The Blackwall firm of Devitt & Moore went first class when they asked Messrs. Napier, Shanks & Bell to build a steel, full-rigged ship. The result, in 1889, was the TAMAR, of 2,112 tons gross. Owners were very slow to realize some of the drawbacks in the big three-master of over 2,000 tons. Though they were a delight to everyone with a sailor's eye, they were not very popular with the foremast hands that had to furl the sail on the huge yards that were required.

The TAMAR was launched at Yoker, Dumbarton, in June 1889. Her registered dimensions were: length, 286 feet 6 inches; breadth, 42 feet 5 inches; depth, 24 feet. She had a short poop of only 33 feet with a forecastle of 42 feet. She crossed six yards on each of her three masts, royals over double topgallants. TAMAR was assigned to the Australian trade.

Her first commander was Captain J. R. Brown, who had her until 1896. She was no match for the passages of the famous iron wool clippers, for she was too full-built and she needed strong fair winds in order to make a good passage. Her best under Captain Brown was in 1895. On March 15t", 1895, she made the Scillies 84 days out from Sydney, and on her next outward trip she reached Adelaide on August 16 Ih , 77 days from Barry.

In 1896 Captain H. N. Forbes succeeded to command. His best wool passage was made in the following year, when he passed St. Catherine's lighthouse, Isle of Wight, 87 days out from Sydney with 7, 428 bales of wool. At the same time, Captain Forbes trained many a future young officer on board the TAMAR.

In the last years of the 19"' century competition was severe for the wool trade, the steamers slowly taking over much of the wool trade. Captain Forbes found himself in 1898 loading coal at Newcastle, N.S.W. for San Francisco. He did have the satisfaction of having the best trans-Pacific passage of the year out of a fleet of over fifty ships. The TAMAR arrived in San Francisco on February 8t", only 51 days out.

In 1900 Mr. T. A. Shute, of Liverpool, bought the TAMAR and sent her out to the west coast of South America, under Captain J. C . Amberman. In 1903/4 the big full-rigger had a great passage to Callao, 68 days out from Dover.

The next voyage of the TAMAR was very exciting and very different. She sailed from Hamburg bound on the long, hard passage round the Horn and up the Pacific to Seattle. In the Channel she was making good time when her new captain appeared on deck, mad with drink, and, suddenly drawing a pistol, fired without any warning at the helmsman, an able seaman named Albert Whitley. It was the mate's watch below, and about two in the afternoon, but the noise of shooting and furious language brought Mr. Madsen, the mate, on deck in double-quick time. It was at once realized that the captain was so drunk he could hardly stand. The two mates did their best to humor the captain, but he insisted on altering the course of the ship more to the southward. When it was dark the mate was not surprised to see what he thought was the Vierge Light, near Ushant, over the port bow.

It was about 5.30 p.m. and Mr. Madson, after checking the light book, informed the captain that the flashing light seen was the Vierge Light and that the ship was heading straight for the rocks. At this the drunken captain tore up the light book and other navigation books, drew his pistol again, and swore he would shoot any man who altered the course he had set.

The ship went straight on, heading for the rocks, with all the crew standing irresolute and the helmsman with one eye on the skipper, ready to dodge a bullet. With the ship within two miles of the rocks, the mate again begged the captain to alter course before it was too late. "I will shoot you if you interfere with the management of the ship. The whole ship can go to the bottom. I am responsible here," roared the drunken skipper; then, raising his pistol, he fired directly at the mate. The bullet whistled past the mate's ear, but galvanized the man into overpowering the drunken captain. While he was being clapped in irons, the ships course was altered just in time. The TAMAR then headed back to Plymouth, where the Magistrates had to deal with the case.

Captain J. H. Hughes then had the TAMAR for a voyage, and following him came Captain G. N. Rogers, who was eight years in the ship. During this time a very steady average was made, the usual voyage being out of Chile with Welsh coal and home with nitrate.

Captains Mahoney and Auld had the TAMAR through WWI and was one of the few sailing ships to survive the war. At the end of the war she arrived in Sydney. Just before arriving she was badly pooped and Captain Auld was washed off the poop. He was picked up under the forecastle-head when the water ran off, but if was found that both his legs had been broken. Mr. Shute had to find someone to bring his ship back home finally finding Captain James P. Barker

The TAMAR was given a good refit and loaded wheat for home. She had her last real race with ELGINSHIRE, also carrying wheat home. Although ELGFNSHIRE arrived ahead of TAMAR by two hours, the TAMAR had sailed a fortnight after the ELGINSHIRE.

The TAMAR was then ordered to Sharpness. She had some excitement getting there, as she collided with a steamer while being towed. Her bowsprit was buckled and some of the new paint ruined, but she was otherwise in fine shape.

However, the old ship was soon overwhelmed by the post-WWI shipping slump, and in October, 1921, she was laid up amongst a large fleet of idle sailing ships at Bordeaux.