Sail training ship Fennia

Having visited Falklands I came over the information by accident in a pub that a Finnish sailing vessel, FENNIA, had in early 1900's limped into Port Stanley jury rigged after having been partly demasted in a severe storm. 

Poster of shipwrecks around Falklands

Fennia mentioned on the poster (down right on the poster above)

I also visited the Port Stanley museum and saw her being mentioned there among the multiple of vessels that had been in one way or the other ship wrecked in Falklands. On display was also the picture, I presume, was placed onboard upon delivery with the original name, Champigny, on a brass plate.

The original picture and name plaque

The story of Fennia is much alike the one of ss Great Britain, as she was also intended to be rescued and whereas Great Britain got successfully brought back to Bristol and was restored to a museum exhibit, Fennia never made it. 

To start from the beginning and go through to the tidbits of history that can be found online I found the following timeline and stories through her lifespan.

Originally Fennia was built by Soc. Anon. Des Forges & Chantiers de la Mediterranée in Nantes, France in 1902 and named Champigny (2), she sailed under the French ensign until she was bought by Finnish sail training ship association (A/B Finska Skolskeppsrederiet) in Nantes. 

Champigny (on right) during the Great War in Ipswich. Courtesy of Mersea museum.

Fennia did about 20 years under the French ensign named as Champigny and it appears she was held (?)  next to a captured German sailing ship because of the Great war. As a bounty vessel (basically armed privateers) she then later in 1922 sailed into Martinière canal (Nantes) to be decommissioned (disarmed) because of the 8-hour working day law. It was coupled with Versailles peace treaty:

"War experience would thus seem to have effectively killed the long-lived notion that output in industry varies directly with the number of hours worked ..... undoubtedly were an important factor in determining the attitude of mind which is reflected in the above quoted “principle” enshrined in the Treaty of Peace."

In Nantes Champigny was procured by the Finnish sail training ship association led by Lars Krogius (1), the sale was closed on 1st Sept 1923 for the sum of 1 475 000 FIM. She was renamed Fennia and outfitted for sea as well as taking on up to 50 cadets. As ship masters was appointed:

Orvar William Blom (1880-1925) 1923 - 30.01.1925 (died in Glasgow)

Herbert Alfonso Andersson (1894-1981) 1925, voyage Ardrossan - Liverpool

Ragnar Johannes Christersson (1896-1941) 1925 February - 18.08.1927 Port Stanley

In those days it was mandatory for officers to have sail experience in order to qualify for their competency license. That is why Gustaf Eriksson was so successful because he got cheap labor to run his ships with as long as there was a steady supply of cadets needing sailing experience. 

In the article below it is lamented about the poor state of Finnish shipping and shortage of qualified crew and also explanations of why the apprentice (cadet) system is needed to educate quality seafarers in an inspiring environment. It seems the same song is being sung still to this day (shortage of qualified crew).

Abo Underrattelser no 297/1923

Abo Underrattelser no 297/1923

On 6th December 1924 Abo Underrattelser reports following: "The sail training ship Fennia, Captained by Orvar Blom, has passed the equator on 30th Nov under sail enroute to Ardrossan, Scotland. All is well onboard. Fennia departed Iquique 24th Sept and has needed 66 days to the equator which is relatively good sailed. From the equator to Ardrossan it is estimated another 3 weeks so the ship should arrive before Christmas." 

Abo Underattelser no 334/1924

The time with Capt Christersson was more documented in media perhaps because of a deadly incident and finally the unfortunate fate in southern seas. 

An Australian lad, Charles E. Howlett, (1897-1971) who sailed with her from May to Dec 1926 as deck boy. The voyage began from Melbourne, Australia to Taltal, Chile and onwards to Delfzijl, Holland. There she changed crew and Officers, then sailed to Cardiff and loaded for Valparaiso. Captain Christersson stayed on for this voyage as well, which eventually was going to be his last on Fennia.

Fennia off Taltal (photo C. Howlett)

Mr Howlett however signed off in Holland and had with him a diary that has been edited to 25 pages describing the voyage departing from Melbourne onwards. The whole narrative can be read for free at Jstor (link above).

Crew of Fennia (photo C. Howlett)

Interesting incidents along the trip is the Finns still keen penchant on drink in Chile. Then the line passing tradition with the merriment and entertainment of the crew (although Captain did not participate). Closer to Europe the unfortunate man overboard incident resulted in the loss of life of another Australian deck boy.

The fore lower topsail after the storm (Photo C. Howlett)

Then of course the constant struggles of a vessel without mechanical propulsion to make it to their destination with the mercy of forces of nature as well as riding out severe storms which ripped sails. Must have been a sobering experience as well as very good test of character with the regimented life and monotony onboard. Further his gripes about the "foreign grub" as referred by a couple of Scots that jumped ship in Taltal. She stayed in Taltal for nearly a month during which time Mr Howlett traveled the Andes and arrived back just in time for departure.

Another new sail being brought aft (C. Howlett)

Fennia loaded coal briquettes and coke in Cardiff for Valparaiso and left the continent on Feb 27th 1927, the voyage continued normally until they reached southern seas and were pounded by a force 10 hurricane where she lost part of her rigging and then on a makeshift rig managed to sail another 700 nautical miles to reach Falklands for shelter and repairs.

Principle map Cardiff to Valparaiso, red line shows return to Falklands (courtesy of Google map)

In early May Fennia hit bad weather early May 1927 and as it went on the rigging started to part. In 29th July 1927 an apprentice has described the incident for Hufvudstadsbladet as follows (in a letter sent to his mother dated 15th May 1927 in Port Stanley):

"When Fennia lost her rigging"

On 2nd May we were rigged on the main sails quite far away from the "horn" on the Pacific side and awaited southerly winds in order to be able to sail northwards. The night Mon-Tue I was holding the wheel 0200-0400hrs and under that time we had a very strong gust that made the masts groan. 

The Captain was standing by the binnacle and watched the rigging, then he turned to me and barked "Fucking South, this the hardest gust we've had so far". Meanwhile the boys were taking up the main and fore sails. The seas were high and the ship kept pitching violently. 

I was relieved from the rudder duty and climbed aloft to take up the main sail, we were about 10-15 boys but it took us something like 1.5hrs to secure the sail. By that time it was blowing so hard that the air was like it was snowing. We had also lost then a few stays and an inner foresail had blown to sea. At 0600hrs we went in for a cup of coffee, I had just prepared a sandwich when we heard the shout: Main top sail has come crashing down on deck.

It was a right mess on deck when we got out, broken masts and pieces of yardarms swayed violently in the broken rigging between other shrouds and braces. Parts of the rigging hit on the shipside, risking hitting holes in the hull. 

When the main mast collapsed the cross-jack yard broke into two and remained hanging up there. At 0800hrs the mast and mizzen top fell down, I was standing on the midship deckhouse by the donkey boiler when it started rumbling, that time I was faster than usual in getting forward, lucky us the whole rig fell aftwards because had it had fallen on the midship hold cover it would have been Fennia's end. 

When the main top went we slacked off all shrouds in the main so it started swinging violently with every roll and the yard arms that now where without stays started dancing jazz up there. But slowly after hard work we got everything provisionally under control and reached port safely.

Hufvudstadsbladet no 200/1927

In 1977 Peter Stanford from the National maritime historical society writes a very touching eulogy for Fennia in the Sea History magazine (page 4) and includes pictures when she arrived Falklands on 9th May 1927 and was being chased by local boats (obviously for Lloyd's open form) offering assistance to tow her into port. 

Captain Christersson declines all offers declaring that while he still has one mast to sail with he is not in distress and manages to anchor off Cape Pembroke. Then a few days later he manages to shift further into Port William. Some days later he negotiates towage and at least avoids the "no cure, no pay". 

Once there the local historian, John Smith, reports the arrival of Fennia to Falklands and then reverts to another story (probably given to Mr Stanford) from a Captain Sten Lille (Master of the other sail training ship Favell) of a mistake preceding the accident in the storm that the Old man Christersson didn't know about and then infers that it's the reason why the mainmast came down eventually. Maybe just badmouthing behind the back.

Eventually the whole cargo of coal and coke becomes the property of FIC, no doubt it warmed many a house in Port Stanley. Then the ship is also sold to them to be used as a wool store as she is condemned by the underwriters. He then opens on the rediscovery of Fennia when Karl Kortum visits Falklands and subsequent purchase by Pacific Bridge Company.

Mr Stanford also adds that by the time the magazine is going into print Fennia is being scrapped in Paysandu, so in the end Fennia outlived quite a few of her crew.

Sea History magazine no 8/1977

Then in 8th July 1927 Abo Underrattelser reports following:

"Sail training ship Fennias fate after the accident"

Fennia (crew) is expected to arrive London on the 31st July

The crew has started the trip home the 2nd of July from Cape Horn

Like earlier reported the sail training ship Fennia suffered an accident during a storm in beginning of May and as a result she lost 2 of her masts whilst the remaining 2 masts and the rig was badly damaged. 

Due to this he vessel had to seek emergency shelter in port. On 18th May she arrived Port Stanley, Falklands. There were no chances given for repairs and sending masts and rigging would be too costly.

By now the vessel has been surveyed by the underwriters and been surrendered to them. The crew of Fennia that survived the ordeal around Cape Horn unscathed has started their voyage home on the 2nd of July and expected to reach London by the 31st July.

Abo Underrattelser no 182/1927

At same time also on 8th July 1927 Helsingin Sanomat reports more or less the same as above but puts a bit more meat on the story: .... Crew is returning on m/v Arawa... It is very sad that the Finnish merchant marine has lost such a formidable vessel, especially since Fennia was very suitable to train cadets. She could take nearly 40 students that received a very accurate and comprehensive curriculum for their trade. 

Helsingin Sanomat no 180/1927

In 8th of August 1927 Helsingin Sanomat writes the following:

"The wrecked Fennias crew returned back to their homeland"

The ships first mate gives an exclusive insight of the incident and the adventure of the crew

The crews efforts in a force 10 Bf snowstorm

Yesterday afternoon at 1300hrs m/v Arcturus arrived from Hull bringing with her all the crew, except Capt Christersson, that suffered the hardship of the Fennia wreckage. Everyone are in good health and in good spirits after the long voyage home. 

Once the passport and customs controls were done and all the seamen's luggage was sent to the Seamans mission, where many of the crew settled into we got the chance to interview the ships first mate, Ole Linden, about the exciting and eventful voyage that at the same time became the last (for Fennia).

- The sail training ship left on her last voyage on the 10th of February last year from Cardiff carrying as cargo 4000t of coal. The destination was Valparaiso in Chile and planned to sail via Cape Horn. 

The intent was to go in between the Isla Island and Tierra del Fuego, the commonly used route so one could reach westwards as far as possible and then utilize the predominantly westerly winds. 

Between April and May the winds died altogether for one day. Gradually the wind started blowing again, this time increasing in force and being very gusty.

On May 2nd it started snowing and sleeting and the wind increased so much that sails had to be reduced all the way until lower mainsails. In this way the vessel tried to tack westwards but the gusts only got more violent at which time even more sails were reduced. 

After this the vessel had only the storm sails and forward sails up. The wind increased even more and reached hurricane force when suddenly one of the main sails were ripped into pieces. The last mainsail they managed to tie up and was saved. The boys had tough times, there were in total 36 men up in the mast for two hours all the while the wind was raging and the sleet soaked them wet. The sail was also brand new so it was very stiff from the rain, one had to strain with all might in order to get a grip of it.

- When this was accomplished the boys were told to go down below to get some coffee and refreshments in order to gather strength for further efforts. After this it was planned to go up the main mast to tie up the sail. But before this could be started the main mast came down with much noise and fell overboard with all rigging attached so it was left hanging outside of the railing against the hull.

The fate was very favorable to the ship. The incident took place just when all men were under deck. Ten minutes sooner or later the accident would have most likely have caused the death of the whole crew! Now instead everything went well considering the circumstances. No one was injured. The cook must've been a bit scared as the galley was immediately below the main mast but he still took care of his duties with aplomb and on time.

- When the mainmast bent over it took with it the foremast yard arms and clews (the lines used for turning the sails). This resulted in that the forward sails started flapping uncontrollably in force 10Bf wind. All hands were roused on deck to repair the clews that eventually were gotten temporarily fixed.

After this the rigging to the main mast was cut as we were afraid that it could pierce the hull. This work was very demanding and required a lot of effort from the crew. One might get an understanding of this when you think that all standing rigging was steel wire of 5 inches in circumference. The work took all in all about 10hrs to complete. 

In addition to this the forward mast stays had again loosened up so the mast started swaying from side to side. Crew had to pause whatever they were doing and attend to these immediately. Then another accident took place, the aft mast broke down and came tumbling on the tween deck which was punctured, it also destroyed totally the winch that is used to maneuver the sails with. As the mast fell it also took with it the mizzen mast.

When the winch was lost the ship lost the ability to steer. Massive amounts of seas rolled over the vessel. In all this chaos the crew kept it's cool and performed as best they could in the current circumstances. 

- When we got temporary clews on the forward mast at about 1500hrs the vessel turned to an easterly heading sailing with the wind. Course was set towards closest port that was Port Stanley in Falklands. During this time repairs were carried out as best we could. We had 700 nautical miles to go and we did it in 5 days. The wind force was so strong that for 2 days Fennia was doing 8.5 knots only with 2 sails up. Then after 5 days we could sight the Port William lighthouse.

- In the storm we had lost our antenna to the wind, we put up a spare antenna but the storm took this one too away. Then we met a fleet of four Norwegian whalers that offered assistance. However we didn't need it but the Norwegians reported of our plight to Port Stanley. Soon after we also got our radio working and reported the same.

On May 14th the vessel arrived Port William and from there she was towed into Port Stanley. Once there the locals received the crew hospitably and took great care of them. In Stanley there are only about 700 residents, most of then British. Many of them are ex seafarers that have stayed from passing ships.

In Stanley the crew also got a chance to get some well earned rest, e.g. the first mate didn't abandon his post on deck for two days. The Consul of Norway delivered passports for all crew.

- In Stanley the ship was surveyed. When it became evident that the ship can't be repaired there and it is also difficult to get masts delivered there from elsewhere it was thought best to surrender the vessel to the underwriters.

The ship is now in Stanley and apparently will stay there. She will most likely never be used as a sailing ship but will be converted into storage. All the loose gear of the vessel was also left there, only the provisions were sold.

- The crew got by chance to depart Falklands on July 3rd. Actually the transport connections to the Islands are very poor, a mailship calls there every 10 weeks. In August we wold have had a chance to depart but only via Tierra del Fuego. The next ship would have departed then in October.

The shipwrecked crew got to know on the 2nd July that a passenger liner, m/v Arawa, was passing  Falklands but they asked her to make a pitstop and passage, luckily they obliged so the crew was on the way home already on 3rd of July.

- The shipwrecked crew arrived London on 30th of July. From there they traveled to Hull and took m/v Arcturus to Finland last Wednesday. The repatriation had been arranged by the Finnish consulate in London and paid by the Finnish Government.

- Finally the first mate lamented the fact that the Finnish merchant fleet had now lost Fennia that was an excellent sail training vessel because she was relatively new and spacious. Like reported earlier she was owned by the Finnish sail training association. her gross tonnage was 2729 and she could load 4000 tons cargo. The hull was fully made of steel.

The cadets that have served on the ship have now almost completed their curriculum. The younger ones will eventually be transferred onboard the sail training ship Favell to continue their studies.

The crew that returned yesterday are the following:

Ole Linden, first mate

Karl Henriksson, second mate

Curt Palen, third mate

Martin Holmberg, boatswain

Emil Urho, sailmaker

Sigurd Funck, carpenter

Knut Forsstrom, provision master

Arthur Linden, cook

Leo Laurila, able seaman

Kurt Ginman, ordinary seaman

August Holmstrom, ordinary seaman

Cadets: Holger Pihlgren, Eino Niemi, Paavo Turja, Veikko Mendelin, Pehr Swan, Arvo Sainio, Erik Johansson, Erik Astrom, Bror Bergqvist, Aarne Karjalainen, August Sirvio, Thorolf Sund, Robert Saarenheimo, Kasper Lonnroth, Ake Danska, Leonard Ceder, Sulo Leppavirta, Raul Nyman, Armas Aalto, Rabbe Wrede, Erik Eriksson, Urho Leinonen, Erkki Laakso, Sigurd Auer-Colliander, Eino Hietanen, Helmer Bergstrom, Torkel Knuut, Elis Molander, Erik Gronfors and Yrjo Nieminen.

Helsingin Sanomat no 211/1927

Helsingin Sanomat no 211/1927

Interesting enough reading the story of the first mate it correlates well with the young cadets letter above. The experience of the mate gives more detail of what was going on. One can't see much toolbox talks carried out but work was planned and carried out as things unfolded and nobody was lost this time despite horrendous conditions.

I'm also surprised that the consular service actually arranged something, these days there is no chance for getting a free ride home. I met a Finnish guy some years ago in Thailand that had lost his sailboat in a cargo ship collision. He had no insurance and only the clothes on his back, no way of getting home to Finland he looked for some daywork to earn something. Finally, he managed to get hold of a distant relative that sponsored his flight home. 

Lastly, the boys got no PTSD consultation post incident. Instead they were sent out on the other training ship to complete their education. Like the old saying goes, get back on the horse straight away if you fall off. They sure did. Many years ago I met the stewardesses surviving from the sinking of Estonia, they had been sent to my school (I was studying at the time) for survival training (sic!) and then started work in Tallink's other ferry. Not much had changed in the ~60 years between Fennia and Estonia.

 

Fennia, courtesy of ships nostalgia

In Falklands Fennia remained there for the next 40 years as a warehouse until an interest was taken by Karl Kortum (1917-1996), who was Curator of the San Francisco maritime museum and was there to survey the wreck of Great Britain.  

As the years went by so attached became the Falklanders to their storage wreck that they published Fennia on a stamp. During WWII she had housed German POW's in between 1939 - 1945.

Fennia on Falklands stamp

On November 25, 1967, the ex Fennia departed the Falklands in tow of the Dutch tugboat Ocean for Montevideo where she arrived on December 3. 

The project did not come to fruition and after passing through several hands, Fennia was demolished in 1977 at Paysandu, a small construction site in Uruguay where it was to be restored and then complete the rest of the voyage to San Francisco. 

Fennia being towed away (Courtesy of Scottish maritime museum)

So as we know Fennia only reached Montevideo and I understand the plan was to restore her there (perhaps due to cheaper cost?) and then complete the voyage to San Francisco where she was to be installed as museum exhibit. For some reason the money dried out of the benefactors and the donations were used up. 

In 1975 it appears there was still plans of getting her back as I saw records of a telegram from Montevideo US embassy to Washington HQ reporting Pacific Bridge Company telephoning them asking to get the Gov't of Uruguay to extend the deadine of the new law (before scrapping) in order  to finalise plans to get her to San Francisco. I quote:

"Published in diario ofiroal no. 19492 of april 9, 1975 which requires that steps be taken to remove all abandoned or grounded vessels from the river (Platte) by August 9, 1975 or they become the property of the state, which will remove them.

Embassy discussed this matter with naval prefecture which appreciated information from port of San Francisco but regretted that it not able to grant extension of time under terms of law. However, embassy assured by legal office of naval prefecture that a letter in Spanish from Nichandros on company letterhead to: Captain Francisco Angurgo, indicating:

(a) Pacific Bridge's ownership of vessel

(b) Intentions regarding towing from present location, refurbishing (local shipyard has original plans of vessel) and disposal in San Francisco and

(c) Intention to name a local legal representative would prevent transfer of Ownership on August 9 by assuring GOU that steps will be taken to float and remove vessel. Letter must arrive before August 9. A follow-up certificate, authenticated by Uruguayan consul in San Francisco, should be sent to whomever is then named legal representative here so that necessary steps can rapidly begin to be taken, including floating vessel and arranging payment of about $2300 in back debts. Naval prefecture noted that once afloat, vessel would no longer fall within terms of recent law."

It appears the Montevideo embassy had attempted to contact the President of Pacific Bridge company, Gust C. Nichandros (1915-2006), of this positive development but were unsuccessful in this so she subsequently ended up scrapped under the new law. Difficult to say what caused this but perhaps Mr Nichandros and Mr. Kortum had a falling out or the interest fizzled out of the project remembering it had started in mid 60's, another reason may just be the finances were not sufficient and other donations could not be secured.

In 1977 there was also a Cambridge expedition to the Falklands and they write the following in their report:

"FENNIA: ex Champigny. Condemned 1927. Steel four masted barque of 3200 tons built at Nantes as Champigny in 1902. Under French flag until 1921, when taken over by a Finnish organisation for cadet training and renamed. Damaged off Cape Horn in 1927. Captain anchored outside Port William while negotiations were conducted with the FIC for a tow into port. The captain rightly feared the ship would

be condemned. The Fennia remained in Stanley and the vast cargo of coal briquettes eventually became the property of the FIC. 

Accomodated German prisoners during World War II. Purchased from the FIC for San Francisco Maritime Museum in 1967. Towed away by Dutch tug Ocean on 25 November 1967, but the sponsor ran out of money and the vessel now lies in the less preservative conditions of a Uruguayan river port, north of Montevideo (Paysandu). 

The longitudinal beams of the jetty adjacent to Charles Cooper in Stanley harbour are steel spars from the Fennia. A model of the Fennia and name plate of the Champigny mounted on teak from the poop ladder are amongst the exhibits in Stanley Museum (see on top of this post)

Permission:

The importance of this aspect cannot be overemphasized, if only for courtesy reasons. The Protection of Wrecks Ordinance was passed on 7 July 1977 with the object of securing 'the protection of wrecks in territorial waters and sites of such wrecks from interference by unauthorized persons and for connected purposes'. A copy of this document is included in the Appendix, but a simple explanation may be in order. Following the abortive attempt by the San Francisco museum to retrieve the Fennia in 1970 (see earlier text), there was an outcry for greater protection. The Islanders want to keep as much of their heritage as possible, although prepared to negotiate where preservation of large hulks are concerned. The Government and the FIC own most of the land and jetties which must be crossed to reach the more important wrecks. The Receiver of Wrecks will have details as to current ownership and rights which last for a year." The full report can be downloaded from the above link.

I'm not sure what the 'abortive attempt' that is mentioned but I reckon some kind of drama ensued when Karl Kortum put his plans in motion. Eventually the hull was towed away in 1967, much to the consternation of the Islanders and perhaps the wrecks ordinance came into being a bit after the horses had bolted, so to speak. Just goes to show how attached the people were to their wrecks that in so many years had become a permanent fixture in their environment. SS Great Britain had been towed away in May 1970.

Below are pictures I have received of Fennia and her crews, all courtesy of Maritime Museum of Rauma. I think many of these pictures may have been taken by C Howlett (e.g. the line passing ceremony). Many thanks also to Capt Hannu Vartiainen, former Curator of Rauma maritime museum.

The ones from Falklands and the destroyed rig must be by someone from the last crew. Lastly there are two in color taken by Norman Brouwer where Fennia is as storage in Falklands. The interesting thing is that the Globe Hotel is still today the same, only name and business idea has been to pub instead of hotel. I had several pints of beer in the same building. The church is also the same as seen but the roads have now been paved over, so some progress. Hint: in case more detail wanted, click on the picture to enlarge.

Launch picture (?)

Painting

Taking bearings

Local longboat or ships own (?)

Cargo being discharged/ delivered at anchor

Meeting vessel

Chile (?)

Stowing anchor

Freewatch entertainment

Extra provisions from the sea

Laundry (?)

Winching up anchor (?)

Shipping water on deck

Shipping water on deck

Ripped sails

High seas

Taking noon sun height

Lookout

Feeding provisions

More live provisions

Line ceremony

Catching fish

Line ceremony

Line ceremony

Sailors taking in sail

Pilot embarking 

Extra provisions

Crew on bowsprit

Panoramic when under full sail

Falklands flotsam and jetsam

Falklands cathedral (COE)

Falklands FIC offices

Falklands storage hulks

Falklands Globe hotel

Falklands

Falklands

Falklands

Broken rigging

Broken rigging

Broken rigging

Broken rigging

Offwatch dancing

Music

Sailor sitting on hatch cover

Caught shark

Line ceremony

Line ceremony

Line ceremony

Line ceremony

Sunset/ rise

Sailors up on the yard arm

Maybe in Holland (?)

Caught shark

Caught albatross

Feeding the provisions

Off duty entertainment/ sports

After line ceremony (?)

Footnotes:

(1)  Lars Krogius

The Director was Lars Krogius who had gotten bestowed the honorary title of "Kauppaneuvos". The Finnish Schoolship company later became the Finnish steamship company (EFFOA), the largest shipping company of Finland in it's heyday and which remnants in these days are owned by Estonian Tallink. The Krogius family still continues to have ties to shipping in this day as claims surveyors.

(2) French history

Translated from Wrecksite, 1902 - 1923: 

Commanded by Captains Jacques Boju, J. Castex, Guerguin, P. Noël, Couédel , L.M. Malbert and F. Sevin. 

When she was new, Champigny left Le Havre on June 18, 1902 to fetch coal in Penarth (United Kingdom) bound for Honolulu, then San Francisco, Melbourne, Newcastle, San Francisco and Swansea on March 23, 1904. A first trip of 21 months. 

Her ninth voyage ended in July 1914. She waited until 1915 to leave: March 12, 1915, arrival at Tyne, departure April 28 October 9, arrival in San Francisco in 164 days, departure November 18 April 6, 1916, arrival to Falmouth in 140 days. Sold to the Société Générale d’Armement de Nantes. 

On May 23, Captain Louis-Marie Malbert embarked for 12 months and 3 days, making the 11th voyage, loading coal at Port Talbot, leaving on June 28 for Antofagasta (Chile) where she arrived on October 16, in 110 days . 

Return to Bordeaux with nitrate, departure on December 26, 1916 and arrival on May 20 in 145 days. 

Malbert remained Captain for the 12th voyage, leaving Bordeaux on September 4, 1917 for Melbourne in 117 days to load wheat, leaving on February 6, 1918 and arriving on June 4 in San Francisco, in 118 days. 

Left on August 3 for Melbourne where she arrived on October 15 in 73 days, left on November 30, again for San Francisco where she arrived on February 15, 1919, in 77 days (41 days less than in 1918). 

On February 22, Louis-Marie Malbert arrived, suffering from the Spanish flu. This is the end of the long haul for him. 

Champigny, was brought back to Saint Nazaire by Captain Sevin, leaving San Francisco on March 28, 1919 and arriving on August 29, in 154 days. 

Champigny will make a thirteenth and final journey, laborious, stopping at Buenos Aires, Cape Town, Newcastle, Coquimbo, to load nitrate for Belgium. On February 28, 1922, like many large sailing ships surviving from the Great War, Champigny entered the Martinière canal to be decommissioned. 

*****