ARGONAUTAARGONAUTA is published four times a year—January, April, July and October The Canadian...

ARGONAUTAThe Newsletter of

The Canadian NauticalResearch Society

Volume XXV Number FourOctober 2008

ARGONAUTA

Founded 1984 by Kenneth MacKenzieISSN No. 0843-8544

EditorsWilliam SchleihaufMaurice D. Smith

Argonauta Editorial OfficeMarine Museum of the Great Lakes at Kingston55 Ontario Street, Kingston, Ontario K7K 2Y2

e-mail for submission is [email protected]

Telephone: (613) 542-6151 FAX: (613) 542-4362

ARGONAUTA is published four times a year—January, April, July and October

The Canadian Nautical Research Society

Executive Officers

President: Paul Adamthwaite, Picton

Past President: Richard Gimblett, Ottawa

1st Vice President: Serge Durflinger, Val des Monts

2nd Vice President: Roger Sarty, Kitchener

Treasurer: Errolyn Humphreys, Ottawa

Secretary: Bill Schleihauf, Pointe des Cascades

Membership Secretary: Faye Kert, Ottawa

Councillor: Chris Bell, Halifax

Councillor: Isabel Campbell, Ottawa

Councillor: Chris Madsen, Toronto

Councillor: Maurice D. Smith, Kingston

Canadian Nautical Research Society Mailing Addresses:Official Address:

PO Box 511, Kingston, Ontario K7L 4W5Membership Business:

200 Fifth Avenue, Ottawa, Ontario, K1S 2N2, Canadae-mail: [email protected]

Annual Membership including four issues of ARGONAUTAand four issues of THE NORTHERN MARINER/LE MARINDUNORD:

Within Canada: Individuals, $65.00; Institutions, $90.00; Students, $20.00International: Individuals, $75.00; Institutions, $100.00; Students, $30.00

Our Website: http://www.cnrs-scrn.org

October 2008 ~ ARGONAUTA ~ Page 1

In this Issue

Editorial 1President’s Corner 1News and Views 2Articles- Valerie Casbourn “Naval Holdings at DHH” 3- George Bolotenko “MS Nelly and the Port of Quebec” 7- Alec Douglas “Iceland and Canadian Maritime History” 14CNRS West Coast Conference 2009 16Minutes of the 2008 AGM 16Conferences and Symposia 25Recent Books by Members 28Advertisements 32

Editorial

Two thousand and ten is the 100thAnniversary of the establishment of the RoyalCanadian Navy. Timely then is the work ofValerie Casbourne in re-working andforwarding a series of Reference Guides for thenavy-related fonds at the Directorate of Historyand Heritage in Ottawa. Historians and aspiringwriters will find these guides useful. They willget you closer to the material you need and theymight, in age where research time and traveltranslate into expense, save you some money.

It is not fair to say this, since you had tobe at the 2008 CNRS Conference to get the fullimpact of George Bolotenko's very evocativepresentation about his arrival in Canada byship. Canada is a country of newcomers and sothis is a story told in a million different ways,but this is a touch different. Is it possible thatGeorge's first exposure to the sea as a youngsteris responsible for his ongoing interest in mattersmaritime? Find the contemplative moment andread for pleasure. Your contribution alongsimilar lines to these pages is welcome.

It is certainly a pleasure to see the workof Alex Douglas, our own CNRS "grand man ofthe sea and of scholarship" appear once again inthese pages. The editors of Argonauta hopethere will be more to come.

Finally Team West will be sending us aseries of articles, quite frankly intended to lureyou to British Columbia next year for ourannual CNRS Conference.

MDS

President’s Corner

Writing my first President's Corner is anhonour; we have passed our silver anniversarywith flying colours and I am proud to recognizethe vision of our founders and the steadfastprogress made by all before me - presidents,councillors and members - which have broughtus to our current, highly respected positionamongst the world's leading nauticalorganizations. My especial gratitude goes toRichard Gimblett who has had the helm for thepast several years and whose calm yetindefatigable approach has led to myriadachievements and set a standard that will be


challenging to follow. I would like to expressmy gratitude to our Councillors, most of whomare continuing, and to welcome Chris Madsenwho is returning from a sabbatical and ErrolynHumphreys, our new Treasurer.

Elsewhere in this issue, you will find thereports from our Annual General Meeting,kindly minuted by Faye Kert, that was heldimmediately after a most stimulatingconference in Quebec. As to the latter, RichardGimblett and Serge Durflinger deserve greatcredit for the organization which includedsimultaneous translations - a true "first" for oursociety, allowing extensive bilingualparticipation both by speakers and attendees. Itis also most encouraging to reiterate thefindings of Serge Durflinger, who chairs ourawards committee, that the number of bookscompeting for the Keith Matthews Prize was, atnineteen, higher than has been seen in recentmemory and their quality presented a challengeto pick the winner. By the time you read thisissue of Argonauta, you will have received thisyear's issue number two of The NorthernMariner and numbers three and four are veryclose behind. The latter will be bound as adouble issue of papers presented at variousNASOH conferences, edited by Bill Dudley andRoger Sarty, and represents a true tribute toongoing collaboration with our colleaguessouth of the forty-ninth parallel. The threepillars of our Society - conference, awards andpublications - can therefore be considered asbeing in good shape.

The challenge, as we move forward intoa 21st century that is already questioningcultural relevance and budgets, will surely befound in maintaining our values and increasingour audience. While it is all too easy to beswayed by news of economic downturns, I feelthat we have great potential to developparticipation by at least two demographics - ouryounger student body and our Francophonecolleagues. Might I suggest, in this approach tothe holiday season, that we all look around us atour families, friends and professional contactsand consider making a gift of a year'smembership. Who knows how many youthfulminds might be inspired by thoughts such asthose of Macaulay:

Mine is the world of thought, the world ofdream,Mine all the past, and all the future mine.

I look forward to your support as we move theSociety into its second quarter century.

Paul Adamthwaite,President CNRS

News and Views

Last Titanic Survivor Sells Mementoes toPay for Care

[Channel News Asia, 16 October2008] The lastremaining survivor of the Titanic disaster isauctioning mementoes from the doomed liner topay for her nursing home fees.

Millvina Dean was only two months oldwhen the Titanic struck an iceberg on hermaiden voyage and sank in 1912, but now atthe age of 96 she is struggling to make endsmeet and hopes to make 3,000 pounds (3,845euros, 5,171 dollars) from the sale.

Personal items going under the hammerinclude a 100-year-old suitcase filled withclothes given to her family by the people ofNew York after they arrived there following thecatastrophe.

Dean has lived in a nursing home for thelast two years. “I was hoping to be here for twoweeks after breaking my hip but I developedan infection and have been here for two years.I am not able to live in myhome any more,” she told the Southern DailyEcho newspaper. “I am selling it all nowbecause I have to pay these nursing home feesand am selling anything that I think might fetchsome money,” she added. “The fees are quiteexpensive. The more money I can get from theauction the better.”

Some 1,500 passengers and crew aboardthe Titanic died when the White Star Lineluxury ship sank in the frigid northern Atlanticocean on her way from Southampton to NewYork. Dean's family were emigrating to Kansas


aboard the doomed liner. She was the youngestsurvivor, rescued along with her baby brotherand mother Eva, although her father died.

In all, some 700 people survived thesinking, one of the worst maritime disastersever. Their numbers have dwindled over thedecades, leaving only Dean left after fellowBriton Barbara Joyce Dainton died last year.

Last Veteran of Hood Sinking Dies [BBC 5 October] The last remaining survivorof the sinking of WWII battle cruiser HMSHood in May 1941 has died at the age of 85, hisnaval association has said.

Ted Briggs, from Hampshire, was oneof just three survivors out of more than 1,400crew after an exchange of fire with the Germanbattleship Bismarck. When asked about thesinking he said: “I was not a hero, I justsurvived.”

Mr Briggs once said a sighting of HMSHood as a boy had inspired him to join theRoyal Navy as a signalman. The teenager wasassigned to HMS Hood in 1939. WhenBismarck was spotted in the Denmark Strait inMay 1941, Hood was sent in pursuit.

During the Battle of Denmark Strait shewas bombarded with shells, one of whichcaused a huge explosion that ripped through theship, sinking her in less than three minutes.

In 2001, the wreck of HMS Hood wasfound 3,000m below the surface of the seabetween Greenland and Iceland. Mr Briggs,who was 18 at the time of the sinking, said hehad survived because he was caught in anunderwater air pocket.

After a short period of leave followingthe loss of the ship, Mr Briggs was assigned toanother vessel to continue his naval career. Heserved for another 30 years before retiring, laterbecoming president of HMS Hood Associationand an MBE.

Mr Briggs died at the Queen AlexandraHospital in Portsmouth on Saturday, his friendand the chairman of HMS Hood Association,Peter Heys, said.

Mr Heys described him as a “perfectgentleman.” He added: “He was a humorousman but he did not like to be reminded of thesinking as he had to be pulled out of thefreezing water.” Mr Briggs is survived by hiswife Clare.

Midshipman William Dundas, who diedin 1965, and Able Seaman Bob Tilburn, whodied in 1995, were the other survivors of thesinking.

Naval Holdings at the Directorate ofHistory and Heritage

by Valerie CasbournPart 1 - DHH

The Directorate of History and Heritage(DHH) is part of the Department of NationalDefence and is mandated to safeguard anddisseminate Canadian military history andheritage. DHH maintains an Archives andLibrary section to support the research andwriting of official histories. Researchers canvisit DHH at 2429 Holly Lane in Ottawa,Ontario. Archival and library materials, as wellas copies of finding aids and guides, may beaccessed via the public reading room onTuesdays and Wednesdays between 8:30am and4:00pm. For more information, please visit theDHH website at: www.forces.gc.ca/dhh/

Part 2 - Recently acquired and describednaval-related fonds/collections

DHH holds a large number ofdocuments related to Canada’s naval history.New fonds and collections are received on aregular basis. The three fonds and onecollection discussed below were accessionedinto the Document Collection between 2004and 2006, and described between January andApril 2006.

The M.E. Kletke fonds (fonds number2004/1) consists of a paper compiled in 2002 by


M.E. Kletke entitled “Royal Canadian NavalVessels Days at Sea 1924-1984”. Kletke is aformer co-op student who completed his workterm at DHH in 2000. It contains a compilationof days spent at sea for selected vessels of theRoyal Canadian Navy/Maritime Commandfrom 1924 to 1984. It also incorporates theplace of departure and arrival, along with thereason for each voyage. The selected vesselsinclude HMCS Magnificent, HMCS Uganda,HMCS Quebec, HMCS Thiepval, HMCSOntario, HMCS St. Stephen, HMCS Cayuga,HMCS Ojibwa and HMCS Bonaventure.

The Lisa Y. Dillon collection (2004/8)consists of files concerning merchant ships thatsank in Canadian waters during the SecondWorld War. Dillon worked as a researcher forthe Naval History Project at DHH. The filescontain a variety of documents withinformation such as particulars of enemyattacks on merchant ships, inquiries into thesinkings, transcripts of evidence and otherrelevant documents about the ships, passengers,or the attacks. Most of the documents datefrom 1942, though some were created later.The collection also includes miscellaneousdocuments used for researching, includinggeneral information relating to sinkings and U-boats, extracts from war logs, and rough notes.

The L.B. Jenson fonds (2004/9) consistsof profiles of Royal Canadian Navy (RCN)ships that served during the Second World War. Commander Latham B. Jenson (1921 - 2005)joined the RCN in 1938 and served with theRCN during the Second World War andafterwards. After retiring from the RCN heillustrated a number of books with pen and inkdrawings, including Tin Hats, Oilskins &Seaboots A Naval Journey, 1938-1945. In2004, he was awarded the Order of Canada forservices to maritime heritage. CommanderJenson drew the profiles of RCN ships includedin the fonds for the Naval History project circa1990. The ships include HMCS Algonquin,HMCS Kapuskasing, HMCS Vancouver,HMCS Georgian, HMCS Fraser, HMCSAthabaskan, HMCS Dunver, HMCS Niagara,HMCS St. Laurent, HMCS Alberni, HMCSLeaside, HMCS Prince David, HMCS Prince

Henry, HMCS Nabob, and HMCS Uganda.Also included are sketches of a Fairmile “D”Motor Torpedo Boat, Fairmile Motor LaunchType “B”, BCP 70.5 Motor Torpedo Boat,Landing Craft Assault, Landing CraftMechanized (Mark 1), Landing CraftMechanized (Mark 3), and Landing CraftInfantry (Large).

The Hydrographic Services Office(Halifax, N.S.) fonds (2006/2) consists ofseveral files containing forms, messages andcorrespondence between chart depots at variouslocations in the world and the HydrographicServices Office in Halifax, N.S. Thedocuments date from 1939 to 1947. TheHydrographic Services Office is anorganization dedicated to providing geomaticproducts and information to Canada’s militaryforces. The fonds includes files of theHydrographic and Map Services Branch of theCanadian government and the Hydrographer,Naval Service Headquarters (NSHQ), Ottawa(formerly the Staff Officer, Navigator), as wellas the British Admiralty’s Hydrographer andChief Superintendent and several otherorganizations. The fonds also includesnumerous requests for charts and otherhydrographic publications, as well as variousdocuments describing the shipping, receivingand issuing of charts to various ships and otherhydrographic offices. There is also personalcorrespondence of the Commander of theHalifax Chart and Chronometer Depot, whichdescribes personal inquiries and requests to theoffice. Standards on magnetic compasses,buoys and other nautical equipment areincluded in the fonds, as well as numerousmemoranda describing all administrativefunctions of the depot.

Part 3 - Excerpts from The Quick ReferenceGuide to the Naval Kardex collection

The following material is excerptedfrom The Quick Reference Guide to the RoyalCanadian Navy Historical Section fonds (NavalKardex collection), written by Amy Bourgoinin August 2005. The Naval Kardex collectionconsists of thousands of documents dating from1917 to 1966. The Quick Reference Guide isintended to assist researchers looking for


specific topics or types of document. TheGuide lists the documents according to type,such as intelligence reports, historicalnarratives, reports of proceedings andphotographs. Each list, with file name, datesand box number, is preceded by an introductionexplaining the type of document. Theseintroductions are being reproduced in thispublication, in alphabetical order. The first fiveintroductions follow.

BulletinsThe Combat Information Center (CIC) waspublished monthly during 1944-1952 by the USChief of Naval Operations for the informationof commissioned, warrant, enlisted personnel,and persons authorized, whose duties wereconnected with the tactical use and operation ofelectronic equipment.The United States Fleet Anti-SubmarineBulletin was published monthly during theSecond World War by the Commander-in-Chief, US Fleet, and provided reports of enemysubmarine operations and anti-submarineoperations.

Each Western Approaches (WA) Monthly newsbulletin for 1944-1945 included the following:a Western Approaches U-boat report, a diary ofevents, support groups and carriers, a statisticalreview, a detailed narrative, an air review andWestern Approaches news items. The bulletinswere kept in the custody of CommandingOfficers (COs). These bulletins weredeclassified and released by the Public RecordOffice, London. During the Second WorldWar, the bulletins were distributed to the CO ofall escort vessels and Flag Officers-in-Chargein Western Approaches Command, Commodore(D) Western Approaches and the COs at someRoyal Navy ships. In Canada, they weredistributed to: Naval Service Headquarters(NSHQ), Ottawa; Canadian Naval MissionOverseas (CNMO), London; Commander-in-Chief, Canadian Northwest Atlantic Command;Flag Officer Newfoundland; Captain (D)Newfoundland; and Captain (D) Halifax.

Collisions, Groundings and MishapsWhen a Royal Canadian Navy (RCN) ship wasinvolved in a collision, the CommandingOfficer would write a report of the damage

done to the ship and forward it to the SeniorOfficer present afloat. The damage to the shipwas surveyed and a report of survey wasforwarded containing a detailed list and natureof the damage. When a ship came into collisionwith another vessel, the CO forwarded to hisSenior Officer in Chief Command a report onForm C.N.S. 232 (Report of Collision orGrounding). The report form detailed thecircumstances regarding the collision. Mostreports included a statement of the CO.

Commodore’s ReportsConvoy Commodore’s contained variousreports and forms, including Convoy Form A.1,which indicated the cruising order of the ships,reports indicating the daily position of theconvoy, and a report indicating the dailyactivities of the convoy. The reports were sentto the Naval Control Service Office (NCSO) inHalifax, as well as to Naval ServiceHeadquarters (NSHQ) in Ottawa. Originalcopies, with signal and radio logs were sent tothe Admiralty, as well as one additional copy toNSHQ for forwarding by bomber – the fastestmeans available – to Commander-in-Chief (C-in-C), Western Approaches. Occasionally, theywere also sent to the Commanding OfficerAtlantic Coast (COAC).

Damage ReportsDamage reports for the Royal Navy (RN)during the Second World War were based onthe reports of the ship’s Commanding Officerand information obtained by the Director ofNaval Construction’s (DNC) representativewho visited the ship on her return to port. Thereports gave details on damage done bytorpedoes, mines, bombs and shells. Theyincluded information on circumstances,explosion, type of weapon, subsequent events,structural design, flooding, damage control,machinery damage, electrical damage, andeffect on fighting efficiency. Most reportsincluded drawings and photographs.

Defects and Docking ReportsDefects and dockings reports were completedfor the Commodore Superintendent AtlanticCoast, and pertained to refit and repairspecifications (i.e. hulls, engineering defectsand electrical defects). Copies were also


Eileen Reid-Marcil has contributed this photo showing the steamer Bratsberg at St Nicholas, Quebec c1889, andtranslated the caption sent by Jean-Pierre Charest:

Repairs on the Bratsberg were completed in Davie’s floating dock in May 1889 .

The Bratsberg was a Norwegian ship under the command of Captain Neilson. She was under contract carrying coalbetween Sydney, N.S. and Montreal. As she travelled frequently on the St. Lawrence, she will undoubtedly havereceived upkeep or/and repairs in the years preceeding this.

On the left, is the detached wharf, known locally as the “bloc(k)”, where the tug Lord Stanley was generally berthed. The advantage of tying her up here is that the water was deep enough at low tide.

The Bratsberg is in the floating dock, and behind her is Davie’s new salvage schooner G.T.D. She still has her twopoles , as the modifications to her deck and after cabin have not yet been carried out. The men and the child appearto be in Davie’s second and smaller floating dock. I have not been able to identify the tug on the marine railway.

forwarded to the Naval Secretary, NavalService Headquarters (NSHQ) Ottawa and tothe Flag Officer Atlantic Coast (FOAC) whowas limited to approving repairs up to$5000.00. NSHQ approved any repairs thatexceeded the sum. The refits and repairs werecompleted in HMC dockyards. Documentsincluded correspondence regarding formalrequests of parts for repair, requests formonetary funds, repair/refit summaries, etc.


MS Nelly, 1951

M.S. Nelly and the Port of Quebec –Not Just Pier 21

by George Bolotenko

[Editors’ Note: this paper was originallypresented at the 2008 AGM in Quebec City]

Introduction

On 30 October 1951, Le Soleil ran thefollowing cursory announcement:

Le “Nelly “, un navire etranger affectecette annee au transport des immigrantsentre le Canada et l’Europe, est arriverdans le port du Quebec hier apres-midi,avec a son bord un peu plus 1,500 Neo-Canadiens. Le navire qui vient deBremerhaven accomplit un des sesdeniers voyages cette annee.

The port of Quebec and Canadianimmigration practices, especially followingWorld War II to the early 1960s; the M.S. Nellyand her runs to Canada bringing in immigrantsand refugees, largely to the port of Quebec; andthe class of immigrants known as DP’s, manyof whom came on the Nelly – these are thecomponent elements of this paper.

I. The Port (Immigration and ImmigrationControl)

First, a brief and somewhat episodicbackground to immigration into Canada by wayof Quebec City. Quebec has a long history asthe principal port of entry into Canada, andhence the processing of immigrants; they camefrom the time of canoes, small boats and, fromthe 1830's on, in horse-boats. Though the firstimmigration sheds were constructed only in1886, on the Embankment in Louise Basin, andimproved in 1887, the pattern of immigrationthrough Quebec City was already wellestablished.

Generally, Halifax has gloried in thelegacy of being the principal immigrantgateway into Canada, and has the famed Pier 21to show for it. True. But Quebec, even asHalifax was drawing in crowds, was no laggardin this regard: in the period 1829-1865 (over 36years), 1,084,765 immigrants into Canada andthe United States came through the port ofQuebec; in 1913, the peak year of immigrationinto Canada, the number of immigrants throughthe port was 136,700, out of a total of 400,870;and the following year an even greater numberentered Canada through Quebec. In fact, as oneobserver has remarked, in the early 20th century,“The boats disgorged their hundreds ofthousands of arrivals at the ‘immigrationstructures’ situated on the Louise jetty, averitable Canadian ‘Ellis Island’”. Simply put,taken in gross numbers over time, Quebec wasthe principal port of entry for immigrants intoCanada.


Immigrants come – they musts need beprocessed – and I will next look to the legalprocessing of immigrants as they enteredCanada through the port of Quebec. It is a storyworth the telling, based on archival sourcesfrom Library and Archives Canada. For avariety of reasons, immigration controldeveloped in a unique manner in Quebec City.From the 1860s on, as shipping increasinglymade Montreal its terminal point, theredeveloped a unique practice in Quebec, the“Father’s Point” practice, which commenced in1906 – namely, the sending out of ImmigrationOfficers to board ships at Father’s Point, about9 hours sailing time upstream from QuebecCity to expedite the processing of travellers andimmigrants. This compensated for the dockageand waterfront limitations in Quebec City, andshortened the turnaround time, thus lesseningcosts for shipowners, ever their,understandably, chief concern. This mobileservice, to the best of anyone’s knowledge, wasthe sole such immigration control practice inthe world.

By 1920 the following immigrationcontrol principles were in place: returningCanadian citizens and all first-class passengerswere to be processed en route, from Father’sPoint, and all others were processed at theImmigration Building at Louise Basin. Again,this shortened turnaround time for vessels afterputting in to Quebec, to have had at least aportion of their passengers already screenedwhen their ships docked.

However, from the mid-1920s onwards,this practice was curtailed; the intent of thisnew stricture was to bring ships into the portproper. Through the 1930s all examinationswere dockside, at the Immigration Building atWolfe’s Cove, which had been to theDepartment of Transport for this purpose.Shipping companies, displeased with thisrequirement, often petitioned for the restorationof the Father’s Point “flying practice” (perhaps“steaming service” would be a more aptallegorical expression). They had partialsuccess. From 1937 on, all Empress and“Quebec City-as-terminal” vessels had theFather’s Point practice restored for Canadiancitizen or resident passengers, while other

ships’ passengers were examined on board,once the ship had docked at Quebec’s port. In1945, mandatory dockage for immigrationcontrol became the regular practice again for allvessels.

The coming of immigrants, in the post-war period, promised a boom in the portsbusiness; but the issue for Quebec City was tosecure that business, for Montreal was, frankly,a burgeoning threat to Quebec in this respect. Ithad already displaced Quebec, from the 1860son, as the commercial and industrial port ofprimacy on the St. Lawrence. A metropoliswith a far larger port, a terminal port for mostshipping companies which found the forceddockage at Quebec an added burden, a greatcommercial and trade centre, situated deeperinland and linked to the railway transportationhub that lead into the heart of the continent –for these reasons and more the port of Quebecwas under dire threat of eclipse by Montreal,with all its advantages.

That threat was manifested in June1946, with a request from the CPR that all itsDuchess ships bypass Quebec, and be examineden route from Quebec to Montreal; this practicehad very occasionally been allowed in the1920s and 1930s, on a one-time basis, whencircumstances necessitated it. The Departmentof Immigration and Citizenship refused, statingthat Quebec remained the first port of callwhere vessels would continue to be examinedand cleared, and the Department provided ahost of reasons to justify this decision.However, in a mild concession to the shippingcompanies, “to ease delays”, the Departmentdid offer to send sufficient officers to examinecabin passengers aboard ship; all others,however, had to be examined in the port itself.Beginning in 1946, then, the federal centre,supported by Quebec interests, commenced anendless struggle with the shipping companiesand with Montreal-based interests whichcontended that the port of Quebec was a relic ofbygone years, its time done. What follows is abrief recapitulation of that struggle.

Strangely enough, though the port ofQuebec had over historical time been the majorpoint of immigration control into Canada, there


was no secure warrant for this, no legislatedsurety. Only practice and convention assuredQuebec of its primacy as principal port of entryof immigrants into Canada. Quebec officialsbegan to voice their desire, in January 1947, formore certainty in this regard. In January 1948,correspondence amongst officials addressedcrucial complicating factors in securing forQuebec control of St. Lawrence immigration.The port’s deficiencies, as per the experienceof the S.S. Tabinta in the summer of 1947, hadto be addressed. That vessel, inter alia, hadbeen held at Quebec, and had passengers takenoff, examined and returned to the ship. Uponarrival in Montreal, it had been again necessaryto hold passengers until Customs was, becausethere was no Customs service in Quebec for theservices to be effected coterminously. Therewere with 10,000 Dutch immigrants on theirway, with fares paid to Montreal; it would bedifficult, given these Quebec port difficulties, tojustify forcing ships to stop at Quebec “with theextra dockage fees simply to meet the desires ofthe Quebec authorities”. Nevertheless, the 12Dutch ships were directed to Quebec, a decisiontaken at the highest political levels.

Cunard and the other great linescomplained in April 1948 – to no avail. TheCanadian Government continued to routeimmigrant ships to Quebec. The Immigrationexamination of passengers was more or lesssecured by 1950 as a port of Quebec privilege.But, given the deplorable conditions of thereceiving sheds, agitation for appropriatefacilities commenced. There had been talk ofthis throughout the latter 1940s, but now, giventhe choice of Quebec as the sole port ofimmigrant entry, it became a more pressingissue. In fact, were a new Immigration terminalbuilt, it would almost cement Quebec’s hold onthe Immigration service.

Thus, at a May 1950 meeting, LavalFortier, the Deputy Minister of Immigrationand Citizenship, stressed the need for suitablefacilities at Quebec, “where all trans-oceanpassengers would be examined”. What he wassaying, in bare fact, was the following – theFederal Government, through the Departmentof Immigration, was granting Quebec thismonopoly, and to secure it, would allow no

other receiving points to develop, asexemplified by the intended erection of a newImmigration Terminal in Quebec. The HarboursBoard agreed to allocate some spaceimmediately on the 2nd floor of Shed A.Moreover, the need was all the moreimperative, given the Deputy Minister’srecognition that “continual criticism by thepublic, immigrants, transportation companiesmake action essential”. On 29 November 1951Fortier addressed a memorandum to the Hon.W.E. Harris, Deputy Minister at Transport,encouraging him to raise the issue of facilitieswith the Minister.

It was a hard slog to get all levels ofofficialdom on board in this venture.Immigration officials continued to press theDepartment of Public Works and the QuebecHarbours Board on a new building. And theyhad the ammunition of numbers in their arsenal,pointing out, in 1953, that there had been asignal increase in overseas passenger traffic,from 5,863 in 1947 to 78,426 in 1952. Thattraffic, they pointed out, would only increase.Yet the companies, led by Cunard and CP, werenot prepared to give up on the Quebec by-pass,making straight for Montreal. They raised theissue again in 1954, pointing out that theFather’s Point Service had been curtailed(which cost them dearly in forced dockage),that larger ships required the more capaciousberths of Montreal, and, most tellingly, thatairline competition was driving them into theground.

Fortier responded with some firmnesson 29 June 1954 to Mr. Dudley Page, Presidentof Cunard, declaring that while companies arefree to choose Montreal as their terminal port,or any other for that matter, “it is consideredQuebec must be retained as first port of callwhere examination of immigrants will takeplace”. And, he added tellingly, the designationof examination points was the exclusiveresponsibility of the Department ofImmigration and Citizenship.

The issue of the new Terminal buildingwas finally resolved, and contracts let, by 1956.The opening of the new building, in 1959,secured Immigration examinations at Quebec


for the foreseeable future. The shippingcompanies struggled on, pointing out that totheir knowledge that “there is no other countrywhich insists on passengers landing at anintermediate point to undergo immigrationexamination”. But with the new Terminal, andthe Department of Immigration and Citizenshipstaunchly defending it’s right to determinepoints of immigrant examination, Quebec’s rolein immigration reception was assured.

This issue was finally, and irrevocably,put to rest on 18 November 1959, when theMinister of Immigration and Citizenship, HelenFairclough sent the following note to H.T.Mason, President of the Shipping Federation ofCanada:

After giving serious thought to bothsides of the question, I have concludedthat beginning with the 1960 season inthe St. Lawrence, Immigration officerswill no longer be despatched to FatherPoint and examination will beconducted at Quebec. Immigrationexamination will be available day andnight, seven days a week, at no cost tothe transportation companies.

In closing this section on immigration controlaspects, these are the summary points:

– post-WWII immigration to Canadamarked a new chapter in the history ofimmigration into Canada – the role of the port of Quebec becamea signal issue– unlike before, most immigrant trafficwas directed not to Halifax, but into theSt. Lawrence– by custom and convention, the port ofQuebec, as first major port on the rivercoming in from the estuary, had beenthe place of dockage for immigrationpurposes – but that had been only custom – andas it became manifest that Canadawould open her borders on a massivescale, to take in the DPs and other post-war refugees and immigrants, the portbegan to fight to assure it’s role in thisprocess

– it meant, of course, jobs forImmigration officials, pilot’s fees,dockage fees, as well as the additionalbusiness gains from the shipment oftens of thousands of refugees outthrough the CNR and CPR lines out ofQuebec– Quebec had never lost its friends inthe Immigration department, as well asamongst politicians, who fought off thepressures of shipping companies to cutQuebec out of the immigrant traffic andallow direct sailing to Montreal– this perhaps best accounts for why theport became, in large measure, a “Pier21" after WWII. As G.R. Benoit,Director of Immigration in Ottawa, putit in 1953 when responding to criticismof the necessity to put into Quebe withimmigrant-laden ships, “There is onlyone reason for ICEM-chartered ships todock at Quebec: the prestige of thatvenerable city”

Yes, politicians, basing their decisionson political and other imperatives, gave the portlife with the immigration process – but thenports, like so much else in life, are also subjectto politics. And why not Quebec? Was it not,after all, a “venerable” city?

II. The Ship

The next component of this paper is “aship”, the MS Nelly, intimately connected withimmigration to the port of Quebec. I think itmore than the case for all here – we are alllovers of ships. They fascinate, because thoughinsensate products of human crafting, yet theylive. There is a faithful servant in them, yet alsoa vagabond and a risk-taker. Thoughts of a shipraise other wondering? Who were the peopleand what the cargo they carried, whom thepassengers and travelers, whence and witherand why they journeyed? How did they endtheir days? And some ships, in their time, livedmany lives through serial re-incarnations,which render them ever that much morefascinating. Such a ship was the one I notedwith my incipitory citation as she made port, inQuebec City, in the very early hours of 30October 1951 – the M.S. Nelly. Later, I will


The USS Long Island at Pearl Harbor, 17 July 1942.

explain how I upon this unique ship, and why Iselected her for the purposes of this paper.

The Nelly, in her time, had sevenincarnations, as follow:

First Incarnation – M.S. Mormacmail The Nelly’s hull was laid down in July

1939 at yards in Chester, Penn, for MooreMcCormack line; she was an intendedpassenger and mail carrier. Launched 15January 1940, she was of 12,575 tons gross,492' overall, with a beam of 69.2', with onefunnel, one mast and a single screw capable ofa speed of 16 knots, diesel-powered.

Second Incarnation – USS Long IslandBefore she could see any civilian

service, the Nelly was acquired by the US Navyin March 1941, and commissioned in June 1941as the USS Long Island, the first convertedescort carrier, (also called “baby” carriers, andknown as naval auxiliary carriers). She wassister ship to the British Archer, which the UK

acquired under Lend-Lease; in fact, bothvessels were originally laid down for theMorMac Line. She could carry 21 planes forcombat, and was gunned with one 5" gun, a pairof 3-inchers, and was the first escort carrier toreach the South Pacific, where she participatedin operations at the Battle of Midway in June1941, and in August 1941 at Guadalcanal,earning one battle star for war service in

Pacific. In April 1947 she was sold to aPortland, Oregon yard for scrapping.

Third Incarnation – M.S. Nelly

Purchased in March 1948 at auction bythe Caribbean Land & Shipping Corp, (based inColon, Panama), the ship was renamed Nelly.She was converted to merchant service,specifically to transport migrants, withaccommodation for 1,300 to 1,500 passengerswith the most basic of services. Onceconversion was completed, she became animmigrant carrier between Europe and Canada,and also Australia won renown for the Australiaservice. In fact, until 1953 the majority of herruns were to Australia; however, she did makea significant number of trans-Atlantic crossingsfrom Europe (largely Bremerhaven, Germany’sgreat port ion the Baltic) to Canada.

Fourth Incarnation – M.S. Seven Seas (AsPassenger Liner)

After an extensive re-fit in 1953 inBremerhaven, Nelly was renamed Seven Seas.There was some intent that she serve as apassenger luxury liner. However, in 1953 shewas chartered to the Europe-Canada LinieGmbH, of Bremen, formed in 1955 as a jointsubsidiary of the Holland America Line and the


Long Island’s hanger deck, March 1942.

MS Nelly.

KoninklijkeRotterdamsche Lloyd. HollandAmerica Line became sole owner of the ship in1963 (the company was renamed ECL in 1966).

Nelly transported emigrants fromGermany to North America. Save for onecharter run to Australia (May 1953), she was inthe Canadian trade until April 1963, after whichthe ship began operating the Bremerhaven-NewYork route.

Fifth Incarnation – M.S. Seven Seas (asFloating University)

At the end of the summer season of1963, the ship was chartered by ChapmanCollege, in the United States, for study cruisesfor their University of the Seven Seas, sailingall around the world. In 1964 and 1965 theSeven Seas alternated between Australia runsand floating university, still owned by theHolland-America Line. She resumed Atlanticservice during the summer months in 1965,with her last voyage commencing 13 September1966.

Sixth incarnation

In 1966 ECL sold the ship toStudenthuisvesting, and at Rotterdam washulked as a student hostel, near the Erasmusuniversity grounds for the university’s students.

Seventh Incarnation –

The vessel was later sold to VerolmeUnited Shipyards as a local hostel ship forshipyard workers.

The ship was finally sold to ship-breakers in April 1977. On 4 May she wastowed away, and a day later was at the Ghentyards of Van Heyghen Freres, where she wasbroken up. And that was the end of Nelly. In herAtlantic crossings, especially as Nelly, she boretens of thousands of post-war immigrants andrefugees to Canada, largely to Quebec City (butto Montreal as well, particularly in the 1960s)as a receiving port. Amongst the latter categorythere was a particular subset of refugees, theDisplaced Persons, to which I would like nowto turn.

III. Displaced PersonsThe DP’s as a category were a unique

grouping from amongst the millions of refugeeswhich clogged non-Communist Europefollowing WWII. In 1947 their numbers stoodat approximately 410,000 in Austria and700,000 in Germany. Of these latter,approximately 200,000 were Volksdeutsch,persons of German ancestry driven fromancestral homes in central and Eastern Europe,and 50,000 from Germany proper. They residedin camps run by either U.N.R.R.A. or the localmilitary, constituting, in the words of a LondonTimes correspondent who wrote in 1947, “aSargasso sea of lives, the driftwood of history...[filled with] crimes, fears, revenges andtragedies of Europe as two wars and animmense political change have left it”. Thesalient question was – what to do with them?The simplest solution – send them all to goback to their former countries. But what would


The Seven Seas alongside in Bremerhaven.

their own countries, who perceived them asquislings and politically unreliable, do to them?On that, everything got gummed up.

So the DP problem festered, as Europegradually cleared itself of refugees returning totheir homelands. For the DP’s, however, thisrouted was closed off. Given that the newCommunist governments in their homelands,largely in Central and Eastern Europe, weremanifestly hostile to the DP’s, they had nooption but to wait for countries to open to them.In Canada the uncertainty of post-wardislocation and conversion to peace-timeeconomies, and especially the opposition ofunionized labour to the influx of cheap workers,froze the fate of the DP’s until more or less1949, although from 1947 on, small numbers ofparticular groups were allowed into Canada.

By May of 1949, Canada had accepteda total of 64,860 DP’s, a relatively smallnumber. However, new needs began to manifestthemselves about that time. In Cabinetdiscussions, on 21 December 1950, W.E.Harris, Minister of Citizenship andImmigration, indicated a breakthrough momentfor immigration to Canada which proved asignal moment for DP,s in European camps.Inter alia, “a manpower shortage may exist inCanada in 1951”, Harris declared, and thus “it

is desirable to obtain as many workers aspossible from Displaced Persons camps inEurope”. Later, in 1951, Laval Fortier, theDeputy Minister of Citizenship andImmigration declared that all indicatorssuggested that Canada could easily absorb100,000 refugees a year. And thus the numbersof immigrants soared – 211,220 immigrantswere admitted in 1952, amongst them manyDP’s, an overall increase of 147% over the85,536 refugees admitted in 1951. Of theoverall number of immigrants admitted toCanada, most of them here by 1953, the DP’sconstituted 163,984.

IV. Conclusion: Nelly, the Port of Quebec andthe DP’s

And now, to tie all this together. TheNelly was engaged heavily into the DP andimmigrant trade, delivering its immigrants,amongst them large groups of DPs, through theport of Quebec, which by governmental fiat, aswell as by practice and convention, was the truePier 21 of Canada, both in the 19th century andin the post-WWII era. Nelly’s runs to Canada,in transporting DP’s in the 1951-1953 period,were relatively few, no more than four to six;she was a workhouse in the Europe-Australiatrade. From 1953 to 1963, however, the Nellywas exclusively on the Europe-Canada sea


The Nelly in Bremerhaven.

lanes, averaging somewhere in the area of eightruns annually, probably 10,000 immigrantsannually. Many made their way into Canadathrough Quebec City, repeating the experienceof countless others who reached the New Worldover the preceding centuries.

Those who came as sea-borneimmigrants, as their ships made way for theport of Quebec, were, all of them, affected bytheir first sight of the port. All were humbled,many stunned, by the rearing beauty andvisceral grandeur of Diamond Head as theirships approached the port. Andre Duval, in asweet little book of 1979 titled La Capitale,recounts that Diamond Head signified manythings to those who sailed or steamed up to itover the past 400 years. To returning Quebecoisit signified the surety and permanence of theirpays; to arriving British it bespoke the glory oftheir fabulous Empire, suggesting anotherGibraltar, this one in the New World; to thepoetic it breathed sublime majesty; to themystical it promised a virgin land ofincomprehensible natural forces; to merchantsit signaled a cornucopia from which untoldwealth would flow.

And to a young DP boy, 5 years of age,who experienced the splendour of the Rock asthe Nelly nosed its way slowly towards the portin the dawn of 30 October 1951, the image ofDiamond Head that morning is fixed in hismind to this day, without the slightestdiminishment or fading. The rock reared,imperious and imposing, a looming silhouettesoaring high into a crackly-frozen early-dawn

blue, with stars, their fire paling with the firstlightening of day, still twinkling in thefirmament above. The rock was stern; but itwas also solid. And at it’s foot flickered lightsin human habitations, and they warmed the boyinside, and called him towards the land.

That boy was me. And that is how Icame upon the Nelly, both figuratively andliterarily, and how I, along with 1,500 others,came to this port as a “Neo-Canadien”, almost56 years ago now. And why I so wanted to behere for this occasion – to celebrate Quebecand its port, and to see once again the Rock ofthe St. Lawrence. I don’t know that this paperhas introduced to you any eureka intellectualmoments – I rather doubt that. But I do hopethat you have enjoyed this raconte as much asI have enjoyed telling it.

Iceland and Canadian MaritimeHistory

By Alec Douglas

In July five Canadian historians, AlecDouglas (former official historian), MarcMilner (University of New Brunswick), JeffNoakes, (Canadian War Museum), Roger Sarty(Wilfrid Laurier University) and MichaelWhitby (naval team leader at the Directorate ofHistory and Heritage) attended a five-dayconference organized by the University ofIceland, in Reykjavik, on “The Arctic Convoys:A Lifeline across the Atlantic”. Participation inthe conference included a wide cross-section ofmaritime historians, mostly from Europe andRussia. Veterans of the arctic convoys fromvarious countries also took part and formedtheir own panels, an interesting and usefuladdition to the proceedings. Sadly absent fromtheir number were Ray Philips and AdmiralBob Welland, both of whom had to cancelbecause of illness. However the son andgrandson of Rear-Admiral Dan Hanington, whosurvived the sinking of the armed merchantcruiiser HMS Rawalpindi and was brought toReykjavik in November1939, came to theconference and laid an impressive wreath inmemory of the ship during a ceremony at theFossburg Cemetery, on the last day of theconference.


The large number of Russians on theprogram, quite a significant presence,illustrated a belated recognition of theimportance of the convoys to Murmansk andArchangel, 1942-5. Included among them werethree secondary school students who gave mostimpressive papers on the subject, in English.These young people, from Murmansk, had wona competition for essays on the subject. Thehistorians and veterans not from the other sideof the Atlantic included the five Canadians, oneAmerican and one Australian. There was norepresentative from the United States Navy: theone American, Michael Whalling, was theauthor of several book on the U.S. Coastguard.The Australian, Augustine Meaher of theUniversity of Melbourne, spoke on Australiansand the Russia run.

This was a most interesting and valuableconference, and the Canadian presence openedthe eyes of many who had not realised what asignificant part the RCN and RCAF had playedin the war at sea. It also provided theopportunity to explore the idea of sendingCanadian students to Iceland, as part of theCanadian Battlefields Foundation annualstudent tour. Of particular Canadian interestthere is the memorial to HMCS Skeena, whichwas driven aground with considerable loss oflife at Reykjavik during a vicious NorthAtlantic storm in 1944. As the naval prayersays “preserve us from the violence of theenemy and the dangers of the sea”. The gravesof Canadians, who died in or near Icelandduring the Second World War, are in theCommonwealth War Graves section of theFossvogur Cemetery. The airports at Kevlavikand Reykjavik were extensively used byCanadian, British and American aircraft duringboth the Second World War and the Cold War,and the Reykjavik in particular was used by 162Squadron RCAF in 1944-5. Near Reykjavik isHvalfiord, an enormous, indeed a spectacularnatural harbour, that was used extensively byAllied naval forces, and for which a formerliberal member of parliament (the Althing),Magnus Thor Halfsteinsson, has anincomparable collection of wartimephotographs. We visited all these places, andwere most warmly welcomed by the family ofEinar Sigurdsson, who took us to Videy Island.

Einar Sigurdsson had rescued most of Skeena’sship’s company by some heroic efforts in 1944,and his descendants have a very strong feelingof association with Canadians.

We returned with a new appreciation ofthe strategic importance of Iceland in maritimeaffairs, and with a strong feeling that futurevisits would be rewarding, both from thehistorical importance of the place and itsremarkable if stark beauty.

Museums and Ships

Cerebus

On 25 July 2008 Peter Garrett, Ministerof Environment, Heritage & the Arts, on behalfof the Australian Government, announced that$500,000 had been allocated to assist withstabilising Cerberus. The funds are being heldin a tax deductible account by the NationalTrust of Victoria. This funding allocation marksthe first time that any Australian governmenthas provided funding towards saving Cerberus.Announcing the grant at Half Moon Bay,Minister Garrett thanked Friends of theCerberus for raising the awareness of the plightof Cerberus and also acknowledged theimportant contributions of Heritage Victoriaand the National Trust of Victoria for their rolein working towards saving Cerberus. MinisterGarrett showed a genuine interest in andenthusiasm for saving Cerberus. As part of hisremarks about the important role that Cerberusplayed in the Victorian and Australian Navies,Peter Garrett quoted from the 1926 Heraldnewspaper when he said- “Aptly named, theold ship prowled around the bay for half acentury, a watch dog with fearful barks fromher 18 ton muzzle loaders, a veritable 'OldIronside.' She was the cradle of the fleet - thenursery where two generations of sailorslearned their art and craft.”


Lady Rose

CNRS West Coast Conference 2009

Planning for the 2009 Conference inVictoria BC August 12-15 is well underway.The theme is Pacific navigation; proposals forpapers have already been received fromAustralia, the UK, several locations in theU.S.A. and from across Canada. Decisions bythe organizers on which papers to accept will bemade early in 2009. The topics submitted thusfar range from Elizabethan voyages through tothe little-known 1,000 voyages across the NorthPacific by Russian freighters carrying lendlease cargoes 1942-45. The programmeincludes an after dinner talk by Dr. MichaelHadley on Jack Aubrey’s cuisine and a lunchaddress on the celebrated removal in the 50s ofRipple Rock, a natural obstruction in thedeepwater channel between Vancouver Islandand the mainland. Visits to the state of the artnaval coastal navigation (pilotage) andshiphandling trainer and the hydrographicsection at the Pat Bay Ocean Sciences Centreare planned.

The Conference opens Wed Aug 12with a reception at the Maritime Museum of BCand keynote address by noted west coasthistorian Dr. Barry Gough and ends Saturdaynoon. Sessions will be in the downtown NavalReserve division HMCS Malahat which is onthe site of one of the ephemeral wartimeshipyards which built 10,000 ton freighters.

Following the conference there will thenbe an optional excursion to Bamfield, locatedon the Pacific Ocean on Vancouver Island’srugged coast and site of both a historic cablestation designed by Francis Rattenbury for the“All Red” underwater cable route which linkedthe British Empire early in the 20th century andof one of BC’s earliest lifeboat stations. Travelwill be by coach to Port Alberni on Saturdayand in the Lady Rose (a relic from the 30s butstill active carrying freight and passengers) outto Bamfield and return via scenic and unspoiledBarclay Sound on Sunday August 16.

Conference fee including catered openingreception, all lunches and coffee breaks,banquet at Union Club of BC $ 185/person.

(CNRS bursaries available for students)Optional Excursion to Barkley Sound andBamfield $ 275/person (imcludes transport andhotel in Port Alberni)Proposals for Papers will be accepted up toJan 31 2009 and should be directed to

Robin Inglis4165 Doncaster WayVancouver BC v6S 1W1604 228 0241E-mail: [email protected]

Administrative enquiries to:Jan Drent1720 Rockland AvenueVictoria BC250 598 1661E-mail: [email protected]

Minutes of the Annual GeneralMeeting

Quebec City, QuebecSaturday, 09August 2008

1. Call to Order and Approval ofAgenda

The meeting was called to order by thePresident at 10:00 a.m. in the meetingroom of the Auberge St-Antoine. TheAgenda was approved.

2. Minutes of the Previous Meeting

AGREED (F. McKee/Hadley) to acceptthe minutes from the 2007 meeting inChurchill. There being no businessarising, the President moved to hisreport.


3. President’s Report

In presenting his final report asoutgoing President, Richard Gimblettconfirmed, that since the loss of MUN’ssupport in 2001, and thanks to theefforts of several society presidentsover the years, the CNRS is finallyfinancially stable with its publicationschedule on track.

Enumerating the society’s achievementsover the past three years of hispresidency, Gimblett mentioned theestablishment of the CNRS website, theincrease in the number and value of theprizes established by the AwardsCommittee, and the completion ofdigitizing the first fifteen volumes ofThe Northern Mariner/Le marin dunord and posting it to the website(allowing a gap of two years beforeissues were placed on the site toencourage membership.) Someambitious and delightful conferenceshad been undertaken with great success,including the 2006 Churchill conferencewhich was the society’s most expensivebut first truly northern conference site,and the current Quebec City conferenceduring the city’s 400th anniversary year,which is our first truly bilingualconference. Ongoing partnerships andcollaboration with other groups such asthe RCN and SNR had beenstrengthened and a new level ofcooperation with NASOH had beenreached with that society’s adoption ofThe Northern Mariner/Le marin dunord as their journal.

As he stepped down as President,Gimblett expressed some regret for thesociety’s seeming inability to attractyoung scholars. The lack of applicantsfor the Panting bursary for new scholarsover the past two years, as well as veryfew new young members was indicativeof the ongoing challenge facing the newPresident, Treasurer and councilmembers slated for this year. As he

thanked Council and the rest of thesociety for their immense support overthe years, Gimblett urged members tocontinue supporting the new Presidentof CNRS, Paul Adamthwaite.

4. Treasurer’s Report

The financial report was presented byR. Gimblett on behalf of WalterTedman, who would also be steppingdown this year. Members were giventhe balance sheet and income statementfor 2007 to review.

At the end of July, 2008, conferencereceipts indicated that the Quebecconference would likely break even.The NASOH/CNRS cooperation onpublication of TNM/LMN was provingvery successful, thanks to reducedproduction costs resulting from newprotocols and the efforts of the variouseditors. Regulatory filings had beencompleted and the end-of-July revenuefrom memberships and donations was$9,000.

A new treasurer, Errolyn Humphries,agreed to succeed Walter Tedman aspart of her voluntary servicerequirements. Kert and Gimblett hadmet with her earlier and thought shewould be an excellent addition to thesociety.

MOVED (Ruffman/ Glover) to acceptthe transition of Treasurer from Walterto Errolyn by October 1 (or November1, at the latest). AGREED.

Among the issues discussed was asuggestion by A. Ruffman that a spacebe included on the membership form toallow for bequests such as the MaritimeMuseum of the Atlantic and otherorganizations do. Fraser McKeementioned the $47 cost of NOACmembership with a $50 Keep theChange option. There was also anacknowledgement that the editorial


positions within the society were filledby volunteers and this type ofcontribution was not even recognizedby many universities. Fraser McKeemade the point that newsletters were“the glue holding the organizationtogether” and as such, were extremelyvaluable to the society. Andrew Cooksuggested that the society needs toquantify the opportunity costs of thisvolunteer work in order to determinethe real operating cost of the society.Gimblett reminded members that thislack of understanding of the real cost ofpublishing both the journal and thenewsletter was one of the shocks CNRSexperienced when taking over fromMUN and the reason why the first fewtreasurers were unable to reach asmooth accounting process. To BryanElson’s enquiry about the need forexternal audits, it was stated that theywere not really necessary due to CNRS’charitable status, but Maurice Smithsuggested a review every few yearsmight be a good idea.

Paul Adamthwaite’s proposal for a voteof thanks to NASOH for their physicaland financial help in distributing thejournal was accepted unanimously.

It was MOVED(Glover/F. McKee) toconvey the society’s thanks to WalterTedman for his exemplary service asTreasurer, playing a critically importantrole in setting the society on a rigorousfinancial path. AGREED.

5. Publications

a) Northern Mariner – PaulAdamthwaite reported on theprogress of the journal,indicating that thanks to RogerSarty’s efforts, the publicationshould be back on track byOctober 2008. Although slow,the peer reviewing backlog wasalso moving under control. Ofeven more importance was the

completion of the digitization ofall back issues of The NorthernMariner/Le marin du nord. Allarticles and reviews will beposted on the CNRS websiteexcept for the previous twoyears, to allow members to haveaccess to the latest issues as abenefit of membership. Nowthat each issue is prepared inPDF format, however, when itis time to post them, they caneasily be added to the web site.

The participation of NASOHmembers in the journal hasraised the numbers printed to550 which has contributed tolower per-unit costs and moreefficient production techniqueshave not only reducedproduction time but haveresulted in savings ofapprox imate ly 20% inproduction costs. Jim Pritchardalso congratulated the editors onthe improved quality of photosin the journal and suggested thata piece be placed in Argonautato call attention to the newsoftware and technicalimprovements in the journal.Andrew Cook remindedmembers that the acquisition ofnew technology for the journaland Argonauta should also berecognized as opportunity costsfor the purposes of costmanagement. Book revieweditor, Faye Kert, remindedmembers about the need formore reviews and suggestionsfor titles.

b) Argonauta – Maurice Smithreported that the newsletter putout 196 pages last year with theduties shared between BillSchleihauf who handled thelayout and PDFs and Maurice,who did the editing. He


reminded members that Bill didthe bulk of the work as co-editorand should be recognized for hisefforts. Richard Gimblettreiterated the importance ofhaving a newsletter for thesociety and, since BillSchleihauf was unable to attendthe meeting, suggested memberscontact him personally toconvey their appreciation.Maurice also remindedmembers that more content wasneeded for the newsletter and toexpect him or Bill to becontacting them. There was abrief discussion regardingtiming of issues of the journaland the newsletter, but now thatthey are prepared in twodifferent locations, i.e. Pictonand Kingston, and the changingregulations from Canada Post, itis probably more efficient tosend the two publications outseparately. Bill Glover recalleda 1996 meeting where the fateof Argonauta hung in thebalance and how important ithas proven to the membership.He reminded members ofFraser’s comments about thenewsletter being the “glue” ofthe society and how valuable itwas as a vehicle for the societyto get information out.

It was MOVED (Glover/C. McKee) thatthe editors of Argonauta and TheNorthern Mariner/Le marin du nordreceive the society’s thanks for theiroutstanding work during the past year.AGREED.

6. Committees

a) Matthews/Cartier/PantingAwards – Serge Durflinger[Editors’ Note: see the AwardsCommittee report elsewhere inthis issue]

Having announced the winnersof the various awards at thebanquet the night before, SergeDurflinger reported that thereseemed to be increasedawareness of the MatthewsAward among publishers thisyear with an unprecedented 19submissions to the awardscommittee. On the other hand,the Cartier prize for MAstudents failed to generate morethan a couple of nominations,possibly because fewer studentsare writing MA theses.Similarly, the Panting Bursaryfailed to attract any applicationsfor the second year in a row.Serge announced that thewinners of the first $1,000 cashaward for the Matthews prize,W.A.B. Douglas and RogerSarty, would be generouslydonated their prize back to thesociety, reflecting theircontinuing support for theCNRS. Gimblett mentionedthat this had been discussed byCouncil and it was felt that themoney should be used tosupport a specific project, suchas the ongoing digitization ofthe journal, rather than just goback into general funds.

Serge thanked the members ofthe committee and reiteratedhow complex the selectionprocess had been since severalmembers were nominated indifferent categories and had tobe replaced on the committee.The committee was set up toinclude people with a range ofinterests and their membershipwas reviewed by council fromtime since there was no setperiod of service. Members ofthe committee could dispose ofthe books that were consideredat their discretion, donatingthem to their university libraries


or to the Archives andCol lec t ions Socie ty asappropriate.

Recipients of the Panting andCartier awards receive oneyear’s free membership in thesociety. In the discussions thatfollowed, A. Ruffman suggestedhaving a donor endow a prize tokeep it self-sufficient. J.Pritchard mentioned that smallendowment funds like thatsometimes pose problems forthe treasurer and it might bebetter to leave Council free touse donations at their discretion.

b) Membership – Faye Kert

Faye Kert presented the 2008membership report indicating that theconference had generated six newmembers, an important addition to thesociety to balance those who hadcancelled memberships over the lastyear. Membership in the society hasremained relatively stable (or static)over the past few years, sitting at 245members plus 18 complimentary orreciprocal memberships, bothinstitutional and individual as of Aug. 1,2008.

No. of Individual members – 182 (8students) + 5 complimentary (21% non-Canadian)No. of Institutional - 63 + 13 comps(52% non-Canadian)

This is down from the February reportfollowing the elimination of 14members whose dues remainedoutstanding for 3 years or more.

The ensuing discussion about attractingnew members included a suggestionfrom A. Ruffman to offer those whohad fallen away back issues of thejournal for rejoining. Gimblettwondered whether the lack of university

courses specifically focused onmaritime history might be responsiblefor the difficulty in recruiting youngscholars. Bettina McCulloch, a newmember and ExO of the Navy LeagueCadet Corps in Ottawa offered to see ifthere was interest among her colleaguesand Gimblett agree to follow up.

c) Nomination Committee – Jim Pritchard

Before proposing the new slate ofofficers for election, Jim Pritchardannounced that a new Treasurer,Errolyn Humphries (DND - Ottawa)had agreed to replace Walter Tedman inthat position. Former member ofCouncil, Chris Madsen, who hadstepped down while on sabbatical,would be returning to council. Since theChair of the Nomination Committeewas usually the society’s Past President,Jim would be stepping down to bereplaced by Rich Gimblett at the end ofthe meeting. With no new nominationsfrom the floor, the chair expressed hispleasure in serving as chair and sadnessat leaving Council and moved on to theelection of new officers.

6. Election of OfficersThe complete list of CNRS officers for2009 was proposed:

President - Paul Adamthwaite1st Vice President - SergeDurflinger2nd Vice President - Roger SartyTreasurer – Errolyn HumphriesSecretary – Bill SchleihaufMembership Chair - Faye KertPast President: Richard HGimblett Honorary Councillor: W.A.B.Douglas Honorary Councillor: JamesPritchard Councillor: Chris Bell Councillor: Isabel Campbell Councillor: Christopher MadsenCouncillor: Maurice D. Smith


MOVED (F. McKee/M. Hadley) toaccept the slate of officers as proposed.AGREED

In accepting the President’s chair, PaulAdamthwaite offered Rich Gimblett his sincerethanks for his efforts on the society’s behalf.He also proposed as a first order of businessthat Jim Pritchard be named an HonoraryCouncil Member with voice but no vote, asWAB Douglas had been named. Memberswere asked for a consensus and there being noobjections, Pritchard was so named byunanimous consent. Adamthwaite thanked hiscolleagues on the CNRS Executive andintroduced himself to members. After an earlyacademic career as a mathematician in France,Adamthwaite had moved on to sailing and othermaritime pursuits, a marriage and partnershipwith his wife, Betty Ann Anderson, and thecreation and management of the Archives andCollections Society in Picton, Ontario. Inspeaking of his goals as President of CNRS, heproposed not only to maintain the prizeprograms and publications of the society butalso to improve them. He would also like toincrease the Francophone component within thesociety as well as encouraging students andyounger members to join the society. Finally,he would like to recapture lost institutionalmembers for CNRS and expand the overallmembership of the society.

7. Annual Meetings and Conferences

The new President expressed sincerethanks to R. Gimblett, S. Durflinger andtheir team for organizing the 2008conference which was a great success.

a) Victoria – Aug. 12-15, 2009 –Michael Hadley reported forBarry Gough on plans for nextyear’s conference. The proposedtheme is Pacific Navigationwhich will cover the Pacific,transpacific and other relevantactivities (e.g. passage making,accidents, etc.)

Conference chairs are Jan Drenta n d M i c h a e l H a d l e y

([email protected]). The proposedconference location is HMCSMalahat on the inner harbour.Arrangements are under way toinclude a visit to the NavalOfficer Training Centre.

b) Halifax – mid-June, 2010. Thisconference is scheduled tocoincide with the centennial ofthe RCN and will be held jointlywith Dalhousie University.

c) Alpena, MI – May, 2011.This conference will be held inconjunction with NASOH atAlpena on the shores of LakeHuron.

d) Picton, ON – May-June 2012.This conference will focus onthe bicentennial of the War of1812.

8. Other Business

a) LAC Shipping Registers – Thedestruction of old shippingregisters by Library andArchives Canada has beencalled to the attention of theExecutive Committee. Thisfollows on the heels of LAC’sdismantling of the CanadianBook Exchange after 35 yearsand fears for the loss of valuablehistorical data. Council hasagreed to follow up and try andensure the preservation ofshipping material.

b) Submission of Abstracts withconference paper proposals –A. Ruffman initiated a debateon the use of abstracts forCNRS conferences. Hesuggested that Argonauta or thejournal publish these abstractsas a means of promoting thesociety’s conferences and they


could eventually be put on theCNRS web site, as is done fors c i e n t i f i c c o n f e r e n c e s .Adamthwaite replied thatCouncil had discussed thematter and decided that theywould rather publish the papersthan abstracts. As chair of thisand other CNRS conferences, S.Dur f l i nge r s t a t ed tha tparticipants were not reallyasked for abstracts, just aparagraph or so of explanationso that the organizers coulddecide whether the paper wouldbe appropriate or not. Althoughthere might be some merit inthem, the practice amonghistorians was not to prepareabstracts for conferences.Abstracts were generallyconfined to published workswhen the article was publishedin French or a language otherthan English.

It was MOVED (Pritchard/Gimblett)that the meeting be adjourned justbefore noon to allow members to checkout of the hotel. AGREED.

2007 Keith Matthews AwardsCommittee Report

The committee to judge the best bookwas made up of the following members: IanYeates, Michael Hadley, and Serge Durflinger(Chair).

More than 30 publishers were invited tosubmit works for the 2007 Matthews Prize forbest book. The committee reviewed 19 books,more than in any recent year. Elevenpublishers were represented in the selection,though none from Canadian academic presses.The only academic work was submitted by apublisher in the Netherlands, the only non-Canadian entrant. Two other clearly academicbooks were published by Canadian commercialpresses. All the books were written in English.

A list of entrants is attached to this report. Themost common genres were seafarers’reminiscences followed by west coastexploration and settlement, while other entrantscovered such varied subjects as ship or ships’histories, the salmon fishery, the Great Lakes,naval biography, marine art, Newfoundland’smaritime culture, and other topics. While themajority of the entrants were popular accounts,some were very professionally crafted.

The committee remained flexible injudging publications of differing approachesand intentions. The primary motivation inselecting a winner was to choose the bookwhich made an important contribution toknowledge, exerted a strong impact in its field,encouraged maritime history in Canada or byCanadians, displayed literary merit, was likelyto stimulate public interest in maritime historyand publishing, had physical appeal, and was ofthe greatest overall use to nautical researchers.

It was the unanimous decision of thecommittee that the winner of the 2007 KeithMatthews Prize for best book be awarded toW.A.B. Douglas, Roger Sarty, Michael Whitby,et. al., A Blue Water Navy: The OfficialOperational History of the Royal CanadianNavy in the Second World War, 1943-1945,Volume II, Part 2, Vanwell Publishing.

The winner of the 2007 Keith MatthewsPrize for best book

W.A.B. Douglas, Roger Sarty, Michael Whitby,et. al., A Blue Water Navy: The OfficialOperational History of the Royal CanadianNavy in the Second World War, 1943-1945,Volume II, Part 2. Vanwell Publishing.

A collaborative effort by several ofCanada’s best naval historians, A Blue WaterNavy is a work of massive research onCanadian Second World War naval operationsand organization. In reflective, penetrating, anduncommonly informative text, supplemented bynumerous rare images of Canada’s naval war,the authors carefully detail, in addition to thenavy’s ongoing anti-submarine warfare role, themany other meaningful and wide-ranging


achievements of the RCN in the final years ofthe war. An organizational triumph, the wholeis skillfully interwoven into evolving strategic,institutional, and technological contexts. Theauthors engagingly recount a complex andimportant history of success and, occasionally,under-achievement. A Blue Water Navy hasimmediately become an indispensable,authoritative, and influential source for anyoneresearching Canada’s wartime naval history.

Honourable Mentions:

Barry Gough, Fortune’s a River: The Collisionof Empires in Northwest America (HarbourPublishing)

Fortune’s a River is a wonderfullywritten, impressively researched account of acomplex topic of major historiographicalimportance. Using the coveted Columbia Riverwatershed as the basis of his study, Goughrichly details early nineteenth-century USexpansionism in the Pacific Northwest anddeftly places the related hotly contestedinternational territorial rivalry in sweepinggeostrategic and commercial contexts. Inchallenging popular misconceptions of thefamed Lewis and Clark expeditions, Goughoffers compelling approaches to state formationand the origins of Anglo-American co-habitation in North America. Fortune’s a Riveris a quick-flowing, expertly interwoven collageof explorat ion, se t t lement , t rade,entrepreneurship, biography, and internationalrelations.

Dionisius A. Agius, Classic Ships of Islam:From Mesopotamia to the Indian Ocean (Brill– Netherlands)

Classic Ships of Islam is a work ofpenetrating scholarship linking the nature ofwatercraft construction and commercialundertakings in the Western Indian Ocean,including the Persian Gulf, Red Sea, and majorriver systems, from the 7th to the 16th centuriesto broader seaborne cultural exchanges andtechnological transfers. Employing a complexintegrated research approach borrowing fromiconography, archaeology, ethnology, andlinguistics, Agius provides a detailed

assessment of the building processes ofnumerous vessel types and the multitude ofcommunities of which they were a reflection.Impeccably researched and well illustrated,Classic Ships of Islam is also a superbproduction value.

Hilda Chaulk Murray, Of Boats On theCollar: How it was in One NewfoundlandFishing Community (Flanker Press)

Part history, part nostalgic recollection,Of Boats On the Collar reignites the fadingmemories of Newfoundland’s fishing and boat-building culture as it existed in generations pastin the remote outport community of Elliston.Murray’s highly detailed, lovingly rendered,and profusely illustrated work is a testimony tothe versatility, creativity, and courage of thelocal craftsmen and fishers who were so deeplyengaged with the sea. Of Boats On the Collaris about Elliston, community, family, cod, thesea, and a lost way of life. It is an importantcontribution to understanding Newfoundland’shistory and folklore.

A cash prize of $1,000 was provided toW.A.B. Douglas to be divided among theauthors of A Blue Water Navy and certificatessuitable for framing were sent to all thewinners.

The 2007 Keith Matthews Prize for bestarticle in The Northern Mariner

The committee to judge the best articlein The Northern Mariner was made up of thefollowing members: Ian Yeates, Roger Sarty,and Serge Durflinger (Chair).

It was the unanimous decision of thecommittee that the prize be awarded toChristopher Paul Magra for “Beyond theBanks: The Integrated Wooden Working Worldof Eighteenth-Century Massachusetts’ CodFisheries,” which appeared in Vol. XVII, No. 1,1-16.

“Beyond the Banks” is an importantcontribution to 18th century US labour,commercial, colonial, and maritime history,clearly demonstrating the manpower overlap


and seafaring connections in the fishing andfish-export trades. Christopher Paul Magratakes us behind the scenes of the late 18th

century working and hiring practices ofMassachusetts deep-sea fishers and exportmerchants to show that the same vessels, oftenwith the same crews, plied both ends of thishighly lucrative trade. It is a well-researched,highly detailed, convincingly argued piece.

A cash prize of $250 and a certificatesuitable for framing was sent to the author.

The 2007 Jacques Cartier MA Prize inNautical History

The committee was made up of thefollowing members: James Pritchard, IanYeates, and Serge Durflinger (Chair).Approximately 20 Canadian universities wereadvised of the Cartier Prize and requested todisseminate information about it through theirinternal communications channels.

Two submissions were received: 1) ErinWeir, “The Nazi Submarine Blockade: A NearVictory of Economic Warfare?" (University ofCalgary) and 2) Julie Redstone-Lewis, "TheCreation of the Women’s Royal CanadianNaval Service and its Role in Canadian NavalIntelligence and Communications, 1939-45"(Wilfrid Laurier University).

It was the unanimous decision of thecommittee that Erin Weir be awarded the 2007Jacques Cartier Prize.

The winner of the 2007 Jacques Cartier MAPrize

Erin Weir's "The Nazi SubmarineBlockade: A Near Victory of EconomicWarfare?" is an ambitious and fascinatingchallenge to the accepted views of theeffectiveness of the German submarinecampaign during the Second World War.Adopting an economic model of investigationrather than the more traditional battle-focussedanalysis, Weir argues that despite the enormous

volume of Allied tonnage sunk, Britishseaborne imports during the Second World Warremained more than adequate to sustain Britainand allow it to wage war – even taking intoaccount the resources devoted to combatting thesubmarine menace. Weir’s convincing use ofwartime economic indicators and statisticalanalysis strongly suggests that Germany nevercame close to winning the Battle of theAtlantic. It is a well-researched, highlyorganized, cogently argued, and thought-provoking thesis.

A cash prize of $500 and a certificatesuitable for framing was sent to the author.

I would like to thank Ian Yeates,Michael Hadley, Roger Sarty, James Pritchard,Faye Kert (who arranged for the certificates),Walter Tedman, and Richard Gimblett for theirvaluable assistance to this committee.

Serge Durflinger, Chair2007 Keith Matthews Award Committee July 2008

CNRS Keith Matthews Award 2007 – Book Entrants

Marq de Villiers, Witch in the Wind: TheStory of the Legendary Bluenose (ThomasAllen)

Anthony Dalton, Alone Against the Arctic(Heritage House)

Peter Vassilopoulos, John M. Horton:Mariner Artist (Heritage House)

Maura Hanrahan, The Alphabet Fleet (FlankerPress)

Hilda Chaulk Murray, Of Boats on the Collar(Flanker Press)

John Chipman, The Obsession: Tragedy in theNorth Atlantic (Viking Canada (Penguin))

Heather Harbord, Desolation Sound: AHistory (Harbour Publishing)


Barry Gough, Fortune’s A River: TheCollisions of Empires in Northwest America(Harbour Publishing)

Doreen Armitage, Tales from the Galley:Stories of the Working Waterfront (HarbourPublishing)

Tim Bowling, The Lost Coast: Salmon,Memory and the Death of Wild Culture(Nightwood Editions)

James Raffan, Emperor of the North: SirGeorge Simpson and the Remarkable Story oftheHudson’s Bay Company (HarperCollins)

Wayne Kelly, Capturing the French River(Dundurn Press)

Herb Pohl, The Lure of Faraway Places(Dundurn Press)

Tom Koppel, Ebb and Flow: Tides and Lifeon our Once and Futue Planet (DundurnPress)

James Goodwin, Our Gallant Doctor:Enigma and Tragedy – Surgeon LieutenantGeorge Hendry and HMCS Ottawa, 1942(Dundurn Press)

Don Bamford, Freshwater Heritage: AHistory of Sail on the Great Lakes, 1670-1918(Dundurn Press)

Adam Mayers, Beyond Endurance(McClelland and Stewart)

W.A.B. Douglas, et. al., Blue Water Navy(Vanwell)

Dionisius A. Agius, Classic Ships of Islamfrom Mesopotamia to the Indian Ocean (Brill(Netherlands)

Conferences and Symposia

Call for Papers/Appel de communication

Pacific Navigation/Navigation sur l’OceanPacifique

August 12-15, 2009 Victoria, BC

The Canadian Nautical ResearchSociety will host its annual conference for 2009in Victoria BC.

Papers topics may include exploration,trade, war, ships, individuals, indigenouspeoples, shipwrecks, marine disasters and anyother topic related to maritime activity in thePacific. Papers on such topics in othergeographic areas will be considered on theirmerits. Proposals should be directed to:

Dr. Michael Hadley802-630 Montreal StreetVictoria BC250 598 0072e-mail: [email protected]

and Robin Inglis4165 Doncaster WayVancouver, BC V6S 1W1604-816-4852e-mail: [email protected]

The conference will be held in thehistoric downtown section of Victoria.Activities will include guided visits to localsites relating to the conference themes.

An optional overnight group excursionby ship at the end of the conference to BarkleySound on Vancouver Island will also beoffered. Bursary available for studentspresenting a paper in English or French.

Administrative enquiries should be directed to:

Jan Drent1720 Rockland AvenueVictoria BC V8S 1W8250 598 1661Email: [email protected]

Eighteenth Annual World HistoryAssociation ConferenceSalem State College, Salem, Massachusetts25-28 June 2009


Theme: Merchants and Missionaries:Trade and Religion in World History

Call for Papers

Salem State College will host theEighteenth Annual World History AssociationConference in Salem, Massachusetts, June 25-28, 2009. The conference theme will be"Merchants and Missionaries: Trade andReligion in World History."

The conference begins with registrationand a reception on the afternoon of 25 June.Panel sessions and other conference-relatedactivities commence on the morning of 27 Juneand continue to midday 28 June. The localcommittee has included activities at localvenues of historical significance as well as pre-conference tours. At least one session will beheld at the Peabody Essex Museum, the USA'soldest and largest maritime museum. SalemState College is also making a social roomavailable where attendees can meet informally.

The local Conferences Committee,headed by Dane Morrison, has madearrangements for reasonably pricedaccommodations, at substantially reduced rates,at the Hawthorne Hotel (a charming hotel out ofanother era), and the Peabody Marriott (whichwill be ideal for those bringing their familiesand who want amenities such as a pool).Housing will also be available on the SalemState campus in its new student suites.Information regarding housing, registration, thekeynote speakers, and related issues will beginappear ing on the WHA webs i tewww.thewha.org in September 2009.

The World History Association (WHA)invites proposals from scholars and teachers forfull panels, single papers, and roundtables onacademic topics and pedagogical issues relatedto the conference's themes. Proposal forms willsoon be available at the WHA websitewww.thewha.org and should be filled out andsubmitted electronically.

PLEASE NOTE: When filling out theform, be sure to include ALL of the followingrequired information. 1) Each panel or

roundtable proposal must include a title and abrief (300 words or less) description of thetopic and, in the case of panels, a 100- to 200-word abstract of each paper. 2) Single paperproposals must also include an abstract. 3)Proposals should include the names and e-mailaddresses of all participants and a short CV foreach.

The Programme Committee will givepreference to proposals for full sessions androundtables and will schedule them in the mostadvantageous time slots. As warranted, theCommittee will fill out the programme byplacing individual papers into sessions of itsown devising. The Committee also reserves theright to add appropriate participants to panelshaving only two scheduled presentations.Papers and sessions that do not directly addressthe conference theme will be considered andmay be accepted as the programme allows.

Proposals are due by 15 January2009, to allow time for early notification andtravel planning. Notwithstanding acceptanceof a proposal, any presenter not registeredfor the conference by 1 May 2009 will bedropped from the programme.

Call for Papers

The 2009 Annual Conference of theNorth American Society for Oceanic

History, Steamship Historical Society ofAmerica and

National Maritime Historical Society

Hosted by the California Maritime Academy,CSU

Vallejo, California

“Ports, Forts and Sports: MaritimeEconomy, Defence and Recreation throughTime and across Space,” the 28th AnnualConference of the North American Society forOceanic History (NASOH) co-sponsored by theNational Maritime Historical Society andSteamship Historical Society of America, willbe hosted by the California Maritime Academyin Vallejo, California, May 14-17, 2009. TheConference Programme Committee invitesproposals for papers and sessions exploring all


fields of study related to saltwater or navigablefreshwater environments. Suggested areas ofresearch include, but are not restricted to,archeology and anthropology, arts and sciences,history, and/or museum exhibitions. Proposalsthat identify the unique characteristics andinfluence of maritime economy, defence andrecreation in the Pacific and other oceanregions are especially encouraged.

The Programme Committee welcomesthe submission of individual papers and fullsessions, preferring panels with three papersand a chair. Proposals should include a briefabstract of 500 words for each paper, plus aone-page abstract for proposed panels, and abrief bio of 200 words for each participant,including chairs. Graduate students are stronglyencouraged to submit proposals forpresentations. Accommodations for PowerPointpresentations will be provided; however, anyother requirements, including audio-visualequipment, special outlets, or accommodationsfor disabilities should be included in theproposal. Scholars interested in chairingsessions are welcome to send a brief bio to theProgramme Committee Co-chairs. Please notethat all participants must register for theconference. Specific questions may be directedto Programme Committee Co-Chair, BillThiesen at [email protected]. The deadlinefor submissions is December 1st, 2008. Forfurther information, visit NASOH’s web site atwww.nasoh.org and click on the “AnnualConference” button.

Send or email submissions to the twoProgramme Committee Co-Chairs listed below:Victor T. MastoneBoard of Underwater ArchaeologicalResourcesCommonwealth of Massachusetts251 Causeway Street, Suite 800 Boston, MA 02114 [email protected]

James M. AllanSaint Mary’s College of CaliforniaDepartment of Anthropology, PO Box 46131928 Saint Mary’s RoadMoraga, CA [email protected]


Robert Darlington and Fraser MckeeThree Princes Armed2008Available from the authors:R. A [email protected] Merida PlaceVictoria, BC V8N 5C9Fraser [email protected] 2104 Barclay Terrace1320 Islington AveEtobicoke, Ontario M9A 5C6

Richard H Gimblett & Richard O Mayne (eds)People, Policy and Programmes:Proceedings of the 7th Maritime Command(MARCOM) Historical Conference (2005)Ottawa: Canadian Naval Heritage Press, 2008

Recent Books by Members


Don MacGillivrayCaptain Alex Maclean - Jack London’s SeaWolfVancouver: UBC Press, 2008ISBN: 978-0-7748-1471-3www.ubcpress.ca

Walter Lewis & Rick NeilsonThe Many Lives of the KingstonToronto: Dundurn Press, 2008ISBN 13-9781550027938www.dundurn.com


Speakers and Contributors at the 2008 Quebec City ConferenceTop Row (l-r): Paul Adamthwaite, Pierre Camu, Alain Morgat, Ann Zuliani, Bryan Elson, Michael Hadley, RichardMayne, Jenny Wraight, Jim Pritchard, Christopher McKee

Middle Row (l-r): John Hattendorf, Alan Ruffman, Fraser McKee, Stephen Salmon, Vic Suthren, William Glover, CarlChristie, Chris Andreae, Jonathan Dull

Front Row (l-r): David Parsons, Bob Blakely, Richard Gimblett, Myriam Alamkan, Alec Douglas, Hugh Murphy

New and Past Presidents: Paul Adamthwaite (l) and outgoing CNRSPresident Rich Gimblett


The Gordon C. Shaw Study Centre

The full resources of the Museum are available forstudy or consultation in the Study Centre. Theseresources when combined with those of Queen’sUniversity and the Royal Military College makeKingston an ideal location in which to base research.

Marine Museum of the Great Lakes at Kingston www.marmuseum.ca

(follow the research links)

Visit HMCS Sackville – Canada’s Naval MemorialSummer months: Sackville Landing, next to

the Maritime Museum of theAtlantic (902-429-2132)

Winter months: berthed at HMC Dockyard –vis i to rs welcome, byappointment (winter phone:902-427-0550, ext. 2837)

e-mail: [email protected]://www.hmcssackville-cnmt.ns.ca

SUPPORT CANADA's MOSTFAMOUS WARSHIP

HMCS Haida, the last of the Tribal ClassDestroyers now located in her new homeport of Hamilton, Ontario. Tax receiptsissued for all donations over $25.

Friends of HMCS Haida 658 Catharine St. N.

Hamilton, ON L8L 4V7 www.hmcshaida.ca

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