Images of Old Hawaiʻi

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Captain Jacob Brown

Captain Jacob Brown was “a follower of the sea from his twentieth year”.

The whalers of New Bedford and the other Eastern Ports fished the Atlantic and Pacific Oceans.  They were hunting for whale products that were in high demand – whale oil was used for heating, lamps and in industrial machinery; whale bone was used in corsets, skirt hoops, umbrellas and buggy whips.

In the Pacific, rich whaling waters were discovered near Japan and soon hundreds of ships headed for the area.   The central location of the Hawaiian Islands between America and Japan brought many whaling ships to the Islands.

Whalers needed food and the islands supplied this need from its fertile lands.

William Rotch, the owner of several whaling vessels, was reportedly Nantucket’s greatest whaling merchant; he later moved to New Bedford. One of his ships was the Honqua (sometimes spelled Hoqua.)

Crew list records from the New Bedford ships’ registries show that Jacob Brown was First Mate on the Honqua on an Atlantic whale hunt from July 19, 1841 to June 29, 1843.

Then, on a September 1, 1843 to April 13, 1846 hunt into the Pacific, Brown was Captain.  He later captained another Honqua Atlantic whaling ground sail from 1846 to 1849.

It’s not clear if there were intervening sailings, but on a whale hunt in the North Pacific, Brown captained one of “seven sails of this fine fleet of 1851, the Honqua, the New Bedford, the Arabella, the America, the Armata, the Mary Mitchell, and the Henry Thompson, (that were) wrecked there, and left behind as monuments of the dangers which meet these hardy mariners in their adventurous calling.”

“The Honqua, in 1851, was totally wrecked on a sunken rock in that sea (near Cape Oliver (Sea of Ochotsk, Russia – near the Arctic Circle.”))

Brown and his wife Cordelia Hastings Brown were shipwrecked and spent four months in the Siberian snows before being rescued by a whaling ship.

All was not lost,  the rescuing Captain of the whaleship Canton, Captain James Allen Towners, purchased the salvaged  whale oil of the Honqua (1,100 bbls of oil saved, however sold at a heavily discounted price.)

From Siberia, Brown and family were eventually brought to Hawaiʻi, by way of China.

After making a trip to his home in New Bedford, Massachusetts, Captain Brown returned to Hawaiʻi a year later, his family joining him in Honolulu six years later, and remained to take a part in the development of the islands.

He retired from the sea in 1852 to assume a government position in Honolulu which placed him in charge of all government wharves and buoys at the port.

He was also captain of the towing tug “Pele.” The “Pele” was the first steam tug used in Hawaiʻi (screw tug with thirty-horse power,) called into service in 1854.

Its primary use was for towing vessels in and out of the harbor and replaced the use of men or animals to bring ships into the harbor against the prevailing northeast tradewinds.

“Prior to the launching of this vessel primitive power was used to bring the craft through the passage to an anchorage; a rope of great length was used, and it was a never-to-be-forgotten sight to see yokes of oxen, teams of horses and natives tugging at the rope. A time was consumed in making a start, but when once in motion, it was a steady walk-away.”

Richards Street was aligned as a straight path used by groups of men, and later oxen, to pull ships through the narrow channel into the harbor.

In 1856, the Pele was also used to tow barges about the harbor in connection with the Honolulu Harbor dredging operations. Pele served, with short interruptions, as the sole tug for shipping at Honolulu until after 1882.

Brown is later noted as registered owner or partner in several boats in Honolulu: Warwick, Jenny, Haunani, James Makee and CR Bishop.  These were typically used for inter-island movement of people and goods.

One of the partners was Thomas R Foster, an initial organizer of the Inter-Island Steam Navigation Company which was later incorporated on February 19, 1883.   (Brown, a friend of Foster’s, was one of the original promoters of the Inter-Island Steam Navigation Company.)  That company founded a subsidiary, Inter-Island Airways, that later changed its name to Hawaiian Airlines.

Born in 1815 to Jacob Brown and Ruth Morgan Brown, Captain Jacob Brown died on July 3, 1881 in Boston, Massachusetts, at the age of 66.  He and members of his family are buried at Oʻahu Cemetery.

He was survived by three children, Jacob F Brown (Civil Engineer and Manager of Hawaiian Abstract & Title,) Arthur M Brown (Attorney, High Sheriff in the Territory of Hawaiʻi (1898-1906,)) and Minnie H (Brown) Gilman; his oldest child, Sarah M Brown, born at sea, later died at the age of 22.

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Gledstanes

Mokupāpapa (literally, flat island) is the name given to Kure Atoll by officials of the Hawaiian Kingdom in the 19th century.  (Papahānaumokuākea) It is approximately 1,200-miles northwestward of Honolulu and 56-miles west of Midway Islands. The International Date Line lies approximately 100-miles to the west.

Kure Atoll is the most northwestern island in the Hawaiian chain and occupies a singular position at the “Darwin Point:” the northern extent of coral reef development, beyond which coral growth cannot keep pace with the rate of geological subsidence. Kure’s coral is still growing slightly faster than the island is subsiding.

“The Island in Lat. 28 degrees 23’ N and Long. 178 degrees 30’ W … is about three miles in circumference.  It is composed of broken coral and shells and is covered near the shore with low bushes.  In the season it abounds with sea birds and at times there is a considerable number of hair seals (monk seals.)”

“There is always an abundance of fish and in a great variety. The highest part of the island is not more than ten feet above the level of the sea.  The only fresh water is what drains through the sand after the heavy rains.  From the specimens of dead shells lying about the beach, there appears to be a great variety of shells.”  (Captain Brown, Hawaiian Gazette, September 21, 1886)

Kure Atoll was found in 1823 by Captain Benjamin Morrell, Jr. of the schooner Tartar, who claimed Kure to have an abundance of sea turtles and sea elephants. In 1827, the Russian ship Moller, under Captain Stanikowitch re-discovered the atoll; he named it “Cure Island” to honor a Russian navigator.  (cordell-org)  It is more generally known as ‘Kure’ today.

Hawai‘i’s whaling era began in 1819 when two New England ships became the first whaling ships to arrive in the Hawaiian Islands.   At that time, whale products were in high demand; whale oil was used for heating, lamps and in industrial machinery; whale bone was used in corsets, skirt hoops, umbrellas and buggy whips.

Rich whaling waters were discovered near Japan and soon hundreds of ships headed for the area.  The central location of the Hawaiian Islands between America and Japan brought many whaling ships to the Islands.  Whalers needed food and the islands supplied this need from its fertile lands.

One such ship, the British whaler Gledstanes, under the command of Captain JR Brown, was crossing these waters and just before midnight on June 9, 1837, the Gledstanes struck the reef on Kure Atoll (only one of the crew was lost, he having jumped overboard in a state of intoxication.)

The Captain and rest of the crew launched three ships’ boats and made landfall on ‘Ocean Island’ (now known as Green Island.)  The following day, crew returned to the vessel and, after cutting away the masts, were able to salvage some provisions. The next day the wreck broke apart in the heavy surf.  (Pacific Commercial Advertiser, January 29, 1838)

The crew established a makeshift camp on the island and passed their time picking up pieces of the wreckage that had been washed over the reef and into the lagoon with the intention of constructing a vessel from the salvage.

After assembling axes and adzes, necessary for building the craft, from whale spades and augers and chisels from lances, using the salvaged material, the keel of a 38-foot boat was laid two weeks after the loss of Gledstanes.

Within several months, the vessel was completed and determined to be seaworthy; it was named ‘Deliverance.’ Captain Brown and eight others set sail for the Main Hawaiian Islands, while the rest of the crew remained on the island.

While en route, Deliverance encountered the American ship Timoleon, who supplied them with much needed provisions. Deliverance arrived at Honolulu sometime in November, 1837, while the remaining crew on the island was rescued several months later.

Researchers discovered evidence of the Gledstanes wreckage in 2008.  The site consists of mainly large heavy artifacts scattered over a 200-foot section of the reef at depths ranging from 6 to 20-feet.

Artifacts include four large anchors, what appear to be two cannons, a try pot (a cauldron for rendering whale oil,) a pile of anchor chain, approximately 50-pig iron ballast bars and copper fasteners of various sizes.

Some of the artifacts are extremely eroded, suggesting that they are affected by scouring due to wave and current activities. The distribution of the site suggests that the vessel hit the fringing reef and broke up, leaving artifacts resting on the reef top and cuts in the reef.

Unlike all other islands and atolls in the Northwestern Hawaiian Islands, Kure Atoll is the only land area owned by the state of Hawaiʻi – all of the other Northwestern Islands are owned by the US government.

While I was at DLNR, we created Refuge rules that established “a marine refuge in the Northwestern Hawaiian Islands for the long-term conservation and protection of the unique coral reef ecosystems and the related marine resources and species, to ensure their conservation and natural character for present and future generations.“

This started a process where several others followed with similar protective measures.  The BLNR unanimously adopted the State’s Refuge rules, President George W Bush declared it a Marine National Monument and UNESCO designated it a World Heritage Site.

Papahānaumokuākea Marine National Monument is administered jointly by three co-trustees – the Department of Commerce, Department of the Interior and the State of Hawaiʻi – and is one of the largest marine conservation areas in the world, encompassing nearly 140,000-square miles of the Pacific Ocean.  (Lots of information and images here are from a summary on the Monument website.)

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Context

Sometimes, it is easy to overlook the context of events that took place in the past. We also sometimes judge them in today’s frame of reference. This stuff happened 200-years ago.

To set a foundation, we are reminded that in 1782 Kamehameha began a war of conquest, and, by 1795, he subdued all other chiefdoms, with the exception of Kauai. King Kamehameha I launched two invasion attempts on Kauai (1796 and 1804;) both failed.

In 1804, King Kamehameha I moved his capital from Lāhainā, Maui to Honolulu, O‘ahu.

In the face of the threat of a further invasion, in 1810, Kaumuali‘i decided to peacefully unite with Kamehameha and ceded Kauai and Ni‘ihau to Kamehameha and the Hawaiian Islands were unified under a single leader.

On May 8, 1819, King Kamehameha I died.

Following the death of Kamehameha I in 1819, his son, Liholiho (King Kamehameha II) declared an end to the kapu system. “An extraordinary event marked the period of Liholiho’s rule, in the breaking down of the ancient tabus, the doing away with the power of the kahunas to declare tabus and to offer sacrifices, and the abolition of the tabu which forbade eating with women (ʻai noa, or free eating.)” (Kamakau)

“The custom of the tabu upon free eating was kept up because in old days it was believed that the ruler who did not proclaim the tabu had not long to rule….”

“The tabu eating was a fixed law for chiefs and commoners, not because they would die by eating tabu things, but in order to keep a distinction between things permissible to all people and those dedicated to the gods”. (Kamakau)

Kekuaokalani, Liholiho’s cousin, opposed the abolition of the kapu system and assumed the responsibility of leading those who opposed its abolition.

Kekuaokalani (who was given Kūkaʻilimoku (the war god) before his death) demanded that Liholiho withdraw his edict on abolition of the kapu system. (If the kapu fell, the war god would lose its potency.) (Daws)

The two powerful cousins engaged at the battle of Kuamoʻo; Liholiho’s forces defeated Kekuaokalani.

In the discussion above, we reference traditional Hawaiian people, places and practices. What we tend to overlook is that these events happened 40-years after ‘Contact’ (1778) and took place with white and other foreigners living among the Hawaiians.

We shouldn’t overlook that Western ways were well underway, with aliʻi leading the changes. Let’s look.

At the time of Cook’s arrival (1778-1779,) the Hawaiian Islands were divided into four kingdoms: (1) the island of Hawaiʻi under the rule of Kalaniʻōpuʻu, who also had possession of the Hāna district of east Maui; (2) Maui (except the Hāna district,) Molokai, Lanai and Kahoʻolawe, ruled by Kahekili; (3) Oʻahu, under the rule of Kahahana; and at (4) Kauai and Niʻihau, Kamakahelei was ruler.

In 1790 (at the same time that George Washington was serving as the first US president,) the island of Hawaiʻi was under multiple rule; Kamehameha (ruler of Kohala, Kona and Hāmākua regions) successfully invaded Maui, Lanai and Molokai.

In fact, western arms and fighting techniques helped put Kamehameha into his leadership role.

Because of their knowledge of European warfare, John Young and Isaac Davis trained Kamehameha and his men in the use of muskets and cannons. In addition, both Young and Davis fought alongside Kamehameha in his many battles.

In addition to arms, Kamehameha also had Western boats, replacing the traditional canoes. The first Western-style vessel built in the Islands was the Beretane (1793.)

Through the aid of Captain George Vancouver’s mechanics, after launching, it was used in the naval combat with Kahekili’s war canoes off the Kohala coast. (Thrum)

Encouraged by the success of this new type of vessel, doubtless others were built between this period and the opening of the present century. One was a schooner called Tamana (named after Kamehameha’s favorite wife, Kaʻahumanu.) (Thrum, 1886)

Several small decked vessels were built. (Case) According to Cleveland’s account, Kamehameha possessed at that time twenty small vessels of from twenty to forty tons burden, some even copper-bottomed. (Alexander)

Trade in Hawaiian sandalwood began as early as the 1790s; by 1805 it had become an important export item. In 1811, an agreement between Boston ship captains and Kamehameha I established a monopoly on sandalwood exports, with Kamehameha receiving 25% of the profits.

As trade and shipping brought Hawaiʻi into contact with a wider world, it also enabled the acquisition of Western goods, including arms and ammunition.

Western clothes were catching on, as well. In 1809, Russian sailors noted that the Hawaiians had been bartering woolen cloth, blue and red thread and canvas in exchange for food stuffs from Kamehameha in exchange. They used the cloth to make malo and pāʻu. (Barratt)

In 1819, when Louis de Freycinet sailed in on the ship Uranie, Mde. Rose de Saulces de Freycinet, the captain’s wife, described Kalanimōkū (a High Chief who functioned similar to a Prime Minister) as “going on board dressed in loin cloth and a European shirt, more dirty than clean.” (Del Piano)

“It was not cloth as much as finished … clothing, however, that the Hawaiians valued. The aliʻi prized dress uniforms. Other Islanders took any sort of clothing. As time passed, Hawaiians built up larger wardrobes and no longer thought themselves well dressed if they were clad in one or two haole garments.”

“The higher a Hawaiian’s rank, the more likely it was that he or she would wear imported haole clothes on ceremonial occasions. Namahana, Kamāmalu and Kaʻahumanu, among other high-born women, had a number of volumimous velvet and satin dresses by the early-1820s.” (Barratt)

Western customs had also caught on.

When the Pioneer Company of Protestant missionaries first arrived at Kawaihae (March 30, 1820,) “Kalanimōkū was the first person of distinction that came. In dress and manner he appeared with the dignity of a man of culture.” Obviously familiar with western customs, the chief gallantly bowed and shook the hands of the ladies. (Del Piano)

In 1820, Hiram Bingham noted, “(Kalanimōkū’s) appearance was much more interesting than we expected. His dress was a neat dimity jacket, black silk vest, mankin pantaloons, white cotton stockings, and shoes, plaid cravat and a neat English hat. He sometimes however wears the native dress.” (Thaddeus Journal, April 1, 1820)

“Kalanimōku was distinguished from almost the whole nation, by being decently clad. His dress, put on for the occasion, consisted of a white dimity roundabout, a black silk vest, yellow Nankeen pants, shoes, and white cotton hose, plaid cravat, and fur hat.” (Hiram Bingham)

“We honored the king, but we loved the cultivated manhood of Kalanimōku. He was the only individual Hawaiian that appeared before us with a full civilized dress.” (Lucy Thurston)

By 1823, Queen Mother Keōpūolani (mother of Kamehameha II and III) began to accept many western ways. She wore western clothes, she introduced western furniture into her house and she took instruction in Christianity.

It’s interesting (at least to me) to consider the context of the actions in 1819 with the abolition of the kapu. When you look at it strictly from the Hawaiian people, places and practices, it’s one thing; however, when you look at what was also going on in the Islands at the same time, it puts a whole new perspective on it.

Captain Cook estimated the population at 400,000 in 1778. When Vancouver, who had been with Cook, returned in 1792, he was shocked at the evidences of depopulation, and when the missionaries arrived in 1820, the population did not exceed 150,000. (The Friend, December 1902)

The image shows Kamehameha I in Western wear in 1817; at the time, he was still enforcing the centuries-old kapu system. (Drawn by Choris)

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'King_Kamehameha_I_in_a_Red_Vest'_c._1820
‘King_Kamehameha_I_in_a_Red_Vest’_c._1820

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Blessings of the Bay

England sent over two colonizing expeditions to America in 1607. One went to Jamestown and became the first permanent colony. The other, known as the Popham Colony, settled in Maine on the lower Kennebec. After a rugged winter and the death of a leader, the Popham colonists went back to England. (Albion)

The Puritans who founded New England had come not to amass wealth by trade or by planting a fertile land, but to attempt a religious and civil experiment in government. On this barren shore along the coast they desired to worship in their own religious faith and be free from unsympathetic outsiders.

They hoped also to make their own laws without interference from the English Crown. The founding of this strong colony in a strategic military position formed a bulwark against the French and their Indian allies from the north, and against the threat from the Dutch in New York.

This strip of land, hemmed in by the foothills of the mountains, was bordered by the sea which, like a stern but friendly jailer, offered a means to enlarge the too scanty production of their land and promised tempting rewards to those who escaped the perils of storms, privateers and pirates and evaded the enforcement of intolerable navigation laws. (Gleason, Old Ships and Ship-building Days of Medford)

Shipbuilding in America dates back to 1607, when the Virginia was built at the mouth of the Kennebec River.  It was the Popham group which built the Virginia.

The colonists had come over in two small vessels. One of the well-connected captains was George Popham, nephew of the Lord Chief Justice; the other was Ralph Gilbert, a son of the late Humphrey Gilbert. They set to work at once in building a storehouse, fort, and other buildings, as well as the Virginia.

Investigations indicate the following possible dimensions: length over all, 51 feet 6 inches; length of keel, 38 feet 6 inches; maximum breadth inside the planking, 13 feet; depth for tonnage, 5 feet.

The Popham colonist were well aware of the vessel characteristics necessary for successful trading operations on the coast and rivers of New England. The Virginia apparently accompanied the discouraged colonists when they decided to return to England. (Albion)

Appreciating the advantages to be derived from the encouragement of shipbuilding in New England, managers of the Massachusetts Bay Company in London, in their first recorded letter, dated April 17, 1629, stated that six shipwrights had been sent to New England, of which Robert Moulton was the chief.

The first vessel built in Massachusetts Bay Colony was the bark Blessings of the Bay, 30 tons, owned by Governor Winthrop. She was launched into the Mystic River at Medford, July 4, 1631. (Old Scituate, Daughters of the American Revolution)

Governor Winthrop, in the year after his arrival, had built in Medford, opposite his estate at Ten Hills, the Blessing of the Bay (about the size of the Virginia and forerunner of much further building), a bark of thirty tons.  On August 9, 1631, the governor’s bark went to sea.

It cost one hundred and forty-five pounds. The owner said of it on May 16, 1636, “I will sell her for one hundred and sixty pounds.”

These vessels were employed in the coasting or fishing trade, and it was not until 1640 that vessels for the transatlantic trade were launched in the Colonies.

Shipbuilding, on an extended scale, was carried on during the Revolutionary War both by the Government and by private individuals.  The great abundance of oak growing near the Merrimac River made that a favored locality for shipbuilding, and as early as 1650 Newbury, Salisbury, and Haverhill were actively engaged in the work.

Click the following link to a general summary about the Blessings of the Bay:

https://imagesofoldhawaii.com/wp-content/uploads/Blessings-of-the-Bay.pdf

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The Call of the Sea

“It began in the swimming pool at Glen Ellen. Between swims it was our wont to come out and lie in the sand and let our skins breathe the warm air and soak in the sunshine. Roscoe was a yachtsman. I had followed the sea a bit. It was inevitable that we should talk about boats.”  (London)

In 1906, Jack London announced he was planning a trip on a boat – the Snark – he was to build and do blue-water sailing on a round-the-world cruise.  (The Snark was named after one of Lewis Carroll’s nonsense poems.)

“‘Honolulu first,’ said London yesterday. ‘After that we are not very definite. Everybody’s in good health, the bourgeoise tradesmen have finally freed us, the boat is staunch, the weather fine. What more a man wants I don’t know.’”

“‘Meet me in Paris,’ called Mrs. Jack London back through the megaphone as the boat disappeared. ‘Isn’t it glorious? Good-by, everybody!” [April 23, 1907]

“The remaining members of the crew of the Snark are: Captain Rosco Eames, under whose personal direction the Snark was built; Herbert Stoitz of Stanford University; Martin Johnson, cook, and Hideshisa Hochigi. Cabin boy.”

“Flying from her mainmast the red flag of Socialism, Jack London’s Snark, towed by a gasoline launch, passed through the Oakland estuary shortly after noon yesterday.”

“She had been freed from Federal surveillance and scores of the author’s friends thronged her deck as she lay at Franklin-street wharf to bid godspeed to him and his wife on their long cruise.”

“Cheer after cheer rent the air as the Snark moved down the channel and passed out into the bay, on her way to Bonita Cove, near Sausalito, where she will await the ebb tide this morning before sailing through the Golden Gate.”

“In the farewell levee on the deck leaders in Socialism hobnobbed with literary workers and a staid burgher friend or two mingled in the gathering with men of the professions. But for the most part the throng that gathered was made up of workingmen as negligee in attire as the author himself.”

“They all called him ‘Jack,’ and he seemed to know them all. They cheered when the two banners of red, the one bearing the initial S. for Snark and Socialism: the other, a black and white star, the London emblem,” were hauled by Captain Eames to the masthead.”

“There they will fly until the cruise is done, carrying the message of Socialism to the people of the seven seas.”  (PCA, April 30, 1907)

“The arrival of Mr. Jack London in the Snark is looked forward to with pleasant anticipation by certain society folk who will doubtless wine and dine him most hospitably.”

“After many rumored departures, he is said to have really sailed from San Francisco and may be expected here shortly, wind, weather and his navigating officer permitting.” (PCA, April 28, 1907)

“Folks flocked down to the waterfront to get a glimpse of the little craft which was designed to circumnavigate the globe.”

“A glimpse was all they got, for the Snark gave a line to Young Brothers’ tug Waterwitch and was towed to Pearl Harbor, where she dropped anchor off the Hobron place, and will probably remain there for the best part of the next two months.”

“Mr and Mrs London made up their respective and collective minds to spend at least two months in the waters of Pearl Lochs and to take their residence ashore in the TW Hobron cottage.  They yearn for the shore awhile and want to be quite.”

“‘We are here for work,’ said Mrs London when the Londons were visited by a representative of the Star shortly after their arrival here at 11:20 o’clock this morning [May 20, 1907]. Continuing Mrs. London stated that her husband intended to put in a lot of time writing and that they could not Image a quieter place than Pearl Lochs.”

“They will not go to Honolulu today. They do not want the distractions of the city, preferring, for the present at least, the peacefulness of the Hobron cottage, whither the typewriter has already been transferred from the cabin of the Snark and where

its click will be heard until late in July.”

London noted, “‘Pearl Harbor is a dream. The coming through the breakers into the placid water of the lagoon is a sight I shall never forget.  We shall remain here and work as quietly as may be.  I’m sick of the hotels and steamships.’”

“There are years of adventure and romance before the people of the Snark and the beginning has been auspicious. The Snark has proved herself to be everything that London claimed she would be.”

“‘We’ve come 2600 miles In twenty-seven days,’ said the captain, ‘and while not tired of the trip must say that land looks mighty good to me.  We went south in order to fall in with the dolphins and flying fish and latterly bore southwest for the wind as far as the nineteenth longitudinal.’”

“‘We loafed along the whole way, with more wind the first four days out than we had all the rest of the trip. The voyage was singularly devoid of Incident.  Three days out a ship was sighted, after which nothing was seen till Sunday, when we saw a steamer hull down.’

“The Snark is thirty tons gross and ten tons net; fifty-one feet in length, fifteen and five-tenths beam and seven and fieve-tenths in depth of hold.  Her foremast is much taller than the main and she carries a big bowsprit.  Her deck is flush and living apartments occupy the whole vessel from stem to stern.”

“The Snark, according to present plans, will leave here in about twenty days for Hilo. From Hilo the South Seas, Australasia and the Orient, and the rest of the world, will be checked off the Snark’s chart.” (Hawaiian Gazette, May 21, 1907)

Charmian London (Mrs Jack London) made a couple of books about the two years’ with her husband in the forty-five-foot ketch Snark into the South Seas, by way of the Hawaiian Islands.

The seafaring portion of her notes was published in 1915 as “The Log of the Snark.” The record of five months spent in the Paradise of the Pacific, Hawaii, she made into another book, “Our Hawaii,” issued in 1917. Jack London had previously passed through Honolulu in 1893.

The South Sea trip was meant to be just the beginning of the cruise. London dreamt of threading the Arabian Sea and traversing the Mediterranean and the Atlantic but ultimately it was the savage climate of the south Pacific that did for him.

After about 2-years of sailing, at Guadalcanal in the Solomon Islands London became afflicted by a skin disease which meant his hands swelled up and chunks of skin fell off. Without his hands he could not write and earn the money to fund the voyage and, after seeking medical advice, he was urged to abandon the trip.

It was a devastating decision for London, and he and Charmian were distraught, as Jack recalled: “In hospital when I broke the news to Charmian that I must go back to California the tears welled into her eyes.”

“For two days she was wrecked and broken by the knowledge that the happy, happy voyage was abandoned.”  Thus one of the most offbeat and pioneering cruises ended rather abruptly.  Once the voyage was called off, Snark was sailed to Sydney and sold there.  (Jefferson) 

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