During the opening of our new exhibition Wildlife Photographer of the Year we had the opportunity to welcome a special guest: Scott Portelli, an Australian photographer living in Sydney has already travelled the world extensively and took pictures in some of the most remote destinations like The Arctic, Antarctica, Galapagos, etc. He spent hundreds of days in pursuit of different wildlife. Due to his experience, he is privileged to be up close and personal with many creatures. Scott has already won multiple awards, this year he got selected by Wildlife Photographer of the year and his picture can be seen in the exhibition.
In the early 19th century Japan had closed its doors to foreign ships in an effort to resist colonisation. One day in January 1830, a British flagged ship appeared off the coast of Mugi, in Shikoku, southern Japan. A low-ranking Samurai official duly recorded information about the ship and its crew before being ordered to send it away by firing cannon at the vessel. The ship, the brig Cyprus, was in fact a pirated vessel with a crew of escaped convicts from Tasmania under the command of the self-styled ‘Captain William Swallow’. Until now, this wonderful record of Australian pirates in Japan has been sitting, unrecognised in a Japanese archive.
The year 1837 was a busy one for the colony of New South Wales. Busiest of all was Sydney Harbour, which saw thousands of convicts arriving and a growing number of immigrants. In addition to the free single men and women, whole families were travelling from Britain to try their luck with a new life.
On 5 November 1836 the immigrant ship Lady McNaughton left Ireland for Australia. On board was the largest number of children ever to immigrate to Australia at that time. Passenger lists show 196 of the passengers of the ship were under the age of 14. However, by the time the ship was about 300 kilometres from Sydney, 54 of the passengers had died – 44 of those being children. Even in the age of dangerous sea travel, this was an extraordinarily high death rate. The typhus fever on board showed no signs of abating, with some 90 passengers still afflicted.
Traditional owners will find out next month if their push for a 6,000-year-old network of eel traps in south-west Victoria is to be supported for inclusion on the UNESCO World Heritage List. The eel-farms were built by the Gunditjmara people in south west Victoria to manage eels in Lake Condah and nearby Darlot Creek. They are among the earliest surviving examples of aquaculture in the world.
The eel farms cover more than 75 square kilometres and include artificial channels and ponds for separating eels, as well as smoking trees for preserving the eels for export to other parts of Australia. Just to be clear, this industry and the complex of stone arrangements including houses began around 6,000 years ago – before Stonehenge and the Pyramids.
Aboriginal and Torres Strait Islander peoples have thousands of years of maritime history. More recently, Saltwater people were prominent in early colonial Australian voyages, such as Bungaree, the first Australian to circumnavigate Australia, with Matthew Flinders in 1802-3. Now, a crew from Sydney and south coast New South Wales are attempting to make history as the first Indigenous crew to enter the Sydney to Hobart yacht race.
For this month’s craft spot we were inspired by the subjects of acclaimed author and artist Jeannie Baker’s new book Circle, showcased in an exhibition of her collages opening this Thursday. Circle follows the journey of the Bar-tailed Godwit bird, an at-risk species of shorebird that undertakes the longest unbroken migration of any animal, flying from their breeding grounds in Alaska to Australia and New Zealand.
Here we’ve created a paper craft zoetrope of flying Godwit birds. Originally developed as a simple animation toy in the 19th century, the zoetrope relies on the persistence of vision to create the illusion of movement, making it perfect to display these beautiful creatures on their journey “flying on and on, for nine nights and nine days, flying without rest” ( Jeannie Baker, Circle).
A blog series by Steward Bill Ellemor from on board the Australian National Maritime Museum’s HMB Endeavour replica as it sails from Geelong to Adelaide. See our Sail the Endeavour page to learn more about joining voyages like this.
Friday 19 February 2016
In the last few days voyage crew and supers seemed to really come together as a group, not just the individual watches but the group as a whole — perhaps a function of being a smaller crew — so that at voyage end there was much warmth and good humour on board. At the final voyage, crew and supers meeting with the Captain, after certificates and track charts were distributed a moving thank you speech was made by Alan and acclaimed by all.
With just days to go, there is still lots of work to prepare HMB Endeavour Replica for its upcoming voyages. Apart from organising bookings, logistics and crew, the ship is being made ready, and last-minute maintenance and painting scheduled.
The Ecuadorian navy training tall ship Guayas arrived at the Australian National Maritime Museum this morning to an enthusiastic welcome from members of the Ecuadorian community and museum visitors and staff.
Thursday 6 November 2013, 1800 hours
Hours under sail since 1800 Tuesday: 41
Hours under engine since 1800 Tuesday: 7
Distance over ground: 197 nautical miles
The last 48 hours have seen the HMB Endeavour replica sailing at some distance offshore and weathering variable winds. We’ve also encountered some heavy rain accompanied by a few flashes of lightning – followed the next day by clear skies and a hot sun! So it’s been a busy and exciting time handling sails in order to get the most out of the ship with the wind that we’ve had.
Our last post, written on Tuesday but unfortunately not online immediately due to lack of internet access offshore, saw us 33 miles off Montague Island, sailing slightly north of west. We made two more tacks back and forth off the coast but weren’t able to gain ground to the north.
On Wednesday morning as we waited hopefully for the predicted southerly change to arrive, the wind dropped off completely and given the distance we still needed to cover to arrive on time in Sydney on Friday, it was time to power up the ‘iron topsails’ and motor north.
As the day developed, a band of cloud formed in the west, but still no sign of the southerly change during the afternoon. When the change finally did arrive around 1700 on Wednesday evening, it brought with it plenty of wind and rain.
The ‘all hands on deck’ call caught some of us unprepared but we were soon all on deck dressed in the various bright colours of our wet weather gear. Those that didn’t quite get their rain gear on in time ended up soaked through by the end of their time on deck!
Setting sails was harder work (and more exciting!) than we’d experienced so far this trip due to the stronger winds. Every sail required more muscle power to set and every line carried more weight due to the wind behind each sail.
All the watches had previously had ample practice setting sails and handling lines in light winds, so the voyage crew were well prepared when the wind did pick up and sails needed to be set in a hurry.
The hard work was definitely worth it, as we were soon powering along under topsails, forecourse, spritsail and two fore-and-aft sails. We averaged around 6 knots during the night and at times exceeded 9 knots.
Unfortunately, the swell was still running from the north, making for an uncomfortable ride as Endeavour’s bluff bows punched into the oncoming swell. It made for a tough night for some amongst the voyage crew who suffered from seasickness.
The next morning dawned bright and sunny and seemed to mark a turning point – everyone had a new spring in their step!
The swell finally eased as the day progressed, and with the sun shining and sails set it was a wonderful day’s sailing north towards Sydney.
We celebrated two birthdays in the afternoon – voyage crew member David Yarra and topman Amy Spets. In an unusual turn around, ‘all hands’ was called again – this time not to go on deck and set sails, but to gather on the 20th century deck for cake and candles.
We made sure the two people left on the helm and the lookouts didn’t miss out on cake!
– Suzannah Marshall Macbeth
Towards the end of World War I large numbers of merchant ships were brightly painted in bizarre geometrical patterns known as ‘Dazzle Painting’ later known as dazzle camouflage. The aim was to thwart German U-boat captains who had been destroying large amounts of shipping. The colour scheme was designed to confuse and deceive an enemy as to the size, outline, course and speed of a vessel by painting sides and upperworks in contrasting colours and shapes arranged in irregular patterns. The idea, in essence, was to confuse U-boat captains by making it difficult to plot accurately an enemy ship’s movements when manoeuvring for an attack, causing the torpedo to be misdirected or the attack to be aborted.
In 2012 the museum acquired a vast collection of negatives of Australian commercial photographer Gervais Purcell (1919-1999). Purcell worked for a variety of clients such as David Jones, P&O, Ansett Australia, Jantzen and many others.
In the past few months, I have been cataloguing his ‘swimwear’ work that mainly contains negatives of models wearing swim and beach wear shot in studio settings, beaches and other outdoor locations during the 1940 – 1960 period.
Through these photographs I have witnessed the evolution of swimwear styles, starting with the fairly conservative 1940s one piece.
With fabric shortages during the war time, the US Government issued the L-85 order that basically made smaller swimming suits patriotic. Manufacturers in countries like Australia followed suit introducing the cut outs in midriff and bikinis.
As the swimwear evolved, so did advertising. In the 1950s, ‘Golden Era’ of Cinematography and ‘Golden Age’ of Television, advertising became even prominent and daring.
Informed by market studies, agencies started positioning their ads to address the perceived consumer needs of safety, belonging and success. They also capitalised on featuring scantily-clad young ladies, which noticeably improved ad content and sales scores.
I can just imagine the people at the 3M abrasives and sandpaper company branch, looking for ways to make their abrasive paper products look sexy and appealing to the masses. What a better way than ask Gervais to take two bikini beauties to a lovely beach and make them interact with… yes, sheets and disks of sand paper!
And didn’t they do a fantastic job? I’m not sure if the masses were running to their nearest hardware shop to get their hands on a box of sand paper, but what I can see is the models and perhaps, even Gervais, having a giggle at the crazy ways to accommodate abrasive material into a perfect beach scene!
Sunday 21 September 2014, 1600
HMB Endeavour replica is now back alongside at the Australian National Maritime Museum, concluding the series of three September voyages.
After our lovely evening on Saturday in Broken Bay with Dr Fred Watson, we weighed anchor at 0530 this morning to return to Sydney – under engines due to the southerly breeze.
This voyage something rather unique has happened. We occasionally have a couple come aboard Endeavour for a particular voyage, or perhaps two people who are related in some other way. This trip, there were no less than three sets of family groups – one in each of the three watches, foremast, mainmast and mizzenmast.
The dynamic of each watch was a little different than usual – the presence of two or three people who already know one another so well helps the watch click as a team faster than it otherwise might.
In foremast watch, father and son team Richard (Dick) and Charles Pearse joined the Endeavour crew for a few different reasons. They both sail Endeavour class yachts – Dick bought an Endeavour 24 when Charles was 11 years old and they went on to race and win at state and national level.
They also have a particular interest in Captain Cook. Charles remembers the two hundredth anniversary of Cook’s arrival in Botany Bay – it was Charles’ sixth birthday on the day of the celebrations and he’s been interested in Cook ever since. Dick is also a bit of an expert on Cook’s sailing logs and both were interested in the celestial navigation element of the voyage.
At 82, Dick is delighted with the experience he had on board, which included sail handling, standing watches and climbing the rig – all the elements of square rig sailing.
Beth Higgs and her teenage son Kristian were part of mainmast watch, so I got to know them both very well during the five days of the voyage. Beth is a mariner by trade, holding both watchkeeping and maritime engineering tickets.
Like the Pearses, Beth was particularly interested in the celestial navigation element of this voyage. Beth and Kristian both took noon sights and calculated the ship’s latitude.
Kristian already has a great deal of experience on the water for a teenager, but neither he nor Beth had sailed a square rigged ship before so this was a new experience. Beth is keen to get more experience sailing square riggers from here on.
Ken Honeysett decided he was interested in sailing on Endeavour and why not bring the kids? His two adult children, Rachael and Will, were keen to accompany Ken on board. Rachael and Will are students at the University of Wollongong.
Ken said that he saw Endeavour as a great opportunity – not just for the experience but also for a chance to spend some quality time with his children and for them all to experience the teamwork required to sail an 18th century square rig vessel.
Will described the last few days as an ‘all-encompassing voyage of adventure’. Sailing on Endeavour has well and truly created an interest in tall ships for Will and he says he’s planning to sign up to volunteer with the Sydney Heritage Fleet.
Rachael had been nervous about getting seasick but didn’t feel nauseous at all. She was signed on as a supernumerary and she’s correct when she says she had the best cabin on the ship – Joseph Banks’ cabin.
That’s all from the Endeavour crew for a little while now as the ship will be back alongside at the Maritime Museum until late October.
But please join us – either in person or by following this blog – for the voyage to Eden (27-31 October 2014) and the return Eden to Sydney trip (3-7 November 2014). We’ll have a whale expert on board, will take part in the national whale count and expect to fully enjoy the Eden whale festival!
Until then, fair winds.
– Suzannah Marshall Macbeth
Noon sights and calculating latitude
In clear conditions with minimal swell, day 3 of HMB Endeavour replica’s voyage was perfect for using sextants to measure the angle of the sun at its zenith.
Voyage crew and supernumeraries gathered in the waist of the ship at 1115 to practice using sextants. The sun’s highest point – known as Meridian Passage – would be at 1145, not noon, due to the time of year and the ship’s longitude.
One of our supernumeraries, Bill Morris, ran this session along with Penny, the third mate. Bill is an expert on sextants – he has collected 65 nautical sextants and is the author of The Nautical Sextant. His interest in navigation began at a young age.
‘I bought a book called Teach Yourself Navigation when I was about 14,’ Bill said. ‘I had no sextant and no horizon but I taught myself the rudiments of coastal navigation.’
The specific interest in sextants arose when he and his wife visited the Maritime Museum in London on their honeymoon. He didn’t really get to indulge this interest until he retired, many years later and then living in New Zealand. He has since started to collect and repair broken sextants.
Bill crossed the Pacific on a container ship, the Natalie Schulte last year – a 19-day passage from Auckland, NZ to Oakland, USA. During the voyage he took several sights on celestial bodies each day to determine the ship’s latitude.
After lunch on day 3, Bill and the other interested voyage crew and supernumeraries gathered in the Great Cabin to do the calculations required to determine the ship’s latitude.
There’s something very special about gathering in the Great Cabin to do this kind of work. Spangled reflections from the sea played across the bulkhead from the great windows in the stern as Penny explained the process of calculating the latitude.
At a table just like this one, in a Great Cabin just like that of the Endeavour replica’s Great Cabin, Cook would have followed similar calculations and would have worked on the detailed charts of Australia’s east coast.
At that time, there would have been little margin for error as there were no pre-existing charts to work from and no other way of working out the ship’s position.
Keen to repeat their successes of the previous day, some of the voyage crew gathered again on day 4 to measure the altitude of the sun – this time at 1146 and 44 seconds. The sun’s highest point is a little later each day as it moves north until the summer solstice on December 21.
With a little more swell running on day 4, Endeavour was not quite the stable platform that she had been on day 3. My calculated latitude was out by more than I care to admit, but Bill’s calculated latitude was within three miles of our GPS position.
Day 4 at sea
Overnight on Friday (day 3) the ship gained ground to the south under engines, taking us past Pittwater. With the strong southerly breeze, we were able to turn around and go sailing on Saturday morning – just for fun!
We began furling* sails around 1500 while sailing towards the entrance of Broken Bay. Furling continued once the rest of the sails were handed and we were waiting for Fred Watson AM and his partner and colleague Marni to arrive in the ship’s seaboat for the evening’s astronomy talk.
HMB Endeavour dropped anchor at 1700 in Broken Bay and we prepared for the last evening of the voyage.
The highlights of the evening were two sessions delivered by Fred about what we could see in the night sky. In the first, the sun had just set and Marni kept a keen eye out for the first star of the evening, Alpha Centauri (also known as Rigal Kentaurus), which is one of the two pointers to the Southern Cross.
Telescopes were set up to have a closer look at Saturn – thankfully there was no wind so the anchorage was very calm and the ship was a stable base for using a telescope.
After dinner, voyage crew returned to the deck with Fred to look at the after-dark night sky – including the Southern Cross, sitting low to the horizon at this time of year.
*Furling is the process of rolling or gathering a sail and securing it with gaskets (lengths of line) so that the sail does not flap in the wind.
– Suzannah Marshall Macbeth