"The following Autobiography was given me some years ago by the late Captain James Murdoch, one of the last of the owner-masters of the days of the square rigged sailing coasters. Although Scottish by birth, for many years he lived in the port of Poole; a stronghold of the sailing coasters, particularly in the late Georgian and early Victorian days of the Newfoundland Trade. Incidentally on her last trip to Poole, soon after the end of the 19 I 4--18 War, knowing that it was her last voyage, Captain Murdoch sailed her right up through the twisting Main Channel of the Harbour, up to Poole Quay and berthed her there, without either tug or engine; a common enough feat before the days of steam, but a rare event for a square rigger in the twentieth century". -ALFRED F. BURT

I went to sea in the year 1890 along with my father, John Murdoch, Master and Owner of the Brig Mayfield of Liverpool, 186 tons registered 3 10 tons deadweight. She was built at Hylton in Sunderland to the order of Captain Rae of Liverpool and for twenty years she traded in the Southern Trade, going to Mediterranean Ports principally, but one voyage she went to Newport,- Mon., and loaded for Pernambuco. From there she took in ballast and went to lnquique and loaded nitrate for Liverpool. After this voyage my father bought her and I joined him in Liverpool River as a ' First Voyager'. We had on board a cargo of salt for Galway in the West of Ireland; three days out from Liverpool we had a very heavy gale and I was very sick and felt very queer at times. We traded wherever we could get a good freight.

My life on the Mayfield was very happy. Being young I was always on a keen lookout for Eight Bells and always ready to turn in. One voyage stands out very clearly in my mind. We loaded a cargo of salt at Runcorn for Reykjavik in Iceland, we towed down to the Sloyne near New Ferry. There were three Schooners also bound to Reykjavik-the Guiding Star, 22° tons deadweight; the Maggie Lou, 24° tons, and the Sunbeam 23° tons. We lay two days at the Sloyne making everything ready for the voyage. We had a spare fore topmast of pitch pine lashed on the Port side, and a spare main topmast on the Starboard side. We were well found in sails and gear. Robert Stitt of Palnackie was Mate; a hard case that everyone of us was heartily scared of. The four ships tripped their anchors together and going down the Mersey we were the last ship, the others being faster in fine weather; when it came dark the Guiding Star was leading, next came the Sunbeam, Maggie Lou, and the Mayfield was last. Next day we were going through the Highlands, and could see our competitors about 8 miles ahead; the wind was fair but light at times which did not suit the Mayfield.

When we got abreast of the Butt of the Lewis the weather began to look threatening, but we could lay two points above our course before dark; it was blowing a whole gale and the Mayfield had overtaken all the others and was making a more weatherly course. We were now down to lower topsails and standing jib. It screeched and blew for three days and three nights and with the sea so heavy it was anything but comfortable; no damage was done, the ship was making her course and doing about 3 knots. We could not see any of the other company keepers and many were the guesses made.

Some said they were ahead, Robert Stitt the Mate said they are either astern of us or below us, meaning that he thought the gale was too much for them. The weather now was fine and we were running with all canvas set. The ninth day out we were opposite Reykjavik when we backed the main yard and put the Union Jack up for a Pilot. We had not been stopped 15 minutes before we saw a small boat coming to us. This was the Pilot for Reykjavik. My father said whenever he was alongside-'Any English Schooners arrive Pilot?'. He said' No English Schooners here Captain, You are the first.' This put the Captain in good spirits and a glass of rum was served out to every man except me- I was considered too young! The Pilot had his son in the boat with him and he took his son's share also which I thought was rather hard; on the other hand it rather consoled me as I felt' Well I am not the only one going short!' We ran into Reykjavik and the next morning commenced discharging into boats carrying 3 tons.
Each man got a glass of rum; this was customary, with the exception of myself and the Pilot's son.

After discharging we had to ballast the ship with one hundred tons of stones. Four days after we arrived the Maggie Lou tame in with all her bulwarks gone. The Sunbeam, nearly a wreck came in seven days later. The Guiding Star was lost altogether, but the crew saved. We won because the schooners hove to during the gale. We sailed on and with the leeway the Mayfield just made her course. She sailed 252 miles whilst the others were drifting.

I sailed in the Mayfield as Boy, O.S., A.B., and then Mate. At the age of twenty I took charge of the Isabella of Liverpool a schooner of 15° tons deadweight, and sailed her successfully for one year.

I now come to an important part of my life. 1896 I got married at Poole to Jessie K. B. Wilkins, daughter of Captain Wilkins. Sailing from Poole this voyage for Antwerp I took my wife with me and she sailed with me many voyages. One voyage we left Poole for Rouen with a cargo of clay. When we left Poole the weather did not look well. Mr Stone was the Pilot; and the wind was E.S.E. Mr Stone remarked he did not like the look of it. We reached right over to the French side and fetched Ouistreham, the wind flew from E.S.E. to N.E. and blew a gale; we were on a lee shore and I was anxious whether she would weather Cape Barfleur.

We carried a heavy press of canvas; we weathered the Cape about 1 mile and then tried the pump. After an hours pumping we found 3 feet of water in her hold and the water was gradually gaining on us, and the ship getting deeper in the water. One big sea came on board and smashed our small boats to atoms; things were now looking black with a sinking ship and no boat to launch in case of her foundering. At daylight in the morning we could see the land at St Albans Head, the ship was now getting very deep in the water and the wind was moderating all the time. We weathered the Shambles Light vessel, and now made up our minds to try and get her into Portland Roads, but the tide was taking us too fast to leeward so I told them to hoist the flag for a tug. The Albert Victor came alongside and asked us what we wanted. I told him I wanted to get into Portland Roads or Weymouth preferred so he agreed to tow us into Weymouth for twenty pounds. We gave him our tow rope and he towed us into Weymouth. The Mayfield was towed back to Poole by the Alert. Captain Trew was master; she was discharged and repaired by William Allen, being hove down at Hamworthy -a very rare occurrence. He made a good job of it and I had a tight ship for many years 'til we sold her to Captain Waters at Rochester.

I then bought the three-masted Schooner Red Rose of Fleetwood, 340 tons deadweight. She was built at Glasson Dock. She was a fast vessel having made the voyage from Newfoundland to Oporto in 9 days with 300 tons of codfish. Whilst I had her we left the Tyne for Plymouth, wind strong N.E., Sutton Pool was our place of discharge; whilst going out we saw the steamer Eleanor of Swansea leaving, also bound to Sutton Pool. We arrived sixteen hours before the Eleanor. First twenty-four hours out we made the Kentish Knock, and the next twenty-four out we made Plymouth Sound; sailed in the Eastern entrance. Captain Cundery came and took us in tow and towed us into the Pool. Many watches she logged 44 miles, this was considered good work in a deep-loaded Coaster. Going round the Newarp; we had a nice dinner in the Galley, plum pudding, Roast Beef and potatoes; we never had this dinner, she shipped a sea and took pots and pans and pudding overboard and the poor Irish Cook nearly with it; he came aft and told me the sad news. I remember one incident with that same cook. He burnt his pudding cloth and not going to be beaten he boiled the duff in one of his stockings; when he brought it down to the Cabin it looked like a man's leg with raisins in it. Never mind, it was eaten, every scrap of it.

The trade I was in with the Red Rose mostly, we loaded coals at Hebburn­on- Tyne for Exeter then Teignmouth and then Antwerp with clay and back to the Tyne with a cargo. The Gas Company at Exeter bought a small steamer and we lost the contract.
One voyage I was taken ill at Exeter with flu. Captain Rickard took charge of the Red Rose and I went into business with Mr Holland of Newcastle. We bought a tug called the Lady Morgan, the business was not a success, we sold the tug and I was very glad to go back to sea again. Mr Wilson asked me to take charge of the Brigantine Heligoland. She was a very light draft ship, carried 300 tons on 9 feet of water, she was steel. The War had now started and the submarines were sinking our ships.

We left Shields for Barfleur, little Joe Bell the Broker fixed us 18 shillings. a ton. We had a fine passage; after we got round Dungeness we kept close to the land on account of submarines. My wife was very anxious. I saw a man in a small boat, I asked him if he would post a card to my wife for me. He said' Yes' . He came alongside, I gave him the card and r s. for his trouble. That night when abreast of Beachy Head, my watch below, I heard firing. The Mate came down and said' Someone is firing at us across our bows'. I told him to heave the ship too. A Man of War's man came on board, we were arrested, and took us into Newhaven Roads or Seaford Roads. I was taken ashore before the shore Captain. I asked him the meaning of it. He said ' You have been acting suspiciously by sending cards ashore'. I told him what was on the card. He said' Someone has been supplying the German submarines with oil, and if it is you, you and your crew will all be shot at dawn'. I said' We should deserve it if we did such a thing'. They came on board, took off the hatches and saw the coal. One man said 'What is under the coal'. 'The ship's bottom you fool' the Mate said; they were not satisfied. They dug til they got to the bottom, and finding nothing allowed us to resume our voyage. We had been detained two days. This was very annoying with a fair wind blowing away. Vole arrived at Barfleur, took in ballast for Dieppe, there we loaded a cargo of boulders for St Peters on Tyne.
The lights were now all out on the East Coast, the only light to be seen was the Smithic.

The West Country ships all deserted it and there were very few sailing ships trading, some of them got a tug and towed, the Mimie Somers and one or two ships belonging to Mr Arthur Tate towed both ways; regarding the Whitstable ships, all the Captains, with the exception of a few, left their ships and went Piloting. I made up my mind to stick at my job. I had 22 shares of the Utopia-Brig. I went in her and did a few voyages. I then made up my mind to go in for a ship of my own. I came to Fowey with the Utopia, Mr Slade, my friend, advised me to buy the Brigantine Raymond from the Joiners at Whitstable, Mr Slade said he would rig her out for me as a Barquentine and right well did he do his work and made a splendid job of it. He made all her yards and rigging new, had all the sails repaired and did everything that was required, put a new motor winch on her deck.

I chartered the ship for Rouen. John Petersen was Mate, Wilfred Milson was cook. We were not loaded and the ship was laying in the Pill. There was a great deal of work still to be done before the ship was ready for sea; sails had to be bent, hatches battened down and everything made secure. I had a scratch crew. I wanted one good man more as some of Raymond sails were very heavy to handle. She had a very big togalensail and square foresail, and her anchors were also heavy, and an old fashioned windlass. We now mustered 6 hands all told. I must have another man from somewhere. I now wanted to get to sea. I was telegraphing Plymouth, Newcastle, London and Poole. I was going up the street in Fowey when I fell in with a Swedish sailor who had sailed with me in the Red Rose. I said' Charlie, I want you to run away from that Russian vessel and come with me in the Raymond'. At first he said ' No'. I said ' You had better come and have some beer'. I also gave him five shillings. I talked to him and he said' I will come with 'you'. I made arrangements with the Mate of the three-masted Schooner Traveller to go to the Russian vessel at midnight and bring him on board the Raymond. He was as good as his word and brought Charlie on board.

The next morning he was up aloft bending the main topmast staysail. I spied a policeman coming towards the Raymond. I ran to the Galley, 'Cook, take the linoleum up and put that new sailor down the lazarette and pull the new linoleum over him'. We just got this done, when a big fat policeman, got alongside with the boat. 'Good morning Captain Murdoch', he said. I answered 'Good morning to you, what do you want here?' 'There has been a sailor stolen from that big schooner up the harbour.' I said to him, 'What has that to do with me?' He said, 'I am told he is on board the Raymond'. I said' Oh no, we have our com­plement of men'. He came on board and asked' Can I have a look round?' 'Oh yes why not-he is not here.' He asked me if I would un batten the hatches. I said 'No, but I will get you a hammer to un batten them for yourself'. He went down the hold and searched amongst the china clay. He came up as white as a miller. I laughed and asked him if he had found him. His words were 'Have I Hell!' He went into the boat in a very' bad temper. It was now afternoon. Charlie had to have his food down the Lazarette. ' You can't come up', I said, 'I am certain they will be back.'

In about 2 hours time I saw a boat coming with the Superintendent of Police, the policeman, and Mr Fox, the Alien Officer. The boat came along­side and the Superintendent read me out the Warrant, and I consented, after it was read, to let them come on board, and they commenced to search. The Mate, John Peterson, was sitting down the cabin with his feet on the trap door of the Lazarette. I told him 'Don't move unless you are forced to'. They searched for 3 hours without success, Mr Fox, said to the Superintendent, 'Don't you think it's strange the Mate has never shifted his seat?' They asked him to shift and had the linoleum up, and Berry the policeman sang out' I have found him'. The policeman came up and dragged poor Charlie after him, then came over to me, slapped me on the back, and said' Murdoch, I have beaten you'. I answered' It looks like it'.

Charlie lay down on the deck and said they would have to take him by force. I said to the policeman, 'I will speak to him'. I advised him to go quietly, I will think of a way out of this trouble. They took him ashore and locked him up. I sat down in the Cabin and asked myself the question Was I going to be beaten by an ordinary Policeman?
My next move then was to get a message delivered to my sailor. I had friends in Fowey. I arranged for Charlie to say if they would let him out of prison and go on board and work and let bygones be bygones. He was to work for two days and then I would come for him again with my boat; he worked two days and I went at midnight, got my sailor, made arrange­ments with the Captain of the Gallant and towed to sea 3 a.m. in the morning; blowing a gale of wind S.W. raining hard, just the morning for the job; the tug gave us a toot with his whistle and a cheer as well.

We went to Havre in 24 hours, there we got the tug and towed to Rouen. We then fixed with Messrs Duparc for Sunderland; we got a decent freight. Mr Sewell, a Newcastle gentleman, managed the English Schooners. He was a very fine man and was very highly respected by all of us trading to Rouen. We got loaded with Silver Sand, the weather was not good, the wind was Easterly. We went to sea and reached over to the English land and fetched into Dungeness Roads, blowing very hard E.N.E. There was a gateway at Folkstone that we had to have a leading wind to go through, as it was too narrow to beat a vessel through and there were no tugs available. Whilst laying at Dungeness we saw a big steamer blown up and the sea was strewn with wreckage. The Germans were doing their best to put the sailors' wind up.
One morning we got a change of wind, it came N.W. We got through the downs, but only got as far as the North Foreland when the wind shifted to N.E. again dead against us.

There was nothing for it but to whack her at it and carry as much sail as possible and watch every advantage of the wind. The third night from Dungeness we were standing in towards the Crossand Light vessel. The wind now had gone to the E.N.E. and she would head N. by E. on the Starboard Tack. I said to the Mate 'We will give her the to'galensail when we get round the Lightship'. He said 'I think she has to' galensails enough on her'. Up comes one of our des­troyers and hails us. 'Where are you bound?' 'Sunderland' we sang out. He says' You have to go back to the Downs, the German Fleet is out'. , I am bound to Sunderland', I said, 'and might as well go on to Sunderland as go back to Deal' He sang out' If you don't go back I will fire at you'. I sang out' Fire away'. Then he started firing across our bows and made us go back to Deal. Next morning we were preparing to anchor. They came and said ' You can't anchor here you must go to Spithead, the German Fleet is out'. I asked the trawler if the German Fleet had done much damage. He said' That was only a rumour'. I had been sent back 25° miles on a rumour!

This was very annoying as we had a hard beat to get North but there was no help for it. When coming into the Isle of Wight a trawler came to us and told me I had to anchor at St Helens Roads. I said' This is impossible as our paraffin was all gone, and provisions'. He said' I will go and signal and see if you can go into Ryde Roads'. He came back and said 'you have permission to go into Ryde Roads and get your needs supplied at Ryde'. We stayed at Ryde four days.

When the wind came from the westward 7 a.m. in the morning, we got underway, 9 p.m. we were going into the Downs, there was an Air Raid on. I was just looking for a berth when the lookout sang out' A Schooner right under your bow with no light up'. I put the Helm hard a starboard as the Raymond would always come to quicker than she would keep away, but it was too late, we crashed into a schooner which turned out to be the Countess of Derby of Jersey, with slates in. We pulled up the boom jib and got clear of her; we had not much damage. Two of our Mizzen Cham plates were gone but she was making no water, and the Raymond would work without a Mizzen. Deal boatmen came alongside and brought the Captain of the Countess of Derby alongside. He said to me 'You ran into us last night'. I said ' We ran into someone, what are you going to do?' 'What have I to do?' I said ' You are Captain of your own ship you must do what you like, I am going on my passage North as quickly as possible'. We got underway and ran N. going round the Crossand. A German Air Ship tried to drop bombs on us but they all dropped far short. The wind kept S.W. and we arrived at Sunderland without further incident 16 days from Rouen.

I got on the telephone to Mr Joe Bell and he said he could fix me for Cherbourge to load from Blyth. I accepted and we towed to Blyth and got a good turn loading. Two of my sailors left and I had to get two more. I got two young men, one had done a voyage in a big ship, the other one had not been to sea before. I had no Mate. I relied on Wilfred Milsom to give me an hour or two sleep in the middle of the day, but was glad when we got to Yarmouth Roads. We anchored there one morning and left the next. The mate called me at 6 a.m. and said 'the wind is N.West'. I asked 'Has any of the steamers gone through the Stamford Channel yet?'. He said' No'. ' Well', I said, 'I am not going to be the first.' 7 a.m. one small steamer, the Rose, got underway and was blown up and everyone on board was killed in the Stamford Channel; the Germans came over in the night and laid the mines. After this the traffic was all stopped till the Trawlers cleared the Channel of mines, they got up 12.

11 a.m. we got underway and sailed to the Downs where we had to let go for the night, Admiralty orders. The next morning the wind was N.E. and we got underway and we shaped our course for Cape Barfleur, 2 p.m. we were going past Barfleur. There was a small steamer inside of us called the City of Ghent and the Raymond was qtr mile to the North of her. A small German submarine came up between us. He commenced firing at the City of Ghent. She stopped and the crew took to their boat. The Captain of the submarine asked Captain Payne, 'What is the name of that Barquentine ?' Captain Payne said' the Raymond, she is bound to Cherbourg same as us'. ' Well', he said, 'I will sink the Raymond after I have despatched you.' He placed two bombs aboard of the City of Ghent and she blew up with a terrible explosion. It shook the Raymond but this was our salvation. The Destroyers came out of Cherbourg, 3 of them, and' Jerry' dived. We were now approaching the breakwater, and got in alright. The first one I saw when I got in was Harry Payne, the Captain of the City of Ghent.

We now took in ballast for Fowey, although I got a letter from a friend saying that I had better keep clear for a time, as it was rumoured I was to be prosecuted for pinching the sailor. I wrote to him that I was coming to Fowey and I dare say I would get off with paying; another big factor, the freights were better at Fowey. I wired Messrs Hanan and Samuel to fix me for Rouen again, so we sailed and got into Fowey first ship of a fleet. I went in 3 a.m. in the morning. Peter Jacobs was the Pilot. Him and I were good friends as we had often met when he was Master of John Slade. , Well Captain, I am sorry to tell you that I hear you are going to get a job under Government.' 'That's good Peter', I made out I did not understand him, as Government jobs were cushey ones. 'I am afraid, old man, you will have to go to jail about that sailor you stole from the Russian. Is he on board?' 'Yes,' I said, 'that's him coiling up the rope on the after hatch'. Whilst we were talking Mr Fox the Alien Officer came on board. 'Come down', I said. We opened a bottle and Mr Fox said' You took away that man then after all'. I said' Yes, he is on board now'. Mr Fox said' You must not do these things'. I said, , Mr Fox necessity knows no law'. He then told me the authorities had written the Home Secretary to get me prosecuted on my return.

The reply was this:

'Owing to the trouble these sailing ships have in getting a crew these times I do not think it would serve any wise purpose in prosecuting James Murdoch, the Master of the Raymond.'

I dressed and went ashore and the first one I met was the big Policeman. He said 'We are going to prosecute you Murdoch'. 'Fire away my friend' I said. Needless to say no action was taken against me. We loaded at the jetties again for Rouen and arrived there in quick time. The Germans were sinking our schooners and steamers, every day some names were added to the list of the victims.

Wages were going up and our ships were being sunk at our very doors. The Germans sank the Dependence at the Manacles and said 'Where are your destroyers? Don't tell me Britannia rules the waves. Get in your boat', he told Captain Hooper and his crew. Then the Ocean Swell was sunk-Captain Deacon-and the Macbayne-Barquentine-Captain Bey­mon, and the Martha Edmonds, three-masted schooners all belonging to Mr Stephens at Fowey.
About this time some of the Schooners made long voyages and the good freights were no good to them as by the time the cargo was out the freight was eaten up with expenses, insurance was very high. This voyage we loaded at Fowey, there was a schooner called the Cremyll a fast vessel loading for Rouen also. She had two guns on board, twelve pounders. Captain Charrington belonged to the Old School of Seamen, once he gave his word it was as good as a signed stamped document. I met him and he said 'I will keep company with you as I am armed and you are not'. I thanked him and we agreed to sail together. The gallant tug, Captain Toms, towed us out and came back and towed the Cremyll out. Captain Charrington overtook the Raymond very quickly and passed us. He then took in the big topsail and the two ships sailed along side by side.

We wanted to be up at the Bill of Portland by Dark, and cross over to the French shore in the dark. We arrived at the Bill of Portland and took our departure, but the win a. fell light and the next morning at daylight found us 25 miles off Barfleur, calm now and very little wind, the Cremyll was close to us. I could hear John Charrington arguing the point with the Mate. The Mate wanted to leave us, but Captain Charrington said' I won't leave the Raymond if it takes a month to get across. I am one of those men who don't break their word, Mr'. I could hear this quite plain as the weather was very still. We got a little more wind and could see Cape Barfleur 8 miles away. It was my watch below when I heard a loud report, one of the lads rushed down below and said' There is a submarine firing at us, and he has made a big hole in our main topmast staysail '. I came on deck. The Cremyll was getting ready for the attack. His Gunner was at his gun, he was on our Port side, Captain Charrington said to his Gunner' Michael, take careful aim' and the first shot he struck the submarine and killed one of the Gunners and did damage to the submarine so she could not dive.

Two Destroyers came out of Cherbourg and collared the submarine and took her into Cherbourg, a Prisoner of War. The Destroyers came and asked us if we were all right, and finding both ships undamaged we sailed to Havre. Captain Charrington and myself went to the Authorities and reported the incident. Captain Charrington was rewarded for his bravery by the English Admiralty, but for the Cremyll keeping company with us and Captain Charrington's goodness, the Raymond would have been sunk.
The submarines were getting very bold. The Utopia was loaded with 300 tons of scrap iron from London to Rouen. Half way across the

Channel a German submarine came alongside. The Commander asked Captain Petersen 'Where are you bound to?' 'Rouen.' He yelled 'What is your cargo?' 'Scrap iron' Petersen answered. 'Yes' said the Commander of the submarine, 'to make bullets to kill us," get in your boat. We are going to sink you.' They sank her by shell fire. Captain Petersen stood up in his boat and cried bitterly as he watched his little vessel sink on a fine day with all canvas set. The Gazelle Ketch was sunk by the same submarine. Both crews kept company, and were picked up by a trawler and towed to Dover and landed there.

Fig. 1. The Brigantine Raymond.

The Ada Brigantine was bound for Sunderland, passed the Shambles Lightvessel, a German Submarine came up and sank her. After they sank the ship they fired at the boat and made a hole in it. One man stuffed his hat in the hole and with constant bailing they kept the boat afloat and managed to reach Weymouth. The Brigantine Brenda, Captain Albert Moore, was sunk off Beachey Head in broad daylight. Captain Moore landed at Newhaven. The Jane Williamson was sunk off Pen de en and after sinking the ship, they turned the guns on the boat, killing my friend Captain Robert Kearon and two sailors in the boat. The Frau Mina Petersen, 3-mast Schooner, Captain May, bound to Harburg with slates, was taken a prize and the crew taken prisoners. Captain May managed to escape and get home. Things were getting very lively in the Coasting trade. We were sailing at night without any side lights and going round corners like the Longships, you had to keep your eyes and your ears open. Bound from Swansea to Cherbourg in the Raymond with anthracite coal we had orders to call at Falmouth for orders which track to take to France. We towed out of Swan sea, wind N.N.W. fresh. We got down as far as Godrevey Lighthouse when the wind came on to blow hard about W.S.W. We were carrying a good press of sail. Our boat was in the Davits with provisions and ships papers in her as we were always expecting to be sunk. We could not expect to get clear away any more than any of our neighbours, towards dark, ship was labouring heavily, we lowered the boat down on deck; a big sea broke on board and took oars and provisions overboard. We weathered the Longships next morning and went into Falmouth.

We left Falmouth for Cherbourg. 13 ships, Barquentines, Schooners, Ketches, and we were given a convoy, a big trawler, Captain Ridley was the Master and right well he did his work. He would steam round us all night long and come and speak sometimes. It brought me in mind of a great big dog looking after a lot of children.
We got about 60 miles off Cherbourg when it fell a flat calm. Captain Ridley came and said to me 'I think I had better take you in tow'. I answered 'A good idea'. 'You being the biggest ship I will take you next the trawler'. He towed us all into Cherbourg.
Captain came on board and I gave him all the English money I had on board £5, the Jane Slade also gave £5. I admired Captain Ridley, the way he handled these 13 ships and never broke a rope yarn. I afterwards learnt he had been brought up in the Shields Tugs, and the Shields men are second to none at this class of work.

Whilst we were in Cherbourg there were crews being landed there every day. A big four-masted sailing ship was becalmed off Cherbourg bound to Havre. She had come all the way from Portland Oregon with flour, that night she was sunk by a submarine, crew landed at Barfleur. A big Clan Liner, Captain McEwen, belonging to Dumfries, she had 9000 tons of flour in from Portland Oregon, was sunk just outside of the Breakwater; the Captain sent Clan Line a telegram' Caught again'. It was just six months since he got his last ship sunk, but everyone was in good spirits and there was plenty of dancing, music and roller skating; these were lively times in Cherbourg.

Whilst we were there we heard the news about the Lusitania being sunk off the Irish Coast and everyone was staggered at the news. We took in ballast at Cherbourg, and went to Shields to load coals for Quimper. Nothing out of the common happened on this voyage. By now all the sailing ships had deserted the East Coast of England, except Captain Goodwin of the Aneroid and the Raymond. It was often said by some of the, Feather bed' sailors' The Raymond will go to Newcastle once too often', but the Raymond is afloat still and looks well.
This voyage we loaded a cargo of gas coals for Quimper. Mr Joseph Bell fixed us; we had a decent run down the East Coast but we were stopped again by the Admiralty. I took the boat ashore and went to Mr Jennings, the seaside Butcher, and the shop was full of people, Mr Jennings said 'Before the War I had a shop full of meat and no people, Now I have a shop full of people and no meat. The sailors dealt with me before the War so the sailors must get served first.' And he stuck to his rule. Any Skipper that went to Mr Jennings was never sent away empty handed. He was good to the Coasters.

After detaining us four days we had orders from the Admiralty that we could proceed. We got underway with a nice N.E. wind and had a nice run to the Eddystone. A destroyer ordered us into Fowey where we were detained 4 days. We got permission to sail and we arrived at Quimper all well 12 days; we got to our discharging berth and commenced discharging into carts. Food was none too plentiful at Quimper, and the Bretons were
feeling the pinch of the blockade, but no one doubted the ultimate issue of
the War. Jerry was bound to be beaten. I met one French Skipper there. He had lost two sons at the front. He said to me 'You English, Captain, all say you will not ship any Germans after the War. I will get as many as possible aboard of my ship, promise them good wages but, says he, "they will never draw their wages, they will be missing, the first chance".'
Whilst at Quimper we heard of the Tyne Pilot Cutter being sunk and 19 Pilots being drowned. We had a young man on board from Shields, he knew some of the victims. After our coals were out we took in ballast for Fowey.

We left Benedote in the morning, although the Pilot told us that there had been some firing heard off Pen march Point. We had to make tack or two before we squared away from the Tanets. There were several vessels about. One very fine vessel passed us quickly, she was painted white. The Master had his wife on board; she had gone past us about! mile when we heard bangs, submarines again; they put 8 shots into this lovely schooner and she sank. The crew pulled ashore to a small village called Anderne. The submarine then dived and came up alongside the Raymond. The Commander, a young man, asked 'Where are you bound to?' 'Fowey' I answered. 'Well, get into the boat you English B. . . 's, we are going to sink you.' I said' I am not English'. 'What Country man are you?' I said' Scots'. He said 'That's a damned sight worse'. He went a short distance away and commenced firing at us; the first shot he fired at us went through our square foresail. Wilfred Milsom held up both his hands and said' My dear God Almighty'. I said 'Wilfie that's the first time I have heard you mention God's name since you have been in this ship'. He answered' Now is the time we want him Captain, no use to call him if you don't need him'. The submarine fired again and the next shot he put right into the forecastle through the ship's side. Some of the pieces of shell came on deck, and as I thought we were going to be sunk I gave the order 'Lower away the boat' and we got into her. I put the wheel hard down and made up my mind to bid goodbye to my ship.

He fired another shot at the ship and when he struck her she reeled over, as being light and only 80 tons of ballast in, had not much hold of the water. We now found we had no thowles in the boat and had to scull her. At this time a shot came from the sea and nearly struck the submarine, as some of the spray went over the Officers in the Conning Tower. She dived and we sculled alongside of the Raymond again and went aboard and found she was making about eight inches of water per hour.

We made up our minds to put into Brest and get our damage repaired. We ran into the harbour and I stuck her on the Sandy Beach inside of the Breakwater where she dried at low water. Meantime our crew had collected all the pieces of shell which had burst on our decks and took them ashore and sold them and they got more drink than was good for them. However, I could not say very much. I went up the town at Brest and bought two pairs of blankets and nailed them over the holes that the submarine had made in our bow; I then got a carpenter and bought some planks and big spike nails and we nailed the planks to the bow, caulked the seams and pitched them to make the ship watertight. When all was finished we got the ship afloat to our anchor inside the breakwater, there to await orders from the English Consul to sail.

The Submarine warfare was at its height now; 53 ships a week were being sunk by the Germans. Morning after morning I went to the Consul to ask permission to sail. His answer invariably was' It's too hot for you yet, too many submarines about'. After being at Brest 3 weeks, one morning I got permission to sail. There was a cafe on the quay that I used to meet some English Captains in, and they always had an English paper. I said to Madame, 'I am leaving today'. She said' I hope you will pay your Bill before you go'. 'My Bill', I said, 'I owe you no bill'. 'Well,' the Madame said, 'The Cook has had a bottle of Rum for the Captain every day and said you were loud in your praises of the brand'. I said' Madame I haven't had a glass of rum since I have been in Brest'. I went down to the boat and gave the cook a good shaking. I paid 180 francs for rum he had whilst we were in Brest.

We sailed from Brest and arrived at Fowey without accident. We got our ballast out and took the ship to Mr Slade's yard to get it repaired; by the War Insurance. I went home and told Mr Slade to repair her as if she were his own ship and he did a good job on her. The submarine warfare was going on hard as ever. I took it on myself to write to Lord Charles Beresford to see if he would give us a gun to defend ourselves in case of attack. I had a letter to say his idea was to arm all ships with one gun on each quarter, but we sailed again for Rouen. The three-masted Schooner Marie was sunk whilst we were on passage to Havre, also the Schooner Agnes Cairns, Captain Penalligan. We anchored in Havre Roads to await a tug to take us up to Rouen. Close to us was a Norwegian Barque, about 1800 tons, she had a cargo of nitrate in from Caleta Buena, West Coast of South America. When daylight came she was sunk. Her Royal yards were just showing above the water; they were getting very bold.

We towed up to Rouen and whilst there this time they commenced air raids. We were lying alongside of a small island, the raids generally started about midnight, we got. a warning from the Town when all was clear by a siren blowing. Some of the crew went into a dug-out whilst the raids were in progress, but they were miserable damp holes dug out of an old quarry. I only heard of one servant girl losing her life in the raids. One night the Petroleum works caught fire and two German Prisoners were caught in the act. They were promptly put up against the wall and shot.

This voyage we had to load a cargo for London as there was nothing for the North of England. We loaded and sailed and got to London all right, there we took in 300 tons of Burnt Ore for Newcastle Bede Metal Works. Coming down the Thames we now had to come down the Black Deeps. This was nearly the Raymond's last voyage. We had to keep close to the land on account of the submarines. We were about 1 mile off Whitby Bar falling very fast the wind was W.S.W. very light but a big swell coming in from N.E. The gale struck us at E.N.E. I knew it was either Hartlepool or the Rocks so close was she in that we had to go to leeward of the Red Car Rocks Buoy. The sea was the worst I had ever seen. I put the Mate to the wheel and directed him to steer by my signals. I was up on the Fore yard to pick up the Bouys. She went into the Old Harbour like a steamer. The Harbour Master came on board and congratulated me in getting in. He said' if any of your gear had been carried away you were all lost '. I asked him' Where is the Heugh Lighthouse?' He said' There was a raid here 3 days ago and they blew the Lighthouse down'.

I then went to Middlesborough to see a friend, Mr Robinson, and made the agreement to go to the Tyne when it moderated. We lay two days in' the Old Harbour and then towed to Hebburn. We got underway, wind northerly, bound for Landerneau. Sunday morning we arrived at Brest, where we got the tug for Landerneau.

We took in ballast and came across to Fowey to load for Newcastle. While in Fowey the Government put two splendid guns on board, two twelve pounders, also 5 tons of ammunition, they would carry 8 miles. They were securely bolted to the deck and could be easily swung overboard. One of my Gunners Alexander Tait, belonged to Shetland. He was a splendid shot. When we left Fowey it was a fine day. I said to him 'We must try our new guns Alex then we will be ready for Mr Submarine'. We had a gunner in each watch; we threw a barrel overboard and Alex smashed it the first shot. Everything went well till we were up to the Outer Dowsing, the wind was light from the North West, we were heading to the N.N.E. It was very still and you could hear speaking in German. I got Alexander Tait on deck and said' There is a German handy, I can hear them talking'. It cleared a little and there she was laying mines. I gave Alex the order' Fire'. He struck her on the quarter; she dropped the mine laying and went away full speed to the North East. When it cleared I pulled up the signals to one of our Destroyers. 'I have something important to communicate.' I told him' There was a Mine Layer gone away to the North East two hours ago'. The Commander thanked me and went away to the North East full speed.

Whilst we were passing Whitby a Coble was fishing and he told me two big steamers had been torpedoed about an hour ago. A German submarine had been laying mines at the entrance to Sunderland and she struck one of her own mines and was blown to smithereens; they picked up the Commander and took him prisoner. We arrived at Newcastle all right. I was sent for by the Admiralty and they thanked me for giving the information, saying' Our Destroyer sank that German Mine Layer that same day'.

There used to be a big fleet of Coasting sailing vessels out of Guernsey. The last one, the Sidney belonging to Mr Bird, has gone. Good hard sailors were made aboard of these little vessels. In my day I have seen as many as 100 Schooners, Brigs, Barquentines and three-masted Schooners when there was a spell of Westerly winds. One of my voyages to Newcastle during the Great War stands out very clearly. We were off Cromer, the
Bar. was down to 29 with a light Southerly wind. The wind came away howling about North East. There was a big three-masted Schooner in Company called the Lambert belonging to Mr Tait of Newcastle. She had iron ore in and was fully loaded; a very bad cargo in bad weather. The weather came on so bad I made up my mind to run back to the Crossand Light Vessel and heave her to. The Lambert followed us; it was now snowing and howling. We made the Crossland before dark; the Lambert was with us and hove to with her head to E.S.E. We lay all night. The next night we saw a vessel in difficulties with her main mast gone; it came a terrific squall and when the squall cleared away the Lambert had disappeared. We suffered no damage to speak of. When I arrived at the Tyne, Joe Bell, the Broker, said' Have you seen anything of the Lambert?'. I said ' Yes, she will never be seen again Joe'. He told Mr Tait, who said, 'If the Raymond could come through the Lambert can come through'. Needless to say the Lambert was never seen again.

It was getting more difficult to navigate a sailing vessel all the time, what with Admiralty instructions; they used to come and tell us to let go our anchor at night time; we were told at dark to go and bung up. We used to start clearing up some of our sails and make out we were going to anchor, then when they were out of sight sheet home again and carryon. I had to go on the carpet for this at Newcastle. We were bound North and I had orders to go to the Humber, there to await fresh orders. The wind was S.S.West and too good to miss so we carried on. When we were at Filey Buoy we heard a lot of firing; we afterwards learnt two steamers were sunk. When I arrived I was sent to go before the Commander. He said 'You had orders to go to the Humber and you never went near, what have you to say for yourself?' I said 'The wind was shy Sir'. 'Was it not you that was shy?' I had to admit that was the case. He was a gentleman and did not make much fuss and I went on my way rejoicing. We had two gunners on board now and five tons of ammunition so we were prepared to show fight. A gunner on each watch and the sinkings were getting less and so were the freights.

We loaded house coals at Blyth for Caen for Mr Laine, a very fine gentleman who treated us well on our arrival. In fact he treated me like one of the family. Our track was now given to us. We had to keep within 1 mile of the shore all the way to the Humber then we had to go inside the Race Bank and then out to Cromer on a South East by East course. We never burned any side lights and there were many wrecks which had no lighted buoys on them. We had to take our chance, but the Raymond was always a lucky ship. When we got to Yarmouth Roads we always waited till the Channel was swept by the Minesweepers before we could make a start. We had now to go up the Black Deeps and down the Edinburgh Channel round the Margate Sand Buoy and thence into the Downs.

When we got to the Downs the other Coasters that were there told me they had been stopped a fortnight there. I made up my mind to go on board of the Guardship and see the Captain to ask him if he would allow me to proceed. 9 a.m. next morning. I went alongside and asked to see the Captain. I was taken to his Cabin, and found him to be a perfect gentleman. I told him the Merchant was very short of coals at Caen and I would be pleased if he would let me proceed. He said' When the tide makes to the Westward heave up your anchor and let her drift past the South Foreland, when you are round the corner hoist your sails and proceed on your voyage' . We had to go through the gateway at Folkstone cross over to Boulogne and then keep close into the French Coast all along until we got to Havre where the Bay was mined and netted. When we got abreast of Etaples the night was very calm, not an air of wind. We could hear the guns roaring on the front, and no one on board could sleep. We all thought of our boys on the Battlefield in the trenches. We were glad when we got a little breeze from the South East to get away farther to the Westward. We got within 5 miles of Oystreham when the wind fell away to a calm again.

A big trawler came and asked us where we were bound to; we told him' Caen '. He took our tow rope and towed us right into the Basin at Oystreham. We then got the tug and towed up the Canal to Mr Laine's wharf and started to discharge. Sunday morning the Mate, John Peterson, came and told me Wilfred Milsom had refused duty, he would not get up and get the breakfast ready; the Mate had to cook it. In the evening Milsom came aft and wanted some money. 'No money for you Milsom, you refused duty.' I kept him without money for two days; he had a favourite cat on board and he actually took his cat ashore and sold it for five francs saying' You are the only means of quenching my thirst'. We took in ballast again for Fowey; we had to go to Havre Roads and go across from there to St Catherines Point and then down along the' English land'; the weather was calm, the very worst sort of weather for a sailing ship. I took the ship's boat and went on board of 14 coasting steamers to try and get a tow across. I offered £ 100, but at last I came across a good friend who took us over to Beachy Head. We could then make our passage.

One day off Dieppe we thought we saw a submarine periscope. I called Alexander Tait and showed him it, he fired and struck it fair; it jumped up into the air and turned out to be a pit prop floating in the water, some ship had lost it from their deckload. We were now getting iron ore direct back from Caen to Middlesborough, and then towing to Blyth to load coals; this was better than going to Fowey every voyage from Caen. After we got our two twelve pounders, we never saw a German Submarine. I was told that they could see us but we could not see them. The sailing vessels now were very scarce, many disappeared and were never seen again, nor any tidings of their crews. The Zebrina was picked up 3 miles off Cherbourg, abandoned, no one aboard. There had been a tragedy as there was blood on her decks; I knew the Master of her well. A fine chap he was.

Whitstable where there were over a hundred Barquentines, Brigantines and Schooners. The only ones that were left were the Emma Ernest three masted Schooner, and the Aneroid Captain Goodwin, I think these were the only two out of Whitstable that ran the blockade and stuck to their ships. The rest all went piloting on the East Coast. Captain Dan Court of the Speedwell also stuck to his ship. I think the last ship he had was the Cumberland Lassie. I should say myself he was the finest character of a Seaman and a Shipmaster that ever I knew. He was always cheery and something to make you laugh always. He lost his life taking a small ketch to Limerick. He was very highly thought of and respected in Whitstable, and everywhere he went. Captain Gilbins was lost with him, who was the Owner of the Ketch. To-day Whitstable has not got one square rigged vessel left. Dover also used to have several Barquentines. The Iron Queen and several more, now she has not got one.

Folkstone had also 7 or 8 Barquentines and Brigs. The Minnie Somers and the Mary Ann, Captain Wood, I think she was lost off Cape Grisnez, were all crack ships in their day. Portsmouth also had some fine big coasters; the Water Witch Barquentine, was a famous Coaster; Captain Gardener would never lay wind bound, when the ship was ready she had to go to sea, and when he was at sea he meant business. She belonged to Mr Crampton at Portsmouth and did many record trips, and I believe she is afloat today commanded by Captain Deacon.

Of the Guernsey Coasters the most famous was the Leading Chief, Captain Penninson; she was reckoned a big coaster carrying 55° tons, she did the voyage from Guernsey to London, with stone clay to the Tyne, and was back to Guernsey with a coal cargo in the twentieth day. Captain Penninson was a sail carrier and would stop for nothing. The Leading Chief finished her career on the Gunfleet sands, but Captain Penninson was not in charge, having retired from the sea.

In these days an A.B. had to be a full fledged seaman or he would get his wages docked quickly; the West Country used to have a big fleet, also Fowey and Par. Plymouth also had quite a fleet and they were noted for low wages, nevertheless many of the Skippers bought schooners of their own after being Master for some years. The fastest schooners belonging to the West of England were the Amaranth and the Katie Cluett. Captain Allen of the Amaranth was washed overboard off Anvil Point and drowned. He was a fine ship's master and a hard driver.

The Sappho, Captain May, was a very fast schooner; she was lost, and all hands, on a voyage to Leitn. Captain Dixon was in command of her. There was a fleet of Schooners, Barquentines and Ketches belonging to Bridport. The William Barquentine 35° tons deadweight and a very fine vessel; now Bridport does not own one sailing vessel. Teignmouth also owned a fleet. The Millie Bain, Captain Sam Lockyer, the Prothesa, the Glimpse, Captain Lockyer, disappeared on a voyage from Newcastle. The Eldra was sunk by enemy action; Captain Walter Truscott was Master. The Netherton Brigantine also was sunk, and the Fanny, Captain Rees, was sunk on a voyage from Glasgow to Brest, all hands were lost with her. The sailing vessels had very little chance to get away from a submarine as they had not the speed. It was a simple thing to run the blockade with a steamer as you could easily cross the Channel in the dark with no lights, but if you did not make the English or French shore before daylight in the morning in a Windjammer your fate was practically sealed.

The William George, Captain Smith, was sunk, belonging to Mr Westcott, a very fine schooner and a fast sailer. Chester River also had a fleet. The Katie Sweeney and Richard Fisher both 3-masted schooners carrying 35° tons each were all lost, never to be replaced. It is a common occurrence now to make a 5°0mile coasting voyage and never see a coasting schooner, whereas before the War there were hundreds of them. Runcorn had a fine fleet also, nearly all fine vessels. The Despatch, the Alert and Mary Miller are still afloat and trading, but merchants want their cargoes quicker now and some of our own ship masters who I could name were to blame for the sailing vessels. They lay at anchor studying the weather and making almanacs when they ought to have been at sea making their passages.

There is no cheaper propelling power than the wind and no trade union can alter the price of that. A Master on board of a sailing ship when he gets to sea is absolutely the master; not so a steamer, the Engineer can humbug you if he wishes. There is a saying amongst seamen that oil and water will never mix, but I entirely disagree. The Engineers I have met and been ship mates with were very fine men, and would despise doing anything that was dirty or under handed. But steam and motor power are gradually gaining ground and sail is being superseded I am sorry to say. Our own Government has discarded it; the little Brigs at Plymouth for training the boys have all been sold to be broken up, other nations still have sailing ships but Britain has dropped them altogether unless it is one of the old hands.

You cannot ship a decent A.B. to-day in the true sense of the word. (Voyage to Iceland in the Mayfield from Runcorn.) This gale my father, John Murdoch, stood at the wheel for 18 hours at a stretch. I think I can see him now standing like a statue with his whiskers blowing in the wind. A hard case sailor he was; he detested the sight of a steamer and used to say if they consumed their own dirt would not be so bad.
Poole used to own a fleet of sailing vessels. Captain Mann of Mistley owned the Francis and Jane, Captain Harvey; Queen of Mistley, Captain Edwards; Lothair, Captain Cracknell; and the Jubilee, Captain James Reason, traded regularly from Newcastle to Poole. Captain Mann had an open challenge that if any coasting vessel beat the Queen of Mistley or Francis and Jane on passages from Tyne to Poole he would buy them a new mainsail. The Lily Brigantine of Ipswich, Captain Waldron, left the Tyne along with Francis and Jane but was badly beaten, the Francis getting to Poole 24 hours before her.

The War is now getting to a close and I can plainly see I will have to sell the Raymond as she is getting out of date. The Armistice was signed and I had trouble to get work for her. Messrs Hannen and Samuels sold her to some young London Pilots who wanted to put their time in square rigged. Trinity House demands that a London River Pilot must spend one year as officer on board of a square rigged sailing ship. It was with a heavy heart when I commenced to pack up my clothes in the Raymond to go home as she was the best and most comfortable ship I had ever been in, there were no tricks about the Raymond, and I believe she would never drown you if you kept plenty of water under her; she is now being used in Poole Harbour as a training ship for boys by Mr Quirk.

I cannot close my story without making reference to the Mary Ann, Captain Pulsford; when I was young she was one of the fastest Brigantines on the Coast, and under Captain Pulsford did some record work and went to sea in all weather. When Captain Pulsford left her I am afraid she lost her good name for sailing; of course she was getting older and would not stand it. The coasting trade for a wooden vessel is a hard trade as she often had to lie in a berth that was not level and load on the ground.

I now went to Southampton to Whites Yard and bought the three-masted steel schooner called the Ianthe, she would carry 280 tons and drew about 9-3 of water. She had an Invincible motor in her and I am afraid when it comes to me having to answer to the Great Scorer for my sins, that motor will have to take the blame; I ran it for some time. When we installed a new motor in her called the Industrie, Mr Neuenhams of Nuenport, Belgium, installed it, along with my Engineer John Edwards of Skerries in Ireland, and right well they did their work. All the time Mr. John Edwards drove the motor we did not have one little hitch. She was just like a little steamer, she would go 7 knots on 5 gallons of the common cheap oil. We went one voyage from Poole to Gefle with clay in six days, went through the Kiel Canal, loaded timber for Exeter and came back in 8 days. The next voyage she loaded clay, Teignmouth to Egersund in Norway; Captain Birkett had charge of her. The expenses in the Baltic are too heavy for a small ship to make any money as it is all swallowed up with heavy charges. Oil is very dear and also provisions at these Northern Ports. Captain Birkett made a very good voyage back to Bridport with the Ianthe. There I sold her through Thomas Maclaren to Murray and Co., Fish Merchants, St Johns, Newfoundland.

Scanned from an unknown source - possibly "Mariner's Mirror" or "Sea Breezes".

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