Minnie A. Caine
Schooner Minnie A. Caine anchored in harbor
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History | |
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United States | |
Owner |
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Port of registry |
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Builder | |
Cost | $55,000[5] ($1,500,000 in 2020 dollars[note 1]) |
Laid down | December, 1899[4] |
Launched | October 6, 1900[3] |
Out of service |
|
Reclassified | Fishing barge, Apr 1931 |
Refit | Rigging removed, Apr 1931 |
Identification | |
Fate | |
General characteristics | |
Tonnage | 880 GT; 779 NT[2][1] |
Length | 195.5 feet (59.6 m)[2][1] |
Beam | 41.0 feet (12.5 m)[2][1] |
Depth | 15.2 feet (4.6 m)[1] |
Decks | one[2] |
Propulsion | wind |
Boats & landing craft carried | one[10] |
Crew |
The Minnie A. Caine was a four-masted wooden
In 1931, the schooner was purchased by Olaf C. Olsen and turned into an unrigged fishing barge operating off the Santa Monica Pier. After a severe storm in September 1939, the Minnie A. Caine was grounded in Santa Monica Bay. Three months later, her wreckage became a threat to a California highway and had to be incinerated. A cabin clock from the Minnie A. Caine is preserved on the C.A. Thayer in the San Francisco Maritime National Historical Park.
The schooner became widely known for a series of incidents immortalized by her portrayal in literature. Twice, the Minnie A. Caine suffered damage that amounted to 50% of her cost, but was successfully salvaged. The salvage operation after her grounding in 1901 lasted three months and was featured in Scientific American. The fire that almost destroyed the schooner in 1917 in Adelaide inspired fiction from Peter Kyne, Joan Lowell, and Corey Ford.
The Cradle of the Deep, an autobiography written by
Construction
Construction of the Minnie A. Caine began in Seattle in December 1899.[4] At the time, Seattle was benefiting from the early years of the Nome Gold Rush, which propelled the small town to its later prosperity.[11][12] One of the beneficiaries of the rush was Seattle citizen and a future millionaire Elmer Caine, who made his starting capital by transporting eager new colonists from Seattle to Nome and other Alaskan ports, rising from the captain and ticket agent of a small steamer to a prominent shipowner.[13][14][15]
In 1899, aiming to diversify shipping interests and maximize profits, Caine ordered several vessels built simultaneously, with the intent to finance them in partnership with other shipowners.[13][16][17] Unlike the other ships, which were built to service coastal Alaskan routes,[16] the Minnie A. Caine was designed for the long-distance lumber trade.[13][18] Caine named the vessel after his wife, Minnie,[19][20] although he owned only approximately ⅓ of the ship. Half belonged to the Charles Nelson Co., a San Francisco shipping company that specialized in lumber trade, and the remaining one-sixth was owned by local associates of Caine from Seattle.[21][22]
The Minnie A. Caine was the first
Specifications
The Minnie A. Caine was a wooden, single-
The schooner could hold up to 1,000,000 lineal feet (300,000 m) of lumber (1,000 M).
History of voyages
Lumber trade, 1900–1919
After her launch, the Minnie A. Caine was utilized in the trans-Pacific lumber trade. She typically carried a full load of lumber from Washington state or British Columbia to ports in Australia, Hawaii, Mexico, Chile, or Peru.[30][31] Until the late 1910s, the economics of the trans-Pacific lumber trade depended on payment opportunities for return cargoes. Return cargo loads typically included a load of coal from Newcastle, Australia to Honolulu where coal was in demand for the local sugar industry, followed by a load of sugar for San Francisco.[32] Alternatively, a load of coal could be taken from Australia all the way to the Pacific Northwest; for example, in 1907 the Minnie A. Caine brought coal to Nanaimo, British Columbia and loaded her next cargo of lumber at the same port.[33]
The Minnie A. Caine's most typical cyclic voyage was the Seattle–Sydney–Newcastle–Honolulu–San Francisco–Seattle route.[30] On average, this route took her nine months.[34] A one-way trip to Australia lasted approximately three months, and the loading and unloading processes were complicated, so docking could take weeks, after which the schooner often waited for return-trip cargo.[30] This route was also the Minnie A. Caine's maiden voyage. She was scheduled to leave Puget Sound for Sydney on October 25, 1900.[20] From the day of launch, the Minnie A. Caine's captain was J. K. Olsen.[note 2]
Although initially the Minnie A. Caine operated under multiple owners, by 1903, Charles Nelson Co. has consolidated the ownership of the schooner and re-registered her to the port of San Francisco.[38] The company operated multiple vessels and was growing to become one of the largest lumber transporters in the United States.[3]
The grounding of 1901
The Minnie A. Caine's maiden voyage did not return to Seattle until December 23, 1901,[35] having been delayed in San Francisco port by the "strike trouble" there.[22] Her next assignment was to pick up a load of lumber from Chemainus, a logging town in British Columbia, and deliver it to Callao, the main port of Peru.[35][39]
The schooner left
The
The crew was safe and found refuge inside the Smith Island lighthouse.[47] Subsequent inspection of the schooner revealed damage to her bottom, and she was generally believed to be a complete loss.[22][48][49] At the time, the estimated cost of salvage and repair—from $60,000 to $65,000 (from $1,600,000 to $1,700,000 in 2020 dollars[note 1])—was higher than her original price.[22][45][50]
Salvage operation of 1902
It turned out that only Elmer Caine's share of the schooner was covered by insurance (in the amount of $17,500 ($465,000 in 2020 dollars
Finally, the parties agreed that
The actual salvage started in February 1902. The 40 workers used heavy
The schooner was tugged to the Moran Brothers' dock in Seattle,[55] where she underwent repairs until starting a voyage to San Francisco in September 1902.[56] The salvage operation ended up costing almost $20,000 ($530,000[note 1]), with subsequent repairs at Moran's costing an additional $10,000 ($270,000[note 1]), which amounted to almost half the vessel's value.[50] Because Elmer Caine used his own tug and men during the salvage operation, he ended up owning a 50% share of the vessel.[45] However, by 1903, he sold his share to Charles Nelson Co. which became the Minnie A. Caine's sole owner.[38]
1906–1909 incidents
During one of the voyages from Washington state to San Francisco in November 1906, the Minnie A. Caine saved the crew of another San Franciscan schooner, the Emma Caudina, which was wrecked off Grays Harbor.[57][58] Three years later, on December 27, 1909, the Minnie A. Caine itself reached Grays Harbor in miserable condition after encountering a typhoon. The schooner was sailing from Haiphong, French Indochina, to Bellingham, Washington, and the typhoon carried away all her sails and destroyed most of her provisions.[59] The crew was suffering from severe hunger. Captain J.K. Olsen became stricken with heart disease, and on arrival was taken to the Hoquiam hospital in critical condition.[59] G. Nelson became the Minnie A. Caine's new captain.[60]
Australian incidents of 1917–1918
For the 1917 voyage to Australia, Captain G. Nelson was replaced by Captain Nicholas Wagner. On August 19, the Minnie A. Caine arrived at Port Adelaide with 960,000 lineal feet (290,000 m) of lumber and 450 imperial gallons (2,000 L; 540 US gal) of gasoline.[62][61] Unloading was scheduled to finish at the Corporation Wharf by September 4; however, at 6:30 p.m. on September 3, a fire erupted in the schooner's lower hold.[62][63] The captain's wife and their three children made a hasty escape to a nearby hotel while the port's fire brigade, reinforcements from the city, the captain, and a few crew members fought the fire.[62][64] The gasoline was safely jettisoned, but the fire was not contained until 10 p.m., when the firefighters were assisted by a heavy rain.[62][64] The schooner was eventually half-sunk from the amount of water poured in to fight the fire, her masts resting on the surface of the wharf.[61]
The fire "almost completely destroyed the ship."[61] The rapid progress of the fire from a section used to store sails raised suspicions of an arson.[62][64] A special inquiry into the cause of the fire was held on September 20,[65] but "it was not considered desirable to disclose" its findings to the public.[66][67]
The schooner was moved to a
Despite all the difficulties, A. McFarlane & Sons repaired the schooner "satisfactorily" by January 1918,
1920–1926 lumber trade
After World War I, the economics of the trans-Pacific lumber trade changed. Advances in shipbuilding gave the advantage to
By 1921, Charles Nelson Co. was one of the largest lumber trading companies in United States.
By 1919, Captain J. K. Olsen returned to command of the Minnie A. Caine,
Fishing barge
By 1931, strained by the Great Depression, the Charles Nelson Co. was actively selling unneeded vessels.[81] Simultaneously, Captain Olaf C. Olsen,[note 7] a "square-jawed Norwegian" and one of many Pacific Coast sailors formerly involved in the West Coast lumber trade, discovered a business opportunity in operating a fishing barge.[81][83][84] Since 1925, he had successfully operated the barque Narwhal in this capacity, and formed the Malibu Maritime Corporation.[9][85] After selling the Narwhal to a film studio, in April 1931 Olsen purchased the Minnie A. Caine to turn it into a fishing barge operating off the Santa Monica Pier.[86]
The schooner was tugged along the California coast from the boneyard in Alameda to San Pedro, where her masts were cut off.[81] She was subsequently reclassified as a barge with a crew of two, and registered to the Malibu Maritime Corporation with her home port listed as Los Angeles.[9] In May 1931, the Minnie A. Caine was anchored for the summer in Santa Monica Bay, not far from the Santa Monica Pier.[87]
For the next eight years, the Minnie A. Caine spent summers anchored in the bay, and Captain Olaf C. Olsen operated a small boat to bring fishermen to his barge.[87][88][89] The ticket was 50 cents; during the Depression years, a kid could fish on the Minnie A. Caine for a full day and bring home enough fish to sell it for spending money for a couple of weeks and the next ticket.[90] At night, it was rumored that "merry" parties were held on the vessel, where alcohol was served.[91] A piano was delivered to Minnie A. Caine for entertainment.[91] During the winter months, the former schooner was moored off the docks in San Pedro.[91]
The grounding of 1939
During the night of September 24, 1939, after an unprecedentedly hot summer,[91] Santa Monica Bay was hit by a severe storm, with gales reaching 65 miles per hour (105 km/h).[92] At the time, Captain Olsen, five crew members,[93] and an unidentified number of guests were on board.[94] Anchored in the bay, the Minnie A. Caine rode out the storm six miles off the Santa Monica Pier.[94] When the old anchor chain failed, the crew was too slow to cast the spare anchor,[95] and the former schooner was thrown onto the shore at 34°02′17″N 118°33′14″W / 34.038°N 118.554°W, by the intersection of Sunset Boulevard and then Roosevelt Highway (now Pacific Coast Highway, part of California State Route 1).[92][94]
All guests and the six crew members were safe.
The fallout of the grounding
Three months after her wreck, the Minnie A. Caine created new problems for the city of
As an emergency measure, 500 tons of riprap were dumped along the highway and one last attempt was made to free the vessel.[82] After the attempt proved unsuccessful, a call was put out through the newspapers to salvage the wreckage for timber.[97] When this produced few results, the decision was made to burn the wreckage, and Captain Olsen signed abandonment papers.[99] While the engineers prepared the burn, an additional 500 tons of riprap were dumped along the damaged portion of the highway.[97]
After pouring 600 US gallons (2,300 L) of
The engineers feared that the remaining portion of the ship would continue disrupting the currents, and suggested using explosives to finish the destruction.[98] This measure, however, was protested by concerned local residents, who feared that an explosion might trigger landslides and damage their properties.[98] Over the next month, the tide dispersed the remaining wreckage and the threat to the highway was eliminated.[96][100]
In popular culture
The Cradle of the Deep
In March 1929, when the Minnie A. Caine was
Peppered with "salty cuss words" and "mildly sexy" scenes, the book was considered controversial, at the time which added to its popularity.
The book received multiple positive reviews from different sources,
The Cradle of the Deep was subsequently exposed as a hoax[114][115] when Lowell's school records from Berkeley, California were produced, proving that she hadn't spent her life at sea,[105][116] and the Minnie A. Caine itself was found unscathed in the Alameda boneyard.[117][115] Joan Lowell's real name was Helen Joan Wagner, and at the age of 15, together with her mother and two brothers, she did indeed accompany her father, Nicholas Wagner, on his one-year assignment as the captain of the Minnie A. Caine on the schooner's unlucky voyage to Australia in 1917–1918.[116]
The exposure led to a literary scandal of "an astonishing magnitude" that echoed across all United States.[105][118] It was further exacerbated by the fact that the hoax was motivated by profit-seeking, and that neither Lowell nor the publishers ever admitted the forgery.[119] The Book of the Month Club offered refunds to its subscribers,[105][120] and The Cradle of the Deep soon ended up on bookstore shelves of discounted books.[85]
Salt Water Taffy
Three months after the exposure of The Cradle of the Deep as a hoax, American humorist
In Salt Water Taffy, Lowell is cast as a "vain and naïve heroine."[120] The ship's name is also purposely distorted throughout the book; different characters refer to it as the Carrie L. Maine, the Minnie J. Cohan, the Minnie I. Cohen, etc.[124] The parody was a great success, as Salt Water Taffy itself became a bestseller,[105] eventually surpassing the sales of The Cradle of the Deep.[120]
Cappy Ricks and Popeye
The eventful life of the Minnie A. Caine, including the fire in Adelaide on September 3, 1917, was an inspiration for some of Peter Kyne's Cappy Ricks stories and the subsequent silent movie of the same name shot in 1921 by Paramount Pictures.[125][126]
A number of authors have claimed that Captain Olaf C. Olsen, while he was operating the Narwhal and the Minnie A. Caine as fishing barges near the Santa Monica Pier, was the inspiration and prototype for the cartoon character Popeye created by American cartoonist E. C. Segar.[85][88][127] However, an alternative theory states that Popeye was inspired by Rocky Fiegel from Chester, Illinois.[127]
Aftermath
Elmer Caine, who ordered and built the Minnie A. Caine, died early and unexpectedly in 1908, leaving his wife, Minnie, with an estate of over $1 million ($27,000,000 in 2020 dollars[note 1]).[14][15] She survived her husband by 14 years, dying in San Francisco in 1922[128] while the Minnie A. Caine was still carrying lumber throughout the Pacific. She didn't live to see her name twisted in the Corey Ford's parody.
While the Minnie A. Caine was moored in the boneyard, it was occasionally scrapped for parts.[83] Her only life boat ended up on the four-masted steel barque Moshulu, which was also briefly owned by the Charles Nelson Co. As late as 1947, the lifeboat, displaying the name of its original ship, was still seen on the barque.[10] The cabin clock from the Minnie A. Caine ended up installed on the three-masted schooner C.A. Thayer, and was still intact in 1958 when the schooner made its last voyage and was preserved at the San Francisco Maritime National Historical Park.[132]
Joan Lowell suffered social and financial disappointment when the authenticity of her autobiography was debunked.[133] She attempted other literary endeavors unsuccessfully, and ended up leaving for Brazil, where she died in 1967.[105][134] As of 2012, The Cradle of the Deep is still remembered as one of "the greatest hoaxes of all times" and Joan Lowell as a "grandmother of literary hoaxes."[105][106][135] Nevertheless, her fraudulent autobiography is said to have immortalized the Minnie A. Caine.[83]
See also
- Moran Brothers
- Joan Lowell
Notes
- ^ Consumer Price Index as calculated by United States Department of Labor.[6]
- ^ Although in less detailed accounts of the accident, some sources seem to suggest that the hawser was torn by the storm. In particular, The Seattle Times wrote:"...she broke from the tug..."[45] and "Almost immediately the tow lines parted and ... the craft drifted apart."[46] A local marine historian, Horace McCurdy, also recorded: "The tow line parted almost immediately..."[41]
- ^ Some later sources reported that this grounding occurred during the Minnie A. Caine's maiden voyage,[25][45] which is obviously incorrect.
- US dollar vs. pound sterling[73] and the 1917 exchange rate of pound sterling vs. Australian pound[74]
- Consumer Price Index as calculated by United States Department of Labor.[6]
- ^ In some sources, erroneously "Olson."[82] Apparently no relation to J.K. Olsen, the captain of the Minnie A. Caine for many years.
References
- ^ a b c d e f g List of US vessels 1901, p. 139.
- ^ a b c d e f g h Lloyd's Shipping Register 1901, p. Sail/MIL-MIN.
- ^ a b c d e f g Huycke 1954a, p. 6.
- ^ a b Seattle Daily Times; Dec 23, 1899, p. 8.
- ^ a b Jayne 1904, p. 14.
- ^ a b Bureau of Labor 2020.
- ^ a b c Powers 2009, p. 197.
- ^ a b List of US vessels 1908, p. 101.
- ^ a b c Merchant Vessels 1931, pp. 694–695.
- ^ a b Colton 1954, p. 217.
- ^ Berner 1991, pp. 8–9.
- ^ Hanford 1924, pp. 224–249.
- ^ a b c Snowden 1909, v.VI, p. 225.
- ^ a b Seattle Post-Intelligencer; Aug 26, 1908, p. 1.
- ^ a b Seattle Daily Times; Aug 25, 1908, pp. 1–2.
- ^ a b Seattle Daily Times; Dec 22, 1900, p. 16.
- ^ a b McCurdy 1966, p. 69.
- ^ Hibbs 1905, p. 6.
- ^ Snowden 1909, v.VI, p. 227.
- ^ a b c Seattle Post-Intelligencer; Oct 6, 1900, p. 6.
- ^ a b c Seattle Daily Times; Jan 4, 1902a, p. 18.
- ^ a b c d e f g Seattle Post-Intelligencer; Dec 28, 1901, p. 7.
- ^ a b c Fowler 2007, p. 32.
- ^ Seattle Daily Times; May 30, 1900, p. 5.
- ^ a b c Gibbs 1966, p. 20.
- ^ Oliver 1998, pp. 1–3.
- ^ a b c Seattle Post-Intelligencer; Oct 7, 1900, p. 12.
- ^ Lloyd's Shipping Register 1907, p. Sail/MIM-MIS.
- ^ Brereton 1908, p. 118.
- ^ a b c d e f g h i Huycke 1954a, p. 7.
- ^ American Lumberman; Nov 14, 1914, p. 51.
- ^ a b Huycke 1954a, pp. 6–7.
- ^ American Lumberman; Aug 31, 1907, p. 86.
- ^ Dickie 1921, p. XVI.
- ^ a b c Seattle Daily Times; Jan 4, 1902b, p. 24.
- ^ Lloyd's Shipping Register 1902, p. Sail/MIN-MIO.
- ^ Lloyd's Shipping Register 1903, p. Sail/MIN-MIO.
- ^ a b List of US vessels 1904, p. 126.
- ^ a b c d e f g M'Curdy 1902, p. 52.
- ^ Powers 2009, pp. 197–198.
- ^ a b c McCurdy 1966, p. 85.
- ^ List of US vessels 1901, p. 272.
- ^ Seattle Post-Intelligencer; Dec 27, 1901, p. 1.
- ^ a b New York Times; Dec 29, 1901, p. 2.
- ^ a b c d e f g h Seattle Daily Times; May 4, 1902, p. 6.
- ^ a b Seattle Daily Times; May 10, 1902, p. 7.
- ^ a b c Powers 2009, p. 198.
- ^ a b c Seattle Daily Times; Jan 2, 1902, p. 8.
- ^ Los Angeles Times; Dec 30, 1901, p. 3.
- ^ a b Powers 2009, p. 200.
- ^ a b c Seattle Daily Times; Jan 21, 1902, p. 5.
- ^ Powers 2009, pp. 198, 200.
- ^ Seattle Daily Times; Feb 10, 1902, p. 3.
- ^ Powers 2009, p. 199.
- ^ Seattle Daily Times; May 11, 1902, p. 6.
- ^ Seattle Daily Times; Sep 30, 1902, p. 4.
- ^ McCurdy 1966, p. 124.
- ^ Marshall 1984, p. 129.
- ^ a b Newcastle Morning Herald; Mar 11, 1910, p. 4.
- ^ Lloyd's Shipping Register 1912, p. Sail/MIM-MIS.
- ^ a b c d The Chronicle; Sep 15, 1917, p. 26.
- ^ a b c d e The Chronicle; Sep 8, 1917, p. 31.
- ^ Hurst 1981, pp. 316–317.
- ^ a b c Daily Herald; Sep 4, 1917, p. 6.
- ^ a b Daily Herald; Sep 20, 1917, p. 4.
- ^ Daily Herald; Oct 4, 1917, p. 4.
- ^ The Register; Oct 4, 1917, p. 5.
- ^ a b c Daily Herald; Sep 22, 1917, p. 4.
- ^ The Register; Jan 5, 1918, p. 3.
- ^ Daily Herald; Jan 17, 1918, p. 3.
- ^ Port Adelaide News; Mar 8, 1918, p. 4.
- ^ a b c The Register; Mar 19, 1918, p. 7.
- ^ Edison 1987, p. 381.
- ^ Coleman 2001, p. 737.
- ^ Daily Herald; Mar 1, 1918, p. 3.
- ^ a b Port Adelaide News; Jun 21, 1918, p. 4.
- ^ Seattle Daily Times; Aug 6, 1919, p. 13.
- ^ Lloyd's Shipping Register 1921, p. Sail/MIM-MIS.
- ^ McCurdy 1966, p. 342.
- ^ Lumber manufacturer and dealer; Apr 8, 1921, p. 27.
- ^ a b c Huycke 1954b, p. 8.
- ^ a b c CA Highways&Public Works; Apr 1, 1940, pp. 17, 26.
- ^ a b c d Huycke 1954a, pp. 7, 30.
- ^ a b Seattle Daily Times; Jun 9, 1950, p. 37.
- ^ a b c Huycke 1954a, p. 30.
- ^ Evening Outlook; Apr 24, 1931, p. 1.
- ^ a b Huycke 1954b, pp. 8–9.
- ^ a b Harris 2009, p. 29.
- ^ a b McCurdy 1966, p. 476.
- ^ Jones 2007, p. A2.
- ^ a b c d Huycke 1954b, p. 9.
- ^ a b c d Los Angeles Times; Sep 25, 1939, p. 2.
- ^ a b c Merchant Vessels 1942, p. 511.
- ^ a b c d CA Highways&Public Works; Apr 1, 1940, p. 17.
- ^ Huycke 1954b, pp. 9, 27.
- ^ a b c d Huycke 1954b, p. 27.
- ^ a b c d Los Angeles Times; Dec 18, 1939, p. 8.
- ^ a b c Los Angeles Times; Dec 29, 1939.
- ^ a b c d e f CA Highways&Public Works; Apr 1, 1940, p. 26.
- ^ a b Los Angeles Times; Jan 14, 1940, p. 10.
- ^ a b c d e Washington Post; Mar 17, 1929, p. M6.
- ^ Rakich 2012, p. 58.
- ^ Gibbs 1968, p. 179.
- ^ a b Ford 1929, p. C11.
- ^ a b c d e f g h Colby 2008, p. E20.
- ^ a b Gibbs 1968, p. 177.
- ^ Rakich 2012, pp. 66–82.
- ^ a b Time; Mar 18, 1929, p. 52.
- ^ Rakich 2012, pp. 68–69.
- ^ Githens 1929, p. 28.
- ^ Rakich 2012, p. 68.
- ^ Stokes 1929, pp. 49–52.
- ^ Los Angeles Times; Apr 14, 1929, p. 20.
- ^ Rakich 2012, pp. 69–70.
- ^ a b Time; Apr 15, 1929, p. 38.
- ^ a b Gibbs 1968, pp. 177–178.
- ^ Rakich 2012, p. 72.
- ^ Rakich 2012, p. 67.
- ^ Rakich 2012, p. 70,75.
- ^ a b c Rakich 2012, p. 75.
- ^ Rakich 2012, pp. 58, 73.
- ^ Time; Jun 24, 1929, p. 44.
- ^ Rakich 2012, p. 73.
- ^ a b Rakich 2012, p. 74.
- ^ Hurst 1981, p. 316.
- ^ Goble 1999, p. 269.
- ^ a b Simpson 2015.
- ^ Seattle Daily Times; Mar 6, 1922, p. 8.
- ^ Seattle Daily Times; Jul 26, 1916, p. 1.
- ^ Colton 1954, pp. 212–213.
- ^ anmm.gov.au 2013.
- ^ Trott 1958, pp. 69, 78.
- ^ Rakich 2012, pp. 59, 72–73.
- ^ Rakich 2012, pp. 72–73.
- ^ Rakich 2012, p. 59.
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External links
- Salt Water People Historical Society Page
- Museum of Hoaxes Page
- South Australian Maritime Museum Page
This article is based on the text donated by the Wenard Institute under CC-BY-4.0 license.