In the archives ...
In the 1940’s members started putting pen to paper writing brief biographies of their time at sea under sail and steam. As these biographies come to light we include them in this file.
Captain Albert J Aucher [18th November 1943] Born 17th August 1882, Punt Road, Windsor, Melbourne. [Evidently the name of the street having some effect on my future career]. A former office holder of the League of Ancient Mariners.
My first recollection of the sea was as a passenger, when a very small boy, on the steamer Australis, which took about four days to travel from Melbourne to Sydney, and I lived on a straight diet of Prunes, which had the effect of creating a dislike for this supposedly succulent preserve, which has lasted throughout my lifetime.
My next memory of going to sea was on the Namoi. My people were then living in Newcastle. I can still remember the excitement when my Father took my Mother aboard the American full-rigged ship California in Newcastle, and on getting into the boat to come ashore, he somehow dumped her in the harbour. She was, after a bit, extracted from the harbour, wet but resolute.
I later worked in a department store, as a boy, a counter jumper, and thereafter in the Silverton India Rubber Gutta Parchar and Telegraph Works Pty Ltd, for a short period, of a few months and after making a visit to Newcastle, and having a talk with the Captain of the Barque Oiamara, decided to go to sea. The Oiamara a year or so later, piled up on the Oyster Bank off Nobbys, Newcastle, and became a total loss.
My Mother died when I had just turned seventeen, and a few months after I had joined the ship Hampdon, of Liverpool, at Sydney, at a shilling a month, to be apprenticed on her return to UK. On arrival in England, I found my Father there, who had been in Queensland for a number of years, and having a commercial mind, I obtained the 28 Pounds premium from him, and forthwith went to sea as an Ordinary Seaman in the Barque Kilmellia. I was acting Steward on the Kilmellia for two or three months. The Steward was dis-rated, and this gave me an insight into the commissariat department’s activities on the ship.
Next trip joined the ship Kirkcudbrightshire as AB. She was partly dismantled bound from Sydney to Queenstown for orders. Then I joined the TSS Tongariro, New Zealand Shipping Co. as AB, one trip, Quarter Master one trip, then Moravian, Aberdeen White Star Line, as Quarter Master one trip, Third Officer next trip. I later left and joined the Induna as Second Mate. Left her in Sydney and joined the British India Steam Navigation Co. When returning to Sydney, after three years in India, I left in the Fortunatus, the vessel was burnt at sea, and after seven days, my boat was picked up by the ship, Forth, and we were taken to Mauritius. I had some passengers on the boat with me, and all survived the trip, in good condition, including the lady.
Returned to Sydney and joined the Union Steam Ship Co. of New Zealand, and eventually came ashore in Wellington NZ, as Assistant Stevedore, for NZ Shipping Company, and later partner in the firm of Gannaway & Co. Ltd, Stevedores.
I obtained my Second Mate’s Certificate in Sydney. My Mate’s in Bombay, and my Master’s Certificate in Wellington NZ. Retired from Gannaway & Co. Ltd, in November 1921, and came over to live in Sydney. I found all the pirates in front of the Stock Exchange, Pitt St, Sydney, and they sold every useless thing that I had money to buy. These “useless things” are now the foundations of the business of Aucher Pty Limited, Importers, Exporters and Manufacturers.
Having profited by my errors, and having paid 25 Shillings in the pound for everything I received, am at this date, President of the Wholesale Importers Association of NSW: Chairman of the Importers’ Section of the Wholesale Soft goods Advisory Committee: Federal Delegate of the Federal Clothing and Textile Advisory Council etc. I am also acting as Honorary Secretary of the Ancient Mariners’ League, and have been Vice President for three years.
Went to sea originally to find out who ran the ship, because I wanted to run one. Today I know it is the man who puts the cargo aboard the ship, who has the most say in normal times. And is invited down as and when the occasions arise, as an honoured guest to any dinners to be given by the ship’s Owners. At present “still going strong” and hope to have a few more feeds at the Owner’s expenses, after the present war is over.
Captain F.H.C. Brownlow CBE RAN [23 December 1947] Secretary of the League of Ancient Mariners of NSW 1923-1931.
Captain F.H.C. Brownlow Officer Commanding Naval Forces, and Naval Commandant of NSW, was born at the Guards Barracks, Westminster London in 1859. His father was an Officer in the Coldstream Guards, who served with distinction through the Crimean War, being present at Alma, Inkerman, Balaclava and Sebastopol. His mother accompanied her husband to the Crimea, and remained at Sentari being associated with that noble woman, Miss Florence Nightingale in nursing the wounded soldiers. Mr Brownlow was educated at St. Claves Grammar School, Southwark, London, a school that was founded by Queen Elizabeth, and there he acquired a sound commercial and classical education.
Upon termination of his school days he entered the office of a Surveyor, with the intention of qualifying for that profession, but after a while, finding a sedentary occupation irksome, he determined to go to sea. He was apprenticed to a firm of Sunderland ship owners.
He made voyages to Turkey, Russia, Argentine Republic, Peru, Chili, France, Egypt, India, Brazil and West Indies, and his reminiscences of travel are very interesting. He was present at the great fire at Iquique where he was landed with crews from all the British ships to subdue the conflagration, which lasted three days, and burnt out the town. On his arrival in Sydney in1882, Mr Brownlow started to learn the Coach Building trade, with a firm of T. Moore & Son.
Upon the despatch of troops to Soudan in 1885, he joined a contingent and went to Egypt, and was present at the affair at Tamai, holding the Queen’s Medal & Khedive Star. Upon his return to Sydney he resumed his connection with the Coach Building trade, but finding it unsuitable, he in 1888, obtained an appointment in the Mines Department as a temporary clerk. Subsequently, he was placed on the permanent list, and appointed to the Registrar’s Branch, where he became Chief Clerk, and was in charge of the Inquiry Branch of the Department.
In 1885 Mr. Brownlow joined the Naval Artillery Volunteers. In 1889 he was promoted to the rank of Sub-Lieutenant and to Lieutenant in 1892. During the latter years of the Corps’ existence he was in charge of Torpedo boats, Acheron and Avernos.
Upon the reorganisation of the Naval Forces under the Federal Governmant in 1902, Lieutenant Brownlow was appointed Officer Commanding the Naval Forces of NSW, and carried out the work of reforming the Naval Brigade successfully. In1904 when the enrolment of Australians to the Royal Navy under the Naval Agreement Bill took place Captain Brownlow was appointed by His Excellency, the Commander in Chief of the Australian Station, [Admiral Fanshawe], as Royal Naval Registrar, and all the applicants for the Royal Navy and Royal Nay Reserve had to pass through his hands to be deemed fit for service.
He was a man of great organising ability, of fine physique and splendid constitution. Mr Brownlow was also a member of the Executive Committee of the Council of the Public Service Association of NSW.
Captain Percy Everitt [December 1943]
From the proverbial cabin boy to Captain, the gamut of a seafaring career has many vicissitudes, of which the following are the highlights. I took a pier-head jump on to the packet Garnet steam trawler and got an insight of fishing on the Dogger Bank; picked up a Dutch brig in distress, waterlogged, towed her to Cuxhaven – first salvage job.
Next I joined the full-rigged ship Benlarig and sailed from Berry Docks to Port Pirie, SA, thence Newcastle NSW, to ‘Frisco, with coal 68 days. The cargo shifted in a gale and the ship was on her beam-ends. On entering the Golden Gate she touched the bar, but had enough way to get over. We loaded wheat for Queenstown at Port Costa, for orders, and this was my first trip around the Horn.
In the Bermuda which was a hurricane deck vessel, I made the longest voyage of my career, 186 days from Antwerp to Seattle, with cement. On this trip I witnessed my first burial at sea, that of a young Finn who fell from the main upper topsail yard, and broke his neck through striking a ventilator in the fall. This was the first and last ship I cleared out from.
Joined Melanope, which was a fine little barque, and sailed with lumber from Port Blakely to Cape Town. She logged 315 to 325 knots per day for over a week, off the pitch of the Horn; had a mutiny on board and the crew were placed in irons. The after-guards, Chippy, Sail-maker, another AB and myself worked the ship for a week. The Captain was a fine man who had his wife and family on board and he taught me to take and work a sight.
The Rio was the first barquentine I shipped in. Was AB and Donkeyman of her. She was termed the Inter-Colonial Submarine as she was more under the water then on top.
The first ship I was in after obtaining my 2nd Mate’s Ticket was the Pelotas, Shipped as Second Mate and experienced a black North Easter from Whangaroa to Sydney.
I enjoyed a brief command of the Allyn River. In 1921 I swallowed the ‘handspike’ and became a dealer in foreign stamps. The following is a list of vessels in which I served, 1899 to 1921.
Sail
Benlarig – Full Rigged Ship; Bermuda – 4 Masted Barque; Dolbadern Castle – Full Rigged Ship; Melanope – Barque; Pelotas – Barquentine; Rio – Barquentine; Solgran – Barquentine
Steam
Ason; Allyn River (Master); Arrawatta; Bamburgh; Boveric; Corinna; Garnet Steam Trawler; Grantley Hall; Hunter; Hurworth; Kaituna; Karamu; Koonya; Kyarra; Levuka; Loongana; Maheno; Mallina; Marsina; Miltiades; Moira; Mokoia; Namoi\Oonah; Palmer; Tymeric [was Purser of this Packet]; Wainui; Wakatipu; Wollowra; Wyreema.
Rear Admiral H.B. Farncomb CB DSO MVO. Born Sydney 28th February 1899.
Rear Admiral Farncomb joined the RAN College with first batch of Cadet Midshipmen at the beginning of 1913. Passed out in December 1916 and proceeded to the Grand Fleet as Midshipman in HMS Royal Sovereign, Acting Sub Lieutenant September 1918, joined HMS Woolston - January 1919.
HMAS Anzac – April 1919, Lieutenant – October 1919. Courses in England, 1920. HMAS Stalwart in Australian Squadron 1921, HMAS Melbourne War Staff Officer 1022-23. RN Staff College 1923-24. HMS Barham and Malaya as Assistant WSO to Rear Admiral W.W. Fisher in Mediterranean 1924-25 for a few months. Staff Officer {Operations] in Australian Squadron {HMAS Sydney] 1925-1928.
Lieutenant Commander October 1927. Exchange Service in HMS Repulse Battle Cruiser Squadron Atlantic Fleet, 1928-29. Imperial Defence College London 1930. Naval Staff Navy Office Melbourne 1931-33. Commander June 1932. HMAS Australia 1933-35, including Duke of Gloucester’s return to England {MVO}. Naval Intelligence Division Admiralty 1935-37.
Captain June 1937. Command HMAS Yarra – October 1937 – October 1938. Courses in England first half of 1939. Commissioned HMAS Perth (formerly Amphion) at Portsmouth June 1939. West Indies and North Atlantic – September 1939 – February 1940 then to Australia. Transferred to HMAS Canberra June 1940, Indian Ocean mainly.
Intercepted German supply ships Coburg and Ketty Brovig March 1941. Transferred to HMAS Australia - December 1941 as Flag Captain and Chief Of Staff Officer to Rear Admiral J.G Crace CB. Battle of the Coral Sea May 1942, landing at Guadalcanal August 1942 [DSO] and Eastern Solomons action August 1942.
Aware and Cape Gloucester landings December 1943. Proceeded to England April 1944, command Assault Aircraft Carrier HMS Attacker till November 1944. Invasion of Southern France and operations against the German Army in Aegean. Return to South West Pacific Area, Commodore [1st Class] commanding HMA Squadron December 1944 – July 1945.
Lingayen Gulf Operations [CB, Corregidor, Wewak, Brunei Bay, Miri, Balikpapan; at different times in HMAS Australia, Shropshire, Hobart and Arunta. US Legion of Merit Degree of Commander. Temporarily FOIC Sydney August – September 1944, then Commodore Superintendent of Training Flinders Naval Depot November 1946 –November 1947. Then Commodore and Rear Admiral Commanding HMA Squadron. Rear Admiral January 1947.
Rear Admiral Farncomb has been appointed Head of the Australian Joint Services Staff in the United States and Australian Naval Representative and Naval Attaché in Washington.
Australian Coal, Shipping Steel and The Harbour.
November 1, 1949
Admiral Henry James Feakes [April 1944] Born London England
In 1891 I went to sea as a Cadet at Worcester, England and was aboard “ Macquarie” from 1893 to 1896. In the latter year, I received my 2nd Mate’s Certificate, and about 1902 qualified as Master. In 1896, as 6th Mate, I made my first voyage aboard P&O Ballarat.
Joined Commonwealth Naval Forces in 1907, Lieutenant and Navigator, and was in command of various small Gun Boats, also T.B’s. I was commissioned in 1910, and took charge of the Commonwealth’s first Destroyer HMAS Parramatta from 1910 to 1912.
From 1912 to 1914, Lieutenant Navigator on HMAS Sydney, later until 1933 being in command of HMAS establishments and various ships, including HMAS Protector, Torpedo Boats, Brisbane, Melbourne, Albatross etc. and also served in various HM ships of war. In 1934 was promoted to Flag Rank.
Captain George Irvine, DSO 2 Mentions, RNR Rtd. MN Rtd. A.T.C [8th December 1943]
Have had a very sticky past and would rather not mention it.
Captain A.E. Jolly [January 1944] Born 17th October 1867.
At the age of fourteen years I left school, and as my father would not consent to my going to sea, I commenced working a ship chandlery store at Gt. Yarmouth. This kept me in contact with seamen, and after being two years in this position; I left and told my father of my intention of going to sea. At this time he was owner of Oyster Dredges, and suggested that I should commence my seafaring on one of them. Although the work on these dredges was very hard and rough, it did not kill my desire for a sea career, so I decided to act for myself in the matter.
There was an old wooden barque, Princess of Wales, which had been a China Tea Clipper, but was now in the Baltic Trade, and I got in touch with the Captain, who agreed to take me for a trip. After managing to accumulate sufficient clothing and necessities, - unbeknown to my father, as I thought, -- the barque sailed before due date, and was gone when I arrived to board her. When I returned to the Oyster Dredges, my father expressed surprise, saying he thought I had sailed on the Princess of Wales, having known of my intention all the time. However he could see I was determined to go to sea. I was then 17 ½ years of age. An old barque, called the Sealotter arrived in Ipswich from Australia. He got in touch with the Agents, and I signed my indentures on the 8th October 1885, in the White Star Office, 34 Leadenhall St London.
My first voyage was London to West Coast of South America, and back to Cardiff, from the 10th October 1885 to 14th July 1886. This trip was quite uneventful, except I did not receive any news from home, during the whole voyage: and was always hungry. The second voyage from Cardiff to Iquique and back to Marseilles was from August 1886 to 17th August 1887.
A few interesting incidents occurred during the two years and three month trip, from Marseilles to Monte Vides, and Paranagua in Brazil, back to West Coast of South America, loading in Pisagua for Aberdeen, -- from 5th September 1887 to 18th November 1888. The crew consisted of 16 hands, made up as follows; Captain, Mate, 2nd Mate, Carpenter, Sailmaker, Five Able Seamen, five apprentices, and one man, Cook & Steward. This latter was a sick man, and on arrival in Valpariso, we had to land him, with heart trouble. I was then installed as cook and steward, and on arriving at Taltal, the Captain decided to give an English Dinner to some friends. He told me to order whatever I wanted from the Butcher’s, so I served them up a good soup, [made from crew’ meat which had gone into the sea-pie], Roast Joint, and Plum Pudding, which I had boiling all night, attended by night-watchman. The dinner went off well, but as I was drawing the beer corks before taking it to the table, I was rather sleepy by the time they had finished their dinner, The Chief and Second Mate complained to the Captain that I had not given them their dinner, but the Captain exonerated me, and told them to leave me alone.
Before leaving this port, we shipped a new man as cook and steward, and all went well until the night before leaving Pisagua for home, when he ran amok, taking charge of the deck. We eventually put him in irons and took him ashore the next day, paying him off at the same time.
We were now unable to obtain another cook, so the Captain signed on another AB, and I had to act as cook again until we arrived at Marseilles. It was not a very difficult job to do the cooking, as after we were at sea we discovered that the poor old cook we had had on the outward trip had used most of the small stores, there being only 6 tins of bully beef left, which we used at the rate of one every other Sunday, and for three weeks before arriving at Marseilles, we had no meat at all, but to make a change of diet, I used to make soup with biscuits.
The Pilot whom we picked up the day before we arrived Marseilles, brought his own bread, which I served at the cabin table that day, distributing what was left between my fellow apprentices. When it came to giving the Pilot his coffee the next morning, I had to give him a Liverpool Pantile, to which he objected, and complained to the Captain. However the bread was gone, so nothing could be done.
Bad weather on the voyage from Pisagua to Aberdeen and the fact that we were short of provisions, caused us to put into Leith, and the journey to Aberdeen took six weeks. After a week in Leith, we left in tow for Aberdeen, and overrun the tug, and had to cast him off, on arriving off Aberdeen. There was too much sea on the bar, so we had to still stand off, and during the night were partly dis-masted. It took us another week to reach our destination, with most of our sails blown away.
During my third voyage, which was from South Shield to Valpariso and back to Charleston, -- 25th December 1888 to 9th October 1889, I completed my apprenticeship, so left the ship and joined SS Charrington as AB and arrived in Liverpool, 13th November 1889. Spent two weeks at a school, and sat for my 2nd Mate’s Certificate, which I obtained about the middle of December 1889.
On the 14th March 1890, I joined the four masted barque Gilcruise as 3rd Mate, and when in Coquimbo, left her and became 2nd Mate of the ship Ellenbank. I left this ship in Rotterdam on 5th March 1891, and was appointed 2nd Mate of the new ship Forth of Cromarty, and sailed from Glasgow to Sydney, thence to San Francisco, and Back to Antwerp on 17th August 1892.
On securing my 1st Mate’s Certificate in London, I re-joined the ship as 2nd Mate, and on arrival in London, again about 2nd December 1893, I left the ship and sat my Master’s Certificate, which I obtained and once more joined the Forth of Cromarty. Owing to a full cargo of barley having being taken on in San Francisco, we had to stiffen the ship by filling all the limbers with shingle ballast, and this was left in when we discharged in London, and re-loaded with cement for Glasgow. This ballast was the means of saving the ship on the Glasgow trip. We struck very dirty weather in the Channel, and we had to run back to the Downs three times, but the third time, went ashore on South Fordland, and were all taken off the ship by rocket apparatus, with the loss of one apprentice. Next morning there was no sign of the ship but she was traced on St Margaret’s Beach, where she had drifted. We were eventually towed to Glasgow, and when docked, found the whole bottom of the ship corrugated, but not cracked, due to the heavy shingle ballast, and the bag cement cargo on the ceiling, which formed a complete solid bottom.
In March 1894, I was sent to Cain in France to join the Forth of Firth as 1st Mate, she having capsized on the wharf and sunk. It was a big job to repair her, but we sailed for New York with a heavy cargo of freestone block in April, and on the passage across the Atlantic struck heavy weather, when the ship was thrown on her beam ends owing to the cargo shifting. We managed to get the ship before the wind and arrive in New York, anchoring off the Statue of Liberty.
Next morning, found the crew had deserted, so we loaded for New Zealand, with a new crew consisting of Negros, who signed on at cheaper rates then white crew. We had a lot of trouble with some of these men, one in particular who was in irons for the last three weeks before arriving in Dunedin, he having kicked my front tooth out, in a brawl. On handing him over to the authorities on arrival, they considered he had sufficient punishment, and as he was a coloured man, we could not pay him off, but had to take him home, during which trip he gave more trouble, so we carried him home in irons.
On arrival in London, I was appointed Master, but as there was a possibility of the next trip occupying three years, I decide that the day of sail was done for me, so resigned, and August 1895, joined Port Line, my first ship being the Port Hunter, in which I was Third Mate, being promoted to Second Mate on arrival in Melbourne.
I served as an Officer in various ships until 1903, and was then appointed Master of the Port Albert. She was sold in 1905, and I took command of the Port Stephens. On arriving in Australia, was chartered to make a trip to Shanghai, and then three New Zealand trips for the Union Company. On the latter trip from NZ, we sailed from Timaru for Sydney, and after passing through Foveaux Straits, encountered heavy gales, and high seas, which were dead ahead. The vessel being so light, it had to head to the South West, as she was pitching heavily. After 34 hours we found we had been taken south of all steamboat tracks. Then our tail end shaft broke, and were helpless in heavy seas, lying broadside on, and rolling heavily. I rigged a sea anchor, made out of derricks, and heavy cargo nets and canvas, This was paid out ahead on wire, but did not last long, as the heavy strain soon crumpled it up.
After securing the propeller as it was threatening to carry away the rudder post at any time, we started to make all sail that we could out of canvas we had. We got her before the wind alright, but as soon as we got headway, she would broach too, this being caused by the propeller being a fixture, and as we went ahead, and the seas acted on the propeller as if she was going astern. We now found that there was a clean break in the tail shaft about a foot from the propeller, and it was difficult job to get a blank flange over the opening, in the small amount of space available to work in, as every time the ship dipped, we were half drowned. However, we got it secured, after taking a great quantity of water aboard. We had to go at once on short rations, not knowing how long it would be before we would be picked up, if ever, and I had to keep the men very busy to keep their minds off the situation.
After drifting about 600 miles we were near Auckland Islands, when at 3 am one morning, we sighted a sailing vessel, which picked up our distress signals, and bore down on us. It was the Barque Ravenscroft, which had also been blown hundreds of miles south of her course by the heavy weather, and she proved our salvation, and took us off and back to Dunedin.
After the loss of the Port Stephens, I returned to England. In1907, I joined the Port Pirie and from then until 1926, when I retired, had command of the following vessels: Port Pirie, SS Indralama, Port Elliot, Port Hacking, and Port Chalmers.
Captain George F Langford [December 1948}
I give you hereunder copies of documents given to me from the two concerns I spent most of my seafaring life with, and also give particulars of the Windjammers I was on. My first voyage, I think was unique, 3 years and 2 months, calling at the following places. Left Cardiff with coal to Buenos Aires, then Barbados, Trinidad, New York Macassar, and six islands in N.E.I., discharging cases of Petroleum, loading Ebony for Hong Kong, then down south rounding Australia and Tasmania to Cassao, [posted missing at Lloyds], 4 ½ months on passage, to Lobos del Feuga, loaded Guano for Kings Lynn, Norfolk, ran ashore on Yarmouth Sands, Goreleston Lifeboat got us off, was towed to Kings Lynn two weeks before Christmas 1900. Was at the wheel in August 1900, when we sighted Cape Horn. I grew six inches in height during the voyage. The firm was John Isaac Jacobs of Swansea, so I was not fat.
26/10/1896 to 12/1899 Barque Windsor Castle 629 tons Reg, Apprentice sailed completely around the world.
11/01/1900 to 20/12/1900 Barque Swansea Castle 594 tons Reg. Apprentice & AB, England, Cape Town, Newcastle NSW. 18/01/1901 to 28/05/1901 SS Peregrine Australian Coast AB, passed 2nd Mate’s 24/07/1901. Passed 1st Mate’s 9/01/1903. Passed Masters 12/08/1904. Passed Extra Masters 18/08/1916.
Copy of Letter from Butterfield & Swire, Shanghai 14th September 1911
Hong Kong, China, Japan
Mr George Langford joined China Navigation Company’s service at Hong Kong on 5th November 1901 as Third Officer in the Company’s Australian Line, in which he remained until 20th October 1908, having been promoted to Second Officer on 10th September 1902 and to Chief on 1st February 1905. On 20th October 1909 Mr Langford was transferred to the Company’s China Coast service, where he remained until 20th November 1911, having been promoted to command on 20th November 1911. With the exception of leave from 20th November 1909 to 23rd February 1911, most of which was devoted to Naval Service on the Australian Station, Mr Langford’s service has been continuous and satisfactory in all respects.
The Company’s late Australian Line extended from Japan ports to Melbourne, calling at Hong Kong, Port Darwin and Thursday Island, and via Torres Strait and inside the Barrier Reef to Cooktown, Townsville, Moreton Bay and Sydney and back again in reverse order. As for complete voyages were performed during the year, Mr Langford is no doubt familiar with the navigation and has acquired much local knowledge of the route and ports called at. The China Coast trade extending as it does from Newchwang to Hong Kong afforded opportunities of acquiring local knowledge which were availed of as Mr Langford’s period of command during which he piloted his ship at Shanghai and other coast ports testifies to.
[SGD] R. Nelson
Marine Superintendent
Agents – China Navigation Company Ltd.
Commander George Francis Langford RAN –Statement of Service in the Royal Australian Navy
Appointed Lieutenant 29th December 1911 with Seniority of 29th December 1910. Appointed Acting Lieutenant Commander 29th December 1916. Promoted Lieutenant Commander 29th December 1918. Appointed Acting Commander 14th February 1925. Transferred to Naval Auxiliary Services with the rank of Commander 19th January 1927. Transferred to RAN Emergency List 29th January 1932 on reaching the statutory retiring age for the rank of Commander. Honorary Aide-de-Camp to His Excellency the Governor General, whilst holding appointment of District Naval Officer from 1st December 1926 to 29th January 1932.
Where Served
Ship Period Remarks
Cerberus 29.12.11 to 30.06.12
Encounter 01.07.12 to 10.05.16 Navigating Officer
Penguin 11.05.16 to 29.10.16 Navigating Officer
Brisbane 30.10.16 to 31.07.19 Navigating Officer
Platypus 01.08.19 to 22.07.21 Navigating Officer
Brisbane 23.07.21 to 31.03.22 Navigating Officer
Penguin 01.04.22 to 07.10.23 As Master Attendant
Penguin 08.1023 to 02.12.23 In Command and as Master
Attendant
Penguin 03.12.23 to 06.02.24 As Master Attendant
Penguin 07.02.24 to 13.01.25 As Master Attendant and
Deputy Superintendent
Platypus 14.01.25 to 29.03.25 In Command as Acting
Commander
Marguerite 30.03.25 to 16.11.25 -do-
Brisbane 17.11.25 to 16.11.25 -do-
Cerberus 31.10.26 to 29.01.32 As District Naval Officer Victoria,
Commander Auxiliary Services
The service of Commander Langford has been entirely satisfactory. He is regarded as an able Navigating Officer and Administrator.
[SGD] C.M. Spurgeon, Sec Naval Board.
29th August 1939 called up from the Emergency List for Active Service in the RAN. Appointed Commander HMAS Penguin Garden Island, as Master Attendant and Deputy Superintendent, Sydney, later as Assistant to Captain of the Dockyard, being retired on the 23rd January 1946. One of the various duties of the Master Attendant was that of Naval Pilot for the Port of Sydney.
Captain S. Mortimer [17th September 1943]
I started my seafaring career, by being apprenticed to Guthrie McDonald, Hood & Co., owners of the “Village Line”, of Glasgow, {ships are named after villages in Dumfrieshire], and left London on 16th September 1883 bound for Sydney.
Served four years in various ships of the company, to Australia chiefly, was appointed Second Mate and First Mate in due course in the company, in which I served for nine years.
I then joined the P&O Company, as Junior Officer, but promotion being slow, I left the old Ballarat after two years’ service, and after doing a little “bush-whacking’, for six months, joined the newly formed Canadian – Australian Line, as Fourth Officer in the Warimoo. Captain J.D.S Phillips our Vice President was the Second Officer of the ship.
I remained with the Company for fourteen years, during the last nine I was Chief Officer, but as any chance of getting command seemed somewhat remote, owing to the vicissitudes of the company changing ownership, I threw away the fourteen years and joined Burns Philp & Co, in which I rapidly rose to command, and in which company I very happily collaborated with our present President, Captain F.J. Bayldon.
Most of the time, during the thirty years I was with Burns Philp & Co, was spent in the Sydney – Singapore Service, until having reached the age limit, I retired. My total active service was fifty two years.
Captain Finlay Murchison [9th December 1943]. Born 26th January 1890 at Lochcarron, Ross Shire Scotland.
I received my early education in the local School, and went from there to Plockton High School, or Academy as it was then called. At the age of 16 years, I joined the Barque Loch Lomond as boy, bound for Port Adelaide, Australia. On arrival there I had ideas about joining the local Fire Brigade, and ran away from my ship. However nothing came of my intentions as regards the Fire Brigade, and I shipped as AB in the steamer, Gabo. After serving in a number of sailing ships as AB I passed for 2nd Mate in 1910, and joined Burns Philp’s steamer Moresby, as 3rd Officer.
I was still not happy with steamers, and after I passed for Mate I joined the Barque Lobo, as Mate. I passed for Master in 1913, and joined Adelaide SS Co.
When 2nd Mate of the steamer Lamaroo I got a telegram in Melbourne asking me if I would go Master of the Barque Wild Wave of Hobart, and needless to say, I went back to my old love.
From the Wild Wave I went as Master of the Barque Wathara. The Wathara was sold to Bell & Co. of Hull in 1919, and I came back to Australia as passenger in the Troopship Aeneas. When Master of the Wathara, I was presented by Lloyds with their Silver Medal for Meritorious Service, and also received a cheque for 250 pounds from the underwriters.
On arrival back in Australia, I was appointed by Burns Philp & Co. to look after their interests during the building of the big Five-Mastered Barquentines Braeside and Burnside. However, the history of what happened to both vessels is well known.
In 1921, I joined the Navigation Service as temporary pilot in Sydney. I would like to add that the last vessel I piloted was the Queen Elizabeth.
In April 1942, I was appointed Assistant Harbour Master at Newcastle, and was transferred back to Sydney in December of the same year, as Deputy Harbour Master, and appointed Harbour Master on the 1st October 1943, The only time I was Master in steam, was when the owners of the Barque Wathara brought the steamer Coolgardie. I happened to be in port at Melbourne after a voyage from Iquiqui, and my owner asked me to take the Coolgardie from Melbourne to Port Adelaide. I was on her register as Master for three weeks.
Captain E.W.J. Nursey [December 1943]
Born 10th January 1883 at Lowestoft Suffolk England.
In March 1898 at the age of 15 years I went to sea in Sailing Vessel, Lord Elgin of Liverpool. I obtained my First Certificate in April 1902 and had my first voyage as Second Mate, on TSS Ayrshire, Glasgow in July 1904. My first voyage as Mate was on board SS Fifeshire, Glasgow in 1906. In the same year I qualified for my Master’s Certificate.
In August 1902, I joined Turnbull, Martin & Co. Shire Line of Steamers, as Fourth Mate, and rose to 1st Mate in 1906. Then joined the New Zealand Shipping Co.’s SS Waimate as Fourth Mate in 1907 and was promoted to 1st Mate, SS Whakatane in January 1912. I served with this Company until coming ashore to take up a position with the Darling Island Stevedoring & Lighterage Co. Ltd in March 1921, being Master of their vessel SS Hilda Hugo Stinnes, [Ball’s Head] in January 1921.
I am now, [December 1943] General Manager of the Darling Island Stevedoring Co. Ltd; was appointed Manager in 1916, and General Manager in January 1919.
Captain Richard Ormand Page [5th December 1943] Born 21/03/1873 at New Charlton Kent England. At eight years of age I entered Christ’s Hospital, [Bluecoat School]. When I was 13, I was transferred to mathematical side. In about February 1888 I passed the examination for Navigating Lieutenant in the Royal Navy. Professor Airey, Astronomer Royal of England was the examiner. I have a Silver Medal and all the prizes from the Mathematical School. The Royal Navy was too expensive, and I went to sea on June 1 1888 in the ship Morielta [1066 reg.] owned by Trinder Anderson & Co. London. This vessel carried the first consignment of railway material for the Midland Railway W.A.
The last year of my apprenticeship I served as 3rd Mate and passed for 2nd Mate’s Certificate in June 1892, on the Barque Helena Mena London 714 ton reg. On arrival at Fremantle WA the Chief Officer left to take charge of the barque West Australian and I passed 1st Mate before a Naval Court, Certificate M161, WA.
On arrival London the B>T> would not recognise the Certificate, and I had not sufficient time to pass as 1st Mate, so went as 2nd Mate on the barque Niola, London about 600tons. On returning to Sydney I passed 1st Mate, in June 1894, and sailed as Mate of Niola until 1896.
In June 1896 I passed Ordinary Master, and transferred to steam, under the same owners, Federal SS Co. to Celtic King and Maori King after taking the Barque Niola, Helena Mena and Arabella through survey. May 3, 1900. Passed for Extra Master at this date, No. 025337 Square Rigged. Passed full marks plus 200 for extra work. Have mislaid Compass and Adjuster’s Certificate, taken out at same time.
In connection with this examination I have a letter from Captain J. Thompson, the examiner, stating that had there been a vacancy in England for an Examiner of Master & Mates, he would have made it his business to personally recommend me.
In June 1900 I came to Australia, I had been promised a position as 2nd Surveyor on the Queensland Government’s SS Merrie England, but arrived too late.
Served 1 year with Howard Smith Ltd as 2nd Mate. 1 year with Adelaide SS Co. as 2nd Mate SS Wollowia. 2 ½ years with Adelaide SS Co. as 1st Mate. About 6 weeks Master SS Investigator. Joined the Navigation Department May 4 1905. 2nd Pilot on SS Captain Cook 1 year. 1st Mate Pilot SS Ajax 1 year. Master Pilot SS Ajax 1 year 1908. Ed Marine Surveyor’s Licence No. 79 Sydney Feb 6 1907.
Sept 27 1909, recovered crew of American Schooner Alpeno in Newcastle Bight. Was awarded a Gold Medal from citizens of Newcastle. And a pair of binoculars from President USA. The presentations were made by Lord Chelmsford. [Newspaper accounts are available]. Pilot Newcastle 1910, held record for heaviest draft for 3 years. SS Drachenfels March 1 1911 London paper Fairplay April 12 1911. July 1 1913, Pilot in charge Nambucca River. Bar had been in bad condition for some time. In January 1914, owning to floods Nambucca was cut off by land from Kempsey and Ununga so called for volunteers, and dug a channel across the Bar with shovels. [Sydney Morning Herald 15/01/1914].
In December 1916, at Sydney Office was appointed Head Motorboat Inspector and Surveyor. In 1920 at Newcastle, was appointed Shipping Inspector and Surveyor, and in 1931 at Newcastle, Chief Shipping Inspector and Surveyor.
On March 31, 1933 I retired.
[The death of Captain R.O. Page was reported in the Minutes of 25/06/1948. Captain Page died at sea when returning from a pleasure trip to England with his wife. He was buried at Sea].
Captain A.W Pearse JP FRGS {September 1943] Born: London 1857. Founder with Dr R Skirving of the League of Ancient Mariners in 1902.
I went to sea at the age of 17, spending several years in sail, and served in the vessels of the Royal Mail Steam Packet Company, trading to the West Indies and Brazil, and then transferred to the Orient Line. My first ship was the Cardigen Castle [Richard Mills & Co Ltd Liverpool] on which ship I was apprenticed and later became 3rd Mate.
I then went to the ship Ravenswood and rose to 2nd Mate, later joining the Elbe and I also served in the Don, Solent, Trent and Moselle [Royal Mail Steam Packet Company] Southampton to the West Indies and South America. In the later ship I was Chief Officer under Captain J. Jellicoe father of Admiral Jellicoe, I then transferred to the Orient Line steamers Cuzeo and Austral. I passed my Masters in 1885 in London.
In 1887 I “Swallowed the Anchor”, and then went goldmining in New Zealand. I left New Zealand in 1891 for Australia, where in association with the late R.E.N. Twopeny, I founded the “Pastoral Review”, of which I am the Proprietor and Managing Director, and in this leading livestock and wool organ of the Southern Hemisphere are often expressed my views of Australian shipping, political and agricultural topics.
I am understood to a reputation for being a candid and outspoken critic of State interference in industry, and have also been accepted as an expert on all produce and shipping matters. In this connection I made trips to Argentina, Patagonia, Uruguay and Brazil, and reported fully on the conditions in these countries. In 1903 I made a second trip to South America, and my expressions of opinion in the earlier voyage were confirmed by people I met. I went on a third trip there in 1908 and this same year represented Australian & New Zealand Companies at the International Refrigeration Conference in Paris where I also represented the Federal Government.
During the Great War I was appointed Chief Commissioner of the Australian Comforts Fund in Egypt, retaining this position for two years, receiving the King’s Jubilee Medal in recognition of this work.
I was a Member of the Historical Society of NSW, Fellow of the Royal Colonial Institute, Fellow of the Royal Geographical Society, Liveryman of the Honourable Company of Master Mariners, Freeman of the City of London. From 1922 to 1937 represented the Port of London Authority in Australia and New Zealand. For over 40 years Vice President of the C of E Boys and Girls Homes in Burwood NSW and also Vice President off The Mission to Seamen. Founder with Dr R Skirving of the League of Ancient Mariners in 1902, Vice President of the League for many years and President of the League during 1940-41.
I also found time to write a few books including “A Windjammer”, “Prentice,”and “Windward Ho,” which contain reminiscences of my time as a sailor. Another book is “The World’s Meat Future” covered most countries livestock with their pastures, climate and prospects.
“Saved by a Coach Horse”
After leaving the sea I received an appointment in London to manage the gold dredging company on the Molyneaux River, Otago NZ. During that time I had a thrilling experience. Having decided to inspect the gold dredging companies higher up river, I hired a buggy and pair of horses and started from Alexandria, my headquarters.
Shortly after leaving the township I saw one of the horses was not fit, so went very slowly until I reached Clyde. Here I managed to get Hughie Craig, the well - known coach - driver of Cobb & Co.’s coaches, to lend me a horse. This change of horses saved my life.
The next stopping place was to be Cromwell, which I reckoned upon reaching about 9pm, intending to stay the night there. Soon after leaving Clyde darkness fell, with a thick drizzle, so I lighted my two lamps, which shone very brightly. My road ran along the right bank of the river, and in many parts I could look a hundred feet below me at the roaring cataract; even if out of sight it could be heard plainly. My own horse was on the riverside and the borrowed coach- horse on the inside. About 8.30pm when I began to think I should soon see the Cromwell lights, and when I was in about a very worst part of the road, suddenly a tall, white figure with both arms held up appeared in front of the horses in the full glare of my lights. The horses made a bound to the left, or towards the river: I felt the buggy slant outwards, and I knew the wheels were over the bank. However the coach – horse, which had travelled hundreds of times over the road, saved me --- he leaned, whilst going full speed towards the inside, and by his weight pulled his mate and buggy back to safety, flew past the figure, and then took charge of me.
The four miles he tore along that road, passing tent after tent on the hillside, with miners rushing out to see what lunatic was risking his life, until we came to Cromwell bridge, with an almost right – angle curve to the left. The coach –horse again saved me; he literally pushed my mad beast around, and here we narrowly escaped being smashed up. We clattered over the bridge, with a riderless horse ahead of us, and drew up at the hotel door, the whole population running out of their houses to see what was the matter. At first everyone thought I was on a drunken spree, and it was only the sight of the riderless, foaming horse, which also stopped, that told them something was wrong. I reported the matter to the local police, thanked God for my escape, had a good supper and sleep, and next morning went on to Queenstown.
On my arrival there I was met by the police, and was told that I was wanted to show them where the affair had happened, as a Government Official was missing. In company with the policemen, I went back over the road. When we reached the place it made me feel ill to look at it. Over 250 feet below was a roaring river. At the edge of the bank the tracks of wheels were plainly seen where they had gone over about eight inches below the edge. Here the soil which they took with them had held just long enough for the coach – horse to bring it back on the road again --- even the marks of my horse’s feet were visible over the bank. It was a marvellous escape indeed.
Apparently a man had been down the river collecting taxes from the miners and on other business connected with sluicing claims. Somehow he had been thrown off his horse, which was the one I heard ahead of me galloping into the township. Hearing my buggy come along, the man endeavoured to stop it. He had a long white waterproof coat on, and this was the apparition that frightened my horses, and no wonder. Ten days later his body was picked up at Beaumont 100 miles down the river. I thank God to this day for the loan of Hughie Craig’s coach – horse.
Captain John Duthie Sydney Phillips [September 1943] Born Sydney 13th May 1865.
Born on board father’s Aberdeen Clipper ship “John Duthie” in front of Sailors’ Home, Circular Quay Sydney 13th May 1865, hence my name, JOHN DUTHIE SYDNEY PHILLIPS’. Made two voyages round the world as baby, via two Capes. Father died on board on passage put to Sydney, off Tasmania, on 8th January 1868, and taken to Sydney for burial. Went to sea on 13th February 1882, as boy and after twelve trips round the world finish with sail in November 1893, as Master of the Aberdeen Clipper Ship Cairnbulg to join in Sydney the Canadian Australian Royal Mail Line, Sydney/Vancouver, BC. After one hundred and twenty five [125] round voyages, came on shore as Assistant Marine Superintendent, and Pilot for the Company in 1918, until 1931, joining Burns Philp & Company, as Coasting Pilot and Relieving Master until 13th February 1942, with a total of 2,974,832 nautical miles.
Supplement to the “Melbourne Argus 3rd May 1941. Several Places at the time and Vice Versa.
Travellers who have overlooked the astronomical conventions attaching to the 180th Meridian and have sailed it to find themselves wondering what happened to Thursday or where the deuce that extra Friday came from, may console themselves with the reflection that it might have been worse: At midnight on 30th December 1899’ Passengers on board the RMS Warrimoo of the Canadian Australia Line [Captain JDS Phillips in command] bound from Vancouver to Brisbane, found themselves, [Astronomically speaking] in several places at the same time, and at several times in the same place.
The situation arose from the Captain’s fondness for a prank. Earlier in the day, his second in command, [Now Captain FJ Bayldon}, pointed out to him that if he likes to alter the ship’s course a degree or two, and suitably adjust her speed, he could cross the 180th meridian [the International Date Line], at the point where it is intersected by the Equator exactly at midnight. The Captain grinned, and immediately altered the ship’s course as suggested. Thereafter five experienced navigators each took observations of the sun when it was visible, and of the stars when it was not, at three hourly intervals, to make sure that the ship did reach the appointed spot at the appointed time. The result was, that exactly midnight the Warrimoo found herself in an extraordinary position. Her bows were in the Southern Hemisphere, but her stern was in the Northern Hemisphere. One end of her was in the Western Hemisphere, and the other was in the Eastern Hemisphere. Passengers and crew in the forward art of the ship were living in Monday, January 1st 1900, in the new Century, while those abaft were in Saturday December 30th 1900, in the old Century. Those on board were the first people on earth to hail the new Century, yet the last to bid the old Century farewell.
The following is an outline of my sea career;
Went to sea OS Brilliant 13th February 1862
Apprentice Port Jackson 13th October 1882
3rd Mate Port Jackson 17th October 1885
2nd Mate Port Jackson 27th July 1886
1st Mate Port Jackson 27th July 1889
Master Cairnbulg 7th August 1892
3rd Mate Warrimoo 15th June 1893
2nd Mate Warrimoo 16th November 1894
1st Mate Warrimoo 5th October 1896
1st Mate Aorangi 7th August 1897
Master Aorangi 26th August 1899
Master Warrimoo 30th September 1899
Master Aorangi 20th November 1901
Master Maitai 10th February 1910
Master Manuka 3rd May 1910
Master Zealandia 15th July 1910
Master Makura 11th June 1913
Left Sea Makura 29th July 1918
Master Atua 22nd November to 25th December 1918
To Fiji
Master Katoa 30th August 1920
Newcastle to Auckland
1st September 1918 commenced Asst. Marine Superintendent, Union SS Co. of New Zealand
13th February 1926, about 500 shifts USS Co. ships to and from Newcastle and in Sydney Harbour since 1st September 1918.
I was educated at Fort Street Public School Sydney and Sydney Grammar School.
Doctor R. Scott Skirving [19th November 1943]. Founder with Capt A W Pearse of the League of Ancient Mariners in 1902.
I have always felt a fraud in the gathering of the Ancient Mariners, for I rather regarded myself as more an “Epsom Salt” than a “Sea Salt”. I “swallowed the anchor” when still very young. I have therefore really nothing worth remembering of my career.
I started my boyhood with “Sea-Fever”, and it has been more or less chronic all my life. When I was just twelve I went to Eastman R.N Academy in Southsea, to be crammed for the entrance exam, for RN Cadets, but as I missed getting the necessary Nomination I just decided to go into the Merchant Service, against my Father’s wishes. I went to Conway in the Mersey. I truly loved my time in her. Then I was fixed to sail in one of Green’s Blackwall ships, but there was no vacancy for several months. As I hated drifting, I sailed in Donald Currie’s Services. I then got Beriberi, -- why I don’t know --- and came ashore. By the time I was well I was strongly urged to try Medicine, which I did, ---hating it at first, and wishing I was back at sea. But I got over that, for I found I liked medicine. It was no joke for me to tackle the study of Medicine after several years of work at a different profession, but ultimately I got my degree at the University of Edinburgh. Thereafter, I did lots of Post Graduate work, on the Continent and elsewhere, and Resident jobs in Hospital, but I hankered after Australia, and so I came to Sydney as Surgeon of an Emigrant ship, and after various traverses I settled in Sydney, becoming Superintendent of the Royal Prince Alfred Hospital, -- on the Staff of which I still am --- I also held posts, first in the Children’s Hospital and then for many years I was Hon. Surgeon to St Vincent’s, I also taught at the University.
Went to the South African War as a Consulting Surgeon, and in the Great War I was very fully occupied in a responsible job in England. Since then I have just jogged on here. Although I stopped going to sea when quite young, I have never lost my interest in all that concerns seafaring, and especially have I continued a fairly conscientious familiarity with Navigation. I sometimes write articles, which partly deal with the sea, and a number of them have been printed in Medical Journal of Australia.
[NOTE: This Ancient Mariner ends his Log as follows: “This suffices to tell you what a commonplace pilgrimage I’ve had in life,--- let it go at that.” Yet his love of the sea helped to start this League of Ancient Mariners of New South Wales with Captain A.W. Pearse as it’s prime mover, and we therefore say, “Honour to our Founders, -- a genuine Ancient Mariner if ever there was one, and incidentally, a leading Sydney Surgeon for very many years, “WELL DONE INDEED”.
[Born about 186O, and at this date, about 83 years of age.] The reader’s attention is directed to the Medical Journal of Australia, June 27, 1942, to the article “Recollections of the Emigration Service to Australia, Sailing Ships in the long past years.” By R Scott-Skirving, Sydney; also to the same Journal, March 2 194O, in which appears a report on “The Illness of Sir Henry Morgan,” and the article in the issue of June 6, 1936, “Surgery at Sea in the Eighties”.
My first recollection of the sea was as a passenger, when a very small boy, on the steamer Australis, which took about four days to travel from Melbourne to Sydney, and I lived on a straight diet of Prunes, which had the effect of creating a dislike for this supposedly succulent preserve, which has lasted throughout my lifetime.
My next memory of going to sea was on the Namoi. My people were then living in Newcastle. I can still remember the excitement when my Father took my Mother aboard the American full-rigged ship California in Newcastle, and on getting into the boat to come ashore, he somehow dumped her in the harbour. She was, after a bit, extracted from the harbour, wet but resolute.
I later worked in a department store, as a boy, a counter jumper, and thereafter in the Silverton India Rubber Gutta Parchar and Telegraph Works Pty Ltd, for a short period, of a few months and after making a visit to Newcastle, and having a talk with the Captain of the Barque Oiamara, decided to go to sea. The Oiamara a year or so later, piled up on the Oyster Bank off Nobbys, Newcastle, and became a total loss.
My Mother died when I had just turned seventeen, and a few months after I had joined the ship Hampdon, of Liverpool, at Sydney, at a shilling a month, to be apprenticed on her return to UK. On arrival in England, I found my Father there, who had been in Queensland for a number of years, and having a commercial mind, I obtained the 28 Pounds premium from him, and forthwith went to sea as an Ordinary Seaman in the Barque Kilmellia. I was acting Steward on the Kilmellia for two or three months. The Steward was dis-rated, and this gave me an insight into the commissariat department’s activities on the ship.
Next trip joined the ship Kirkcudbrightshire as AB. She was partly dismantled bound from Sydney to Queenstown for orders. Then I joined the TSS Tongariro, New Zealand Shipping Co. as AB, one trip, Quarter Master one trip, then Moravian, Aberdeen White Star Line, as Quarter Master one trip, Third Officer next trip. I later left and joined the Induna as Second Mate. Left her in Sydney and joined the British India Steam Navigation Co. When returning to Sydney, after three years in India, I left in the Fortunatus, the vessel was burnt at sea, and after seven days, my boat was picked up by the ship, Forth, and we were taken to Mauritius. I had some passengers on the boat with me, and all survived the trip, in good condition, including the lady.
Returned to Sydney and joined the Union Steam Ship Co. of New Zealand, and eventually came ashore in Wellington NZ, as Assistant Stevedore, for NZ Shipping Company, and later partner in the firm of Gannaway & Co. Ltd, Stevedores.
I obtained my Second Mate’s Certificate in Sydney. My Mate’s in Bombay, and my Master’s Certificate in Wellington NZ. Retired from Gannaway & Co. Ltd, in November 1921, and came over to live in Sydney. I found all the pirates in front of the Stock Exchange, Pitt St, Sydney, and they sold every useless thing that I had money to buy. These “useless things” are now the foundations of the business of Aucher Pty Limited, Importers, Exporters and Manufacturers.
Having profited by my errors, and having paid 25 Shillings in the pound for everything I received, am at this date, President of the Wholesale Importers Association of NSW: Chairman of the Importers’ Section of the Wholesale Soft goods Advisory Committee: Federal Delegate of the Federal Clothing and Textile Advisory Council etc. I am also acting as Honorary Secretary of the Ancient Mariners’ League, and have been Vice President for three years.
Went to sea originally to find out who ran the ship, because I wanted to run one. Today I know it is the man who puts the cargo aboard the ship, who has the most say in normal times. And is invited down as and when the occasions arise, as an honoured guest to any dinners to be given by the ship’s Owners. At present “still going strong” and hope to have a few more feeds at the Owner’s expenses, after the present war is over.
Captain F.H.C. Brownlow CBE RAN [23 December 1947] Secretary of the League of Ancient Mariners of NSW 1923-1931.
Captain F.H.C. Brownlow Officer Commanding Naval Forces, and Naval Commandant of NSW, was born at the Guards Barracks, Westminster London in 1859. His father was an Officer in the Coldstream Guards, who served with distinction through the Crimean War, being present at Alma, Inkerman, Balaclava and Sebastopol. His mother accompanied her husband to the Crimea, and remained at Sentari being associated with that noble woman, Miss Florence Nightingale in nursing the wounded soldiers. Mr Brownlow was educated at St. Claves Grammar School, Southwark, London, a school that was founded by Queen Elizabeth, and there he acquired a sound commercial and classical education.
Upon termination of his school days he entered the office of a Surveyor, with the intention of qualifying for that profession, but after a while, finding a sedentary occupation irksome, he determined to go to sea. He was apprenticed to a firm of Sunderland ship owners.
He made voyages to Turkey, Russia, Argentine Republic, Peru, Chili, France, Egypt, India, Brazil and West Indies, and his reminiscences of travel are very interesting. He was present at the great fire at Iquique where he was landed with crews from all the British ships to subdue the conflagration, which lasted three days, and burnt out the town. On his arrival in Sydney in1882, Mr Brownlow started to learn the Coach Building trade, with a firm of T. Moore & Son.
Upon the despatch of troops to Soudan in 1885, he joined a contingent and went to Egypt, and was present at the affair at Tamai, holding the Queen’s Medal & Khedive Star. Upon his return to Sydney he resumed his connection with the Coach Building trade, but finding it unsuitable, he in 1888, obtained an appointment in the Mines Department as a temporary clerk. Subsequently, he was placed on the permanent list, and appointed to the Registrar’s Branch, where he became Chief Clerk, and was in charge of the Inquiry Branch of the Department.
In 1885 Mr. Brownlow joined the Naval Artillery Volunteers. In 1889 he was promoted to the rank of Sub-Lieutenant and to Lieutenant in 1892. During the latter years of the Corps’ existence he was in charge of Torpedo boats, Acheron and Avernos.
Upon the reorganisation of the Naval Forces under the Federal Governmant in 1902, Lieutenant Brownlow was appointed Officer Commanding the Naval Forces of NSW, and carried out the work of reforming the Naval Brigade successfully. In1904 when the enrolment of Australians to the Royal Navy under the Naval Agreement Bill took place Captain Brownlow was appointed by His Excellency, the Commander in Chief of the Australian Station, [Admiral Fanshawe], as Royal Naval Registrar, and all the applicants for the Royal Navy and Royal Nay Reserve had to pass through his hands to be deemed fit for service.
He was a man of great organising ability, of fine physique and splendid constitution. Mr Brownlow was also a member of the Executive Committee of the Council of the Public Service Association of NSW.
Captain Percy Everitt [December 1943]
From the proverbial cabin boy to Captain, the gamut of a seafaring career has many vicissitudes, of which the following are the highlights. I took a pier-head jump on to the packet Garnet steam trawler and got an insight of fishing on the Dogger Bank; picked up a Dutch brig in distress, waterlogged, towed her to Cuxhaven – first salvage job.
Next I joined the full-rigged ship Benlarig and sailed from Berry Docks to Port Pirie, SA, thence Newcastle NSW, to ‘Frisco, with coal 68 days. The cargo shifted in a gale and the ship was on her beam-ends. On entering the Golden Gate she touched the bar, but had enough way to get over. We loaded wheat for Queenstown at Port Costa, for orders, and this was my first trip around the Horn.
In the Bermuda which was a hurricane deck vessel, I made the longest voyage of my career, 186 days from Antwerp to Seattle, with cement. On this trip I witnessed my first burial at sea, that of a young Finn who fell from the main upper topsail yard, and broke his neck through striking a ventilator in the fall. This was the first and last ship I cleared out from.
Joined Melanope, which was a fine little barque, and sailed with lumber from Port Blakely to Cape Town. She logged 315 to 325 knots per day for over a week, off the pitch of the Horn; had a mutiny on board and the crew were placed in irons. The after-guards, Chippy, Sail-maker, another AB and myself worked the ship for a week. The Captain was a fine man who had his wife and family on board and he taught me to take and work a sight.
The Rio was the first barquentine I shipped in. Was AB and Donkeyman of her. She was termed the Inter-Colonial Submarine as she was more under the water then on top.
The first ship I was in after obtaining my 2nd Mate’s Ticket was the Pelotas, Shipped as Second Mate and experienced a black North Easter from Whangaroa to Sydney.
I enjoyed a brief command of the Allyn River. In 1921 I swallowed the ‘handspike’ and became a dealer in foreign stamps. The following is a list of vessels in which I served, 1899 to 1921.
Sail
Benlarig – Full Rigged Ship; Bermuda – 4 Masted Barque; Dolbadern Castle – Full Rigged Ship; Melanope – Barque; Pelotas – Barquentine; Rio – Barquentine; Solgran – Barquentine
Steam
Ason; Allyn River (Master); Arrawatta; Bamburgh; Boveric; Corinna; Garnet Steam Trawler; Grantley Hall; Hunter; Hurworth; Kaituna; Karamu; Koonya; Kyarra; Levuka; Loongana; Maheno; Mallina; Marsina; Miltiades; Moira; Mokoia; Namoi\Oonah; Palmer; Tymeric [was Purser of this Packet]; Wainui; Wakatipu; Wollowra; Wyreema.
Rear Admiral H.B. Farncomb CB DSO MVO. Born Sydney 28th February 1899.
Rear Admiral Farncomb joined the RAN College with first batch of Cadet Midshipmen at the beginning of 1913. Passed out in December 1916 and proceeded to the Grand Fleet as Midshipman in HMS Royal Sovereign, Acting Sub Lieutenant September 1918, joined HMS Woolston - January 1919.
HMAS Anzac – April 1919, Lieutenant – October 1919. Courses in England, 1920. HMAS Stalwart in Australian Squadron 1921, HMAS Melbourne War Staff Officer 1022-23. RN Staff College 1923-24. HMS Barham and Malaya as Assistant WSO to Rear Admiral W.W. Fisher in Mediterranean 1924-25 for a few months. Staff Officer {Operations] in Australian Squadron {HMAS Sydney] 1925-1928.
Lieutenant Commander October 1927. Exchange Service in HMS Repulse Battle Cruiser Squadron Atlantic Fleet, 1928-29. Imperial Defence College London 1930. Naval Staff Navy Office Melbourne 1931-33. Commander June 1932. HMAS Australia 1933-35, including Duke of Gloucester’s return to England {MVO}. Naval Intelligence Division Admiralty 1935-37.
Captain June 1937. Command HMAS Yarra – October 1937 – October 1938. Courses in England first half of 1939. Commissioned HMAS Perth (formerly Amphion) at Portsmouth June 1939. West Indies and North Atlantic – September 1939 – February 1940 then to Australia. Transferred to HMAS Canberra June 1940, Indian Ocean mainly.
Intercepted German supply ships Coburg and Ketty Brovig March 1941. Transferred to HMAS Australia - December 1941 as Flag Captain and Chief Of Staff Officer to Rear Admiral J.G Crace CB. Battle of the Coral Sea May 1942, landing at Guadalcanal August 1942 [DSO] and Eastern Solomons action August 1942.
Aware and Cape Gloucester landings December 1943. Proceeded to England April 1944, command Assault Aircraft Carrier HMS Attacker till November 1944. Invasion of Southern France and operations against the German Army in Aegean. Return to South West Pacific Area, Commodore [1st Class] commanding HMA Squadron December 1944 – July 1945.
Lingayen Gulf Operations [CB, Corregidor, Wewak, Brunei Bay, Miri, Balikpapan; at different times in HMAS Australia, Shropshire, Hobart and Arunta. US Legion of Merit Degree of Commander. Temporarily FOIC Sydney August – September 1944, then Commodore Superintendent of Training Flinders Naval Depot November 1946 –November 1947. Then Commodore and Rear Admiral Commanding HMA Squadron. Rear Admiral January 1947.
Rear Admiral Farncomb has been appointed Head of the Australian Joint Services Staff in the United States and Australian Naval Representative and Naval Attaché in Washington.
Australian Coal, Shipping Steel and The Harbour.
November 1, 1949
Admiral Henry James Feakes [April 1944] Born London England
In 1891 I went to sea as a Cadet at Worcester, England and was aboard “ Macquarie” from 1893 to 1896. In the latter year, I received my 2nd Mate’s Certificate, and about 1902 qualified as Master. In 1896, as 6th Mate, I made my first voyage aboard P&O Ballarat.
Joined Commonwealth Naval Forces in 1907, Lieutenant and Navigator, and was in command of various small Gun Boats, also T.B’s. I was commissioned in 1910, and took charge of the Commonwealth’s first Destroyer HMAS Parramatta from 1910 to 1912.
From 1912 to 1914, Lieutenant Navigator on HMAS Sydney, later until 1933 being in command of HMAS establishments and various ships, including HMAS Protector, Torpedo Boats, Brisbane, Melbourne, Albatross etc. and also served in various HM ships of war. In 1934 was promoted to Flag Rank.
Captain George Irvine, DSO 2 Mentions, RNR Rtd. MN Rtd. A.T.C [8th December 1943]
Have had a very sticky past and would rather not mention it.
Captain A.E. Jolly [January 1944] Born 17th October 1867.
At the age of fourteen years I left school, and as my father would not consent to my going to sea, I commenced working a ship chandlery store at Gt. Yarmouth. This kept me in contact with seamen, and after being two years in this position; I left and told my father of my intention of going to sea. At this time he was owner of Oyster Dredges, and suggested that I should commence my seafaring on one of them. Although the work on these dredges was very hard and rough, it did not kill my desire for a sea career, so I decided to act for myself in the matter.
There was an old wooden barque, Princess of Wales, which had been a China Tea Clipper, but was now in the Baltic Trade, and I got in touch with the Captain, who agreed to take me for a trip. After managing to accumulate sufficient clothing and necessities, - unbeknown to my father, as I thought, -- the barque sailed before due date, and was gone when I arrived to board her. When I returned to the Oyster Dredges, my father expressed surprise, saying he thought I had sailed on the Princess of Wales, having known of my intention all the time. However he could see I was determined to go to sea. I was then 17 ½ years of age. An old barque, called the Sealotter arrived in Ipswich from Australia. He got in touch with the Agents, and I signed my indentures on the 8th October 1885, in the White Star Office, 34 Leadenhall St London.
My first voyage was London to West Coast of South America, and back to Cardiff, from the 10th October 1885 to 14th July 1886. This trip was quite uneventful, except I did not receive any news from home, during the whole voyage: and was always hungry. The second voyage from Cardiff to Iquique and back to Marseilles was from August 1886 to 17th August 1887.
A few interesting incidents occurred during the two years and three month trip, from Marseilles to Monte Vides, and Paranagua in Brazil, back to West Coast of South America, loading in Pisagua for Aberdeen, -- from 5th September 1887 to 18th November 1888. The crew consisted of 16 hands, made up as follows; Captain, Mate, 2nd Mate, Carpenter, Sailmaker, Five Able Seamen, five apprentices, and one man, Cook & Steward. This latter was a sick man, and on arrival in Valpariso, we had to land him, with heart trouble. I was then installed as cook and steward, and on arriving at Taltal, the Captain decided to give an English Dinner to some friends. He told me to order whatever I wanted from the Butcher’s, so I served them up a good soup, [made from crew’ meat which had gone into the sea-pie], Roast Joint, and Plum Pudding, which I had boiling all night, attended by night-watchman. The dinner went off well, but as I was drawing the beer corks before taking it to the table, I was rather sleepy by the time they had finished their dinner, The Chief and Second Mate complained to the Captain that I had not given them their dinner, but the Captain exonerated me, and told them to leave me alone.
Before leaving this port, we shipped a new man as cook and steward, and all went well until the night before leaving Pisagua for home, when he ran amok, taking charge of the deck. We eventually put him in irons and took him ashore the next day, paying him off at the same time.
We were now unable to obtain another cook, so the Captain signed on another AB, and I had to act as cook again until we arrived at Marseilles. It was not a very difficult job to do the cooking, as after we were at sea we discovered that the poor old cook we had had on the outward trip had used most of the small stores, there being only 6 tins of bully beef left, which we used at the rate of one every other Sunday, and for three weeks before arriving at Marseilles, we had no meat at all, but to make a change of diet, I used to make soup with biscuits.
The Pilot whom we picked up the day before we arrived Marseilles, brought his own bread, which I served at the cabin table that day, distributing what was left between my fellow apprentices. When it came to giving the Pilot his coffee the next morning, I had to give him a Liverpool Pantile, to which he objected, and complained to the Captain. However the bread was gone, so nothing could be done.
Bad weather on the voyage from Pisagua to Aberdeen and the fact that we were short of provisions, caused us to put into Leith, and the journey to Aberdeen took six weeks. After a week in Leith, we left in tow for Aberdeen, and overrun the tug, and had to cast him off, on arriving off Aberdeen. There was too much sea on the bar, so we had to still stand off, and during the night were partly dis-masted. It took us another week to reach our destination, with most of our sails blown away.
During my third voyage, which was from South Shield to Valpariso and back to Charleston, -- 25th December 1888 to 9th October 1889, I completed my apprenticeship, so left the ship and joined SS Charrington as AB and arrived in Liverpool, 13th November 1889. Spent two weeks at a school, and sat for my 2nd Mate’s Certificate, which I obtained about the middle of December 1889.
On the 14th March 1890, I joined the four masted barque Gilcruise as 3rd Mate, and when in Coquimbo, left her and became 2nd Mate of the ship Ellenbank. I left this ship in Rotterdam on 5th March 1891, and was appointed 2nd Mate of the new ship Forth of Cromarty, and sailed from Glasgow to Sydney, thence to San Francisco, and Back to Antwerp on 17th August 1892.
On securing my 1st Mate’s Certificate in London, I re-joined the ship as 2nd Mate, and on arrival in London, again about 2nd December 1893, I left the ship and sat my Master’s Certificate, which I obtained and once more joined the Forth of Cromarty. Owing to a full cargo of barley having being taken on in San Francisco, we had to stiffen the ship by filling all the limbers with shingle ballast, and this was left in when we discharged in London, and re-loaded with cement for Glasgow. This ballast was the means of saving the ship on the Glasgow trip. We struck very dirty weather in the Channel, and we had to run back to the Downs three times, but the third time, went ashore on South Fordland, and were all taken off the ship by rocket apparatus, with the loss of one apprentice. Next morning there was no sign of the ship but she was traced on St Margaret’s Beach, where she had drifted. We were eventually towed to Glasgow, and when docked, found the whole bottom of the ship corrugated, but not cracked, due to the heavy shingle ballast, and the bag cement cargo on the ceiling, which formed a complete solid bottom.
In March 1894, I was sent to Cain in France to join the Forth of Firth as 1st Mate, she having capsized on the wharf and sunk. It was a big job to repair her, but we sailed for New York with a heavy cargo of freestone block in April, and on the passage across the Atlantic struck heavy weather, when the ship was thrown on her beam ends owing to the cargo shifting. We managed to get the ship before the wind and arrive in New York, anchoring off the Statue of Liberty.
Next morning, found the crew had deserted, so we loaded for New Zealand, with a new crew consisting of Negros, who signed on at cheaper rates then white crew. We had a lot of trouble with some of these men, one in particular who was in irons for the last three weeks before arriving in Dunedin, he having kicked my front tooth out, in a brawl. On handing him over to the authorities on arrival, they considered he had sufficient punishment, and as he was a coloured man, we could not pay him off, but had to take him home, during which trip he gave more trouble, so we carried him home in irons.
On arrival in London, I was appointed Master, but as there was a possibility of the next trip occupying three years, I decide that the day of sail was done for me, so resigned, and August 1895, joined Port Line, my first ship being the Port Hunter, in which I was Third Mate, being promoted to Second Mate on arrival in Melbourne.
I served as an Officer in various ships until 1903, and was then appointed Master of the Port Albert. She was sold in 1905, and I took command of the Port Stephens. On arriving in Australia, was chartered to make a trip to Shanghai, and then three New Zealand trips for the Union Company. On the latter trip from NZ, we sailed from Timaru for Sydney, and after passing through Foveaux Straits, encountered heavy gales, and high seas, which were dead ahead. The vessel being so light, it had to head to the South West, as she was pitching heavily. After 34 hours we found we had been taken south of all steamboat tracks. Then our tail end shaft broke, and were helpless in heavy seas, lying broadside on, and rolling heavily. I rigged a sea anchor, made out of derricks, and heavy cargo nets and canvas, This was paid out ahead on wire, but did not last long, as the heavy strain soon crumpled it up.
After securing the propeller as it was threatening to carry away the rudder post at any time, we started to make all sail that we could out of canvas we had. We got her before the wind alright, but as soon as we got headway, she would broach too, this being caused by the propeller being a fixture, and as we went ahead, and the seas acted on the propeller as if she was going astern. We now found that there was a clean break in the tail shaft about a foot from the propeller, and it was difficult job to get a blank flange over the opening, in the small amount of space available to work in, as every time the ship dipped, we were half drowned. However, we got it secured, after taking a great quantity of water aboard. We had to go at once on short rations, not knowing how long it would be before we would be picked up, if ever, and I had to keep the men very busy to keep their minds off the situation.
After drifting about 600 miles we were near Auckland Islands, when at 3 am one morning, we sighted a sailing vessel, which picked up our distress signals, and bore down on us. It was the Barque Ravenscroft, which had also been blown hundreds of miles south of her course by the heavy weather, and she proved our salvation, and took us off and back to Dunedin.
After the loss of the Port Stephens, I returned to England. In1907, I joined the Port Pirie and from then until 1926, when I retired, had command of the following vessels: Port Pirie, SS Indralama, Port Elliot, Port Hacking, and Port Chalmers.
Captain George F Langford [December 1948}
I give you hereunder copies of documents given to me from the two concerns I spent most of my seafaring life with, and also give particulars of the Windjammers I was on. My first voyage, I think was unique, 3 years and 2 months, calling at the following places. Left Cardiff with coal to Buenos Aires, then Barbados, Trinidad, New York Macassar, and six islands in N.E.I., discharging cases of Petroleum, loading Ebony for Hong Kong, then down south rounding Australia and Tasmania to Cassao, [posted missing at Lloyds], 4 ½ months on passage, to Lobos del Feuga, loaded Guano for Kings Lynn, Norfolk, ran ashore on Yarmouth Sands, Goreleston Lifeboat got us off, was towed to Kings Lynn two weeks before Christmas 1900. Was at the wheel in August 1900, when we sighted Cape Horn. I grew six inches in height during the voyage. The firm was John Isaac Jacobs of Swansea, so I was not fat.
26/10/1896 to 12/1899 Barque Windsor Castle 629 tons Reg, Apprentice sailed completely around the world.
11/01/1900 to 20/12/1900 Barque Swansea Castle 594 tons Reg. Apprentice & AB, England, Cape Town, Newcastle NSW. 18/01/1901 to 28/05/1901 SS Peregrine Australian Coast AB, passed 2nd Mate’s 24/07/1901. Passed 1st Mate’s 9/01/1903. Passed Masters 12/08/1904. Passed Extra Masters 18/08/1916.
Copy of Letter from Butterfield & Swire, Shanghai 14th September 1911
Hong Kong, China, Japan
Mr George Langford joined China Navigation Company’s service at Hong Kong on 5th November 1901 as Third Officer in the Company’s Australian Line, in which he remained until 20th October 1908, having been promoted to Second Officer on 10th September 1902 and to Chief on 1st February 1905. On 20th October 1909 Mr Langford was transferred to the Company’s China Coast service, where he remained until 20th November 1911, having been promoted to command on 20th November 1911. With the exception of leave from 20th November 1909 to 23rd February 1911, most of which was devoted to Naval Service on the Australian Station, Mr Langford’s service has been continuous and satisfactory in all respects.
The Company’s late Australian Line extended from Japan ports to Melbourne, calling at Hong Kong, Port Darwin and Thursday Island, and via Torres Strait and inside the Barrier Reef to Cooktown, Townsville, Moreton Bay and Sydney and back again in reverse order. As for complete voyages were performed during the year, Mr Langford is no doubt familiar with the navigation and has acquired much local knowledge of the route and ports called at. The China Coast trade extending as it does from Newchwang to Hong Kong afforded opportunities of acquiring local knowledge which were availed of as Mr Langford’s period of command during which he piloted his ship at Shanghai and other coast ports testifies to.
[SGD] R. Nelson
Marine Superintendent
Agents – China Navigation Company Ltd.
Commander George Francis Langford RAN –Statement of Service in the Royal Australian Navy
Appointed Lieutenant 29th December 1911 with Seniority of 29th December 1910. Appointed Acting Lieutenant Commander 29th December 1916. Promoted Lieutenant Commander 29th December 1918. Appointed Acting Commander 14th February 1925. Transferred to Naval Auxiliary Services with the rank of Commander 19th January 1927. Transferred to RAN Emergency List 29th January 1932 on reaching the statutory retiring age for the rank of Commander. Honorary Aide-de-Camp to His Excellency the Governor General, whilst holding appointment of District Naval Officer from 1st December 1926 to 29th January 1932.
Where Served
Ship Period Remarks
Cerberus 29.12.11 to 30.06.12
Encounter 01.07.12 to 10.05.16 Navigating Officer
Penguin 11.05.16 to 29.10.16 Navigating Officer
Brisbane 30.10.16 to 31.07.19 Navigating Officer
Platypus 01.08.19 to 22.07.21 Navigating Officer
Brisbane 23.07.21 to 31.03.22 Navigating Officer
Penguin 01.04.22 to 07.10.23 As Master Attendant
Penguin 08.1023 to 02.12.23 In Command and as Master
Attendant
Penguin 03.12.23 to 06.02.24 As Master Attendant
Penguin 07.02.24 to 13.01.25 As Master Attendant and
Deputy Superintendent
Platypus 14.01.25 to 29.03.25 In Command as Acting
Commander
Marguerite 30.03.25 to 16.11.25 -do-
Brisbane 17.11.25 to 16.11.25 -do-
Cerberus 31.10.26 to 29.01.32 As District Naval Officer Victoria,
Commander Auxiliary Services
The service of Commander Langford has been entirely satisfactory. He is regarded as an able Navigating Officer and Administrator.
[SGD] C.M. Spurgeon, Sec Naval Board.
29th August 1939 called up from the Emergency List for Active Service in the RAN. Appointed Commander HMAS Penguin Garden Island, as Master Attendant and Deputy Superintendent, Sydney, later as Assistant to Captain of the Dockyard, being retired on the 23rd January 1946. One of the various duties of the Master Attendant was that of Naval Pilot for the Port of Sydney.
Captain S. Mortimer [17th September 1943]
I started my seafaring career, by being apprenticed to Guthrie McDonald, Hood & Co., owners of the “Village Line”, of Glasgow, {ships are named after villages in Dumfrieshire], and left London on 16th September 1883 bound for Sydney.
Served four years in various ships of the company, to Australia chiefly, was appointed Second Mate and First Mate in due course in the company, in which I served for nine years.
I then joined the P&O Company, as Junior Officer, but promotion being slow, I left the old Ballarat after two years’ service, and after doing a little “bush-whacking’, for six months, joined the newly formed Canadian – Australian Line, as Fourth Officer in the Warimoo. Captain J.D.S Phillips our Vice President was the Second Officer of the ship.
I remained with the Company for fourteen years, during the last nine I was Chief Officer, but as any chance of getting command seemed somewhat remote, owing to the vicissitudes of the company changing ownership, I threw away the fourteen years and joined Burns Philp & Co, in which I rapidly rose to command, and in which company I very happily collaborated with our present President, Captain F.J. Bayldon.
Most of the time, during the thirty years I was with Burns Philp & Co, was spent in the Sydney – Singapore Service, until having reached the age limit, I retired. My total active service was fifty two years.
Captain Finlay Murchison [9th December 1943]. Born 26th January 1890 at Lochcarron, Ross Shire Scotland.
I received my early education in the local School, and went from there to Plockton High School, or Academy as it was then called. At the age of 16 years, I joined the Barque Loch Lomond as boy, bound for Port Adelaide, Australia. On arrival there I had ideas about joining the local Fire Brigade, and ran away from my ship. However nothing came of my intentions as regards the Fire Brigade, and I shipped as AB in the steamer, Gabo. After serving in a number of sailing ships as AB I passed for 2nd Mate in 1910, and joined Burns Philp’s steamer Moresby, as 3rd Officer.
I was still not happy with steamers, and after I passed for Mate I joined the Barque Lobo, as Mate. I passed for Master in 1913, and joined Adelaide SS Co.
When 2nd Mate of the steamer Lamaroo I got a telegram in Melbourne asking me if I would go Master of the Barque Wild Wave of Hobart, and needless to say, I went back to my old love.
From the Wild Wave I went as Master of the Barque Wathara. The Wathara was sold to Bell & Co. of Hull in 1919, and I came back to Australia as passenger in the Troopship Aeneas. When Master of the Wathara, I was presented by Lloyds with their Silver Medal for Meritorious Service, and also received a cheque for 250 pounds from the underwriters.
On arrival back in Australia, I was appointed by Burns Philp & Co. to look after their interests during the building of the big Five-Mastered Barquentines Braeside and Burnside. However, the history of what happened to both vessels is well known.
In 1921, I joined the Navigation Service as temporary pilot in Sydney. I would like to add that the last vessel I piloted was the Queen Elizabeth.
In April 1942, I was appointed Assistant Harbour Master at Newcastle, and was transferred back to Sydney in December of the same year, as Deputy Harbour Master, and appointed Harbour Master on the 1st October 1943, The only time I was Master in steam, was when the owners of the Barque Wathara brought the steamer Coolgardie. I happened to be in port at Melbourne after a voyage from Iquiqui, and my owner asked me to take the Coolgardie from Melbourne to Port Adelaide. I was on her register as Master for three weeks.
Captain E.W.J. Nursey [December 1943]
Born 10th January 1883 at Lowestoft Suffolk England.
In March 1898 at the age of 15 years I went to sea in Sailing Vessel, Lord Elgin of Liverpool. I obtained my First Certificate in April 1902 and had my first voyage as Second Mate, on TSS Ayrshire, Glasgow in July 1904. My first voyage as Mate was on board SS Fifeshire, Glasgow in 1906. In the same year I qualified for my Master’s Certificate.
In August 1902, I joined Turnbull, Martin & Co. Shire Line of Steamers, as Fourth Mate, and rose to 1st Mate in 1906. Then joined the New Zealand Shipping Co.’s SS Waimate as Fourth Mate in 1907 and was promoted to 1st Mate, SS Whakatane in January 1912. I served with this Company until coming ashore to take up a position with the Darling Island Stevedoring & Lighterage Co. Ltd in March 1921, being Master of their vessel SS Hilda Hugo Stinnes, [Ball’s Head] in January 1921.
I am now, [December 1943] General Manager of the Darling Island Stevedoring Co. Ltd; was appointed Manager in 1916, and General Manager in January 1919.
Captain Richard Ormand Page [5th December 1943] Born 21/03/1873 at New Charlton Kent England. At eight years of age I entered Christ’s Hospital, [Bluecoat School]. When I was 13, I was transferred to mathematical side. In about February 1888 I passed the examination for Navigating Lieutenant in the Royal Navy. Professor Airey, Astronomer Royal of England was the examiner. I have a Silver Medal and all the prizes from the Mathematical School. The Royal Navy was too expensive, and I went to sea on June 1 1888 in the ship Morielta [1066 reg.] owned by Trinder Anderson & Co. London. This vessel carried the first consignment of railway material for the Midland Railway W.A.
The last year of my apprenticeship I served as 3rd Mate and passed for 2nd Mate’s Certificate in June 1892, on the Barque Helena Mena London 714 ton reg. On arrival at Fremantle WA the Chief Officer left to take charge of the barque West Australian and I passed 1st Mate before a Naval Court, Certificate M161, WA.
On arrival London the B>T> would not recognise the Certificate, and I had not sufficient time to pass as 1st Mate, so went as 2nd Mate on the barque Niola, London about 600tons. On returning to Sydney I passed 1st Mate, in June 1894, and sailed as Mate of Niola until 1896.
In June 1896 I passed Ordinary Master, and transferred to steam, under the same owners, Federal SS Co. to Celtic King and Maori King after taking the Barque Niola, Helena Mena and Arabella through survey. May 3, 1900. Passed for Extra Master at this date, No. 025337 Square Rigged. Passed full marks plus 200 for extra work. Have mislaid Compass and Adjuster’s Certificate, taken out at same time.
In connection with this examination I have a letter from Captain J. Thompson, the examiner, stating that had there been a vacancy in England for an Examiner of Master & Mates, he would have made it his business to personally recommend me.
In June 1900 I came to Australia, I had been promised a position as 2nd Surveyor on the Queensland Government’s SS Merrie England, but arrived too late.
Served 1 year with Howard Smith Ltd as 2nd Mate. 1 year with Adelaide SS Co. as 2nd Mate SS Wollowia. 2 ½ years with Adelaide SS Co. as 1st Mate. About 6 weeks Master SS Investigator. Joined the Navigation Department May 4 1905. 2nd Pilot on SS Captain Cook 1 year. 1st Mate Pilot SS Ajax 1 year. Master Pilot SS Ajax 1 year 1908. Ed Marine Surveyor’s Licence No. 79 Sydney Feb 6 1907.
Sept 27 1909, recovered crew of American Schooner Alpeno in Newcastle Bight. Was awarded a Gold Medal from citizens of Newcastle. And a pair of binoculars from President USA. The presentations were made by Lord Chelmsford. [Newspaper accounts are available]. Pilot Newcastle 1910, held record for heaviest draft for 3 years. SS Drachenfels March 1 1911 London paper Fairplay April 12 1911. July 1 1913, Pilot in charge Nambucca River. Bar had been in bad condition for some time. In January 1914, owning to floods Nambucca was cut off by land from Kempsey and Ununga so called for volunteers, and dug a channel across the Bar with shovels. [Sydney Morning Herald 15/01/1914].
In December 1916, at Sydney Office was appointed Head Motorboat Inspector and Surveyor. In 1920 at Newcastle, was appointed Shipping Inspector and Surveyor, and in 1931 at Newcastle, Chief Shipping Inspector and Surveyor.
On March 31, 1933 I retired.
[The death of Captain R.O. Page was reported in the Minutes of 25/06/1948. Captain Page died at sea when returning from a pleasure trip to England with his wife. He was buried at Sea].
Captain A.W Pearse JP FRGS {September 1943] Born: London 1857. Founder with Dr R Skirving of the League of Ancient Mariners in 1902.
I went to sea at the age of 17, spending several years in sail, and served in the vessels of the Royal Mail Steam Packet Company, trading to the West Indies and Brazil, and then transferred to the Orient Line. My first ship was the Cardigen Castle [Richard Mills & Co Ltd Liverpool] on which ship I was apprenticed and later became 3rd Mate.
I then went to the ship Ravenswood and rose to 2nd Mate, later joining the Elbe and I also served in the Don, Solent, Trent and Moselle [Royal Mail Steam Packet Company] Southampton to the West Indies and South America. In the later ship I was Chief Officer under Captain J. Jellicoe father of Admiral Jellicoe, I then transferred to the Orient Line steamers Cuzeo and Austral. I passed my Masters in 1885 in London.
In 1887 I “Swallowed the Anchor”, and then went goldmining in New Zealand. I left New Zealand in 1891 for Australia, where in association with the late R.E.N. Twopeny, I founded the “Pastoral Review”, of which I am the Proprietor and Managing Director, and in this leading livestock and wool organ of the Southern Hemisphere are often expressed my views of Australian shipping, political and agricultural topics.
I am understood to a reputation for being a candid and outspoken critic of State interference in industry, and have also been accepted as an expert on all produce and shipping matters. In this connection I made trips to Argentina, Patagonia, Uruguay and Brazil, and reported fully on the conditions in these countries. In 1903 I made a second trip to South America, and my expressions of opinion in the earlier voyage were confirmed by people I met. I went on a third trip there in 1908 and this same year represented Australian & New Zealand Companies at the International Refrigeration Conference in Paris where I also represented the Federal Government.
During the Great War I was appointed Chief Commissioner of the Australian Comforts Fund in Egypt, retaining this position for two years, receiving the King’s Jubilee Medal in recognition of this work.
I was a Member of the Historical Society of NSW, Fellow of the Royal Colonial Institute, Fellow of the Royal Geographical Society, Liveryman of the Honourable Company of Master Mariners, Freeman of the City of London. From 1922 to 1937 represented the Port of London Authority in Australia and New Zealand. For over 40 years Vice President of the C of E Boys and Girls Homes in Burwood NSW and also Vice President off The Mission to Seamen. Founder with Dr R Skirving of the League of Ancient Mariners in 1902, Vice President of the League for many years and President of the League during 1940-41.
I also found time to write a few books including “A Windjammer”, “Prentice,”and “Windward Ho,” which contain reminiscences of my time as a sailor. Another book is “The World’s Meat Future” covered most countries livestock with their pastures, climate and prospects.
“Saved by a Coach Horse”
After leaving the sea I received an appointment in London to manage the gold dredging company on the Molyneaux River, Otago NZ. During that time I had a thrilling experience. Having decided to inspect the gold dredging companies higher up river, I hired a buggy and pair of horses and started from Alexandria, my headquarters.
Shortly after leaving the township I saw one of the horses was not fit, so went very slowly until I reached Clyde. Here I managed to get Hughie Craig, the well - known coach - driver of Cobb & Co.’s coaches, to lend me a horse. This change of horses saved my life.
The next stopping place was to be Cromwell, which I reckoned upon reaching about 9pm, intending to stay the night there. Soon after leaving Clyde darkness fell, with a thick drizzle, so I lighted my two lamps, which shone very brightly. My road ran along the right bank of the river, and in many parts I could look a hundred feet below me at the roaring cataract; even if out of sight it could be heard plainly. My own horse was on the riverside and the borrowed coach- horse on the inside. About 8.30pm when I began to think I should soon see the Cromwell lights, and when I was in about a very worst part of the road, suddenly a tall, white figure with both arms held up appeared in front of the horses in the full glare of my lights. The horses made a bound to the left, or towards the river: I felt the buggy slant outwards, and I knew the wheels were over the bank. However the coach – horse, which had travelled hundreds of times over the road, saved me --- he leaned, whilst going full speed towards the inside, and by his weight pulled his mate and buggy back to safety, flew past the figure, and then took charge of me.
The four miles he tore along that road, passing tent after tent on the hillside, with miners rushing out to see what lunatic was risking his life, until we came to Cromwell bridge, with an almost right – angle curve to the left. The coach –horse again saved me; he literally pushed my mad beast around, and here we narrowly escaped being smashed up. We clattered over the bridge, with a riderless horse ahead of us, and drew up at the hotel door, the whole population running out of their houses to see what was the matter. At first everyone thought I was on a drunken spree, and it was only the sight of the riderless, foaming horse, which also stopped, that told them something was wrong. I reported the matter to the local police, thanked God for my escape, had a good supper and sleep, and next morning went on to Queenstown.
On my arrival there I was met by the police, and was told that I was wanted to show them where the affair had happened, as a Government Official was missing. In company with the policemen, I went back over the road. When we reached the place it made me feel ill to look at it. Over 250 feet below was a roaring river. At the edge of the bank the tracks of wheels were plainly seen where they had gone over about eight inches below the edge. Here the soil which they took with them had held just long enough for the coach – horse to bring it back on the road again --- even the marks of my horse’s feet were visible over the bank. It was a marvellous escape indeed.
Apparently a man had been down the river collecting taxes from the miners and on other business connected with sluicing claims. Somehow he had been thrown off his horse, which was the one I heard ahead of me galloping into the township. Hearing my buggy come along, the man endeavoured to stop it. He had a long white waterproof coat on, and this was the apparition that frightened my horses, and no wonder. Ten days later his body was picked up at Beaumont 100 miles down the river. I thank God to this day for the loan of Hughie Craig’s coach – horse.
Captain John Duthie Sydney Phillips [September 1943] Born Sydney 13th May 1865.
Born on board father’s Aberdeen Clipper ship “John Duthie” in front of Sailors’ Home, Circular Quay Sydney 13th May 1865, hence my name, JOHN DUTHIE SYDNEY PHILLIPS’. Made two voyages round the world as baby, via two Capes. Father died on board on passage put to Sydney, off Tasmania, on 8th January 1868, and taken to Sydney for burial. Went to sea on 13th February 1882, as boy and after twelve trips round the world finish with sail in November 1893, as Master of the Aberdeen Clipper Ship Cairnbulg to join in Sydney the Canadian Australian Royal Mail Line, Sydney/Vancouver, BC. After one hundred and twenty five [125] round voyages, came on shore as Assistant Marine Superintendent, and Pilot for the Company in 1918, until 1931, joining Burns Philp & Company, as Coasting Pilot and Relieving Master until 13th February 1942, with a total of 2,974,832 nautical miles.
Supplement to the “Melbourne Argus 3rd May 1941. Several Places at the time and Vice Versa.
Travellers who have overlooked the astronomical conventions attaching to the 180th Meridian and have sailed it to find themselves wondering what happened to Thursday or where the deuce that extra Friday came from, may console themselves with the reflection that it might have been worse: At midnight on 30th December 1899’ Passengers on board the RMS Warrimoo of the Canadian Australia Line [Captain JDS Phillips in command] bound from Vancouver to Brisbane, found themselves, [Astronomically speaking] in several places at the same time, and at several times in the same place.
The situation arose from the Captain’s fondness for a prank. Earlier in the day, his second in command, [Now Captain FJ Bayldon}, pointed out to him that if he likes to alter the ship’s course a degree or two, and suitably adjust her speed, he could cross the 180th meridian [the International Date Line], at the point where it is intersected by the Equator exactly at midnight. The Captain grinned, and immediately altered the ship’s course as suggested. Thereafter five experienced navigators each took observations of the sun when it was visible, and of the stars when it was not, at three hourly intervals, to make sure that the ship did reach the appointed spot at the appointed time. The result was, that exactly midnight the Warrimoo found herself in an extraordinary position. Her bows were in the Southern Hemisphere, but her stern was in the Northern Hemisphere. One end of her was in the Western Hemisphere, and the other was in the Eastern Hemisphere. Passengers and crew in the forward art of the ship were living in Monday, January 1st 1900, in the new Century, while those abaft were in Saturday December 30th 1900, in the old Century. Those on board were the first people on earth to hail the new Century, yet the last to bid the old Century farewell.
The following is an outline of my sea career;
Went to sea OS Brilliant 13th February 1862
Apprentice Port Jackson 13th October 1882
3rd Mate Port Jackson 17th October 1885
2nd Mate Port Jackson 27th July 1886
1st Mate Port Jackson 27th July 1889
Master Cairnbulg 7th August 1892
3rd Mate Warrimoo 15th June 1893
2nd Mate Warrimoo 16th November 1894
1st Mate Warrimoo 5th October 1896
1st Mate Aorangi 7th August 1897
Master Aorangi 26th August 1899
Master Warrimoo 30th September 1899
Master Aorangi 20th November 1901
Master Maitai 10th February 1910
Master Manuka 3rd May 1910
Master Zealandia 15th July 1910
Master Makura 11th June 1913
Left Sea Makura 29th July 1918
Master Atua 22nd November to 25th December 1918
To Fiji
Master Katoa 30th August 1920
Newcastle to Auckland
1st September 1918 commenced Asst. Marine Superintendent, Union SS Co. of New Zealand
13th February 1926, about 500 shifts USS Co. ships to and from Newcastle and in Sydney Harbour since 1st September 1918.
I was educated at Fort Street Public School Sydney and Sydney Grammar School.
Doctor R. Scott Skirving [19th November 1943]. Founder with Capt A W Pearse of the League of Ancient Mariners in 1902.
I have always felt a fraud in the gathering of the Ancient Mariners, for I rather regarded myself as more an “Epsom Salt” than a “Sea Salt”. I “swallowed the anchor” when still very young. I have therefore really nothing worth remembering of my career.
I started my boyhood with “Sea-Fever”, and it has been more or less chronic all my life. When I was just twelve I went to Eastman R.N Academy in Southsea, to be crammed for the entrance exam, for RN Cadets, but as I missed getting the necessary Nomination I just decided to go into the Merchant Service, against my Father’s wishes. I went to Conway in the Mersey. I truly loved my time in her. Then I was fixed to sail in one of Green’s Blackwall ships, but there was no vacancy for several months. As I hated drifting, I sailed in Donald Currie’s Services. I then got Beriberi, -- why I don’t know --- and came ashore. By the time I was well I was strongly urged to try Medicine, which I did, ---hating it at first, and wishing I was back at sea. But I got over that, for I found I liked medicine. It was no joke for me to tackle the study of Medicine after several years of work at a different profession, but ultimately I got my degree at the University of Edinburgh. Thereafter, I did lots of Post Graduate work, on the Continent and elsewhere, and Resident jobs in Hospital, but I hankered after Australia, and so I came to Sydney as Surgeon of an Emigrant ship, and after various traverses I settled in Sydney, becoming Superintendent of the Royal Prince Alfred Hospital, -- on the Staff of which I still am --- I also held posts, first in the Children’s Hospital and then for many years I was Hon. Surgeon to St Vincent’s, I also taught at the University.
Went to the South African War as a Consulting Surgeon, and in the Great War I was very fully occupied in a responsible job in England. Since then I have just jogged on here. Although I stopped going to sea when quite young, I have never lost my interest in all that concerns seafaring, and especially have I continued a fairly conscientious familiarity with Navigation. I sometimes write articles, which partly deal with the sea, and a number of them have been printed in Medical Journal of Australia.
[NOTE: This Ancient Mariner ends his Log as follows: “This suffices to tell you what a commonplace pilgrimage I’ve had in life,--- let it go at that.” Yet his love of the sea helped to start this League of Ancient Mariners of New South Wales with Captain A.W. Pearse as it’s prime mover, and we therefore say, “Honour to our Founders, -- a genuine Ancient Mariner if ever there was one, and incidentally, a leading Sydney Surgeon for very many years, “WELL DONE INDEED”.
[Born about 186O, and at this date, about 83 years of age.] The reader’s attention is directed to the Medical Journal of Australia, June 27, 1942, to the article “Recollections of the Emigration Service to Australia, Sailing Ships in the long past years.” By R Scott-Skirving, Sydney; also to the same Journal, March 2 194O, in which appears a report on “The Illness of Sir Henry Morgan,” and the article in the issue of June 6, 1936, “Surgery at Sea in the Eighties”.
Presidents & Secretaries of the League since it’s inception in 1902 to 1947
Captain Green was President from the formation of the League in 1902 until 1940, when he resigned.
Captain A.W. Pearse was President of the League 1940/41
Captain F.J. Bayldon was President 1942/1944
Captain Sir Fredrick French was President 1945/46
Captain F. Murchison is President at this date having held that position from the beginning of the year.
Captain A.J. Webber was the first Secretary of the League and held office from 1902 to1921
Captain Arkley Smith was Secretary from 1921 to 1923
Captain F.H.C. Brownlow OBE RAN was Secretary from 1923 to 1931
Captain J.R. Stringer was Secretary from 1931 to 1944
Captain A.J Aucher was Assistant Secretary from 1942 to 1944 and Secretary from March 1945 onwards.
Notes:
Captain Green was a very popular President, and an excellent speaker, and his personality and industry in the League’s affairs brought it to the position it was when he resigned.
Captain Arkley Smith was a kindly gentleman.
Captain F.H.C. Brownlow placed the finances of the League on the very excellent basis until he had to resign and went to England, owing to ill-health. He died on 1/06/31
Captain J.R. Stringer did yeoman service in the Leagues affairs, he died in March 1945.
Captain Aucher relieved him from 1942 to 1944, and took over the duties of Secretary as from March 1945, Captain Stringer having been in bad health and confined to his home for a very long period.
Captain A.W. Pearse was President of the League 1940/41
Captain F.J. Bayldon was President 1942/1944
Captain Sir Fredrick French was President 1945/46
Captain F. Murchison is President at this date having held that position from the beginning of the year.
Captain A.J. Webber was the first Secretary of the League and held office from 1902 to1921
Captain Arkley Smith was Secretary from 1921 to 1923
Captain F.H.C. Brownlow OBE RAN was Secretary from 1923 to 1931
Captain J.R. Stringer was Secretary from 1931 to 1944
Captain A.J Aucher was Assistant Secretary from 1942 to 1944 and Secretary from March 1945 onwards.
Notes:
Captain Green was a very popular President, and an excellent speaker, and his personality and industry in the League’s affairs brought it to the position it was when he resigned.
Captain Arkley Smith was a kindly gentleman.
Captain F.H.C. Brownlow placed the finances of the League on the very excellent basis until he had to resign and went to England, owing to ill-health. He died on 1/06/31
Captain J.R. Stringer did yeoman service in the Leagues affairs, he died in March 1945.
Captain Aucher relieved him from 1942 to 1944, and took over the duties of Secretary as from March 1945, Captain Stringer having been in bad health and confined to his home for a very long period.
What appears below is a photo of some of the 225 members who sat down to lunch at HMAS Rushcutter, Sydney in 1946. Part of the photo appears on page 28 of the League’s published history, ‘Sons of the Sea’ which can be found on this page.
The Press cuttings file …
Our Ancient Mariners – Captain Robert Chevin Ghest, June 1, 1921
The Ancient Mariners’ Moonlight Excursion, November 1, 1921
The Annual Outing, April 1, 1947
The Ancient Mariners’ Moonlight Excursion, November 1, 1921
The Annual Outing, April 1, 1947
The Ancient Mariner
Newsletters
Newsletters
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Sons of the Sea
The League’s publication, Sons of the Sea, the History of the League of Ancient Mariners, was produced to commemorate the centenary of the League in 2003. The book preserves the heritage and proud identity of all of those who are themselves, ‘sons of the sea’. With the kind assistance of Mrs Brenda Liley and to honour her late husband, Capt Ted Liley (1927 – 2018), Past President and Honorary Historian of the League, we are able to present a digital version of the book. Click here
Note: Since first publication of Sons of the Sea in 2003 and thanks to reader response we are able in places to provide additional information.
Page 15. Group photo. Front Row. Read ‘not identified’ as Captain John Hammond BHP
Page 49.
Captain Bayldon was a Master in Burns Philp Shipping Company from about 1905 and made a name for himself by doing hydrographic work in the uncharted parts of the islands. He left the sea in 1910 to start a navigation school in Sydney. On his crossing the bar the League of Ancient Mariners asked Captain Brett Hilder of the Burns Philp vessel MV Muliama to scatter his ashes in the Solomon Islands over Bayldon Shoals which he had charted just outside the harbour of Tulagi. Captain F.J.Bayldon was President of the League 1942 - 1945 and a Life Member. Information from Navigator in the South Seas by Captain Brett Hilder.
Note: Since first publication of Sons of the Sea in 2003 and thanks to reader response we are able in places to provide additional information.
Page 15. Group photo. Front Row. Read ‘not identified’ as Captain John Hammond BHP
Page 49.
Captain Bayldon was a Master in Burns Philp Shipping Company from about 1905 and made a name for himself by doing hydrographic work in the uncharted parts of the islands. He left the sea in 1910 to start a navigation school in Sydney. On his crossing the bar the League of Ancient Mariners asked Captain Brett Hilder of the Burns Philp vessel MV Muliama to scatter his ashes in the Solomon Islands over Bayldon Shoals which he had charted just outside the harbour of Tulagi. Captain F.J.Bayldon was President of the League 1942 - 1945 and a Life Member. Information from Navigator in the South Seas by Captain Brett Hilder.
The Founders file ...
The co-founders of the League of Ancient Mariners of NSW
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Capt Albert William Pearse
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Dr Robert Scot Skirving
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The histories of the League’s early members are rich with all of the elements of personal experience; of losses, failures, successes and reward that were all part of the early days of maritime trade. They are from those who gave of their valuable time to found the League of Ancient Mariners in 1903, which in the words of co-founders Capt A W Pearse (1857 -1951) and Dr R. Scot Skirving (1859 - 1956) were, ‘having an occasional muster of retired Master Mariners and Deck Officers to be a worthy idea so as to keep alive the traditions of the sea, particularly as it applied to the era of sail’. The co-founders would not have foreseen what they were putting in place to satisfy their declared objectives would become such a respected organisation so firmly established in maritime tradition and one which is now into its second century of existence. It is therefore, of great interest to find out more from archival sources of others who were among the first members of the League, in this case Capt Samuel Charles and Capt Frederick Bracegirdle. To read more, click their names. (With thanks to Julie Tadman for the account of Capt Bracegirdle).
Capt Charles Alfred McKinnon (1838 -1926) was born March 8, 1838 on the Isle of Tiree in the Inner Hebrides of Scotland. Joining the Scottish fishing fleet he began a career that eventually included almost every kind of sailing ship service. Capt McKinnon has been identified in the photo on the About Us page, standing third from left, holding his hat).To read more Click Here
Robert Francis Talbot (1842 - 1935), lived a long and full life, first travelling the world with the Royal Navy and later living a pioneering existence in Australia. To read more, Click Here
Robert Francis Talbot (1842 - 1935), lived a long and full life, first travelling the world with the Royal Navy and later living a pioneering existence in Australia. To read more, Click Here
Historical records and information are being uploaded to the Archives
as hard-copy becomes available. Scroll down to view.
as hard-copy becomes available. Scroll down to view.
What the papers said of the League …
To read a full PDF file of the following item click here
To read text of the following item click here
To read text of the following item click here
More about Capt Pearse from the Sunday Sun, February 13, 1949 ...
| capt_pearse_-_figureheads_.pdf |
The Bulletin, October 22, 1952, Capt Albert Aucher, Secretary of the League ...
| capt_albert_aucher_-_ancient_mariner.pdf |
From the album
Newly discovered old prints ...
Newly discovered old prints ...
League Council meeting November 2002, inscription reading ...
League luncheon 2003 ...
League luncheon May 1, 2005 ...
League luncheon May 1, 2005 ...
League luncheon May 1, 2005 ...
2008 Cruise & Luncheon. Ex employees of Howard Smith
2016 Cruise & Luncheon. Governor-General, General Sir Peter Cosgrove AK, CVO, MC delivering his address. Vice-President, Captain Murray Doyle AAM seated.
Annual Luncheons
an archive of past programs
an archive of past programs
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What was reported about the 'Smoke-Oh' ...
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What the press said in April 1946 ...
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Seafarers, a poem by Capt W D Reid, 1932 ...
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Annual Reports
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Between Decks
an archive of old League newsletters
an archive of old League newsletters
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Histories of the League
| a_history_of_the_league_of_ancient_mariners.pdf |
| the_league_of_ancient_mariners_captains_all_by_john_barry.pdf |
Past cruises
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The 2011 Cruise & Luncheon
a new look at an old report
a new look at an old report
We’re always pleased to find reports of the League’s past Cruises & Luncheons – and always delighted that all those who attended had a thoroughly enjoyable time, a custom that continues in these annual events.
One report that has come our way appeared in the May 2011 issue of the Company of Master Mariners Australia journal, The Megaphone where the Guest Speaker was Capt Murray Doyle who gave a very interesting talk on his experiences as Master of the RSV Aurora Australis. Capt Doyle AAM is the current President of the League. For the full story Click here.
One report that has come our way appeared in the May 2011 issue of the Company of Master Mariners Australia journal, The Megaphone where the Guest Speaker was Capt Murray Doyle who gave a very interesting talk on his experiences as Master of the RSV Aurora Australis. Capt Doyle AAM is the current President of the League. For the full story Click here.
The Ancient Mariners of Victoria
A link to The Royal Historical Society of Victoria and archived records of The Ancient Mariners of Victoria, which, as the information in the site states, the Ancient Mariners of Victoria seems to have disappeared from the records after 1930. (With thanks to RHSV researcher, Tessa Occhino). Click here.