John Anderson RNVR Auchterarder

[b1b2j3]

Head spinning stuff. My immediate Family is Burden. My other ancestors are Eadie. The Sisters, Margaret Taylor Rare and Jessie Taylor Rare, married into the Burden and Eadie Anderson Families.

Margaret Taylor Rae marries Peter Burden 1873 and her Sister, Jessie Taylor Rae marries John Anderson 1885. Burden and Anderson Family connections. Sisters, nee Rae marry in.

Margaret dies early with only 1 child John Rae Burden, who also died without descendants. Peter Burden Brewr of Blackford, then goes on to marry Mary thomson Dalgleish.

Jessie has a Family. And gets another Brewer in marriage to John Anderson

(Parents John Anderson 1807 – 1866 ; Margaret Eadie 1832 – 1910)

Jessie Taylor Rae and John Anderson Children-
Spouse & Children
Jessie Taylor Rae 1849 – 1892
Jessie Jenny Anderson 1886 –
Maggie Margaret Anderson 1888 –
John Anderson 1890 –

[sula sgeir]

. . . . continued . .  John Anderson's Journal :

(. . This did not help her appearance.)

 " I was 3rd Engineer. We had two days before sailing, I felt in no hurry myself.  The ship was far from being a new one and her accommodation was very poor. The small Saloon where the Captain, Mates and Engineers dined was passable, but the cabins were just small places with scarcely enough room to undress when the door was shut. Only two engineers were required for coasting, their cabins were right aft and not much more than cupboards .   An extra cabin ghad been added at each side of the lower bridge and it was one of those I shared.

The crew consisted of Captain, Mate, three Engineers, Cook and Boy, and four Sailors.    The machinery, one boiler, and a two cylinder compound engine, and two small auxilliary pumps. The after Peak Tank was fitted up to carry an extra supply of fresh water for domestic purposes, while the double bottom tanks carried fresh water for the boilers.  The ship was being taken out on what is known as " by the run" that is to say everyone was paid a fixed sum for the run or voyage no matter how long it took. The Captain undertaking to feed the crew. There was no guarantee of employment at the other end.
Our captain was one of the old type.  He had spent a long life at sea mostly in South American waters which he knew like a book. The Mate was a Highlandman who had seen better days, he was a fine physical specimen with a great deep chest and a voice like a foghorn. This man had been his own worst enemy and no doubt thought that the new life in Canada would help him. Only one of the sailors had really been a sailor before and that a long time ago. Of the other two, one was a big raw boned carter going to try his luck. The other man had no qualifications and was prepared to try anything. The other two Engineers were both experienced men considerably older than myself, both pretty tough customers.
Of the three Firemen, two were Germans, or rather a German and a Bavarian, the latter liked to make it quite clear that he was not of the same nationality as Fritz the German.  The third fireman was the Carter who I described in mistake as a sailor. A young lad going out to join his older brother  was the sailor. Cook and steward were combined duties. Cook was a real old shellback who had sailed in some of the old China Tea Clippers and could tell you yarns about them and their Skippers as long as you cared to listen to him.  The Cabin Boy had been at sea before and, very fortunately for us was quite an expert at carrying the food from the Galley to the Saloon when the ship was kicking her heels up in rough seas."
 
Well the day of sailing came.   
(to be continued). . .

[sula sgeir]

. . . . continued . .  John Anderson's journal ;


" Well, the day of sailing came. We went aboard at 7 am and had plenty to keep us busy until sailing time, about five in the afternoon. We were supposed to get our food aboard now. Dinner time came but no sign of any dinner, the stores had not arrived. We carried on with our preparations expecting to get something to eat any minute. Three o'clock came before we got the joyful news that provisions had arrived. We were in too much of a mess and had neither time or facilities for getting cleaned. The old cook soon got busy, [and] he sent down a big dish of hot sausages, a big plate of bread and butter with a mug of tea for each.    All we had to serve as a table was the top of an old greasy tool box, this also was our only seat.   In spite of the surroundings and my grimy hands, how I diod enjoy that feast. By jingo I was hungry, it cheered us immensely and when we sailed soon afterwards all were in quite good spirits.
  Very few people saw us sail. Mr W Eadie the owner was one of them and another was George Scotland who was amazed to see such a small ship setting out on such a voyage.     The Engineers of a ship never see much of the arrival and departure from Port, they are too busy down below.
Getting right away we soon passed under the the Forth Bridge and settled down for whatever was in store for us.  My previous experience at sea had been in a very much larger ship than the " British Empire" and soon I began to feel the difference in motion.   Fortunately the weather at the start was not very bad, so I had time to get used to the feeling before we entered the Bay of Biscay.    Down the East Coast and along the South we saw plenty of small ships like our own, but when we rounded Cape Ushant and entered the Bay, these were all left behind.  For the next two or three days we rolled, pitched, dived and kicked our heels like a bucking bronco.  The engines raced like mad at every heave. We stood by the throttle and endeavoured to ease the strain but it was pretty hopeless we just did our best. It took as much of our attention keeping our feet and holding on as , as did our job. After this lot was past we realised that whatever we may have had against her, we had a dandy little sea boat. She rode on top of every thing, scarcely ever shipping a drop of water.[]
 (to be continued)

[malwil2]

Hello Sula, I'm the cousin Mal that Bron mentioned in her post(s) and this is my just my second post all up so I still have a lot to learn.
 
The conversations between you, Bron, Andrew and others are entertaining and enlightening and although Andrew had sent me most of what he has posted, there is so much more interesting stuff as well, particularly the photos. I presume it is OK to download these, as I wish to add them to my photo collection. I attach source information to each and will seek permission regarding any intentions of publishing them elswhere.
 
Looking forward to further episodes from John Anderson's journal. Your contributions are much appreciated, as are those from Andrew and Bron. Given time, I imagine one could spend a lot of it on RootsChat and there seems to be a lot of very helpful souls out there Once I have the necessary 3 posts, I will give you my email address, or perhaps Bron or Andrew might pass it on. It is a pity that the Journal wouldn't upload for you.

[b1b2j3]

Yes, I am also enjoying the journal Mal.

Bron

[sula sgeir]

(continued) John Anderson's journal . .

. . . .  shipping a drop of water.

[i]Plodding steadily on we ran into better weather, with a pleasant rise in temperature. All seemed to be going well with us, we were settling down and making the best of our conditions. My watch was the twelve to four, or Graveyard Watch, as it is known at sea.

It was on the afternoon Watch. We were sailing steadily along when suddenly the engines began to slow up. Shutting off the steam I found that the H.P. valve spindle was broken, it had been severely fractured for a long time but the fracture had been hidden inside a guide bracket.

Well it was our job so we had to get busy. There was a spare valve rod on board but it was for the L.P. engine and they were not interchangeable. The skipper informed us it was about a day's sail to Las Palmas in [the] Canary Islands where repairs could be carried out, if we could make it.

It took us about six hours to fit up, valve and rod, near enough for the distance at reduced speed.

 Arriving safely at Las Palmas the rod was sent ashore to be machined to the proper dimensions. we found that the HP valve was badly worn and [we] had plenty to do getting this valve faced up, and adjusting some of the bearings. Repairs took us about three days.

A few of us went ashore one evening and thoroughly enjoyed feeling our feet on terra firma again.

  Las Palmas as a holiday place catered only for the wealthy at that time and looked beautiful in the semi tropical evening light with its big white buildings , the blue water and the waving palms.   A light refreshing breeze blows all the time.

Everything fixed up again off we went once more thinking that the worst of our troubles were over, we were soon to be disillusioned.

All went well for a few days when, on a Sunday morning about six, I awoke with a start on hearing a bump, bump then silence in the Engineroom.  Getting along as quickly as I could , there was a mess. The HP [ High Pressure] cylinder cover was smashed to pieces, so was the piston, and the piston rod was bent. Things looked pretty hopeless this time and I began to think the " British Empire " would never reach Vancouver. The Chief Engineer was not easily daunted.

He said we would get her into port somehow and we did. After discussing the whole plan with the Second, the Chief decided to try and drive the ship with one cylinder, the Low Pressure.   This meant making a temporary cover for the HP Cylinder, dismantling the broken parts and taking out the H.P. valve.  The H. P. piston rod was left coupled to connecting rod and crankshaft so that we should still have the benefit of the pumps driven by it which operated the Condenser. We worked almost without a break for two days, just lying as we were for a few hours when the progress of the job permitted.

Everything at last fixed up to the Chief's satisfaction, we were ready for a trial.   The engine had been warmed up and we stood by full of expectation as the Chief took hold of the starting valve. On went the steam but alas, the Engine made a half-hearted attempt to turn but could not manage to overcome the dead weight of the H.P. Engine and Pumps.    Now what was to be done?    The only hope now was to uncouple the H.P. Engine and Pumps and try to work the engine exhausting into the atmosphere like a Puffing Billie.   We set to again without very much enthusiasm.

The H.P. Engine was disconnected, the Eduction Pipe to Condenser uncoupled and turned round to face up to the skylights to let the exhaust steam escape.    All ready once more we turned the Crankshaft so that the crank would be near the top dead centre, the only position she would start from.   As soon as we removed the turning gear down went the crank to the bottom again, there was now no weight to counter balance it.  Another twenty minutes pulling and sweating and we had it turned up again.  This time we cut a block of wood to jam between the crank and the column as the crank just passed the centre.   We tied a block of wood to the block so that it could be pulled clear.  Everything ready once again, the Chief took the throttle, the Second stood by with the big hammer to knock out the block . . . . . .  [/i]
(to be continued)   

[sula sgeir]

 . . (continued) John Anderson's journal . . .

. . . We tied a length of rope to the block so that it could be pulled clear. Everything ready once again, the Chief took the throttle, the Second stood by with the big hammer to knock out the block. I held the rope. At the shout 'go' on went the steam, out went the block, and with a wouf, wouf she was turning again.  All however was not quite right yet, the first few revolutions filled the engine room with hot steam from the exhaust, we had to stop and get out in a hurry.

Feeling more cheerful now we set about fixing up the largest ventilator on board.  We lashed it in position to blow the steam over the side. Canvas was used to make good the space at the joint.

All ready the starting performance was gone through once more and away we went leaving a trail of steam behind us.   The next problem was fresh water for the boiler, the exhaust was blowing it away as fast as we could pump the water in, this we could see would very soon consume all we had on board, then it would mean salt water which would soon make a mess of the boiler under these conditions.

The working pressure of the boiler was 120lbs but using it on the large diameter cylinder we could only get 25 to 30lbs, and that only with a struggle. Finding that we were doing seven knots and that that speed would get us to St Vincent in the Cape Verde islands in thirty six hours. We reckoned we could just manage it.

There was no possibility of manouvering the engine, so we informed the Captain that when he rang  'stop' that would mean finished with the engines as we could not start again.

The ship must have looked a sight as we puffed along, leaving a great trail of white behind us. Fortunately we were now in fine weather and got along quite easily.   Nearing St Vincent the density of the boiler was getting so high  that it became a question of whether we should stop and blow out the boiler, or take a risk and keep going for the few miles remaining.  The latter course was taken and we steamed into harbour at dusk on the second day.

We got the order to slow and then stop, and in a few minutes the anchor was dropped but the bottom was soft sand and the ship still went ahead.

A big passenger ship was just moving slowly from her moorings when we arrived on the scene making straight for her stern.   An officer on the after-deck shouted " stop that ship or you will be into us", . . . . 

(to be continued)

[sula sgeir]

. . . (continued) John Anderson's Journal

. . . . . or you will be into us "

The Captain replied " We are broken down and cannot stop ", then the other officer shouted through a megaphone to his own Captain " go full speed ahead or we will be run into by a ship with engines broken down." Excitement ran high on both ships for a few minutes but the big ship slowly gathered way, she saved her skin by just a few feet !

 Well, here we were, safe and well and I am quite sure slept soundly that night.

Next day we started dismantling the engine. A cable was dispatched to the owner stating what had happened and the reply came that new cylinder cover, piston rod and piston were being sent by the first mailboat.

There was plenty of work to keep us busy but it was fine to feel the gentle movement of the ship as she rode the swell that is always present in the harbour. The mornings were particularly fine. all the heat of the previous day had dispersed during the night leaving behind a sweet fresh atmosphere and temperature.

The days passed pleasantly enough, we just fed the same as if the ship was still at sea. The only change we managed was once or . . . . . . ( to be continued)

[sula sgeir]

Map of Cape Verde
Cape Verde Islands - map
 

 
What are the geographical coordinates of Cape Verde?
Latitude of Cape Verde: 16�00� North of the Equator

Longitude of Cape Verde: 24� 00�West of Greenwich

What is the official name of Cape Verde?
conventional long form: Republic of Cape Verde

conventional short form: Cape Verde

local short form: Cabo Verde

local long form: Republica de Cabo Verde