Sailing, Shipping & Shipwrecks | Page 15

September 3, 2023 by Peter T Young Leave a Comment

Irwin Park

The Honolulu Waterfront Development Project, introduced by Governor Lucius E Pinkham and the Board of Harbor Commissioners in 1916, was declared to be the “most important project ever handled in Honolulu Harbor.”

The project began in 1916 with the construction of new docks; it continued in 1924 with the construction of Aloha Tower as a gateway landmark heralding ship arrivals.

On September 3, 1930, the Territory of Hawaiʻi entered into an agreement with Hélène Irwin Fagan and Honolulu Construction and Draying, Ltd. (HC&D), whereby HC&D sold some property to Fagan, who then donated it to the Territory with the stipulation that the property honor her father and that it be maintained as a “public park to beautify the entrance to Honolulu Harbor.”

The Territory of Hawai‘i agreed to accept the donation from Hélène Irwin Fagan. The deed restrictions and conditions stated that if any portion of the Property was ever abandoned as a public park, the Property would revert back to Fagan and “her heirs and assigns”.

On March 13, 1931, through Executive Order No. 472, the Territory set aside the Property as a public park and noted that the Territory owned the Property subject to the restrictions and conditions set forth in the deed from Fagan to the Territory.

The Honolulu Waterfront Development Project was completed in 1934 with the creation of a 2-acre oasis shaded by the canopies of monkeypod trees; Irwin Memorial Park is located mauka of the Aloha Tower Marketplace bounded by North Nimitz Highway, Fort Street, Bishop Street and Aloha Tower Drive.

In 1939, the Territory and Fagan entered into a Supplemental Agreement “to permit the parking of vehicles of whatsoever nature, whether with or without the payment of a fee or fees on that portion of (Irwin Park) now set aside for the parking of vehicles”. A later (1951,) agreement allowed for widening of Nimitz Highway. (Hawaii ICA)

In 1981, the Legislature enacted Hawai‘i Revised Statutes (HRS) Chapter 206J, which created Aloha Tower Development Corporation (ATDC) as an agency of the State, and which provides that “Irwin Memorial Park shall be retained as a public park subject to the reservations and conditions set forth in the deed”. In 1999, Irwin Park was placed on the Hawai‘i Register of Historic Places. (Hawaii ICA)

William G Irwin was born in England in 1843; he was the son of James and Mary Irwin. His father, a paymaster in the ordnance department of the British army, sailed with his family for California with a cargo of merchandise immediately after the discovery of gold in 1849. The family then came to Hawaiʻi.

Irwin attended Punahou School and as a young man was employed at different times by Aldrich, Walker & Co.; Lewers & Dickson; and Walker, Allen & Co.

In 1880, he and Claus Spreckels formed the firm WG Irwin & Co; for many years it was the leading sugar agency in the kingdom and the one originally used by the West Maui Sugar Association.

In 1884, the firm took over as agent for Olowalu Company. William G Irwin and Company acted as a sales agent for Olowalu’s sugar crop as previous agents had done. It also was purchasing agent for plantation equipment and supplies and represented Olowalu with the Hawaiian Board of Immigration to bring in immigrant laborers.

In 1885, Irwin and Spreckels opened the bank of Claus Spreckels & Co., later incorporated under the name of Bank of Honolulu, Ltd., that later merged with the Bank of Bishop & Co.

In 1886, Mr. Irwin married Mrs. Fannie Holladay. Their only child, Hélène Irwin, was married to industrialist Paul Fagan of San Francisco.

A close friend of King Kalākaua, Irwin was decorated by the King and was a member of the Privy Council of Hawaiʻi in 1887.

In 1896, the Legislature of the Republic of Hawaiʻi put Kapiʻolani Park and its management under the Honolulu Park Commission; William G Irwin was the first chair of the commission.

In 1901 he was made a Chevalier of the Legion of Honor by the French government in recognition of his services as Hawaiʻi’s representative to the Paris Exposition.

By 1909, William G Irwin and Company’s fortunes had declined and, reaching retirement age, Irwin reluctantly decided to close the business. In January 1910, the firm of William G. Irwin and Company merged with its former rival C. Brewer and Company.

Irwin moved to San Francisco in 1909 and served as president and chairman of the board of the Mercantile Trust Company, which eventually merged with Wells Fargo Bank.

In 1913, Mr. Irwin incorporated his estate in San Francisco under the name of the William G. Irwin Estate Co., which maintained large holdings in Hawaiian plantations. He had extensive business interests in California, as well as in Hawaiʻi, and was actively associated with the Mercantile National Bank of San Francisco in later years.

William G Irwin died in San Francisco, January 28, 1914.

Irwin had a CW Dickey-designed home makai of Kapiʻolani Park. In 1921, the Territorial Legislature authorized the issuance of bonds for the construction, on the former Irwin property, of a memorial dedicated to the men and women of Hawaiʻi who served in World War I. It’s where the Waikīkī Natatorium War Memorial now sits.

Aloha_Tower-Irwin_Park-PP-40-5-028-1932-Park noted

Fort St. and Irwin Park from Aloha Tower, Honolulu.PP-39-4-001-1937

Audience at fashion parade to select the best dressed lei seller in Honolulu-at Irwin_Park-PP-33-9-019-1936

Fort St. from Aloha Tower, Honolulu-before Irwin Park-PP-38-9-003-1928

Fort St. Irwin Park and Honolulu from Aloha Tower-PP-39-5-002-1940

Honolulu from Aloha Tower-over Irwin Park-PP-39-7-025-1953

Aloha_Tower-Irwin_Park-PP-40-4-020-1930

Aloha_Tower-Irwin_Park-PP-40-4-022-1930

Aloha Tower under construction-before Irwin Park-PP-38-9-011-1925

Oahu_Honolulu_IrwinMemorialPark_photo_byIanClagstone

Irwin-Park

Irwin-Park-(honoluluadvertiser)

Irwin_Park-(historichawaii)

August 22, 2023 by Peter T Young Leave a Comment

Kalonakikeke

“There has never been any agreement, as to the origin of this isolated island people, or the reasons why this type is only found scattered over all the solitary islands in the eastern part of the Pacific.” (Thor Heyerdahl)

Solomon Lehuanui Kalaniomaiheuila Peleioholani (also called Peleioholani the 4th or Lehuanui, or simply, Peleioholani) (1843-1916) was the son of Peleioholani (uncle to the Kings Kamehameha IV and Kamehameha V) and Piikeakaluaonalani (mother.)

His great grandfather was the high chief Keʻeaumoku (father of Kaʻahumanu,) one of the ablest supporters of Kamehameha I.

As a boy, Peleioholani was the protégé of Kamehameha IV and his Queen Emma and the companion of their son Prince Albert (“Ka Haku O Hawaiʻi, “The Lord of Hawaiʻi.”)

During the short life of the little Prince, Peleioholani was his playmate, and both were treated with utmost respect by all they met. During this time, Peleioholani lived at the residence of Kekūanāo’a (hānai father of Bernice Pauahi Bishop.) (Pacific Commercial Advertiser, January 22, 1902)

In 1874, he returned to Hawaiʻi and was a well-respected genealogist. For many, Peleioholani was considered an important Hawaiian antiquarian and the final word in Hawaiian genealogy, especially of the chiefs and royal families.

Peleioholani was a High Chief, and in many ways both the pinnacle and terminus of the old royal blood lines from Maui, Oʻahu, Hawaiʻi and Kauai.

His grandparents were among those who sided with Kamehameha I to achieve unity of the islands. His father was an uncle to the Kings Kamehameha IV and Kamehameha V and he was himself one of the highest ranking chiefs in the Hawaiian Islands. (kekoolani-org)

He also wrote of the Hawaiian history. One work, ‘The Ancient History of Hookumu-ka-lani Hookumu-ka-honua,’ was a commentary of the ancient Hawaiian cosmogonies (creation theories.)

One of Peleioholani’s theories in that book notes, “The ancestors of the Hawaiian race came not from the islands the South Pacific – for the immigrants from that direction were late arrivals there – but from the northern direction (welau lani,) that is, from the land of Kalonakikeke, now known as Alaska.”

“According to this tradition, a great flood that occurred during the reign of Kahiko-Luamea on the continent of Ka-Houpo-o-Kane, (“The Bosom of Kane”) and carried away a floating log of wood named Konikonihia.”

“On this log was a precious human cargo and it came to rest on the land of Kalonakikeke (“Alaska”).”

“On this log were the first man and woman who came to Kalonakikeke from the continent of Ka-Houpo-o-Kane, they were Kalonakiko-ke (“Mr Alaska”) and his wife Hoomoe-a-pule (“Woman of my dreams”).”

“They were said to both be high chiefs of the countries of Kanaka-Hikina (“Person of the east”) and Kanaka-Komohana (“Person of the west”) and were descended from the great great ancestor Huka-ohialaka.”

“Many generations later, Chief Nuu, travelled with his wife, Lilinoe, their three sons and their three wives in a canoe called Ka-Waa-Halau-Alii-O-Ka-Moku (“The royal canoe of the continent”), and it rested upon Mauna Kea (“White Mountain”), on the island of Hawaii. They were the first Hawaiians.”

“According to Hawaiian genealogies, Chief Nuu lived around 200 BCE. (This agrees closely with the genetic evidence showing the time of arrival of Polynesians in the Pacific)” (Peleioholani; Poepoe translation; UC Riverside)

August 16, 2023 by Peter T Young Leave a Comment

Heinrich Zimmermann

In 1768, when Captain James Cook set sail on the Endeavour on the first of three voyages to the South Seas, the trip was mainly to record the transit of Venus in Tahiti in 1769. (Wall Street Journal)

However, on this voyage Cook carried with him secret orders from the British Admiralty to seek ‘a Continent or Land of great extent’ and to take possession of that country ‘in the Name of the King of Great Britain’. (State Library, New South Wales)

Cook’s second Pacific voyage (1772-1775) aboard Resolution and Adventure aimed to establish whether there was an inhabited southern continent, and make astronomical observations.

Cook’s third and final voyage (1776-1779) of discovery was an attempt to locate a North-West Passage, an ice-free sea route which linked the Atlantic to the Pacific Ocean. Cook commanded Resolution while Charles Clerke commanded Discovery. (State Library, New South Wales)

Cook had other foreigners on his ships in these voyages. On his third voyage, one, a German, was Heinrich Zimmermann.

Johann Heinrich Zimmermann was born on December 25, 1741 in Wiesloch, just south of Heidelberg in the Palatinate. (King)

“Johann Heinrich Zimmermann and Anna Maria von Beyerthal” are registering the birth of the child “Johann Heinrich”. The child’s sponsor (susciptor) is recorded as “Johann Heinrich Walthi von Maisbach”. The date of birth is written as: “1741 d. 25 te Xbris”. (Captain Cook Society)

Leaving home in 1770, Zimmermann had a variety of jobs around Europe. He had trained as a “Guertler,” the profession of a worker in precious and non-precious metals who made ornaments, jewelry, cutlery including swords, metal tools and implements.

He spent time working at this in Geneva, Lyons and Paris before he arrived in London in 1776 where, after a short period of working in a sugar refinery, he joined the Discovery as an able seaman on March 12 of that year for James Cook’s third voyage to the Pacific. He became the ship’s coxswain (steersman) in July 1776. (King)

As a sailor in the third voyage (1776 to 1779), Zimmermann kept a journal that later became the basis for his account Reise um die Welt, which was translated into English and later published as Account of the Third Voyage of Captain Cook.

Zimmermann’s descriptions of Hawaii sparked an interest in the Sandwich Islands, but he also offered some of the first descriptions of West Coast Indians. (BCBookworld)

Of that journal Zimmermann noted, “I have long been endeavouring to decide whether I should be doing a wrong in making public the observations made by me during our voyage.”

“Then it occurred to me that it was the duty of the crew to give up their papers: that Great Britain, having been at great expense in fitting out and keeping up this exploring expedition, alone had the right to publish the observations of her navigators …”

“… that we had been paid for our services, and that we were therefore bound to yield up to England any notes which we might have kept during our voyage.”

“To all these scruples I have a few remarks to make, and I wish to set forth the reasons which have nevertheless moved me to write down my personal observations.”

“Is it likely that this incomplete record, which comes from the pen of a simple sailor, will ever be compared with the properly accredited narratives to be published in England? And can it prejudice them in any way?”

“Is it not more likely that it is I who will have cause to fear that my book will be unsaleable, will be ignored and neglected, because the world is awaiting the more complete, the more correct narratives written by those who were able to see more than I? Therefore I alone will suffer.” (Zimmermann)

The fame generated by the book led to Zimmermann being appointed in August 1781 by the Prince Elector of Bavaria, Karl Theodor, to the position of “Churfürstlicher Leibschiffmeister” (Master of the Prince Elector’s Ships), where he was responsible for the fleet of hunting and excursion boats on Lake Starnberg. (King)

After returning from that voyage, Zimmermann and George Dixon were recruited for a voyage to the North West Coast of America and round the world on the Imperial and Royal Ship Cobenzell.

The voyage was to be undertaken for Emperor Joseph II by the Imperial Asiatic Society of Trieste, otherwise known as the Triestine Society, a company set up and run by William Bolts for the purpose of carrying out this voyage.

On July 24, 1782, Dixon wrote to Zimmermann from Vienna. “Dear Harry, Yours I Rec‘d, and am glad you have Resolution, like the Honest Sailor which I allways have taken you for, and are willing to be doing sum thing both for your self and the Country.”

“By this time I expect you will be in Trieste, and have seen Mr Walker… As you may be a little mistaking in Regard to the Voyage and its Nature, Mr Walker can give you sum Information and the Remainder, I shall Acquent you with, when I see you which I expect to be shortly. I am, Dear Harry, Yours &ca, Geo. Dixon.”

While the Emperor was initially enthusiastic, the venture eventually proved impossible to realize. The opposition of Bolts’s Belgian financial partners in the Imperial Asiatic Company of Trieste and Antwerp was a principal cause of its not going ahead.

The Emperor also refused to provide financing for it apart from the expenses of his naturalists: in the autumn of 1782 it was abandoned. (King)

Zimmermann had apparently used the time he had spent at Trieste to learn navigation and qualify as a ship’s officer. Likewise, in his account of Cook’s last voyage he had mentioned the willingness of the natives of the North West Coast to engage in trade, consisting mainly on their part of the furs of “beaver” (by which he meant sea otter), sable and seal.

He wrote in his journal: “My plan supposes fitting out two ships of 400 or 500 tons in Europe (with 18 months‘ provisions), which would cost around 8,000 louis d’or, declared ready for sea and to go out on the following System as though going on discovery, making their way around Cape Horn to the Marquesas Islands, there to take on water and refresh the crew.”

“From there they would make their way directly to Owhyee [Hawaii] where the second would stay and stock with provisions and water. From thence to the North West Coast to seek refit on that coast. …”

“In returning engage in trade, the article concerned being sea otter pelts, from my being convinced that it is not idle talk, collecting at least 2,000 in a space of 6 months, as in Kamchatka each would be worth from 30 roubles and the same items can be sent to Okhotsk and from thence to Kiachta on the Chinese border, which is 1,400 miles by land …”

“… from whence the Chinese can gain a good profit by transporting them to Peking which is 700 miles further, and from thence to Japan, which is now inclined to welcome those who go with goods of value to Japan.” (King) That plan was not implemented.

Zimmermann was asked in 1789 to plan a Russian expedition to the Pacific. Although he submitted plans, Russia was then engaged in wars with the Ottoman Empire and with Sweden, and the expedition didn’t happen. It’s not clear if Zimmermann made it back into the Pacific; he did, however, sail to India in the 1780s.

In 1791-1792 he again took a ship, the Edward, to India for Edouard de Walckiers. The advent of war with revolutionary France put an end to the trade with India from the Austrian Netherlands, and Zimmermann returned to Munich. He retired to Starnberg in 1804 and died there on May 3, 1805. (King)

August 1, 2023 by Peter T Young Leave a Comment

Currents

Historically the world was thought of having 4 oceans the Pacific, Atlantic, Indian and Arctic. Today we have five oceans (adding the Southern (around Antarctica)) covering over 71 percent of the earth’s surface and over 97 percent of the earth’s water. (National Geographic)

The term ‘Seven Seas’ has referred to bodies of water along trade routes, regional bodies of water, or exotic and far-away bodies of water.

In Greek literature (which is where the phrase entered Western literature), the Seven Seas were the Aegean, Adriatic, Mediterranean, Black, Red and Caspian seas, with the Persian Gulf thrown in as a “sea.”

In Medieval European literature, the phrase referred to the North Sea, Baltic, Atlantic, Mediterranean, Black, Red and Arabian seas.

As trade picked up across the Atlantic, the concept of the Seven Seas changed again. Mariners then referred to the Seven Seas as the Arctic, the Atlantic, the Indian, the Pacific, the Mediterranean, the Caribbean and the Gulf of Mexico.

Not many people use this phrase today, but you could say that the modern Seven Seas include the Arctic, North Atlantic, South Atlantic, North Pacific, South Pacific, Indian and Southern Oceans. (NOAA)

Oceans have currents, the continuous, predictable, directional movement of seawater driven by gravity, wind and water density. Ocean water moves in two directions: horizontally and vertically. Horizontal movements are referred to as currents, while vertical changes are called upwellings or downwellings. (National Geographic)

Ocean currents exist both on and below the surface. Some currents are local to specific areas, while others are global. And they move a lot of water. The largest current in the world, the Antarctic Circumpolar Current, is estimated to be 100 times larger than all the water flowing in all the world’s rivers.

A characteristic surface speed is about 2 to 20 inches per second. Currents generally diminish in intensity with increasing depth.

Vertical movements exhibit much lower speeds, amounting to only a few meters per month. As seawater is nearly incompressible, vertical movements are associated with regions of convergence and divergence in the horizontal flow patterns. (Britannica)

All of this moving water helps more stationary species get the food and nutrients they need. Instead of going looking for food, these creatures wait for the currents to bring a fresh supply to them.

Currents also play a major role in reproduction. The currents spread larvae and other reproductive cells. Without currents many of the ocean’s ecosystems would collapse. (Ocean Blue Project)

Ocean surface currents tend to form ring-like circulation systems called gyres. A gyre is a circular ocean current formed by a combination of the prevailing winds, the rotation of the Earth, and landmasses.

Continents interfere with the movement of both surface winds and currents. Gyres form in both the northern and southern hemispheres.

Gyres in the Northern Hemisphere travel in clockwise directions while gyres in the Southern Hemisphere travel in counter-clockwise directions. It takes about 54 months for water to travel the circuit of the North Pacific gyre, while only 14 months in the North Atlantic gyre.

In the Northern Hemisphere near the equator, trade winds drive currents westward, forming a North Equatorial Current (NE), which moves at about 1 m/sec. At the western boundary of an ocean basin, the water turns and flows towards the North Pole, forming the western-ocean boundary currents.

Western boundary currents are very strong. Two examples are the Gulf Stream (GS) that runs in the Atlantic ocean basin and the Kuroshio Current in the Pacific ocean basin.

They are narrower, but deeper and swifter, than the other currents in the gyre. For example, speeds of 2 m/sec have been measured in the Gulf Stream. These currents, as deep as 1 km, generally remain in deeper water beyond the continental shelf. Western-ocean boundary currents carry warm water from the equator north.

The broad, gentle pitch of the continental shelf gives way to the relatively steep continental slope. The more gradual transition to the abyssal plain is a sediment-filled region called the continental rise. The continental shelf, slope, and rise are collectively called the continental margin. (Britannica)

Eventually, the western boundary currents fall under the influence of the westerly winds and begin flowing to the east, forming the North Atlantic Current (NA) and North Pacific Current (NP).

When they approach the eastern-ocean boundaries of continents, they turn and flow south, forming the eastern-ocean boundary currents. Eastern-ocean boundary currents are shallower and slower than western-ocean boundary currents.

Current flow over the continental shelves (the edge of a continent that lies under the ocean), close to shore, carrying colder waters from the north to the south. Two examples are the California Current (Cal) in the Pacific Ocean basin and the Canary Current (Can) in the Atlantic Ocean basin.

One major current, the equatorial Countercurrent (EC), appears to be an exception to the circulation pattern set up by the gyres. This countercurrent forms just north of the equator in the region between the north equatorial current and the south equatorial current and flows in the opposite direction. (Hawaii-edu)

June 30, 2023 by Peter T Young Leave a Comment

The Spray Will Come Back

Joshua Slocum was born on February 20, 1844, in Nova Scotia. He was the fifth of eleven children. His father was a hard disciplinarian and from his early teens, he made several attempts to run away to the sea.

At the age of fourteen he became cook on a local fishing schooner and soon afterwards he and a friend shipped out, bound for Dublin. From Dublin, he went to Liverpool becoming an ordinary seaman on the British merchant ship Tangier which was bound for China.

Joshua Slocum’s first command in 1869 was the barque Washington which he took across the Pacific from San Francisco to Australia and then onwards to Alaska. In 1871, while in Sidney, he married his first wife, an American named Virginia Walker. They went on to have four children, all born in different countries.

In remote Alaska, the Washington ended up dragging her anchor during a gale, ran ashore and was a total loss. However, Slocum managed to save the cargo and crew, bringing them back safely in the ship’s open boats.

The shipping company was impressed by this feat of leadership and seamanship and gave him command of the Constitution which he sailed to Honolulu and later Mexico.

After the Constitution he commanded the Benjamin Aymar in the South Seas. However, when the owner sold the vessel, he became stranded in the Philippines.

There he was given the 90 ton schooner, Pato. Reviving his fortunes, he crossed the North Pacific to British Columbia. During this period, Slocum fulfilled his wish to become a writer by becoming a temporary correspondent for the San Francisco Bee.

Crossing to Hawaii, he sold the Pato and bought the Amethyst which he sold in Hong Kong for an interest in the full-rigged ship Northern Light. This was his ‘best command’ and was considered the ‘finest American sailing vessel afloat’ at the time.

However after two years he sold his interest and bought the barque Aquidneck in which he sailed to Buenos Aires. While there his wife, Virginia, died at the age of 35.

The following year, 1886, he married his cousin Henrietta Elliott and the Aquidneck ran between Baltimore and South America. During this time he lived through a cholera epidemic, an outbreak of smallpox (which killed several of his crew), and later a mutiny in which he was forced to shoot two men.

A few months later, in 1887, his ship ran aground and broke up in Brazil, marooning him and his family and ruining his fortunes. Unwilling to return to the United States as a castaway and a pauper, he used native help and the wreckage of his ship to build a 35-foot, junk rigged, dory which he named “Liberdade”.

The next year, he, his wife and children sailed this small, homemade craft across 5,500 miles of open ocean to South Carolina. Slocum wrote his first book ‘Voyage of the Liberdade’ about the trip. In recognition for this feat the Liberdade was placed on view at the Smithsonian Institution. (Chesapeake Bay Lighthouse Project)

Then, he sailed alone …

At noon on April 24, 1895, Joshua Slocum cast off his dock lines in East Boston and set out to sail alone around the world in the 37’ sloop Spray.

“The first name on the ‘Spray’s’ visitors’ book in the home port was written by the one who always said, ‘The ‘Spray’ will come back.’”

“The ‘Spray’ was not quite satisfied till I sailed her around to her birthplace, Fairhaven, Massachusetts, farther along.” (Slocum)

“The ‘Spray’ … plunged into the Pacific Ocean at once, taking her first bath of it in the gathering storm. There was no turning back even had I wished to do so, for the land was now shut out by the darkness of night.”

“To cross the Pacific Ocean, even under the most favorable circumstances, brings you for many days close to nature, and you realize the vastness of the sea. Slowly but surely the mark of my little ship’s course on the track-chart reached out on the ocean and across it, while at her utmost speed she marked with her keel still slowly the sea that carried her.”

“On the forty-third day from land, – a long time to be at sea alone, – the sky being beautifully clear and the moon being “in distance” with the sun, I threw up my sextant for sights. I found from the result of three observations, after long wrestling with lunar tables, that her longitude by observation agreed within five miles of that by dead-reckoning.” (Slocum)

“Taking things by and large, as sailors say, I got on fairly well in the matter of provisions even on the long voyage across the Pacific. I found always some small stores to help the fare of luxuries; what I lacked of fresh meat was made up in fresh fish, at least while in the trade-winds …”

“… where flying-fish crossing on the wing at night would hit the sails and fall on deck, sometimes two or three of them, sometimes a dozen. Every morning except when the moon was large I got a bountiful supply by merely picking them up from the lee scuppers.” (Slocum)

“The Pacific is perhaps, upon the whole, no more boisterous than other oceans, though I feel quite safe in saying that it is not more pacific except in name. It is often wild enough in one part or another.”

“I once knew a writer who, after saying beautiful things about the sea, passed through a Pacific hurricane, and he became a changed man. But where, after all, would be the poetry of the sea were there no wild waves?”

“At last here was the ‘Spray’ in the midst of a sea of coral. The sea itself might be called smooth indeed, but coral rocks are always rough, sharp, and dangerous. I trusted now to the mercies of the Maker of all reefs, keeping a good lookout at the same time for perils on every hand.” (Slocum)

More than once during his 38-month circumnavigation, Slocum was reported as having gone missing. There were times when it was presumed he had been lost.

But when Slocum finally sailed into Newport, Rhode Island, at 1 am on June 27, 1898, he proved all the doubters wrong. Slocum and his Spray had sailed into history. (New Bedford Whaling Museum)

At the age of 51, Captain Joshua Slocum became the first man to sail around the world alone. His 46,000-mile voyage in the 36-foot sloop ‘Spray’ was only part of a life of adventure, exploration and ingenuity, making him one of the world’s most famous sailors. (South Bay Sail)