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From Fisherfolk to Royal
Yacht
and The Americas Cup
by Dave Jordan
Long has it been a tradition for seaman to congregate in pubs
and around harbours and mull over old times and relate sea
tales. Whitstable was no exception. Seafarers are a close knit
breed and can be a little aloof to folk who are not involved
with their world. They would work long tiring hours, plying
their trade to eek out a meager living. However, that did not
dampen spirits as all would have a cheery word if they knew
you.
As a child, the harbour was my
"everything" and I knew most of the people
who derived a living in whatever way from that area. I would
hang about within earshot and listen to the tales and yarns spun
by the fisher folk. It was best when the weather was
blowing "one of those" and going to sea was not
possible. Some would even go to the "dole office" and
sign on for a day or so until the weather improved but, going
back to the 19th and early 20th century, there was no helping
hand when you had no income. During the Oyster close season,
there were other jobs you could turn your hand to.
Some of the company men were still employed
running as far afield as Holland transporting brood. In 1919,
skipper Stroud was demobbed and joined the Ham Company and
skippered Whitstable's largest smack the "Seasalter"
F322 (built 1870, LOA 51.8ft 14ft Beam, Hold Depth
7.8ft). She was then used mainly for brood transportation (young
oysters) from Essex with the occasional trip to the
continent. Prior to 1900, she made regular trips to Falmouth,
bringing brood back from the Ham Company's owned beds in that
area.
Before the Great War, oyster drudging and fishing
in general enjoyed its heyday. Nothing was known of modern fish
finding and weather forecasting instruments. Crews were solely
reliant on experience and the weather glass (barometer). I
went to sea in the late 50's and was well aware of what would be
expected of a skipper's mate having gone to sea as a teenager
with Ollie Wiseman (who came to Whitstable with Alf Leggett, )
Ogie Laker, and Sid Stroud (Smoker) in his whelk boat.
I did this as often as I could . Sid Stroud was a fisherman I
preferred the company of. I knew him in my childhood through to my
middle twenties, growing up with his son David. We eventually
worked on the fishing boats together.
There were two prominent fishing or drudging
families in Whitstable - the Strouds and Rowdens. There were
others but that was more father and son. It is the Stroud's,
principally, that this article will relate to but another family
will be mentioned later in the story.
Sidney Stroud, "Smoker", as I
shall hereon in call him, was a great seaman as were all of
his family (arguably, the best sailors to come from one family).
There were seven brothers in all and all made a living from the
sea. I worked with Smoker on seawall reparations
for Whitstable Urban District Council in 1959. This could only be
carried out in the winter as the council did not want to
inconvenience the public during the summer season. Over a period
of time, I knew him quite well. He would talk of his father
Ernest having owned a pub in Whitstable - "The Royal
Native" in Harbour Street. He also had a hand in
other money yielding projects - dealing in shellfish and smoked
fish. He had his own smoke room and copper for cooking
shrimps and shellfish. I remember "Smoker" saying "That's
, where I got my nickname - going round the boatyards and fetching
back sacks of oak shavings and then lighting the smokehouse fire.
It was one of my allotted chores". However, I like to
think that this name derived from the fact that he always smoked a
pipe and that he fueled it by hand rolling the tobacco "Hearts
of Oak" which tended to smoke more than pipe tobacco.
When in deep thought, he would puff more regularly and would
soon fill a bar with a haze.
I would often see Smoker in the Smack public house.
He particularly liked that watering hole and, this particular
evening, I decided to make this my first port of call. It was a
Friday and payday. Smoker was in his usual place and looked, as
you do, when the latch noise signals an entrance. He nodded a
greeting. We had both had a very cold winter's day on the sea wall
- at one time blowing a northerly blizzard. I took my drink over
to join him and passed the time with small chat. I spoke of being
a bit unhappy with my life and thought "a six week course
at the sea school in Gravesend and then into the Merchant Navy"
would solve my demise. It was at that moment that he came to life
with agreement at my suggestion and went on to talk of his teen
years, saying that he had reached that particular crossroad in his
life. He then related the amazing life he had led at the age
roughly I was at that moment.
His Father and six brothers were all involved with
the sea and were proficient in all aspects of fishing and drudging
including five fingering (drudging starfish) for fertilizer in the
close season and stoning (drudging for mussels). He went on to say
he was fed up and was off to seek his fortune. He certainly found
it.... by joining King George V's sailing yacht "Britannia"
(K1) at the age of nineteen! This was a fabulous 40 Metre Class
yacht. These craft were the epitome of sheer opulence.
Smoker had established his career. He stayed full
time for a number of years and was made up to boatswain (commonly
bo'sun) - a post that, on a modern yacht (sail or motor),
can command £5000+ a month salary). It should be mentioned that a
racing yacht of the size of "Britannia"
could not have operated without a bo'sun.
Smoker said that it was very informal aboard and
that the King would often consult with him regarding the boat and
race tactics so that there were no surprises during the course of
a race. Smoker was senior or leading deckhand - versed in and
responsible for running rigging, sails, warps and sheets ,
anchorage, stores and, indeed, anything that effected the smooth
running of a racing vessel. It also involved conveying orders to
the crew via the captain or officer and readying the ship for
sea.
Orders could be piped. On some yachts, this
involved the use of a bo'suns whistle which also doubled as a
badge of rank hung around the neck. It could be heard above
howling winds and flapping sails. However, this was not used in
Britannia's case as, by this time, the pipe was considered
to be obsolete for the task and verbal orders only were given. And
that is how the old superstition came about - no seaman whistles
at sea as it was said that it summoned up the wind. The simple
explanation was, of course, that it could confuse the crew as to
what duty to perform and the result could have been
calamitous.
I remember asking Smoker about the King and his
attitude towards the crew. He remarked that the King was a
gentleman. In fact, he said the King remarked once that "We
are all different sized, well oiled cogs that keep my yacht
sailing at optimum speed and safety. That is why I employ this
crew". Praise indeed!
Off duty, all was very informal. Smoker commented
that, perhaps, this bonding was based on the fact that being in
the same boat, life's value is the same as the next man.....
regardless of rank or class.
All of the fabulous J class would attend the
regattas along the south coast (at Weymouth, Poole, Falmouth and
Southampton) and, sometimes, the east coast. They would compete
against each other. "Britannia" always
attended but could not compete as her class was "Forty Metre".
So, to rectify this, King George had his yacht modified to
conform with J Class specifications.
Smoker went on to say that the two most memorable
sights to stir the salt water in the veins were.... a
Spritsail Barge flying full canvas in a stiff breeze and close
hauled..... and a J class, cutter rigged, flying everything and,
again, close hauled or goose winged (running before the wind). He
retorted that the latter had to be the most beautiful sight a
sailor can cast eyes upon. I think he was reminiscing about "Britannia"
which, alas, when King George V passed away, was towed out to sea
by the Navy at his request and scuttled in such a way as to leave
no trace. This was on the south side of The Needles, Isle of
Wight in 1936. It was common knowledge that he could not bear the
thought of anyone else owning her.
Smoker's next job found him aboard "Shamrock V"
(J 3). Built in Gosport in 1929, her specifications were 119 ft
1in LOA, 81ft 1in LWL, Draught 14ft 9ins with a further drop keel
and a sail area of 7,550 sq ft. Her mast cost more than the hull
itself. She also had an 80 ton lead keel. So, complete with her
innovative new look rigging, ("Bermudan" as opposed to
"Gaff "), a much more dapper and efficient sail
plan and easier handling, she was built to race for the Americas
Cup by Sir Thomas Lipton of food and tea fame.
Smoker enlisted as Bo'sun and her crew numbered
twenty two. Among them was his brother, Skipper Stroud, and
another Whitstable oyster and fisherman, Harry Harman, who could
turn his hand to whatever the season dictated. Smoker's elder
brother, a very experienced seaman, had joined the Merchant Navy
in the twenties and was to sail all over the world. It is here the
story gets more interesting .
Firstly, I will give a brief history of The
Americas Cup.
The J Class has its roots in the oldest sporting
race in the world, The America's Cup. It was established in the
early 1800's and is still challenged for today. This international
event was born from an annual race around the Isle of Wight,
hosted by the Royal Yacht Squadron and called the '100
Guinea Cup' or, as some liked to call it, "The
Queens Cup". In 1851, an overseas yacht was allowed
to participate for the first time as part of the Royal
Exposition of 1851. In response, a syndicate of six business men,
led by John Cox Stephens, spent $30,000 to build a new racing
schooner, "America". After sailing
to France to be repainted and outfitted with racing sails, she was
entered in the 58-mile clockwise race around the Isle of Wight.
Sailing against 17 other English super yachts, "America"
finished 18 minutes before her closest competitor. Queen Victoria
was informed of the outcome and enquired as to which vessel was
second. This question resulted in the famous response, "Your
Majesty, there is no second".
Several existing large British yachts, 'Astra',
'Candida', 'White Heather II' and 'Britannia',
were converted to comply with J Class ruling and raced alongside
the J's. Smoker went on to say that the King would not have a
J on his sail to denote the yachts class as he was a K, being King.
So, his sail number finally read K1. The Royal Yacht Squadron
allowed this.
Of the true J-Class, only ten were ever built (4
in the UK and 6 in USA) and these raced together for just seven
seasons from 1929 to 1937. With the loss of the King in 1936, 1937
saw a new racing season but it was all a bit half hearted. There
were ominous rumblings in Europe and the Wall Street crash all
contributed to the decline. Racing on the scale it had been was
destined to become a treasured memory.
The crew had joined "Shamrock V"
J3 at the beginning of the season and it would be decided by the
outcome of the regatta races along the south coast which boat should
represent us and bring back the trophy lost seventy nine years
earlier. The crew was chosen on sea skills. Three crew from Looe
in Cornwall were chosen - A.J. Pengelly, Joe Uglow,
and Jack Sargent. A.J.Pengelly had previously sailed on "Velsheda"
and another J Class and, so, was well experienced. They did
the regatta tour.
Smoker, as I remember, had mentioned the
Cornishmen and said that they were a tough bunch - used to seas
being less kind than that of the North Kent Oyster drudgers and
flatsmen. Shamrock exceeded expectations while
racing at the 1930 Regattas and, at the end, had the most number
of flags. The King in his "Brittania " had given
"Shamrock V" the most tactical problems but she
had surmounted these and earned the right to challenge for
the cup. Smoker went on to say that, after competing successfully,
"Shamrock V" sailed to Gosport where she
readied herself for the journey across the Atlantic to
Newport. Rhode Island, USA.
Smoker related that.....
| "It was July 1930, the off day, and we
were given a send off befitting the task that was
entrusted to us. Apart from the Atlantic crossing which
was daunting enough and entering waters that were unknown
to all of us, we were all a little apprehensive.
The morrow saw us making good headway nose to
wind. It was blowing a stiff southwesterly and we were
forced to reef our mainsail area to one third.
The wind gained strength to the point of being
uncomfortable. The crests between waves were shorter
than our length which, on about every third crest, caused
our bow to dig into the wall of water and caused a lot of
water over the bow. Then, the bow would rise quickly and
the stern would be under.The safest place was amidships
with safety lines on". |
A.J.Pengelly said that the boat was built for
speed and not rough weather. He was also quoted as saying that he
would sooner have made the crossing in his own boat "Our
Daddy" (still afloat today) as, although less than
half the length, she was built to withstand these
conditions.
The crew stood watch at four hours on and four
hours off. Smoker said that "Shamrock V"
had taken a pounding. She had sprung a plank and was leaking
badly. Smoker organized running repairs which were a temporary
measure and made for the Azores to effect proper repairs. Forty
eight hours later saw the vessel on her way again but the wind was
still south westerly and was to remain that way for
the duration.
Smoker said that sleep was a luxury. All the crew
were wet through and there was not a dry place on the boat.
Changes of clothing were wet through and the cooks tried to muster
food for the crew but, alas, it was mostly sandwiches for the
duration. In all, the crossing took twenty six days and Smoker
said dryly, "That was twenty six days of hell".
Like all trials, when they arrived at Rhode
Island, there were boats of all shapes and sizes coming out to
meet them. Fire tugs, with all hoses fired up, escorted them in.
The hooters and sirens were deafening and, as they neared the
quayside, people lined the quay in hundreds - cheering, waving
flags (including quite a lot of "Jacks"), whistling,
blowing trumpets and whatever else could make a noise.
As the tugs nudged her gently into her berth, (she
had no engines), the hellish trip faded into obscurity. They were
left bathing in friendly welcoming sounds which made them feel
really special. A great welcoming ceremony was held at the Yacht
Club where the food suddenly improved. Smoker remembered making a
bit of a grunter of himself but he wasn't alone and some
even had the luxury of a hangover he recalls.
The following day saw the yacht making ready for
her challenge and it was Smoker's job to check and double check
sails, warps, halyards, standing rigging, rudder mechanism ,
sheets, cleats, winches, blocks. All this done, she was
ready to compete. The following day was spent fine tuning,
studying charts, the race course and discussing race tactics which
may have to be revised should the weather differ from the
forecast. It was a bit "hit and miss" in those days.
Shamrock's Crew at Rhode Island
The race day came and moorings were slipped,
"Shamrock V" and "Enterprise",
(which was the American entry), were towed out to open water and
the start line. A great many small craft followed - eager to see
these majestic giants do battle for yachting's most coveted and
prestigious prize - The Americas Cup, as it was now
known.
Above: Shamrock V off Rhode Island in 1930
Below: Signatures of Shamrock's Crew
Over the next few days, the races took place.
Smoker did not go into detail - only saying that the weather was
perfect for sailing. However, at the end of the agreed number of
races to decide ownership of the cup, "Shamrock V"
had lost four out of four races. They had been given a real
trouncing. On the night following the final race, a farewell
dinner was held at the "Hotel Belvedere (Rhode
Island)" in honour of the challengers and no
great thing was made of America successfully defending the
cup.
It was as though it was an inevitability but
Smoker remarked that "Enterprise" could
point to wind a lot closer than Shamrock. A. J. Pengelly
also made reference to this and of the thirty crew!
Aboard "Enterprise", only
ten were on deck at any one time. The rest were engaged below
working the winches. Even trimming sails was done below decks.
Enterprise was also made of duralumin, aluminium to us,
including the frame. This would have made her about one third
lighter than Shamrock. None of the rules on class
build were compromised and "Shamrock V"
was beaten fair and square.
America's victorious
"Enterprise"
I do not know much about the return journey - only
that Gosport was the first port of call for a refit to make ready
for the following season. I believe that Smoker was paid off and
rejoined the King's yacht Britannia which, in 1931,
was converted to a cruising yacht. She was fitted out to a very
high standard in order to impress both foreign dignitaries and the
ladies. It was now becoming fashionable for ladies to go aboard
what had always been a man's domain and where functionality had
been the only concern. Women, (at least the more adventurous ones)
had their own yachts built and became formidable adversaries when
racing, Tracy! Edwards is just an example of many other top
notch skippers!
It is gratifying to know that the J Class "Shamrock
V", "Velsheda", and "Endeavour"
are still sailing to this day having been rescued. So, the
legend lives on. I must also add that, having lost the trophy in
1851, the United Kingdom has never won it back... ever! Countries
that have been successful are Australia (once), New Zealand
(twice) and, lastly, Switzerland (once).
I would like to dedicate this article to the
memories of Smoker Stroud.... and Alfred (A.J.Pengelly) from
Looe, Cornwall who wrote the book "Oh, for a fishermans
life" in 1979 and whose son Terry, T.J.Pengelly,
is now senior hand of the family and keeper of family archives at
seventy nine. Terry has kindly allowed reproduction of
pictures for this article. Also remembered are the other selfless
fishermen who left families behind in the summer months when
little or no fish were to be had in order to join the large yachts
and race the summer season regatta's on the south coast, thus
earning enough money to keep their families fed and the
landlord from the door.
Regards and fair winds,
Dave Jordan
Cliffe, Rochester, Kent
Email:- wildlife1@talktalk.net
http://www.classic-yachts.blogspot.com
http://www.the-birds-of-kent.blogspot.com
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