Selasa, 29 Desember 2009

artikel 11

Careening Yer Vessel Buccaneer-Style

by Michael MacLeod

Careening was a chore dreaded by mariners (and especially buccaneers), but it was absolutely essential to the well-being of any wooden ship. It was the laying of a ship on it's side for repairs and cleaning. The typical buccaneer had no great affection for his ship, but his success and survival was very dependant on a fast vessel.

Careening (from the Latin word carina, meaning a "ship's keel") was necessary due to two main reasons (other than usual wear and tear); the teredo or shipworm, and bottom-fouling. The ships were vulnerable to the teredo, a voracious worm-like mollusk, which bored into exposed wood below the waterline. Even the stoutest oak could be turned into a spongy mass in a matter of weeks. Because they attacked the outside of the hull this dangerous weakening could go undetected, until a section of the hull failed disastrously.

Another problem to be contended with was the accumulation of barnacles, sea grass, algae, seaweed, muck, etc. on the ships bottom. These bottom fouling marine growths could greatly reduce a vessels speed; and speed could mean the difference between life and death to a pirate. This was important both in capturing prizes (No Prey, No Pay!), and in escaping from enemy man-o'-war.

When it came time to careen the vessel (which was needed three to four times per year in the warm tropics), they would first find some secluded anchorage where they would be safe from enemy attack, as they were quite helpless while their vessel was laying on it's side. Pirates preferred small, fast, shallow draft vessels such as sloops, pinnaces (lugger-rigged sloops), and small schooners. Their small size made it much easier to hide them when careening- time came, as they could go into shallow coves and other areas, where larger vessels didn't dare venture. Additionally, the small ships were easier to turn on their sides, being lighter in weight.

They would then lighten ship, removing all the cannon, ballast, cargo, etc. The crew would set up an encampment on the shore and a small fortification would be built to house the cannon in case of attack. The vessel would then be run in close to shore during high tide. As the tide went out the ship would run aground and settle on one side. This only worked in areas that had strong tides and a sandy or muddy bottom (letting your vessel run aground on rocks was not a good idea!). Otherwise the vessel was anchored close to shore. The gun ports and other openings would be battened down to keep the ship from flooding. Ropes were attached to the ships masts and run either to trees on the shoreline or attached to the deck of a nearby anchored vessel. The ship was then pulled over on her side using careening pullies. To prevent a ship from overturning when careening, and to help bring her back upright after a careening, they used two strong tackles called relieving tackles. They would pass cables under the ship's bottom to the opposite side where they were anchored to the lower gun ports. A raft would then be constructed alongside for the caulkers to work from. Torches would be lit and used to soften the old pitch and help burn off the barnacles, seaweed, muck, etc. which had accumulated on the bottom. This was called breaming, and was made easier because the bottom coatings were highly flammable. The bottom planking would then be thoroughly scrapped.

Afterwards, the seams between the planks would be stopped up by hammering oakum (a mixture of ground-up hemp rope and tar) into them, then filling them with hot melted pitch, which kept the seawater from rotting the oakum. The hulls were often coated with a mixture of pitch, tallow, and sulphur. This was to help the hull slip easier through the water, as well as helping to poison and destroy the marine worms which attacked the hull. As an added protection, sometimes a sheathing of thin planks was sometimes nailed over the coated hull then tarred over. This was often done on English and French vessels. Finally, the hulls were painted, usually black with a yellow or white stripe across the gun ports and yellow or orange below the water line.

Another method of protecting the hull was covering the bottom with large-headed scupper nails, which quickly oxidized in sea water forming a kind of protective shell. Copper sheathing was introduced after 1760 but was used only on larger vessels because of it's high cost.

After one side of the vessel was finished the ship would be heeled over and the process repeated. When finished, they would loose the careening pullies to right the ship, any accumulated water pumped out, all ballast and cannon reloaded, and her rigging put ship- shape. She was then ready for sea again.

Sometimes, when there wasn't time or a good location to do a proper careening, they would use a method called "boot-topping". While anchored in still water, they would heave all the cannon, cargo, and everything else not nailed down, to one side of the vessel. This would cause the ship to lean over, exposing part of the hull below the waterline. They would then scrape the exposed areas of the hull, and re-tar them. The scraping was done using a special scrubbing-broom called a "hog". A ship's boat would be tied up next to the hull, then the hog would be thrust under the bottom using it's long handle. Two ropes attached to each end of the brush would be used, along with the handle, to guide it along scrubbing the side of the vessel. Everything was then shifted to the other side, the ship leaned the other way, and they again scraped and retarred. This was not very satisfactory, as they were only able to clean part of the hull below the waterline. Boot- topping was done only as a stopgap measure.

Wooden ships have always required a great deal of maintenance to keep them ship shape. Buccaneers who neglected their ship might find themselves visiting Davey Jones, much sooner than they expected.

artikel 10

Party Games for Pirates

By Robert "Hurricane" Zerr

--Cannon Ball Toss

This is a game for two players - it is similar to the egg toss, except that you use coconuts that are painted black. The object is to go farther and farther apart until there is only one team able to catch the cannonball. Yes, this game hurts if you=re drinking and your coordination is off.

--Pirate Obstacle Course

Pirates run a small obstacle course composed of a large cargo net spread horizontally across the ground (they climb on their backs across the ground up it), crawl through a whiskey barrel, pour a pitcher of rum (tea or colored water) into four tankards to the brim and carry them on a tray, walk the plank (teeter totter style) with the tray, run to the end of the course, dump the rum into another pitcher (up to a marked line) and then run back again at a full tilt to the start to tag off by ringing the ship=s bell. This is a team event - tag style. First team to finish wins a bottle of real rum!

--Treasure Hunt

Write cryptic clues and hide them throughout the property (the more land the better). If near water, put some clues in bottles tied off to land with ropes. Hang them from trees, under rocks, in nooks and crannies. One clue leads to the other. Teams divide into ship crews and cast off at the firing of the pistol. First team to solve all the clues and make it back to ring the bell wins the treasure chest of goodies.

--Open the Treasure Chest

We do this one with the kids a lot. We let kids select a key from our tankard and then they get a shot at opening the chest. Some kids get a key that works, others get non-opening keys. Inside can be trinkets from Oriental Trading Company or pirate goodies. We usually give beads and eye patches to the kids who lose as a consolation prize

artikel 9

The Pirates of California

by Rose Barton

The year was 1818. Argentina had begun it’s struggle for independence from Imperialist Spain. Their cause drew sympathy from many American and French citizens, who had recently gone through their own revolutions. In fact, a Frenchman, Hippolyte de Bouchard, was an admiral in the Argentine navy.

Now, you may well be wondering what all this has to do with a pirate invasion in California? At this time of history, California was still a part of the Spanish Empire. Reports of the wealth and prosperity of the California had reached even to Bouchard. He decided these rich missions and ranchos were a worthwhile target to help finance Argentina’s revolution.

Bouchard sailed out of Buenos Aires, and headed his small fleet of two ships to the Sandwich Islands, with the goal of stirring up trouble in California. The flagship was the Argentina (also mentioned as the Frigata Negra), carrying 38 heavy guns and two light howitzers, captained by Bouchard. The Santa Rosa (also referred to as the Frigata Chica), an American ship, was carrying 26 guns. Lt. Peter Corney, an American, was her captain. This expedition of privateers was perhaps financed in part by Americans sympathetic with the colonial rebellions against Spain.

While anchored at the Sandwich Islands (as they used to call the Hawaiian Islands) Bouchard’s ships were being outfitted for the raid on the Californian coast. They signed on several Kanakas (native Sandwich Islanders) as additional crew. When the ships left the Sandwich Islands, their crew numbered approximately 300, and consisted of many nationalities.

Another ship, the Clarion, an American, left for California while Bouchard was still making his preparations. Sailing into Santa Barbara, the Clarion brought the warning that two insurgent ships were preparing to attack. Commandant José De la Guerra of the Santa Barbara presidio relayed this warning to Monterey. Governor Pablo Solà ordered the missions to remove and hide away all valuables. Women and children were to flee inland, and take with them all livestock, except horses needed for the defense. Spikes were prepared in case Spanish guns had to be spiked and abandoned. Defense troops at the presidios were reinforced with all available able-bodied men. Neophyte Indian archers from the inland missions arrived at the coastal presidios. Messengers were stationed, ready to carry urgent news. And then everyone waited. And nothing happened. After a few days, their guard relaxed. They began to think perhaps the pirates went home to Argentina. Reinforcements left the presidios and went home.

Then on the afternoon of Nov. 20, 1818, two ships were spotted off the coast of Monterey, flying the flag of Argentina. Accounts are contradictory, but it seems that after an initial exchange of gunfire, Bouchard formally demanded the surrender of California. Gov. Solà did not comply, so Bouchard ordered ashore a large force of men, led by the Kanakas armed with pikes. Sola, with a force of 80, briefly resisted, then retreated to Salinas to await reinforcements from San Jose and San Francisco.

Bouchard held the city of Monterey for about one week. During this time, the city was stripped of munitions, clothing and anything else of value, and most of the buildings were burned. Lt. Peter Corney made this entry in his log:

"It was well stocked with provisions and goods of every description, which we commenced sending on board the Argentina. The Sandwich Islanders, who were quite naked when they landed, were soon dressed in the Spanish fashion; and all the sailors were employed in searching houses for money and breaking and ruining everything."

When Solà’s reinforcements arrived, he returned to Monterey with a force of 200 men, not including a large additional force of Indians. They found the town in ruins, some of the buildings still smoldering, all but two of the onshore guns had been knocked out, and the "pirates" were gone.

About 25 miles west of Santa Barbara is Refugio Bay. In 1818, it was famous for it’s use by smugglers, and for the rich Ortega Rancho located there. Ample water was available there. When word initially reached Santa Barbara about the possible invasion, Commandante De la Guerra sent a rider to warn the Ortega families. Then a few days later, the Ortegas received word from up north about the sack of Monterey. Panic broke out. The women and children were sent inland to the La Purisima and Santa Ines missions. All the valuables were loaded onto ox carts and pack mules and sent inland.

The same word about Monterey reached Santa Barbara, caused similar panic, and similar precautions were taken. Fifty men from the little pueblo of Los Angeles, and several Indian archers from the La Purisima mission were sent as reinforcements. Again, days went by and the guard was relaxed. The reinforcements went home.

Then two black ships were spotted by a lookout on Mount Tranquillon near Point Conception. The news was sent to Lompoc, Refugio, and Santa Barbara. Sergeant Anthony Carillo and thirty horsemen were dispatched to Refugio Bay that night, where they lay in wait in the bush.

In the morning, they found two ships flying the Argentine flag anchored off Refugio Bay. Heavy cannons were poking through the rows of gun ports. Several armed "pirates" were sent ashore in small boats. The rancho was deserted. Bouchard and his men were frustrated at finding nothing of value.

Three of his men strayed away from the others, attracted by grapes in a vineyard. They were easy prey for Carillo and his men. They burst out of the bushes, whirling their reatas and lassoed the three men as if they were cattle. The Californians spurred their horses, and dragged their captives at rope’s end away and over the top of the hill. When a rescue party came after them, Carillo’s men were ready, firing fiercely from out of the brush. Bouchard ordered his men back.

Then, in their anger, Bouchard’s men wrecked and burned everything in sight. The gardens and young orchards were laid to waste, the livestock was slaughtered and the buildings were burned. A herd of fine palominos were found with all their throats cut. Bouchard thought the destruction would force the Californians to release his men. He did not realize that they were well on their way to Santa Barbara. Finally, Bouchard ordered his men back to the ships. He decided to sail to one of the Channel Islands to take on wood and water.


artikel 8

GUIDELINES FOR FLYING PIRATES

by Claire Britton-Warren

From the September 2005 No Quarter Given


2 weeks before flying: Call the airline you are flying with. Let them know whom you are and that you’re a historic reenactor and that you’re planning to travel with ______ functional or non-functional weapons. All weapons must be checked in as baggage and may not be brought in with carry-on luggage. Remember that even non-functional weapons are treated exactly the same as functional weapons.

Ask the airline for their current recommendations on how to approach the check-in counter. With alerts and procedures changing daily, this can change drastically, depending upon who is working that day and if there have been heightened alerts. Let them know if you and your gear will have been exposed to black powder and ask how they would like you to proceed if you have.
Most, if not all, airlines do not allow black powder in checked or carry-on baggage, so you should arrange to get black powder at your destination. Some airlines allow Pyrodex (a black powder substitute), but check first.

1 week before flying: Go to the check-in counter as recommended the previous week by your airline. Go at about the same time you’ll be checking in the following week so that hopefully you’ll have the same counter attendants the following week. Bring the case that your weaponry will be in EMPTY without the weaponry.
At the counter, be patient and friendly. If at all possible, present a business card. Do NOT under any circumstances arrive costumed. This was strongly recommended by Southwest Airlines. Be calm, friendly, patient and professional.

Let the counter attendant know that in a week you’ll be coming back to make your flight and that at that time you’ll be bringing your weaponry, and that you’re there today to get the carrying case(s) inspected to make sure that they are in compliance with current regulations. Let the attendant inspect the case(s) and be sure to ask if they want them locked, unlocked or tie wrapped with extra ties taped to the outside. Again, there are no set procedures and this can change drastically, from attendant to attendant, airline to airline.

Packing: Follow the recommendations of your airline to the letter. Make sure sword points will not pop through the sides of baggage. Have business cards accessible from a purse or wallet, not in the luggage where the weapons are carried.

The day of the flight: Arrive extra early to allow for a weapons inspection. Go straight to the counter where you were directed to go by the airlines. Don’t make any detours or stops at other places. Again, do not arrive costumed, and have your business cards ready. Have the baggage locked, unlocked, or tie-wrapped as directed the previous week.
At the check in counter, introduce yourself, present your business card and tell them VERBALLY what weaponry you are carrying. Then ask them to instruct you when they are ready for you to open your baggage for inspection. Be friendly and patient. Don’t make any jokes about bombs, hijacking, terrorism, religion etc. Follow their instructions carefully.
Remember that most airline attendants will be unfamiliar with historic weaponry, so they may ask you to explain how the firing mechanism works. Do so patiently if asked. Be sure to remind the counter attendant to call ahead to the CTX (X-ray) machine operator to let them know that your weaponry is coming through. If an operator is not informed and sees a weapon on the scanner, they will notify the authorities.
Quite often, even if you follow the instructions given at the counter about locking or unlocking your luggage, the inspectors further down the line may prefer things differently. So don’t get angry if your lock is broken open upon arrival, despite your best efforts to have everything in order.
Please note these guidelines are for domestic flights only & regulations may change frequently. It’s always best to call ahead and visit the airline in advance whenever possible.
On return flights, it is often not possible to have a baggage inspection prior to your flight. So if you will be departing from the same airport, I recommend stopping at the departure counter on your arrival and checking with them then. If you do not have the opportunity to visit the airport before the flight, definitely call ahead and ask what procedures to follow at your airline’s counter.