Stanislaw Barszczak, From Stavanger herringtrade to oilbusiness,
Next to the port of Stavanger with obtaining by Norway in 1907, the independence of many new buildings has been built. Stavanger Museum is a museum of natural and cultural history established in 1877 already, located in the Norwegian city Stavanger. The museum’s collections consist of several departments: the department of zoology, the department for cultural history (which also includes custodianship of the royal residence Ledaal). Stavanger Museum was first located in a small wooden house in Gamle Stavanger. The museum got its own building, Muségata 3, in 1893, designed by architect Hartvig Sverdrup Eckhoff. The building was extended in 1930, and again in 1964. A major restoration and technical upgrade was performed in 1995. Ledaal, the summer house of the Kielland family built by Gabriel Schanche Kielland, was bought by Stavanger Museum in 1936, and opened as a royal residence in 1949. Stavanger Museum of Natural History was formerly the Department of Zoology at the Stavanger Museum. The department of zoology was central to the establishing of the museum in 1877, assigned the task of collecting local fauna, and also “exotic” mammals and birds donated by sailors and travellers. From 1918 the museum specialized in ornithological research. A branch of the Museum is the Stavanger Maritime Museum was founded in 1926 on the initiative of enthusiasts from the Stavanger Ship Owners Association, Stavanger Seamen’s Association, and Stavanger Museum. The aim was to increase the general interest for shipping and other maritime activities. The Maritime Museum was to collect and preserve objects, files, and other material documenting the city’s shipping history and its importance for the economic and cultural life in the district. A further goal was to arrange this material for research, and to make it available for the public. The foundation was financed through funds from the Norwegian coal export profits, as well as from Kloster’s legacy and the Norwegian Ship Owners Association. Stavanger Maritime Museum is responsible within the boundaries of Rogaland. This responsibility is pursuant to the Cultural Heritage Act. The Maritime Museum exhibitions relate the maritime history of city and the district throughout the last 2000 years – from the time Stavanger was a narrow and muddy little town right through to its current status of being a highly technological oil capital. There is an emphasis on Stavanger’s shipping history, but also glimpses into the handicraft history, commerce activities, and the general history of the city. The exhibitions on the two first floors of the warehouses are chronologically arranged around four topics: Stavanger as the herring town, 1808-1870; Stavanger as a port, 1850 to the present; The Stavanger fleet on the seven seas; Stavanger as the shipbuilding town. This worthwhile museum covers 200 years of Stavanger’s maritime history spread over two warehouses dating from around 1800. There’s also a large collection of model boats, sailing vessels, a noisy wind-up foghorn, a reconstruction of a late-19th-century sailmaker’s workshop, a shipowner’s office and an excellent general store, as well as the merchant’s living quarters. The museum also owns two historic sailing vessels, the 1848 ‘Anna of Sand’ and the 1896 ‘Wyvern’, both on display. Depicts the development of shipping, commerce and shipbuilding over the last 200 years. Sail loft, shipping company office, general store and merchant’s apartment. Permanent exhibitions From herringtrade to oilbusiness: The maritime history of Stavanger is also the story about the city’s growth. As I mentioned Stavanger Maritime Museum has two sailing ships, both of chich are in use. The sloop Anna af Sand is a typical representative of the many freight vessels that sailed the fjords and coast from the eighteenth century to the present. The Colin Archer yacht Wyvern is an excellent example of Norwegian yachting traditions. The sloop Anna af Sand is one of Europe’s oldest ships and a unique representative of Norwegian coastal culture. She was launched in Hardanger in 1848 and was given the name Haabet (Hope). Ten years later she came to Ryfylke. It was exactly this type of vessel that was used for transport of goods up and down the fjords and coastline at that time. The sloop was also used for transport and lodgings during the herring fishing period. Many of the sloops sailed the Baltic Sea carrying salted herring. After almost 50 years service she was put on shore in 1896. The hull was worn out and had to be reconstructed, and the rigging had to be replaced. At that time, the sloop belonged to Torger Bjørnsen Marvik. Upon completion of the reconstruction work, he gave the sloop his wife’s name, Anna. Just before the turn of the century she was sold to Sand. Since then she has gone under the name Anna af Sand. In 1909 Wyvern was sold to Kiel. Her name was altered to Tatjana and she sailed under the German flag until after World War I, when she returned to Norway. In 1924 she was purchased by the well-known newspaper editor Rolf Tommesen of Tidens Tegn. He christened the ship Havfruen III (the Mermaid III) and kept her for 10 years. In 1934 the proud ship was sold to Great Britain. Under the English flag, Havfruen III earned a legendary reputation thanks to the couple Anne and Terrence Carr, who lived onboard and sailed for 27 years from the year 1947. They crossed the Atlantic 12 times, and sailed around the world during the 1950s. Newspapers and magazines paid careful attention to the ship and its sailing routes, and she was featured in both books and films. In 1978 Wyvern was found in poor condition at a mooring buoy in Ibiza. She was purchased by a group of oil related companies in the Stavanger area, and the buyers financed a comprehensive restoration to put her back into her original splendor. The hull was restored in Dåfjord at Stord, the interior work in Stavanger, and the new rigging was made in Risør. On August 21, 1984 Wyvern was presented to the Stavanger Maritime Museum as a gift. His Royal Highness, Crown Prince Harald, performed the presentation. Since then she has represented the museum, the city and the country in both near and distant waters. Wyvern is sailed by a crew of volunteers, and has crossed the North Sea several times. In 1997 she took part in the Cutty Sark Tall Ships’ Race from Aberdeen to Trondheim, Stavanger, and Gothenburgh.
Nedre Strandgt. 17 and 19 are the only original general retail houses in Stavanger that are perfectly preserved. The four buildings were constructed during the period 1770-1840. On the Vågen side the seafront warehouses stand wall-to-wall with their gables facing the sea. Until the beginning of the 20th century small ships could dock right at the seafront warehouse walls to load and unload their goods. Since then quays and streets have been built, separating the houses from the sea. The main buildings with the general store, offices and apartments face the streets at the back. The well and the terraced gardens so typical of this area are on the other side of the street. Nedre Strandgt. 17 and 19 belong to the municipality of Stavanger. The property was comprehensively restored and modernized at the beginning of the 1980s and the Maritime Museum opened its exhibitions in these premises in May 1985. After the opening, the municipality was awarded the sought-after “Europe Nostra” diploma for exemplary rehabilitation and conversion of the buildings. The old seafront warehouse had doors opening onto Vågen. Windows offering an open view to the busy traffic of our own day have now replaced these. Standing by these windows, you can be a part of the environment of the past while contemplating life in the modern harbor right outside the house. In this way the history of shipping can be made to come alive in its right milieu. Don’t miss Canning Museum; housed in an old cannery, it’s one of Stavanger’s most appealing museums. The Norwegian Canning Museum was established in 1975, and is located in a preserved cannery in Gamle Stavanger, Øvre Strandgate 88 and 90. The oldest parts of the building are from 1841; canning production here lasted from 1916 to mid 1950s. The exhibitions show machinery, tools, photographs, labels and commercials from the canning industry. Before oil there were sardines and Stavanger was once home to more than half of Norway’s canning factories; by 1922 the city’s canneries provided 50% of the town’s employment. Here you’ll get the lowdown on canning brisling and fish balls and the exhibits take you through the whole 12-stage process from salting, through to threading, smoking, decapitating and packing. There are no labels but there’s a handy brochure available at the entrance and guides are always on hand to answer your questions or crank up some of the old machines. Upstairs, there’s a fascinating display of historical sardine-can labels (more than 40,000 designs were used and they became collectors’ items). An adjoining building houses a café and restored workers’ cottages furnished in 1920s and 1960s style. On the first Sunday of every month (and Tuesday and Thursday from mid-June to mid-August), the fires are lit and you can sample smoked sardines straight from the ovens. The Canning Museum is located in the premises of the former canning factory in Øvre Strandgate 88, which is a part of the city known as ‘Gamle Stavanger’ (Old Stavanger). In this authentic factory environment, the production of canned brisling and fish balls can still be seen. From the 1890s to approximately 1960, the canning industry was Stavanger’s most significant trade. The exhibition provides insight into the environment and the working conditions of the canning factories. The complete process, from the arrival of the fresh fish until the cans leave the factory, can be seen in detail. The machinery is still in good technical condition, and on every first Sunday of the month, as well as Tuesdays and Thursdays during the summer season, the smoking ovens are lit. On these days visitors can taste freshly smoked brisling right from the oven.
Our story it end up in Stavanger, near the historical buildings of the old Stavanger. Therefore, this implementation seems to me very useful. For our history I would like to mention about local heroes and the Norwegian first passenger ships. One of the first shipping men to realize the practical advantages of steam packets over sailing vessels was Samuel Cunard, a leading merchant and ship owner of Halifax. For several years Samuel Cunard had been operating a fleet of ships carrying on the mail service between Boston, Newfoundland and Bermuda. For a long time he had entertained the thought of developing a line of steamers to cross the ocean. At that time the mails between England and America, carried by more or less obsolete government sailing vessels, were irregular and uncertain. Mr. Cunard formulated a plan in 1830 to substitute a regular steamship mail service between the continents, but capital was not obtainable and the project was delayed. In 1838, the British government, convinced of the feasibility of steamship service by the voyage between Bristol and New York of the paddle steamer Great Western, invited bids for a speedier and more regular steam carrier system for ocean mails. Here was Samuel Cunard’s opportunity to develop his dream under the auspices of the British government. Merchants of Halifax did not look with approval on his scheme, so Mr. Cunard sailed for England to raise the necessary capital. Letters of introduction led to a meeting with Mr. George Burns of Glasgow, and Mr. David MacIver of Liverpool, two of the ablest shipping men in England, both engaged in the coasting trade between England, Ireland and Scotland. These three maritime pioneers soon perfected their plans, raised the required funds, and Mr. Cunard submitted his tender to the Commissioner of the Admiralty. His offer was better than one made by the owners of the Great Western, and was accepted. It called for the conveyance of the mails once a fortnight between Liverpool, Halifax and Boston. The original intention to maintain this service with three steamships was altered to provide four steamships, fixed sailing dates, and certain other provisions calculated to insure regularity. The line started operations in 1840 and was first known as the British and North American Royal Mail Steam Packet Company. The pioneer vessels of the Cunard fleet have passed into the history of the British Mercantile Marine. They were the Britannia, Acadia, Caledonia and Columbia. The Britannia of 1840 was 1,154 tons gross. The Scotia, 3,871 tons, the finest paddle steamer that ever crossed the ocean, was built in 1862. The Scotia remained the largest vessel of the fleet until 1874 when she was eclipsed by the Bothnia, of 4,556 tons, which was followed in 1875 by her sister ship, the first Scythia. The largest Cunarder in commission in 1880 was the Gallia, of 4,808 tons, four times the tonnage of the Britannia… The Enigheden of Stavanger was mastered by Jens Pedersen. Mate was Hans Friis. In 1837 she sailed from Egersund to Stavanger and departed from there on July 1st. She was carrying 91 passengers, and arrived at New York on Sept. 14th The Luraas-party: in 1839 40 people from Tinn sailed from Drammen on May 12th on the boat “Enigheden” bound for Gothenburg. From there 37 of them got on board the American ship “Clarissa Andrews” for Boston. They left on June 1st and arrived July 20th. The last 3 passengers sailed on another American ship, also for Boston, together with some people from Stavanger. This party which was led by John Nielsen Luraas, settled in Muskego, as the first Norwegian people there… In 1850 Collins Line came into being. The outstanding feature of their scheme was to provide larger and faster vessels and so drive the Cunard flag from the Atlantic, or at least put it in second place. The challenge to a speed contest by the Collins Line was ignored. Instead, the Cunard Line went on with a steady building program, and looked well to the safety and comfort of their passengers, with the result that, though beaten in the time of their voyages, the Line steadily gained recognition as the steamship company which offered travelers the maximum of comfort and the minimum of risk. The Cunard Line was one of the first British transatlantic companies to establish a network of passenger agents to deal with the conveyance of emigrants from the Scandinavian countries. The general agent in Norway was located in Christiania (now Oslo). In towns like Stavanger, Bergen and Trondheim there were head agents, controlling a network of sub agents which operated in the surrounding areas. The Cunard Line never had direct sailings between the Scandinavian countries and North American ports. Their transatlantic ships departed from Liverpool to Boston and New York (and Canada). Scandinavian emigrants traveling with the Cunard Line thus had to travel via Britain. For many years the most common route was by the Wilson Line steamers to Hull and from Hull by train to Liverpool. In Liverpool they would some times have to stay for a couple of days. There were several hotels and boarding houses that was operated by the different transatlantic companies in Liverpool. The Cunard Line entered upon the second stage of its career in 1880, when a prospectus was issued stating that “the growing wants of the Company‘s transatlantic trade demanded the acquisition of additional steamships of great size and power, involving a cost for construction which might best be met by a large public company. Two years previous the Company had been registered under the Limited Liability Acts. The name of the company was then changed to The Cunard Steam Ship Company Limited. In the eighties, with the addition to the fleet of the Servia, Aurania, Umbria and Etruria, the sure foundations of steady advancement were laid. The nineties saw it further increased by the Campania and Lucania, record breakers of 13,000 tons and twenty-two knots speed. Other notable vessels built for the Line were the Ivernia, Saxonia and Carpathia, the Caronia and Carmania, “the pretty sisters,” launched in 1905. Cunard Line – advertisement poster – 3rd class – advertising service to Canada and the United States. To Canada – Quebec and Montreal in summer, Halifax in Winter. Ships. Andania, Antonia, Ascania, Athenia, Ausonia, Aurania, Alaunia and Letitia, all of 14,000 tons, built 1922-25. To the U.S.A. – New York and Boston. Ships: Aquitania 47,00 tons, Berengaria 52,000 tons, Mauretania 31,000 tons, the fastest ships i the World. Carinthia, Franconia, Laconia, Samaria and Scythia, all of 20,000 tons built 1922-25. Interior pictures from a 3rd class 2-berth cabin, 3rd class ladies saloon, 3rd class 4-berth cabin, 3rd class dining saloon, 3rd class smoking saloon and a 3rd class bath room. (see: Text in Norwegian, issued by general agent Olaf H. Solem, Trondhjem). Then in 1906 came the first of the giant express steamers, the Lusitania and her sister Mauretania. At the time of their launching they enjoyed the dual distinction of being the largest and fastest vessels which naval architects had produced. How they justified the expectations of their owners and builders, and how Europe and America awaited with interest the notification of each day’s run, is now a matter of history. They were succeeded, however, by a still larger vessel, the Aqiuitania, all ships which has become legends in the history of the transatlantic passenger trade.
There is a Christmas 1925 year. Na nabrzeżu blisko Nedre Strandgt. 17 and 19 stoją w porcie dwa Kutters, po jednym Galeas, Skonnertskip, wielka Enigheden Brigg, jeszcze jakiś Cunard Line oraz kilka open boats. Many of the sloops sailed the Baltic Sea carrying salted herring. Najbliżej zacumowała, podpłynęła S/S Mauretania, wielki passenger ship, z emigrantami płynącymi from Boston to Stavanger.(news of Stavanger are through the internet… to be continued)