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Captain James Griffiths,
(1862-1943)
Griffiths grew up in a historic maritime
seaport of Newport, Monmouthshire, Wales.
He headed to Puget Sound in 1885 and
played a major role in the development of
Puget Sound commerce.
He needs a book but here is a little below
by boatbuilder, Norm Blanchard, late of Seattle.
Original photo from the archives of the
Saltwater People Historical Society.© |
Essay by Norm Blanchard and Stephen Wilen (abridged)
Knee-Deep in Shavings, Memories of Early Yachting and Boatbuilding on the West Coast. Horsdal & Schbart Ltd, Victoria, B.C., Canada. 1999.
"In 1912, a syndicate made up of ten wealthy Seattle businessmen, some of whom were Seattle Yacht Club (SYC) members, contributed $100 each and commissioned Ted Geary to design the Sir Tom to compete for the Sir Thomas Lipton Perpetual Challenge Trophy. She was built by my father and his partners, Dean and Lloyd Johnson, and Joseph McKay. The Sir Tom went on to become the most famous sailboat in the entire history of the SYC. Of all the various syndicate members who supported her over the years, even though he was not one of the founding members, it was Captain James Griffiths who really made sure that she remained in active competition as long as she did.
Captain James was one of the most prominent people around the Seattle waterfront in general, and the SYC in particular, since he served as commodore three times, in 1921, '22, and '28. He was the first person to be made an honorary life commodore in the club. He was a Welshman, born in 1861. He had the characteristic British small stature, with red hair.
He emigrated to Victoria, B.C., around 1885, and set up a stevedoring and towboat company. He settled next in Tacoma, where he formed James Griffiths & Co Ship Brokers, and found the Tacoma Steam Navigation Co. He later moved to Seattle, where he began a towboat operation on Puget Sound, and formed Griffiths & Sprague Stevedoring Co. He had either a branch of that company, or perhaps a second stevedoring company which he continued to operate in Vancouver, B.C. He also owned, or was partner to, the Coastwise Steamship & Barge Co and the Seattle-Everett Dock & Warehouse Co and acquired his own shipyard, the old Hall Brothers yard, which he renamed Winslow Marine Railway & Shipbuilding Co at Eagle Harbor over on Bainbridge Island.[ see photo below.]
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Eagle Harbor, Bainbridge Island, WA.
Back-stamped with inscription
"James Griffiths & Sons
Burke Building, Seattle, WA.
View from the west end of property,
showing undeveloped portion of the plant.
Yacht at anchor is MAUD F,
Steamers at the dock are the
FLORENCE K. & BAINBRIDGE."
click image to enlarge.
Undated, from the archives of the
Saltwater People Historical Society© |
Later, Captain Griffiths became involved with James J. Hill, the "Empire Builder," in the business of importing silk from the Orient, and Griffiths is the man who is credited with bringing the Chinese silk through Seattle. He simply went to China and contacted the right people, who were with the Nippon Yusen Kaisha Line. He had to work through interpreters entirely, but he convinced them they could get the silk to market faster if they came to Seattle rather than San Francisco. This was a huge gamble on his part, but it paid off for the Captain: his company became agents for the NYK Line, Hill's "silk trains" met the ships at the pier and rushed the silk express on specially cleared tracks all the way from Seattle to New York City.
Despite his active involvement in heading up the syndicate that financed the building and campaigning of the Sir Tom, the Captain himself seemed to be only interested in power boats. By 1925, Captain Griffiths he commissioned Ted Geary to design his yacht, Sueja III and in 1926 the 117 foot yacht was launched at the captain's own yard, Winslow Marine Railway & Shipbuilding Co. Sueja III was, and is ––because she is still in the charter business on the east coast, now known as Mariner III. All of her woods were Oriental. She was largely built in China and shipped in knock-down fashion to Captain Griffith's yard, where she was assembled under the supervision of Geary.
There are many stories about the Sueja III, but one that I recall in particular occurred about 1927, which would have been the first full cruising season. One morning on a trip to California, when the yacht lay at anchor in Wilmington harbor, Art, a step-son, was standing up on the deck. He'd just finished breakfast when he saw a launch heading toward the Sueja III and he couldn't figure out who this would be, as their own launch was moored on a boom alongside. Well, this launch pulled up alongside the gangway and out jumped two fellows, and one of them came bounding up the gangway ladder. Art walked over to meet him, and the stranger asked, "Is the owner aboard? I want to meet the owner. I'm going to buy this boat."
Art replied, "Well, I'll tell the captain you want to speak with him," and went to find him. Naturally, Art hung around to hear what was said.
The Captain was really pretty short, and the stranger was pretty tall, and he said to Captain Griffiths, "I want to buy your boat," or something to that effect.
Captain Griffiths drew himself upon to his full height, and jabbing a forefinger at the stranger's chest, he sputtered, "Young man, this boat is not for sale, but if you'll keep a civil tongue in your head I'll introduce you to the man who designed her, and he can design one for you and you can build it."
Well, the stranger was none other than John Barrymore and so that's the story of how the 120-foot, Geary designed Infanta came to be built in 1920. She, of course, is now known to us as THEA FOSS. She has been the Foss Maritime Company's corporate yacht for many years, and is still a beautiful yacht.
To get back to the Sir Tom. The R Class Rule had been developed by Nathanael Herreshoff in Rhode Island, and when Geary returned from M.I.T. and was commissioned by the syndicate to design the Sir Tom, he created a really fast hull shape. The Sir Tom was the first Seattle R Class sloop and easily won the right to challenge other candidates for the Lipton Cup, which she did, and she held it continually from 1914 until 1928.
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SIR TOM
Undated photo from the archives of the
Saltwater People Historical Society©
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My first memories of her competitive years date from right after WW II. We did all the practice racing on her in Lake Union right offshore from the Blanchard Boat Co at the foot of Wallingford Ave., where the Seattle Police Harbor Patrol dock is now. Captain Griffiths had two sons, Stanley, the eldest, and Bert. In those days, Stanley would be in the cockpit with Geary, and Bert was the mainsheet man. My dad was the foredeck man. I don't recall who was his partner up there with him initially, but Roy Corbet joined that group, in 1922, and that year was the first time the Sir Tom had her famous curved Marconi mast and new sails. Up until 1928 she never entered a race that she didn't finish first. She didn't always win because sometimes races consisted of a mixed fleet and there would be time allowances, but she was a very, very fast R Class sloop, as well as one of the smallest boats in the class, at 39 feet, 8 inches.
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CREW OF SIR TOM,
dated verso, July 1930.
L-R: Andy Joy, Roy Corbet,
J. Swift Baker and Ted Geary.
The Seattle yacht was captained by Geary,
Commodore of the Seattle Yacht Club.
The team regained the coveted
Lipton Trophy at the PIYA regatta in
Cadboro Bay, Victoria, B.C.
Original photo from the archives of the
Saltwater People Historical Society© |
Well, I think Bert and Stanley Griffiths were the first to leave the Sir Tom crew, and they were replaced by Ray Corbet, Swift Baker, Colin Radford, and later Jack Graham took over the helm when Geary was sailing on Don Lee's Invader in the Trans Pacific Race.
The syndicate stuck together and paid Sir Tom's bills pretty much for years. Captain Griffiths was recognized as the manager of the syndicate, and as various members of the original group died be would either find the money from somebody else or dig into his own pockets, because he really felt that the Sir Tom and Ted Geary were head and shoulder about the gang at the Royal Vancouver and the Royal Victoria yacht clubs. He was always the perfect host aboard the Sueja II and the Sueja III
The Sir Tom eventually became, I guess by survival mainly, the property of Captain Griffiths. During WW II all international competition ceased, so she was stored at his shipyard at Eagle Harbor. Captain Griffiths died before the Armistice, on 29 June 1943, and for a while his son, Stanley, ran the companies, but he soon passed on. His son, James, became head of the Washington Tug and Barge Co and his brother Churchill was right in there as vice-president of operations.
When my brother, Wheaton, got out of the navy about the end of WW II, he was at Officers Candidate School at the U of WA campus, and in 1946 he persuaded my dad to go 50-50 with him and buy the Sir Tom. That summer Wheaton actively campaigned the boat at the SYC races, but the R Class was dead by that time. After he got married, he couldn't afford to pay his half of the boat bills, so the Sir Tom came to sit on our dock at the boat company for quite a few years.
In 1956, a young fellow came into the boat company and told me he wanted to buy the Sir Tom. I asked him, "Do you think you can repair her and put her back in condition?" Well, yes, he thought he could. I questioned him, "What kind of experience have you had?" Well, he replied he hadn't really had any experience, so I said, "I'll tell you what I'll do. I'll write to Ted Geary and get the exact weight of the lead keel, and the day that you're ready to write a check, I'll sell the boat to you for just what the lead is worth on that day. We can check the newspaper for the quotation on the price of lead. I'll give you five more years of free storage on the mast. If you haven't been to get it after five years, why, if it's still up there and you want it, we'll have to negotiate a new deal on the mast."
He eventually went through with the deal, and as he was leaving I said to him, "Now don't sell that lead for a honeymoon!"
About five years later, I know it was at least five years, because he never came back for the mast and I sold it. I was lying in the large lock in my "33" sloop, Aura, and a Senior Knockabout came alongside and rafted up. The owner or skipper was at the tiller and another fellow with him, and the other fellow said to me, "You don't remember me, Mr. Blanchard? Well, I'm the guy who took the lead keel off the Sir Tom and sold it for a honeymoon __ and that was a bad mistake, too." It seems his marriage had failed. After he bought Sir Tom he had her hauled out someplace and trucked to his parents' backyard, and after he sold the lead, I suppose the boat was simply broken up for kindling.
So that's the story of Captain James Griffiths and the Sir Tom syndicate. Wells Ostrander, the son of one of the early members, gave his father's certificate or membership paper in the Sir Tom syndicate to the Seattle Yacht Club a few years back, and we still have that at the clubhouse. It's sad the way we lost the Sir Tom, but as I've said about other former grand boats, sometimes when they fall into such neglected condition it's maybe best to just let them slip away. "
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