Hello David Thank you very much for your kind answer. I have the books by David Grover and Paul Bois & Hans Pedersen. I seen a website about the FS US Army coastal cargo but nothing about the US Army coastal tankers or US Army tugs. The fleet of the US Army is really a "Forgotten Fleet" however, it was not a "Ghost Fleet" during the Second World War. Only one book? the book by David H.Grover? Cheers Yves -----Message d'origine----- From: asprey david Sent: Tuesday, August 27, 2013 10:36 AM To: [email protected] Subject: Re: [MAR] Y 107 US Army coastal tanker On 27 August Yves Bertrand wrote I'm looking about a photo of Y 107 US Army tanker built in 1944 by Kane Shipbuilding ? Galveston ? Texas last name ORTIGIA under Italian flag and before under French Flag as LIEUTENANT MARCK Anybody could help me? Do you know if any weapons on these ships during the war? >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> There is a photo - probably as LIEUTENANT MARCK at http://www.sjohistoriska.se/sv/Fordjupning/MarketStore/Foto/?msobjid=83403&Origin=SM This is a Marius Bar photo, so copies will be on the auction sites from time to time (but cannot see one at the moment) and as MERIEM http://img7.hostingpics.net/pics/719573IMG_4612.jpg and ORTIGIA http://www.naviearmatori.net/albums/userpics/10024/Ortigia.jpg There's one wartime photo of a "Y" tanker in David Grover's "US Army Ships and Watercraft of World War II". I can see no sign of any fixed weapons - suspect light personal arms only. DAvid ------------------------------- To unsubscribe from the list, please send an email to [email protected] with the word 'unsubscribe' without the quotes in the subject and the body of the message

On 27 August Yves Bertrand wrote I'm looking about a photo of Y 107 US Army tanker built in 1944 by Kane Shipbuilding ? Galveston ? Texas last name ORTIGIA under Italian flag and before under French Flag as LIEUTENANT MARCK Anybody could help me? Do you know if any weapons on these ships during the war? >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> There is a photo - probably as LIEUTENANT MARCK at http://www.sjohistoriska.se/sv/Fordjupning/MarketStore/Foto/?msobjid=83403&Origin=SM This is a Marius Bar photo, so copies will be on the auction sites from time to time (but cannot see one at the moment) and as MERIEM http://img7.hostingpics.net/pics/719573IMG_4612.jpg and ORTIGIA http://www.naviearmatori.net/albums/userpics/10024/Ortigia.jpg There's one wartime photo of a "Y" tanker in David Grover's "US Army Ships and Watercraft of World War II". I can see no sign of any fixed weapons - suspect light personal arms only. DAvid

Bonjour Yves, Here you will find another picture of the Dan Baron, but perhaps you know of it?  The Photoship website is well worth keeping an eye on, and is very well organised.  The Soutra illustrated is a very much older vessel. http://www.photoship.co.uk/JAlbum%20Ships/Old%20Ships%20D/index2.html Kind regards, Peter Klein ________________________________ From: yves bertrand <[email protected]> To: [email protected] Sent: Tuesday, 27 August 2013, 0:54 Subject: [MAR] DAN BARON Bonjour les Amis I’m looking about a photo of DAN BARON drillship owned in 1980 by J.L. Offshore Drilling A/S – Copenhagen – Danmark built 1957 as PHILIPPE L.D. owner SA Louis Dreyfus & Cie – Dunkirk - France sold in 1974 to Salvesen Offshore Holding Ltd – London – UK renammed SOUTRA – London January 1976 renammed GULLANE – Leith July 1976 transferred to Salvesen Offshore Drilling Ltd. – London renammed DALKEITH – Rebuilt to a drillship December 1987 sold to Viking Offshore Consult A/S – Oslo – Norway 07-09-1988 sank after a gas explosion on a field in the Makassar Strait – Indonesia Anybody could help me? Cheers Yves from France ------------------------------- To unsubscribe from the list, please send an email to [email protected] with the word 'unsubscribe' without the quotes in the subject and the body of the message

Ron Thank you very much for your kind answer to help me with this very interesting photo. I was in contact with you when George Robinson had an excellent website with wonderful photos of ships, a long time ago, alas... Amitiés Yves WSS 00372 -----Message d'origine----- From: Ron Mapplebeck Sent: Tuesday, August 27, 2013 2:16 AM To: [email protected] Cc: yves bertrand Subject: Re: [MAR] DAN BARON Yves, My photo of her as the DALKEITH during conversion in 1976 can be viewed at: http://www.northeastmaritime.co.uk/viewtopic.php?f=11&t=8913 Click on thumbnail for larger image and you are welcome to save a copy for your personal interest. Ron Mapplebeck (UK) ***** On 27/08/2013 00:54, yves bertrand wrote: > Bonjour les Amis > > I’m looking about a photo of DAN BARON drillship owned in 1980 by J.L. > Offshore Drilling A/S – Copenhagen – Danmark > > built 1957 as PHILIPPE L.D. owner SA Louis Dreyfus & Cie – Dunkirk - > France > > sold in 1974 to Salvesen Offshore Holding Ltd – London – UK renammed > SOUTRA – London > January 1976 renammed GULLANE – Leith > July 1976 transferred to Salvesen Offshore Drilling Ltd. – London renammed > DALKEITH – Rebuilt to a drillship > December 1987 sold to Viking Offshore Consult A/S – Oslo – Norway > 07-09-1988 sank after a gas explosion on a field in the Makassar Strait – > Indonesia > > Anybody could help me? > > Cheers > > Yves from France > > ------------------------------- > To unsubscribe from the list, please send an email to > [email protected] with the word 'unsubscribe' without the > quotes in the subject and the body of the message ------------------------------- To unsubscribe from the list, please send an email to [email protected] with the word 'unsubscribe' without the quotes in the subject and the body of the message

Hello Friends I’m looking about a photo of Y 107 US Army tanker built in 1944 by Kane Shipbuilding – Galveston – Texas last name ORTIGIA under Italian flag and before under French Flag as LIEUTENANT MARCK Anybody could help me? Do you know if any weapons on these ships during the war? Cheers Yves from France

Bonjour les Amis I’m looking about a photo of DAN BARON drillship owned in 1980 by J.L. Offshore Drilling A/S – Copenhagen – Danmark built 1957 as PHILIPPE L.D. owner SA Louis Dreyfus & Cie – Dunkirk - France sold in 1974 to Salvesen Offshore Holding Ltd – London – UK renammed SOUTRA – London January 1976 renammed GULLANE – Leith July 1976 transferred to Salvesen Offshore Drilling Ltd. – London renammed DALKEITH – Rebuilt to a drillship December 1987 sold to Viking Offshore Consult A/S – Oslo – Norway 07-09-1988 sank after a gas explosion on a field in the Makassar Strait – Indonesia Anybody could help me? Cheers Yves from France

Yves, My photo of her as the DALKEITH during conversion in 1976 can be viewed at: http://www.northeastmaritime.co.uk/viewtopic.php?f=11&t=8913 Click on thumbnail for larger image and you are welcome to save a copy for your personal interest. Ron Mapplebeck (UK) ***** On 27/08/2013 00:54, yves bertrand wrote: > Bonjour les Amis > > I’m looking about a photo of DAN BARON drillship owned in 1980 by J.L. Offshore Drilling A/S – Copenhagen – Danmark > > built 1957 as PHILIPPE L.D. owner SA Louis Dreyfus & Cie – Dunkirk - France > > sold in 1974 to Salvesen Offshore Holding Ltd – London – UK renammed SOUTRA – London > January 1976 renammed GULLANE – Leith > July 1976 transferred to Salvesen Offshore Drilling Ltd. – London renammed DALKEITH – Rebuilt to a drillship > December 1987 sold to Viking Offshore Consult A/S – Oslo – Norway > 07-09-1988 sank after a gas explosion on a field in the Makassar Strait – Indonesia > > Anybody could help me? > > Cheers > > Yves from France > > ------------------------------- > To unsubscribe from the list, please send an email to [email protected] with the word 'unsubscribe' without the quotes in the subject and the body of the message

Dear Piers, I agree, it seems very unlikely that the timbers for the Industry were exported from Ireland to Canada for its construction. Unless that Canadians were sourcing Oak in Ireland at the right price. Its beyond me, but stranger things have happened. The US for instance, are probably one of the biggest oil importers in the world, even though they have significant reserves of their own. I thought the Industry ON 25450 was registered in Dublin when it sailed for Australia in December 1857 and that the agents ( I assume the owners) were T.H. Martin, Forrest and Co. Then soon after she arrived in Melbourne she was sold, in the January of 1859, and reregistered out of Melbourne to her new owner John Jones. Thanks to Jenny I now have a seamans ticket number for John Mallin , its ticket No. 337790. According to the ticket, John Mallin was born 8th November 1826 in Dublin; he received his seamans ticket when he was almost 20; he went to sea as a carpenter; he had no service in the Royal Navy or Foreign services. His ticket was issued in Liverpool on the 6th of August 1846 when he first went to sea His voyages record up to 1854 indicates that he out to sea in 1846 on 1657.62.57 ----69. 21. 8 ( this could be 62.21.8) and home in 1847 on 1657.62.57 - 27.4.3. I'm not sure what the numbers mean. There are initials above the numbers but I cant make them out , it could be JM. He was married in 1848 in Dublin. All the best and thank you very much for your help. Sean

Greetings, perhaps i might add a thought. Vessels for the Royal Navy in battle with the flegetable American ships found its shots literably bouncing off and dubbing the vessels 'old iron sides'. This i am informed was due to American white oak being used for knees etc as superior to English oak. Raiding parties reputably being sent to gather suitable items to add strengthen selected vessels. Could it be that commercial vessels would also benefit from this strengthened situation. To add another factor, was there suitable oak from say Irish oak? Or far eastern lumber? This situation may have been short lived, with iron or steel hulls. Peter. On 2013-08-22, at 11:16 AM, Piers Smith-Cresswell <[email protected]> wrote: > Hi Sean > > Jumping ship is quite possible, especially if she arrived arriving in port at the height of gold fever. A mass exodus of crew could account for Industry being stuck in port unable to find sufficient crew to man her. According to Wikipedia's article on Australian Gold Rushes there wasn't a big one on at that time, but of course no one at the time would know that they were heading off on what would prove a minor one... On the other hand, there is the suggestion in the NZ paper that Industry had been condemned on arrival at Melbourne (which isn't corroborated by the contemporary reports, but may be true), in which case he would probably have been paid off with the rest of the crew. I must do some more thinking to try to confirm the identify the vessel as a crew agreement could clear much of the mystery up, but I'm not at home right now. I think I'm right in thinking that Industry wasn't necessarily registered in Dublin, she had just come FROM there? > > By the way, my thoughts on Irish Oak were simply that it seemed unlikely that anyone would go to the trouble and expense of sending Irish timber to the East Coast of Canada, when they had plenty of timber of their own there to export and were noted for building ships from it. Its not impossible I suppose but with a cheap local product easily available, why go to the expense of using imported timber? Again, identifying the exact vessel may help to clarify as Lloyds Register usually noted what material a vessel was constructed from. I suspect the Irish Oak story was an attempt by the auctioneer to talk the price up. > > Cheers > Piers > > On Thursday, 22 August 2013, Sean_tee wrote: >> Dear Jenny, >> >> >> >> The thought had crossed my mind that he might have jumped ship. According >> to the family stories that I heard the Industry was scuttled (if that's the >> right word) after it arrived in Australia. Clearly that didn't happen. So >> there is a strong possibility that he was a ship's jumper. And if he was >> then he could have changed his name. That makes it a completely different >> scenario to be considered. >> >> >> >> My mother is dead, but I'll be meeting up with some members of my family >> soon and I will discuss this scenario with them and see if I can get some >> definite proof on the bible being returned to Ireland. The letters he would >> have written and sent himself. I will also delve into the other stories >> about the gold fields and see if can get more clarity on these. You have >> given me lot of stuff to work with, thank you. >> >> >> >> I haven't been able to get a crew list or a crew agreement for the Industry >> 1858 voyage, mainly because I don't know where they are to be found. Just >> recently when Piers gave me a reference for crew list for 1857 filed under >> BT98/5041 at the National Archives, London. I have yet to check that out. >> >> >> >> With regards to Bendigo v Sandhurst and the assay office I just don't know >> what to say. All I can say is that my gg grandfather is very difficult to >> trace, maybe he wanted it that way. >> >> >> >> Thanks for all your help. >> >> >> >> Sean >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> ------------------------------- >> To unsubscribe from the list, please send an email to [email protected] with the word 'unsubscribe' without the quotes in the subject and the body of the message > > ------------------------------- > To unsubscribe from the list, please send an email to [email protected] with the word 'unsubscribe' without the quotes in the subject and the body of the message

Hi Sean Jumping ship is quite possible, especially if she arrived arriving in port at the height of gold fever. A mass exodus of crew could account for Industry being stuck in port unable to find sufficient crew to man her. According to Wikipedia's article on Australian Gold Rushes there wasn't a big one on at that time, but of course no one at the time would know that they were heading off on what would prove a minor one... On the other hand, there is the suggestion in the NZ paper that Industry had been condemned on arrival at Melbourne (which isn't corroborated by the contemporary reports, but may be true), in which case he would probably have been paid off with the rest of the crew. I must do some more thinking to try to confirm the identify the vessel as a crew agreement could clear much of the mystery up, but I'm not at home right now. I think I'm right in thinking that Industry wasn't necessarily registered in Dublin, she had just come FROM there? By the way, my thoughts on Irish Oak were simply that it seemed unlikely that anyone would go to the trouble and expense of sending Irish timber to the East Coast of Canada, when they had plenty of timber of their own there to export and were noted for building ships from it. Its not impossible I suppose but with a cheap local product easily available, why go to the expense of using imported timber? Again, identifying the exact vessel may help to clarify as Lloyds Register usually noted what material a vessel was constructed from. I suspect the Irish Oak story was an attempt by the auctioneer to talk the price up. Cheers Piers On Thursday, 22 August 2013, Sean_tee wrote: > Dear Jenny, > > > > The thought had crossed my mind that he might have jumped ship. According > to the family stories that I heard the Industry was scuttled (if that's the > right word) after it arrived in Australia. Clearly that didn't happen. So > there is a strong possibility that he was a ship's jumper. And if he was > then he could have changed his name. That makes it a completely different > scenario to be considered. > > > > My mother is dead, but I'll be meeting up with some members of my family > soon and I will discuss this scenario with them and see if I can get some > definite proof on the bible being returned to Ireland. The letters he would > have written and sent himself. I will also delve into the other stories > about the gold fields and see if can get more clarity on these. You have > given me lot of stuff to work with, thank you. > > > > I haven't been able to get a crew list or a crew agreement for the Industry > 1858 voyage, mainly because I don't know where they are to be found. Just > recently when Piers gave me a reference for crew list for 1857 filed under > BT98/5041 at the National Archives, London. I have yet to check that out. > > > > With regards to Bendigo v Sandhurst and the assay office I just don't know > what to say. All I can say is that my gg grandfather is very difficult to > trace, maybe he wanted it that way. > > > > Thanks for all your help. > > > > Sean > > > > > > > > > > > > > > > > > > > > > > > > > > > ------------------------------- > To unsubscribe from the list, please send an email to [email protected] with the word 'unsubscribe' without the quotes in the subject and the body of the message

Dear Jenny, The thought had crossed my mind that he might have jumped ship. According to the family stories that I heard the Industry was scuttled (if that's the right word) after it arrived in Australia. Clearly that didn't happen. So there is a strong possibility that he was a ship's jumper. And if he was then he could have changed his name. That makes it a completely different scenario to be considered. My mother is dead, but I'll be meeting up with some members of my family soon and I will discuss this scenario with them and see if I can get some definite proof on the bible being returned to Ireland. The letters he would have written and sent himself. I will also delve into the other stories about the gold fields and see if can get more clarity on these. You have given me lot of stuff to work with, thank you. I haven't been able to get a crew list or a crew agreement for the Industry 1858 voyage, mainly because I don't know where they are to be found. Just recently when Piers gave me a reference for crew list for 1857 filed under BT98/5041 at the National Archives, London. I have yet to check that out. With regards to Bendigo v Sandhurst and the assay office I just don't know what to say. All I can say is that my gg grandfather is very difficult to trace, maybe he wanted it that way. Thanks for all your help. Sean

May i extend my thanks for dramatic events, it brings back memories of a young teenager amoungst millions who were following the event moment by moment. Thank you. On 2013-08-21, at 2:04 PM, Ron Mapplebeck <[email protected]> wrote: > Continued .... > > On 8 January the weather worsened and TURMOIL had to heave to with the > casualty in heavy seas. At about 1.30am on 9th the towline parted. The > continuing storm prevented any attempt to reconnect throughout 9 > January. On 10 Janaury the casualty wallowed in heavy seas. The Lizard > lifeboat was standing by and the Tinity House SATELLITE carrying > breeches buoy rescue equipment arrived on the scene. > During this day, as the casualty settled lower in the water and took on > a heavier list, the Lizard lifeboat was relieved by the Cadgwith > lifeboat and Lieut.-Commander E.R. Suthers took off from Culdrose in a > rescue helicopter, but was forced back by the storm. > During the afternoon the FLYING ENTERPRISE lay flat on her side. With > tugs TURMOIL, DEXTEROUS, ENGLISHMAN, and ABEILLE 25, and the Tinity > House SATELLITE standing by, the casualty was abandoned at twenty-two > minutes past three. At eleven minutes past four, like a living thing, > she was gone - with whistle, siren, and foghorn salutes from the > flotilla - and tears in my eyes! > > Kenneth Roger Dancy > Master Mariner > > Other snippets Ken Dancy had previously supplied were: > He was awarded a medal for Industrial Heroism by the Daily Herald and an > illuminated citation from the American Institute of Marine Underwriters. > > The fact is that the towline parted but it was not the main hawser but > the extension that was worn through by friction in the fairlead (Carlsen > at first used butter to lubricate as this was the only material he had > at hand until the destroyer passed a can of grease). This extension had > an eye which was necessary for the shackle that was used to secure it > back on itself after passing round the bollard. This was a very tricky > and dangerous part of the operation but was essential because there was > no power in the FLYING ENTERPRISE - everything had to be done by hand > and if the messenger line had parted while the two men were bent over to > secure the shackles they would have been struck by the shackle and eye! > After the towline parted, the bollards had to be cleared to make way for > reconnection. It was while busy with this operation that a high wave > burst over the bows and carried Carlsen down the sloping deck. But > fortunately he grasped a lower bollard and was not swept overboard. It > was a close shave which shook him and enhausted him so that he decided > to return to rest in the cabin. > Belaying a towline was not possible in these extreme conditions with no > mechanical power available. I have used that method with two lines, both > supplied by a casualty. I hauled the lines in and then had complete > control over the length used. > ***** > > Ron Mapplebeck (UK) > > ------------------------------- > To unsubscribe from the list, please send an email to [email protected] with the word 'unsubscribe' without the quotes in the subject and the body of the message

Many thanks Ron, Whilst reading the eye-witness account visions of rather grainy, perhaps salt-stained pictures, that were put together by Pathé News, and shown at cinemas around the country, albeit some weeks after the event, suddenly came back again. Although I'm not sure now whether they were newsreel pictures, or stills with an accompanying voice-over ? Most grateful Paul On Wed, 21 Aug 2013 21:04:59 +0100, Ron Mapplebeck <[email protected]> wrote: >Continued .... > >On 8 January the weather worsened and TURMOIL had to heave to with the >casualty in heavy seas. At about 1.30am on 9th the towline parted. The >continuing storm prevented any attempt to reconnect throughout 9 >January. On 10 Janaury the casualty wallowed in heavy seas. The Lizard >lifeboat was standing by and the Tinity House SATELLITE carrying >breeches buoy rescue equipment arrived on the scene. >During this day, as the casualty settled lower in the water and took on >a heavier list, the Lizard lifeboat was relieved by the Cadgwith >lifeboat and Lieut.-Commander E.R. Suthers took off from Culdrose in a >rescue helicopter, but was forced back by the storm. >During the afternoon the FLYING ENTERPRISE lay flat on her side. With >tugs TURMOIL, DEXTEROUS, ENGLISHMAN, and ABEILLE 25, and the Tinity >House SATELLITE standing by, the casualty was abandoned at twenty-two >minutes past three. At eleven minutes past four, like a living thing, >she was gone - with whistle, siren, and foghorn salutes from the >flotilla - and tears in my eyes! > >Kenneth Roger Dancy >Master Mariner > >Other snippets Ken Dancy had previously supplied were: >He was awarded a medal for Industrial Heroism by the Daily Herald and an >illuminated citation from the American Institute of Marine Underwriters. > >The fact is that the towline parted but it was not the main hawser but >the extension that was worn through by friction in the fairlead (Carlsen >at first used butter to lubricate as this was the only material he had >at hand until the destroyer passed a can of grease). This extension had >an eye which was necessary for the shackle that was used to secure it >back on itself after passing round the bollard. This was a very tricky >and dangerous part of the operation but was essential because there was >no power in the FLYING ENTERPRISE - everything had to be done by hand >and if the messenger line had parted while the two men were bent over to >secure the shackles they would have been struck by the shackle and eye! >After the towline parted, the bollards had to be cleared to make way for >reconnection. It was while busy with this operation that a high wave >burst over the bows and carried Carlsen down the sloping deck. But >fortunately he grasped a lower bollard and was not swept overboard. It >was a close shave which shook him and enhausted him so that he decided >to return to rest in the cabin. >Belaying a towline was not possible in these extreme conditions with no >mechanical power available. I have used that method with two lines, both >supplied by a casualty. I hauled the lines in and then had complete >control over the length used. >***** > >Ron Mapplebeck (UK) > >------------------------------- >To unsubscribe from the list, please send an email to [email protected] with the word 'unsubscribe' without the quotes in the subject and the body of the message 50° 33' N, 2° 26' W http://www.pbenyon.plus.com/Naval.html

I am trying to find out how William Evans born 1830 at Newport, Pembrokeshire, Wales, a master mariner, become the owner of a piece of land in the parish of Burrumbees, Victoria, Australia which he bequeathed to the London Missionary Society in 1908. Local tradition suggests that he made some money in gold mining.   His Board of Trade records show that he was only once possibly involved in Australian sailing. He sailed as a mate on the Alice of Sydney between 16 June and 18 November 1853. His application to become a master then showed a gap in his sailings of nearly 4 years.   How can I find out if the Alice sailed in Australian waters at this time? Will crew lists of Sydney registered vessels be held at TNA, Kew? In other words can I place him in Australia.   regards   Reg Davies http://www.welshmariners.org.uk/

And two other thoughts Sean: 1. BENDIGO was not officially known by that name until about 1891 (formerly it was known as Sandhurst) 2. The only "assay" office that I can locate in the colonial period was formed in 1852 and closed a few years later because the British government did not authorise it. So I don't think Victoria had its own assay office cheers Jenny -----Original Message----- From: Sean_tee Sent: Wednesday, August 21, 2013 7:22 PM To: [email protected] Subject: Re: [MAR] Mallin - Ships Carpenter From: Sean_tee [mailto:[email protected]] Sent: 21 August 2013 10:20 To: '[email protected]' Cc: 'mailto:[email protected]' Subject: Mallin - Ships Carpenter Dear Sharon, Thank you for your research and for your email. My gg grandfather John Mallin was dead by 1911. He died in Australia, I think he died in a mining accident or was attacked by bandits, not sure. According to family stories, we believe that soon after he arrived in Australia (1858) on the Industry he went gold prospecting in the Bendigo region of Victoria. My mother told us that he wrote letters home and that's how they knew that he went gold prospecting in the Bendigo region of Victoria. In his letters she said that he talked about travelling to the assay office and the risk of attack from bandits. After his death his bible and his reading glasses were returned home by a friend but unfortunately they have been lost over time, as have the letters. His son, also John Mallin (1854- 1936), my g grandfather lived in Dublin all his life. He never knew his father. He was the man who passed on the stories to my mother. Much obliged. Seán Message: 5 Date: Wed, 21 Aug 2013 16:07:50 +1000 From: Sharon Mathieson <[email protected] <mailto:[email protected]> > Subject: Re: [MAR] Mallin - Ships Carpenter To: [email protected] <mailto:[email protected]> Message-ID: <[email protected]om <mailto:[email protected]om> > Content-Type: text/plain; charset=ISO-8859-1 Hi Sean I found a shipping record for a John Mallin arriving in Sydney 28 Nov 1911. Could this be yours? If so, he is listed as having a wife Betsy and three children, John, Dora and Winifred. I haven't been able to find anything else as yet. Sharon ------------------------------- To unsubscribe from the list, please send an email to [email protected] with the word 'unsubscribe' without the quotes in the subject and the body of the message

Sean from the index to Deaths, for the State of Victoria, which I have previously sent you, there was not death for a John Mallin in the pre 1902 era. Even if John had died at the Goldfields, and providing his name was known, his death would have been registered officially. If he died and his name was not known, usually some sort of inquiry would have been held into his death. If he was murdered, an inquiry would also have been held. There is the possibility, that he was using another name on the goldfields, especially if he was a ship's jumper (like my ancestors). In that case, his death won't be registered under John Mallin However if he had personal papers/bible etc, that someone knew enough of him to send home to his family, then it is more likely his correct name would have surfaced in an inquiry. I am wondering if he was at the Bendigo goldfields, but then headed off to another rush in either another state of Australia, or even over to the New Zealand gold fields in the 1860's. Jenny -----Original Message----- From: Sean_tee Sent: Wednesday, August 21, 2013 7:22 PM To: [email protected] Subject: Re: [MAR] Mallin - Ships Carpenter From: Sean_tee [mailto:[email protected]] Sent: 21 August 2013 10:20 To: '[email protected]' Cc: 'mailto:[email protected]' Subject: Mallin - Ships Carpenter Dear Sharon, Thank you for your research and for your email. My gg grandfather John Mallin was dead by 1911. He died in Australia, I think he died in a mining accident or was attacked by bandits, not sure. According to family stories, we believe that soon after he arrived in Australia (1858) on the Industry he went gold prospecting in the Bendigo region of Victoria. My mother told us that he wrote letters home and that's how they knew that he went gold prospecting in the Bendigo region of Victoria. In his letters she said that he talked about travelling to the assay office and the risk of attack from bandits. After his death his bible and his reading glasses were returned home by a friend but unfortunately they have been lost over time, as have the letters. His son, also John Mallin (1854- 1936), my g grandfather lived in Dublin all his life. He never knew his father. He was the man who passed on the stories to my mother. Much obliged. Seán Message: 5 Date: Wed, 21 Aug 2013 16:07:50 +1000 From: Sharon Mathieson <[email protected] <mailto:[email protected]> > Subject: Re: [MAR] Mallin - Ships Carpenter To: [email protected] <mailto:[email protected]> Message-ID: <[email protected]om <mailto:[email protected]om> > Content-Type: text/plain; charset=ISO-8859-1 Hi Sean I found a shipping record for a John Mallin arriving in Sydney 28 Nov 1911. Could this be yours? If so, he is listed as having a wife Betsy and three children, John, Dora and Winifred. I haven't been able to find anything else as yet. Sharon ------------------------------- To unsubscribe from the list, please send an email to [email protected] with the word 'unsubscribe' without the quotes in the subject and the body of the message

Continued .... On 8 January the weather worsened and TURMOIL had to heave to with the casualty in heavy seas. At about 1.30am on 9th the towline parted. The continuing storm prevented any attempt to reconnect throughout 9 January. On 10 Janaury the casualty wallowed in heavy seas. The Lizard lifeboat was standing by and the Tinity House SATELLITE carrying breeches buoy rescue equipment arrived on the scene. During this day, as the casualty settled lower in the water and took on a heavier list, the Lizard lifeboat was relieved by the Cadgwith lifeboat and Lieut.-Commander E.R. Suthers took off from Culdrose in a rescue helicopter, but was forced back by the storm. During the afternoon the FLYING ENTERPRISE lay flat on her side. With tugs TURMOIL, DEXTEROUS, ENGLISHMAN, and ABEILLE 25, and the Tinity House SATELLITE standing by, the casualty was abandoned at twenty-two minutes past three. At eleven minutes past four, like a living thing, she was gone - with whistle, siren, and foghorn salutes from the flotilla - and tears in my eyes! Kenneth Roger Dancy Master Mariner Other snippets Ken Dancy had previously supplied were: He was awarded a medal for Industrial Heroism by the Daily Herald and an illuminated citation from the American Institute of Marine Underwriters. The fact is that the towline parted but it was not the main hawser but the extension that was worn through by friction in the fairlead (Carlsen at first used butter to lubricate as this was the only material he had at hand until the destroyer passed a can of grease). This extension had an eye which was necessary for the shackle that was used to secure it back on itself after passing round the bollard. This was a very tricky and dangerous part of the operation but was essential because there was no power in the FLYING ENTERPRISE - everything had to be done by hand and if the messenger line had parted while the two men were bent over to secure the shackles they would have been struck by the shackle and eye! After the towline parted, the bollards had to be cleared to make way for reconnection. It was while busy with this operation that a high wave burst over the bows and carried Carlsen down the sloping deck. But fortunately he grasped a lower bollard and was not swept overboard. It was a close shave which shook him and enhausted him so that he decided to return to rest in the cabin. Belaying a towline was not possible in these extreme conditions with no mechanical power available. I have used that method with two lines, both supplied by a casualty. I hauled the lines in and then had complete control over the length used. ***** Ron Mapplebeck (UK)

Continued .... The American ship FLYING ENTERPRISE in the other direction from Rotterdam to New York ran into the same storm and reported being damaged on 25 December. On 28th the FLYING ENTERPRISE reported being in a severe hurricane at 49o 20' N, 17o 20' W - situation grave - 30 degree port list - just drifting. Seven other ships in the Western Approaches were in difficulties. IRENE OLDENDORFF was in the German Bight sailing from Emden for Sweden, but sank off Borkum without sending any distress signal. The wreck was found by divers about 4.00am on 31 December. Six more ships were in distress in the North Sea. The German tug WOTAN left Harwich on the 26th and the SEEFALKE left Borkum. WOTAN was damaged by heavy seas and had to put into Falmouth. Altogether 29 ships were in difficulties, of which seven were lost during the Christmas week. SEEFALKE reached the ADOLF LEONHARDT on 1 January 1952 and TURMOIL successfully towed the tanker MACTRA into Falmouth and brought her to anchorage in the bay this same day. The weather was so bad that harbour tugs could not approach and the MACTRA captain requested TURMOIL to continue standing by until relieved on 2 January when she sailed out for the FLYING ENTERPRISE with extra complement, including a supernumerary Chief Officer, for this difficult operation. Meanwhile, the American destroyer JOHN W. WEEKS had reached the FLYING ENTERPRISE to relieve the merchant ships that had been standing by. After dark on 3 January TURMOIL arrived on the scene, being guided for the last few miles by searchlights from the JOHN W. WEEKS, but any attempt to connect in darkness appeared too risky, so TURMOIL stood by until daylight. Repeated attempts on 4 January all ended in failure, including several attempts after I (Kenneth Dancy) boarded the casualty. Darkness again forced any further attempts to be postponed. On 5 January success came and the joyful tow began at 3 to 3 and a half knots. On the morning of 6 January the the flotilla was delighted with the sight of the French tug ABEILLE 25 which had joined up during the night, and the WILLARD KEITH which had relieved the JOHN W. WEEKS. To be continued ..... ***** Ron Mapplebeck (UK)

PART 2: And this is the detailed content of his (Ken Dancy) recollections: The first weeks of December 1951 will be remembered by many as weeks when the British national newspapers had no front page headlines that were not political. Winston Churchill occupied a great deal of space. But suddenly things changed. Churchill and politics were swept from the front page and just one item of news occupied that space for two weeks - the fate of an American ship. And this was not confined to the British Press - the story was followed worldwide and featured regularly in those early days of news on television. But in the total story of the turn of the year 1951-52 there is far more. MORE THAN A FLYING ENTERPRISE. During the last week of 1951 the most severe storm in 75 years swept the Western Approaches to the English Channel. RMS QUEEN MARY arrived 3 days late as a result of this storm as it swept from the Atlantic across the British Islands and the North Sea. 7 ships sank and 22 others were severely damaged. In England 63 people were killed. Compare this with the Great Storm of 26-27 November 1703 when about 150 ships were lost, taking 8000 sailors' lives, and 123 people were killed in England. That storm also destroyed the old Eddystone lighthouse. As far as I have been able to research, the first indication of the 1951 storm came from the other side of the Atlantic: the German freighter ADOLF LEONHARDT sailed from Norfolk, Virginia, on 17 December bound for Bremen. On the following day (18th) she reported being in a storm of wind force 11. About 10.00am on 26th she reported that her rudder was gone. To be continued ..... Ron Mapplebeck (UK)

As mentioned previously I tried to provide further information at the time Paul posted his message. Despite several attempts it has not appeared. Nor has it returned as rejected, but I can only presume the original was too long for the Mariners' mailbox! Therefore, I am breaking this down into four sections in the hope it will get through this time! ***** Sad news, indeed, and thanks to Paul for bring this to our attention. I still remember how, as a just 6-year old boy, this event held my attention as 1951 turned into 1952. The daily papers, with enthralling photos, were avidly viewed (no TV back then!). I believe the FLYING ENTERPRISE saga was one of the significant events of my childhood that led, less than ten years later, to me starting to develop what has since become a lifelong interest in observing, photographing and researching merchant ships. Eventually, along came the internet, and in due course I began my TEESSHIPS website - still online but, sadly, much neglected and in need of serious repair (which will happen one day!) Among the detailed features on my site were several pages on the F.E. SAGA. One of my greatest thrills, towards the end of 2005 so far as I can tell, was to exchange several emails with Kenneth Dancy himself. In the interest of preserving matters of maritime history for posterity, I feel it is worth documenting what he told me. His covering note said: Dear Ron, your TEESSHIPS site has drawn my attention and interest for some time, especially the memories of so many people of very tender age at the time that the FLYING ENTERPRISE went down. That that episode has stuck in the memory of so many for so many years! Now I would like to submit my memories of those hectic days and include some details that I think describe the general events and conditions in the shipping world at the time. To be continued .... Ron Mapplebeck (UK) ***** On 11/08/2013 20:06, Paul Benyon wrote: > Hi all, > > An interesting obit in the Daily Telegraph for those of us who were > glued to our radios at the end of 1951 and early days of 1952 : > > <http://www.telegraph.co.uk/news/obituaries/military-obituaries/naval-obituaries/10236118/Kenneth-Dancy.html> > > following the death of Kenneth Dancy, mate of the tug Turmoil, which > went out to attempt to tow the Flying Enterprise back to Falmouth. > > Paul > > > > ------------------------------- > To unsubscribe from the list, please send an email [email protected] with the word 'unsubscribe' without the quotes in the subject and the body of the message >