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The ft&vy Lieague Journal N E W S O U T H W A L E S B R A N C H .

VOL. I I SVDNKV. SKIThMHKk, 1921. No. 5.

F R O M W O O D A N D C A N V A S T O STEEL A N D STEAM.

(HKING THE HISTORY OK LUND'S BI.UK ANCHOR LINK TO THE PERIOD OK ITS AIISORHTION IIV THE P. & C). STEAM NAVIGATION C O , LTD.)

Ilv CAPTAIN J. n . WATSON, K . K . A . l l . S . /

PART I.

Ill 1868. al tile t ime tile Suez Canal was in course of cons t ruc t ion , ami when shi|X)wners were beginning to feel that steam was going to assert i tself, one. Wi lhe lm l .und , of Aldga te . London , had such fai th in canvas that he had a composi te ship built by \V. Walke r , of l ler-mondsey, 011 the T h a m e s , and put her in the China t rade . She was a small vessel, even at tha t t ime, of (>4.5 tons, and was placed under the command of Capt . J . E . I lbery. a gent leman who will be met with again as the s tory of the Lund Line unfo lds . T h i s vessel was named Mikado, and was followed the next year by the Ambassador, of 692 tons, by the s ame builders. A third vessel, the Scrapis, of 995 tons, was built 011 the Clyde in 1876 by J . F.. Scott , of Greenock, and was an iron ship. By this t ime the day of the China tea cl ippers had passed, and Wil l iam I .und ( w h o had dropped the Norwegian way of spell ing his christ ian n a m e ) gave his at tent ion to the Aus t ra l ian t rade , these ships coming to Sydney to the agency of Messrs . A l f r e d L a m b & Co. It soon became appa ren t tha t if the L u n d Line w a s to be a success it mus t get into s team, so in 1880 VVigham. Richardson & Co., of Xewcast le-on-Tytie, built the first s teamer f o r Mr . I .und . an

iron vessel of 1818 tons, and 280 feet long, which. 011 being launched, received the name of DclcotHvn. T h e command was given to Capt . I lbery, w h o hail |>assed f r o m the Mikaih* in 1876 to the new ship Serafis. and when it w a s decided to go into s team, he went as chief offi-cer of the s teamer Ocean King to qual i fy for tlie command when the Dclcomyi 1 was ready. W h e n this s teamer gave place to larger ves-sels, she fiassed into the hands of Hucknall & N'ephews, of London . T h e next s teamer w a s built in 1882 at Xewcas t le -on-Tyne , by C a m p -bell. Mackin tosh & l iowstead. an iron vessel of 2.194 tons and 285 feet, only slightly l a rger Mian the first. Capta in Ilbery. who was n o w the " c o m m o d o r e " of the service, took c o m m a n d of the new vessel. T h i s also in due course w a s passed out . and went unde r the Spanish Hag by the n a m e of Rita. In 1886 the thi rd s teamer , coming f r o m the y a r d of J . L . T h o m p s o n & Sons , of Sunder land , w a s launched. She w a s an advance 011 the others , being 2,834 tons and 325 feet long. Steel plates were used in h e r cons t ruc t ion , it being recognised that it w a s much super ior to iron, which is n o w seldom used in shipbui lding. Automat ica l ly , if it may be so expressed . Capta in I lbery moved to the

10 THE NAVY LEAGUE JOURNAL.

JHercmttile JHutual J t t s i t rmtre Cumpmtg L I M 1 T E D .

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

J l i r c c t o v e : A. K. JAWl'KS. CHAIHMAN.

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THE NAVY LEAGUE JOURNAL. 11

/ / l ibi tck. for such was this s teamer ' s name. Th i s vessel sailed under the flag with the blue anchor on it for many years , with various com-manders . till 1898. when she was passed out . Dur ing the South A f r i c a n W a r she was the proper ty of the Admira l ty .

In 18K7 I. I.. Thompson & Sons built a sister ship to the Hubbuck, which received the name of Riz'crinu. T h i s vessel had a brief career , for whilst 011 a voyage to Sydney, in J anua ry . 1890. she came to grief 011 the coast between Ram

cate suspended for six months for having set the wrong course. T h e Murrumbidgce, which followed, f rom the same yard , in October of the same year , was also a sister ship, which, a f t e r ten years of service, was sold to a Por tuguese firm, and was renamed Peninsular, and is still under the " E m p r e z a Nacional de Navegacao" flag.

Tin- Wilcannia, in 1888. was built by Wig -ham, Richardson & Co.. of N'ewcastle-on-Tyne. a steel vessel of 2,807 tons, the same size as the

V I S I T T O H M.A S. " BRISBANE."

Courteay " Australasian." S I G N A L L I N G .

NAVY LEAGUK (NEW SOUTH WALES) SKA CADETS TAKE A HAND.

H e a d and Cape Eve ra rd . T h e Or ien t liner Lusitania. whilst on the way to Melbourne, on the 27th. picked up a boat in charge of the second officer, who had been sent to intercept a passing vessel and get assistance. She took the passengers off and landed them at Mel-bourne. O n receipt of the news in Sydney, the A Id iny a was sent to see what could be d o n e ; she brought the crew and some of the cargo up. but the s teamer was a total loss. Captain P rehn . who was in command , had his certifi-

three which preceded her. She only remained in this service for ten years , being, in 1898. sold to Dutch owners , when her name was changed .to Anchiscs, and she must not be con-founded with a s teamer of the same name built later for the Hol t ( B l u e F u n n e l ) Line.

M r . Lund went to Middlesborough-on-Lees fo r the next vessel, which was built by R. Dixon & Co.. and launched early in 1889. and named Echuca. She also was the same size as the vessels on the line a t the time, her ton-


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THE NAVY LEAGUE JOURNAL.

nage being 2.826 tons, unci her length .325 feet. W h e n the next vessel was built, at the end of

1889. the T v n e was again favoured . Wigham. Richardson & Co. receiving the order for the Hmu/arcc, of 2.990 tons. Th i s name was prac-tically unheard of till a local politician at Bal-larat . address ing the electors, sa id : "Gentle-men of Ballarat . and savages of Bungaree ." this latter place being in the district of Bal-larat . T h e expression caught on. and was frequently quoted, and was no doubt con sidered qui te " the th ing" for a name for an Austra l ian liner.

The use fu lness of the Buiu/arcc appears to have ex tended to fifteen years, for she was passed on to the Quebec S.S. Division Canada S teamship Lines. Limited, whose house-flag was hoisted in 1904 under the name of Parima

For the next boat, which appeared early it: 1890 under the name of Cnlyoa, Messrs. J . L. Thompson it Sons were resjjonsible. She was an advance on the o ther recent addit ions, being 3.44.1 tons. T h e Ciih/oa is credited with hav-ing made the passage out . via the Cape, it must be Ijorne in mind, in 40 days, which is said to be the record of the period. If it is t rue that she did it in the time, the record remains with her. but as the i>ort she made is not stated. Adelaide is the only 011c she could have reached in the t ime given.

I »y the foregoing par t iculars respecting the s teamers which had been placed in the Aus-tralian t rade by those control l ing the Lund Line (also known as the 1 Hue Ancho r Line, the emblem denot ing which is painted on a white band on the funnel , and is also the house flag, but which the Wonder Book of Ships fails t<» give in the list of house-flags and funne l s ) , it will be noticed that in the ten years covered, a great advance had been made in the class of vessels. S ta r t ing in 1880 with the Dclcomyn. of 1.818 tons, in ten years the ninth s teamer, the Culgoa, was added , the tonnage of which was near ly double, or . 3.444 tons. T h i s line was still controlled personally by Mr. Wil l iam Lund, with the help of his sons, but " the man behind the g u n " in Sydney was. if it may l>e so expressed. Messrs . Gilchrist , W a t t it Co.. who nursed the Lund Line of s teamers f rom its infancy, and are largely responsible for the success of this most use fu l combinat ion of passenger ami cargo s: earners.

T h e s teamships ln ing now firmly established, and il having been admit ted by the stroiigeM believers in the sailing ship that her day had depar ted . Wil l iam Lund sold his. the Mikado. in 1891. lK-ing lKUight by the Union S.S. Co.

and conver ted into a h u l k ; she was then 23 years old. She was sent to Suva, and a f t e r 25 years ' service there, she was discovered to be 011 lire 011 October 20. 1916, and was burned to the water ' s edge.

T h e second decade was commenced with the addit ion of the ll'oolloomooloo, built by Wig-ham. Richardson & Co.. a vessel of 3,521 tons and 360 feet long, early in 1891 ; fol lowed later in the year by the Y'arruwoiu/a. of 4.011 tons, f rom the Sunder land ya rd of J . L. Thompson it Sons, which town also sent out

the Warrmtmbool, of 3.513 tons, in 1892. f rom the works of the Sunder land Shipbui lding Company. T h i s vessel was the last s teamer of less than 4.000 tons built for the line, and the succeeding years saw an increase in size. as. being admirably adapted for car ry ing wool, they could a lways command a cargo.

T h e first of these three s teamers , in 1902. was passed on to the British it South American S team Navigation Company. Ltd.. and had tin-name of / larnionidcs given her in place of W'oolloomooloo. She was followed to the same owners by the Varratcanya, which took the name of l/crinoinr. and the last of the t r io going to keep the o thers company as the I Inr-niodius. lint before these had been dispensed with, several new ones had been buil t—in 1893. the 11 arrifja!. of 4.387 tons and 400 fvet long, the largest vessel for the line u p to this t ime. Dur ing the Boer W a r she was taken up for a t roopship, and in I)eceml>er. 18*19. sailed with the A Field Battery of the Xew South Wales Arti l lery. T h i s was a pet unit with the local mili tary authori t ies , who were very anx ious for it to see active service, and f rom which much was e\|>ected. but it got no oppor-tunity to dist inguish itself.

The Sunder land Shipbui lding Company, which was get t ing the Lund orders , next turned out the Sammy. a vessel of 5.078 tons, which was launched in 1896. Th i s ship 's name came prominent ly be fo re the public in 1912. a f t e r pass ing th rough a terrific gale in the English Channel when commencing a voyage to Aus-tralia under the command of Capta in Bidwell. and it was only by the manne r that he handled her that she was brought back to jjort. the whole of her deck fittings and gear being so smashed up that her deck looked more like a scrap heap than anything else. For tunate ly there was no loss of life, a l though some of the crew were seriously in ju red by the moun-tainous seas which overwhelmed her . and the passengers had a bad time for two or three days.

10 T H E N A V Y LEAGUE J O U R N A L .

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T H E N A V Y LEAGUE JOURNAL. 11

A f t e r this the Xarritny was sold, and went to tilt' Mexico Steamship Company, with head-quarters at Hongkong, where she was regis-tered under the name of Mcxicn l ily.

The Sunderland Shipbuilding Company re-ceived another order iu ifyK. and the vessel supplied was the ll'ukiiol. of 5.308 tons.

I 'ntil very recently the naming of ships did not seem to he 011 any principle, hut in look-ing down the list of the fifteen names of the l.und steamers they appear to lie derived f rom Australian place-names, with a few excep-tions. It is not quite clear where Xarruny comes from, hut /1 uktxil comes from a pastoral district in the neighbourhood of Deniliquin. which may probably supply some of the wool which the steamers of the line carry so much of. It was to carry this ever-increasing cargo that these steamers correspondingly grew in size, and this last addition to the fleet, which came eighteen years a f t e r the first, was three times as large.

The only event which might have been serious in her career was in 1007. when going down the river at l 'ort Adelaide she tested her plates against those of the Shire liner lyr-sliir,-, and had the best of the meeting, the other getting several of hers damaged.

In 1914 she became the Kwanlo Mum. The Sunderland Company built its fifth and

last steamer for Lund's, which received the name of IVilcanilia (being the second of that name) , and making her appearance in 1899. She was 5,336 tons ami 400 feet long—the same as the three which immediately preceded JICT. This vessel got into trouble in 11704 when out-ward bound from Sydney to England. She was in charge of Captain Lingham. an experi-enced and careful officer who held an exempt certificate. In trying to avoid the Orient Com-pany's Oroya, which was coming in. she grounded at Shark Beach, damaging several plates and frames. She returned to the wharf , where she discharged her cargo and then went to Woolwich Dock. The Marine Hoard at-tributed the accident to an error of judgment, and Captain Lingham took her home, and will be heard of again in the same service.

As larger vessels were required, the IVil-canilia was sold in 1914. and on arrival in Syd-ney in March, 1015. she was the Shinkokii Mam..

The next vessel to have the Blue Anchor on her funnel was named Commonwealth, of

(1,(110 tons, with a length of 450 feet, and Messrs. Barclay, Curie & Co., of Glasgow, were the builders. These steamers were now showing a more modern appearance; they had discarded yards and booms, making 110 pre-tence to carry canvas when the Xarrttny was rigged, hut a fur ther step was made with the Commonwealth, which had twin screws.

Eighteen months later (March . 1904) saw another and a larger steamer launched by Bar-clay. Curie & Co.. the christening ceremony being carried out by Mrs. A. F.. Lund, who named her Gceloni/. thus paying a compliment to the pretty Victorian town so pleasantly situ-ated 011 the shores of Corio Bay. a town which in the past was designated "Sleepy Hollow" by those who did not know it, and " T h e Pivot" by those who believed they could foretell its destiny in regard to Australia.

Hut. whatever the town may be considered, the ship was a splendid one for the trade she was built f o r ; a great cargo carrier, as well as an exceptionally good passenger ship for the two classes this line specialised in. The Lund steamers initiated a system of carrying first and third-class passengers, and as each new steamer came into the service, some improve-ment in accommodation and comfort was in-troduced that left little to be desired. The first-class accommodation was for <)5 passengers, and the third for 200. The Ceelontj had a tonnage of 7.951 tons and a length of 450 feet, with twin screws and other late improvements. She left London under command of Captain Ilbery, the commodore of the fleet, and made the passage to Melbourne in 40 days. On the next voyage of the Ccclong there was a little episode which showed Captain Ilbery's British spirit. O11 the arrival in Hobson's Bay. the Geclony was ordered to VVilliamstown Pier. This raised the skipper's ire. as he did not relish being sent to a place at such a distance f rom Melbourne, and he demanded an explana-tion as to why he could not have his berth at the Port Melbourne Pier, and was informed that it was reserved for a German steamer which was due the next day. This so irritated the captain that he let out. H e did not mind giving way to a British mail boat, but to be pushed aside for a German cargo vessel was too much for him, and he "would see if a British ship is to be subordinated to the con-venience of German ships." It is a pity that others did not take up that position some years before the war. Both the public and the offi-

Cor.tiuuni on pat? 14.

10 T H E N A V Y LEAGUE JOURNAL.

T H E BOY SCOUT.—SENSES. HV I". DANVRKS I'OWKK.

A U S T R A L I A N P A R E N T S A L E R T !

Have you ever realised what a Boy Scout is? T h e n , if not, read the Boy Scouts' page in this Journal each issue.

The word Scout is derived from a French word meaning " to listen." Mind, there is a difference between listening and hearing. Listening implies attention, being on the alert like a sentinel. You may hear a sound but not take in what that sound indicates. A scout who has trained his senses properly, no matter whether he is in town or country, can extract an immense amount of information from apparently slight indications which another person might overlook. An indication, of little use by itself may become an important link in con-junction with other small indications. Life is made up of small things. It is often the small things of life that make the difference between success and failure. A true scout is always on the watch and therefore carries out the scout motto " Be Pre-pared/ ' By being prepared and training himself, a scout has sn immense pull over those who just drift along through life, complain of their bad luck, and are jealous of the scout who gets all the chances. The. senses of some appear to be better developed than o thers : thus we find some will see better, others hear better or smell better, have a finer sense of touch, and so on. This may be

because the senses of some are normal or super normal, while those of others are sub-normal : but HI many rases it is because a boy is or is not in terested, or does not know how to train his senses. The training of senses is too often done in a hap

hazard sort of manner or is left solely to chance. Anybody who has taken up special study soon dis-covers a number of fine points the existence of which he never knew before and about which the general public knows nothing, not that the infor nnation was not open to everyone, but because most people are not sufficiently interested to in-vestigate.

Take the sense of hearing : anyone ran dis-tinguish between the bark of a big hound and that of a small terrier ; also whether the bark indicates pleasure, anger or pain. It requires more training to distinguish between the barks of different breeds about the same size, or the voice of an individual dos*. To approximate the distance a dog is from you by its bark also requires experience : for you not only have to take into account the pitch of the bark, but the direction and force of the wind, the nature of the surrounding objects which may retard the sound waves, and so on. Or there may be various sounds going on at the same time, such as a street band, a passing tram, barking dog and people speaking, out of which you only wish to listen to one particular sound. Besides separating the essential from the unessential, it is necessary to interpret correctly what you hear, smell, taste, etc. You hear a dry twig snap in the bush : experience tells you that twigs do not snap without a reason, that the usual cause is some heavier object pressing on them ; the probability is that some person or beast is approaching, and you are at once put on your guard. You smell tobacco smoke : you know that beasts do not smoke : the presumption is that a human is to the windward of you. Your tea tastes bitter : you know that is not the proper taste of tea : someone may have put some salts in it as a ^oke, or, what has happened more than once, some careless person may have mistaken strychnine for sugar and put a deadly poison in your tea.

Though the word scout means to listen, the practice of scouting is by no means limited to sound. Take smell. It is easy to distinguish


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between the smell of something burning from say that of a rose. But the smell of burning varies with the material burnt. It is easy to distinguish between the burning of a freshly lighted coal fire, the burning of some cotton fabric and bush rubbish. It requires a deeper knowledge of coals to be able to tell certain coals from others by the odour given off when burnt. Scouts have a game known as •'Scout's Nose" This consists of say taking say half-a-dozen small paper bags, in each of which is some substance with a characteristic odour, eg, tea, coffee, orange peel, pepper, lavender, all spice : or you may have small bottles containing liquids, e.g., kerosene, benzine, methylated spirits, ammonia, turpentine, citronella. Care must be taken not to bring the substances in contact so that the scent of one is communicated to the others, neither are the players allowed to see what they are smelling, other-wise they might be assisted in their judgment by the appearance of the substance. Later on sub-stances with a less strong odour, or with odours of a similar nature can be employed.

The sense of touch can be tested by placing under a cloth a few articles of as near the same sha|>e as possible but of different materials, eg, small rods of glass, bone, metal, wood, stone and p.i|)er, and tr \ ing to determine them by feel. Or this may be varied by determining what articles of a similar shape may be, e.g, a trousers button, a bone counter, a small coin a cardboard wad and a metal punch.

Taste can likewise be tested, though it is strange how difficult it is to determine what you are tasting in certain instances if you cannot see what it is you are putting into your mouth. You might start on say sugar, honey, salt, mustard, soda, chocolate. With more experience you may l>e able to dis-tinguish between different kinds of honey, depend-ing on the blossom from which it has been gathered, or between different brands of tea.

Sight is perhaps the most useful sense in the bush, but its value is limited if you confine it to looking at a fine view, and neglect to observe where you are going, for you might stray off the regular track and become lost. Get the habit of observing, it makes life much more interesting and a long walk when alone far less fatiguing than it would otherwise be. Tracking does not appeal to everyone, but you never know when you may be called on to do some. Constant observation should enable you to tell the footprint of a man from a boy, or that of a boy from a woman : whether the footprint is fresh or old ; approximately how long ago it had been made: whether the person making it was fresh, tired, or lame, if the Utter, which foot : whether the pedestrian was travelling light or loaded: you might be able to determine

16 THE NAVY LEAGUE JOURNAL 17

T H K BOY SCOU'R . -SRNSES.—COMTINI 'KU. whether the traveller was a smoker or was eating anything as he walked, and draw deductions from anything he ihrew away. If a person is riding a bicycle, it is easy to tell which way the bicycle was travelling, for the hind wheel makes a straighter track than the front which is liable to wcbble, es-pecially when going up hill or in a sandy place, and of course the hind wheel will leave the latest mark. The direction in which a motor car has gone can IK- told by the displacement of small stones, the feathering of the dust on each side of the wheel tracks, while if the wheels jump a log or large stone on the road, they show no track for a few inches on the far side of the obstruction, and where the wheels come down again the tyres flatten out and make a wider impression at the spot where they first take weight. The time that has elapsed since a horse passed, and the condition of the horse, whether stable or grass-fed, can be determined by an experienced observer who examines its drop pings and takes weather into consideration.

The fact of the matter is, we do not get half the pleasure out of life that we should simply because we do not use our senses in the way intended : we even do worse, for we often dull our senses by straining our eyes unnecessarily, spoiling our senses of smell ana taste by smoking and takmg unsuit able food and generally living an unnatural life. This may be done deliberately or through ignorance. Nature takes no account of motives : if you work against her laws you have to suffer all the same. Be what nature intended you to be, you will be happier and healthier any many fancied grievances will vanish.

NAVAL P R I Z E MONEY. It should be generally known by those concerned

that prize-money can only become available for distribution as the accounts relating to the several seizures are completed by the various prize courts and the balances are transferred to the Naval Prize Fund. The Financial Secretary to the Admiralty, I<ondon, recently explained that, " in view of the larger number of beneficiaries (nearly 500,000), of the labour involved in each distribution, the accre-tion of a very considerable amount is necessary before a further payment is justifiable. It is not considered that such further distribution, which will be final, will be practicable until the early part of next year."

We beg to acknowledge with thanks the receipt of the undermentioned contributions to the Navy League funds : —

J . J. Garvan - - - 5 o A. G. Fiiend - - 5 5 o A. V. Worthington - - 1 1 0 Russell Sinclair, O.B.E. - - 1 1 0 W. Simpson (4th) - - 1 0 0

S I ! A M H N S P K N S I C > N S .

Sir W. Mitchell Thomson (Parliamentary Secre-tary, British Board of Trade), in reply to Sir John Butcher in the House of Commons recently, said the recommendation of the Select Committee on pensions that all officers and other ranks of the Mercantile Marine who served afloat during the war in British merchant vessels should be regarded as having been engaged on war service, provided that such service was performed under circum-stances where the normal risks or strain were

A SAVINGS ACCOUNT W I L L H E L P YOU ON THE ROAD

TO INDEPENDENCE

of New South Wales Head Office: 19-23 MARTIN PLACE, SYDNEY.

Deposi ts accep ted f r o m 1 -4% in te res t up to £ 5 0 0 and 3«4% on

any e x c e s s up to £ 1 , 0 0 0 .

RURAL BANK DEPARTMENT Cheque Accoun t s Opened. F ixeJ

Deposi ts Accepted . A d v a n c e s and O v e r d r a f t s g r a n t e d to

F a r m e r s and Graziers .

increased by war conditions, had received the careful consideration of the Government, and it had now been decided to include within the scope of the war risks compensation scheme for the Mercantile Marine ; cases where the seaman con-stantly was in or passed through the danger zone, and it was clearly established on medical evidence to the satisfaction of the Board of 'Trade that he was subjected to continuous and exceptional strain thereby ; that his health was affected by the strain before his discharge from the last ship in which he passed through the danger zone; and that his illness or death could properly be regarded as due to this strain.

This decision took effect from August 9th, 1920, the date of the Select Committee's report, and payment would accordingly be made from that date.


N S R . S . W .

NAVY LEA&UE SEA CADETS

R O U T I N E A T D E P O T .

MONDAY—8 to 9 p.m.—Band Practice. TUESDAY—7.30 to 9 p.m.—Mechanicians Class. WEDNESDAY—8 to 9 p .m .—Fi r s t Aid. THURSDAY—7.30 to 9.30 p.m.—Squad Drill and

Physical Exercises. FRIDAY—7 to 9 .30 p .m.— Recrea t ion . SATURDAY—2 to 5 p.m. - Seamanship. Sports. SUNDAY MORN - C h u r c h Parade . SUNDAY—2 to 5.30 p m.—Away Boats

By arrangement with Mr. \V. Hammer and Messrs. Walker Bros., Sydney, the Navy league has acquired the tenant rights of the premises at the foot of Grove Street, Snail's Bay, Balmain, for use as a Training Depot.

As heretofore the Cadets will be able to utilize the training and sports equipment, and to reap the benefit of the experience and coaching of the volunteer training officers attached to ihe Depot.

We hope there will be a continuance of the regular attendance of both Officers and Cadets, and that the enthusiasm of the past will be carried into the future by every member of the Corps. Let it be our aim to build the movement on the foundations of permanency, so that those who come after us will be able to record a work well and faithfully done.

The Chairman and Committee of The Royal Shipwreck Relief and Humane Society of N S.W. have extended an invitation to the Officers and

Cadets of the Corps to be present at the Sydney Town Hall on the evening of the 12th inst. on the occasion of the presentation of the Society's medals by the State Governor, Sir Walter Davidson. There will be a grand concert.

Details are being transmitted to the Officer-in-Charge of the Depot, and it is hoped that there will be a record muster of Cadets on the above mentioned date.

The full report of the proceedings will appear on this page in our October issue.

Application is being made to the Naval Authori-ties for the loan of a second training cutter. Its acquisition by the Navy league will enable a far greater number of trainees to participate in useful work afloat.

The Navy League will celebrate " Nelson Day" (21st October) at The Royal Naval House. Par-ticulars will be communicated later.

At the end of the year an examination will be held in connection with the work of the Navy League Sea Cadets, when prizes will be awarded to the most efficient boys.

When the second depot is established at North Sydney it will help to widen the public interest in the work of the League. It will also create a friendly and healthy rivalry between the cadets of the two depots, and make it possible to organise a Navy league Carnival on water and land


AUSTRALIA'S NAVY.

COST OF U P K E E P , EXCLUDING THK VARIOUS SHORE ESTABLISHMENTS.

The Minister of the Navy (Mr. I^aird Smith) recently gave some interesting information to members of the Federal Parliament. He said that H.A.M.S. Australia was in commission with a reduced crew, acting as tender to the Flinders Naval Depot for gunnery and other training duties.

counter, ,£28,133 ; Pioneer, .£1,714 : Huon, Par-ramatta, Swan, Torrens, Warrego, Yarra (torpedo boat destroyers), .£39,742 : Cerberus (late Pro-tector), jQ 16,797 ; Countess of Hopetoun, ,£3,796.

The vessels that were up-to-date, the Minister continued, were the Melbourne, Brisbane, and Sydney, light cruisers ; Marguerite, Mallow, and Geranium, sloops : Anzac, Stalwart, Success, Swordsman, Tasmania, and Tattoo, destroyers : Platypus, submarine parent ship ; J i , 2, 3, 4, 5, and 7, submarines. The cost of upkeep for each

E M B R Y O M U S K E T E E R S .

M E N OF H . M . A . S . BRISBANE TAKE AN INTEREST IN T H E NAVY LEAGUE SEA CADETS.

This saved about ,£165,000 a year, as against keeping the vessel in full commission. There were eleven vessels of the Australian navy not up to date, including the Australia, Encounter, Pioneer, Huon. Parramatta, Swan Torrens, War-rego, Yarra, and Cerberus Of these all but the Encounter, Pioneer, and Cerberus were efficient ships for the purpose for which they were now intended in case of emergency. The cost of keeping these vessels in commission for the last financial year was:—Australia, ,£238.918; En-

ship for the last financial year was as follows:— Melbourne, .£143,649; Brisbane, ;£i97»349 J Sydney, ^ 1 7 6 , 5 6 5 ; Marguerite, £ 6 0 . 7 2 4 : Mallow, ,£1000 : Geranium, ,£59,350; Anzac, ,£53,947 : T.B.D.S., Stalwart, Success, Swords-man, Tasmania, Tattoo, .£198,996; Platypus,

5.547 ; submarines (six), ,£i9*.735-It will be noted that the cost in respect of the

fuel carriers to the fleet (coal and oil) is not mentioned. The wand for silence is also waved over H- M.A.S. Tingira.


cials of the port did their best to put Ge rman ships in the f ron t position, f rom which the war has now dislodged them, and it rests with the same persons to take care that they do not get back into those positions again.

( )nce again the ( i lasgow builders were called on for a s teamer, and the IVaratah, of 9.300 tons, was the result, a vessel which, on arr ival in Por t Jackson at the end of 1908, was greatly admired, and encomium lavished 011 her a long the w a t e r f r o n t and in the press.

Of course. Captain Ilbery had command , and she brought 720 third-class p a s s e n g e r s -said to be the largest number ever brought in any s teamer .

La te r , in the fol lowing year , she again ar -rived. and lef t 011 J u n e 26 for London, via ports . She called at Melbourne and Adelaide, leaving the latter place 011 JuJ lv 17 for South Af r i ca . In due course she arr ived at Durban , and lef t again fo r Ca|>etown 011 July 26. Cables were received in Sydney on Augus t 2 to the effect that a la rm was felt at Capetown over the non-arr ival there of the s teamer. It is needless to say that great anxiety was felt in all par ts of the Commonweal th , as she had a large number of passengers 011 board (abou t t)2). and a crew of 115. Hope at first keeps jK'ople's spiri ts buoyant , but hojx.' defer red caused des])ondency as day a f t e r day. week a f t e r week, and month a f t e r month passed without anyth ing being heard of either ship or people in spite of every effor t being made to solve the mystery of her disapj>earance. T h r e e warsh ips at the Cajx- were immediately sent out to search, but without result. Then a specially cqtiip|>cd s teamer, the Sabine, was despatched, and searched as fa r east as St. Paul Island and south to the Crozet Islands. La te r ano the r vessel, the W'akcficld. was sent out . but not the slightest clue to solve the question of her dis-ap|>earance was found .

T h e Cour t of Inquiry, sit t ing in London, found, in March . 1911. that " the ship was lost in the gale of Ju ly 2X. MJ09. which was of ex-ceptional violence for those waters , and was the first great s torm she had encountered. . . "

A t the time the IVaratah was lost, the fleet of the Lund Line consisted of the s teamers Gcclotuj. Commonwealth. Narmny, ll'akool and ll'ileannia. Shor t ly a f t e r it was disposed of , and under its new o w n e r s has g rown to a far greater concern. The story of which will appear in the October issue of this Journal

T A N G I B L E SYMPATHY.

Grants of from to ^ 5 0 have been made by the Navy League R.A.N. Claims Committee in 276 cases to date. To many in straitened circum-stances, assistance from the Fund has been a veritable God-send, as many writers in their ex-pressions of thanks have testified.

The same Committee has dealt with 184 cases of men who served during the war in the Mercantile Marine, and has made grants of from to £20 in necessitous cases.

Rear-Admiral Sir Allan Frederic Everett, K.CA'.O., K. C. M.G , K. B. (Australia's new First Naval Member) is expected to leave England for these shores in October on board the Orient liner 44 Osterley."

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

The undermentioned appointments and pro-motions are announced by the Navy Board : Chaplain, Rev. Nigel a'B. T . Backhouse, to Cerebus, additional, September 1 : Gunner (T.), George J Featherstone, to Penguin, additional, August 22.

Promotions notified are as follows : —Sub-lieutenant, Ross V. Wheatley to lieutenant, August 15; acting sublieutenants to sub-lieutenants: Norwood P. Morgan, Francis T. Rorke, Colin G. Little, Ellis C. Wackett (E ). Allan I). Cairns (E.), Henry S. Chesterman, Vincent E. Kennedy, January 15, 1921 ; Herbert J. Barling, January 30, 1921 : John R. Millar; Jefferson H. Walker, John Abbott, February 15, 1921 ; Sydney T. M. Gower, Frederick Townsend, loseph E. Hewitt, February 28, 1921 : Donald J. H. Clarke (E ), March 15, 1921 : Robert B. A. Hunt, Geoffrey G. Carter, Alvord S. Rosenthal, Richard M. Rowlands (E.), Geoffrey A. Hall, March 30, 1921 ; Frederick C. Hodgson (E.)t Basil S. Hore. Roy R Dowling. Ernest F. Selk, Charles R. Childers, Donald I'. Wines, April 15, 1921.

S U P P O R T O U R A D V E R T I S E R S .


C A B I N - D E - L U X E

G I L C H R I S T . W A T T & 5 O ' C O N N E L L S T R E E T .

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'IONS 15,000 13.000 10,000 10,000 10,000

F I R S T - C L A S S PASSENOF.RS ONLY CARRIER.

Fares lo ENGLAND - £110 Single Return £193.

Fares lo AFRICA - - £M Single Return £114.

Ailililiou.il charged for Caiiinwlr-Luxr. Single Berth and Bedstead Cabin*.

Krtnrii Tickets ran i>e in.ulc interchange-able with I'. K O , Orient ami Alierdren Lilies.

P.& O.BRANCH SERVICE

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1 ires to LONDON ^ 4 0 to ^ 4 8

Single. .<772 to ^ 8 6 5s.

Return. I ares to AFRICA

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Ji 'M to . £ 4 8 10s. Return.

Keturn Ticket* can be '•wide interchangeable with P. tL O.. Orient ami Aberdeer Lino.

G I L C H R I S T , W A T T & S A N D E R S O N , L T D . A G E N T S

16 THE NAVY LEAGUE JOURNAL

3ntmgtgft in atyg Nauy ftgagw. J*-*.*

* , * 1 1 a v i i

M R . F . W. H I X S O N , O . B . E .

In all things nautical Mr. Hixson taken a live interest. With Mr. A. G. Milson he share* the Joint Honorary Secretaryship of the New South Wales Hranch of the N a v y League. He is also a member of that organ is.-,, tion's Executive The Royal Shipwreck Relief Society ha* in Mr. Hixion its Vice-President; while the Sydney Sailors' Home has the advantage of his services in the capacity of a Committeeman. A s one of the I rustees of the Royal Naval House, Mr. Hixson is concerned in the well-Being ashore of many men from the Royal Australian Navv . Dunne; the war Mr. Hixson was closely identified with other prominent ctUrer.s in tlw administration of the " WAR CMRST" Fund.

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

Commodore Super in tendent . H . M . A . Naval Establ ishments ,

and Senior Naval Officer, New South Wales .

Joined the N a v y in iSPo. Served as Flag Lieutenant to the late Admiral of the Fleet. Sir Arthur K. Wilson He., V.C. . G . C . B . . O . M . . G .C .V .O . , for six years. Specially pr motcd to Commander for exceptional services in Naval Signals, was a f te rwards Superm-lendent of Signal School foi years. Promoted to Captain in

4uiie, 1914. command of

I . M . 8 . 'Otranto' for first iVt >ears of war. Present at the Rattle of Coroncl. Afterwards served in the operations Division of the Ad-miralty, and then in command of H.M.S. " G l a s g o w " in the Adri-atic during the last six months of the war. Took part in the oper-ations of the Bombardment of Durrazzo. On the Armistice being declared, took over part of the Austrian Fleet at Cattaro. Before taking up appointment as Com-modore Superintendent, Garden Island, was Chief Staff Officer to Vice-Admiral Sir Edward Chart ton, K . C . M . G . , C B., President of the Naval Armistice Com-mission, and Allied Commission

of Control.

c ^

D R . G. E . F A I R F A X . I .L .D .

Having returned from a tour round the woild, Dr. Fairfax is again associating himself with the work of the N . S . W . branch of the Navy League, of which body he is a representative on its Executive Committee. I o the public. Dr. Fairfax is better known as the Senior Director of John Fairfax ft Suns, Ltd.. Proprietors of the States' premier Journals, the Sydney Mcrntmn Herald and the Sydney Mail. In many other spheres of activity and usefulness Dr. Fairfax is also prominent, Iteing Hon. Treasurer of the Australian Trained Nurses-Association; Vice-President of the Boys' Brigade and Hon. Treasurer of the Sydney Ragged School.

17

W A N T E D I T B L H I N T E R E S T .

Everybody who is intimately connected with shipping, and who is not too busy with the thou-sand harassing details which go to make the mari-time business one of the most worrying in the world, has the same thing to deplore—the absolute ajiathy of the general public to matters nautical. Vet it is not that the public is not willing to be interested : it is a mixture of neglect on the part of the Press and a deplorable tendency to take the supremacy of the Navy and Merchant Service for granted, which has a'l too often been encouraged by politicians. In the old days every Transalantir voyage was reported in minutes, and the times of the passages \fcre read with thegreatest interest by thousands of people all over Britain and the I'.S.A. Mow often does one see a passage timed in the Press these days?

The seamen themselves are quite apathetic and almost devoid of interest and pride in their own ships. The man who served before the mast in Thfrvwfijhr or Cutty Sark never stopped talking about it : the man who helped the great faure-

tiinia win her laurels has himself forgotten about the inciderw. or. at least, he appears to have done so.

Certain materialists will say that there is nothing to be gained by encouraging the men to be proud of themselves, their companies and their ships, and next moment will be heard deploring the deteriora-tion of the British seaman. Of course he will dt teriorate if he is nothing more than a sea-labourer, but this same man was up to the old stand-ard in every way when he was a Mercantile Marine rating on board one of His Majesty's Auxiliary ('ruisers during the war. One may say that it was the discipline that made the difference, but it was the spirit, the pride, and the self-respect of the men ihat made this discipline easy to maintain and extraordinarily welcome to its subjects.

As the law stands at present, every man in a ship's company pays off at the end of the voyage, and only a comparatively small proportion of them re engage. T o encourage the greater part of them to do so means a good deal of expense to the companies concerned, but not by any means so much that they would not 1h» very well repaid for

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T H E NAVY LEAGUE JOURNAL. 11

their oulay. Take a trip in an ordinary coal-burning steamer, and compare the smoke issuing from the funnel-tops on the first two or three days with the remainder of the voyage. This is caused almost entirely by inferior stoking. Partly it is due to the average fireman having been told so often that he is a very inferior creature indeed, that he has come to be indifferent as to whether he is or

So much tor the inside, but the spirit of the public outside the service is of just as great import-ance. The seaman is very tired of being treated as a sort of curiosity and a being apart from mankind. Public interest in the sea services would put an end to that sort of thing for good and all. and it is use-less to try to arouse public interest without the daily and weekly Press.

A B R I T I S H F U L L R I G S H I P A T S E A .

At Sydney loading Austral ia ' s golden grain for the Uni ted Kingdom or Europe a r e two full rig ships. The ex G e r m a n vessel •• Terps ichore " (now under the Bri t ish flag) is one. and the o ther is the fine ship •• Mount S t e w a r t . " well-known in Sydney. T h e r e will appear in the next issue of the J o u r n a l an ar t ic le deal ing with ra tes of pay and life

cn board modern w i n d j a m m e r s .

not. Partly it is due to the men not knowing the boilers and having to learn all sorts of tricks all over afresh at the beginning of every voyage. Let that man feel that he bears an integral part of the responsibility of maintaining the honour ol his house-flag—and let him feel a real desire to see the honour of that flag maintained—and he will do wonders. And so on right through the ship's company.

Naval and shipping supremacy depend upon one another, and both depend upon the public. We have lost the greater part of our advantage through the war, and have to make up the leeway in the very near future. We can only do it by having the finest seamen, backed by the most intelligent public. It only remains to get the public to be interested in the most fascinating subject in the world, and that is a matter of pulling together.

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

F A C T S IN BR1EK

V i s c o u n t N o r t h c l i f f e , M A S T E R B K I I U N .

I he P. and O. Company's 13,3001011 steamer " Baradtne," which lias been built for the Austra lian service, after successful trials, left Belfast for the Thames.

The British Admiralty has decided to shelve :tll the K class or steam-driven submarines. They will be taken from active service with the Atlantic Fleet and replaced by the Diesel-engined L class and M class. Some of the K s, including K S and k <;, are to be sold out ol the Koyul Navy.

Australia's lirst regular aerial mail service is now an accomplished fact, the contract for such a service between Ceraldlon and Derby, Western Australia, having lieen secured l.y Major Norman Brearley, P.S.O., M O , A.F.C.

The lapanese Navy has ordered heavy .irllluin • plate rolling machines at Sheffield (Eng.)

The first ship in commission in the Roy.tl Navy driven by steam was the " Lightning."

Without the British mercantile marine the Navy would lose its most valuable reserve of officers and men in the time of war. Sea transport is essential for the whole Empire.—I.ord Jellicoe.

'•Ihe magnificent 1'. & O. mail steamer " Naldera " collided with the cargo steamer " Clan l j n i o n d ' in Bombay Roads recently. There was no serious damage done. The liner is " carrying on " as usual, and her popularity increases each trip.

According to the latest advices the new Com-monwealth liner " Moreton Bay " will be ready for commission in October. She will be the lirst of the " Bay " liners to leave England for Australia.

Accompanying Sir Ernest Shackleton to the Antarctic in the ship " Quest," will be a Boy Scout.

T h e British Government has authorised the inauguaration of a fortnightly air mail service between Cairo and Bagdad.

T h e Manly Steam Kerry Company have ordered aiiothei steamer for their passenger service. The keel has been laid by the Mori s Dock Engineering and Shipbuilding Co., al Balmain, Sydney.

Cbc Bellambi Coal Company

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T H E N A V Y L E A G U E JOURNAL. 11

NOTES ON T H E ABORIGINES OF AUSTRALIA. HY G E O R C I X A K I N G . I R.A.S.A

The customs and marriage laws of our Australian blacks have been so little understood, that they have led to many misunderstandings with white people and caused grievous trouble, for an ab-origine is killed if he marries out of his proper tribe.

The late Dr. Alan Carroll wrote that the tribes are called by the names of various animals, which ace the " T o k e n " of the tribe. They are Eagle-hawk, Black Crow, Black Snake, Kangaroo, Emu,

Schnapper, Sea Eel, River Eel, Opossum, and numerous other creatures. Even trees, plants, and many other objects, when translated from the native dialects, are different in each tribe. One of the Black Snake tribe cannot marry a woman of that tribe, but he can marry a woman of the Eaglehawk tribe, and the children of that marriage would belong to the Mother's tribe and be of the " Totemo." They can marry one of their Father's tribe, for the relationship of the children goes through the Mother's tribe, but not the Father's. The fcnimals of the same name as the " Totem " cannot be eaten by those of the tribe so named. One of the Schnapper tribe cannot eat a Schnapper

caught by him, but he can give it away or exchange-it with those of a different "To tem." If natives marry out of their tribal rules, a vendetta is estab-lished which causes many battles.

T h e Message Sticks, which have curious carvings on them are a wonderful mode of communication. Mr. W. W. Bucknell of Quambone Station, wrote : " I once saw one made use of, when I was living on mv Father's station in 1877, when a black from one of the camps came over and gave it to one of

the blacks working for us, who was the " Combo " for the district. It came from a Kooragi and told our man that he came over to the camp to punish a blackfellow for taking a gin of the wrong tribe for a wife. The owner of the other station told me a little later on that our man nearly killed the man and took the gin away from him. Our man was away about four days and when he came back he told me he had ' close up made a white man of the culpri t . ' "

The blacks think when they die they will go down to the sea and return white people.

The natives attribute all diseases either to the ven-geance of their Gods or to sorcery or betwitchment.

Courlety" SYDNEY MAIL " A F A M I L Y A T H O M E

A U S T R A L I A N A B O R I G I N E S ON C A P E Y O R K P E N I N S U L A R .


They are great fatalists, and don't believe that those among them ever die a natural death or by accident. They think someone points a bone at them, and prompts their death, and they give way to great despondency, which prevents their recovery when they are ill, and when the death takes place, it has to be avenged on the person who pointed the bone at them.

All the same the Australian native has a great sense of humour.

The Rev. George King, LL.D., who was a dis-tinguished Scholar of Trinity College, Dublin, went to Western Australia in 1841, and during his sojourn there he studied the character of the primary Aborigines of the bush in their native

state and was the first to observe that the primary Aborigines of Australia were a low type in the scale of humanity. In 1868, he wrote in " 'The Australian Churchman " : — " That they were not one unmixed race could be seen from certain physical peculiarities, as well as from language and habits.

The primary Aborigines appear in their native state, for the most part, gentle, peaceful and truth-ful. T h e traditions of the tribes which we regard as aggressors on the soil, are vague and uncertain, but seem to indicate the North-west as the place where they broke in upon a people, whom we may regard as the primary aborigines of the bush, and who were fierce i n d hostile to all comers and not quite free from the stains of cannibalisn

The primitive aborigines of Australia belonged to the early stone age and used chipped implements. They came to Australia when it had great land areas, and Tasmania was part of it, and there were shallow seas, and land bridges before the Tertiary age of eruptions, when there was a shrinking of the Earth's crust. 'The aggressor of the soil was the savage cannibal Papuan.

Then came the Dravidian hunter from India, who brought with him his dog —the Australian dingo, the ancient remains of which are now found in India. These hunters brought with them the boomerang, the spear-throwing stick and ground axe, and taught the natives they found here how to carve on the rocks. Examples of these carvings

are found round Port Jackson harbour and other parts of the coast, and they represent the beliefs and myths of these people, and their mysterious rites and initiations.

The natives are very secretive about their beliefs, but sometimes very beautiful ideas are found among them. A lady who always had the confidence of our natives, was walking in the bush, in Western Aus-tralia, one day, and saw a black woman, with crossed hands looking up in a tree where a bird was singing, when the woman saw her she motioned for her to be silent. When the bird had ceased singing the poor woman said " it was my child singing to me." Her baby had died shortly before and she believed it had taken up its life again in the little bird.

Courteiv "SYDNEY MAIL' N A T I V E S OK N O K T H K R N A U S T R A L I A ARK A D E P T S

AT S H E A R I N G F I S H .


O U R SEA C A D E T S .

I'kkKMONY AT BtRCHC.ROVK P \ k k .

The Navy l e ague fla^-a Union Jack, with the crest of the League in (he centre — was flung to ihe breeze for the first time in Australia at Birch-grove Park yesterday afremoon. The occasion was a tree-planting ceremony, in which the trustees of the park coo|>erated with the New South Wales branch of the Navy league.

Before British oaks were planted liy Arthur Boyce and Herbert Nicholson, two of the Navy League Sea Cadets, on the harbour side of the park. Mrs. Thornton, Mayoress of Balmain, touched cords and unloosened on flag-poles the Navy League Jack and the Union Jack, which were pre-sented to the Sea Cadets by Mrs. Maync. Tile trustees of Birchgrove Park, which covers an area of 13 acres, were represented by Mr. O. I. Deloitte (chairman), Mr. M. A. H. Kitzhardinge (lion, sec-retary), and Mr. B. Millin (hon. treasurer).

The locally-established Sea Cadets, who number 250, were represented by the first and second units, with bugle band, all in navy blue, under Mr IV. Hammer, district officer. Mr. Hammer was assisted in directing a parade by Mr. M'l )onald, bandmas'er, and Mr. Edwards, olficer-in charge of nautical duties. Popular music was supplied by the Rozelle District Band.

Alderman Thornton (Mayor of Balmain) said that Balmain had the honour of starting the Navy League Sea Cadets in Australia. This was some-thing to be proud of, as it was the commencement of what would be a great movement. H e was pleased to see the boys that afternoon in their smart naval uniforms. Already the boys were showing how they had lienefited by discipline and training, which would make them useful as well as honourable citizens of this great Commonwealth. Had it not been for the navy the British Empire might have suffered defeat in the mighty struggle with Germany and her Allies. On the navy the safety of the Empire largely depended at the present time. Patriotic citizens, young and old, should welcome the spread of the Navy League to Aus-tralia in the Sea Cadet movement. The oak trees, which had been planted that day by two of the Sea Cadets, were symbolical of the strength of the British race. Those oaks were also symbolical of the British spirit, which animated the lads who had the Navy League badge on their caps. The New South Wales branch of the Navy l eague would, he hoped, increase not by hundreds but by thousands.

Mr. Kitzhardinge said he was glad to see such a fine attendance. The trustees would at all times l>e pleased to allow the park to be used for drills and parades. There would be a collection at the end of the ceremony to help in providing the boys with sports materials.

Mr. Hammer, responding on l>ehalf of the Sea Cadets, said that apart from physical ra in ing and instruction in naval duties tile Sea Cadets were l>eing taught to honour the flag of Empire and to r jspect their elders. Some of the boys might go to sea, some might not . but all would be the better for the training they were now receiving.

During the proceedings, which were closed with a march past, the Mayor of Balmain, on behalf of the father of James Lovell Edwards, presented the Sea Cadets with a framed portrait of a little com-rade who bad lost his life by drowning.—With acknowledgmen t s to the Sydney Morning Herald.

Having accomplished much for the Common-wealth, the Prime Minister (The Rt. Hon. W. M. Hughesj is returning to these shores by the Orient liner "Ormonde . "

E D I T O R I A L . Contributions of a suitable nature are cordially

invited, and should lie addrrssed to the Editor.

Anonymous communications will not lie entertained.

Correspondence of a business nature should be addressed to the Hon. Secretaries, Royal Naval House, Sydney.

' P H O N I C S : C I T V 7 7 H 6 a n d C I T V 6 * 1 7 .

T H E T H R E A T OK O U R E M P T Y SPACES.

Much is being sjwken and written these days about the need for increased population. Especially is this true in relation to the manless spaces of this territorially and |K>tentially great inheritance of ours — Australia.

It is a fact that nearly half of Australia's people would rather perish than 1« exiled from the life and pleasures of the capital cities for an existence on the land.

It is true that the country has unlimited sunshine and plenty of Cod's fresh air merely for the ab-sorbing, still, there is something lacking. That " something " is home and its binding influences as understood by our second best immigrant, the rural Briton.


Do the speakers and scribes consider sufficiently this domestic aspect of the undoubted unattrac-tiveness of the primitive conditions obtaining on the average " hold ing" of settlers in the newer districts of this slowly developing continent ?

It is true that since the war the best type of British agricultural "wou ld -be" immigrant does not swallow the bait prepared for him at Australia House. Why ? The answers are :—

(1) Australian officialdom in the past too often wilfully misled intending settlers, with the .esult that they returned home in disgust and killed the enthusiasm of other prospective settlers.

(2) In rural Britain to-day the agricultural labourer is earning 48 to 54 shillings per week under immensely improved conditions to those in being prior to the year 1914, and in addition, he has the vital advantage of a greater degree of communal life. Easy means of intercourse with relations and friends make him loth to forsake his comparatively happy lot for the purpose of starting life afresh in a far distant land where the guarantee that success will crown his efforts and substantially benefit him and his, is no more apparent, even if more real, than it is in his native land.

T h e problem of wholesale settlement on .the land bristles with real and almost insuperable difficul ties ; still it must be grappled with and solved. . If we fail, it will be speedily solved for and by an alien race. Morally we will not be within our rights to prevent i t ; physically we will be unable.

It seems to us that every effort at suitable and extensive white settlement must fail unless, for its sheet anchor, it has the power to create 'more attractive conditions, including the making possible of more opportunities for social intercourse than at present exists out back.

In a land of great distances like Australia co-operative settlements will prove the most advan-tageous to the settlers.

There is hardly any reasonable doubt that we, as a people, are living near the edge of a human avalanche that soon or late will loose a torrent of disturbing activity such as this earth has never seen: an activity that will be organised and directed by the most subtle and intelligent and compelling minds among Asia's eight or nine hundred millions. In that day and year of racial trials of strength Australians will realise that the strivings and suffer-ings of their fathers and grandfathers on the bullet bitten rocks of Gallipoli and the fields of France and Flanders, were but as a " trouble of a n t s " compared with the bitter agonies in which their ideals will be stewed unless their fair heritage is peopled by sufficient numbers of potential defenders to make the probability of successful invasion by an unleashed avalanche of Asia's millions an impossibility.

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V o l . . I I . S V D N K V , D K C E M B K K , 1 9 2 1 . N o . S .

THE SENIOR NAVAL OFFICER—WHO WA5 ? BY CAPT. J. H. WATSON. F.R.A.H.S.

IT is a very rare thing for a question like the above to be raised among officers of the Royal Navy.

T h e Navy List is a publication which nearly every officer in the service makes a close study ol, and when occasion requires it, most officers can tell at once the relative ranks of any group of those who may be associated together on a station, or under a command.

But the question did arise once in Australia, and was settled in a manner that did not bring unqualified approval from the Admiralty to the officer who very summarily decided the question to his own satisfaction in Port Jackson.

Since the days of Governor Phillip, Sydney as a naval station went through a progressive develop-ment ; first, it was a remote portion of the East Indian station, in 1848 it became an independent one under " t h e senior o f f i ce r" ; in 1863 was created a commodore 's command, Sir W. S. Wiseman, Bart, of H.M.S. Curacoa, being the first Commodore.

I^ater it became a flag ifficer's command, Rear-Admiral Sir Henry Fairfax hoisting his flag as the first of that rank in Australian water ; in 1902 it attained the position of Vice-Admiral command, Arthur Dalryniple Fanshawe being the first of that rank to be appointed. His predecessor, Rear-Admiral Ix;wis Beaumont, attained the rank of Vice-Admiral while in command here, but vacated the position on his promotion to make room for a senior of the rank.

Our story deals with the time when it had just been created a s tparate station, and Captain J. E. Erskine of H.M.S. Havannah was the " S e n i o r officer on the Australian Station," quoting from official documents which he signed. T h e vessels of the squadron were H . M . ships Havannah, Captain Ersk ine : Rattlesnake, Captain Owen Stanley: Fly, Captain Oliver: and Bramble, Lieu-tenant Yule. On the 7th February, 1850, H.M.S . Meander , Captain Henry Keppel, entered the harbour. This vessel, which had been attached to the East India Fleet, was on her way to the West Coast of America, having been transferred to the squadron in those waters. She had called at Port Essington, in the Northern Territory, to bring away the troops stationed there, and land them in Sydney. Port Essington as a settlement being abandoned. It was thought that as soon as she had refitted she would sail for her destination, Valparaiso.

But the Honorable Henry Keppel was not built that way, and seeing that he had six months seniority, he came to the conclusion that he was " Senior Officer," and not Captain Erskine. It happened that the Havannah was absent in New Zealand when the Meander arrived at Sydney, and unfortunately a matter occurred which gave the Captain of the latter the opportunity he evidently desired.

H.M.S. Rattlesnake was the principal surveying ship, and had just returned to Sydney, after being absent nearly twelve months on the Northern coast, entering the Heads two days before the


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Meander. Her Captain, Owen Stanley, " worn out under the fatigues and anxieties attendant upon the arduous duty of surveying in a tropical climate " died shortly after his arrival.

As soon as Captain Stanley had been laid to rest, in St. Thomas' burial ground at North Sydney, with all the honors, naval and military, due to his rank, Captain Keppel without waiting for Erskine's return appointed Lieutenant Yule of the Bramble to the command of the Rattlesnake. The Meander immediately after sailed for Hobart. and the same paper which published that had an inspired para-graph to the effect that "H.M.S. Rattlesnake, Commander Yule, will sail from Sydney for England early in May. It is probable that when Captain Erskine returns to Sydney the Bramble will be sold out of the service." All this took place in seven days.

Rattlesnake had sailed. The Honorable Henry Keppel having seen the Rattlesnake safe out of the harbour tripped his anchor and cleared out for Valparaiso, having put as much comic opera business into his visit to Sydney, as he would be ever likely to do again in the same time. But Keppel was noted for his eccentricities, some of which if performed by officers with less influence would have resulted in courts-martial and dismissal from the service.

The newspapers of the day were pleased to allude to it as a difference of opinion between two officers. But there should have been no difference of opinion between an officer who was merely a visitor in the port, and who belonged to a squadron in another part of the world, as to what his position was, whilst the other, although six months his junior, held a

STATE TRAWLER ENTERING SYDNEY HARBOUR DURING A IIKAVY GROUND SWELL.

News did not travel as fast in 1850 as it does to-day, but as soon as the death of Captain Stanley reached Port Nicholson, Erskine made his way back to Sydney, and by a coincidence the two vessels the Meander from Hobart, and the Hav-annah from New Zealand, came up the harbour close together on the 26th April.

It is said Erskine immediately sent for Yule and told him the Rattlesnake should not go to sea with him in command, and that he would be superseded and another officer appointed in his place.

The other "Senior Officer" then has his inter-view with Commander Yule, who he instructed to get his ship ready immediately and proceed to England. It may be presumed that Yule would be glad to get away, and in a week's time the

commission from the Lords of the Admiralty as Senior Officer on the Australian Station.

With the departure of the Meander the centre of argument was removed to England and the United Service Gazette found its columns hardly capacious enough to admit the volume of corres-pondence that flowed in.

The interest to local people is that it was the Rattlesnake that the Marine Artist, O. W. Brierly, painted 0:1 the dining room wall in Oswald Blox-some's house, '' The Rangers," at Mosman's Bay.

It is also generally believed that it was the Meander, which at ball practice down the harbour, knocked down the high rock which formed the bottle in " the bottle and glass " group of rocks off Vaucluse.

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S E A P O W E R O R S E A S E R V I C E .

T H E CHOICK B E F O R E T H E NATIONS. T O T I I K KDITOR O F T H E I I M K S .

S I R , — A t a m e e t i n g of t h e E x e c u t i v e C o m m i t t e e of t h e N a v y League , he ld on t h e n t h i n s t , t h e a c c o m p a n y i n g m e m o r a n d u m was a g r e e d to. W e be l ieve it t o c o n t a i n fac t s which s h o u l d be la id b e f o r e t h e pub l i c , a n d we des i re , t h e r e f o r e , t o a sk for s p a c e in y o u r v a l u a b l e c o l u m n s to g ive pub l i c i ty to it, a s well a s to th i s le t te r . W e wou ld d r a w specia l a t t e n t i o n to t h e p a r a g r a p h w h i c h e m p h a -sizes t h e fac t t h a t a n y a g r e e m e n t m u s t b e b e t w e e n all na t i ons , a n d , obv ious ly , in t h e e v e n t of n o a g r e e m e n t b e i n g a r r ived a t , a n y s t e p s w h i c h t h e N a v y l e a g u e may c o n s i d e r it i m p e r a t i v e t o t a k e in t h e f u t u r e will d e m a n d its m o s t s e r ious con -s i d e r a t i o n . T h e N a v y l e a g u e will w e l c o m e a n y s u p p o r t , e i t h e r p e r s o n a l o r financial, in m a k i n g t h e s e f ac t s m o r e g e n e r a l l y u n d e r s t o o d .

Y o u r s very t ru ly , S O M E R S E T , P r e s i d e n t . V. B I S C O E T R I T T O N , C h a i r m a n , T h e N a v y L e a g u e , 13, Vic tor ia - s t ree t ,

S . W . i , O c t . 13.

T H E W A S H I N G T O N C O N F E R E N C E . The assembly of ihe Conference at Washington to discuss

the limitation of armaments is an event the significance and possibilities of which have not, even now, been grasped by the general public. The principal problem, limitation of naval armaments, treated purely as a material one, does not appear to be possible of a satisfactory solution on those lines, for we are forced to the conclusion that it is not a material problem at all, but a moral one.

Limitation of expenditure or numbers of ships aione n.eets with this difficulty — that science may so alter the ship of to day as completely to change the relative international positions, according to the ingenuity of the various nations' inventors, though the nations keep strictly to the letter of the agreement. And even were international standardization of ships of all classes possible, there is a fresh difficulty thai makes it quite impossible to assign a mathematical factor of strength to any ship a ' all.

Most civilian writers, in presenting comparative statistical tables of ships, are simply dealing a* it were, with " d r y l»ones. ' As a matter of fact, a fully-manned or " commis-sioned " ship is a different proposition altogether Every seaman knows that she then has a distinct and unique in-dividual personality and value of her own, which it is im-possible to redncc to figures, for it depends entirely upon the incalculable human element, while ihe case of a fleet of such ships with all its auxiliaries obviously l>ecomes even more complicated. It is evident that, if an understanding could be arrived at, and three nations, A, B, and C, fot example, agreed to stand in that or any order, or equal, the difficulty still remains as to how that relation is to be main-tained, in view of the facts set out above, without producing suspicion and mistrust, which must inevitably lead to jealousy and rivalry.

It is well to l>ear in mind that a battleship is simply the concentration of the greatest power of all sorts in one hull. At the other end of the scale is, let us say, a motor-boat with a torpedo, to sink the battleship. The motor-l>oat must be protected or attacked by something a little more powerful, as the T. B. IX, which, in turn, is to be sunk or supported by something bigger still, and so on, until we come Imck again to the cause of all the trouble, the embodi-ment of power, the battleship herself.

Now, so long as this group of interdependent units exists, any nation owning them may aver (and m'ean it) that they threaten nobody. The fact remains, however, that the nation would not own them unless their counterparts were owned by someone else making the same protest of innocent intentions, and meaning them just as much. It is not thought that the most enthusiastic supporter of what is, in peace-time, rather loosely called 44 Sea Power " for an Island Empire would wish to keep a fleet and all itR auxiliaries in being, if 110 other nation did.

It has, however, been seriously argued that a nation might suddenly, secretly, and swiftly arm its great liners with large and powerful guns, and that, consequently, large ami powerful battle-cruisers are required to deal with them in case they should be so armed. It is no practical use saying in this case that such cruisers are not a threat to any nation, unless that nation believes you—the fact of building them l>eing a proof that you do not Itelieve that her liners are 110 threat to you. An eminent Frenchman said, in effect: — 44 It is not the things themselves that matter, but the view you lake of them, and this you are permitted to change at your pleasure "

One part of our difficulty, then, would disappear if we could devise or adapt a type of ship suitable for the many essential services of the sea, which nations would agree to regard, not as a threat, but as a servant It is not very long ago since such ships, or something very like them, were scattered over the seven seas, doing unlimited and unheard-of service and were recalled precisely because, in spite of their worth for such services, they were 44 of no fighting value." This part of the problem, then, might lie solved on these lines, it being assumed of course, that all nations agreed. The technical changes, however, and the rate at which they can be introduced to-day are of secondary importance ; something much more is required to enable them to be in-troduced at all. Given that 44 something " the change could prol»hly IK* enormously accelerated.

The problem to be solved is, what is to l»e the relative power at sea of each of the various nations which ustf it, but the question of the relation of one nation to another should not l>e, and is not really, a material problem at all.

It is said that we live by sea-power, but it is far more correct to say that we live by sea-service. 1} is, of course, |>eifectly true that we have attained our present position by the use of sea-power, no island can exercise power in any other way, and, though maintained entirely for defence and used as British seamen have always used it, it is power none the less. And it is in the idea of power that most of the difficulty lies. The sea, then, presents mankind with the two extreme conceptions ; the possibility of exercising the greatest power in the world, or a field for almost unlimited service—service without which we cannot exist, and which is essential to the well-being of all nations. That is what makes the sea unique, and indicates the nature of the present enormous opportunity.

Can the nations, then, lie persuaded to take a new view «>/ it and so solve the whole problem? More and more to-day do they regard the sea in the former light, but always do those who serve on it regard it in the latter ; for no other view will explain their peculiar characteristics. 44 It is not the spirit of adventure," says Mr. Joseph Conrad, who knows them intimately, 44 that keeps them on the sea, but the spirit of service." And if the nations too would agree in all



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solemnity so to regard or consecrate the sea, then we are in sight of a solution. No cemetery on shore has so much right to consecration, for as the stTaman would wish, here are no distinctions of race or creed.

And, if the demand for ppwer still be pressed, and historv appealed to, it is asked in turn : " What empire through the centuries has achieved permanence by power ? " Power may have been a magnificent epitome of the dead empires of the past at the height of their prosperity ; it is an even l>ctter epitaph over their graves. If there is one fact that stands out more clearly in the history of the rise and fall of empires than another, it is that they have simply l»een the instruments used in the furtherance of the ultimate destiny of mankind, and have passed when their work has been accomplished. It is quite lieside the point for any nation to urge that it has lu-en of service lo the world. This undoubtedly is so, hut the vital question to answer is this :—" Was such service the keynote of the national policy, or simply, as it were, a by-product in the course of its own evolution?" And on the answer depends the ultimate destiny of the nation.

Christianity teaches that the greatest mistake in history, and one with the most far-reaching effects, was made by a people who (relieved that the New World of their day would lie ushered in and maintained l>v the material power of their Messiah ; and Christian civilization abounds with buildings, lK>oks. pictures, music, and sculpture in honour of the founder of the diametrically opposite doctrine of service. An island nation of the East, emerging from an age-long seclusion into the light of Western civilization, was much puzzled by this fact, for, in spite of the protestations of the Western national faith and the teaching of history, the ostensible fruits of that faith pointed to the l>eliefthat empires could only exist by Health and |>ower. Taking, however, the practical evidence at its face value, she adopted the Western customs, and we are, in consequence, face-I to-day with the ensuing Pacific problems which the Washington Conference is lo attempt to solve.

And it is just in this fact that its enormous responsibilities and possibilities lie for the salvation of the world.

(The above memorandum, compiled by the NAVV LEAKUE, appeared in the London !Times, antl is reprinted by permission].

NO TES ON SOME OF T H E EARLY VOYAGES T O

T H E PACIFIC. ^

COI .LATRI" * V R . H . W A L L A C E F R A S R R .

BALBAO, a Spaniard, in 1513, was the first European to see the Pacific Ocean— from a mountain top in the Isthmus of Panama ;

and his name is per{>etuated in the town on the Eastern entrance to the Panama Canal.

Some seven years later, in 1520. Magellan sailed around the Horn. This great navigator was a Portuguese, and failing to get support in his own country, he went over to Spain to seek for assist-ance for a voyage that he contemplated. He was furnished with five ships in 1519. and sailed along the South American Coast, and passed through the Straits of Magellan, which he named after himself. The weather that he encountered caused him to name the ocean " Pacific." After a long voyage he reached the Phillipines —but was him-self killed by the natives, but his ship went on

to the West, and eventually rounded the Cape of Good Hope, and reached Spain, so that this was the first vessel to sail round the world.

I " 1537 Cortez sent out two ships to explore the Pacific, and they discovered the Moluccas Islands.

In 1542 five ships left South America, owned by the Spanish, and the crews landed at the Phillipines, taking possession for the Spanish flag. This expedition also discovered New Guinea.

In 1555 the Hawaiian Islands were discovered, but were not really explored until Captain Cook landed in 1779, and it was here that the great navigator met his death in a brawl with the natives.

In 1565 the Phillipines were occupied by Spain, and Manila was built in 1581.

In 1567 two ships were^ent out from Callao by the Spaniards, and discovered the Solomon Islands. Both ships returned to their port 19 months later after a remarkable journey, when they were very short of provisions of all kinds. The manuscripts of the two captains are now in the British Museum.

Our great Admiral Drake went out on a* voyage of discovery in 1577, and after doing all the damage he could to Spanish shipping around the West Indies, and along the American coast, he sailed around the Horn, and proceeded along the coast to the North until he arrived at Callao. After placing this port under tribute, and doing much damage, he continued his voyage north-wards, expecting that he might find a passage around the North back to England; but after passing 'Frisco the weather became so cold that his crew could not, after being so long in the hot tropics, stand the great change of climate, so he decided to sail West. This decision proved a great sell for the Spaniards, who had in the mean-time laid a trap for him in the narrow Straits of Magellan, for they did not dream of his sailing West, and felt sure of catching him on his way homewards. Finally, Drake arrived in England, after sailing around the Cape of Good Hope, and this was the second ship to sail around the world.

In 1580 it is recorded that two Dutch ships visited North Australia, but they kept the news secret.

Torres, in 1606, left South America, touched at New Guinea, and sailed through the Straits bearing his name.

In 1616 and 1619 some Dutch Traders on their way to Java were blown on the West Australian coast, and they worked their way around the Leeuwin—in fact, they named it thus. Then they returned, and on going North they saw land at various places on their journey to Java. A map bearing date of 1622 giving their discoveries is in

Continued on page 9.


A V A L U E D C O N T R I B U T O R T O O U R J O U R N A L .

BORN at Stonehouse. England, eighty years ago this month, of good old Scottish stock. Captain Watson has done much by his articles to add to the value and interest of the Navy League Journal.

CAPTAIN J . I I . WATSON, F . K .A. I I S

By the merest chance Capt. Watson was denied the privilege of a Cadetship in the Royal Navy in his early days, still the denial did not damp his ardor for the sea. In the course of a varied career he gained much fruitful experience on board •• wind-jammers " which in later years has been of incal-culable value when writing up histories of seamen and ships. It will surprise many of our readers to learn that the title of Captain " bcrne by our con-tributor has no connection with the mercantile marine, but is an honorary rank conferred on him by the military authorities when he retired from the old •• land volunteers," in recognition of his valuable and devoted services.

The shelves on the walls of Capt. Watson's "sanc-tum " are veritable treasure troves to the seeker after historical knowledge concerning Australia, while authentic records of absorbing interest relative to the British Navy and the Empire's Mercantile Marine seem to be legion.

In safely weathering the eightieth milestone of his life, we wish Captain Watson a further stretch of smooth water and sunny skies right up to the Anchorage in the Roads of Peace.

Sometime in April next it is hoped to hold a Sports Car-nival under the auspices of the Navy League for the benefit of our Sea Cadets movement at Balmain. Details later.

We are pleased to announce that of the 75 boys who pre-sented themselves to the Hon. Medical Officer to the Cadets Corps (Dr. Stewart Shirlow) for medical exam-nation last month, not one was turned down.

R E A R - A D M I R A L SIR ALLAN EVE R E I T The newly-appointed First Naval Member of the Australian Naval Hoard in succession to Rear-Admiral Sir Percy Grant. Rear-Admiral Sir Allan Frederic Everett. K C.M G., K.C.V.O.. K B., is the son of the late Colonel John Frederic Everett, oi Greenhill, Warminster, and was born on Feb-ruary 22, 1868. He was Superintendent of Signal

< 4

REAR-ADMIRAL SIR At.I.AN KVKRKTT.

schools at Portsmouth in 1901-4 and 1906-8. From 1913 to 1915 he was Captain of the fleet and commodore first-class, on the staff of the Commander-in-Chief and of the home fleets and the Grand Fleet. H e was appointed a Rear-Admiral in 191 7, naval secretary to the First Lord of the Admiralty 1916 18, and aide-de camp to his Majesty the King in 1916-17. In 1919 Sir Allan Everett was in command of the eighth light cruiser squadron in North America and the West Indies. Sir Allan has taken up his duties at the Navy Office in Melbourne.

T H E H E R O . 1918.

The droning of shells and a nation at prayer; A torn, bleeding Digger ; a woman's sweet care ; Then a sunny verandah, a hospital chair.

1920. Laughter and sunshine on bright Coogee Bay ; A one-legged Digger is trying to play An organ ; and people move slowiy away. N.S.W. ERIC FAIREY.

WITH ACKNOWI.KIXJMKNTH.

A number of Cadets with defective teeth are at present receiving treatment at the handsof Messrs. Speers &Wade, Hon. Dental Surgeons to the Navy League Sea Cadets Corps.

For 2/6 an excellent Cadets knife may be obtained from Messrs. Cowies & Dunn. Gunmakers. 77 King St.. Sydney.



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the Mitchell Library, and is declared to be the first map ever printed relating to Australia. One of the captains was named Hartzog.

Tasman. in 1642, left Batavia with iwo ships— " Hemskirk " (175 tons) and "Zeehan ' (50 tons). He first touched at Mauritius, and then proceeded South East, and discovered Tasmania. He stayed there for a few days to water and collect firewood, and then proceeded Eastwards and landed in New Zealand. Again, in 1644, Tasman visited the Gulf of Carpentaria and New Guinea ; but he did not discover Australia, although he had practically sailed all around it.

Dampier, in 1688, visited West Australia, as a Buccaneer. He was English, and was occupied in chasing Spanish and Portuguese ships on their way to and from Ceylon and Java. He later on left this occupation, and was given command of the " Roebuck," a British Government ship, in 1689, to further report on the land already discovered in West Australia, but he unfortunately landed at places which did not appear to be favourable to settlement, as it was waterless and more or less barren, and returned home with a bad report. On a later cruise he touched at the Island of Juan Fernandez, and as his ship was leaking badly one of the crew requested to be landed on that island. That ship eventually foundered, but Dampier reached safety, and on a subsequent voyage when near this same island he landed and found Selkirk fit and well, but tired of his solitary life, and he therefore was taken back to England. His experi ences on this lonely island were talked about, and De Foe getting acquainted with him immortalized the adventure in Robinson Crusoe. In the fore-going notes it will l>e observed that, although Aus-tralia had been twice touched at, it was not really discovered until Cook came this way and the facts of his voyage are as follows : —In 1768'Cook was despatched in command of the 44 Endeavour,- ' which carried a party of scientific men who were to proceed to Tahiti for the purpose of astronomical observance of the transit of Venus. After this was finished he was instructed to investigate the reports of Tasman's discoveries at both New Zealand and Tasmania. H e sailed around the New Zealand stands, and then on his way to Tasmania was driven northward by a southerly gale, and found himself up against the 90-mile beach, and feeling sure that this was new country he sailed along the coast northwards until he landed at Botany Bay in April. 1770. After remaining therefor some days to refit and water he sailed North, passing Sydney Heads without seeing Port Jackson. At Cairns his ship struck a coral reef, and it took 23 days to get afloat again, while the repairs caused a delay of two months. Cook then found a passage through the Barrier Reef, and sailed around Cape York, and he then realised that he had discovered a

Continued page 10, column 2.


A Life Vice-President of The Navy League.

T H E HON. SIR ALFRED MEEKS. K.B.E.. M L C.

O IR ALFRED is a partner in the old established firm of Q ) Cibbs. Bright & Co. In shipping insurance, mer

chandise. importing, and exporting, this firm is weil-known in every State of the Commonwealth.

During the course of his busy life Sir Alfred has been or is associated with a very large number of important commercial undertakings including the A.M.P. Society, of which he is President. He is a Past President of both the Adelaide and Sydney Chambers of Commerce, a Director of the National Bank of Australasia, and a Fast President of the Congress of Australian Chambers of Commerce. With many philanthropic and patriotic movements Sir Alfred has also identified himself. As President of the Y.M.C.A. (and now Hon. Treasurer). President of the Sydney Industrial Blind Institution. President. Sydney City Mission. Member of the Executive Committee of the N.S.W. Branch of the Navy League, and. during the Great War. a Member of the Central Executive of the War Loans and Peace Loans Committee. Sir Alfred has given freely of his rich experience and valuable time.

Continent, and landing at Possession Island hoisted a flag, and formally took possession in the name of the King of England.

In 1772 two French ships visited Tasmania, and landed at the same place as Tasman, and then went on towards New Zealand.

In 1773 Cook again landed in Tasmania. Our story of first voyages is now drawing to a

close; for in the year 1788 Governor Phillip arrived at Botany Bay on January 18th. His fleet consisted of—

"Sirius," 612 tons—20 guns. " Hyena.'' ' Supply," 160 tons. " Fishook."

And six transports, with military officers and soldiers and prisoners—a total of about 1200 people.

It may be related that Phillip was not satisfied with the Botany Bay country, and he despatched boats to investigate further north, which resulted in the discovery of Sydney Harbour, and one week later, 011 the 25th January, 1788, the whole fleet arrived in Sydney Cove.

It is perhaps of interest to relate that Australia very nearly missed being a French possession, for only two days after Phillip arrived there appeared off Botany Bay two French vessels who doubtless had their Government's instructions to take pos-session, but on seeing the larger fleet at anchor they soon sailed away, and these ships were not heard of again, until 30 years afterwards, when their wreckage was found on one of the South Sea Islands.

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U s T . S . " W .

NAVY LEAGUE SEA CADETS | R E A D Y 1 R E A D Y

AYFC |

R O U T I N E AT BALMAIN DEPOT.

MONDAY—8 to 9 p.m.—Band Practice. T U E S D A Y — 7 . 3 0 t o 9 p . m - S i g n a l l i n g a n d C o m -

pass Classes. W E D N E S D A Y — 8 t o 9 p . m . — F i r s t A i d . THURSDAY—7 30 to 9 3 0 p.m.—Squad Drill and

Physical Exercises. F R I D A Y — 7 t o 9 . 3 0 p . m . — R e c r e a t i o n . SATURDAY —2 to 5 p.m.—Seamanship. Sports. SUNDAY M O R N — C h u r c h P a r a d e . SUNDAY—2 to 5.30 p.m.—Away Boats.

N O T E S ON T H E M A R I N E R ' S COMPASS AND T H E L E A D LINE.

COMPASS CARD.—The mariner's compass con-sists of a circular card, which is carried by a magnetised bar of hardened steel placed under the card joining the North and South points. This magnetized bar is called the needle This card is carefully fixed upon a fine steel pivot rising from the bottom of a brass or copper bowl, by means of a small agate cup, fixed in the centre of the needle. The card and needle are thus free to swing as if they were floating in water.

The bowl containing the card is carried on gimbals, so that it may always remain level in whatever direction the ship may pitch or roll. The bowl has a glass cover, and is placed in a wooden or brass case called a binnacle, which is fitted to carry lights to illuminate the Compass at night

LUBHKR LINE. — Inside the bowl is painted a vertical or up and down line commonly called the 44 Lubber's Point." and the bowl is so arranged in the binnacle that in small vessels the Compass being placed directly over the keel, the centre of the Compass card, the Lubber Line, and the ship's head shall be in one line.

COMPASS COURSE — T h e H e l m s m a n s t e e r s b y the Lubber Line, keeping any given point of the Compass as near to it as possible ; tins point of the Compass, by which the Helmsman steers, is called the Ship's Compass Course.

POINTS OF THK COMPASS.—The Compass card is divided into four quadrants by two diameters perpendicular to one another The ends of these diameters are called North, South East, and West are marked N., S., E., W. ; they are termed cardinal points. See Fig. 1

Fig. I.

Each of these quadrants is divided into eight equal spaces, and the points dividing these spaces


are called Points of the Compass ; accordingly there are 32 Points of the Compass altogether.

The names of the Points of the Compass are obtained as follows :—Starting with the two dia-meters, N.S., W.E., divide the four quadrants equally by two more dotted diameters (Fig. 2) and name their ends by the two letters between which each end falls, thus : - N . E . , S.E.. S.W., N.W.

N

V

1 *

\ /

\ / / J

5

FIK.

Now you have eight spaces ; divide these spaces equally, and name their ends by the three letters between which each end falls, taking care always to place the single letter before the double letters ; thus the eight new points are N.N.E., E N . E , E.S.E., S.S.E., S.S.W., W.S.W., W.N.W., N.N.W. Now you have sixteen points, and it will be noticed that the word 44 b y " does not occur in any of them.

To form the remaining sixteen points, divide equally the sixteen spaces we have already obtained by the short dotted lines, which are the ends of diameters.

The word 41 by " (written b.) means " one point towards," and is used in the formation of ail the remaining sixteen points : it is always followed by one of the names of the four cardinal points, N.S.E.W., and never by a double name, as N.E.

Starting from N. and moving in the direction of the hands of a watch, the first new point we come to is 44one poin t" from N , it is therefore named N.b.E. (North by East). The next new point we come to is " one point towards " N. before coming to N.E. ; it is therefore named N.E.b.N. The next new point is one point towards E., from N.E. : it is therefore called N.E b.E. There is one more new point before we come to E., it is 4 one point towards"" N. from E., and is therefore named E.b.N. And so on with the other three quadrants of the Compass.

H A L F AND QUARTER POINTS. — B e s i d e s t h e above 32 points, each point is divided into four quarters , the direction of the quarter, half, or three-quarters being indicated from any of the 32 points towards one of the four cardinal points, " e g . , " N. i .E . or N . | W. means k point from N. towards E. or towards W. respectively. S.W.j.S. or S.W.j .W. means j| point from S.W. towards S-, or W. But we do not say E.b,S.^.E., because it is more simple to say E.| .S., and it is the same thing.

The value of one point of the Compass expressed ^in degrees is found by dividing the 90 degs. con

tained in a quadrant by 8, the number of points which a quadrant contains. Thus one point equals 90 degs. divided by 8, equals 11 degs. 15 min. : and £ point equals 5 degs. 37 min. 3 sees.


The points of the Compass are made up as follows :—

Four cardinal points :—N.S.E.NV. Four half cardinal points :—S.E., S.W., N.W.

These make the eight principal points. Eight false j N.N.E.. E.N.E . E.S.E., S.S.E.,

points :—\S.S.W., W.S.W., W.N.W., N.N.W. Then sixteen " by " points, so named because

they " lay by," and are named from the eight prin-cipal points.

Thus four cardinal, four half cardinal, make the principal points.

Then eight false points make sixteen points, and the sixteen " by " points equal thirty-two points,

North East South West N.b.E. E.b.S. S.h.W. W.b.N. N.N E. E.S E. S.S.W. W.N.W. N . E b . N . S.E.b. E. S.W.b.S. N.W.b.W. N.E. S. E s.w. N.W. N.E.I). E. S .Eb .S . S.W.b.W. N. W.b.N. E N.E. S.S.E. W.S.W. N.N.W. E.b.N S.b.E. XV.b.S. N.b.W.

See Kin. I.

E R R O R S O F COMPASS. The Mariner's Compass is subject to the follow-

ing errors :—Variation, Deviation, Heeling Error, and Dip.

VARIATION.—The angle bttween the true North and the Magnetic North (the needle points to the Magnetic North), this in few parts of the world agrees with the true North, the difference l>etween them is called the Variation of the Compass.

DKVIATION.—The angle between the Magnetic-North and the Cornjjass North caused by the iron or steel in the ship, her equipment, or cargo (the deviations in iron ships is also effected by the heel of the ship altering the relative positions of the iron to the Compass card), this is termed Heeling Error.

DIP.—Is the result of the earth's magnetic attrac-tion, which attracts the end of the needle nearest to the Pole towards it ; thus it is the angle which the needle makes with the horizon. Near the Equator it inclines but little, if properly balanced, but one end becomes depressed as one advances to the Pole—the North end in the Northern Hemisphere, and vice versa.

H A N D L E A D LINE. Weight of Lead—7 to 14 lbs. Length of Line —From 20 to 25 fathoms. Divided into 9 Marks and 11 Deeps.

Marks Deeps 1 Fathom

2 Fathoms—A picce cf leather wilh 2 ends ... 3 „ A piece of leather with 3 ends ...

4 . . 5 „ White . . . . . . . .

7 F a t h o m s — R e d S Fathoms 9

to , , A piece of leather wilh a hole in it 11 n 12

Blue 14 ..

•5 White •5 10 .,

17 Hctl 17 IS „ 19 ..

20 , , Two Knots. The Lead Line is marked —

At 2 fathoms with a piece of leather with two e n d s .

At 3 fathoms with a piece of leather with three ends.

At 5 and 15 fathoms, with white bunting. At 7 and 1 7 fathoms, with red bunting. At 13 fathoms, with blue bunting. At 10 fathoms, wilh a piece of leather with a

hole in it. At 20 fathoms, with a piece of string with two

knots. D E E P SEA L E A D LINE.

Weight of Ixad—28 to 30 lbs. Length of Deep Sea Lead Line—From 100 to

200 fathoms. First 20 fathoms marked as Hand Lead Line.

Then at—25 fathoms —1 knot. 30 fathoms —3 knots. 35 fathoms—1 knot. 40 fathoms—4 knots. And so on to 95 fathoms. 100 fathoms—A piece of bunting. 105 fathoms—1 knot. 1 t o fathoms— A piece of leather. 115 fathoms—1 knot. 120 fathoms —2 knots. And so on as for 100 fathoms.

SEA L I N E A R M E A S U R E . 6 feet—1 fathom,

too fathoms—1 cable. 10 cables —1 sea mile (nearly). 3 sea miles — 1 league.

60 sea miles—1 degree of latitude. A sea mile or knot, sometimes termed a geograp-

hical mile, is assumed to contain 6080 feet. L . L L . L . (four L's) are said to be the sailor's

watchword, meaning " Log, Lead, la t i tude , Look Out," and of these I am sure you will find that the Lead is the most to be relied upon. When entering harbours, and you are doubtful about your position, turn at once to the Lead as your best triend ; (however well you know them, for "peop le often stumble over their own doorstep.")

In using the Deep-sea Lead, remember it is always hove from the windward side of the ship.


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

VIA D U R H A N ANI> C A P E T O W N AVOIDING THK H E A T OH'

Run SKA.

F L E E T TONS S.S. " U L Y S S E S " - 15,000 S.S. " N E S T O R " - - 15,000 S.S. " A N C H I S E S " - 10,000 S.S. " A E N E A S " . • 10,000 S.S. " A S C A N I U S " . 10.000

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

ONI.Y C A R R I E D .

Fares lo E N G L A N D - £IIOSin£le Return £193.

Fares lo A F R I C A - - £M Single Return £114.

A.l.lni.xial chare"! fo, Caliir.wic-1.lur. Single ll .ith ,».l l l n k u d Cabin..

Return Ticket, can Ite mail, interchangeable with P. ft O , Orient ami Aberdeen Line..

G I L C H R I S T . W A T T & S A N D E R S O N , L T D 5 O C O N N E L L S T R E E T . A G E N T S .

P R O M E N A D E D E C K S . S . " U L Y S S E S . "

P.& O.BRANCH SERVICE

F L E E T O F T W I N S C R E W S T E A M E R S • H A L L A H A T " " H A L I : A \ A I . I » -" B A K A D I X K " " HARRABIMH," "HKXIHGO"

13.3011 Ton* n.ann .. t.v«> .. islam 13.»MI ,.

" B O R I ) A " " H K K I t I M A " - -••HKLTA.VA" "HKXAI.LA- -" C O M M O N N K A L T H "

11.120 Ton* 1I.IJ" ,. u.ia> .. 11.1 Li • .. •Mill ,.

T o L O N D O N v i a D U R R A N a n d CAPKTOXVN. Third-Class

Passengers only carried.


travelling.

Fares to LONDON jCW to £ a »

Single. £ 7 2 to £ S 6 5s.

Return. F a r e s to AFRICA

£21 to £11 Single, to ^ 4 8 10s.

Return. Return Tickets can be made interchangeable wilh F. A O.. Orient an«l Aberdeen Lines.

G I L C H R I S T , W A T T & S A N D E R S O N , L T D . A G E N T S S o ' o o m a u . B T B U T .


THE BOY SCOUT.—CAMPING. BY F. DANVKRS POWER.

AUSTRALIAN PARENTS ALERT! Have you ever realised what a Boy Scout la? Then, II not, read the

Boy Scouts' page In this Journal each issue.

CH R I S T M A S is fast approaching: the holi-days and hot weather will make the call of the bush stronger than ever to the healthy

out-of-doors boy, and camping will appeal to many. The way most boys camp may not be exactly

what one would consider comfortable, largely due to the want of experience, but at least the outdoor life is healthy, if tne camp is Icept in anything like a sanitary condition. One of the great advantages of camp life is that a boy learns to rely on his own exertions: if he does a thing the wrong way, he suffers in consequence, it is Nature's way of teach-ing him, which may be more severe than if corrected by a mate, but he does not mind so much, and anyhow he is not in a position to fight Nature if he does differ with her, his only alter-native to bettering matters is to throw up the sponge which he only does when he has no back-bone. Where would we be now, if the pioneers of Australia had not the pluck to fight and over-come difficulties. Besides the strange conditions of camp life, which approximate what boys have read about in books of adventure, imagination helps considerably in securing enjoyment. It is,

however, not necessary to be uncomfortable in camp : an old camper knows how to make himself comfortable with very simple raw material. It is astonishing how little one really requires for living in comfort and how much unnecessary frill we attach, to use which adds but little to our comfort, but costs money and much time to keep in order. Living the simple life does not necessarily mean cracking hardy, risking rheumatism and other troubles. There is no sense in sleeping directly nil damp ground, from which the heat of the body-draws up moisture, when there are twi^s about which will keep the body off the ground and leaves that are more or less water-proof which can be spread over the top of the twigs: such a bed is not only more healthy but is softer, and most people who sleep on a comfortable bed and are fresher for work or play the next day than if their muscles had been strained during the night by sleeping in an awkward position. Boys who, on the other hand, take stretchers to camp, are only playing at camping. If they want to sleep off the ground which in some cases is desirable, let them make one of the numerous kind of bush stretchers.

There are three varieties of camps to consider: ( i ) The travelling camp. (2) The week end camp. (3) The standing camp.

A travelling camp is used when you stop buf one night in the same place. In such cases, you naturally wish to travel lightly, so if fine weather can be relied upon, it may be unnecessary to carry a tent. It may be sufficient to burrow into some thick bushes, sleep in a cave, or under a shelving rock, or you may make a lean-to or temporary hut out of branches and twigs to keep off any dew, for if the weather Is hot, one does not want to hake himself in a sleeping bag. If there is danger of rain, then it is safer to take a light tent or a fly.

For a week-end camp you stay for two or three nights in the same place Assuming you go to the same place each week-end, it is advisable to have a tent and fly. Even if you do camp in the same place, it is as well to have a tent and fly, and to strike it before leaving, otherwise when you return you may find wind, bush-fire or thieves have removed it, and anyhow it would be unnecessarily exposing the material to the weather. In many


T H E BOY SCOUT. C O N T I N U E D .

cases someone living in the neighlxiurhood will allow you to store your camping appliances at his place, thus saving you much manual labour. If you build a hut, it is liable to be broken into or burnt down during your absence.

A standing camp is one in which you remain for weeks or months. This is the most permanent kind of camp and generally consists of several tents or huts erected near each other. Those who dwell in them are often absent during the day, a man l>eing engaged as cook who also acts as care-taker during Ihe absence of the others. These camps are often fitted up rather elaborately. Living is cheap, life is healthy, but many con-veniences of home life are absent : likewise many of the inconveniences which are frequently irksome to young men are wanting.

There are many kinds of tents varying in si/e, shape and material. The size, of course, de|iends on the number of occupants and whether it is required for sleeping in only or to live in. Hell tents are not milch used in Australia: the more

common shape is rectangular with walls. The walls give more head room as well as more useful floor space, hul add to the weight. The material selected may be governed by cost or desire to reduce weight : the cheap material is dear at any price, it is not rain-proof and it soon wears out. If price is no object, jajara is the best material : it is light, strong and watertight, so does not require .1 fly so far as rain is concerned, though of course a fly helps to keep the tent cooler in hot weather. For ordinary tents, medium calico is suitable for the tent itself, while heavy calico is used for the fly which has to withstand the brunt of the weather For standing camps, tlurk will last longest.

Tents may be liought ready made or lie made at home. If you buy a tent look out for single seams, chain stitching, insufficient stay-pieces or reinforcements where the chief strain comes, and machine-clani|)eti brass grummets which tear out easily instead of galvanised iron rings sewn in by hand. See tli.it the roof is not too flat and ihe walls low causing danger of leakage and less head room. Attend to essentials and do not pay for a lot of unnecessary refinements.

the Return of Murdoch's 44 Star Quality t t

THE First S h i p m e n t s ince 1915 i s to hand, and a s m a r t e r , more d i s -t i n g u i s h e d a s s e m b l y of s t y l i s h Soft Fe l t s never graced the d i sp lay f i x t u r e s of a n y Firm. •• S t a r Qual i ty " H a t s are e x c l u s i v e l y made

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T H E NAVY LEAGUE JOURNAL. 11

F A C T S AND F I G U R E S .

TH E Canadian Minister of Marine (Mr. Ballantyne) gave some interesting par-ticulars recently, in connection with vessels

owned by the Dominion Government. At the end of 1919 there were 24 vessels completed and in commission, as follows: —

7 ships of 8,300 tons each. 4 ships of 5,100 tons each. 4 ships of 4,500 tons each. 8 ships of 3,500 to 3,900 tons each. 1 ship of 2,800 tons. The approximate tonnage of these vessels is

129,000 tons. Since that time 23 additional vessels have been

completed and put in commission as follows:— 9 ships of 8,300 tons each. 4 ships of 5,100 tons each. 4 ships ol 4 500 tons each. 4 ships of 3,500 to 3,900 tons each. 2 ships of 2,800 tons each. These have an approximate dead-weight tonnage

of 131,000 tons. There are, therefore, in commission at the pre-

sent time, 47 vessels of the following types :— 16 ships of 8,300 tons each. 8 ships of 5,100 tons each. 8 ships of 4,500 tons each.

12 ships of 3,500 to 3,900 tons each. 3 ships of 2,800 tons each.

The approximate.deadweight tonnage is 259,783 tons.

There remains to be completed 16 ships of the following types, viz. : —

2 ships of 10,500 tons each. 9 ships of 8,300 tons each. 5 ships of 3,500 to 3,900 tons each. These will have a deadweight tonnage approxi-

mating 114,470 tons. The entire programme when completed will

comprise 93 ships of the following types :— 2 ships of 10,500 tons each.

25 ships of 8,300 tons each. 8 ships of 5,100 tons each. 8 ships of 4,500 tons each.

17 ships of 3,500 to 3,900 tons each. 3 ships of 2,800 tons each.

The approximate deadweight tonnage of all these vessels, when completed, will be 374,254 tons.

Seven of these vessels are being equipped with oil fuel installation, and thirteen of them will be provided with refrigeration spaces.

Mr. Ballantyne said : " It will be recalled that fo r the purpose of the shipbuilding programme the

sum of $20,000,000 was voted for the present fiscal year. Of that amount there has been expended up to the present $14,684,513.99. It is estimated that before the end of the fiscal year a further amount of $650,000 will be expended, making a total expenditure for the year of $15,334,513.99. It therefore follows that, of the amount of $8 000,000 which will be required to complete the programme, $4,665,496.01 is a re-vote.

" The average cost of constructing all the vessels under the Government shipbuilding programme figures out at $191.95 per deadweight ton.

" The monthly wage cost of a Canadian Govern-ment Merchant Marine ship of 8,100 tons dead-weight, which carries a crew of 41, including 25 boys, is $3,705."

T H E

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

Aalharlse* Capital - ! 1 N « , H I Capital PaM-o . . . . i l .2M.M0 •nerve Fa Ml I2SO.MO

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(•KOIMSK K. TOOMAN. Hon. F. JA«JO SMITH, M.LI.'., DL'NC'AN CAKXON.

(ii'iii ml Manager: C. M. C. SHANNON. < 'hlef IiiK|>e«?tor for New South Wales: WII.I.IAM (J. Hl ' i . i .

Heal Office, Sydney (Crncr George King Streets) Manager : K. P. CAKK.

BRANCHES: BHISBANK:—2K4 Queen-»t. Chief In*|>eetor for

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ADKLAIDK:—3S Rundles t . Mannger -R . T. MOODIK. LONDON :—37 Threadneedle st.. K.C. 2

Manager—A. F. JKNKINK. AND AT IHK FLACKS THROUGHOUT NKW SOUTH

WALKS AND QUKKNSLAND. Agent* throughout the rest of Australia, Tasmania and

New Zealand, and at all Chief Citiex throuKhout the World

KVKRY DKSCRIFTION OF BANKING BUSINESS TRAX8ACTKD.

Mr. Ballantyne gave the House particulars of the number of officers and men employed on Government ships at the end of the last calendar year. All told the number was 1,674, comprising :

Masters 48 Officers ... ... ... ... 138 Engineers ... ... ... 182 Ordinary seamen, firemen, stew-

ards, etc. ... ... ... 1,305

Total 1,674


Total number Canadian by birth or adoption : Masters ... ••• ••• ••• Officers 57 Engineers ... ••• l 2 i f

Ordinary seamen, firemen, stew-ards, 6 S 2

Total Total number British :

Masters ... Officers Engineers Ordinary seamen, firemen, stew-

ards, etc. Total

Total

£ 1 1 , 0 0 0 , 0 0 0

868

18 8i 54

653 8 0 6

1,674

TH E annual cost of maintaining a fleet in full commission is quite unrealised by the mass of the people of this country. It is not,

perhaps, quite so clear in the minds of all the writers on naval matters as it might be, so that good service has been done by the eliciting of some figures on the subject in the British House of Commons.

The figures for various classes of ships may be tabulated thus :—

»•»: . Non-effective liability. 52.350 65,850 19,500 5.570 2,030

Class. Direct

charges. £

403.560 • 55 ' .55o . 160,100

49.075 . 26,215

Battleship (Royal Sovereign)... •Battle-cruiser {Hotxi) ...

Light Cruiser (D class) Destroyer (W class) ... Submarine ( L class) ...

•As flagship.

The " direct charges " are for full pay, wages, allowances, etc.; provisions, clothing, etc.; medical stores ; fuel and lubricants ; armament and general stores : and repairs. The non-effective liability is in respect of retired pay of officers and men.

These figures are sufficiently startling by them-selves, but the lesson can be enforced still more by using them as a basis of calculation of the cost of the British Atlantic Fleet, one unit only of those kept in full commission. T h e nine battleships cost ^4 .100 ,000 , to which we may add approxi-mately ^£450,000 for extra cost of flagships.

The battle cruiser force, at full strength of four ships, costs 1,800,000 in round figures.

The light cruiser squadrons account for about ^ 2 , 1 6 0 , 0 0 0 .

The destroyer flotillas' maintenance amounts to ^ 2 , 2 0 0 000, or possibly more. The submarine charges total at least £250,000. The total may be put, in round figures, at 1,000,000 for the year.

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AT T H E SEAT O F G O V E R N M E N T .

E M P I R E NAVAL D E F E N C E .

M R . MARKS (in the House of Representatives)--So far as I can see at present, the task cf ths Minister for the Navy(Mr. I^aird Smith) is very easy. No criticism of a violent character has, up to the present, been levelled at him or his Administration. I concur with the honorable member for Balaclava {Mr. Watt), who said that, as regards Naval defence, we are just now treading water. When the Naval and Military Estimates were first drawn up, there was no Washington Conference, either in active session

in Australia. The honorable member for Hunter (Mr. Charlton) placed his finger on an important point when he referred to the item of stores. Baszd upon my war-time experience, I must say that the amount of stores which gets adrift and is never traced is colossal. The best possible book-keeping system must be provided to ensure that there are no leakages from the stores accumula-tions.

M R . LAIRD S M I T H . — H e a r , h e a r ! MR. MARKS.—There are items among the stores

whose cost runs into hundreds of thousands of pounds. Yet they can easily be got at and taken away, and for ever lost sight of. I am making no

A S M O K E S C R E E N .

A U S T R A L I A N D E S T R O Y E R S AT P R A C T I C E O F F T H E EAST COAST.

or in contemplation, and the Prime Minister was away and had not seen them. Now, however, the whole position has to be renewed, in the light of what is occurring on the other side of the Pacific. What can the Government offer? They are setting out with a reduction proposition involving

130,000. I want to know how the proposed savings have been arrived at. Great reductions have already been made. Long before the Wash-ington Conference had been contemplated, drastic all-round pruning had been undertaken ; this involved a partial scrapping of our Fleet. Ships have been placed in reserve. No sums of money have been set aside for new construction or re-building. All the time, it must not be forgotten, we have had to do without oil and munition reserves

charges whatever: I do not know anything. As regards payment for stores, cannot some system be determined upon so that an amount, or a fund, may be maintained in London to meet payments in order that the Commonwealth Naval authorities shall know exactly where they are? I heartily endorse the remarks of the Minister for the Navy as regards the maintenance of efficiency. I pay this tribute to the Minister, that he has cut down our Fleet to a very small number : but that those vessels are absolutely efficient. They are by no means " has beens " The Cockatoo Island Dock-yard Royal Commission was tendered expert advice by leading Naval authorities to the effect that our light cruisers are far from " has beens." They possess fighting efficiency which will cover a period


of at least another three years, and, after that time, they should l)e able to perform valuable services in other directions Our little Fleet has undergone most severe tests during the past eight or nine months, in the course of manteuvres about the Pacific. War-like activities have been carried on with as eminently satisfactory results as could have been expected of any unit of the Royal Navy. I had that tribute from Admiral Dumaresq himself, backed by the words of Captain Cumberlege, his next in command. The comments of these officers bore both upon the ships and their personnel. The Minister for the Navy has done remarkably well. He has cut down, and yet he has kept the Fleet absolutely efficient. Honorable members will be afforded another chance to talk about the future after the Washington Conference shall have ended, and when the British Admiralty shall have advised the Commonwealth authorities concerning iheir views. The Washington Conference requires to be watched very closely. Particulars published recently, in the Melbourne Herald, back up infor-mation which I had gathered from other sources respecting the launching activities of the Japanese navy. I trust that Great Britain will not be caught napping. With Balfour and Beatty at Washington such should not be the case, for those men are not fools. But the whole business of naval reduction, or disarmament, bears vitally upon what Australia will be called upon to spend this financial year. During the past six weeks the following modern units of war have been launched, in order, from Japanese naval dockyards : —

1 >estroyer W'arabi, supply ship Burn me, destroyer Sumire, light cruiser /.>//://, gun boat Nxkoso, seaplane carrier Hosho. super-dreadnoughts A'n̂ a (to lake the water, according to programme, on 17th November), NmIsh and Tosa.

AH three of these super-Dreadnoughts are 40,000 tonners, to mount eight sixteen-inch guns. I emphasise that the whole of these recently-launched units of the Japanese fleet are post-Jutland vessels. In addition to those I have specifically mentioned, several other craft are well on the way toward completion, including the light cruisers Ohio and Sam, three first-class destroyers, and nine sub-marints. On all of these the finishing touches are now being put, ready for commission. Great Britain has only one post Jutland super-Dread-nought, the Hood. Three sister vessels, under programme, will have been wiped out by the Washington disarmament scheme. How vitally Australia is affected need scarcely be stressed. I have not 'any inside information concerning what the British Admiralty may have told the Common-wealth Naval authorities, but the latter would naturally obtain advice from the Admiralty con-cerning what should be done in carrying on our naval programme.

MK. CONSIDINF..— Does not the proposition which was laid down at the Washington Conference equally affect the Japanese programme ?

MR. MARKS. — H O W c a n it a f f ec t s h i p s a l r e a d y launched, and to be launched, before any of the schemes propounded at Washington shall have been put into effect ? The Conference cannot touch those Japanese ships which have just taken the water.

MR. CONSIDINK.—The honorable member is all wrong there.

MR. MARKS — In one respect I would like to see the Naval Estimates increased by a sum rang-ing between ^500 ,000 and 1,000,000. I refer to the necessity for carrying out a project which was urged upon Parliament in the report of the Cockatoo Island Dockyard Royal Commission.

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The recommendation in question was based upon expert naval evidence . We were told by the most authoritative witnesses in Australia that we should have a large floating dock, even if its sole purpose Were to clean the great ships of the liritish Navy which might jiay Australia occasional visits. We are living in a fool's paradise If the Renown, which brought the Prince of Wales to Australia, bad " smelt the ground " when entering Sydney Heads she could not have been touched except by divers. I note that the Commonwealth's new First Naval Member, Admiral Everett, who has just set his feet on Australian soil, expressed the indepen-dent view that we should have a large floating

;

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I N T H E B O S N S C H A I R .

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

dock. Sooner or later, Parliament must face the proposition ; it will have to be financed either by the aid of a half contribution from the liritish Admiralty, or by Australia paying for the whole job herself. Possibly this House may have to deal with the scheme when considering the next Esti-mates. The Minister for the Navy must always have sufficient money in hand to undeitake repairs to the Fleet in being. The longer repairs are delayed upon ships in active commission the

heavier becomes the cost ; Ihe ratio increases, indeed, from day to day. The Minister himself has said—

In considering this lad il has Wen necessary lo take into account the increased cost of laliour, anil also'the fact that, as ships continue longer in sen-ice, Ihe cost of repairs anil maintenance increases each year. The Minister is perfectly correct. I am satisfied with the Administration as it is being carried on at present. The Minister is the l>est Minister for the Navy Australia has ever had. I know what 1 am saying. Personally, I have had every reason to be well satisfied. To all the various representations which I have been called upon to make, I have been met with courteous justice. The Minister has performed a feat which should evoke the highest commendation and satisfaction, in that he has drastically employed ihe pruning knife and has yet maintained an efficient fleet.

MK. MAHONV. - I will endorse the honorable member's eulogy to the extent of saying that the Minister for the Navy is the best for the job who has ever been appointed from that side ol the House.

MR. MARKS—The Minister has always done the fair thing, both for the upper deck and for Ihe lower deck. He has handed out even justice to all ranks, and, as a result, he has succeeded in maintaining happy ships.

THE NAVY LEAGUE. M K M BKRJS—< 'ontinucd from October imuc.

J. Prat t H. K. Robinson .Maurice Pelletier F. Lee* Rowltothnin Xieol Peacock H. <J RaUtun K. J Prince H. W. Richard* M i n Annie Payne H. F. ltobin*on Mix. Dorea* 1'hipp* L. F. ROMNtree IL T. Patcrxon Colin RinKro*c John Porta* W R Rot hery Mis* Mary Pott* < . W. Rundlc A. Proud J. Rus*ell Forbe* Prat t H. W. Reynold* S. H. I'eame Paul Rodriguez David Perriuinn J. P. Reed Mrs. O. A. Parke* Henry H. Steven* M M S. Pfeiley Mldd C. M. A. Steve J . Partridge Mr*. I>. \V. Salter II. It. Partly 1». W. Salter K J . Payne D O. Steven J . I.. Pollock H. Pedcn Steel ( apt K. S. Play fair (Jeo. H. Smith N. S. Parmiliter K. T. Sloggutt Mi*. N". S. Pariuintcr Col. A'fred Spain Mix* I>. Parminter J . W. S«*ott Mi-wll. Parminter l<c*lie H. Spier Is. S. Rowntrec M. Salt Cupt. Percy Reynold* V. R. Me A. Shannon <J. \V. H Kimc

(To be continued).

SUPPORT OUR ADVERTISERS.

'24 THE NAVY LEAGUE JOURNAL.

ANTHONY HORDERNS' FOR EVERYTHING

W e I n v i t e t h e a m p l e s t I n v e s -t i g a t i o n I n t o b o t h q u a l i t y a n d p r i c e o f t h e g o o d s w e o f f e r , a n d w e a r e c o n t e n t t o l e a v e t h e r e s u l t t o y o u .

U p o n t h i s c o n f i d e n c e t h e v a s t b u s i n e s s o f ANTHONY HORDEBNS' h a s b e e n b u i l t , a c o n f i d e n c e n o t t o b e t r i f l e d w i t h b y a n y s t a t e m e n t s o f o u r s t h a t c a n n o t b e s u b s t a n -t i a t e d t o t h e u t m o s t e x t e n t .

ANTHONY HORDERN & SOUS, LIMITED B R I C K F I E L D H I L L , S Y D N E Y .

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

PATKONS H. K. The Governor-General

The lit. Hon. Lord Porstur. P < \ . G C.M.U. H. K. The Slate Governor .Sir Walter Davidson. K C M.G.

I'KKHIDKNT— The Hon. Sir W. P. Cftllcn. K.C.M.U.. LL.D.. Liciiteiiant-

Oovcrnor awl Chief Justice of New South Wale*. K X K C I T I V F . ( « » M M I T T K K -

SirTho* A. Dibit* J . P. Frank i. KM|. Kdwunl \V. Knox. KM| Captain F. G. Walcy Alfred <• Mil-on. K«q. Hon. Sir Thouta* Hughe* Kelso Kinjt. Ksq H. W. Corry. Ksq. F W. Hixson. KM, Ho... J. IJ»ne Mullin* Col. Sir James HUM* Sir Alexander Macf'ormick Sir Samuel Hordern A. Gordon W esc he. KM,. G. K. I-.tirfax. KM|. His Honor .ludKe Kiiekhotise OM-nr Lines, Ksq J. W. Clark. KM,. Captain Pcarse J. Payne. KM,. Captain S (i. G t w n The Hon Sir A. W. Meek* A. Consett Stephen. KM,. A. J . Wiirry. KM,. W. H. Kelly. KM|. Walter M. Marks. KM,. G. A. Parke*. Ks<, Peter Hoard. KM,. K. P. Simpson. KM,. Col. J . Mnearthiir-Onslow

C. J . Henty, KM,. HON. MKMHKKS

Lieut.-General G. L l ^ e C.B.. D.S.O. Hear-Admiral J . S. l>umareM|. C.H.. C.V.O.

Commodore H. M. Kd wards. R.N. HON. SKCRKTAKIKS HON. TRKASl!KKItS—

F. W. HKM.II. KM,. Sir Thi»s. A. Dlbbs AI f red <> MIIMIII. KM,. Kelso KIIIR. KM,.

Col. Sir James Hums ORG A N|SKH —

W. W. Heule. O.H.K.

N O T E S A N D N O T I C E S . C o n t r i b u t i o n s of a s u i t a b l e n a t u r e a r e co rd i a l l y

i nv i t ed , a n d s h o u l d l>e a d d r e s s e d t o t h e E d i t o r , T h e N a v y L e a g u e j o u r n a l , R o y a l N a v a l H o u s e , ( I r o s v e n o r St . , S y d n e y .

All a l t e r a t i o n s o f s t a n d i n g a d v e r t i s e m e n t s s h o u l d r e a c h t h e J o u r n a l NOT I.ATKK t h a n t h e i s t d a y of t h e m o n t h o f issue .

Orient Line A U S T R A L I A - E N G L A N D ( L o n d o n )

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

F r e m a n t l e , c a l l i n g a t C o l o m b o , S u e z , P o r t S a i d , N a p l e s , T o u l o n , G i b r a l t a r a n d P l y m o u t h .

PHONKS: CITV 7 7 8 6 a n d CITV 6 8 1 7 F L E E T .

1 9 2 1 - 2 2 .

THE President of the Navy League, N.S .W. Branch, and the Member* of the Executive Committee take this oppor-tunity to wish the Compliments of the Season to all \ ice-Presidents, Fellows and Members, and all friends who have so generously contributed in different ways to further the interests of the Navy League Sea Cadets Corps and also the organisation to which it l«longs.

We beg to acknowledge with thanks the gift of j£ lo/ to / -from Miss Frances Gla«son of Killara.

Membeis of the Executive Committee are reminded that the meetings in connection with the Royal Naval House and the N.S.W. Branch of The Navy League are held at the House at 3 p m. and 3.30 p m. respectively on the second

Monday of each month.

' O R M O N D E " 1 O R M U Z " • O R V I E T O " • O S T E R L E Y " • O R S O V A " • O M A R " ' O R C A D E S "

T O N S 1 4 , 8 5 5 1 4 , 5 8 4 1 2 , 1 5 0 1 2 , 1 2 9 1 2 , 0 5 8 1 1 , 1 0 5

9 , 6 8 7

F i r s t , S e c o n d a n d T h i r d C l a s s .

* I n t e r m e d i a t e S e r v i c e -S a l o o n a n d T h i r d C l a s s o n l y . R e d u c e d

S a l o o n F a r e s .

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

Gem Set Wrift Watches

Cem Set Wrist Watclios. on Moire Silk Banda. or Platinum and Gold Expanding Bracelets

from £80'-/ .

Hardy Bros, a re constantly supplementing their Watch Stocks with new and smart models in Cem Set Wrist Watches. Recent additions to the Company ' s already fine display include handsome models in all Diamonds. Emeralds and Diamonds, and Black Onyx and Diamonds. Inspection is invited, or a selection will be sent

on approval, if desired.

H A R D Y B R O T H E R S L T D . J e w e l l e r s 13 HUNTER STREET. 5YDNEY

Il6 Il8 (JllEK.N STKMtT, 298 COLI.INS STNKKT, MKISHANK. LONUON. MKIUOUKNK.

* T O - D A Y .

F e l l o w s a n d M e m b e r s w h o s e A n n u a l S u b -

s c r i p t i o n i s o v e r d u e a r e r e s p e c t f u l l y

r e q u e s t e d t o f o r w a r d a c h e q u e o r

p o s t a l n o t e t o t h e H o n . T r e a s u r e r s .

T h e N a v y L e a g u e ,

R o y a l N a v a l H o u s e ,

S Y D N E Y .

S U P P O R T O U R

A D V E R T I S E R S .

J. C. Williamson's Attractions DIRECTION-J. C. WILLIAMSON, LIMITED.

I. C W I L L I A M S O N , Ltd . . offer

H E R M A J E S T Y ' S " M a y t i m e "

t o b e f o l l o w e d b y

" K a t i n k a a n d T h e B o y " I ' l . A N S A T P A L I N G ' S .

P A L A C E " T h e L a u g h t e r o f F o o l s "

t o b e f o l l o w e d b y " M e r r i e E n g l a n d "

I ' L . A N S A T N I C H O L S O N ' S .

C R I T E R I O N J o s e p h C o y n e C o y . — " S m i l i n g T h r o u g h "


" S i n b a d t h e S a i l o r "

T H E A T R E R O Y A L " G o i n g U p "


" Y o u r i n L o v e " l ' L A N S A T P A L I N G ' S .

ART HETAL CEILINGS A R T I S T I C P E R M A N E N T E C O N O M I C A L

Wmmiertkk Metal KMCISA mb4 Architectural Earicfcneats -

M E T A L S H O P F R O N T S Show Cases and Counter Front*

R O O F I N G T I L E S Marseilles Pat tern nnule a t Wunderlich Hoschlll Tileries. New South Wales.

Terra Colta Roofing Accessories, Chimney Pots. Ftatals, Ridges, etc.

D U R A B E S T O S The Durable Australian Asbestos Cement Hydraulic-ally Compressed Sheets, for Walling. Slates and Shingles for Roofing.

C E I L Y T E The Australian Reinforced Plaster Fibre Board. Hard white surfaces that will not chip, crack or warp.

Plastic Art Celling Panels. Cornices and Mouldings

/'articu/ars, Cataloguts and Prices from the Manufactures

WUNDERLICH LIMITED The Ceiling People

Heul omac * Work. showroom, BAPTIST ST . REDPEHN 56 PITT ST., SYDNEY

sijcl 96 HUNTER ST.. NEWCASTLE Hoi 474 O.F.O. Phone 458 R.d (6 linnt

I

Christmas Gifts.

I ' l l - American Kelt Albert Slipper*. in navv and brown wilh leather K»le>. I'rice.SVO

the Store for men/ BOM 497 6.P.O.

t li.—American Kelt Albert Slipper* witb M-lf collar and -oft clirome leather *ole««. In jcrey. brown and navy .. 21/-

VOL 2. NO 9.

(ttomrmmfaealtlf J^ank of Australia ESTABLISHED 1912.

G E N E R A L BANKING BUSINESS of every description transacted at all branches in the principal cities and towns of Australia,

London (2), and Rabaul. SAVINGS B A N K I N T E R E S T 31 per cent, on deposits up to £1,000.

3 per cent, on deposits over £1,000 aud not exceeding £1,300.

Savings Bank Ageocies are also established at the following:—

Garden Island (Sydney), Naval Depot, Williamstown (Victoria)

H.M.A.S. Tingira H.M.A.S. Encounter „ Australia „ Swan ff Sydney „ Parramatta „ Melbourne „ Platypus „ Brisbane

Deputy Governor: OovVrnor: JA». HELL. E»«. SIR DENISON HILLER. KC.n.O.

r - - — W e d d i n g P r e s e n t s ^ ^

Afternoon Tea Set £10 10«. Other, from £8 to £20.

DIXON8 8HEFFIELD 8ILVERPL ATE

J . M . D E M P S T E R L T D . Jewellers Ayrsh ire H o m e , Silversmiths R ing and York St» . Watchmakers S y d n e y .

(J. M. Dcmpitar M.nB*M OirMlor)

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

Passages to—




Tourist Department II BRIDGE STREET, SYDNEY.

Telephone 1*43 City. Established 1864.

C O W L E S T D U N N GUNMAKERS and IMPORTERS

of FIREARMS


UP-TO-DATE AND RELIABLE BIFLES, BEVOLVEBS, GUNS AND AUTOMATIC

PISTOLS.

The N a v y L e a g u e J o u r n a l N E W S O U T H W A L E S B R A N C H .

Vol.. I I . SYDNEY, JANUARY, 1922. No. 9.

IN THL MORNING WATCH. BY WALTBH W. .BALE.

HA V i X G struck one bell in the morning watch, and called the s teward three times, I was walking to and f r o across

the main-deck aba f t the mizzen mast , when the mate , who was pacing the weather side of the jjoop hailed me, and invited me tQ join him. Spick and span as ever, he was in a reminiscent mood. H e talked of days and nights when he was a senior officer on board a crack Atlant ic g reyhound twelve months before . H e told of disaster that overtook a t imber-laden schooner on the " G r a n d Banks ." " I t was like this ," he said, " w e were doing our twenty- two knots when we ran into a fog—you know the kind. Wel l , I r ang the telegraph to half speed ahead, s tar ted the whistle, and sent fo r the old man . H e was on the bridge in a trice, took a look round, asked me if the ex t ra lookouts were posted, and stepped into the char t house. A t that moment I felt a j o l t ; we had hit something. I looked over the side of the bridge, and there a few feet away, was the stern half of a wooden vessel pass ing a f t . I saw no signs of life. T h e crew mus t have jumped over-board when their vessel was s t ruck. T o make a long story s h o r t : we went as tern and then went slowly ahead and cruised round for an hour , but we saw noth ing but pieces of sawn t imber . T h e schooner 's hands were beyond

o u r aid. T h e night was cold and the wa te r colder, in spite of the Gulf S t r eam, and the re was no sign of them, poor beggars. O u r own in jur ies were slight. A few bent plates and about a dozen rivets s tar ted ."

" A t the subsequent inquiry ," proceeded the mate , " w e were exonerated f r o m blame, hav-ing done all that was humanly possible unde r the circumstances. O n re turn to ou r home por t I got a shock to find that I had to join one of the company ' s ca rgo boats sailing the next evening. Being a marr ied man and liv-ing up to my income. 1 swallowed the bi t ter pill and said noth ing—I couldn ' t a f ford to ."

" T h e r e was to be no rise in rank, and tha t , " the mate said, " w a s the firm's int imation that my chances of f u r t h e r promotion were Buck-ley's. I made one t r ip in the 'bull boat, ' and that was enough fo r me. 1 resigned. My twenty years ' service with the line went to the winds, and I was out of a job. T h a t , " said he. " w a s a year ago. T e n months ago yes terday I joined this packet—the day be fo re you—sti l l " the mate th rew his cigar end ove rboa rd ; glanced a lof t , and walked to the binnacle. "St i l l , " he repeated on his re turn , " I don ' t think I regret being back in sail, it is a man ' s l ife. Mail boats with their h u r r y and scurry, their six days at sea, and less in


( J f c c m t t i k ^ J H u i u a l ^ I n s u r a n c e ( t t o m p a i t g LIMITED.

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

gl i r r r to r * : A . K . J A Q L ' K S , C H A I R M A N

C. C. UAI.K J- M. ATKINSON. T H K O . J . M A R K S . L . J . I I A V I K H .

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

Losses by Lightning, Bush Fires ami Be Patriot ic—Insure Australian ProjKrrty Gas Explosion Paid. in an Australian Insurance Company.

H E A D O F F I C E : 16 M A R T I N P L A C E , S Y D N E Y . K E L S O K I N G . M A N A G E R .

Modem Passenger Steamers:

K A T O O M B A

C A N B E R R A

L E V U K A

2 E A L A N D I A

K A R O O L A

W Y R E E M A

B O M B A L A

D I M B O O L A

C O O M A

• W O D O N G A

V Y A N D R A

A R A W A T T A

A R A M A C


to all Australian Ports. BUILT F O R SPEED A N D COMFORT.

Three Passenger Sailings to Melbourne each week. One to Adelaide and Western Auflralia each week. Two to Brisbane and other Queensland ports each week, besides the cargo steamer service.

FOR FULL PARTICULARS APPLY TO TUIFMHI - 9520 - 10685 • 8221 - 7566 - 9568

Meltoarne Steamekip Co. Ltd. - Cr. Clarinet and Barrack Street* 8213

Adelaide Stemmehip Co. Lid. A. U. S. N. Co. Australian Steamehip Ltd. Mcttuiraith. McEacharn Line Huddart, Parker. Ltd.

• 22 Bridge Street. Sydney 7 Bridge Street. Sydney

- 350 George Street, Sydney - 61 Pitt Street, Sydney •

10 Bridge Street, Sydney


]wirt, arc not all honey. Besides." said he, "life oil board a windjammer does not call for expensive uniforms and starched linen. I don't suppose I have worn out a pound's worth of lx>ots and clothes since I came here; three or four pounds would easily cover the whole of my expenses 011 board, cigars and all. So I am much better off here financially than I was when crossing the 'western.' Although." he concludcd. "my pay now is only half ."

The lee door of the galley opened and the aroma of brewing coffee floated past 011 the raw air of the early morning. I left the mate to keep the time. Striking a match in the shelter of the companion way I glanced at

threes, or standing at the lee door of the galley yarning with the cook, and playing with the cat.

The wind now shifted right a f t . The spanker was hrailcd in. the yards squared; the crossjack and the mainsail hauled up. and the fore-and-afters, except the mizzen and fore topmast staysails made fast. A first tripper made figure eights on the maindeck with a series of one-legged hops, accompanied by g run t s ; tile big tin1 of one of his shoeless feet had collided with a ringbolt in the deck abaft the fore mast—the ringbolt didn't budge. A voice f rom the dark asked: "What ' s up. young 'tin. lias a sea-lion bit yer?"

RRON,.K,«,„ I N M 1 1 > - A T L A N T I C .

the clock and saw it registered a couple of minutes past five. I hurried away to the break of the poop and struck two bells. A coffee pot and the steward emerged f rom the galley. This was the signal to slide down the poop ladder handrail and hop into the half deck for my watch mate's and my own pint enamel mugs for coffee. I returned f rom the galley with the mugs of steaming black coffee and roused my mate f rom his loud slumbers on a sea chest. On going on deck af te r coffee a few minutes later, the mate's voice rang ou t : "Weather fore brace." The order was repeated by the lookout man on the fo'castle head and taken up by the "watch" who were pacing the main deck in twos or

The decks cleared of the litter of ropes, the "watch" gathered under the fo'castle head to smoke and yarn and wait fo r daylight.

Ting. ting. Ting, ting. Four bells af t . It was not repeated on the bell at the break of the fo'castle head. The old man would not allow it to be struck at times likely to inter-fere with the sleep of the watch below. The wheel, and the look-out were relieved. The ship, without any apparent reason, began to roll, gently at first, till the impetus gained with a succession of rolls made blocks clack and creak; while the iron doors of the swing wash ports banged and clattered as the sea-water swished and gurgled and churned backward and forward along the scuppers in its foamy


THE ABERDEEN

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Steamers on the Route.

"EURIPIDES" - - - 15,000 Ion. Fitted with Wireless " THEMISTOCLES" - - 11,250 .. First and Third Class

Telegraphy and "DEMOSTHENES" - 11,250 „ Passengers Submarine • "SOPHOCLES" 12,500 „ Carried.

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

w a a s : DALGETY & COMPANY, LIMITED At all Australian Ports

On ly One C l a n CABIN

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DALGETY & COMPANY, LIMITED " " W -


haste to get back into the ocean. In spite of threats, the ship rolled. The climax came with the last roll of each series, a f te r which there was an almost uncanny stillness and steadiness for a space. The crescendo of one series came when the pots and pans took charge in the galley. Above the din of madly careering and propping cooking utensils, the cook's unprintable language could be heard punctuating the result. He was an old man, the cook was. For fifty odd years he had sailed the seas in windjammers, and the last ship was the best, so he said. It always is. "This ship," said the cook, "is a blistered coffin full of farmers. As to the mate, 'e isn't fit to be in charge of a empty wheel-barrer: no 'e isn't." With that the "doctor' '* subsided into temporary q u r t u d e . The last roll, like the cook's last ship, was the best. Pots and pans shot over the fiddles which latticed the stove. Sizzling water, puffs of steam, and baking "burgoo" added fuel to the wrath of the "doctor." H e hopped out of the galley like a two-year-old and faced a f t ; the yellow glow of the smoky galley lamp patchily lighting up his bald head and bare arms. With hands on his hips, bare feet apart, and head thrown forward there rolled f rom his mouth a voice that told the young appren-tice at the wheel that which he was not. It surely was the cook's culminating effort, gar-nered f rom his fifty odd years' experience at sea. During the hullaballoo, the ship's black cat unconcernedly sat on his haunches, licked his chops, and calmly surveyed the galley and the cook from the vantage point of the pin-rail opposite the door. The old "doctor" is dead now, poor fellow. I wonder if his last ship was the best.

A few minutes af ter the cook's language had assisted to steady the ship. I was going forward, having just taken the half-deck's empty biscuit barge af t , when I looked below the arched foot of the bellying foresail and away beyond the horizon beheld the birth of dawn. And what a dawn! Out of the womb

of night there rose what seemed a fan-shaped pearl that dissolved and powdered the expect-ant east with soft grey light. And through that light I saw a brood of loitering cloudlets sur-prised to crimson and pale to gold. And all about, the sky in ever-changing patterns of harvest and opal and rose, developed its floor of blue. The powdered pearl fell gently to the sea and became a delicate film of faery-like mist, over which the sun rose with his gif t of living light. The sunlight kissed the eddying wisps of fine spun mist, and all a t

;Wonce there was no mist, but a blazing orb in • a field of turquoise, and underneath, a myriad

sparkjing waves. I was wondering what such a sunrise would have conveyed to the attuned mind of a Shelley, when—"Ship off the port bow," called an A.B. There she was. A sentient thing. A sea sprite bound for the Port of Dreams. A full-rigged ship, and only a mile or so distant, steering to cross our bows. We could see her helmsman leaning against the weather wheel, while someone on the poop turned a telescope on to us. The freshening breeze was on her starboard quarter, and every stitch of bent canvas on board her was stretching, f rom the flying jib to the spanker, and. from the main skysail to the main course. She rose and fell with the easy grace of a thoroughbred, and ever and anon leaned to port, displaying beneath her black and white painted ports, a glistening side, red and scintillating with a million drip-ping gems.

Our flag signals answered, and, as she made distance from our starboard hand, the sun gilded her straining wings with silver, till she looked a thing unreal, ethereal. A thing to remember through the years. And as I be-held her wondrous beauty, entranced, a voice behind me said: " ' A thing of beauty is a joy forever ' Life here has compensations, my boy." It was the mate. The man f rom the aristocratic liner, a sailor still, and a man.

•NOTE : On board a sailing ship the cook is invariably known as "doctor."

AN OLD SALT. Sir Edward Fremantle is a wonderful old salt.

He was born in 1836'and is still hale and hearty and proud of his rank as " Rear-Admiral " of England.

He has a son an Admiral and a grandson a captain, and his grandfather was with Nelson at Trafalgar.

" Damn our enemies! Bless our friends! Amen, Amen, Amen. I am not such a hypocrite as to bless them that hate us or, if a man strike me on the cheek to turn the other. No ; knock him down, by G o d ! "—NELSON.




To CEYLON, INDIA, EGYPT, MEDITERRANEAN PORTS

and LONDON.


LUXURIOUS 16,000 TONS STEAMERS. CABINS DE LUXE.

ELECTRIC LIFTS.

For Farts and all furthtr particulars apply to

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

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


The Navy League I T S P R E S E N T A T T I T U D E .

PERHAPS the instinct of self preservation which strikes deepest to the hearts of British peoples throughout the Empire is that its very

existence depends upon the security of its sea communications, and this instinct has, time after time, been intensified by the fact that the British Navy alone has stood between this country and destruction, between the Empire and disintegration.

Such security can only be assured in two ways, either by unrestricted force on our part or by a goodwill and understanding among the nations, which renders universal limitation of-armaments feasible

Up to the war, agreement was impossible, and force alone had to be relied upon, our margin of necessary superiority being judged from time to time at from 2 or 3 to one, to 10 to 6 in the case of Germany before the war. It must never be forgotten, however, that even with this superiority, we were brought recently to the verge of starvation and thus almost to our knees.

The conditions now have entirely altered. Nations have recognised the disastrous and almost inevitable consequences of competitive armaments, all the more unthinkable when the two leading naval powers are kindred and friendly by heredity and instinct, and Conference is meeting in the endeavour to produce such understanding and agreement on outstanding international problems as will render a general acceptance of limitation of armaments feasible and practical.

Agreement can only be reached by goodwill, sincerity, and frank and open understanding with-out reservation, between the nations. As the American Ambassador has said recently, the Con-ference is an ordeal not of battle but of faith ; that the way to disarm is to disarm, and that if the United States and ourselves cannot act in unison now, there is little reason to believe we ever can.

It is an unarguable fact that the relations between theUnited Statesand ourselves,and indeed between all the nations of the world, can never be the same after the Conference as before, whether agreement is reached or not, therefore it must succeed.

The Navy League is endeavouring to produce in this country that state of knowledge and public opinion which alone, by its generous acceptance and consideration of the views of others, can render agreement possible, and, at the same time, secure those conditions which are acknowledged by all to be vital to our existence.

Our critics say they are educating public opinion. And how ? By endeavouring to produce among our peoples a state of mind which will render agreement impossible. How can agreement be reached, if this country goes to the Conference abating not one jot of its old, and then justifiable, pretentions to unrestricted naval power, taking no heed whatever of the spirit which induced the calling of the Conference and of the reasons for which it is called ? If they object to any limitation under general agreement, then they must object to limitation being dealt with at all by the Conference. Why not be candid and admit this ? That position

' we couid understand,and theiraction would become quite logical ; but if they do not object, then they should do everything in their power to assist, and nothing to render agreement more difficult.

They say they are educating public opinion, but quite apart from the moral aspect of this question, have they explained its practical aspect as it affects this country, and the great disinterestedness shown by the United States in proposing a Conference to bring about agreement to limitation at the present time ?

To have to enter into a competition of naval armaments would entail a burden almost unbear-able to this country, and might bring us almost to the verge of bankruptcy.

If the United States continue even those pro-grammes of naval construction only, which have been brought forward by her Government in recent years, our present programme of four capital ships

• is hopelessly inadequate, and we must stand com-mitted to a large programme of capital ships for years to come to maintain equality.

Even in our accepted policy of equality with the United States, we have, assuming the continued predominance of the capital ship, already given away that one factor, supremacy at sea, on which only, if force alone be relied upon without agree-ment, the security of this Empire and its vast sea communications can be based.

Finally, if agreement be reached as to limitation between all the nations affected, then it would be obvious folly to fix the general standard of naval force to be maintained above what is actually essential, having regard to the shocking financial situation and distress throughout the world.

The Executive Council of the Navy League have based their recent action on their earnest desire for the success of the present appeal to common sense, understanding and agreement, and can have no part with those who persist in the attitude which renders a successful outcome of the Washing-ton Conference more difficult. [The above Memorandum was received from the Head Office

of the Navy League, London ]


Court*y " SYDNEY KAIL

H E E D L E S S O F W I N D AND T I D E .



PROPRIETORS:

EXCELSIOR COLLIERY, THIRROUL, SOUTHERN COAL DISTRICT, N.S.W., and NEW GRETA

COLLIERY, GRETA, N.S.I. HOUSEHOLD, STEAM, AND

OAS COAL.

Supplier* of Coal to the principal Steamship Companies, New South Wales Government Railways, Brickworks, Manufactories, etc.

NEW GRETA COAL IS ONE OF THE BEST HOUSEHOLD AND GAS COALS PRODUCED IN AUSTRALIA

Managing Agents:

Kirton & Earnshaw Ltd. 6 3 PITT STREET, S Y D N E Y

Newcast le Office i » CARRINGTON CHAMBERS, WATT STREET

IN T H E S O U T H PACIFIC .

B R I T I S H T R A D E R ' S D E A T H . ^

M E T T H E N O T O R I O U S " B U L L Y " HAYES.

We herewith reproduce a newspaper cutting relative to the life and death of Robert Henry Head, who had a remarkable career on a lonely island in the South Pacific, where for the long period of 55 years his life and example had caused the British name to be revered and respected by the natives. The cutting is as follows :—

' From Niue Island comes the report of the passing of Robert Henry Head, at 88 years of age. For 55 years he had traded on the lonely speck. Originally he merely went to view the storied isles of the South South Seas, but the John Williams, the ship on which he was travelling, buffed Niue rather hard—and Head pitched his camp. Head was a fine type of English trader, and the direct opposite of the characters as por-trayed by novelists. H e never touched alcoholic liquor of any description, was a pious mar^ and loved the Niueans with a passion which worked wonders with the people, He was known all over the Pacific, respected and admired. A tattered old beach-comber once summed him up to me : 4 Head ! Oh, yes ! The best in the South Sea Islands.' And so he was.

" Mr. Head was born in Portsmouth, England, >n 1833, was married in 1867, and died at Tuapa Niue 011 September 5th, 1921, after an illness of nine weeks. H e had fallen and injured his back, and this injury, together with the loss of his son Frank, hastened his death. Here is the fascinating story of his wreck in the John Williams at Lapeter, Niue. H e saw a light shining on a reef, and this was a ' bull's-eye' lantern held by the Rev. Dr. George Laws. Mr. Head kept this lantern for 50 years, and became a fast friend of Dr. Laws, and his brother and fellow-missionary, Rev. Frank Laws. Mr. Head assisted the missionaries finan-cially, and in many other ways, and the bell of the mission schooner was rung for prayers morning and evening at the Head house for 50 years. H e undertook with great success, and without any pay, all the medical work of the Island, even to the amputations of limbs and other surgical work. He was also the dentist.

" When a doctor was appointed the natives, who had the greatest esteem and affection for ' The Great White Man,' continued to go to him. When Sir Arthur Gordon visited the island Mr. Head was appointed British Resident, and con-tinued to hold the position until annexation by New Zealand. Here is the true story of his meeting with ' Bully Hayes.' A ship put in and

Continued on page 23.


A Fellow of The Navy League.

BEARERS OF ENGLAND'S HONOUR.

O. Bold > r . ( h . n « o ol E o g l a n d ,

Aod b o m l o t h e Swecp lug Sea,

The Wor ld lo too l u l l t o hold t h e m

T h e y to l l t o E t e r n i t y .

Aod w h e t h e r lo torp id T r o p i c . ,

Or w h e t h e r w h e r e S t o r m - H l e o d . b low,

Yoa wi l l Hod t h a t t he S h i p , of E n g l a n d

On the i r va l i en t r t e e e a g . go.

Hul l -down on t h e Wee t Hor izon ,

B o w . dipped to t h e r i s ing Day .

T h e B e a r e r , of E n g l a n d ' . Honor

Ouord e v e r t h e O c e . n - W . y ,

Ollv Aefeo King.

The war of the future will be in the air and under the water, and will be conducted by poison gases and other inventions yet in the future. There is no place, and this is no time, for weakly pacifism.

— S I R P E K C Y SCOTT.

MR. F. 0 . WALEY, C B.E.

TYTR. P.O. WALEY ts an honorary Captain R.A.N.R. «f I and General Manager of the Bellambl Coal Co..

J Lid., being also Chairman of the Excelsior Collieries. W. E. Smith. Ltd.. The' lllawarra

Fireclay and Brick Co.. and a Director of Coal and Bunkering. Ltd.. Charles Anderson Sc Co.. Ltd.. and other business enterprises. He Is Chairman of The Southern Colliery Proprietors' Association and during the war was a Member of the Coal Board. Captain In Charge of the Transpors Coaling Battalion, and President of the Northern and Southern Federal Coal Purchase Boards He was also gazetted Officer In Charge ol Federal Coal Stocka and acted as local representative of the Federal Controller of Shipping. Mrs. Waley donated her home at Mowbray Park, and 200 acres of land as a gift to the Federal Government for the use of shell shocked and Incapacitated soldiers, and Captain Waley lakes an active Interest In the Red Croas Society, The Furlough House Home for Wives of Soldiers snd many other charitable objects, and Is a Member of the Eiecuttve of the Navy League. New

South Wales Branch.

A SAVINGS A000UNT WILL HELP YOU ON THE

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Government Savings Bank of New South Wales

I tk Office: 19-23 IAITIN PLACE, SYDNEY.

Deposits accepted from I/-4% interest up to £ 5 0 0 and on

any excess up to £ 1 , 0 0 0 .

BUBAL BAM DEPARTMENT Cheque Accounts Opened. FixeJ

Deposits Accepted. Advances and Overdrafts granted to

Farmers and Graziers


TURNED TURTLE. • V CAPT. 1. H. WATSON, P R.A.H.B.

EVERY now and then reports are made by shipmasters that they passed at sea a danger to navigation in the shape of a vessel bottom

up, or in the condition commonly described by seamen as having turned turtle. Some time ago a derelict of this nature was sighted at different periods by three steamers in the Great Australian Bight, but neither H.M.S. Fantome, nor the Federal trawler Endeavour, which was sent to make an exhaustive search, could find any trace of it. There has, however, been several cases in which vessels which had unfortunately got into this condition, have been the cause of much interest at the time of occurrence.

Strange coincidences do happen, and in con-nection with three vessels the circumstances, after their discovery, have been almost the same.

On April 19th, 1847, a schooner which arrived from the Clarence River reported having picked up a new schooner, bottom up. four miles off the land between Bird Island and Bungaree's Nora, and having made fast to her took her in tow, and brought her to within a mile and a half of Sydney Heads, when the tow-line broke, and squally weather coming on she was forced to abandon her prize.

The steamer Cornubia went out the next day but was unsuccessful in her efforts to bring her in. She was found in the same position as she had been left the previous evening, and although they put three warps on to her she could not be moved. Captain Taggart came to the conclusion that when the Susan, the vessel which picked up the wreck, found her, the cables and anchors must have been out, and when the vessels got into shallow water near the coast, the anchors catching the ground " brought her up," and caused the breaking of the tow-line. The steamer Phoenix, Captain Wiseman, went out next day and made great efforts for two days to move the derelict but without success. Saturday morning found the wreck in the same place, when the Cornubia made another attempt, to shift her.

Captain Taggart succeeded in sweeping the chain cable and cut them, towing her in was then a simple matter. She was taken up to Struth's Wharf; (foot of King Street) put under the shears and. righted.

She proved to be the "Ann Mary" which sailed,1

from the Tweed River, with a cargo of cedar, onj 21st March; Captain Anderson, a mate Patrick Rail, and four seamen who formed the crew found a watery grave.

Before capsizing she must have met very bad weather, for when righted it was found that both masts were gone three feet from the deck and every vestige of rigging had disappeared.

A similar case occurred off Newcastle in June, 1888, when the ship Azomene, on arrival, reported having passed a vessel of at least 1,000 tons bottom up.

The tug Stormcock went out and picked up the wreck off Port Stephens, assisted by the Energy they towed her to within a few miles of Nobby's, when the tug Goolwa went out to help, but beyond this position they could not move her. A diver was sent down her stern post and he saw that the ship had been on fire, and the opinion was formed that it was the hull of an American ship, the J. T. Berry, which, whilst on a voyage to Mel-bourne had been burned at sea.

Like the other vessel, being upside down, her anchors and cables had run out till coming into shallow waters she had anchored herself.

For a week this floating danger to the port defied all efforts to move her, nearly all the tugs of Newcastle had a try. Everybody knew how it should be done, if we may judge from the letters written to the papers. Some suggested blowing her up, others that a man-of-war should be sent to fire shells into her, others again said that all that was necessary was to get the anchors up, which was the very thing that Captain Summerbell in the S.S. Alhambra had been for days trying to do, and whilst still engaged in trying to clear the anchors the Alhambra was thrown by a heavy sea against the derelict knocking a hole in her side and foundering. The unfortunate steamer thus sent to the bottom had formerly been one of the cele-brated fleet of McMeckan, Blackwood & Company, others, which all ran between Melbourne and New Zealand were the Albion, Claud Hamilton, Gothen-berg, and Omeo.

All effort to move the anchored wreck having failed, a party from the torpedo corps under an officer was sent up from Sydney which soon made short work of it and sent her to the bottom.

R U R A L P O P U L A T I O N -

A U S T R A L I A ' S P A R A M O U N T

N E E D .


nsr. s . " w .

NAVY LEAGUE SEA CADETS | R E A D Y » * « | R E A D Y |

A V E |

The fact that the Washington Conference aims, and rightly so, at reducing the crushing burdens of naval armaments throughout the world, should not make any difference to the successful progress of the Navy League Sea Cadets movement, the primary object of which is to ensure that merchant vessels will get the right type of lads to man them—native born Australians with their sea consciousness en-riched by a course of training such as is given at the Navy League Depots — thus obviating the necessity for owners of ships or their agents, to enlist the services of importations more or less of alien birth,— usually more.

Thanks are due to the following ladies for gifts of Scout Knives and leather pouches : Miss Hay, Mrs. Mayne, Miss F. L. Maddocks and Mrs. Helen Coldham.

There was a large muster of Cadets at Snail's Bay Depot on Xmas Eve, when, owing to the generosity of the Mayor of Balmain and the Navy League, the main brace was spliced.

It is pointed out for the information of members of the Navy League that the Depot at Snail's Bay, Balmain, was leased to the League in April last, when the ist Unit of Cadets was officially estab-lished there. In addition lo the rental of the Depot, the Navy League has expended about £ s ° ° on uniform and equipment for use by the Cadets.

The raising of a unit of Navy League Sea Cadets at Drummoyne is proceeding satisfactorily. In this connection M». Mellor deserves much credit

for the work he has already done without any financial assistance from the Navy League We hope the people of Drummoyne will support the venture, which is entirely voluntary, and assist Mr. Mellor in his good work.

Mr. Harry Shelley has signified his intention of donating medals to be competed for by members of the Cadets at Drummoyne. Who will come

„ forward and do similarly for the Sea Cadets at the Balmain Depot.

The Drummoyne Branch bids fair to become entirely self-supporting at an early date. Much has already been done by enthusiastic residents, and much has been promised, once the boys are in uniform.

In signalling, seamanship and sports the Cadets of both Balmain and Drummoyne are making excellent progress. Ere long competitions will be

! organised, when it is hoped the boys of the i respective depots will meet in friendly rivalry.

The Principal and scholars of " Osborne" Ladies' College, Epping, have generously offered to the Navy League a silk Union Jack, together with a silver shield and a medal —these two latter to be competed for by the Navy League Sea Cadets. The league will be very pleased to accept Miss Gibbins and her scholars' offer.

Mr. Harry Shelley has sent along a cheque to Mr. A. G. Milson for ^ 1 0 , to be expended on the establishment of the Navy League Sea Cadets (Drummoyne). Many thanks, Mr. Shelley.



AT T H E SEAT OF G O V E R N M E N T .

E M P I R E NAVAL DEFENCE.

MR. MARKS, speaking in the House of Repre-sentatives on the Estimates recently, s a id :—Is endorse the remarks made by the Minister for the } Navy (Mr. I^ird Smith) with regard to the training of midshipmen at the Naval College at Jervis Bay. i During the war—I think it was in 1915 or 1916 — j when the first batch of Australian midshipmeiw reached the Grand Fleet at Scarpa, the late Admiral f Sir Robert Lowry, who was then in charge of the . Fleet on the north east coast of Scotland, remarked k

to me that they were the smartest lot of midshipmen , that had come under his notice. They were abso-lutely efficient, and were a splendid advertisement * for the Australian Naval College. Then again, in ; an examination held recently in England for the rank 1 of engineer sub-lieutenant, Australian candidates were first, second, and third on the list. We should ' endeavour to carry on the Royal Australian Naval College, although I agree that the expenditure should be kept as low as possible. We do not know what will be the effect of ' the Washington • Conference on our. Navy. I do not want to prophesy in this case, but I am certain that the Australian Navy of the future will consist of light cruisers, destroyers, submarines, and, naturally, aircraft. All these ships will require midshipmen. I can appreciate thedifficultyof the Minister and the Naval Board in trying to adjust the expenditure 011 the College to the measure of efficiency that is being secured. The Minister wiil remember that when the Estimates were before us on a previous occasion I suggested several directions in which the Naval College might be put to good use. One of my suggestions—a^.d this is a very important matter —related to the flying branch. Every flying man, whether civilian or military, should undergo a course at the Naval College at Jervis Bay in order that he may obtain proficiency in what I might describe as " sea sense." An airman working over a ship of war, unless he is conversant with her helm movements, will experience great difficulty in ] effectively dropping his bombs. Airmen will also I experience difficulty unless they have the " sea i sense" of which I speak, when they have to go out i with our ships in certain formations. It is for these reasons that I urge that all airmen should be* required to undergo training at the Naval College. I would ask the Minister to make a note of this matter. It is of much importance, and I hope that my suggestion will be adopted. The Naval College might also be used .to educate officers of the mercantile marine in the very important work of the convoy system. During the war a huge

amount of work was put in by the Admiralty in teaching officers of the mercantile marine how to convoy ships. I was for a time submarine officer on the C&rmartia, which was employed in conveying American officers and troops from New York to Liverpool. Sometimes as many as eighteen or twenty vessels of from 20,000 tons to 30,000 tons burthen would be steaming along in four columns abreast, at night, without a light to guide the officers. There was nothing to give any sense of direction or to warn those 011 board a vessel of the proximity of other ships, and 011 many occasions there were narrow escapes from collisions which would have resulted in serious loss of life. It was only because the officers of those vessels were highly trained in the convoy system that we got the American troops safely across. I may remind honorable members that 65 per cent, of the American troops that want to England were taken over 011 British bottoms, with a British naval convoy. The Royal Australian Naval College might well be used to train officers of the mer-cantile marine in the convoy system. Officers of the mercantile marine have the right to go in certain numbers to the Royal Naval College at Greenwich, and there spend several days every jear in getting " brushed u p " in the latest ideas of modern navigation. The same facilities might very well be extended to members of the mercantile marine to attend the Naval College at Jervis Bay. The honorable member for Cowper (Dr. Earle Page) suggested that the Army and Naval medical services should be combined. That is not a practical suggestion. There is always a certain degree of jealousy on the part of the various services, and once we started to amalgamate those services, in which there are divergent ranks and officers in various grades we should have trouble. Better results will be obtained by keeping the Army and Navy medical services distinct, as they are to-day. There is an item in these Estimates relating to the training ship Tingira, which costs ^ 6 4 , 0 0 0 a year. It is really a most excellent institution, and weU handled. From discussions that I have had with the Minister I know that he is considering the desirableness of transferring that vessel to Jervis Bay, and so saving the expense of maintaining double staffs. The lads might be kept on shore, and sent to sea now and again on a smaller ship. In that way some portion of this expenditure of £64 ,000 per annum might be saved. I am very glad that no criticism has been levelled at the item of .£5,000 for the Royal Australian Naval Volunteer Reserve. That item represents a new movement. The proposal is to train the yachtsmen of Australia so that, if necessary, they may be em-ployed in the future as naval officers. This scheme, once it has been fairly started, will involve the Commonwealth in very little cost When the war

Continued page 19, column 2.

THE NAVY LEAGUE JOURNAL

G I L C H R I S T , W A T T & S A N D E R S O N , L T D . A G E N T S m o - o o n n u . • T R B V I ^ .

BLUE FUNNEL LINE MONTHLY SAILINGS TO ENGLAND

VIA DURBAN ANII CAPETOWN AVOIDING THE HKAT OF

Run SEA.

FLEET TONS S.S. " U L Y S S E S " - 15,000 S.S. " N E S T O R " - - 15,000 S.S. " ANCHISES " - 10,000 S.S. " A E N E A S " - . 10,000 S S . " A S C A N I U S " 10,000

FIRST-CLASS PASSENGERS ON1.V CARRIED.

DINING SALOON—

G I L C H R I S T , W A T T & S O ' C O N N E L L S T R E E T .

- S . S . " U L Y S S E S . ••

S A N D E R S O N , L T D . A G E N T S .

Fares to E N G L A N D - £110 Single

R e t u r n £193.

Fares lo A F R I C A - . £64 Single

R e t u r n £114. Additional changed fo, Cubinwte-I.uae,

Single Berth and Red.iead Cabin.. Return Tick.,, can be made interchangeable with P. ft o , Orient and Aberdeen Lines

P . * O.BRANCH SERVICE

"MALLARAT " BALKA.N'ALI) " BAKADIXR" •• BARRABOOL "HRN'DIGO"

F L E E T OF TWIN .SCREW S T E A M E R S I.1,300 Ton* II,300 .. 13.300 .. 13.300 .. 13,300 ,.

" B O R D A " -"HKRRIM A " • . "BKLTAN'A" - -" B R X A L L A " . . " C O M M O N W E A L T H "

T o LONDON via DURBAN a n d CAPKTOWN. Third-Class

i'assengers only carried.


travelling.

11.120 Tons 11.130 .. 11.120 .. 11.120 ,. H.6I1

a r e s t o LONDON „£40 to £ 4 8

Single. £ 7 2 to ,£86 5s.

Return. F a r e s t o AFRICA

^ 2 1 to .£27 Single.

£ 3 8 t o £4ti 10s . Return.

Keturn Tickets can be made interchangeable with P. & O., Orient and Aberdee;- Lines.


THE BOY SCOUT.—PITCHING TENTS. BY V. DANVeRS POWER.

AUSTRALIAN PARENTS ALERT I Have you ever realised -vhat a Boy Seoul li? Then, If not, read the

Boy Scouts' page In this Journal each issue.

TH E R E are many ways of pitching a lent, largely depending on the nature of the ground and the material available. . . we

are only concerned with one tent then two con-veniently situated trees may be selec'ed as uprights to which a -idge-pole is lashed or a rope tied to support the roof of the tent, but if several tents are to be pitched systematically, it will be necessary to cut and place speciah uprights. 'I hese uprights are preferably forked on their tops, but if forked sticks are not available, the ridge-pole can be fastened to straight poles by square-lashing Two uprights are required for each tent, one at the back the o:her at the front close to the centre of the entrance so that the flaps can be tied to it for support. The uprights should be let at least twelve inches into the ground, and as they cannot be driven in,a hole should be mr.de with a pointed stick or other suitable tool. When the pole is in position, ihe rest of the hole should be filled in with moistened earth and well tamped, a little at a time : vegetable rubbish and stone should not be used. A shallow hole may suffice to l.old the tent up in calm weither, but one must be prepared

for wet weather and squalls, and if the uprights do not stand by themselves, it will be necessary to use a guy-rope in front and another at the back, but the.;e cause trouble by getting in the way of traffic.

The uprights being erected the proper distance apart, according to the size of the tent the ridge-pole which must be strong enough to bear the weight of a wet tent, is passed through the holes at the ends of the ten', or through loops if they are fastened to the top of the tent, and then fixed to Ihe uprights. The ridge-pole should be fastened to the uprights at the proper height for the tent, for if too low, although it gives more ground space, it is at the expense of head-room, and the flaps will not meet, so in the case of bid weather they cannot be tied together : besides the flat pitch of the roof will not shed the rain so well as a steep one. If the ridge-pole is fastened loo high, then the walls of the tent will not reach the ground.

The tent being suspended from its ridge-pole or rope, now has the guys which are attached to the eaves of the rocf fastened to supports placed in a row at such a distance on each side of the tent as to form a continuation of the angle formed by the roof. The end of each guy snould be passed through its grominet in the cave of the tent, and then an eye splice 'ormed : never tie a stop knot at the end as this gives an unequal pull on the tent. The corner guys are the first to be lied and instead of being fixed at right-angles to the length of the tent, as in the case of the side guys, they are fastened a little to one side so as to give a better support tofHhc t en t . the two front corner guys being brought to the front while the two back are taken a similar distance to the rear If there is not sufficient help to pitch the whole tent at once, commence on the windward side, as the tent wiil then stand better while the other side is being fixed. The guys are fastened i« various ways. If in rocky country they may be attached to boulders • if in timbered country to some convenient tree or log, but in open country i> is usual to employ tent pegs or a guy-frame. Tent pegs are about fifteen inches long, pointed at the end driven into the ground, and hooked or notched at the head so as to prevent the rope from slipping off: they are driven into the ground at an angle with the point towards the tent


T H E BOY SCOUT. CONTINUED.

and at the proper distance from it. Sometimes two adjoining guys are fastened to the same peg, so saving a peg, but this arrangement is not ad-visable as too great a strain is put on one peg. Pegs are apt to be drawn out of the ground by the contraction of the material of the tent or the guys should they get wet by rain or dew, especially if the ground is sodden, so instead of tying the guys to pegs, it will be found more convenient to tighten and loosen the rope-, if slides are employed and the loop of a guy passed round its peg. A slide is a piece of wood about six inches long with a hole large enough for the guy to pass through near each end : the guy is threaded through one of the holes, the free end passed through the other and then knotted. Or instead of a wooden slide, the free end of the rope may be tied to the standing part with two half hitches which can then be slipped up and down as desired. Pegs for the fly guys should be placed about a foot outside those for the tent in order to keep the fly a uniform height from the

roof of the tent. Or pegs about three feet long may be driven firmly into the ground, the tent-guys being fastened to the base, while the fly-guys are fastened higher up. Of course the leverage of a long peg is greater than that of a short peg, there-fore these pegs must be strong and firm. About

Xsix feet of rope should be allowed for each side-guy, and eight feet for each corner-guy. A space of at least ten feet should be allowed between the walls of adjoining tents so as to leave room for the guys. This space is known as the " lines " and should never be used as a thoroughfare or one is bound to trip over the guys and pegs sooner or later and so cause trouble, to say nothing of treading in the sides of the drains cut for carrying off the water that would otherwise find its way into the tent. Pegs do not hold well in sandy soil or ground soaked by rain. To secure a tent pitched on sandy soil, cut sticks and make them up into bundles : bury them in the proper positions with a loop of rope or fencing wire round them sufficiently long to reach above the ground so that the guys can be attached to them : or a heavy log may be placed

the Return of Murdoch's U Star Quality t t

THE First S h i p m e n t since 1915 is to hand, and a smarter , more d i s -t ingu i shed a s s e m b l y of s t y l i s h Soft Fel ts never graced *he display f ix tures of a n y Firm. •• S tar Quality " H a t s are exc lus ive ly made

for Murdoch'* from the very best of pure Fur Felt of smooth texture and f ine f in i sh . Br ims 2 ' / inch Cut or St i tched a s desired. Your choice from the latest color tones Including Slate, Steel, Urey, Pearl with Black Bands, and Brown, Black, Olive, dreen and tseda with Self Bands. Sizes 6 ) , to •/•(.

A model of shapeliness, comfort and economy.

U n c o m m o n V a l u e 32/6 Be sure and state size, and colour desired. It is characteristic of Murdoch's that when "Star Quality " appeared the quality should surpass and the price U AHOUT HALF that of the best Imported Hats. Test this! If you do not think it the finest value extant,

your money will be cheerfully refunded in full. Postage Paid to all parts of Austral ia . When writing please address your letter to i;ESK XY.

M U R D O C H ' S IM PAAK-ST. LTD., SYDNEY

"The World's Largest Men's and Boys' Wear Store."


G E O R G E B. S M I T H Insurance Offices

THE RISKS OF COMMERCE

—(Ire on land or sea—loss or

damage to ship or cargo—collision

fire, theft, .or property damage.


F i r e P o l i c i e s g iv ing

c o m p r e h e n s i v e c o v e r p r o m p t l y

f o r w a r d e d .

M a r i n e P o l i c i e s of I n s u r a n c e I ssued n e g o t i a b l e a n d

p a y a b l e in c a s e of loss in any p a r t of

t h e wor ld .

Geo. B. Smith - Managing Underwriter Warwick Building, Hamil ton Street Sydney , N . S . V . T e l . City .3474

Melbourne Branch : 57 Queen Street Melbourne T e l . Central 7741

litem's lay lirinn liver felliigcr tivrr Ndligtt

tempi NtrusOc lyn« ty Inri CljfMtt liver p , ; ^ liver ty* ,iyer Pert KeiMa Mfsliftw fin . .. MtflflJ Uislii(s liver . . T . . . Inaui Terra JOTB liy . . . . „ b r u t liver * * Hjr.

belay liver Tei t i r t e liuiif liver ^ l e rMi ViKN liver Mifiyi LYILL liver INI(NI<

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

Clyde Siwmilliig and Shipping Co., LM., tail's Wharf lllawarra and South Coast S. N. Co,, Ltd., 57-61 Day St. Laogley Bros. Steamship Co., Ltd., Baltic Wharf N. Cains Co-Operative S. S. Co., Ltd., Baltic Wharf Newcastle art Hunter River Steamship Co., Ltd.

147 S U S S E X S T B E E T and 6 4 - 8 8 DAY S T R E E T .

f i r th Coast S t e m Navigation Co., Ltd., 3 Sussex Street Taylor, Allen S Co., L t l , Pyrmoit


T H E BOY SCOUT. CONTINUED.

parallel to and on each side of the tent to which the guys are fastened. If the ground is rain soaked, you may use two tent-pegs for each guy, one driven at a steep angle towards the tent, the other driven away from the tent but so that its notch engages the top of the former peg, thus forming an inverted

Instead of pegs, a guy-frame may be formed. This k done by placing two forked sticks about two feet out of the ground on each side of the tent so as to be in line parallel to the length of the tent and at a suitable distance from it. These serve to support a pole a few feet longer than the tent. To this are tied the guys of both tent and fly : the guys of the tent shou'd be passed under the horizontal pole before being tied, while the fly guys are passed over the pole : this leaves a suitable opening between the roof of the tent and the fly. The horizontal poles should be sufficiently heavy to keep the tent and fly stretched out. It is well to tie the ends of the poles to their supports to keep them from lifting out of the forks should a strong gust of wind get under the fly. If timber is scarce, ad-joining tents may be pitched so close to each other that they can share the horizontal pole between them.

When a good footing for the uprights cannot be obtained, such as in rocky country, two long poles are lashed at their tons so as to form shear-legs, one pair for each end of the t e n t : these are placed so as to form the same angle as the roof. These shear-legs can easily be placed closer together or further apart so as to accomodate the tent should it sag or tighten. Where the upper ends of the shear-legs cross is the support for the ridge-pole. The tent and fly guys are tied to horizontal poles which rest on the lower portion of the shear-legs and are free to move up and down according to whether the guys contract or expand.

The roof of the tent being fastened, the bottom edges of the walls are next pegged down with six-inch pegs. These pegs should not be driven through the brass giommets, but rope rings should be passed through each grommet and the tent pegged down by means of these : the pegs are preferably cut with a hook ac one end to prevent the rope from escaping over it.

N A V A L D E F E N C E — C O N T . FROM PAGE 14. broke out in England there were no officers available for the auxiliary services, such as sub-marine chasing, mine sweeping, etc., and officers had to be obtained from Canada and New Zealand. Unfortunately, the authorities did not seek to obtain any from Australia, where we have a very fine body of yachtsmen. While I was at the Royal Naval College at Greenwich some 600 yachtsmen were put through all branches of navigation, and also went through gunnery courses and other training. The proposal is that we shall adopt the same scheme, although on a smaller scale, so that

; "We may have this reserve force of highly-trained men on which to fall back should trouble at any

THE

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

- - fcZ.W.MO • - • £1.200.000 Reserve Fi*4 MS0.W0

Director*: HKRBKRT K. LYSAGHT, O.B.K., Chairnmi:; GKOKGK J. SLV. LL.D.; ^RANK N. YAKWOOD, F.C.P.A.,

GF.ORGF F. TODMAN. Hon. F. JAOO SMITH, M.L.C., DUNCAN CARSON.

General Manager- C. M. C. SHANNON. Chief Inspector for New South Wales: WIIXIAM G. HUIX.

Held Office, Sydacy ( b r i e r George ?t.i King Streets) Manager: E. P. CAKK.

BRANCHES: BRISBANE:—2M Quecnm. Chler li-apcetor (or

Queensland - J . N. H. BHOM N. .Manager— (J. H. HOWKLL. MELBOURNE Colllns«t. Manager -M. B. FINNKY.

ADELAIDE : -35 Bundle -t. Manager -R. T. MOODIK. 1-ONDON :-37 Ttireadneedle.it.. K.C. f

Managrr— A. F. JKNKINB. AND AT IK PLACES THROUGHOUT N E W S O U T H

WALES AND QUEENSLAND. Agenu throughout the teat of Auatmlla. Taamania and

Ne m Zealand, and at all Chief elite* throughout the World

EVERY IlKSt HIPTION OF BANKING BUSINESS TRANSACTED.


time arise. I am pleased that this item has been included in the Estimates, and I hope that no exception will be taken to it. I know the Minister, with the assistance of the Naval Board, has done everything possible to secure efficiency at a minimum of cost. The vote for this Department seems to me to be a Urge one, and it is : but, as the honorable member for Balaclava (Mr. Watt) said, we are " treading water " in order tc see what actually happens at the Washington Disarmament Conference. If the Estimates can be reduced, I would like the Minister to suggest in what direction; and, if he thinks they cannot be reduced, I trust he will stand " pat," and take a vote of the Committee.


JEKVIS BAY NAVAL CADETS.

At the break-up festivities at Jervis Bay last month, Rear-Admiral Dumaresq said it was his painful duty to announce that a reduction was being made in the number of cadets, beginning with the cadets who were now passing out. Only 12 of the 21 successful cadets would be placed on ships. These would be chosen by a special com-mittee, of which he was the head. The boys would be chosen for educational standard and general qualifications for seafaring life.

A reduction would also be made in the number of cadets in training at present. A notification is. to be sent in each case to the parents. Stress was laid on the fact that such notification would not mean anything derogatory to the boys. General reduction was taking place iu all navies and naval colleges.

The 12 chosen cadets will not rank as midship-men until they have served six months aboard. This is the first time this regulation is enforced.

H.M.S. F A N T O M E ' S C R UISE .

Fresh from a survey of Torres Straits and of the route inside the Great Barrier Reef, H.M.S. Fan-tome has returned to Sydney.

In Torres Straits she closely sounded over an area of nearly 300 square miles, which meant steaming along lines of soundings, which if put in one line would total nearly 3000 nautical miles. Altogether, 11,300 soundings were taken, of which 60,492 have been corrected for the height of the tide, and plotted on the new chart.

In addition she completed a triangulation of portion of the inner route, as far out as the edge of the Barrier Reef, covering an area of 1500 square miles.

This work was done by, and, at the expense of the Imperial Government

On board it was stated that the charts at present in use had been found to be fairly accurate, and the soundings made by Captain Cook during his cruise in the Endeavour for the most part still held.

R E C O R I ) C O A L I N G

A record for Australian coaling is claimed to have been established at the Balls Head coaling depot in bunkering the Canaoian-Australian Royal Mail steamer Marama

The Marama took 1446 tons of coal in 19 hours 40 minutes' actual working, and the rate of over 124 tons per hour was considered in shipping circles to exceed the speed of any coaling ap-pliances in Australia.

i

C h e Bellambi Coal Company

Cimited COLLIERY and STEAMSHIP OWNERS

PROPRIETORS OP THE

SOUTH BULLI and BELLAMB1 COLLIERIES SOUTHERN COAL DISTRICT, N.S.W.

Steam Collier Fleet capacity, 3.400 tons. Hulkage capacity, i,6oo tons Waggon and bunker storage

capacity 6,000 1011s Total 11,000 tons. Contractors to numerous mail lines. Bunker requirements can be supplied at short notice.

OFFICES—16 SPRING STREET, SYDNEY

liiton * Eamsfiaw LIMITED.

COAL CONTRACTORS, COLLIERY AfiENTS, S H f G W N E I S t * WHOLESALE T I M E R MERCHANTS.

Coal of all descriptions supplied for either Marine or Land

requirements. Hardwood Timber SuDpliArs.

ALL ENQUIRIES TO

Head Office: 6 3 P 1 H ST. , SYDNEY.


A N E M P I R E B U I L D E R .

COLONEL THE HON. SIK JAMES BOfiNS, K.C.M.O., M.L.C.

. WATaOM. F X

IT does not fall to the lot of every man from Scotland, whether he calls himself Scottish, Scotch, or a Scot, to attain to eminence in his

trade or profession when he seeks it away from the land of his forbears, but we have many evidences that many do who come to Australia.

Men from Scotland, or of Scottish descent have been associated with Australia from the time it came into the possession of Britain, because James Cook the great navigator and discoverer of this eastern coast was descended from Scottish parents, although born in Yorkshire. Then it was a Scot who was the first European to die and be buried in Australia, Forby Sutherland, who died in Botany Bay ; a seamen of Cook's ship the Endeavour. Then John Hunter,second Captain of His Majesty's ship Sirius, who eventually became the second Governor, was born at Leith, his father was a master mariner. Another Scot who came out at the same time was Lieutenant George Johnston, of Annandale, and in 1808, when a Major, and com-manding the military in Sydney, made his name prominent by arresting and deposing Governor Bligh. Then there was Captain John Macarthur of Scottish descent, who had a large share in the above rebellious action, but whose name will for ever live in Australian history as " The Founder of the Wool Industry of Australia." But it is in finance that the Scot is pre-eminent the world ov^r. Two of the best examples Australia had in its early days were Mr. A. K. Mackenzie, Secretary and " Cashier of Ihe Bank of New South Wales, 1823 'to 1829, and Mr. John Hunter Baillie, Secretary and Inspector of the same bank, and who was respon* sible for the scheme tinder which the bank was reconstructed in 1850.

The number of Scots who have attained pro-ficiency and eminence in every walk of life could be multiplied ud infinitum, but it is not of these that this article is to deal, but they serve as an in-troduction, and as a standard by which we can measure Sir James Burns, a gentleman who stands high in the estimation not only of the citizens of Sydney, but of Australia and its dependencies.

Born at Edinburgh on February ,oth, 1846, the son of Mr. David Burns a business man of that city, with an elder brother, he came to Australia in 1862, being then 16 years of age, Brisbane their

destination.

His first experiences of Australia were gained on stations in the interior. After two or three years, during which time he had picked up a general knowledge of the surroundings, he joined his brother in business in Brisbane. The discovery of gold at Gympie, however, had a disconcerting effect on him, and seeing great possibilities, he made his way there, taking what was then a very rough overland trip on horseback. Arriving on the gold field, he saw more in selling the miner his stores and supplies, and buying his gold, than un dertaking the laborious work of digging for the

SIR JAMKS BURNS.

precious metal. He soon extended his business and had branch stores at One-mile Creek and Kilkivan. In 1870 on the death of his father he sold out his businesses and returned to his native land. At this time he would be but 24 years of age ; how few men at that age that had gained such a business experience, and with it, no doubt, some of its rewards that he would take with him.

But the call of Australia to such a mail as Mr. James Burns was too strong to be resisted, and in 1872 he was again in Queensland, going to Towns-ville where he hid the foundation of that business which by degree* developed into the great firm 01 Messrs. Burns, Philp & Co., Ltd., with world-wide ramifications.

When Mr. James Burns opened a general store at Townsville in 1872 m4ny drawbacks existed in shipping facilities, and what steam communication


there was between Sydney and the northern ports WPS carried on by small steamers, which ran at un-certain times, so much of the coastal trade, begun in the early days by brigs and schooners, was still carried on by this class of vessel. From this cause Burns' store at Townsville opened with short supplies, but the energetic proprietor soon put that right, and it was not long before the roads out to stations were constantly patrolled by bullock and horse teams drawing heavy waggons laden with goods from the " new store," and the miners at Charters Towers and other gold fields drew their supplies from the same source.

For four years Mr. Burns worked hard to develop this business, but at the same time he took an active part in opening up North Queensland. North West, and South of where he had established him-self, and the goldfields on the Patmer and Hodg-kinson rivers owe much to his activity and energy.

The progress of North Queensland during this time synchronized with that of Mr. Burns' business, the two went together, but the pace was too great for the human partner, who had to bear the strain of making the country, and the effects on his con-stitution. For the conditions were different then, and malaria, since extirpated by sanitary measures, was rife, and on a favourable opportunity offering he took a partner into his business so as to divide the labour and anxiety.

That partner was Mr. Robert Philp, who came from Glasgow when a youth, and had been with

the shipping firm of Bright Brothers & Co., now (Gibbs, Bright & Co.) for n years when he joined Mr. Burns at Townsville. This was in 1876, and the following year Mr. Burns moved to Sydney. The Townsville business then came under the name of Robert Philp, and branches were opened at Cairns and Charters Towers, whilst Mr. Burns who had commenced operations in Sydney, established himself at Normanton and Thursday Island. By the year 1883 it became evident to -both these gentlemen that union would be the better proposi-tion, therefore in that year they joined forces, and from this year dates Burns, Philp & Company, Limited.

It is not intended to follow the progress of that firm, it is too well jfiiown to business people to be necessary, but it may be stated that there are few ports in any portion of the Pacific where the name of the firm is unknown, and they are represented in every group of islands in the tropics of the Western Hemisphere, and a great portion of the Eastern.

In civil life Mr. Burns has had extensive activities, being for many years President of the Highland Society of New South Wales, in which he has always taken the greatest interest, as he has also of the many organizations of the Presbyterian Church, of which he is a member. Nor does he neglect politics, for his great knowledge of every phase of commercial life caused him to be called to the Legislative Council in 1908.

The subject of this article has been written of so far as Mr. James Burns for he had not yet been honoured by the King with the title he now bears, and before receiving which he became qualified for military ones, for in Jyne, 1891, he joined the Parramatta ..Squadron of the New South Wales Lancers as a trooper, which was merely the stepping stone to a commission as Captain, to which he was gazetted on July 23rd same year. He served with

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JAMES S A N D Y & CO., LTD. Branch— Ncr-caatk. 32*4 GEORGE STREET, SYDNEY.


distinction in the Regiment becoming its lieutenant-Colonel in September, 1897, and Colonel com-manding the 1st Australian Light Horse Brigade a few years later. From this command he had to retire on January 4th, 1907, the military regulations are inexorable, and under the age clause he had to bid farewell to the mounted services for which he had done so much. It was largely through his in-strumentality that 106 officers and men were sent to Aldershot in March, 1899, where a most favour able impression was made of what the Australian soldier was.

It was in 1917 that the busy and useful life of Mr. James Burns was recognised by the powers that be, and His Majesty the King conferred on him the honour of Knighthood. Perhaps there is no one in the community who was more worthy, for in addition to his great services to the country, both as a merchant and military man, he is devoting the autumn of his life in a monumental work.

Many men have had imposing looking statues erected to commemorate them. Some in bronze, some in stone, hard, and rigid, costing large sums

of money and doing no good. But what will carry the name of Sir James Burns down to future generations will be the Burnside Orphan Homes. These " homes are beautiful new modern villas, specially built for the purpose they, are intended for, each one is a gift from some charitable Scot or Scottish organization, and they are built on land given by Sir James Burns at Pennant Hills not far from his beautiful home Gowan Brae, and the late Governor-General, Sir Ronald Munro Ferguson, in opening one of them in 1919, said " Now the approach to Parramatta from this side had to be made through a thoroughfare bordered with the memorials of christian charity in the care of little children, each testifying to the public spirit and social endeavour of leading citizens Ix>ng may these Burnside Homes, in which children find the best available substitutes Tor family life and parental love, multiply and flourish."

A dozen of these lovely homes are now erected and the good they will do in the turning out of good men and women to be the future citizens of Australia, will ever stand a memorial of Sir James Burns.

IN T H E SOUTH PACIFIC. CONTINUED.

asked for copra. Mr. Head said there was plenty. The price was arranged, the. natives put it aboard, and Mr. Head was invited to go aboard, where the captain would ' fix it up.' Said the captain, • Come down below,' and Mr. Head went. He then found the ship was under way, and asked the reason from the captain. Hayes (for it was that notorious villian) drew a revolver, and growled, 1 That's what it means! I'll blow yer brains out and dump you over the side !' Mr. Head (then, of course, a young man) was allowed to go on deck; the island-then being a-speck: He sat on a hatch and thought, 4 Is there a tender spot in this brute's carcase?' and then he went to Hayes. 1 Are you a married man, captain ?* * Yes,' said Bully. * Well, suppose the position were reversed, and I stole all you had in the world and murdered you without your wife and child ever knowing where you were.' This set the celebrated pirate thinking. ' What d'ye want Y he bullied. ' Put me ashore ;' Hayes, still thoughtful, put about. Young Head, feeling that he was getting on nicely, said the natives would want to be paid for the copra. It was hard lines not only to lose their copra, but their pay also.

" Hayes laughed tumultuously. ' Yes, so it would-' So a bale here and a bale there was got up and loaded into a boat. The crew were armed with revolvers, and Hayes commanded the mate

to shoot Head instantly if he shewed treachery. Near the shore, Head shouted to the natives, and the mate asked him to translate with a revolver held to his breast. Head was shouting to the islanders to retire to the bush and leave only six men to take the bales ashore. This is the inter-esting sequel.

" Fourteen days afterwards a British warship anchored off Niue, and an officer with a party of Royal Marines arrested Mr. Head for trading with the pirate Hayes ! Mr. Head immediately gave himself up, but begged that the officer would go to the missionaries to get the real story. This was done, and the officer apologised handsomely, and at once left the island. Mr. Head was a fine type of (old English gentleman.' He was brought up in the British Navy, and left because he objected to the flogging of a seaman, a punishment he believed to be useless and degrading. He was the first island trader to send children to New Zealand for education, and for 25 years he therefore kept two homes going The day of his funeral was cloudless and beautiful, but as the coffin was borne from the house there was a very loud clap of thunder, accompanied by lightning, which struck several natives. The natives interpreted these phenomena as 'a salute from heaven,' saying that ' T h e Great White Man' entered into rest, and no argument can shake this belief. The Great White Man is buried in front of Tuapa Church, alongside the late King Togia, and the funeral was the greatest in Island history."


ANTHONY HORDERNS' FOR EVERYTHING

We Invite the amplest inves-t igat ion Into both quali ty and p r ice of the goods we offer , and we a r e content to leave the result to you.

Upon this confidence the vast business of ANTHONY HORDERNS' ha s been built, a confidence not to be trifled with by any s ta tements of ours t h a t c anno t be subs tan-t ia ted to the utmost extent .

ANTHONY H 0 R D E R N & SONS, LIMITED B R I C K F I E L D H I L L , S Y D N E Y .

E D I T O R I A L . Contributions of a suitable nature are cordially

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

All alterations of standing advertisements should reach the Journal NOT LATER than the ist day of the month, of issue.

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

" T R U S T NO F U T U R E "

IN her peril, the Motherland has called on her seamen to save her. They have never failed her yet. Is it an accepted and proved

fact that the need for a powerful protective force, is no more ?

A greater delegate than any now assembled at Washington has said : 14 Nation shall rise against Nation, and Kingdom against Kingdom." There are many things To show that the old prophecy has held good for the last nineteen hundred years or so, and there is nothing to prove that it will not hold good for another nineteen hundred years.

Most men hate war and love peace, but nearly every widely travelled man with eyes to see and brain to comprehend, knows within himself that the above quoted utterance of the Great Founder of Christianity, bears the hall-mark of everlasting truth and an unerring summing up of the weak-nesses of mankind. International ambitions may not clash till long after we, and our ideals, are sleeping; but clash they will. Let us be careful, then, that we do not too readily accept man given guarantees that the world has repented of the folly of war, or that the need for adequate protective measures does not now exist We would do well to beware lest the guarantees be " writ in water." The great inheritance of the sea bequeathed to us by our ancestors is a very real thing, and worth holding on to ; and should we in a moment of short sighted idealism or weakness surrender or sacrifice it, that moment will be the death knell of our good old empire, and the betrayal of those of our own flesh and blood who come after we have passed.

From Miss Glasson of Killara, we have received two very interesting and instructive books entitled respectively ' ' The Wonder Book of the Navy " and the *• Wonder Book of Ships." We thank Miss Glasson for her gift.

Orient Line AUSTRALIA - ENGLAND (London)

Regular Sai l ings from Brisbane, Sydney, Melbourne, Adelaide,

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TOMS ORMONDE" . 14.853

" ORMUZ " 14,684 "ORVIETO" . 12,130 " O S T E R L E Y " IS, 129 " o n s o v A . 12,036

" O M A R " 11,103 "ORCADES" 9,687

Fir.t , Second and Third Class.

• Intermediate S e r v i c e -Saloon and Third Class only. Reduced

Saloon Fares.

Orient S. N. Co. Ltd. t - 4 - 8 SPRING STREET, SYDNEY.

CO..

NEW Y L A R ' 5 GIFT5 A n Illustrated Catalogue containing: numerous suggestions

for Gilts for all occasions, posted free on application.

IB ct. Cold Oval Broocn. with Diamond Spray

£7 10 0

Diamond Four Stona Rintf .£3! 0 0

Diamond and Platinum Pendant

£30 0 0 Diamond Fivr Stone Rintf. £80 0 0

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£ T H E N A V Y L E A G U E .

PATRONS— H. E. The Governor-General

Tho IU. Hon. Lord Fomtor. P.C..G C.M.G. H. K. The State Governor Sir Walter Davidson K.C.M.G.

PRESIDENT— The Hon. Sir W. P. Cnllen. K.C.M.G.. LL.D.. Lieutenant-

Governor and Chief Justice of New South Wale*.

HON. M E M B E R S -Liuut.-General G. L. Lee. C.B.. D.8.O.

Rear-Admiral J . S. I)umiire»q. C.H.. C.V.O. Commodore H. M. Edwards. R.X.

HON. T R E A S U R E R S -Sir Thou. A. Dlbtw Kel-o King, Esq. Col. Sir James Burn-

HON. SECRET A R I K S -F. W. HixHon, Exq. Alfred G. Mllson, Esq.

J. C. Williamson's Attractions D I R E C T I O N - , ! . C . W I L L I A M S O N . L I M I T E D .

J. C. WILLIAMSON, Ltd., o f t e j i -AT

H E R M A J E S T Y ' S " Katinka and The Boy "


P A L A C E "The Private Secretary"

P L A N S A T N I C H O L S O N ' S .

C R I T E R I O N "Sinfead the Sailor"

T H E A T R E R O Y A L "Merrie England"


KlUTOlt OK J O U K N A L -W. XV. Motile. O H. K.

ART METAL CEILINGS ARTISTIC - PERMANENT - ECONOMICAL

WurierUek Metal lM<ta« u 4 Architectural EarkkaoU

M E T A L S H O P F R O N T S Show Cases and Counter Fronts .

R O O F I N G T I L E S Marseilles Pattern made a t Wunderlich Kosehill Tileries New South Wale*.

Terra Cotta Roofing Accessories, Chla i i iy Pots. FlaUls, Ridges, «<c.

D U R A B E S T O S The Durable Australian \sbesto« Cement Hydraulically Compressed Sheets, for Walling. Slatos and Shingles for Rooting.

C E I L Y T E The Australian Reinforced Plaster Fibre Board. Hard white surfaces that will not chip." crack or warp.

Plastic Art Coiling Panels, Cornices and Mouldings.

Particulars. Catalogues and Prices from the Manufactures

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

Hold on . , k Work. Showroom, BAPTIST ST . RKDPIKN » PITT ST.. SYDNEY

And » Hl'NTEE ST., NEWCASTLE Box 474 Q.P.9. Phone 496 E.J (6 lineal

Slippers— Jllways Acceptable

U l . - P a t e n t Colt Court or Oxford Shoes, medium and wide fitting. Price, pair . 32/S Also in Lace Shoes . 22/B US.—Men's American Kelt Albert Slippers, in grey and brown. Frioe. per pair. 25/

U2—Mou's Glace Albert Slippers, in black or t an , with liKht p u m p soles ; made on comfor table last . Price, 21/.

Mothers, wives a n a daughte rs , note : Such g i f t s for men do conduce to happy firesides; who can foretell the effects of t ired and aching feet

Ul.—Very sof t brown lea-ther Grecian Slippers, wi th light lea ther soles and hoolt. Price, per pair . . . . 10/o

US. — Huff Lea ther Mocassins, double sewn soft lea ther solos. Price .. 17/H

I 'd—Xlgger Brown Grecian Slippers, with pa t en t lea ther collar and light p u m p soles. Price, per pair 22/fl

Ufl—Black Glare Kid Grecian Slippers, with l ight p u m p so les : very comfor tab le fitting: low-heels. Price, per pai r .. . . 21/-

L'U —Men's Slippers, wi th neat wool check upper* and strongly sewn leather soles ; a very comfor table slipper. Price, per pair .. • 10/H

U i a - B l a c k Lea ther Al-bert .Slippers.with strong' lv sewn leather soles Sizes, 5 to 1U, Price, 13/B

Ul!.—Men's Kelt Albei t "Upper*, with lea ther so i e i ; navy and brown. Pr ice 11/U U7.—Canvas l ierby Tennis Shoes.

Canadian m a n u f a c t u r e , lea ther reinforced heels and facings, whi te mbl ie r soles. i»rice IW/R Tartmtr's

Pay Carriage.

FARMER'S U12.—American Kelt Albert Slippers, with self collar and soft chrome leather soles. In grey, brown and navy .. 21/-

r~American Felt Albert icrs. In navy and brown lea ther soles. Price, IFLJ/H

(komntunfoealtfy - navy league

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