of the power wielded by the British Navy as an instru-ment of peace and security. T h e ships of Britain alone enabled a slender Allied force to withstand the ambitions of the Angora Government and its Bolshevist Allies, and probably saved the world from another devastating war. In China, contin-gents from the Fleet have on more than one occasion supplied guards for the Banks and Mer-chants ' Offices in the Treaty Ports threatened with revolutionary violence, while the battle cruisers, " Hood " and " Repulse," sent to Rio de Janeiro to celebrate the Centenary of Brazilian independ-ence, did much to cement the existing friendship between Great Britain and Brazil.

T h e Washington Conference ended in an agree-ment by which our representatives, in common with those of the United States, France, Italy, and Japan, undertook to limit the number and size of the capital ships maintained by the respective countries, and to restrict lurther shipbuilding for a period of ten years. In order to show the deep desire for peace—which animates the British nation—we not only consented to a standard of equality with the United States, but proceeded to reduce the numlter of capital ships maintained by us without wailing for the ratification of the Treaty by the Governments of our co-signatories. We have thus gone to the utmost limits of concession ; and, in view of the fact that this Treaty has not yet been ratified by France and Itaiy, while the Government of the United States is taking advan-tage oi its rights under the Treaty to bring obso-lescent vessels up to date, we may appear to have gone even beyond those limits.

It is clear tliat a substantial naval force must be maintained in the Mediterranean ; it is clear also that, in view of the naval strength of America and Japan in the Pacific—close as our ties of friendship with both Powers are — and our paramount Imperial interests in those waters, sufficient naval strength must be maintained there to suppor t the local sea defences of Australia and New Zealand.

Nor can we aflord to neglect our naval defences in the waters of Northern Europe, where the Russian Navy is being reorganised, and the con-struction of their new light cruisers expedited.

Under the circumstances recorded above, it cannot be said that the two post-Jutland ships which we are entitled to lay down under the Washington Pact, are any too many, or have been laid down a moment too soon. Even if the Pact be ratified, we shall only have building, or built, two post-Jutland ships (or three if the " Hood " be counted) as against three American and two Japa-nese ; while, if the Pact be not ratified, the ratio will be two (or three) to thirteen and seven respectively.

But the sacrifice made by this country in pursuit of the ideals of peace and goodwill among the nations is not confined to material. That , indeed, is the least part. The number of officers and men has been reduced from 119 000 (at which it stood at the beginning of the financial year) to 101,000 at the present time, with the promise of a further reduction to 98,500 by March 31st next. At that date the number of active service ranks and ratings in the United Suites Navy will be 116,200, and in that of Japan 69,000.

It will be the duty of the Navy League to watch this matter of the personnel very closely, and to see that no influence, however powerful, is allowed to interfere with the numliers which the Admiralty experts consider necessary for the manning of the Fleet and the proper maintenance of the schools and shore establishments. If we have an adequate supply of officers and men of the quality which the British Navy has always produced and trained to its standard, we can afford to look with comparative equanimity on a barely sufficient material. But if the type of seamen on whom our safety rests is permitted to fall off in numbers or deteriorate in efficiency we shall approach a position of extreme danger.

During the war, under the stimulus of patriotic urging and remunerative [irices guaranteed by Government, the area of land under corn crops in these islands was very considerably increased. T h e disastrous condition of British agriculture since the end of war conditions has, however, again reduced this area till it bids fair to Call below

4 THE NAVY LEAGUE JOURNAL. A

THE ABERDEEN

UNE Regular Service

between Australia and London via

South Africa. Highest Class

Steamers on the Route.

"EURIPIDES" - - - 15.0"0 Toot Fitted with Wireless " THEMISTOCLES" - - 11,250 „ First and Third Class

Telegraphy and "DEMOSTHENES" - - >1,250 „ Passengers Submarine • "SOPHOCLES" 12,500 „ Carried.

Signalling Gear. •"DIOGENES" - - • '2,500 „

DALGETY & COMPANY, LIMITED A t TO '

all Australian Ports

C A B I N P i a n f m

Only.

Australia to Southampton, London and Liverpool via South Africa.

Rjcular SaiUnp " C E R A M I C " - 18,500 T o o l " P E R S I C " - - 12,000 T o n s Also Cargo (Larfc* Steamer In Auitralarian Tradcl " R U N I C " - - 12^00 „ Steamers a t

P „ " M E D I C " - - I2fl00 T o n s " S U E V I C " - - 12^00 „ Frequent Intervals

r M S S C W E T DALGETY A COMPANY, LIMITED " " v s r " "

2 THE NAVY LEAGUE JOURNAL

even that of 1914. It seems inevitable, therefore, that we shall remain dependent on oversea trade for our daily bread. Foodstuffs and raw materials can only be brought in vessels which float on the surface of the water, though they may be attacked either from the air or from under sea. In any case, seeing that they are vulnerable from one end of a long voyage to the other, protection must be afforded them by vessels moving in the same plane as themselves. If the potential enemy possesses battleships, we must have battleships to meet them ; if cruisers, we must have cruisers, and, in any event, surface vessels are required as a defence against attack from surface craft, and also against the submarine menace—especially on the trade routes.

While, therefore, the Navy League is fully alive to the importance of developing air power, and will aid in any legitimate effort to do so, it must repudiate strongly the contention of those who maintain that the day of the capital ship has passed, and that the defence of our shores and trade can now be entrusted exclusively to aircraft and the necessary carriers and attendant ships. The future may have great changes in s tore; but these changes can only with safety be brought about by a process of evolution and in accordance with the growing knowledge and experience of those who are trained in the traditions of the naval service which has kept us free and built up the power and prosperity of Britain from the days of Alfred until now.

[The above message signed on behalf of the Executive Committee, London, by the Chairman (Sir Cyril Cobb) and the Vice-Chairman (Mr. Gerard Fiennes), has l>een circulated to all branches of the Navy. League throughout the world, as eml>odying the League's considered opinion on the existing naval situation.]

As ships meet at sea,—a moment together, when words of greeting must be spoken, and then away upon the deep,— so men meet in this world ; and I think we should cross no roan's path without hailing him, and if he needs, giving him supplies.

— H K N R Y W A R D B K K C H E R .

AUSTRALIA AS A NATION.

TWO G R E A T NEEDS.

In the course of an address recently at Brisbane His Excellency the Governor of Queensland voiced the following remarks : —

" I propose that the few words I am going to say to you this evening should be addressed to the Navy League Sea Cadet Corps and th3 subject of my remarks is to be the sea. The sea is what made England and I believe that every country, in order to become great and strong, has to send its men to the sea, or to the earth, or, in these days to the air. In all these elements men have to fight, but in ordinary times it is against the forces of nature and not against other men that the fighting is done. I do not think that a country in which the bulk of the people live always in great towns can keep that strength which is given in the first instance by fighting the forces of nature." His Excellency, after detailing the coming of the Saxons, Danes, and Normans and the important part played by the sea in history, continued : " If the English had not been the sea-faring race that they were, some other nation would have discovered New South Wales and Queensland, and occupied Aus-tralia, and if Australia is lo take her place as a great Nation I believe she will not only have to have many more men on the land than she has at present, but that she will also have to have many more on the sea. And just as a sea life is a good life for the nation, it is a good life for the men. It is a free life, a life of adventure, of seeing strange places and wonderful lands. It is a life in which a boy gets strong to do and to dare. I shall be glad to think that a number of the boys here to-night will eventually serve on the sea and help lo build up a great sea-faring class in Australia and thus give her a place among the nations of the world whose thrones have been set upon the ocean waves."

The Navy League Stands for prefer- Ask a Friend to Join the Navy League ence within the EMPIRE. x o - d * . * .

•20 T H E N A V Y L E A G U E J O U R N A L .

P . & o. ROYAL MAIL STEAMERS

To CEYLON, INDIA, EGYPT. M E D I T E R R A N E A N P O R T S

and LONDON.

First and Second Saloon Only.

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ELECTRIC LIFTS.

For Fares and all further particulars apply to

MACDONALD, HAMILTON & CO. A G E N T S

Tel. City 6321. Union Houre, 247 George Street, Sydney.

T H E N A V Y L E A G U E JOURNAL. . 21

The Romance of the Last India Company. B V O K K A 1 . D A . H I I . L .

I.

TH E history of the East India Company, sometimes alluded to as ' John Company,"

becomes also from its inception the history and evolution of the English Mercantile Marine.

It is a tale replete with romance punctuated with heroism and undaunted courage, of adventure and travel in the ceaseless quest of wealth and the glory of the British Empire.

It is a tale the telling of which in detail would fill not merely the leaves of many books but many shelves in a library.

For the purpose of these articles it is the writer's intention to trace briefly the fortunes of the East India Company in so far as it concerns their seamen and their ships.

Those who would learn of the Company's ex-ploits in that land, which is known to-day as the Indian Empire, will find much to interest them in the records published by the India Office and the lives of such men as Clive and Warren Hastings. To arrive at a proper understanding of how the East India Company came into being we must delve into history a little.

In the middle of the 15 th Century Prince Henry of Portugal—known as the navigator—had done more to encourage the science of navigation, then in its infancy, than any other man then living or dead. We English can take^ comfort in the fact that Prince Henry was half English, his mother being the daughter of John of Gaunt.

Prince Henry died in 1460, but so great had been his influence on the maritime affairs of his country, that it is directly traceable to his efforts in promoting the skill and enterprise of the Por-tuguese seamen, that in the year 1480 Portugal sent out two expeditions in search of an eastern route to India.

One proceeded via Egypt and the Red Sea and eventually reached Calicut on the S.W. coast of India. The other, under the command of Bar-tholomew Diaz, took the route followed by sailing

ships of to day, that is. round the Cape and across the Indian Ocean.

But Diaz did not succeed in crossing the Indian Ocean. Off the Cape he met with "storms of great violence," so much so that he called it Cape of Torments. He reached as far as Algoa Bay and then turned homeward, safely weathered the Cape again and duly arrived back in Lisbon, where his master King John II. was so pleased at the safe return of the expedition, that he renamed the Cape of Torments the Cape of Good Hope (Buena Esperanza). Later in 1497 Vasco de Gama completed the work commenced by Diaz and taking the same route crossed the Indian Ocean aided by a pilot picked up on the African coast, reached Calicut and the doors of the Eastern Treasure House were thrown open to the Portuguese.

The Portuguese were not slow to re&lise the immense stores of wealth which lay waiting to be garnered behind those magic doors and for nearly a century this nation had the monopoly of the Eastern trade. By way of strengthening her position she obtained from Pope Alexander VI., in 1493, a Bull which became famous and makes rather curious reading. It runs thus: " By the fullness of Apostolical power we do give, grant and assign to you, your heirs and successors, all the firm land and islands found or to be found, discovered or to be discovered, towards the West and the South, drawing a line from the Pole Arctic to the Pole Antarctic, that is from the North to the South, containing in this donation whatsoever firm lands or islands are found or to be found towards India, or towards any other part whatso-ever it be, being distant from or without the afore-said line drawn one hundred leagues towards the West and South from any of the Islands which are commonly called De Las Azores and Cape Verde."

By the dawn of the 16th Century "pearls, diamonds, rubies, perfumes, spices and si lks"

•20 T H E N A V Y L E A G U E J O U R N A L .

T H E C L O U D .

f / t

J K -

i • V

v . ' y

By oourtny " Sydney Mail." I N T H I S E X Q U I S I T E C L O U D P I C T U R E , M A P S T U D E N T S

W I L L S E E A R E S E M B L A N C E T O A W E L L - K N O W N L A N D .

" I bring fresh showers for the thirsting flowers, From the seas and the si reams; I bear light shade for the leaves when laid In their noonday dreams.

T H E C L O U D . 4* I bind the sun's throne with a burning zone,

And the moon's with a girdle of |>earl; The great mountains I skim, and the stars reel and swim, When the whirlwinds my banner unfurl.

• I am the daughter of earth and water, And the nursling of the sky ; I pass through the pores of the ocean and shores ; I change., but I cannot die."

—SHELLEY.

T H E N A V Y L E A G U E JOURNAL. . 21

Burns, Philp & Co. Ltd. Consult our Tourist Department (or

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flowed into Lisbon and astonished by their rich-ness and variety all Europe. Naturally then other nations itched for a share in this Oriental Pactolus and expeditions were sent out in all directions in the endeavour to discover the jealously guarded secret of the Portuguese—to wit, the sea route to India and the East.

Spain, who was already mistress of the New World, despatched Magellan to the South and West, England sent Davis in search of a North West passage, while Holland commissioned Bar-entsz to seek North Easterly, all with the same aim in view, that of a sea route to the treasure lands of India and Cathay.

Magellan found his way through those straits since named after him and one of his ships crossed the Pacific in a N.W. direction and sailing via the Phillipincs, the Moluccas, Java, and the Cape, eventually reached back to Seville, having circum-navigated the globe, a feat in those days equalling, if not surpassing, that of the Ross Smiths in flying from England to Australia through the air.>

In 1511 some English merchants petitioned Henry V I I I . for a charter to trade to the Indies. " T h e Indies are discovered," it ran " a n d vast treasure brought from thence every day. Let us therefore bend our endeavours thitherwards, and if the Spaniards and Portuguese suffer us not to join with them there will yet be region enough for all to enjoy." Nothing appears to have resulted from this petition for it was not until many years later, when Elizabeth was on the throne (1591), that the first expedition of any note was despatched from England in quest of that sea route to the Indies, which the Portuguese had for so long enjoyed uninterrupted. This expedition is worth taking a little note of if only for the fact that its Commander or " General!," as he was designated in those days, was the same man who afterwards commanded the initial voyage of the East India Company—James Lancaster to wit, one of the finest seamen of his day.

This expedition consisted of the " Penelope," the " Marchant Royall," and the " Edward Bona-venture," the latter flying Lancaster's flag.

Lancaster did not, as many of his predecessors had done, set out on- this voyage more or less

•20 THE NAVY LEAGUE JOURNAL.

blindfold. In the first place he had with him copies of papers and charts taken from the Spanish galleon "San Felipe," captured by Drake some four years previously and which proved invaluable as setting out not only the courses to be pursued and the various hydrographic details of such a voyage, but detailing the various commodities to be obtained at the various ports and the best seasons of the year to obtain them, together with copious notes of the peoples to be met with and engaged in traf'e. From the very outset it was an unlucky voyage. Before reaching Table Bay so many men had been lost through sickness that Lancaster, in arriving at Table Bay, determined to send the "Marchant Royall" home under a nucleus crew dividing the balance of his ship's company among the two remaining ships.

After leaving Table Bay they ran into the fierce Westerly storms peculiar to that latitude so that 41 we could not keep our men drie 3 houres together, which was an occasion of the infection among them, and the eating of salt victuals with lacke of clothes to shift them."

Off the Cape the Penelope foundered, at least they lost sight of her and she was never heard of again. Undaunted, I^ancaster determines to go on in the " Edward Bonaventure." We read of him reaching Sumatra, patrolling the Northern entrance to the Malacca Straits, where in spite of the enfeebled condition of his crew he captures several Portuguese ships, the last one being of " 700 tunnes." After several months cruising in these waters his men on the verge of mutiny and the ship leaking badly Lancaster set sail for home. They touched at St. Helena and then the N.E. trades proving too strong for them - for ships of those days could make very little way once the wind got before the beam—and provisions running short they made for the West Indies. At a place called Nura, when Iancaster and most of his men were on shore searching for victuals, the carpenter cut the lidward's " cable and she drifted out to sea and as far as the historian is concerned was no more heard of. Lancaster with some of his men is* picked up by a Frehch ship and finally land in England on 24th August, 1594*

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THE NAVY LEAGUE JOURNAL. . 21

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Though no material gain had been produced by this voyage, yet the knowledge gained was of incal-culable value. The secret of the Orient was no longer a Portuguese or Spanish monopoly and the vistas opened to the English merchants very soon produced the inevitable result and led to the formation of the East India Company.

[ T O D E C O N T I N U E D ] .

N A V A L N O T E S .

Commodore Edwards, R.N., was entertained to lunch by Members of the Executive Committee of the Navy League, N.S.W. Branch, at the Royal Sydney Yacht Club on the ind inst. Commodore and Mrs. Edwards left for London by R.M S. " O r m o n d e " which sailed from Sydney on the ioth March.

Captain Craufurd, R.N., has taken up duty as Captain-Superintendent of H.M.A. Naval Estab-lishments, Garden Island.

Captain Craufurd was in command of H.M.S. Tiger at the Battle of Jutland.

The Australian Squadron, accompanied bi-l l M.S. Chatham from New Zealand, has arrived at Sydney.

The sloop Merry Hampton has been converted into a surveying ship. She will relieve H.M.S. Fantomc in Australian waters.

H.M. battle-cruiser Jtenown is to be reconstruc ted with much thicker side armour, as was her sister, the Repulse, last year.

An anonymous donor in England has given ,£50,000 to assist the work of preserving to the nation. Nelson's famous flagship. Victory.

SUPPORT OUR ADVERTISERS

•20 T H E N A V Y L E A G U E JOURNAL.

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Following on the heels of Mr. and Mrs Kelso King's Taronga Park " ou t ing" reported in our last issue, Mrs. Kelso King again shows her prac- . tical sympathy with our Sea Cadet movement. Fifty of the Balmain cadets have been the recipi-ents of uniform pants and stockings—the gifts of Mrs King.

If the world had more Mr. and Mrs. Kings, there would be no Bolsheviks.

Mr. Harry Shelley is another good friend who cogies along without any flares burning and with-out any trumpets blaring, and frequently does the League a good turn. H e is hard at it now—hard at a very hard job—helping to get additional advertisements for the J O U R N A L .

The cadets, officers, and instructors who give so much of their time—without any reward—take heart when they know that some at least of the Navy League members render practical and valuable assistance to the movement.

We are very hopeful that a Indies ' Committee of real workers will soon make its presence felt.

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"IF IT'S FAULDINCTS — IT'S rl/KE."

Sir James Burns is back in Sydney. We hope to see Sir James at the monthly meetings of the Executive again when his health permits.

A very interesting lady in the personage of Mrs. Henry Daman is on a visit to New South Wales. Mrs. Daman is actively associated with the London Headquarters of the Navy League, and is anxious to get into touch with local activities during the next few weeks.

North Sydney Cadets are in want of a dinghy.

A N A P P E A L .

Members of the Navy I-eague who are in arrears wilh their subscriptions, and who receive this Journal regularly, are earnestly requested to notify l e ague Headquarters as to their intentions with respect to membership. T h e pre]>aration and the posting of the magazine means labour and expense, and lhe League is not in a position lo wasie its hard won funds, especially as money is urgently requited to help the Sea Cadet movement.

A reply from you will be much appreciated.

T H E N A V Y L E A G U E J O U R N A L . . 21

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The N A V Y L E A G U E is a Voluntary Patriotic Association of British Peoples, entirely outside party politics, desirous of rendering the greatest service of which it is capable to the Empire, par-ticularly in connection with alt matters concerning the sea. It upholds as the fundamental principle of National and I mperial policy COM P L E T E NAVAL P R O T E C T I O N FOR B R I T I S H S U B J E C T S A N D B R I T I S H C O M M E R C E A L L T H E W O R L D O V E R .

Its objects a r e : — [. T o enlist on Imperial and National grounds,

the support of al I classes 1N M AI N T AINI N O T H E NAVV A T T H E R E Q U I S I T E S T A N D A R D O F S T R E N G T H , not only with a view to the safety of our trade and Empire, but also with the object of securing British prestige on every sea and in every port of the World.

2. T o convince the general public that exjienditure upon the Navy is the national equivalent of (lie ordinary insurance which no sane person grudges in private affairs, and that S1NCF. A S U D D E N D E V E L O P M E N T O F NAVAL S T R E N G T H IS I M P O S S I B L E , O N L Y C O N T I N U I T Y O F P R E P A R A T I O N CAN G U A R A N T E E N A T I O N A L A N D IM P E R I AL S E C U R I T Y .

3. T o bring home to every person in the Empire that commerce can only lie guarded from any possible attack by a Navy, IN CON I UNC-T I O N W I T H T H E AIR F O R C E , sufficiently strong in all the elements which modem war fare demands.

4. T o teach the citizens of the Empire, young and old alike, that " i t is the Navy whereon, under the good providence of God, the wealth, safety and strength of the Kingdom chiefly depend," and that T H E E X I S TENCE O F T H E E M P I R E , with the liberty and pros-perity of its peoples, N O LESS D E P E N D S O N T H E M E R C H A N T S E R V I C E , W H I C H , U N D E R T H E S U R E S H I E L D O F T H E R O Y A L NAVY, W E L D S US I N T O O N E I M P E R I A L W H O L E .

5. T o encourage and develop the Navy l e a g u e Sea Cadet Corps not only with a view to keeping alive the sea spirit of our race but also to enable the BOYS T O B E C O M E G O O D C I T I Z E N S O F T H E E M P I R E , by learning discipline, duty and self respect in the spirit of their Motto— " For GOD, for the K I N G , for the E M P I R E . "

6. T o assist the widows and dependents of officers and men of the Royal Navy, including the Royal Australian Navy, Royal Marines and Mercantile Marine who were injured or who lost their lives in the War, and to educate their children.

•20 THE NAVY LEAGUE JOURNAL.

NAVY LEAGUE SEA CADETS \ R E A D Y | R E A D Y |

A Y E |

O F F I C I A L L Y R E C O G N I S E D BY T H E A U S T R A L I A N N A V Y B O A R D

Senior Officer-in Charge: M R . A R N O L D M E L L O R (late R.A.N.)

The Navy League is Non-Se&arian. The Navy League is Non-Political.

Balmain Company.

W A T C H W O R D S . G O D L I N E S S . C O U R T E S Y . C L E A N L I N E S S . O B E D I E N C E .

Acting Officer-in-Chargc. M R . M . M A C D O N A L D .

Hon. Secretary : M R . E D G A R F I D D E N .

The " outing," or (as termed by the Cadets the " eating ") at Taronga Park, so kindly extended by Mr and Mrs. Kelso King on toth ult., is likely to long be remembered by the Cadets of the U n i t ; they unanimously vote it the Historic Afternoon ; never were so many splendid photographs taken and, above all, never has such a repast been their loL

Our sailing crew are open to accept a challenge from any Unit for a sailing race.

The splendid trophy, a cricket set, presented by Messrs. Milson and Shelley and won by our cutter at the Anniversary Regatta, was handed over to Officer Murdo Macdonald (coxswain) by the Lord Mayor, Aid. Gilpin, at the Sydney Town Hall, on Tuesday evening, 26th ult. When the trophy was displayed at the Drill Hall on Thursday evening it

was looked at enviously by the Cricketing Cadets ; they have elected a captain, and arrangements will shortly be made to issue challenges to other units.

T h e next Cutter race is anxiously looked forward to, and it is hoped our Richmond friends will be no mean competitors.

About 16 Cadets from the Unit were present at Garden Island on the occasion of presentation of plate to H.M.A.S. " Parramatta." After the cere-mony they went aboard two of the cruisers lying in Farm Cove.

Petty Officer Gaul attended Garden Island during the week and handed to Commodore Edwards a splendid photograph of the Color Party taken at Mr. and Mrs. Kings outing.

Mrs. Kelso King has kindly donated 50 pairs each of pants and stockings for the r s d e t s ; the gilt is highly appreciated. Such practical expres-sions of interest contribute largely to the impetus the Navy l e a g u e movement warrants.

On March 10th about 40 of our cadets were present on the Orient Wharf, Circular Quay, to " farewell " Commodore Edwards on his return to England. T h e boys made the journey to the man-o'-war steps in the cutter, and from thence marched to the wharf, where they were joined by detachments from Drummoyne and North Sydney.

THE NAVY LEAGUE JOURNAL. . 21

Drummoyne Company. Officer-in-Charge : M R . G. W A L L A C E .

NEW ENTRIES.—Harry Brown, James Gilligan, f - j Donald Duncan, Jack Duncan, Wallace Hill, * William Wills, T. Duggan, David Duggan,

William Johnstone, Robert Murray, Norman £ T O'Driscoll, Walter Wells.

A N D S T A N D A R D B E A R E R S O F '

DISCHARGED.—P. O.Joseph Hannah (gone to sea), P. O. Frank Roberts, P. O. George Miller, Ldg. Sig. I^iwrence Hinchcliffe, Cadet Robert Burness (own request).

P R O M O T I O N S —Cadet Nat. Duggan to Ldg. Sea Cadet (act).

APPOINTMENTS.—Edward Blair Linquist, as Junior Officer, to rank as 1st Officer.

Arthur Docking, late R.A.N., as Junior Officer, to rank as 2nd Officer.

Reginald Fagan, as Junior Officer, to rank as Junior Officer.

The Drummoyne Company, which embraces boys from many suburbs on both banks of the Parramatta River, has been extremely fortunate in securing a fine site adjacent to Gladesville Bridge for a training depot. Through Mr. Mellor the property, which belongs to Mr. T. J. Dudley, has been leased to the Drummoyne Company and the League for conversion into a suitable and much needed depot for the Sea Cadets.

IE NAVY L E A G U E SEA CADETS.

All the officers and cadets are working like Trojans to renovate the shed and clear the ground. Electric light has already been installed : the shed looks resplendent in a new dress of pa in t ; the boat slip has been repaired, and the ground has been levelled.

Needless to say, the work has been performed with the greatest enthusiasm, for every officer and cadet recognises that the acquisition of the place is a step in the direction of a permanent establish-ment that must benefit the Sea Cadet movement, and give the cadets a definite meeting place where

SONS OF EMPIRE

Courtety " Sydney Mail."

•20 THE NAVY LEAGUE JOURNAL.

P E A R S O N ' S C A R B O L I C

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they can train, exchange opinions, and exchange their surplus cash Tor soft .drinks, and the like, at the canteen. This last innovation will become part and parcel o( the institution For the conveni-ence of the boys.

The league congratulates Mr. Mellor, his officers, and the cadets for their splendid efforts and their success in satisfying their needs.

Should any Navy League enthusiast have any spare gear—such as life-buoys, a ship's bell, nautical books, rope suitable for splicing, etc., it will be gratefully received at the depot, near Gladesville Bridge, Drummoyne.

Petty-Officer Joseph Hannah has gone to sea in the Commonwealth line of steamers as an ordinary seaman on the s s. " Eromanga " which left for the United Kingdom last month. Hannah, popularly known to all as " Wilkie," was one of the best. A good all-round athlete, the Navy League swimming champion, having won the Harry Shelley, Esq., gold medal and the Commodore Dumaresq trophy in 1922. Before leaving Sydney Petty-Officer Hannah was presented with a gold-mounted foun-tain pen by the Senior Officer, Mr. A. Mellor. We are sure P. O. Hannah will make good, and uphold the traditions of the Company. We wish him well.

C. P. O. Kelshaw, in charge of a party of 26 cadets, in company with a party from North Sydney and Balmain, took part in the ceremony of handing over the colours of H.M.A.S. Parrainatta to the Mayor of Parramatta, at Garden Island, in February. Commander Garsia, R.A.N , saw that the lads had ample to eat, and allowed them to inspect the ships alongside the island and the Naval Establishment. Commander Garsia was very pleased with the cadets, and commended C. P. O. Kelshaw on their behaviour.

On Saturday, the 26th February, sixty live cadets visited I .a Perouse and Kumell for a day's pleasure. The morning was spent at I.a Parouse, and after inspecting the memorial and the grave of the Swedish botanist who accompanied La Perouse on his early expeditions, the lads spent an hour swimming in the safe waters on the beach, on the Botany Bay side Crossing over to Kurnell by motor launch, the lads had an interesting stay on the beautiful Kurnell Reserve, and were much interested in the Captain Cook Memorial and other historic places connected with the famous British explorer when he first landed at Botany Bay. After a group photograph had been taken around the Captain Cook and Solander Memorials the lads left for honre, and although tired they had a real good outing, and wish for more of a similar nature.

Continued on page 23.

THE NAVY LEAGUE JOURNAL. . 21

NAVAL LITLRARY BLUNDERS. BY CAPTAIN J A M K 8 I I . WATSON. J . P . . K.R.A.H.H.

IN a very interesting book " Peeps at the Royal Navy" by the Revd. James Baikie, F.R.G.S.. where in writing of "Tur re t Ships" the

following passage occurs: " A strange contrast to the stately white-winged ships of the line that flew the white ensign at Trafalgar."

The inference is that the British fleet which defeated the combined fleets of France and Spain at Trafalgar flew the white ensigns as British war-ships do now. The British fleet went into action in two divisions, the 14 weather division" under Vice-Admiral I«ord Nelson flying his white ensign because he was a Vice-Admiral of the White ; the " lee division " under Vice-Admiral Collingwood flew a blue ensign because Collingwood was a Vice-Admiral of the Blue.

This system had.been in use since it was first instituted about 1627, with some slight variations,

until it was finally abolished in 1864 by an Order in Council on July 9th of that year, which dis-continued the classification of flag officers as of the Red, White, and Blue, and this was followed on August 5th by an Admiralty circular by which, among other things, it was ordered that all war-ships in commission " should fly the White Ensign ; that the Blue Ensign should be borne by vessels in the service of any public office, and by ships com-manded by officers of the Royal Naval Reserve, and having a fourth part of the crew composed of reserve men ; and that the Red Ensign should coutinue to be flown by all other British vessels, with the exception of certain yachts and craft authorised to bear distinguishing flags." This order and circular are in force now.

It is seldom that a writer on naval matters, un-less he be a service man, escapes the pitfalls which

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18 THE NAVY LEAGUE JOURNAL.

the technicalities of the service provide for the unwary, and the writer is aware lie is on dangerous ground, and has in mind what St. Paul wrote to the people at Corinth " let him that thinkelh he standeth, take heed lest he fall," or in other words " keep your weather eye open." All the foregoing is just an introduction to a proposal to give readers, many of whom are young and being initiated into naval affairs, the origin and development of many things in connection with the navy of to-day.

First of all we will deal with ( ( the flag that has braved a thousand years the battle and the breeze," although not always as it is to-day. This flag

which anyone can fly ashore, but only ships of the Royal Navy on the water, is generally called the Union jack , which is not quite correct. It is properly named the Union Klag because it denotes the union of the three countries England, Scotland, and Ireland. I t had its origin when England and Scotland became united under sovereignty of James I. in 1603, when the banner of St. Andrew of Scotland, a white diagonal cross on a blue ground formed the basis of the new flag, and on which was laid the banner of St. George of England, a red cross on a white ground, the com-bination forming the Union Flag. I t was this flag

which Governor Phillip had hoisted in Sydney (or where Sydney now is) on January 26th, 1788.

T h e flag got its name, it is supposed, from Jacobus, and Jacques, the Latin and French, the legal and court names for James.

On the King's Birthday, 1801, during the time Captain Philip Gidley King of the Royal Navy was Governor of New South Wales, a new Union Flag was hoisted at Sydney. The " Government and General Order," signed by the Governor, calls it " the new Union Flag," and it was hoisted at Dawe's Point.

Whatever doubt some people may have as to the locality where the Union Flag was first flown in Sydney, there can be no argument as to where the new flag was. This flag was the same as the old one but with the addition of St. Patrick's diagonal cross, and is the flag we are all familiar with at the present day and which is known as the Union Jack, although correctly speaking the flag of that name is a diminutive one flown from the jack-staff 011 the bow of the ship. In the day of sails it used to be on the bowsprit, but since that spar has disappeared it is on the equivalent position.

A T T A R O N G A PARK.

YOUTH WILL BE SERVED.

THE NAVY LEAGUE JOURNAL. 28

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A V O I D I N G T H E H E A T O F

R E D S E A .

F L E E T I O N S

S.S. •ULYSSES " • 15,000 S.S. ' N E S T O R " - - 15,000 S.S. ' A N C H I S E S " . 10,000 S.S. ' A E N E A S " - - 10,000 s s . • A S C A N I U S " 10,000

F I R S T - C L A S S P A S S E N G E R S O N L Y C A R R I E D .

Fares to ENGLAND from £96 Single sod £168 Return.

Fares to AFRICA- - £64 Sinjle Return £114.

Additional charged for Cabin a^te- Luae, Single Berth and Bedstead Cabin*.

Return Tickets can be made interchangeable with P. ft O , Orient and Aberdeen Line*

P.& O.BRANCH SERVICE

F L E E T O F T W I N S C R E W S T E A M E R S " R A U . A R A T -" B A L R A N ' A I . I I " " R A R A D 1 X K " • B A R R A H O O L " • B E N D 1 G O -

IS.3tm T o n . ivmi .. 1J.W! .. I V M I . ts.su „

" B O R D A " " H K R R I M A " • B K I . T A N A "

" B K N A L L A "

11.13) Ton* 11.1*1 .. 11.120 .. ii.iao

A G E N T S

T o L O N D O N v i a

D U R R A N a n d

C A P E T O W N .

Third-Class Passengers only

carried. A popular and cheap way of

travelling.

Fares to L O N D O N

to £ 4 5 Single.

£ 6 7 to .£81. Return.

Fares to A F R I C A

£ i \ to £ n Single, to ^ 4 8 10s. Return.

Return Ticket* can be made interchangeable with P. * O.. Orient and Aberdeen l ine*.

G I L C H R I S T , W A T T & S A N D E R S O N , L T D . m aOOXBBI.Ii BTRBBT

•20 T H E N A V Y LEAGUE JOURNAL.

READY-TO-ERECT WEATHERBOARD COTTAGES W e supp ly all necessa ry ma te r i a l s , t he best of the i r respect ive k i n d s , toge ther w i t h f r a m i n g t i m b e r s - c u t , m a r k e d , a n d n u m b e r e d , r eady to fi t together . Our " C o t t a g e H o m e Ca ta logue s h o w s f o r t y - f o u r Modern Des igns of bu i ld ings c o n t a i n i n g f rom one to e ight R o o m s a n d Offices. T h i s booklet w i t h comple te P r i c e L is t mai led free to a n y addres s .

E n q u i r i e s sol ici ted.

S i m p l e x Portable B u i l d i n g s

ARK UNSURPASSKI) FOR

Week-end Hames, Motor Garages , Small Stores,

Workshops , etc.

Cata logues and Price Lists on application.

S k i l l c i Mechanics a r e n o t necessary in the erection of

these buildings.

Our stocks comprise Impor ted ^ and Colonial T imber , Joinery, ^ I ron , Glass, I ' a in tsand bui lders ' requisites of all kinds. All at

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T I M B E R A N D J O I N E R Y

M E R C H A N T S

T h e compass may be said to be the most useful and necessary article of equipment on a ship for without it the desired destination could not be reached and the ship would be "a l l at sea."

T h e mariner's compass is said to have been known to the Chinese as early as 1115 B.C., and brought to Europe in the Thir teenth Century A.D., by the early Venetian traveller Marco Polo. I t was much improved by the invention of the compass box, and the gimbal action in its suspen-sion, which was invented and applied by William Barlow, an English clergyman, in the year 1608. At various times changes in the card have been suggested, and one of recent date (1919) has been advocated by Captain A. E . Da belle of the Queens-land Coast and Torres Straits Pilot Service, and which he terms the " Mariner's Compass Card, Australian Pattern (180*)." It is a system of notation between the one in general use (90'), and the one that the Admiralty were introducing (360"). But as many more qualified to offer an opinion t h i n the writer may read this, it will be left at th i t .

In a "Ske t ch of Sydney Harbour in the ifith Century " written by a popular local writer, it des-cribes a Spanish vessel Iving in Rose Bay and the crew tramping round the capstan heaving up t h e anchor.

It is very probable that had the author turned up " Capstan " he would have found that it was not invented till 60 or 70 years after the year of his story, and so would have used the word wind-lass. And in this connection the cable suggests itself, which down to 1812 had been of hemp, and at this date chain cables were first used in t h e Royal Navy. A cable is 150 fathoms long, that is 900 feet, chain cables are composed of 12 lengths each of 12l/i fathoms, shackled together, and a swivel in the middle of every other length, t he reason for which is apparent.

A very important part of a ship's gear is the log line, by which the speed of a ship, or the distance run is calculated, and of special use when working out a dead reckoning; it was first used in naviga-tion in the year 1570, just six years before the

T H E N A V Y LEAGUE JOURNAL. . 21

dip of the needle " was observed by one Robert Norman of Wapping.

One of the greatest stumbling blocks with regard t o nautical matters to both artists and authors has been in regard to dress.

It is not so long since that a large painting, shown at a public exhibition, and which depicted 41 Governor Phillip landing in Sydney Cove " had t h e sailors who were rowing the boat dressid in the present day uniform. It may not be generally known that sailors in the Royal Navy had no special clothing until 1857, and that each Captain could clothe his men just as he pleased, and some-times some remarkable effects were produced. In naval history many instances of this are found. T h e Captain of the Vernon in 1840 had the men of one watch dressed " in red serge frocks, with red woollen comforters," and the men of the other watch " in blue serge frocks and blue comforters."

Pay Less Dress Better"

T h e crew of the Blazer in 1845 wore " blue and white striped guernseys, and jackets," and Com-mander Arthur Parry Eardley Wilmot of the Harlequin dressed his boat's crew as Harlequins in 1853, and in 1854 the ship's company of the Trincomalee were dressed in red shirts and fancy caps, whilst the Caledonia men were in Scotch bonnets with a tartan band. Therefore whilst each commanding officer could please himself there was as much variety in dress as there were commissioned ships in the service.

An Admiralty Circular in January, 1857, how-ever, put an end to these incongruities and specified what seamen of the various ratings were to be clothed in. Among other things at that t ime a tarpaulin hat and jacket were part of the uniform, but these were abolished in 1891, and the following year "pa t t e rn uni forms" were exhibited at the Admiralty and an illustrated manual was

C O N T I N U E D ON PAGE 2 4 .

Suit Distinction 63/-ANEW era in Su i t Values. These smar t Aus-

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•20 T H E N A V Y L E A G U E J O U R N A L .

G E O R G E B. S M I T H Insurance Offices

THE RISKS OF COMMERCE

—fire on land or sea—loss or

damage to ship or cargo—collision

fire, theft, or property damage.

Underwriters and Paying Agent s

Fire Policies giving

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forwarded.

Marine Policies of Insurance Issued negotiable and

payable In case of loss in any part of

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Geo. B. Smith - Managing Underwriter •arwfck Building, Hamilton Stmt Sydney, N.S.W. TeL Qty 3474

Melbourne Branch: 57 Queen Street Melbourne ' Tel. Central 7741

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T H E N A V Y L E A G U E J O U R N A L . . 21

C O N T I N U E D F R O M P A C K 1 6 .

" B " Section (32 cadets) under Mr. A. Docking, 2nd officer, attended the Orient wharf on Satur-day, ioth March, in company with other sections from metropolitan companies to bid farewell to Commodore Edwards, R.iV.

Sunday afternoon sailing in the cutters is very popular. It is hoped that next season sailing races will be arranged as well as the pulling events.

The introduction of a canteen in the depot, with C. P. O. Kelshaw in charge, has proved a success from the opening. Soft drinks, cakes, and sweets are the main items of interest where lads are con-cerned ; the profits will assist materially in the upkeep of the depot.

N o r t h S y d n e y C o m p a n y .

O f f u t i ix Ch.irge: M R . M . M A C D O N A L D

Assistant Officer-iii-Ckarge: M R . I , . V I N C K N T .

On the invitation of Commander Garsia, R A N . , and with the consent of the Headmasters of the Schools wherein the cadets are scholars, 30 of lhe lads visited Garden Island on the occasion of the presentation Flag and Plate of H.M.A.S I'arra-matta being returned to the civic fathers of that town for safe keeping. The valued gifts were originally presented by the ladies of Parramatta and district to the destroyer, and were carried by her during the whole period of her active service, which included distinguished service during the Great War.

The Cadets looking bright and well in their League uniforms, were conveyed in two naval launches to the Island from man-o'-war steps.

The " outing " was most instructive and enjoy-able.

On Saturday, March ioth, this unit sent its quota of cadets to "farewell " Commodore H. M. Edwards, R.N., on his departure by the "Or-monde " for England. In the Commodore the Sea Cadets had a staunch friend-

Negotiations for a drill hall are proceeding, and ere long it is hoped to finalise the matter satis-factorily.

Great efforts are being made to obtain masts and a suit of sails for our cutter. We believe they are in sight.

LINOLEUM CREAM

T H E P E R F E C T FLOOR POLISHER CLEANS, POLISHES ANO PRESERVES.

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24 T H E N A V Y LEAGUE JOURNAL 19

Richmond Company. Offutr-in-Ckarp: M R . R . H . WADK.

Hon. Secretary : MR. L. RAY.

There was great rejoicing in this unit a lew days ago - for, was it not a fact that the naval cutter lent to us by the Navy l e ague Headquarters, Sydney, had arrived at Richmond ?

One morning some cadets espied it on a railway truck in the Station, and gave vent to their plea-sure with a round of lusty cheers. I t is a 28ft. cutter pulling ten oars.

We transported her to the Hawkesbury River on the 3rd in s t , and after giving her a good wash down, sank her for a couple of days in shallow water.

After emptying her and another scrub down she will be allowed to dry in the shade, after which a couple of coats of paint will be administered.

Immediately the cutter takes the water in her new dress, the cadets will commence practice in the art of rowing.

•When the next inter-unit cutter race lakes place, this unit expects to give a good account of itself.

C b t

Bellambi Coal Company L i m i t e d

C O L L I E R Y a n d S T E A M S H I P O W N E R S

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OFFICES—16 SPRING STREET, SVDNEV

C O N T I N U E D F R O M P A G E 2 1 .

issued so as to ensure there should be 110 divergence from the established type.

Uniform dress for officers is of much older date and was first established by King James the First, when by order of April 6, 1604, it was provided that " Livirie coats of fine red cloth " should be worn by the six principal masters of his ships ; and by frequent changes, alterations, and additions, the officers uniform has got to be what we see to-day.

There were great distinctions in the dress of the executive officers, and that of the civil officers, who down to 1846 were warrant officers. T h e gilt buttons on the uniforms of all officers had originally an anchor only on them, but in 1812 a new dress order was gazetted on March 28th, where every detail of dress is described and amongst the items is " but tons the same as at present with the ad-dition of a crown over the anchor " and this was ordered to apply to all ranks of the executive officers from the Admiral of the Fleet to the Midshipman.

( T O B E C O N T I N U E D ) .

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18 T H E N A V Y LEAGUE JOURNAL.

Myftery Port of Britain.

T O Y I E L D S E C R E T S O F T H E PAST.

f ll'ith acltnowleitgineiits to " 1 he Sailor" the offitia! 01 gall of the Nary League of Caitaila).

TH E commissioners of the British office of works have given permission to the Society of Antiquaries of London to make syste-

matic excavation at Richborough, on the coast of Kent. During the war Richborough was the " mystery port," a great base for transport, a depot for troops, and a dock, all of which sprang up out of a barren marsh. T h e army council made it the key to France.

Everybody knows now the purpose which Rich-borough served dur ing the last decade. Hut no one knows the secret which Richborough has kept for nearly 2 000 years, one of the most puzzling problems iit Romano-British archaeology. It is to discover that secret that the Society of Antiquaries will begin to dig next month. Richborough in Roman times was known as Rutupiae. It was the port of passage between Britain and Gaul, and later it became one of the chain of forts, stretching from Brr.ncaster to Porchesttr , as a protection against the marauding Saxons who came to be a source of great danger toward the close of the Roman occupation. The Second Legion was there, and the fort was probably the last British station occupied by the Romans before their departure in the early years of the fifth century.

Thousands of Roman coins have been discovered 011 the site, among them many coins of Admiral Carausius, who set himself up as Emperor of Britain, these bearing the mint marks of R .D.R. and R. Some authorities consider that these may have been minted at Richborough, and it is hoped that the excavation may afford some clue to a solution.

But the greatest puzzle is to be found within the tough old walls of the castle. Near the north-east corner a ridge rises in the form of a cross, the mark of a superstructure which has entirely disappeared. Beneath the cross is a solid rectangular platform 144 feet long by 104 feet wide, and of unknown

A T E A ao food as to merit the appre-ciation of H . R . H . The Prince ol Vklta U surely a tea ol unusual

Suality.' On the " R e n o w n " and the toval Train KU-KU Tea wai served,

when its rich deliciousness pleated the most critical tastes. In your home such a Tea

would be appreciated.

•20 THE NAVY LEAGUE JOURNAL.

depth. T h e platform and the cross together form one of the mysteries of Romano-British archae-ology. Both are older than the fort in which they stand, a fact proved by the discovery in the walls of the fort of pieces of the white marble casing belonging to an important building once standing on the platform. Some antiquaries believe the cross-shaped structure in the centre of the platform formed the foundation of the chape^ of St. Augustine ; others that it was the foundation of a pharos or lighthouse to guide shipping into the harbor.

If Dover had but a voice, what a fascinating story she could tell of her glorious past, from the day when her armed sons, massed on her cliffs, caught their first glimpse of Cesar ' s galleys and when, at sight of them the invading Romans turned their prows toward Deal to avoid such an unpleasant reception.

Thus, in those early days, Dover was playing the gallant part of Britain's sentinel—a part she has played with such stalwart loyalty for two thousand years

When, a century later, the Romans came again, they made it one of their strongest military stations, and such was Dover's progress in later years that when the Conqueror first set eyes on it it was a highly prosperous town, with a stout fortress to defend it, a monastery, and a guild-hall. I t prob-ably grieved him that, before he could make it bend the knee to him, he was compelled to lay it in ruins with fire and sword. A few years later, however, it had risen from its ashes and blossomed into a town more flourishing than ever.

It is to the Normans that Dover largely owes her imposing castle, with its outer girdle of twenty-seven massive towers, and its inner wall, with fourteeiv towers to guard the keep—its central strong-hold, In the Conqueror 's time this castle, whose mighty bulk dominated the Channel, had for its custodians eight of his most powerful Barons, who reaped many English manors for their services-

Such a stronghold at the very gateway of England naturally has a story of battle and bloodshed, but its most thrilling and also its proudest episode was when it was besieged by the Dauphin of France, on his way to seize the English crown. Week •after week it was swept by a ceaseless hurricane of

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THE NAVY LEAGUE JOURNAL. . 21

huge stones and arrows. Starvation, disease, and death ravaged its brave defenders, but the Dauphin looked in vain for the least sign of surrender, and in his rage he vowed he would not budge a foot until he had captured the castle and seen every man in it dangling at the end of a rope. But his threats were in vain, and at last the arrival of rein-forcements sent the boastful Dauphin scurrying back across the Channel.

Through the centuries the story of Dover has been very largely the story ol her castle. Many a king has found a regal hospitality wjthin its walls — Richard the Lion-hearted, when on his way to the Holy L a n d ; Henry I I I . , on his disastrous return from France, and again when he found a refuge there on the rebellion of his Barons ; Edward I., homeward b j u n d from Palestine to his crown ; Edward II . , 011 his nuptial journey from France with his bride ; and our fifth Henry, fresh from his glorious victory at Agincourt.

It is not only against armed hosts that Dover has had to defend herself. For centuries she has had to wage battle with the sea, which constantly threatened to invade and submerge her. In vain she built one protective wall after another. All were swept away. T h e entrance to the harbour, too, was more or less choked up for two hundred years ; and every householder was obliged period-ically, under severe penalties, to assist in clearing away the shingle.

Nor was it until within comparatively recent memory that work was begun on the wonderful harbour, with its pier three-quarters of a mile long and its large area of sheltered water on which a fleet of warships could float.

P L E A S E N O T E . Contributions of a suitable nature are cordially

invited, and should be addressed to the Editor, T h e Navy I-eague Journal, Royal Naval House, Grosvenor St., Sydney.

All alterations of standing advertisements should reach the Journal NOT I.ATKR than the 1st day of the month of issue.

P H O N K S : C I T Y 7786 and C I T Y 6817.

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T H E N A V Y L E A G U E JOURNAL. 28

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i T H E N A V Y L E A G U E .

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A N N U A L L Y .

Do. Do. DO. for life 10 10 0 0 5 0

A N N U A L L Y

- 0 1 0 A N N U A L L Y

A N D U P W A R D S

T o T H E H O N . S E C R E T A R I E S O F The New South Wales Branch of the Navy League,

Royal Naval House, Sydney. Please enrol my name as a of the NAVY LEAGUE for which 1 enclose... .

value £ a. d.

Nam*

MEMBERS, not less than -

J U V E N I L E M E M B E R S

Address _

W H O L L Y S B T U P A N D P R I N T E D IN A U S T R A L I A B Y H . T . D U N N A N D C O . . N

.Silver backed " S'utsery Rhyme " Hair H> ush, in rase Ciljh

A laige and varied slock of useful Christening Gifts is always carried. Selections sent to any address on approval.

HAT

S Y D N E Y ' S C H I E F T H E A T R E S .

] . C. W I L L I A M S O N L I M I T E D • b u m * Directors C. Tallii. E. J. Tall. C. Meynell

J. C. W I L L I A M S O N M A T I N E E S Matl.ees. all Theatres. Wednesday and Saturday at }.

T H E A T R E HOYAL.

Commencing;

S A T U R D A Y , M A R C H 17th

" I f W i n t e r Comes . "

C R I T E R I O N T H E A T R E . E M E L I E P O L I N I

IN

" The Flaw."

H E R MAJESTY'S. " S A L L Y "

WITH

J O S I E M E L V I L L E .

Orient Line AUSTRALIA - ENGLAND (London)

Regu la r Sa i l i ngs f r o m Br i sbane , Sydney , Melbourne , Adelaide,

F r e m a n t l c , ca l l ing a t Colombo, Suez , Po r t Sa id , Naples , Tou lon , G i b r a l t a r and P l y m o u t h .

F L E E T .

" O R M O N D E " • O R M U Z " 1 O R V I E T O " ' O S T E R L E Y " ' O R S O V A " ' O M A R " ' O R C A D E S "

TONS 14.853 14,588 12,130 12,129 12,036 11 ,103 10,000

F i r s t , Second and T h i r d Class . * Addi t iona l S t e a m e r — S a l o o n and T h i r d

C l a s s only .

R E D U C E D F A R E S ALL C L A S S E S .

F o r lull p a r t i c u l a r s a p p l y : —

Orient S . N. C o . Ltd. 2 - 4 - 6 S P R I N G S T R E E T , SYDNEY.

Art Metal Ceilings Artist ic , P e r m a n e n t , Economica l

Wunderlich Metal Roofing and Architec-tural Enrichments. Metal Shop Fronta Show Cases and Counter Fronts. Roofiog Tiles, Marseilles Pattern, nude at Wuo-derlich Rosehlll Tileries, N.S.W. Terra Cotta Roofing Accessories, Chimney Pots, Finlala, Ridges, etc. Durabestoe, the dur-able Australian Asbestos Cement Hydrau-lic* Ily Compressed Sheets, for Vailing. Slates and Shingles for Roofing. Crtlyte, the Australian Reinforced Plaater Fibre Board. Hard white surfaces that will not chip, crack or warp. Plastic Art Ceiling Paoela, Cornices and Mouldings.

P A R T I C U L A R S . C A T . L O C U S , A N D raica. F R O M T H I MAKurACTunan.

W U N D E R L I C H L I M I T E D The Ceiling People

Head Ofllce & Works Showrooms BAPTIST 8 1 , REDFEKN 56 PITT 8T SYDNEY

and 56 HUMTER ST., NEWCASTLE Box 474 G.P.O. Phone 456 Red. (6 lines)

>

5?'

^ J a r m e r ' s

^ R e s t a u r a n i r

Appreciable reductions in Tariff t h r o u g h o u t .

B U S I N E S S M E N ' S L U N C H E O N Table d'Hote, 3/. In the Oak Luncheon Hall,

12, noon, to 2 p.m.

The Restaurant Orchestra is now under the leadership of Mr. Haydn J. Beck.

Luncheon at Farmer's provides a favourite rendezvous for social meetings, for finalising a business deal, and the dis-cussion of a hundred and one things. The variety and excellence of the menu, the service, appointments and the surroundings all ensure the most perfect satisfaction.

The Restaurant Orchestra is under the distinguished leader-ship of Mr. Hadyn J. Beck, Diploma of Music, Brussels Conservatorium, whose ability is well known to lovers of

The Orchestra also renders a musical programme music. during the Morning and Afternoon Tea sessions.

Recently appreciable reductions were made in the Restaurant charges; and the wine list has been similarly revised.

FARMER'S, SYDNEY P I T T , M A R K E T , <9 G E O R G E S T R E E T S .