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Greyhounds of the Sea
By Carl C. Cutler. Annapolis: U. S. Naval
Institute, 1961. Illustrated. Appendices.
592 pages. SI2.50.
Queens of the Western Ocean
By Carl C. Cutler. Annapolis: U. S. Naval
Institute, 1961. Illustrated. Appendices.
672 pages. SI 2.50.
REVIEWED BY
Robert G. Albion
('Gardiner Professor of Oceanic History and Affairs,
Harvard University; author of Square Riggers on
Schedule: The New York Sailing Packets to England, France, and The Cotton Ports.)
These two books rank among the best in American maritime history. The Greyhounds of the Sea is a new edition of a classic history of the clippers which first appeared in 1930 and has long been out of print. The Queens of the Western Ocean, now published for the first time, represents 40 years of research in the neglected story of the sailing packets, transatlantic and coastal. Both are the work of Carl C. Cutler who, among other things, was one of the founders of the Marine Historical Association and was the first curator of its unique “Seaport” at Mystic, Connecticut.
Each of the books has a duel pattern. In the main body of the text, Cutler presents a lively chronological narrative, following the development, the high achievements, and the ultimate decline of the clippers and packets respectively. In addition, each book contains an extensive appendix with tables giving full data on a large number of vessels, along with details of their captains, their owners, and, sometimes, their builders. Each volume also reproduces the lines of some of the more distinctive vessels. By making possible the identification of so many ships and men, these lists are an invaluable contribution to the history of American shipping.
The clippers have long had their full share of public appreciation, for their beauty and speed have naturally appealed strongly to the imagination. Their day was very brief, however, for, with almost a third of their cargo capacity sacrificed for speed, they were not economical once the immediate demands of the California and Australian gold rushes were met. Many writers have sought to exploit the glamor of this subject but some added little to our knowledge of those streamlined vessels. Of the three most useful works, Captain Arthur H. Clark gives a topical treatment; Howe and Matthews take up each clipper alphabetically; and Cutler tells the story year by year, an arrangement that enables one to recapture the thrill of the early 1850’s. One can follow the Flying Cloud in her record-breaking 89-day run around the Horn in 1851; we see reproduced a page of the log of the Sovereign of the Seas, another record-making McKay ship; and we can watch race after race of well-matched clippers from Sandy Hook to the Golden Gate, with the nation enthusiastically taking sides in one of its most spectacular sporting events. Even though the later history of many clippers was written in red ink, when there was no longer need for their costly speed, it was exciting while it lasted. In his appendix,
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A QUEEN OF THE WESTERN OCEAN—THE PACKET SHIP ORPHEUS, OUTWARD BOUND
Cutler lists 440 vessels which he rates as clippers, with three-quarters of them built between 1851 and 1854 before the boom suddenly ended.
While the emphasis in the clipper volume ls on speed, with the packets it is on service, an important story only part of which has ever been told. The sailing packets held their own far longer than the clippers, rendering significant service from around 1818 to al- niost 1860. They introduced into the shipping World the idea of “line” or “berth” service, carrying passengers, mail, and cargo on fixed schedules between two or more ports, ln contrast to the “transients” or tramps which wandered around wherever business offered. The more conspicuous packets traversed the “Western Ocean,” as the English sometimes called the North Atlantic, while far larger numbers served as the principal link between various ports along the coast. The story of some 330 of the most regular and important “square-riggers on schedule” on 18 lines from New York to England, France, and the cotton ports was analyzed by this reviewer in 1938. Cutler, covering 335 different lines in his systematic analysis, brings more than 6,000 vessels, 5,000 captains, and 2,000 owners or operators into the picture. In addition to New York, he deals with the packets from Boston, Philadelphia, and Baltimore, not only in traffic among those four very active ports but also to the more passive southern cotton ports of Charleston, Savannah, Mobile, and New Orleans; to ports in the Caribbean; and to Liverpool, London, Le Havre and other ports across the Atlantic. Altogether, he records the details of 108 lines from New York, 78 from Boston, 36 from Philadelphia, and 22 from Baltimore. In addition to the very regular and long-lived lines like the Black Ball and the Swallowtail, Cutler takes account of brigs, schooners, and sloops as well as larger square-rigged ships; of services which ran only very briefly; and of loosely-organized “emigrant” lines which brought huge numbers of Irish and Germans to this country.
In the main text, a skillful blend of lively narrative and shrewd analysis, each chapter usually carries one down the coast, port by port, from Boston southward. The first three chapters sweep down through the two centuries of American shipping before the packets started. That normally dates from the inauguration of the Black Ball Line to Liverpool in 1818, though Cutler has discovered that the distinctive packet feature of sailing on regular schedule between two or more ports might be dated from a Hudson River sloop line in 1814. Previously, vessels had often delayed their departure in hopes of securing more cargo to fill their holds; the first Black Ball advertisement announced that the ships would sail “full or not full” and shippers, as well as passengers, were quick to take advantage of such regularity. The new service also involved sailing in foul weather as well as fair, right around the calendar. This meant gruelling winter passages, fighting the prevailing westerly gales on the North Atlantic or clawing off lee shores on the coastwise runs. The resultant “hard driving that was seldom equalled and never surpassed” led even the British to acknowledge the high prestige of the American skippers and ships. For 20 years, to 1838, the ocean packets were the principal link between the Old World and the New, while the coastal packets were performing an indispensable service in traffic along the seaboard. In the year 1831, for instance, three Boston schooner lines to New York carried six million dollars worth of cargo between those two ports. Gradually, steam made inroads on sail, both on the high seas and along the coast. Cutler devotes considerable space to the development of those steam rivals, and shows how the “canvas- backs” managed to hold their own even after steam lines developed. Comfort was one consideration in the passenger trade; Dickens, for instance, came over on a pioneer Cunar- der but went back on a Swallowtail packet. The first Tyrone Power reversed the process with tragic results—he was aboard the steamship President when she “went missing.” Safety was another consideration; at first steamers were more numerous in the shipwrecks described by Cutler, but eventually some bad packet losses tended to balance the account. By the late 1850’s, in the very years when the clipper decline was setting in, the sailing packets finally lost out to steam competition.
One important byproduct of the packet service was the training of thousands of first- rate mariners, even in the schooners which rounded Cape Cod; this meant that plenty of skilled shipmasters were on hand to command the clippers, steamships, and other crack vessels in the great boom around 1850. Those who suspect that there may be sea captains in their background (no one ever seems to claim relationship with foremast hands) now has a greatly increased chance of identifying them among the five thousand captains identified. Most of the names have a New England sound—after the inevitable Smiths, the most frequent names were Baker, Crowell, Chase, Nickerson, Robinson, Snow, Brown, Rogers, and Eldridge. Likewise useful is the lengthy roll of shipowners, ship builders, and operators in the various ports. It is the inclusion of such details in the 200- page appendix and the 94-page index, reflecting Cutler’s 40 years of meticulous research, that put this work in an entirely different category from the “quickies” run off with 40 weeks, or even 40 days of preparation, simply to exploit the inherent maritime glamor.
The two volumes have been brought out by the Naval Institute in most attractive format, from their striking jackets, canvas bindings and well-chosen end papers to most liberal illustrations. The clipper volume reproduces many of the best paintings of those beautiful ships, while both books contain many portraits and other pictures. Altogether, they comprise a most desirable addition to any maritime library, and a most acceptable gift to any ship lover.
Naval Orientation (NAVPERS 16138-D)
A text prepared jointly by the Bureau of Naval Personnel and the Navy Training Publications Center, Revised 1961. Illustrated. 675 pp. (Government Printing Office, $3.75.)
REVIEWED BY
Lieutenant Ambrose A. Clegg, Jr., U. S. Naval Reserve
(Lieutenant Clegg is Assistant Professor of Naval Science at the University of North Carolina.)
Changes are occurring so rapidly these days in the Navy that many publications and manuals are outdated within only a few years. Such has been the fate of the familiar Naval Orientation. First prepared in 1953, revised in
Book Reviews
1961]
it has now undergone a major overhaul. 3°ut the only similarities to the older edi- ljons are the title, the familar blue cover and 1 e chapter headings.
Over-all the book is greatly improved. Its c°ntents are accurate and current and have Wore broadly conceived purpose. Many recent photographs illustrate the latest de- S1?ns in ships, planes, and weapons. It is VveH suited for its intended use as a text for Wstruction in the Naval ROTC program, the V'S) and the Naval Academy. It also serves as a good encyclopedic reference for the naval service in general.
The opening chapter on “The Navy and ‘ Ca Power” presents one of the best thumb- na,l sketches of the philosophy and history of *ea Power to be found in only a dozen pages, t describes briefly Mahan’s classic concept as e defined it in 1890, surveys briefly the his- t0rV of sea power, and then examines the evolution of sea power in a world far different r°m that of Mahan’s at the turn of the cen- Wrv. “Mahan’s sea power doctrine had its as>s in a world that no longer exists. The Passing of that world and a reappraisal of Mahan’s philosophy, in the light of today’s Responsibilities and capabilities, has shown aws inherent in his original concept. . . . oese apparent flaws in Mahan’s doctrine raise the question whether a sea power conCept is still tenable and applicable to the Present day Navy.”
There follows a brief but critical appraisal °f the sea power doctrine in terms of newer concepts of geography, especially Mackinder’s Heartlands” concept, and the challenges of Postwar Communism. The Navy’s role in oceanic coalitions and its functions in the nuclear age are examined briefly. The chapter ends °n a forward looking note: “One thing is certain: Although fleets change, the need for sea Power remains. The sea remains a constant, and sea power, in whatever term it is expressed, Weans power to use the sea for our purposes, and to keep the enemy from using it.” Brief as it is, a critical exposition such as this has long been needed in a text for Midshipmen. Considerable attention has been given to A Naval Officer’s Career” in Chapter 3, a new topic in this edition. Charts of typical career assignment patterns similar to those in the Officer Fact Book will go a long way to
127 answering many a Midshipman’s questions. But in view of the many charts, tables, and pictures already in the book, including even a fold-out of insignia of the different armed forces, it does seem a glaring omission not to have included a table of pay and allowances.
Probably the greatest change has been in Chapter 14, “Types and Characteristics of Naval Vessels” which is completely up-to- date with descriptions and data on Forrestal- class carriers, guided missile cruisers, the ballistic missile submarines, and new designs in amphibious vessels. A new chapter on Antisubmarine Warfare supplements the older ones on Surface Striking Forces and Underseas Warfare and Amphibious Warfare. Similarly, the chapter on the “Department of the Navy” has been completely re-written to reflect the newer changes in the Department of Defense, the Joint Chiefs of Staff and the military departments. A new chapter on “Leadership” reflects the Navy’s concern with this vital matter.
To round out the book’s encyclopedic quality, some 16 appendices provide miscellaneous information on such diverse topics as honors and ceremonies, ship designations, fitness reports and discharges, the UCM J, and even an illustrated section on the manual of the sword. Concluding the book is a monumental glossary of nautical terms, some 46 pages long ranging from abaft and antigravity to yaw and zodiacal band.
If any shortcoming is to be found with this otherwise sound and useful book, it is with the lack of an adequate bibliography at the end of each chapter. The writers readily admit in the Preface that so great is the scope ol the text and so varied its subject matter that many subjects receive only sketchy treatment. “However, it is hoped that the appetite of the reader will be so whetted that he will seek additional information elsewhere.” But where? The list of “Useful Publications” given in Appendix 15 leans heavily toward the technical subjects only: electricity and electronics, engineering, nuclear physics, etc.
Noticeably absent are such classics as Brodie’s Naval Strategy, Puleston’s famous biography of Mahan, Morrison’s rousing John Paul Jones: A Sailor's Biography (much less any of his 14 volumes on World War II), or even Potter and Nimitz’s latest volume: Sea Power:
A Naval History, to name but a few. Nor are such essential reference works as Jane’s Fighting Ships or its companion All the World’s Aircraft included. For the Midshipman whose naval orientation is often hurried into a few months at OCS, these omissions are unfortunate.
All in all, however, the 1961 revision of Naval Orientation is a well written text that fills a large gap with much needed up-to-date information on a variety of naval subjects.
The Battle of Matapan
By S. W. C. Pack: New York: The Macmillan Company, 1961. 36 photographs and
7 diagrams. $4.50.
REVIEWED BY
Commander R. D. Ross, Royal Navy
(Commander Ross, who is a Supply specialist, is a student at the Royal Naval Staff College at Greenwich.)
By March 1941, Britain was more than fully extended in the Mediterranean. Malta had already proved untenable as a main fleet base, Rommel was preparing his offensive in North Africa and an undertaking had been given to sustain Greece in an attempt to form a Balkan front. The constant supply of men and material from the Army of the Nile to Greek ports resulted in intensive traffic between the new British main fleet base at Alexandria and Greek ports, and provided an attractive and worthwhile target for the Italian Fleet.
Encouraged by inaccurate German intelligence reports of the British naval strength, Admiral Iachino, the Commander-in-Chief of the Italian Fleet, sailed from Naples on 26 March, flying his flag in the new battleship Vittorio Veneto and accompanied by a force of eight cruisers and 11 destroyers. His objective was to carry out a sweep in the Western Aegean and make a show of force which would act as a deterrent to the further supply of I Greece. It was clearly not his intention to ■ engage in a trial of strength between the two jj fleets, despite his advantages of greater speed I and shore-based air cover.
On 28 March his forces were intermit' | tently engaged with the British Fleet led by Admiral Sir Andrew Cunningham and consisting of three old battleships, all veterans of Jutland, the new aircraft carrier Formidably four cruisers, and attendant destroyers. In this book, Captain Pack who was the meteorological officer in HMS Formidable, has drawn from official despatches and Admiral Iachino’s published account as well as from the recollections of numerous shipmates. His detailed narrative of the action, whose accuracy is vouched for by Admiral Cunningham himself, is enlivened by personal accounts from a number of the principal participants.
By the morning of the 29th, both forces were returning to their bases. The British Fleet was intact, but three Italian cruisers had been sunk and Vittorio Veneto disabled by a torpedo. The action which had included attacks from carrier-borne planes as well as a fierce night action which had caught the Italians unawares, resulted in the Italian Fleet not again voluntarily offering action and the Greek operation continued unhampered by seaborne attack.
From the outset Admiral Iachino had been concerned about his air cover, and attributed his defeat to the poor co-operation afforded by the German bombers and long range reconnaissance aircraft based in Sicily. Historically, Matapan will be remembered as the first fleet action after Jutland, and the first action in which carrier-borne aircraft “ played a vital role in a fleet action.
The Battle of Matapan is one of the British | Battle Series and the usual high standard of printing and illustration has been maintained.
It can be commended to readers as a well written, accurate, and interesting account.
■ ™
“7 am not come forth to find difficulties, but to remove them.”
Horatio, Lord Nelson
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By Captain R. F. Farwell, USNR. Revised by Lieutenant Alfred Prunski, U. S. Coast Guard. Revised 2nd edition, 1954. 577 pages. Illustrated.
Russian Conversation and Grammar, 3rd edition, 1960 By Professor Claude P. Lemieux, U. S. Naval Academy.
Vol. One—109 pages. Paper bound......................................................................................... $2.50 ($2.00)
Vol. Two—121 pages. Paper bound................................................................................................. ($2.00)
Russian Supplement to Naval Phraseology . . • • • • • • • • • $4-,,° ($3.20)
By Professor Claude P. Lemieux, U. S. Naval Academy. 2nd edition, 1954. 140 pages.
Sailing and Small Craft Down the Ages................................................................................... • $*>-50 ($4.88)
By E. L. Bloomster. 1940. 280 pages. 425 silhouette drawings. Trade edition (Deluxe autographed edition) ((10.00)
The Sea War in Korea.............................................................................................................. $6.00 ($4.50)
By Commander Malcolm W. Cagle, USN, and Commander Frank A. Manson, USN 1957. 555 pages. 176 photographs. 20 charts.
1959. 365 pages.
Selected Readings in Leadership............................................................................. $2.50 ($2.00)
Compiled by Commander Malcolm E. Wolfe, USN, and Captain F. J. Mulholland, USMC. Revised by Leadership Committee, Command Department, U. S. Naval Academy. Revised, I960. 126 pages. Paper bound.
Service Etiquette..................................................................................................... $5.50 ($4.13)
By Rear Admiral Bruce McCandless, USN (Ret.), Captain Brooks J. llarral, USN, and Oretha D. Swartz. Correct Social Usage lor Service Men on Official and Unofficial Occasions.
Ships of the United States Navy and Their Sponsors
Vol. IV—1950-1958 ..................................................................................................... $10.00. ($7.50)
Compiled by Keith Frazier Somerville and Harriotte VV. B. Smith. 1959. 291 pages. Illustrated.
Sons of Gunboats............................................................................................................ $2.75. ($2.07)
By Commander F. L. Sawyer, USN (Ret.). Personal narrative of gunboat experiences in the Philippines, 1899-1900. 1946. 153 pages. Illustrated.
Squash Racquets.............................................................................................................. $1.60. ($1.28)
By Commander Arthur M. Potter, USNR. 1958. 50 pages. Photographs and diagrams. Paper bound.
The United States Coast Guard, 1790-1915 $5.00 ($3.75)
By Captain Stephen H. Evans, U. S. Coast Guard. A definitive history (With a Postscript. 1915-1949). 1919. 228 pages. Illustrated.
The United States Coast Guard in World War II.............................................. $6.00. ($4.50)
By Malcolm F. Willoughby. 1957. 347 pages. 200 photographs. 27 charts.
United States Destroyer Operations in World War II...................................... $10.00. ($7.50)
By Theodore Roscoe. 1953. 581 pages. Illustrated.
United States Submarine Operations in World War II........................................ $10.00... ($7.50)
By Theodore Roscoe. 1949. 577 pages. Illustrated.
Special price—2-volume set: Destroyer and Submarine books (listed above) $17.SO ($0.13)
Victory Without War, 1958-1961 $2.00 ($1.50)
By George Fielding Eliot. 1958. 126 pages.
Watch Officer’s Guide...................................................................................................... $2.50 ($2.00)
Revised by Captain J. V. Noel, Jr., USN. 9th edition, 1961. 302 pages. Illustrated.
We Build a Navy............................................................................................................... $2.75 ($2.07)
By Lieutenant Commander II. II. Frost, USN. A vivid and dramatic narrative of our early Navy. 1929. 501 pages. Illustrated.
Welcome Aboard.............................................................................................................. $4.00 ($3.00)
By Florence Ridgely Johnson. A guide for the naval officer’s bride. 5th edition, 1960. 273 pages.
While Ensign, The British Navy at War, 1939-1945 $4.50 ($3.38)
By Captain S. W. Roskill, D.S.C., R.N. (Ret.). 1960. 480 pages. Illustrated.
By Midshipmen Burton and Hart. A handsome 48-page pictorial presentation of a Midshipman’s life at the Naval Academy. Brief descriptive captions. 1955. Paper bound.
Your Naval Academy....................................................................................................... $1.00 ($ .75)
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