Sea History 119 - Summer 2007 by National Maritime Historical Society & Sea History Magazine

No. 119

NATIONAL MARITIME HISTORICAL SOCIETY

Summer 2007

-A HISTORY:.

TERATURE,ADVENTURE,LO

IN 2005, THEIR RESPONSE TO HURRICANE KATRINA WAS HEROIC.

IN 2055, WHAT WILL BE REMEMBERED! Within 72 hours of Hurricane Katrina's landfall, rescue operations of unmatched precedence were under way. With bravery and dedication, the Coast Guard saved more than 24,000 people. But as life goes on, memories begin to fade. The Foundation for Coast Guard History works to ensure the actions of September 2005 and other Coast Guard missions are remembered . Your membership in the FCGH helps to maintain the proud tradition of the U.S. Coast Guard. For more information on the benefits of membership, please vis it www.fcg h.org. Semper Paratus. Memoria Semper.

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SEA HISTORY

No. 11 9

SUMMER 2007

CONTENTS FEATURED IN THIS ISSUE 12 Nova Albion, The 1579 Claim to New England-In California!, by Robert Allen 400 years ago, the Virginia Company established England's first permanent settlement in Jamestown, Virginia. Nearly three decades before, Francis Drake made claim to the first New England, "Nova Albion, "in what is now northern California.

17 Lignum Vitae: The Bosun's Favorite Wood, by D eirdre O'Regan

This tropical hardwood sinks like a rock, yet was (and is) favored by sailmakers, riggers, and shipwrights for use in tools and ship construction.

18 Underway in a New World, Godspeed, by Timothy J. Runyan A new reconstruction of Godspeed gets underway this summer, carrying the maritime story of the founding ofJamestown and ships' roles as tools fo r exploration to ports beyond the James River.

26 Marine Artist Linda Norton, Rediscovering Her Maritime Roots , by Louis A. Norton

In 2000, artist Linda Norton moved back to her ancestral home in Maine and became reacquainted with the sea. She also became a member of the Coast Guard Art Program to spread the story ofthe Coast Guard's history and present-day work through art.

30 Maritime History on the Internet: Web 2.0, by Peter McCracken 32 The USS Monitor Center Opening, by Timothy ]. Runyan The 30-million dollar USS Monitor Center opened in March in grand fashion with a symposium, tours, and, of course, a gala affair. Dr. Timothy Runyan gives us a tour of this new impressive facility and we learn how it came to be.

34 World Ship Trust, 2007 Resolution, by Peter Stanford

NMHS President Emeritus Peter Stanford reports on the World Ship

Trust's

2007 effort to have historic ships included as World H eritage Sites. 18

COVER: Twelve Knots by Linda Norton (watercolor, 2004) Sch ooner American Eagle buries her port rail in a stiff breeze in Penobscot Bay. Marine Artist Linda Norton captures ships and people's work at sea in her watercolors. (See pages 26-28)

DEPARTMENTS 4

D ECK LOG AN D LETTERS

NMHS:

OBITUARIES

Sea H istory FOR

A CAUSE IN MOTIO N

36 45

SHIP NOTES, SEAPORT & MUS EUM NEWS CALENDAR

47 REVIEWS

Krns

52 PATRONS

Sea History and the National Maritime Historical Sociery Sea Histo ry e-mail: editorial@seahistory.org; NMHS e-mail: nmhs@seahistory.org; Web site: www.seahistory.org. Ph: 914 737-7878; 800 221-NMHS MEMBERSHIP is invited. Afrerguard $10,000; Benefactor $5,000; Plankowner $2,500; Sponsor $1,000; Donor $500; Patron $250; Friend $100; Contributor $75;

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SEA HISTORY (issn 0146-9312) is published quarterly by the National Maritime Historical Society, 5 John Walsh Blvd., PO Box 68, Peekskill NY 10566. Periodicals postage paid at Peekskill NY 10566 and add' l mailing offices. COPYRIGHTÂŠ 2007 byrhe National Maritime Historical Society. Tel: 914-737-7878. POSTMASTER: Send address changes to Sea History, PO Box 68, Peekskill NY 10566.

NATIONAL MARITIME HISTORICAL SOCIETY

DECK LOG Welcome Maritime Life and Traditions Readers The National Maritime Historical Society is honored to welcome the readers of Maritime Life and Traditions to our membership with this issue of Sea History. This fine magazine had its origins in France and was published for a number of years in partnership with WoodenBoat magazine. It was an impressive publication, replete with well-written articles and captivating photographs and illustrations. Sadly, while the magazine was received with enthusiasm by its readers and contributors, it did not receive enough support to keep the publication going. This unfortunate trend follows a line of some high-quality publications devoted to maritime heritage that have been forced to abandon ship, American Neptune and Nautical Quarterly among them. NMHS has worked hard for over forty years to develop national support for the heritage by encouraging membership in our organization that publishes Sea History, undertakes a diverse educational program, provides a voice for historic ship preservation, and encourages academic research, among its many projects. Maritime Life and Traditions has asked us to fulfill the subscriptions to their readers, and we heartily welcome these maritime enthusiasts to our membership. We know they will find the scope and depth of our articles fascinating and will help us to advance the cause of maritime history in the world at large. We ask these new readers and our long-term members to pause a moment to recognize how important it is to have a publication that provides a national voice for maritime preservation delivered to readers all across the country and the world. We ask you to please keep supporting Sea History so it can support the maritime community.

Join Us at the Maritime Heritage Conference, 9-12 October This fall, NMHS will be at the Maritime Museum of San Diego with 500 maritime enthusiasts to participate in the Eighth Maritime Heritage Conference. Information detailing the many activities scheduled appears on page 35 and upto-date information is always posted at www.sdmaritime.org. You will be very rewarded if you make the effort to attend this get-together of the many and diverse components of our maritime community. The conference, held every three years, gathers preeminent historians, sail training professionals, nautical archaeologists, and a well-informed public to share the latest research, educational programming, and challenges. We are hosting a reception for you, our members, to meet with each other and the rest of the maritime community during the conference. Please join us aboard HMS Surprise (ex-HMS Rose) on Wednesday, 10 October, from 5-7PM (cash bar). Please consider registering for the full day of October 10th. Our Sea H istory Editorial Advisory Board member Carla Rahn Phillips will be moderating a panel on "Spain's Legacy in the Pacific" in the morning, and an afternoon reception on the flight deck of USS M idway, featuring a keynote address by Ian W Toll, author of Six Frigates: The Epic H istory of the Founding of the US Navy, officially starts the conference. Please do join us at the reception and call our office at 800-221-6647 ext 0 to let us know you will be attending. -Burchenal Green, NMHS President 4

NATIONAL MARITIME HISTORICAL SOCIETY PUBLISHER'S CIRCLE: William H . W hire

Perer

Aron,

OFFICERS & TRUST EES: Chairman, Walrer R. Brown; Vice Chairman, Richardo R. Lopes; President, Burchenal Green; Treasurer, Ronald L. O swald; Secretary, Thomas F. Daly; Trustees, Paul F. Balse r, David S. Fowler, Virginia Sreele Grubb, Rodn ey N . Houghron, Sreven W Jones, Robert Kamm, Richard M. Larrabee, Warren Leback, Guy E. C. Maitland, Karen Markoe, John R. M cDonald Jr., Jam es J. McNamara, Howa rd Slotn ick, Bradford D. Smith, H. C. Bowen Smith, Philip]. Webster, William H . White; Trustees Elect, Philip ]. Shapiro, Captain Cesare Sorio; Chairmen Emeriti, Alan G. C hoare, G uy E . C. Maitland, Craig A. C. Reynolds, Howard Slotnick; President Emeritus, Perer Sranfo rd FOUNDER: Karl Kortum (1 9 17-1 996) OVERSEERS: Chairman , RADM David C. Brown; Walter C ronkire, C live Cussler, Richard du Moul in, Al an D . Hutchison, Jakob Isbrandrsen , John Lehman, Warren Marr, II, Brian A. McAllister, John Srobart, Wi lliam G . Winterer NMHS ADVISORS: Co-Chairmen, Frank 0 . Braynard, Melbourne Smirh; D. K. Abbass, George F. Bass, Francis E. Bowker, O swald L. Brett, RADM Joseph F. Callo, Francis J. Duffy, John W Ewald, T imorhy Foote, W illiam Gilkerson, Thomas Gillmer, Walter J. H andelman, Sreven A. Hyman, H ajo Knunel, Gunnar Lundeberg, Joseph A. Maggio, Conrad Milsrer, Wi lli am G. Muller, Nancy Hughes Ri chardson SEA HIS TORY EDITORIAL ADVISORY BOARD: Chairman, Timorhy J . Runyan; Norm an ]. Brouwer, Roberr Browning, Wi lliam S. Dudley, Daniel Finamore, Kevin Foster, John 0. Jensen, Joseph F. Meany, Lisa Norling, Carla Rahn Phillips, Walte r Rybka, Quentin Snediker, William H. White

N MHS STAFF: Executive D irector, Burchenal G reen; M embership Director, Nancy Schnaars; Director of M arketing, Steve Lovass-Nagy; Marketing & Executive A ssistant, Jul ia Church; A ccounting, Jill Romeo; Sto re Sales & Volunteer Coordinator, Jane Maurice SEA HISTORY: Editor, D eirdre O 'Regan; A dvertising D irecto r, Wendy Paggiotta; Editor-at-Large, Peter Stanfo rd ; "Sea H istory fo r Kids" is edited by Deirdre O 'Rega n

SEA HISTORY 11 9, SUMMER 2007

LETTERS Treasure Island I received your Spring 2007 issue recently and thoroughly enjoyed it. The article about USS Mason has raised a question with me. In September of 1942, I was assigned to a new construction and we were housed at Treasure Island (see note below). New ships were assembling their crew there, and the navy used Treasure Island

and remember the Star just tied up at a dock and rotting. There were some other sailing vessels that were engaged in hauling lumber down from Washington, and they put in to San Diego quite often. I finally had the opportunity to go aboard her about eight years ago after they had done a tremendous amount of work on her. It was quite a thrill. PHILIP A. DUFFY Bellevue, Nebraska

Note: No Long john Silver here. Treasure Island is a man-made island in the middle of San Francisco Bay, made from dredge spoils and initially used for the 1939 Golden Gate International Exposition. In World \Vtzr fl the US Navy created a base there and ran an electronics and radio communications training school. Many naval ships used the base as their departure point as they headed out into the Pacific during that conflict.

as the base, using the old Expo exhibit halls for housing. I remember one ship's company that was being assembled was an all-black ship's company. The various ships companies didn't fraternize with each other because the whole place was too frantic, and we were trying to get acquainted with our own shipmates (plus get som e final time ashore), I suppose. I remember them because they would always sing when they marched to mess hall- it was the only unit that would. My ship was ready in September, so I left and never did know what happened to that crew. I returned to Treasure Island abo ut two years later for assignment to another ship, and, of course, no one knew anything about it. I see that USS Mason's company was all from the east coast, but it was assembled at approximately the same time period. I'd be interested to learn if anyone knows their story. I was also interested in the Star of India article because I was stationed in San Diego in February of 1936 to June of 1937 SEAHISTORY 11 9, SUMMER2007

Historic Telescope on a Lee Shore?? The form er owner of Colonel Green's estate at Round Hill in Dartmouth, Massachusetts, has died and the property was sold to a Boston businessman . He plans on tearing down the giant radar dish, a landmark visible far out in Buzzards Bay, and building a seaside mansion in its place. Any help yo u can provide saving this historical landmark in Buzzard's Bay wo uld be greatly appreciated. Love

The telescope is clearly marked (below) on this 1971 nautical chart- "RADOME."

your magazine and what you are doing to save our nautical heritage-it's too bad we could not save in time the tugboat at the Buzzards Bay rotary (New York Central No. 16, see Sea History 117, page 28). I thought anyone with an interes t in thi s sho uld be aware. BRETT MONI Z

West Island, Fairhaven, Massachusetts

路-----------------------路 Join Us for a Voyage into History Our seafaring heritage comes alive in the pages of Sea History, from the ancient mariners of Greece to Portuguese navigators opening up the ocean world to the heroic efforts of sailors in modern-day conflicts. Each issue brings new insights and discoveries. Jfyou love the sea, rivers, lakes, and

bays- if you appreciate the legacy of those who sail in deep water and their workaday craft, then you belong with us.

Join Today! Mail in the form below, phone 1 800 221-NMHS (6647), or visit us at: www.seahistory.org (e-mail: nmhs@seahistory.org)

Yes, I want co join rhe Society and receive Sea History quarterl y. My contribution is enclosed. ($ 17.50 is for Sea History; any amount above that is tax deductible.) Sign me up as: D $35 Regular Member D $50 Family Member D $ 100 Friend D $250 Patton D $500 Donor

11 9

Mr./Ms. - - - - - - - -- - -- - -- -- - - -- -- -- - - --

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Return to: National Maritime Histo rical Society, PO Box 68, Peekskill NY 10566

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Note: this giant radar dish, though not an York and the World's Fair. I laughed at the aid to navigation by design, has become one prices-a shorr sea cruise, from 2-1/2 days of the most recognizable landmarks alo ng to 2 weeks, for $ 19. 10 and up. Buzzard Bay, guiding N ew Bedford's fishing Thank yo u again fo r rhe pleasure of fleet home and vessels en route to the Cape the organization and rhe magazine. Cod canal, not to mention countless recreJ oAN S. RO BERTSON ational boaters. The radar telescop e was inC roton-o n-Hudson, N ew York stalled by M I T on multimillionaire Colonel Edward H. R. Green's 240-acre estate after N ote: When the Eastern Steamship Company declared bankruptcy in 19 14, out of the the university inherited the property from Green's sister in 1948. This same Col. Green ashes emerged the Eastern Steamship Lines. once owned the whaling ship C harles W Âˇ It operated until the US declared war in Morgan, now berthed at Mystic Seaport. 194 1; at that time the company had eight large ships and many smaller vessels operating between N orfolk, Virginia, and St. Steamship Service in Peace and War Sea H istory Winter 2006-7 magazine is john's, New Brunswick. Only SS Evangeline about one of the best I've received- from June 1941, as USS Antaeus the great cover art to the end . I admit to being one who enjoys rhe marine art articles especially. So many of rhe regular and special articles are in depth and cover both history and what is going on today. Thank You! For years I've wondered about the fate of rhe steamships that shined in m y youth, c. 1930s, Eastern Steamship Lines . When and SS Yarmouth were returned to the comI was yo ung, I traveled wirh my grand- pany after the war, and they both were p ut in mother to her old home in N ova Sco tia service between Boston and Yarmou th during for the summer. We went on rhe Eastern the summer, with cruises from Miami in the Steamship Line ships, from New York to winter. In 1954, they were sold, along with Yarmouth, and then on by train to Hali- the company name, to F Leslie Fraser. fax . It was a great adventure for me. Fraser renamed Yarmouth as SS Yarmouth Castle, and began cruises out ofMiami. A refitted Evangeline began op erating ten-day cruises out of Miami. Though both ships were American-owned, they were registered to Panama. The story of SS Saint John represents the service and multiple roles these steamships p layed in both commercial service Then came rhe war. and as military vessels during wartime. SS I've wondered over rhe years how Saint John was built at Newport News, VA, those ships were used during WWII, es- in 1932, as a commercial passenger steampecially rhe A cadia. Ar one rime, I heard er. The Navy acquired her in April 194 1, she'd been used as a hospital ship. I men- changed her name to USS Antaeus (AS-21), tioned to my grandson how I would love and immediately converted her to a submato see one of their old brochures. He gor rine tender. She operated as such, mostly out me rwo (from eBay, I rhink). How inter- of the Caribbean, until September of 1942 esting ro see pictures of rhe old ships as when she began transporting troops along the rhey were in rheir prime. I hadn't realized Eastern seaboard, reclassified as AG-67. She rhar rhey sailed from New York to Port- was converted again, in D ecember 1944, land-N orfolk-Bermuda-and H avana! as a hospital ship, renamed Rescue and (I obviously already knew about Boston reclassified as A H-1 8, serving in the Pacific sailin gs). The brochure was effective 1 theater offj apan. In September 1945, Rescue left Jap an, April 1939, so ir advertised trips ro New

1945, now a hospital ship, USS Rescue

-.-..~Âˇ

boundfor San Francisco. She was decommissioned and stricken from the Navy Register in August 1946 The ship returned to commercial service that year, once again as SS Saint John, and was sold fo r scrap in 1958. (Source: Naval H istorical Center)

No Pushing Allowed While yo u fin ally gor around ro the physics half way th ro ugh rhe article, "Getting to W indwa rd Under Sail" (Sea H istory 11 8, page 33), yo u-all, if anyo n e, should know rhat all sails are airfoils and move rhe boat through rhe lee low pressure area (called li.ftwirh any airfoil). A squ are- rigger going downwind has irs sails bein g "lifted" by rhe press ure differential and not by rhe "push".

H EN RY D EPEW

Tallahassee, Florida George Washington's Comings & Goings I was very inrerested to read Geo rge Fitzgerald's letter about the history of USAT George Washington, some of which I knew already. In July 1919 , it was USS George Washington that brought my fa ther and the other officers and men of the 5th Marines home after their service in France during WWI. Then, in April 193 1, now as SS George Washington of rhe U nited Stares Lines, this same ship carried m y parents and me from New York to C h erbourg ar rhe beginnin g of a year's assignment in Europe. We had a fine journey along the Gulf Stream in this slow but comfortable ship. I was ten yea rs old. I told this story in chapter 9 of Bayonets and Bougainvilleas, my memoir of my fa ther's Marine Corps career (AurhorHouse, 2001 ), so I have good personal memories of rhis ship. Whar I did nor know was that she was still in service as a commercial vessel until 194 1 and was back in the Army for all of World War II.

SEA HISTORY 119 SUMMER 2007

We Welcome Your Letters! E-mail: editorial@seahistory.org or send mail to: Editor, Sea History, 7 T imberknoll Rd. , Pocasset, MA 02559 My thanks to Sea History for telling the story again, and my salute to an histo ric ship's service in both wars.

PUSSER'SÂŽ "Th e single malt of rum

ROBERT WALLACE BLAKE

LCDR, USNR (RET) Seattle, Washington

Accolades for the John Smith Shallop As a newcomer to Sea History, I want to express unreserved praise for yo ur publication . I was drawn to yo ur last issue (118) by the outstanding article "Exploring the C hesapeake Bay with Captain John Smith : 1608 and 2007," authored by Christopher Cerino and Philip Webster. I am no stranger to the m any important educatio nal contributions Sultana Projects has made to studen ts and citizens of the greater C hestertown communi ty. Building the schooner Sultana was but their first success story; the John Smith shallop is the lates t p roject to d raw national attention . Now, as is true for all good history, yo ur article becomes an important part of telling the story of the reenactment of Captain John Smith's shallop voyage. Ir is fitting that the 2007 NMHS Walter Cronkite Award for Excellence in Maritime Educatio n is being awarded to the Captain John Smith Four Hundred Project. Thousands of people are curious to know more abo ut the shallo p that was recently "launched" at Jamesrown. The article tells the story of the challenges and achievements of a dedicated effo rt to recreate this important event in o ur nation's history. The splendid illustrations allow us to envision the scenes; this summer, the reenactment voyage will bring this srory ro life. Co mbined with the exhibits that will travel to two dozen ports of call aro und the C hesapeake, this article and related publicity will be a record of las ting value. Sometimes capturing history can be as impo rtant as the history itself; this is one of those times and I jo in people everywhere in expressing our collective gratitude to Sea History. Thanks also to Sultana Projects. I wish all yo ur readers could see what this o rganization has m eant to our communi ty and share with us the enormous pride we feel in the new life they have inspired in our colo nial town. ROBERT G. SMITH C hestertown, Maryland SEA HISTORY 11 9, SUMMER 2007

and the fath er ofgrog"

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~~ Charles Tobias, Chairman

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* 7

NMHS: A CAUSE IN MOTION Maritime Heritage Alive in the Hudson River Valley

he Charles Point Council, the chapter ofNMH S that specializes in preserving and promoting the maritime heritage of the Hudson Rive r Valley in New York State, includes a sizable group of maritime enthusias ts who meet monthly near our headquarters on Charles Point (nam ed for Charles Fleischmann, who built the building, which now houses our offices, for the m anufacturing of Fleischmann's Gin). This year, the group has enjoyed lectures from author Martha ..------.....,.,,..---...,,.- - - - - - - - - , LaGuardia-Ko tite on the story of the US Coas t Guard rescue swimmers featured in her book, So Others M ay Live, and from U S National Park Ranger Michael Callahan , who came in character- playing an eighteenth-century Royal N avy captain, and described for us his life onboard a 74-gun ship-of-the-line. Richard Anderson, president of the SS Columbia Project, presented his plans to restore the excursion steam vessel Columbia, the oldest surviving passenger vessel in the United States, and bring her to the Hudson River. This vessel, one of the best rem aining works of Frank Kirby, is currently laid up in D etro it. Built in 1902, this ship, now a National Historic Landmark, plied the waters be-

ri~~~~~~;~~~~

tween D etroit and Boblo Island for ninety years. Adorned with m ahogany paneling, etched and leaded glass, gilded ~ moldings, a grand staircase and an open-air ballroom , ~ SS Colu mbia is fitted with a massive 1,200-horsepower ~ triple-expansio n steam engine-rare, intact, and waiting 3 to be activated. 8 ~ The National M aritime Historical Society is also pleased to be working with the Maritime Steer~ ing Committee of the Fulton-Hudson-Champlain Quadricentennial celebration, whi ch will take 8 place in 2009 . The C harles Point Council organized a cruise around the historic sites of Manhattan Island and the Hudson River for the steerin g committee; see below for N MHS Trustee Robert Kamm's report on the excursion. The 2007 C harles Point Council events calendar, including lectures by Bradley Peniston, author of N o H igher Honor: Saving the USS Samuel B. Rob ens in the Persian Gulf, and Ian W Toll, author of Six Frigates: The Epic H istory ofthe Founding of the US Navy, can be found on the NMHS web site at www.seahistory.org. - Burchenal Green, President I~

Navigating Manhattan On Saturday, March 3 1st, m ore than fifty m embers and fri ends of N MHS, the Charles Point Council, and Scarano Boat Building boarded th e motor yacht, Manhattan, fo r a marvelous cruise down the Hudson River from Peekskill to New York City. M other Nature provided a crisp and sunny day, which m ade cruising the river a true joy. The M anhattan, built by Scarano Boat Building of Albany, N Y, is styled after the luxury yachts of the 1920s. We sailed through Spuyten Duyvil, the H a rlem and Eas t Rivers, pas t the Statue of Liberty, and up to Chelsea Piers on M anh attan Island's Wes t Side. N Y State Hi stori an Em eri rus

Dr. Joseph Meany provided a wonderfully info rmative narrative of the places and historic events on the rive r, augm ented by Dr. Ray Philips, Col. Jam es Johnson, H enry Miner, and Peter Stanfo rd, each an authori ty on the m aritime history on the ri ver. Rick Scarano, builder and owner of the M anhattan, hosted the excursion, while Captain Jim Chambers admirably navigated her through the rivers, under the bridges, and around vessels large and sm all that we enco untered. To book a N ew York harbor cruise (o r other locales) aboard M anhattan or aboard Scarano's other vessel, Adirondack, styled after an 1890s pilot schooner, visit their web site at www.sail-nyc.com. - Robert Kamm, NMH S Trustee

(above) M em bers of the Fulton-Hudson-Champlain 2009 Quadricentennial Committee meet on the deck of the M anhattan (pictured right) as she enters the Harlem River. (Seated from left) j ohn Doswell, Burchie Green, Karen H elmerson, Chris 0 'Brien. (Standing) James Kerr, Betsy Haggerty, j ean Wort, Gregg Swanzey, Barbara C. Fratianni, Tom Vincen t.

SEA HISTORY 119, SUMMER 2007

OFF TO FIDDLER'S GREEN Peter J. Finnerty (1942-2007) Peter]. Finnerry, NMHS Dinner Committee Member and active supporter of the Society and a key contributor to US maritime policy legislation for more than three decades, died in February. He was 64. Finnerry spent most of his career with SeaLand Service, where he spent 30 years in various capacities, including Washington-based vice president of government relations. He was renowned for his knowledge of and skill in navigating the complicated legislative and regulatory issues involving the US merchant marine. Finnerry served as executive vice president of American Roll-On Roll-Off Carrier and later became president and owner of American International Car Carrier. Finnerty held leadership positions with numerous professional organizations, including the Propeller C lub of the United Stares, the Navy League of the United Stares, the Naval War College Foundation, and the American Maritime Congress. He was the gracious and wirry Master of Ceremonies at the US Coast Guard Foundation Dinner for over twenty years . A graduate of the State Universiry of New York Maritime College at Fort Schuyler, Finnerry earned his MBA from the Wharton Business School at the University of Pennsylvania and a doctorate from Georgetown Universiry Law Center. In addition to his academic achievements, he also held a third mare's license and was a lieutenant, junior grade, in the US Naval Reserve. "For more than 30 years, Peter was an effective advocate for the US merchant marine,'' said Raymond Ebeling, chairman and chief executive of American Roll-On Roll-Off Carrier. Peter Finnerry, who is survived by his wife Tory and his four children, "was a great friend and an all-around Peter J Finnerty great guy who will be deeply missed," NMHS chairman emeritus Howard Slotnick stated.

Harry E. Vinall III (1934-2007) Harry E. Vinall III, 72, a long-rime Trustee of National Maritime Historical Sociery who then served as an Honorary Trustee, died 2 March. He and his wife Carol were founding members of the Charles Point Council, the NMHS chapter of the Hudson River Valley. He was also a member of the Hudson River Maritime Museum, Mystic Seaport Museum, rhe International Yacht Resroration School (IYRS), and a former member of the Poughkeepsie Yacht C lub and the Antique and Classic Boat Society. He was also a founding member of the National Army Museum. Mr. Vinall served in the United States Signal Corp from 1957 to 1959 and felt privileged to participate in some very early launchings of Army Ballistic Missiles at Cape Canaveral under the leadership of Dr. Werner Von Braun. Vinall was the golf pro and operator of Vassar Golf Course in Poughkeepsie for fortyfour years, having ass umed responsibiliry upon the death of his father. Golf was his business, but wooden boats and marine preservation were his passion. Vinall was deeply interested in maritime history and wooden boat restoration; he enjoyed cruising his 1955 wooden classic Chris Craft, Rum Runner. He and Carol also enjoyed sailing small boats in the Florida Keys during the Harry E. Vinall winter. Survived by his wife Carol and four children, Harry will be greatly missed. His hard work, no-nonsense manner, and informed perspectives, fueled by his interest and enthusiasm in maritime matters, greatly benefited the Sociery.

Shannon}. Wall (1919-2007) Shannon J. Wall, NMHS Advisor and a former president of the National Maritime Union, died in February at the age of 87 in his home in Sequim, WA. A seaman who served on merchant ships and troop carriers during World War II in the South Pacific, Wall moved up through the union ranks and became its president in 1973. One of his greatest achievements in this role was winning the fight to have World War II merchant marin ers officially recognized as veterans by the Defense Department in 1988. Although his union had been 100,000 members strong at its peak during the war, by 1981 its membership totaled half that number. According to NMHS president emeritus Peter Stanford, Wall "came on the scene when the flight of Americanowned shipping lines to foreign flag, which meant they didn't have to employ Americans, was going full boil." In 1986, Wall was appointed to a five-member presidential Commission on Merchant Marine and Defense, which issued a number of reports regarding the nation's declining maritime industry. Mr. Wall served as president of the NMU for fifteen years and oversaw its merger with District 1 of the Marine Engineers Beneficial Association in the late 1980s. A lifetime mariner, Wall enjoyed his retirement sailing his 35-foot curter in the cold waters of the Strait ofJuan de Fuca. 10

SEA HISTORY 119, SUMMER 2007

End ofan Era for West Coast Maritime History

Harold Huycke (1922-2007), An Appreciation What was Harold's pl ace as a West Coast maritim e historian and what was his place in the building of the San Francisco Maritime Museum? The short version is that he was a giant in both . W hen I began at the Museum in 1972, H arold was al ready an old hand there, in constant communication with the director, Karl Kortum, as they uncovered and documented, interviewed and recorded, collected and collected and collected our West Coast maritime history. H arold was captivated by ships and the sea in 1930 when he was a boy of seven, just out from Oklahoma. His father took him fishing on a barge anchored in Santa Monica Bay. But it was not just a fishing barge; it had been built in 1887 as the four-masted barque Kenilworth. What H arold saw and felt that day was still clear in his mind 77 years later-the cable tending down our of sight in to the water, the gulls overhead, the smells of rhe old wood fittings and decks of what was once a square-rigger. Before the 1930s were out, H arold was befri ended by Dr. John Lyman, whose thumbnail histories of West Coast ships in Marine D igest became the cornerstone of Pacific Coast maritime history. Before the next decade had passed, Harold had become acquainted with Karl Kormm, who founded the San Francisco Maritime Museum. The year before the museum opened in 1950, Karl recruited Harold- tried hard to recruit H arold-to join the museum effort. Bur H arold had graduated from California Maritime Academy in 1944 and he was going to sea, which was what he had wanted since he was seven. H e elected to co ntinue to go to sea, and to keep maritime history as an avocation. Pursued with the drive and energy of a dozen men, rhis avocation came to look like a full-blown second vocation. H e humorously referred to himself as a "boilersuit maritime historian ," which nicely captures borh his callings. His contributions to the museum mission of advancing West Coast maritime history, and to the museum itself, were enormous. H e was the museum's elder research associate, for 57 years! H e conducted hundreds of oral-history interviews of seafaring men. For decades he wrote over 700 (!) letters each year to correspondents all over rhe world-letters chock full of maritime history. In the process of writing those letters and taking those o ral histories, he located and routed to the museum many important collections, so many that he was dubbed in Seattle "a spy for San Francisco ." And there was whar he called "My best job ever"-rhe Srate of California hired him to prepare, man, and deliver to San Francisco the C.A. 1hayer, our historic 3-masted schooner at Hyde Street Pier. He put in new masts, bowsprit, stern, and a good part of her planking. H e replaced the ri gging and declined a tow; they sailed her down from Seattle, as recounted in H arlan Trott's 1he Schooner 1hat Came Ho me. Our library catalog has 15 entries under "Huycke, Harold," bur let me address only his classic West Coast history, the monumental and definitive 607-page study, To Santa Rosalia, Further and Back. It chronicles the final flowering of the last great squareriggers on the face of the earth. Published in 1970 by the Mariners' Museum in Newport News, VA, it was their only publication to sell out. Karl used to defin e a museum as a "temple of excellence," and he bemoaned the errors that, once enshrined in print, become dangero us to histo ry. H arold exemplified the care necessary to avo id

SEA HISTORY 119, SUMMER 2007

"Boilersuit maritime historian, " H arold H uycke, (right) aboard the lumber schooner C.A. Thayer as he prepared her for sea in 1957, with Karl Kortum (center) and Captain Adrian Raynaud (left). errors. How? Consider To Santa Rosalia. H arold scoured archives, libraries, and the printed sources, of course, bur he went well beyo nd that. Harold went to rhe people. In each chapter's endnotes, one sees over and over again citations to primary sources: Letter, Interview, Taped Interview. Once he had written the manuscript, he sent it to rhe co ntributors-and other experts-to read and correct. It took fifreen years to complete, but what H arold produced is a textbook example of how to "ger ir right." H arold was also a model of generosity in helping others with their writing and publishing. 1h ere were many at his memorial service whose wo rk in maritime history H arold inspired, nurtured, and informed. Som ewhere along in rhe 1940s or 50s, Harold became acquainted with Dr. John Kemble, whose 1957 San Francisco Bay; a Pictorial Maritime H istory, today is still the best account of rhe sweep of West Coast maritime history. 1here yo u have the names-John Lyman, Karl Kortum, John Kemble, Harold Huycke-the first tier of the foundin g generation of West Coast maritime histo rians. Haro ld's death marks the end of this generation, but their work has founded a new generatio n of maritime historians who follow in their footsteps. For those of us in museum work, the conventional accolade is "he was a museum person," and H aro ld certainly was a museum person. To those who have ever been to sea, perhaps another accolade means even more. After he died, one of Harold's m any fri ends said to me, "Dave, the highest accolade we can give a man is to say that he was a good shipmate, and H aro ld was a good shipmate." DA VID H ULL, Principal Librarian, San Francisco Maritime National Historical Park

91Ga, ~. PJt; 1679 ?fiUwm w 91G,, q;~ by Robert Allen en Christopher Columus sailed west, bound for Cathay, he opened the way for Spain to reali ze its destiny exploiting the lands and riches of Central and South America. Although Columbus himself never made it as far as the East Indies, Spanish expeditions followed in his wake and then continued west across the Pacific Ocean to tap the riches of Cathay. For more than two centuries, Spain alone controlled the lucrative Manila trade. This trade and rhe precious metals from the Americas made Spain the wealthiest country in Europe and the object of great envy. Jealous England dispatched privateering expeditions to harass the Spaniards in the Caribbean Sea and seize some of the wealth being transferred to rival Spain. Francis Drake led several of such expeditions. In 1577 Drake mounted an expedition, which ultimately circumnavigated the globe and brought home to England much Spanish booty obtained through raids along the west coast of South America. He also returned with a claim to the New World. With bur one leaking ship left of a Beet of five and after battling adverse winds and bitter cold in a failed attempt to discover a west-to-east passage home from the Pacific by way of a supposed strait (Strait of Anian) across the top of North America, Drake came about and headed south. H e needed to locate a proper harbor in which to careen, repair, and reptovision his leaking ship, the Golden Hind, for rhe firs t leg of a long voyage home, more rhan half a world away. H e found such a harbor just north of San Francisco Bay in what we now call Drake's Bay, at 38 degrees no rth latitude. After dropping anchor, he stayed there for thirty-six days working to prepare his ship and crew for the voyage. H e also claimed the land for his queen, Elizabeth, and left an inscribed brass plate on a "great and firme post" as witness.

Sir Francis Drake When Francis Drake returned to England in 1580, he brought home enough riches in plundered cargoes from Spanish ships and z cities to make him a very rich man and to g more than double the crown's income for the ~ year. Perhaps most valuable, however, was ~ the claim on Nova Albion in North America. u z

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"1 the Pacific O cean to the Atlantic Ocean, evidenced by the French Drake Map of ยง 1581. The claim was probably the m ost ~ valuable treasure of rhe voyage as it encom~ passed most of what is now the contiguous ~ United States. Establish ed in 1579, this ~ claim was America's first "New England." He named the 1and NovaAlbion (New The ill-fated Roanoke Colony of Virginia England) as the white cliffs of Drakes Bay was established five years later in 1584. reminded him of those along the English John Smith, a leader of the Jamesrown Channel. Drake's claim extended from Colony in Virginia founded nearly thirty i3

The French Drake Map, 1581 Text inscribed on the map (right) credits Sir Francis D rake as having seen and corrected it. Note the Nova Albion claim extending clear across North A merica. The ship symbol in the upper left is depicted just north of where D rake made his 1579 claim.

SEA HISTORY 119, SUMMER 2007

years later, had Drake's claim in mind, Anglicizing Nova Albion from the Latin, naming the east coast of America "New England." Back then, it was all one. When Drake returned to England, he and Elizabeth speculated on a proj ect to form a corporation (like the Virginia Company) in the new lands that Drake had discovered north of the equator. One tenth of any profits were to go to Drake as governor and one fifth to the queen (the "royal fifth"). This plan never came to fruition; its success was dependent on the discovery of the Strait of Anian, the elusive "Northwest Passage." In the meantime, the Spanish continued to ply their lucrative M anila Galleon trade between the Philippin e Islands and Mexico. Many contemporary journal accounts and maps have survived, showing

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Drake's California Harbor-The past president of the Drake Navigators Guild, the late Capt. Ray Aker, created this drawing by combining a contemporary view-map of Drake's careening harbor with modern photographs ftom the overlook, as pictured. Drake's Nova Albion harbor at, or in close proximity to, 38 degrees north latitude on the west coast of North America. Queen

Elizabeth imposed ten-year ban of secrecy regarding the details of Drake's voyage, but some information inevitably leaked out, as evidenced by the publication of the French Drake Map in 1581. Drake had failed to locate the western entrance to a northwest passage, but a great effort was underway from the Atlantic side by others in their quest to find a way to China and the Indies, far from Spanish-controlled waters aro und South America. If such a passage could be found, England could establish a base to control the North Pacific trade, as well as from which to explore the interior of Nova Albion for riches, waterways, and useful commodities, and could thus counter the Spanish monopoly of the Pacific trade. England's defea t of the Spanish Armada in 1588 negated any further need for secrecy co ncerning the details of Drake's 1577-80 circumnavigation. Although no colony h ad been established at the Pacific Coast site of Drake's Nova Albion, the English still considered this a formal claim. Journals from Drake's voyage indicate that as many as twen ty men may have been left behind at Drake's Bay when the Golden Hind sailed fo r home. In 1651 Englishman John Farrer, a well-to-do merchant and map producer, made a map of the "Plantation of Virginia," representing the English crown's claims in North America. His daughter Virginia later made changes to the document and affixed her own nam e to it, "Domina [Lady] Virginia Farrer." 1he map is commonly referred to today as the

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Domina Virgi.nia The wording on the john Farrer Map of 1651: "The Sea of China and the Indies.-Sir Francis Drake was on this sea and landed Ano 1577 in 37 Deg. Where he took Possession in the name of Q: Eliza: Calling it new Albion. Whose happy shoers, [in ten dayes march with 50 joote and 3 0 horsemen from the head of Jeames River, ouer those hills and through the rich adiacent Vallyes beautified with as Proffitable rivers, which necessarily must run into y(t} peaceful Indian Sea.} may be discovered to the exceeding benefit of Great Brittain and Joye of all true English. This map is described as: 'A mapp of Virginia discovered to ye Hills, and in it's Latt: From 35 deg: & _ neer Florida to 41. deg: bounds of new England." (These latitudes are approximately correct. No longitude is shown.) Domina Virginia map. It showed the east coast of North America as well as Nova Albion on the west coast, drawn with details including drawings of Drake and the Golden Hind. The map's text, illustrations, and labels demonstrate how important the English at home and the colonists in America considered Drake's claim to beeven fifty-six years after his death. The Farrer map was drawn with wes t up, rather than north as is standard, call14

ing attention to the intent of its creators: to show how easily Drake's Nova Albion claim, with its western shore lapping on the Sea of C hina and the Indies, could be reached from Virginia. The map depicts the land lying between the Appalachian Mountains and the west coast of No rth America as yet unexplored. Drake's ship, the Golden Hind, is sketched on the map at 38 degrees north, beneath his portrait, at about the correct latitude for Drake's

encampment at Nova Albion. America's west coas t is shown just beyond the Appalachian Mountains, with the text explaining how easily one could get there. This may sound like a real estate promotion, but it was serious. Drake's (and m any other's) failure to find a Northwest Passage, along with Spanish control of the Straits of Magellan and the dangers of sailing through the stormy Drake Passage around the tip of South America, had dashed any

SEA HISTORY 119, SUMMER 2007

hopes the English had of establishing an outpost on America's west coas t. Published long after Drake and Elizabeth were gone, the Farrer Map illustrated a direct ro ute to get to Drake's port at Nova Albion and on to the Indies. According to the map, this could be accomplished by an easy trek across North America. At the sam e time, Dutch and French explorers were still actively seeking the Northwest Passage from the Atlantic. The Farrer m ap includes general details from the New England coastline west to the Appalachian Mountains, "those hills at the head of the leames River," and on to the Great Lakes, ''A mighty Great Lake." The distance berween the land west of the Appalachian Mountains to the Pacific Ocean, "the Sea of C hina and the Indies," was reduced to cover 43 modern Mercator degrees of longitude. The author believes that Farrer would have used the longitude scale that was common at that time if he felt it was needed. Farrer did not, in compressing the continent, use the example set by th e cartographer Henry Briggs, a noted mathematician who had published Tables

for the Improvement of Navigation (1610) and North-west Passage to the South Sea (1622). The Farrer map was drawn for a specific purpose-to show the quick and easy way to Cathay! Farrer did depict a Norchwest Passage at the head of the Hudson River, but this was not stressed; at best it was indirect. The longitudinal scale of the French Drake Map, drawn seventy-one years before the Farrer map, demonstrates approximately 100 degrees of longitude. This represented the area across the continent, similar to the Hondius Broadside map circa 1595, (see figure below) which is of the same scale as the French map. The lack of information concerning the interior of North America in Farrer's day is shown by his map's lack of pictorial representation of the vast rivers, deserts, and mountains encompassed in that transco ntinental corridor from sea to sea. This area was claimed by both the Virginia C ompany in 1609 and thir ty years earlier by Drake. This claim is shown on both the French Drake Map as "Nova Albio" and the Domina Virginia map as "new Albion."

Circumnavigation ofthe Globe 7his world map, circa 1595, was published by the D utch cartographer, ]odocus Ho ndius. 7his double-hemisphere map tracks Drake's circumnavigation as well as that of 7homas Cavendish, the third person (and second Englishman) to circumnavigate the globe from 15861588. 7he map shows the coasts ofthe continents but leaves the interiors blank. 7he drawing in the upper-left corner shows Drake's landing at Nova Albion in present-day California.

Queen Elizabeth I After Francis D rake returned to England in 1580, the British monarch imposed a ban of secrecy on information regarding the world voyage to keep her rivals at bay. With Spain's claim on so much of the land in the Americas and control ofthe trade across the Pacific, England, France, and the Netherlands were actively sending out voyages of exploration to stake their own claims on territory to the west and to find a northern sea route to Asia. D rake's landing in Nova Albion and his subsequent return to England allowed the Queen to claim the lands from Virginia clear across the continent to the Pacific Coast.

Both maps clearly show the importance of Francis Drake's role in establishing America's first and second New England . The early American colonists, most of them of English origin , eventually succeeded in crossing the vast North American continent nearly 200 years later. English sh ips fo llowed in Drake's wake with further expeditions to encircle the wo rld on voyages of exploration. .!, Robert Allen is a member ofthe D rake Navigators Guild, a non-profit research organization, founded in 1949, which brings together individuals from many fields of scholarship to study the early exploration ofthe west coast of North America. See www.drakenavigatorsguild.org for more information.

SEA HISTORY 119, SUMMER 2007

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lh a NeW World, GoJ.r 'lJ.derwa.y it\. J ?eeq by Dr Timothy

ational M aritime Day, observed each May 22nd, was designated by Congress in 1933 to recognize American m erchant mariners. On that date last year, a special maritime event reached back 400 years to recognize the hardy English mariners who crossed the Atlantic in 1607 to found the settlem ent at Jamestown. The occasion was the departure of the newly-launched representation of Godspeed on an East Coast tour to promote the quadricentenary. The Godspeed of 1607 was the mid-sized companion to the flagship Susan Constant and the pinnace Discovery. Representations of all three vessels have been built in years past, and all have been replaced . Designs were based on historians and naval architects making educated guesses as to size, rig, lines, etc. from what they could glean from the historical record; plans for the actual ships do not exist. The first Godspeed reproduction was built in 1982 of pine; deterioration from white-rot fungus and wear have warranted the building of a new vessel to serve both as a museum ship and as a fully operational sailing vessel to carry out the Jamestown-Yorktown Foundation's educational mission. The decision to build a new Godspeed and Discovery fo llowed the new construction of a replacement vessel for Susan Constant in 1991. With funding from state, federal , and private sources, historian Peter

Runyan

Wrike, Captain Eric Speth, and others undertook the task of furthering research to come closer to the ship's original design.

with traditional sailmaking techniques. (Godspeeds companion vessel, the smaller Discovery, was built by M aine's Boothbay

Tri-Coastal Marines Sail Plan fo r Godspeed

They handed the results of their research Harbor Shipyard, where it was launched off to Tri-Coastal Marine, the naval archi- this past February.) These teams and inditectural firm which specializes in designing viduals expressed great pride in their part in replica sailing ships (recent efforts include maintaining and promoting their maritime the schooners Virginia, Amistad, and Spirit heritage throughout these projects . of South Carolina). Tri-Coastal created the The crew and passengers aboard the ship's plans by combining this historical original Godspeed endured a long and evidence with adjustments to Godspeed was built in Maine by Rockport Marine modern demands: conforming with modern safety regulations and creating space for an engine without taking away from the authentic look to the outside viewer. Tri-Coastal sent their plans to the shipbuilders at Rockport Marine in Rockport, Maine, and to sailmaker Nathaniel S. Wilson of East Boothbay, Maine. Nat Wilson is sailmaker to most of the historic and historic replica ships sailing in this country and abroad, including USS Constitution. Like the designers and shipbuilders, Wilson expertly creates authentic fully functioning sails by combining natural and modern synthetic materials

tumultuous journey across the Atlantic. They departed London on 20 December 1606 and did not arrive in Virginia until May of 1607. How many today would consider signing on for that voyage of nearly 150 days, most of them spent on the high seas . . . in this vessel? Conditions were cramped (144 men and boys were loaded onto a vessel only 65 feet long; 40 died during the voyage). At the tim e, however, Godspeed, Susan Constant and Discovery represented more than a thousand years of progress in ship construction. The three ships successfully completed the voyage under less than ideal conditions because each carried within her the evolution in ships and boats, from early dugouts and log canoes, to Egyptian reed vessels, to G reek, Roman, Byzantine, Islamic, Viking, Venetian, Genoese, and Northern E uropean ships. As expeditions from the Old World were sent out on trading, military, and exploration voyages, the techniques of shipbuilding were refined to address the challenges they met on the seven seas. Godspeed is steered by a tiller connected to a hinged rudder in the center of the ship's stern. Her hull is shaped to ride over the waves instead of plowing through them. On her three masts, she sets square sails attached to, and handled with, rigging that reflects the northern seafaring tradition dating back to the Viking ships from the eighth century. Square sails were a perfect tool for the original Godspeed to catch the Trade Winds as she sailed so uth

Sailmaker Nat Wilson and Rockport Marine Project Manager John England examine the rig from the deck of the newly launched Godspeed in 2006

SEA HISTORY 119, SUMMER 2007

(left to right) Godspeed, Discovery, and Susan Constant. The three replicas of the original Jamestown ships of 1607 will highlight the maritime story behind the founding of the first permanent English settlement in North America. from London towards the Canary Islands ro pick up those steady westerly winds that wo uld allow her to sail along a measured latitude. There wo uld be no accurate means to calculate their longitude to give them a good fix because the chronometer had yet to be perfected that could work at sea. As elementary as ships and navigation may seem to us today, the "Age of Exploration and Discovery" was only possible because of the development of the full-rigged sailing ship. Ships were the most complex technological creations of the late medieval and Renaissance period of Western history, more complex than cathedrals, castles, and windmills. Fragile by today's standards, the ships that sailed during this age, and the men and (later) women aboard them, were tough. They had to be, in order to survive the journey and subsequent settlement. The ships did their job and performed remarkably well considering the missions they undertook. Any structural failure of the ship would have had catastrophic results. Why build a replica of a ship that no longer has a place in the practical world

of enterprise and commerce? Why devote thousands of hours of research to guide the construction of a more accurate Godspeed or other vessel? Because we need to know what challenges our forefathers faced, what they devised to overcome those challenges, and the courage they possessed. You can know this best by standing where they stood, pulling lines to raise sails as they did, surrendering co ntrol of propulsion and course, save by the direction the winds blew. You might have to sail for days, even weeks, in a direction other than where you want to go because the winds and currents dictate. You must tack, and tack again, to reach your destination. Until the discovery and understanding of the Gulf Stream, that great river in the ocean that pushes up from the Caribbean along America's Atlantic coast and then sweeps eastward to Europe, explorers battled to beat their way back to Europe against the natural order. Godspeed experienced all those forces. Today's Godspeed confronts us with the success of our forebears in mastering the navigation of the

seas that encompass two-thirds of the Earth. The planting of Virginia at Jamestown was made possible by Godspeed and her sister vessels. Young people enjoy challenges and adventure, figuring things our and experiencing artifacts that can be touched and made to work. Godspeed m eets all of those expectations. She will sail as she did 400 yea rs ago for those who have the oppormniry to sail her; she will be the key artifact in a living histo ry museum that recreates the Jam estown settlem ent and experience. Credit must be given to the leadership of the Jam estown-Yorktown Fo undation, the State of Virginia, and their partners for inves ting in research by experts who pursued every possible lead to discover all the information they co uld abo ut Godspeed and comparable vessels. Research in England, the United States, and elsewhere by Peter Wrike and others, produced new information that led to the new design of an old ship. The new Godspeed is not a duplicate of the earlier vessel built nearly 25 years ago. She is bigger, because it was determined that the earlier vessel was undersized (52 feet compared to 65 feet on deck), and she carries nearly twice as much sail-2 ,420 sq. feet. Controlled by a tiller and not a ship's wheel, her design is faithful to the historical and archaeological record for vessels of this rime period. How good is this representation of Godspeed? The Foundation asked three prominent maritime histo rians to examine the research and the conclusions drawn from the new information. Perhaps the answer to "how good?" is summed up by one reviewer who stated that this effo rt sets a new standard for all replica vessels. This latest Godspeed is also a "stealth" historic representation. US Coast G uard safery regulations require the installation of an engine and safery systems, but her engines are hidden away. You see no exhaust stacks or other evidence of her twin diesel engines or generator. Her electronic equipment includes a plotter, radios, and a G PS, but you will nor see rhe units as yo u tour rhe ship. Her small modern galley replaces the brick fireplace on the original Godspeed, bur it disappears when in port with the shifting of a few panels. All that visitors will be aware of is a 20

SEA HISTORY 119, SUMMER 2007

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Godspeed' s Machinery Arrangement, plans by Tri-Coastal Marine. Godspeed combines period authenticity and modern propulsion and safety systems, all carefully arranged to allow the visitor to experience the ship as it would have looked 400 years ago, while providing the crew with the means to operate the vessel in accordance with today's US Coast Guard regulations. (Plans courtesy Tri-Coastal Marine). seventeenth-century sailing vessel wirhour irs hidden rwenry-firsr century infrasrr ucrure. This achievement is the new standard for hisroric ship replicas as they m ake necessary compromises berween rhe o ri ginals they represent and rhe modern contrivances necessary ro gain approval by the US Coast Guard, the aurhori ry charged wirh maintaining safery on our warerways. Down below, magnificent hardwoods from the foresrs of Suriname make up rhe hull rimbers, lending their ro r-resistant qualities to a vessel which will spend most of irs life in rhe moisr summers and cold, dry winters of rhe Chesapeake region. Masrs are Douglass fir. This vessel is builr ro las r. A ship can reach. More than jusr a plarform, Godspeed will be rhe caralysr for discussion by srudents and the public through educational programs. She will impacr many beyond rhe James River through her voyages ro disrant pons. Scholars will continue ro examine her form and srrucrure ro resr her aurhenticiry. SEA HISTORY 119, SUMMER 2007

A larger audience will learn abo ur rhe ship and ships like her and, rhrough her, learn abour the settling of Jam estown. Narional Maririme Day 2006 m arked rhe beginning of the relationship berween rhis exrraordinary ship and the public. This summer, Captain Eric Sperh and his professional sailing crew will take the ship ro fifteen pons in Virginia, sharing her srory wirh people who mighr nor get ro Jamesrown ro see her. Let us all wish Capr. Sperh and his crew, Godspeed! ,!, Dr. Timothy J Runyan is the recently appointed acting manager of the NOAA National Marine Sanctuaries Maritime H eritage Program and professor at East Carolina University where he teaches in the interdisciplinary Coastal Resources Management doctoral program. For more information on Godspeed and events at the Jamestown Settlement this summer, see www.historyisfun.org.

Trees for Wooderi SJiips ood floats . Wood is a great made from curvy, twisted wood called material for building boats be- compass timber. Compass timbers are cause wood floats (except fo r wood pieces cut for ship co nstruction a few oddities, like Lignum vitae, which to use their natural curves to fit parts of you can read about on page 17). When the hull that require that same curved English settl ers first arrived in America, shape. Shipbuilders can steam planks chey were very excited to find the land to make them bend somewhat, but the covered with thick forests. You see, Eng- natural curve of the wood grain makes land in the 1600s was the greatest mari- an even stronger piece. One of the most common trees in time power in the world, but they had a bi g problem . They had built so many colonial New England was the white ships that they had run out of trees. pine. White pines grow very tall and Suddenly, they had access to a whole straight-back then, many grew as tall new supply of timber for shipbuildin g. \\ as 150 feet. 1hey are stro ng · and Bexible-perfecc for W here so me people saw forests of trees, ochers saw forests of ships' masts. spars (any wooden pole best known for its great size and natural Shipbuilding became big business. · _ twists and bends, which shipbuildThe colonises cue down so many trees ~~~fJl-1ENO>:.''!(dJHlr'tot.'/jfjF ers used fo r co mpass timbers. Live for ships' hulls chat, in time, che emire \ New England landscape had chan ged. \ // '-- oak was so important to shipbuildIf yo u needed to build yo urself a /; ing that the young United States Navy reserved thousands of acres boat or a ship, yo u would, of course, 1 of so uthern woodlands to make sure use whatever wood yo u could get. If you had a choice, however, yo u . it would have enough for its ships. would be smart to pick different i\\ \I\ USS Constitution was built with live rypes of wood to build differem parts!:::::i.,.v. M\ ~ak frames. Her hull was so strong of your ship. The keel, or backbone, ~ ~:!1~1\~=~~~E!::~~2•-:_ that she was nicknamed "Old Iron• sides" because sailors had witnessed of a ship, for instance, needs to be made of one long straight tree. · ....-:1 cannonballs bouncing(!) off her hull in battle. Oak is in credibly hard, not as M ases should come from straight timbers too, but masts, unlike some parts of used to support sails and ri ggi ng, such flexible as pine, so it was good for the the hull, need Bexibiliry so that they can as masts, booms, gaffs, and the bow- hull but not for the spars. bend with the wind without breaki ng. sprit). Pine is also not as heavy as some There are lots of other rypes of wood Other parts of the ship, knees and frames other choices, such as oak, and this was that were used in shipbuilding. The de{the ship's ribs), for example, are best a good thing. Too much weight way up cision to choose one wood over another high on a sailing ship wo uld make the depended on a few factors: what part Knees made from compass timber supof the ship it would be used for, how vessel top-heavy and unstable. port the deck on the massive lumber Another great tree abundam in many trees were available, how much it schooner C. A. Thayer in San Francisco. North America was che oal< tree. White weighed, and, naturally, its strength. oak and southern live oak were ideal Today, wooden ships are built with choices for the the keel and frames a much larger range of wood rypes be(the ship's skeleton), which had to be cause we can buy timber from all over very strong to withstand the stresses the wo rld to get exactly what we want. of the wind and waves and to support Many boatbuilders Laminate (glue) piecthe weight of everything that would es of wood together because it is harder go into the ship. Live oak is the heavi- to find the big-s ized trees they need-or est of all oaks. It resists rot, so mething because if they do find a great big tree, very important for a wooden ship that they don't necessarily think it's a good J, will spend its life in seawater. Live oak is idea to chop it down anymore.

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Dark blue has not always been called "navy bYue." The phrase was first used when the British Royal Navy adopted the color for its new uniforms in 1748. Several British naval officers were requesting the Admiralty to adopt new uniforms for officers. (Regular seamen didn't wear a standard uniform until 1857. Even then, they had to supply or make their own; it wasn't until after 1900 that the navy supplied its sailors with uniforms.) When the first sea lord had narrowed it down to a few choices, he then went to the king to make the final decision. King George II had trouble deciding, but he eventually picked a blue uniform with white trim because they were the favorite colors of the first lord's wife, Duchess of Bedford. The style of the US Navy's uniforms followed British traditions.

Today, we use the word "aloof" to describe a person who stands apart from what is happening or from other people, often because he/ she feels superior or disapproving. The word, however, comes from the Dutch word "loef," which means "windward." English sailors began using the term in the 16th and 17th centuries to describe a ship traveling along a lee shore that sails to windward to avoid getting too close to shore. Sailors also used the term to describe a ship that sails to windward of other ships in a fleet, sailing aloof, or at a distance, from the other ships.

n the age of sail, ships put to sea for m ths, sometimes LJyears, at a ti e. Whatever food ~ took with: em had to last a long time without spoiling. Ships.even carried live animals on deck so ey could kill them later and have fresh meat during the voyage. Sailors have alwa s complained about the food onboard ship The most famous of all shipboard foods was H~rd T~d::, which was a dried sort of biscuit that could be kept for more than a year, as long as it was kept dry. The ingredients were few and simple, basically Hour and water with a bit of salt mixed in, kneaded, and kneaded again, and then baked until it was as hard as a brick. It was too hard to chew by itself, but sometimes sailors crushed it by pounding it with something very hard and then mixed the crumbs with something else-whatever was on hand (bacon fat, coffee, sugar, condensed milk, jams, etc.)-to make a sort of mush. Sailors oftentimes complained that their hard tack was infested with weevils, worms, or maggots. With no other choices available, they'd just bang their hard tack on the table to knock out any bugs before they ate it. If hard tack doesn't seem tasty enough to try, give Hermit cookies a shot. Hermits originated in New England. Made with spices from the Indies and molasses from the Caribbean and packed with dried fruit, hermits went to sea with lucky

sailors whose wives, mothers, an sisters were thoughtful enough to bake these treats and pack em away in tin canisters for their seafaring loved ones. Sailors liked them because they never got hard-their texture is somew ere between a brownie and cake. They are easy to make, but yo won't find a mix in any store. You'll have to make them from scra ch. 1-3/4 cups Bour 112 teaspoon baking soda 112 teaspoon salt 114 teaspoon ground cloves 1 teaspoon cinnamon 112 teaspoon nutmeg 1/2 cup butter, softened 1 large egg 114 cup molasses 2/3 cup packed brown sugar 112 cup raisins

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Sixty years ago, Thor H eyerdahl and five fellow adventurers set out from Peru aboard Kon-Tiki, a raft made of logs . They sailed over 4,000 miles to Tahiti. Thor wrote that while they Boated across the Pacific, "there was not a day on which we had not six or seven dolphins following us in circles round and under the raft." Now don't be confused. He wasn't talking about the mammal, but about a beautiful, co ld-blooded ocean fish, also POL.PHI N F\SI-\ (Coy.'(~141>.\:i.J"" 1-1\~f' ll R\J-.,) /

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particular dolphin followed his slow-moving sailboat for about 1,000 miles in the Atlantic Ocean. Over in the Mediterranean, the Ancient Romans would row out and cast lines under custom-made rafts they'd built to catch these fish. Th e dolphin's favorite food is the Hying fish, and they can leap out of the water to nab them right out of the air. They are extremely fast swimmers, and some people claim that they can swim up to 50 miles per hour. After the dolphin breaks the surface, it sometimes -¢.=!ii~~f"'

lands on its side with a great smack on:~i!@l~·~~-~~g~~ the water-a dolphin belly-Bop. (,j Dolphin fish are exceptionally colorful. If yo u catch one, it will change color almost immediately, going through a variety of golds, purples, blues, yellows, and greens. Poets like Byron and Montgomery wrote about dolphin, and the fish - -L.&.M::ar-:liflll ..._____..--:;

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known as a dorado or mahi-mahi. There are two different kinds. The larger and more common one is known simply as the Dolphin Fish. They live in temperate and tropical waters all over the Earth. (The other kind is the Pompano Dolphin Fish). If yo u like to eat fish, dolphin are delicious. They've always been popular with sailors who have caught them with a small harpoon or by dragging a line with a baited hook off the stern. Dolphin were the first fish that Captain Bligh and his starving crew caught after being cast adrift by the mutineers from HMS Bounty in the Pacific in 1789. Dolphin fish followed Kon-Tiki because they like to swim under the shade of floating reeds, branches, or any other kind of debris. Joshua Slocum, the first n to sail alone around the wo rld (1 ~f 5-1898) wrote that one

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have honorable roles in many famous sea stories. Steinbeck and Ricketts wrote of these "startlingly beautiful fish of pure gold, pulsing and fading and changing colors." Richard H enry Dana Jr. wrote that the fish is "the most elegantly formed, and also the quickest fish , in salt water; and the rays of the sun striking upon it, in its rapid and changing motions, reflected from the water, make it look like a stray beam from a rainbow." William Falconer described dolphin this way:

b1.1rnish'd sc~les the1.1 be~m refl.ll9ent r~1.1s the 9lowin9 oce~n seems to bl~ze. Their scientific name, Coryphaena, is a combination of the Greek From

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words for 'bright' or 'radiant' and 'helmet,' which makes sense because male dolphin have a very square forehead. Aboard Kon-Tiki, Thor and his crew witnessed a school of dolphin arrack a big sea turtle. They saw dolphin leap after Hying fish and watched them try to escape from sharks. At times, schools of thirty or forty dolphin surrounded the raft. The crew watched the fish change colors "like a chameleo n" and often hooked a few of them for dinner. Thor wro te: "The dolphin had a magnificent color. In the water it shone blue and green like a bluebottle with a glitter of golden-yellow fins." In the next issue of Sea History, we'll talk about a different kind of beauty at sea: pigs! ,t

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raft sailed by Thor Heyerdahl dark-brown syrup made from sugarcane from D utch word for windward tall straight tree used for masts wood that sinks tiny beetle that infests bread products seagoing clock department in charge of naval officers masts, gaffs, booms, bowsprits 6

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Oown 1. captain of HMS Bounty 2. navigational instrument; _ _ _ timber 3. southern tree with many twists and bends; used for ship's knees and frames 5. first person to sail alone around the world 6. both a fish and a mammal; mahi mahi 9. backbone of a ship 12. dark color used in naval uniforms 15. ship's biscuit

15 16

M~ Arml- Littda N()Yton) RedU~ Her Maritiuu Ro-oir by Louis A. Norton

a mden, Maine, is home po rt to more than a dozen wooden and steel sailing ships that make up the Maine windjammer Heer. H ere, the postcard scenes of wooden schooners ghosting in under sail power alone are just part of the everyday backdrop. In the region, maritime heritage is not just about history, it's present in people's everyday work. In and amongst the shops and restaurants that cater to the summer tourists are businesses whose bread and butter are tied to the working waterfront-shipyards with marine railways and shipwrights trained in building and maintaining large wooden ships, sailmakers who still use needle and palm, riggers who splice fiber and wire rope, and chandlers who stock rope, wooden blocks, and tarred m arlin. Where better for an artist to rediscover her maritime roots? In 2000, Linda No rton relocated from Connecricut to her maternal family home in Camden. She comes from generations of Maine seafarers who originally settled on Vinalhaven Island in 1769. Back in Maine, having taken up residence in her grandparents' home and set up her studio in the old barn, Norton has taken to the deck before taking paintbrush in hand. For her "From the D eck Of" series, she sailed aboard the schooners American Eagle, North Star, and Timberwind and the ketch Angelique to get a feeling, not only for the ship underway, but for the individual character of each vessel as determined by their captain-owners and crew Ms. Norton's maritime art is in the style of realism, but with a subtle sense of passion and power. Like classical artists, such as the Wyeths, Winslow Homer, William Edward No rton, and Milton Burns, who painted scenes of coastal Maine, (left) "Hauling Out," (below) "Twelve Knots" aboard the schooner American Eagle, a Gloucester-built (1930) fishing schooner that was restored and converted to the passenger trade in the mid-1980s. Seven ofMaine's windjammers are National Historic Landmarks, including American Eagle and schooner Roseway. (above right) "Roseway Reflections" depicts the former Grand Banks fishing schooner and former Boston pilot schooner (built in 1925) alongside the dock, ready to board. ;\9fÂˇ~r

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her works evoke an insightful and enduring love of the sea. She chooses wa tercolor to express the infin ite number of moods sh e sees of th e sea. In this dem anding medium, she uses multiple transparent washes to create faint ethereal images-beckoning fin gers o f fog and the mystifyi ng swirl of sea smoke-the ever-changing scrim that hovers above the cold M aine waters . To portray the co ntras ting ro ugh and smooth texture of wo rn planki ng and the patina of brass and iro n fittings, she employs a dry-brush technique. D espite the solid floor beneath them , viewers find them selves unconsciously leaning to co un ter the heel of a deck , straining ro hear the wind driving billowing sails and the sound of water rushing past a wood en hull. H er paintings recall a moment in time, a graphic history of windj ammers that sailed fro m her beloved Camden H arbo r fo r mo re than a hundred years. In addition w the visual of ships and seawater, Norron works h ard to convey the respect she has developed fo r the people who build, m aintain, and opera te these sailing vessels. Her works portray the m aritime scene, but the subj ects are oftentimes the people ar rheir wo rk in ships and boars. Linda Norton is also a member of the Coast Guard Art Program (CoGAP) and, in 2001 , fo ur of h er paintings were juried by rhe Salmagundi Club and selected for the USCG permanent collection; these were included in CoGAP's 2001-02 national tour. Ms. Norto n received rhe George G ray Award for 200 1-2002, given by rhe Coast Guard to select CoGAP mem bers for their ar two rk depicting USCG d uties, equipment and personnel. Ms. Norton's art can be viewed via rhe web ar www.lindanortonstudio.com or in person ar her studio/gallery in Camden . Contact rhe artist via her web site for exhibition schedules. (See the following page for examples ofher Coast Guard paintings and to learn more about the Coast Guard Art Program). j:,

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Louis A . Norton, a native of Gloucester, Massachusetts, is a professor emeritus from the University of Connecticut H ealth Center at Farmington. Dr. Norton recently earned his master's degree in maritime history from the University of Connecticut at Storrs. H is last book, Joshua Barney: Hero of the Revolutionary War and 18 12, was published by the Naval Institute Press in 2 000. Note: Although the author and the artist share the same surname, they are not related.

SEA HISTORY 119, SUMMER 2007

he Coast Guard Art Program (CoGAP) uses fine art as an out1 reach tool for educating the public about the US Coast G uard. Through public exhibitions, Coast Guard art tells the story of the service's missions, heroes, and history. CoGAP artists are professional artists who volunteer their time and donate their works to help further this mission. Today, the collection comprises more than 1,700 works which trace the Coast Guard's history, from its beginnings as the Revenue C utter Service to its participation in World War II, Vietnam, D esert Storm, and the Iraq War. Paintings and drawings also capture the daily work of the 41,000 men and women serving in the Coast Guard as they perform their duties, including homeland security, search and rescue, marine environmental protection, drug interdiction, military readiness, maintenance of aids to navigation, and natural resource management. In the last three years, CoGAP has organized over 120 exhibitions, displays and loans involving over a thousand paintings throughour the country. Selections from the collection have been chosen by the US State D epartment for its prestigious Art in Embassies Program. CoGAP was founded in the early 198 0s by George Gray, an active artist for over seven decades. A muralist and illustrator, he specialized in historical and military themes. Mr. Gray served as CoGAP's chairman and tireless champion for more than twenty years. Artists wishing to become members submit samples of their work to the membership chair of the program's co-sponsor, the Salmagundi C lub in New York C ity, which selects those of highest artistic merit. CoGAP artists submit works for potential acceptance into the permanent Coast Guard collection in January of each year. These submissions are juried by both the Salmagundi Club and the Coast Guard. For more information on CoGAP, contact: Mary Ann Bader, Coordinator, Coast G uard Art Program, Community Relations Branch (CG-09223), Office of Public Affairs, 2100 2nd St., SW, Washington, DC 20593; e-mail: Mary.A.Bader@uscg.mil.

Linda Norton is a member of the Coast Guard A rt Program with four watercolors accepted into their permanent collection. As a CoGAP artist, she can apply to sail aboard US Coast Guard vessels when security and schedules allow it. In these two paintings, she depicts crew members aboard the USCG training barque Eagle. (left) "Cadet Carla," (above right:) "Cadet Aloft. " SEA HISTORY 119, SUMMER 2007

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MARITIME HI STORY ON THE INTERNET

"Web 2.0": The New Internet n e of the biggest buzzwo rds on the internet today is "Web 2.0" and associated te rms, such as "Library 2.0." What do they mean exactly? In a nutsh ell, W eb 2.0 focuses on user-generated content and user interaction with a web site. In most cases, the web site simply serves as a pl a tform and structure to hold the conte nt; al l of the actual content is written by som eon e other than the we b sire creator. One example of rhis rype of conrenr is rhe "reviews" feature ar Amazon.com. A simple list of the books yo u could buy is Web 1.0 ; letting users write reviews that others can see is Web 2.0. In maritime history, we can find m an y examples of user-gen erated content. To start, visit YouTube (http://www.youtube.com) and type in "maritime history" in the search box. You won't get the same results I just got-who knows what will b e added or removed between when I write this and w h e n yo u read it-bur I found vid eos about master planning a t Seattle's Center for Wooden Boa rs, an introduc tio n to the Fisheries Museum of the Atlantic, a piece about a huge maritime drug seizure, the QM2 and QE2 m eeting in Sydney harbor, h ow a rch aeologists draw pictures and m aps underwater, and much , much n1ore. Another hallmark of Web 2 .0 is "tagging," meaning that users describe content w ith whatever terms they think best fir. Flickr (http://www.ffickr.com), which hosts individuals' photos, is one of the premier "tagging" sites. Anyone can post images on rhe sire for an yo n e else to see. Because different people use diffe rent te rms for the same thing, yo u n eed to try a variety of synonyms when searching such sites: one person might use "aircraft carrier" when describing his photo of USS Yorktown, while ochers might use "naval vessel,"" Yo rktown," or even just "CV-10," "CVA10," "CVS-10." Flickr will provide yo u with some fantastic images-and lots of p edestrian ones-from all corners of rhe globe. Tagging is where libraries and W eb 2.0 differ widely :

libraries developed standard subj ect headings, so books about World War II naval operations have standa rdi zed h eadings like "Pearl Harbor (Hawaii), Attack on, 194 1." Someone posting photos of their visit to the m emorial site in Pearl Harbor might use tags like " Hawaii," "Pearl H arbor," "patriotic," "disas ter," ''Arizona," or eve n misspellings like "Miso urri." While some dislike this approach (and it does h as its problems), the power of a huge crowd is usually effective in d escribing any parti cular image. Other Web 2.0 sites worth noting include Digg (http://www. digg.com) and reddit (http:// www.reddit.com), which are sites where people vote on stories in the news; rhose with the highest popul arity are pres umed the most valuable, a nd they rise to the top for an yo ne to see or read . Del.icio.us (http://del.icio.us; Yahoo! owns both del.icio.us and Flic kr) is a very popular site where people store bookmarks of the sires that interest them . The more people bookma rk a given web sire, the more interesting it (presumably) is. A search for "m aritime hi story" here will show rhe most popular bookmarked web sites among del.icio. us users. At each site, you can create a free acco unt and store information about the items most relevant to yo u. Those collective opinions then inform the overall knowledge of the entire community. Finally, Wikipedia (http://en.wikipedia.org, for the English version) , which h as been m entioned h ere before, is a perfect example of user-gen erated con tent. Anyone can write or edit nearly any entry in the online en cyclopedia, and the community of users will further edit and expand the entry (or even delete it if som eon e d eem s it self-serving or inappropria te) . While Wikipedia gets a lot of grief, it's an amazing and useful way to learn a little bit a bout nearly everything. Suggestions for other sites worth mentioning are welcome at shipindex@yahoo.com. See http://www.shipindex.org for a compilation of over 100,000 ship nam es from indexes to dozens of books and journals. ,!,

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dramatic new presence appeared on the maritime museum scene on 9 March 2007 when the 63,500square-foot USS Monitor Center opened at the Mariners' Museum in Newport News, VA. A crowd of over a thousand people of all ages pressed forward to experience the new exhibition. First stop for most visitors were the exhibits that marked the transition from the age of sail to that of steam and iron. The gun deck of a 1798 ship-of-the-lin e awes you with its size and power, but also its vulnerability to more powerful cannon. Moving to the next room, one is struck by the menacing appearance of the bow of CSS Virginia. The former Union steam frigate Merrimack was burned when the Confederates captured the Gosport Navy Yard in 1861 , but her hull was recycled to fashion a new ship, fitted with iron plating four inches thick. The new modified CSS Virginia steamed into Hampton Roads on 8 March 1862 and wreaked havoc on Union warships, destroying USS Congress and USS

Cumberland with great loss of life. In one of the most timely arrivals in battlefield history, USS Monitor, purposebuilt in a hundred days from the novel design of Swedish inventor John Ericsson, arrived on the scene the following day. For about four hours on 9 March, the rwo strange looking ironclads maneuvered and tested one another, firing hundreds of cannon balls. There was no decisive victor, but Monitor prevented the Virginia from continuing her destruction of Union vessels. More importantly, the mode of naval warfare was changed forever on that day. USS Monitor sank in a storm off Cape Hatteras on New Year's Eve 1862, while under tow to Charleston, Sourh Carolina. Sixteen of her sixty-two crewmen were lost with their ship when she sank to the bottom . The wreck site was discovered in 1973, and the first NOAA National Marine Sanctuary was created to protect it rwo years later. (Today there are fourteen National Marine Sanctuaries.) Over the last several years, NOAA, US Navy, and

other divers have recovered the engine, propeller, turret, and more than 1,200 other artifacts from 240 feet below the surface of the Atlantic. The recovery effort, a remarkable sto ry in itself, is explained in exhibits and video within the USS Monitor Center. This story of the Battle of H ampton Roads is artfully told in a 13-minure video presentation in the high-definition "Battle Theater." While much of the Center is devoted to the George Geer, fireman ship itself, the aboard USS Monitor Monito r's crew receives considerable attention. Many of their personal possessions were recovered. Historians have linked them with journals, letters, records, and other documents that pur faces to names and names to artifacts. USS Monitor's crew lived and performed most of their duties below the waterline-working ship with coal shovels and

Since USS Monitor slipp ed beneath the waves in 1862, her revolutionary design, stealth, and iconic gun turret were immortalized by artists and historians. Once the ship was located in 1973, NOAA was charged with formulating a plan and the means to best protect and preserve her remains. Initially, management of the Sanctuary was focused on preventing fi1rther deterioration of the wreck, recovering important artifacts, and protecting the site from damage by human activities. In 1987, The Mariners' Museum was designated as the official repository for artifacts and archives from USS Monitor. (below, left to right) Monitor's turret's life, from wartime service to resting on the sea floor (inverted), to recovery in 2002, to conservation and museum interpretation at the new USS Monitor Center in Newport News, Virginia.

SEA HISTORY 119, SUMMER 2007

(left) Ribbon cutters included new Mariners'president and CEO Tim Sullivan (formerly p resident ofWilliam and Mary University), who graciously called on long-serving past president John Hightower to take credit for his work in creating the $30-million dollar USS Monitor Center. Virginia governor Tim Kaine spoke of the significance ofthe center and maritime heritage, as did board chair Alan Diamondstein. Vice Adm. Conrad Lautenbacher, Administrator of the National Oceanic and Atmospheric Administration (NOAA), acknowledged the role of the NOAA National Marine Sanctuaries Program, under D irector Dan Basta and Monitor NMS Superintendent David Alberg, for its part in the recovery ofMonitor artifacts and the establishment of the Center. NOAAs Dr. John Broadwater directed the archaeology and recovery operations, assisted by nautical archaeologist Tane Casserley and historian JeffJohnsto n. tools rather than with rope and canvas. The center's galleries explain h ow ironclads were built, but the exhibition also provides insights into the lives of those w ho wo rked and lived aboard this strange space. The Monitor's turret, raised in 2002, sits in a tank undergoing conservation. On the exhibit floor, visitors can climb inside a full-size replica; later, they can see the real thing in the laboratory. Rare is the

Dynamic chief curator Anna Hollo way worked with DMCD Inc. to produce stimulating exhibits like this replica turret, which visitors can operate before moving on to see the real thing in the conservation lab.

opportunity for the general public to get to look in on a large conse rvation laboratory. Here, everyday visitors can see the recovered turret and other artifacts undergoing electrolytic reduction or other treatments. Not only can they look at the actual artifacts as they are being conserved (some will take years before they are completed), but the public can also begin to grasp the magnitude of the effort required to stabilize artifacts recovered from the sea. Sitting outside the center is a full-si zed reproduction of the Monitor. At 173 feet in length and fabricated from steel sections left over from the construction of USS Ronald Reagan, welders at Northrop Grumman Shipyard built the replica as a training exercise. From the exhibit hall, you can walk directly onto the Monitor's deck and get a feel for her size and shape.

During the opening events, C ivil War reenactors camped for several days on the museum grounds, providing a living historical experience to the Center's first visitors. Reenactors included the "Fighting Fifth" from Ohio, representing a regiment of African-American soldiers that distinguished itself during the war. Monitors crew included African American servicem en . The USS Monitor Center is deservedly receiving rave reviews. Visitors of all ages can find som ething of special interest, and one leaves inspired by the many messages in this remarkable new addition to America's maritime heritage. J,

MUSEUM UN LESS OTHERWlSE NOTED

SEA HISTORY 119, SUMMER 2007

Historic Ships As World Heritage Sites, a World Ship Trust 2007 Resolution by Peter Stanford

mong some 800 buildings and natural features listed in the Un ited Nations Educational, Scien tific and Cultural Organization (UNESCO) program of World Heritage Sites, not one historic ship is to be found. Ships, however, were the pre-eminent instrum ents that brought the scattered branches of mankind into contact with one another and opened our wo rld to global cultural interchange and awa reness. In this process, ships came to embody, in their design as well as in their history, the seafaring ethos that challenged the interface of sea and sky and created a naval architectural heritage that rose to heights of surpassing grace and utility. The first criterion used for recognizing cultural sites is that the site must "represent a masterpiece of human creative geni us," which surely applies to great ocean-going ships. The second, "to exhibit an important interchange of human values, over a span of ti m e," so unds as if it were written specifically for ships. Anyone who knows ships well understands the vital natu re of the seafaring ethos, which m eets the third criterion, of bearing "tes timo ny to a cultural tradition .. . which is living or has disappeared." Pondering these guidelines, Dr. Ray Ashley, director of the Maritime Museum of San Di ego, thought of entering the museum's ship Star of India as a World ~

Heritage Site. Star of India (laun ched as Euterpe in 1863) is an immigrant barque whose sailing helped change the human map of the Modern Age. Clearly, she m et the first three World Heritage Site criteria and also the next three, which cover illustrating a significant stage in hi story, providing an outstanding example of land-use or sea-use, and being tangibly associated with events or traditions of outstanding significance. Then, As hley had an epipha ny. The message of the historic ship reaches far beyond the diffusion of population, important as that has been in human history; it reaches out into the diffusio n of beliefs and ideas and the formulation of new ideas inspired by man's voyaging. As his mentor, the National Maritime Historical Society's founder Karl Kortum, once put it, a ship sends out "emanations of lore, humanity, history, adventure, geography, art, literature and so o n." And so on, indeed, to the farthest reaches of human ingenuity and imagination . So, tho ught Ashley, let's turn to the W orld Ship Trust , the international body that recognizes historic ships of outstanding significance, and create a new class of histo ric sites, one composed of vessels which h ave received special recognition by the Trust. Mystic Seaport's President, Douglas Teeson, steward of one of the greatest assemb li es of historic ships in the world, responded to this by stating, "I wo uld be more than happy to add Mystic Seaport's voice in support of Ray Ashley's great suggestion." Armed with this and the support of the National Maritime Historical Society, Ray Ashley and I presented the ea of including outstanding historic sh ips as World Heritage Sites to the Council of the World Sh ip Trust, at

The Maritime Museum of San Diego's director, Ray Ashley, thought to enter the museum's flagship, Star of India (in background photo), as a World H eritage Site. (Photo courtesy of www.bayshots.com).

Ray A shley, (left), plots the next steps with Ambrose, Lord Greenway, at the World Ship Trust Council meeting in London, 27 March 2 007. their meeting in London on 27 March. The World Ship Trust, fo unded in 1979 with the participation of National Maritime Historical Society, publishes the standard International Register of H istoric Ships and the informative journal World Ship Review. The Trust serves a worldwide membership of ship aficianados (dues ÂŁ20/$40), as set forth at http://www. worldshiptrust.o rg. Its Co uncil, which includes representatives from sixteen nations, welcomed Ashley's presentation and agreed as a body to wo rk to achieve the World H eritage Site designation, led by its chairman , the Rt. Hon. Lord Greenway. Other maritime historical groupsincluding those which may not own ships but still understand the central role of the ship as the vehicle of the whole maritime m essage-are invited to sign on to advance this cause by writing to Dr. Ashley at: as hley@sdmaritime.org. For the complete list of existing UNESCO World Heritage Sites, visit http: //whc. unesco.org/en/list on the web.

Peter Stanford, president emeritus ofNMHS, is co-founder of the World Ship Trust, which he serves as vice president today.

Eighth Maritime Heritage Conference 9~12 October 2007

MM Maritime Her1'ta e

s preparations continue for the Eighth M aritime H eritage Conference, the organizers are pleased to announce a number of important updates to the conference program. Two distinguished writers in the field of maritime history, Ian W Toll and Alex Roland, have graciously accepted our invitation to deliver keynote addresses. Ian Toll will deliver the op ening keynote address, from the flight deck of USS M idway, on the morning of O ctober I 10th. Mr. Toll is the author of the highly regarded Six Frigates: The Epic H istory ofthe Founding of the US Navy, published , in 2 006. Mr. Toll received his BA in American History from Georgetown University (1 989) and his MA in Public Policy from Harvard University's Kennedy School of Government (1995). H e has served as a legislative staff assistant to U S Senato r Paul Sarbanes (D -MD ) and as a policy analyst for Lt. Governor Stan Lundine of New York during the Cuomo Administration . An exp erienced sailor, M r. Toll has raced Solings, J-24's, Swans, and other designs. H e has also skippered cruising yachts throughout the coastal waters of New England and the Caribbean Sea. Dr. Alex Roland will deliver his address during the conference banquet, a twilight harbor cruise on San Diego Bay, on O ctober 12th. Dr. Roland is Professor of History at Duke University, an accomplished author, and an expert on the history of technology. H e studied at the US N aval Academy, earning his b achelor's degree in engineering in 1966. After four years in the M arine Corps, including a tour of duty in Vietnam, he entered the graduate history program at Duke University, specializing in military history. His dissertation, Underwater Warfare in the Age ofSail, was published in 1978. From 1973 to 1981 Dr. Roland worked as historian with N ASA, returning to Duke in 198 1 to teach military history and the history of technology. His latest book, written with W Jeffrey Bolster and Alexander Keyssar, is entitled The Way ofthe Ship: America '.r M aritime H istory Re-envisioned and will be published in N ovember. The Maritime H eritage Conference will coincide with the visit of the WWII Victo ry ship, SS Lane Victory, home ported in San Pedro, CA. Lane Victory will be berthed at the M aritime Museum of San Diego fo r the duration of the conference, and attendees will h ave the opportunity to visit this historic vessel. SS Lane Victory has also offered to transport conference attendees, free of charge, from San Pedro to San Diego on Mo nday, O ctober 8th, fo r the start of the conference. Those interested in taking advantage of this rare oppo rtunity should check the appropriate box on the conference registration fo rm. A "Frequently Asked Questions" section and all information pertaining to the conference is online at www.sdmaritime.org by following the link to the Maritime Heritage Conference. The June 1st deadline is fas t approaching for the official Call for Papers. The conference organizers strongly encourage interested individuals to submit their paper pro posals by this date. Contributing m aritime heritage organizations should also canvass their m embers and assist in organizing papers into panels. Q uestio ns on the confe rence program can be directed to the program chair, Kevin Sheehan , at librarian@sdmaritime.org (Ph . 6 19 234-91 53, ext. 11 8). Attendees will also want to take advantage of the early registration discount, available until August 1st, and may submit their applications via the online form posted on the web site. Alternatively, registrants may choose to download the registration fo rm from the web site and mail or fax it in. Inquiries abo ut special needs, visiting ships, registration, spo nsorship packages, and vendor/exhibito r booths can be sent to the conference coordinator, Robyn Wilner, at rwilner@sdmaritime.org (Ph. 6 19 234-9 153, ext. 106). The National Maritime Historical Society is hosting a reception o nboard H MS Surprise (ex-HMS Rose) on October 10th . See page 4 of this issue of Sea History for details. NMHS m embers are also encouraged to make reservations at The Radisson H arbo r V iew H otel, which is offering room s a t a special rate ($ 129 per night) for co nference attendees. Pho ne 6 19 239-6800 fo r reserva tions and make sure you m enrion the M aritime H eritage Conference to get the special rate. There will be no shortage of historic ships to visit. The Maritime Museum of San Diego's fleet (below Left) and USS M idway will host the conference sessions and receptions. Attendees can also tour all the museum's vessels, including their most recent acquisition, a B-39 Soviet attack submarine (below, middle). In addition to the host ships, the Liberty ship SS Lane Victory (below right) will travel to the museum for the event and conferees are invited aboard for the passage between San Pedro and San D iego on 9 October.

SEAHISTORY 119, SUMMER2007

&sHIP NOTES, SEAPORT & MUSEUM NEWS ff!jJ1 YARN SPUN

The Smithsonian Institute is offering museums a free set of 20 posters commemorating the 200th anniversary of the US Coast and Geodetic Survey. "From Sea to Shining Sea" documents the Survey's history, accomplishments, and scientific co ntributions. The set is free if institutions guarantee to exh ibit them on

the museum. Also o n the DVD are two features, "Carrier Warfare" and "Submarine Warfare-Pacific," with original footage shown in both. (Yell ow Cat Productions, www.yellowcat.com. US Navy Museum, Washington Navy Yard, Washington, DC 20374; Ph. 202 433-4882; www. history.navy.mil) ... The Clermont State Historic Site in Germantown, NY, is celebrating the bicentennial of the launching of the Clermont. An exhibition tided, "Bob's Folly: Inventing America's First Steamboat," will be on display through December at the Clermont's Visitor Center and a complementary art exhibit will be on display at the mansion. The art exhibit focuses on Robert Fulton's This image is depicted on the first poster in life as an artist; also displayed are depicthe series. It is the oldest-known depiction of tions of steamboats. A two-day festival is Coast Survey sounding activities. Painting planned for 18- 19 August, marking the by James Madison Alden in 1851. 200th anniversary of the Clermont's m aid2 1 June 2007 for a simultaneo us opening en voyage from New York C ity to Albany with museums across the country on that o n the Hudson River. (Friends of Clermont, 1 C lermont Ave., Germantown, date, which is the first day of summer and World Hydrography Day. (For an applica- NY 12526; Ph . 518 537-4240; WWW. tio n and details, see www.sites.si.edu/host/ friendsofclermont.org) ... A company in fromseatoshiningsea.htm.) The US St. Mary's, GA, is refitting the schooner Wanderer (launched as] & BJ to import Navy Museum and Yellow Cat Productions have collaborated on their first Central American coffee in an environDVD in a series, "Halls of Honor." His- mentally friendly manner. Sail Transport torian Lou Linden is yo ur on-screen host, Network will seek other organically proand he takes the viewer on a guided tour duced cargoes as well. The schooner was of the museum. Visitors to the museum built in 1985 in Newfo undland. At 48 feet who might want to take their experience on deck, 60 feet hom e with them will be interested in pur- overall, and a chasing the video as will other museums, 15 foot beam , libraries, and naval and maritime institu- she can haul up tio ns. Many people are not even aware to 70 tons. The that there is a navy museum, par tiall y be- owners hope to cause of its location on the grounds of the turn a profit in Was hington Navy Yard. The museum is the face of everfree and open to the public, but because of rising oil prices. increased securi ty concerns, all visitors The schooner with out a military ID or a Department of will be renamed D efense ID will have to call 24 hours in Emancipator and wi ll operate out of St. advance to schedule a visit. It is easy to do Mary's. (Click on "Sail Transport Netso, but requires some planning. Bonus fea- work" on the C ulture C hange web site: tures on the DVD are conversations with h ttp: //culturechange.org) ... Supporters Kim N ielso n, the director of the museum of "Humanitas," a proposal presented and with Capt. Gerard Sturm, USN Ret., to the City of Toronto, are hoping to a naval carrier pilot who flew in Korea and find significant private funding for the Viet Nam. Capt. Sturm happened to be building of a museum to interpret the visiting th e day they were filming and Lin- history of the Canadian city on Lake den co nducts an informal and worthwhile Ontario. The city will celebrate its l 75 th interview with him as they stroll through anniversary in 2009, and, currently, there 36

is no cen tral facility to display the more than 100,000 artifacts in storage. The City ofToronto has earmarked $20 million for Humani tas fo r 2012 , but the proposed museum wi ll cost much more than that and contributions are being sought from the private sector. (Toronto Culture Division, 9th Floo r, East Tower, 100 Queen St., West, Toronto ON M5H 2N2; e-mail: culture@toronto.ca) ... The Steamship Historical Society of America has recently moved its photo bank to Providence, RI, and it is open for business. Search for photos of engine-powered ships by e-mailing them at photobank@sshsa. org or by writing to: SSHSA Photo Bank, 1029 Waterman Ave., East Providence, RI 0291 4; www.ss hsa.o rg .... The Whaling Museum in Cold Spring Harbor, NY, has been awarded accreditation by the American Association of Museums. The honor follows a rigorous 2-year process of applicatio n and review. The Whaling Museum Society was fo unded in 1936 and focus es on Long Island maritime history and the histo ry of the whaling industry. Congratulatio ns! (POB 25, Main St. , Cold Spring H arbo r, NY 11 724; Ph. 631 36734 18; www.cshwhalingmuseum.org) The Uluburun shipwreck, a late Bronze Age shipwreck off the coast of Turkey, has been transformed into an interactive online teaching resource on archaeology. Ors. Ellen Bedell and Elizabeth Perry have collaborated to produce the proj ect, which provides students with an authenti c learning experience as they analyze archaeological data to answer a series of research questio ns. The web site includes a map of the wreck and a diver whose ico n drags a magnifying glass over the site map to illuminate the artifact numbers . Students can click on the number to see a photo of the artifact. The U luburun shipwreck was discovered off the south coast of Turkey in the Mediterranean by a Turkish sponge diver in 1982. Dr. Geo rge Bass and his team from Texas A & M University excavated the site between 1984 and 1994. See http: // sara. theell isschool.org/ shipwreck. . . . The Dept. of Defense POW/Missing Personnel Office announced in January that the remains of Navy Comander. Peter Mongilardi, a US serviceman missing in action from the Vietnam War, SEA HISTORY 119, SUMMER 2007

OceanBoundfor History Apply Today for the 2007 Sail! have been identified. His remains were returned to his family and then buried w ith full military honors in April at Arlington National Cemetery. On 25 June 1965, Mongilardi departed the USS Coral Sea in his A-4C Skyhawk on an armed reco nnaissance mission over North Vietnam. His flight encountered bad weather and enemy fire over Thanh H oa Province, causi ng the w ingman to lose visual and radio contact wi th Mongilardi . Contact was never re-establish ed and the aircraft failed to return to th e carrier. In 1993, a joint US-Socialist Republic of Vietnam (SRV) archival team , led by the Join t POW/MIA Accounting Command, obtained information concerning the crash while researching documents, artifacts and photographs at the Central Army M useum in Hanoi. Later that year, another joint US/ SRV team conducted an investigation in Th anh Hoa Province. The team interviewed two local Vietnam ese citizens who recalled the crash and said the pilot died in the impact. The m en then led the team to the crash site. In 1994, another joint team excavated the c rash site and recove red human remains and pilot-related items, including a belt tip, boot heel, pieces of flight boot and other items worn by the pilot. (Fo r additional information on the Defense Department's mission to acco unt for m issing Americans, visit the DPMO web site at www.dtic. mil/dpmo/ or call 703 699- 11 69) . . . Matson Navigation recently received a US Coast Guard award for its commitment to protecting the marine environment. The company was awarded the 2006 Rear Admiral W illiam M. Benkert Marine Environmental Award for Excellence. In 2003, it was Matson's SS Chief Gadao which became the first US-flag container vessel certified to the ABS Safety, Quality and Environmental Management program (SQE). In April, Matson also celebrated its 125th-year anniversary of shipping in the Pacific. On 10 April 1882, Captain William Matson sailed his threem as ted schooner Emma Claudina from San Francisco Bay to Hilo, H awaii, carrying 300 rons of food, plantation supplies, and general merchandise. Throughout its history, Matson has served H awai i co ntinuously and today is the state's leading ocean carrier, serving all of its major ports . (continued on page 39)

SEA HISTORY 11 9, SUMMER 2007

OceanBound for History is a co ntinuing education program fo r middle- and high school American history teachers. A co llaboration of the Ocean Classroom Foundation, National Maritime Historical Society, and Mystic Seaport "The Museum of America and rhe Sea," the program is designed to introduce teachers to the fundamental importance of m aritime h istory to rhe reaching of American Âˇ- -- history. The curriculum foc uses o n how the m aritime experience played and continues to play an important role in the overall development of the Un ired States. Concepts in experiential learning wi ll be explored, enabling teachers to apply these insights and tech niques in their own classrooms. Handson activities are combined with formal readings and discussions to give teachers a unique and powerful understanding of maritime history. Teachers are full participants in rhe life of the ship, gaining perso nal insigh t into shipboard culture, hierarchy, and work. U nder the guidance of the professional crew, teachers learn the skills and arts of trad itio nal seafaring and try their hand at navigation m ethods used in the age of sail. Participants are expected to develop a maritime history curricular module for use in their cl assroo ms and to provide a copy to Ocean C lassroom Fo undatio n. The 2007 Program, 6- 12 August, will board and disembark from Bosron, MA. The cost of the 7-day program is $3 00 and includes all instruction, materials, and room and board. Tuition is due upon acceptance into the program. Contact: Ocean Classroo m Foundation, 23 Bay Street, Watch Hill, RI 0289 1; Ph . 401 596-4582; m ail@oceanclassroom.org; www.oceanclassroom.org) l' ll OTO BY llAMll:roN MOORE

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SEA HISTORY 119, SUIMMER 2007

SHIP NOTES, SEAPORT AND MUSEUM NEWS (continued ftom page 37) information on the company, see www. matson.com) . . . Rhode Island's 1867 lighthouse on Block Island has received a $100,000 grant from the Rhode Island Historical Preservation and Heritage Commission to be used toward the restoration of the roof and tower. North Light will need an estimated $746,000 in add ition to the grant to complete the work. The North Light station was originally established in 1829 and was rebuilt in 1837, 1857, and 1867. It is operational,

but it was deactivated between 1970 and 1989 when it's services were replaced with an automated offshore beacon. TI1 e tower stands at 55 feet with the height of the focal plane at 61 feet. In 1996 the original len s was returned to the ligh t tower and North Light was re-commissioned as an active li ghthouse, replaci ng the offshore beacon. The 2006 RI State Preservation Grant awards, wo rth a total of $1 million, funded capital preservation work at 21 museums, cultural art centers, and public historic sites. Applications and information are avail able online at www.preservation.ri.gov/grants/. Information on the lightho use can be fo und at Block Island North Light Association, POB 1662, Block Island, RI 02807; Ph. 401 4663200; http: //lighthouse.cc/blockinorrh /) . . . The museum whose owner stripped parts of the steam tug New York Central No. 16 as she was being dismantled last summer in Massachusetts, has put restoration plans on hold for the other rail tug for which the parts are supposed to be used. Last summer, as individuals and organizations were scrambling to save the rail tug, New York Central No. 16, intact, Steve Trueman of the North River Tugb oat M useum accepted an offer from CVS, the corporation that bought the property where No. 16 was located, to take parts of the tug and use them to restore another New York Central tug, No. 3. In the midd le of the public outcry in Bourne SEA HISTORY 11 9, SUMMER 2007

Township, Trueman promised residents to visit the area with th e other tug once it was restored as a thank yo u fo r the parts he received from No. 16. The delay stems from the move that the Tugboat Museum is making from Kingsto n, NY, to Albany after a dispute with the museum's landlord. The museum owns seven vessels, five tugs, a barge, and a dry dock. As a res ult of the unexpected move, the museum is reportedly downsizing and is planning on sinking the 1896 tug Catawissa to be used as an artificial reef off the NJ coast. (NRTM, www. tugmuseum.com) ... Sultana Projects, Inc., is partnering with the Calvert Marine Museum in Solomons, MD, to offer full-day educational trips to select public schools in Calvert County. Students will spend a half day at the museum and then embark on a 3-hour sail on the Patuxent River. (Sultana Projects, 105 Cross St. , POB 524, Chestertown, MD 2 1620; Ph. 4 10 778-5954; www.sul-

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Museum, POB 97, Solomons, MD 20688; Ph. 4 10 326-2042; www.calvenmarinemuseum.com) â&#x20AC;˘â&#x20AC;˘. The USS Constellation Museum in Baltimore, MD, is building the first of Constellation's quarterboats at the new Frederick Douglass Isaac Myers Maritime Park. U nder the supervision of the museum's senior shipwright, Bruce MacKenzie, and with the help of students

from the Living Classrooms Foundation's Fresh Start program, two of these vessels wi11 be builc over the next 18 months from

original li nes drawn by John Lenchal in March of 1854. A spring 2008 launch is anticipated. This project is funded in part by the C hesapeake Bay Gateways Network, a program of the National Park Service. (USS Constellation Museum, Pier l , 301 East Pratt St., Baltimore, MD 2 1202; Ph. 4 10 539-1797; www.constellation. org) The Lake Superior Marine Museum Association is collaborating with the Great Lakes Maritime Academy to create a Captain Ray Skelton Scholarship Endowment to sustain annual scholarships for aspiring senior-year deck officers. The Great Lakes Maritime Academy is part of Northwestern Michigan College, which requires a minimum investment of $15,000 to create an endowmen t. Details of the scholarships are still in the works, but contributions are being accep ted now. Ray Skelton rose from the ran ks of ordinary seaman to earning his master's license before becoming the Duluth Seaway Port Authori ty's security, government, and environmental affairs director, a position he held for 16 years . Skelton died las t October at age 63. Checks should be made payable to "NMC

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Foundation" and sent to: Northwestern Michigan College, 1701 East Front St., Traverse City, MI 49686. On 22 March, the students and crew of the schooner Denis Sullivan rescued the crew of a sinking fishing vessel off Key West, FL. Based in Milwaukee, WI, the schooner was co nducting winter educational programs out of Key West with a

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gro up of students from Riviera Beach M aritime Academy. Just after midnight, the crew spotted flares, and the ship altered course to head for the distressed vessel. When they arrived, three men were clinging to a sinking boat, two of them seriously injured. Sullivan's chief mate dove into the water to pull two of the men aboard the schooner, while the third man was able to reach the ship on his own. The men were subsequently transferred to USCG vessels and a helicopter, which had since arrived on the scene. In the course of events, the sinking boat punched a hole in the wooden schooner's hull, just above the waterline. U nder the command of Capt. G idget Greco and with the Coast Guard standing by, the Denis Sullivan's crew manned pumps and secured the hole, allowing the schooner to reach port safely. S/V Denis Sullivan, a 137-foo t three-mas ted schooner, is Wisco nsin's official fl agship. (Schooner Denis Sullivan, 500 N. H arbor Dr. , Milwaukee, WI 53202; Ph. 4 14 765 -8640; www.discoveryworld.org) . . . The America's Cup Hall of Fame has announced selection of two significant sailing leaders for induction into the Hall of Fame, Laurie Davidson (New Zealand) and Bruno Trouble (Paris, France). 1he inductees will be honored at the 15th Annual Induction Ceremony to be held on 24 June in Valencia, Spain.

(Tickets are available to the public and can be reserved by co ntacting the America's Cup Hall of Fame at 40 1 253-5000 or e-mail: t.souto@herreshoff.org) . . . A revamped Schooner Ernestina Commission met in March, for the first time since 2004, to plan for the future of th,e historic ship. According to the Massachusetts D ept. of Conservation and Recreation, which manages the ship, the estnmated cost of renovating the 1894 schooner is just under $2 m illion. The 9member commission, which was established by state law, fell apart when funding for the ship dried up and members' terms expired. By law, the commission must iruclude one New Bedford resident, one member of the Ernestina/Mo rrissey Historical Association and four members "whose expertise wo uld be an asset to the commission and the schooner Ernestina o r have particular expertise in the Cape Verdean histo ry as it relates to said schooner, or history of said ship as the Effie M Morrisey." The remaining members must include one representative each from D C R, the state D ept. of Education, and the state Office ofTravel and To urism. The

Schooner Ernestina

ship's future is still unclear, but at least there is movement from the state and local parties to move forward with plans to take proper care of their storied ship and re-create her educational programs and sailing career. Both public and private input are needed . (For information, visit www.mass. gov/dcr/ and www.ernestina.org) ... The Naval War College Foundation intends to award the Edward S. Miller Research Fellowship in Naval History, a grant of $1,000, to the researcher who has the greatest need and can make the optimum use of research materials located in the Naval War College's Archives,

CLASSIFIED ADVERTISING with Sea History magazine: To place your das-Âˇ sified ad at $1.60 per word, mail your complete message along with payment,, to Sea History, Advertising Desk, PO Box 68, Peekskill NY 10566. SEA HISTORY 11 9, SUMMER 20017

Naval Historical Collection, Naval War College Museum, and Henry E. Eccles Library. Deadline is 1 August 2007. A guide to the NWC's collections may be fo und on its web site, www.nwc.navy.mil/ museum, scroll down to "naval history resources" and click on "Naval Histo ri cal Collection Pub lications." The recip ient must be a Research Fellow in the Naval War College's Maritime Histo ry Dept. Fo r information, visit the web site or com acr the chair of the selection committee at john.hattendorf@nwc.navy.mil. (Naval War College Foundation, 686 C ushing Rd., Newport, RI 02841) ... This summer, Mystic Seaport is offering "Mystic Seaport Summer Teacher InstituteBlack Hands, Blue Seas," 9-13 July, for Connecticut teachers and media specialists. Teachers w ill investigate th e role Americans of African descent played in the maritime industry throughout history in this 5-day course. Up to 3.5 CEUs are available. Application deadline is 22 June. (For information, call 860 572.5322 or e-mail: reservations@mysticseaporr.org. Registration forms can be downloaded at: www. mys tics ea po re. o rg/ fi les/ si te_fil es/ Learn//BHBS_B.yer. pdf) . . . For the first time in 16 years of operation, the US Brig Niagara will shift focus from port visitation to sail training programs. Now that the ship is in spected by rhe USCG as a Sailing School Vessel (SSV), they plan on imp lememing a 3-week seamanship training program. Every third week in summer, th e ship will sail on an 8-day passage from Erie to some port in the Grear Lakes. Applications fo r the 2007

season are now being accepted at the Erie Maritime M useum. (For more information, com acr: Seamanship Train ing Program, Erie Maritime Museum, 150 East Front Sr., Erie, PA 16507; Ph. 814 4522744; www. brigniagara.o rg) J, SEA HISTORY 11 9, SUMMER2007

Ways to Contribute by Thomas F. Daly, Trustee, National Maritime Historical Society

In this second installment in a series addressing how members can best support the work of the "NMHS" Society, a 501 (c)3 not for-profit organization, Trustee Tom Daly Looks at IRA Gifts, Outright Gifts and Deferred Gifts. For information on other ways ofgiving, refer to Sea History 118, page 43, or our website atwww.seahistory.org. -Burchenal Green, President Your tax-deductible contributions to the National Maritime Historical Society help us preserve America's maritime heritage. As a member, your generosity helps insure that future generations will learn about our nation's seafaring past. In your name or the name of a loved one, please consider one of these giving vehicles.

IRA Gifts-New for 2007 New legislation enables persons 70.5 years or older to make donations up to $100,000 in 2007 from a traditional or Roth IRA without incurring a tax on the withdrawal. This method of giving is also exempt from the percentage of adjusted gross income limitations imposed on other types of charitable gifts. The donation will pass directly from the donor's IRA to the Society, so it is not, for tax purposes, included when calculating the donor's income. This provision is effective only until 31 December 2007, so all gifts must be completed by that date. One of our members used this to give us a generous $5,000 contribution last December. This member has the vivaciousness of a twenty-nine year old but is of the age when he must take a minimal required distribution from his IRA. By having the money sent directly to the Society, it was not added to his gross income, helped his tax liability, and was a great help to the Society.

Outright Gifts Outright contributions, often consisting of cash or appreciated securities, are the most direct way of assisting NMHS.

Appreciated Securities: A gift of long-term appreciated securities, either publicly traded or from a private company, may provide greater tax advantages than gifts of cash. The donor can deduct the current fair market value as a charitable gift and avoid any capital gains tax on the appreciation. The deduction can be used to offset the donor's adjusted gross income in the year of the gift and any unused excess may be carried over to offset income in succeeding years. Gifts to a Communhy FundÂˇ You may wish to consider making a gift to a community fund whereby you can direct that annual contributions from the fund be paid to the National Maritime Historical Society. Your gift would be tax deductible for federal income tax purposes. Deferred Gifts Charitable Remainder Unitrusts: The Charitable Remainder Unitrust is a trust of an amount specified by the recipient that can accept additions. This is a separately invested fund with its own portfolio. One form of this trust specifies that the income beneficiary receive annual payments for life or a term of years, determined by multiplying a fixed percentage (not less than 5 percent) by the net fair market value of the trust assets as determined each year. Another form provides that the income beneficiary receives the lesser of actual net income or the percentage amount. In this case, any excess income in a year is distributed to make up any prior year's income deficiencies. The donor may make additional contributions in any amount. The National Maritime Historical Society receives the corpus of the trust at the death of the last beneficiary or at the end of the trust term. Although donors should have their own counsel review their gift arrangements for the best information regarding their many and different circumstances, for more information from NMHS, a donor or his or her adviser may contact the Society's President, Burchenal Green, at 914 737-7878.

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FESTIVALS, EvENTS, LECTURES, ETC.

•Popham Colony Lecture Series, Thursdays at 7PM, 31 May, 28 June, 26 July, 30 August at the Maine Maritime Museum, see we b site or call for individual speaker listings (MMM, 243 Washington St., Bath, ME 04530; Ph. 207 443- 13 16; e-mail: Maritime@BathMaine.com; www. bathmai ne.com) •28th Annual Music of America and the Sea, 9 June at Mys tic Seaport (75 Greenmanville Ave., Mystic, CT; Ph. 888 973.2767; www.mysticseaport.org) •Kids' Pirate Festival, 16-17 June at the Lake Champlain Maritime Museum; also, Rabble in Arms Living History Weekend, 24-25 August, includes re-launch of 1776 replica gunboat Philadelphia II on Saturday (4472 Basin Harbor Rd., Vergennes, YT 0549 1; Ph. 802 475-2022; www.lcmm.org) •Maritime Heritage Festival, St. Mary's City, MD 16 June, 10AM-5PM (Ph. 800SMC- 1634; www.stmaryscity.org) •"The Chesapeake-Leopard Affair," 23 June, 3PM in the Officers' Barracks at Fort Norfolk, VA. Lecture by Spencer C. Tucker, author of Injured Ho nor: the Chesapeake Leopard Affair. Sponsored by the Hampton Roads Naval M useum and the Norfo lk Historical Society. Also, "Theodore Roosevelt: Selling Sea Power," on 17 Sept., 11 :30AM at Nauticus, The National Maritime Center, Norfolk, VA, Dr. Lori Bogle will discuss how Pres . Roosevelt used the 1907 Jamestown Exposition and the Great White Fleet to market a Fleet Navy to the public. (Reservations required: HRNM, One Waterside Dr., Suite 248, Norfolk, VA 23510; Ph. 757-322-3 109; WWW. hmm.navy.mil) ) •"What Does Melville Mean to Me?" panel discussion featuring Rinde Eckert and Ricardo Pitts-Wiley, moderated by Robert K. Wallace, 26 June, at the New Bedford Whaling Museum. (NBWM, 18 Johnny Cake Hill, New Bedford, MA 02740; Ph. 508 997-0046, ext. 101 ; www. whalingmuseum.org) •Thunder Bay Maritime Festival, 4 July in Alpena, MI, at NOAA's Thunder Bay National Marine Sanctuary - Great Lakes Maritime Heritage Center. Free admission (TBNMS, Ph. 989 356-8805; www.thun-

•Long Island Maritime Museum Vintage Boat Show, 14-15 July (LIMM, 86 West Ave., West Sayville, NY 11 796; www.limaritime.org) •Antique & Classic Boat Festival, 2526 August, Salem, MA (Hawthorne Cove Marina, 10 W hite St., Salem , MA; www. by-the-sea.com/bacbfestival)

•Father & Son: Paintings, Writings and Photographs by John "Wichita Bill" Noble and his son john A. Noble, through 1 Oct., at the Noble Maritime Collection. Also, Salt Mountain, through 2007. (1000 Richmond Terr., Staten Island, NY 10301 ; Ph. 718 447-6490; www. noblemaritime.org)

EXHIBITS

CONFERENCES

•28th Annual Modern Marine Masters through 17 June at Mystic Seaport. Also at Mystic: North Atlantic Seas, Schooners and Fisherman: Thomas Hoyne's Paintings of the Grand Banks, opens 26 May (75 Greenmanville Ave., Mystic, CT; Ph. 888 973.2767; www.mysticseaport.org) •Steady as She Goes: A History of Strength and Solidarity in the Sailor's Union of the Pacific, through June at the Labor Archives and Research Center, San Francisco State Univ. (48 0 W inston Dr., San Francisco, CA 94132; Ph. 415 5644010; Open M-F l -5PM) •journeys: Mapping the Earth and Mind in Chinese Art through 26 Aug. at the Metropolitan M useum of Art (1000 Fifth Ave., New York, NY 10028; Ph. 212-53577 10; www.metmuseum.org) •Racing the Wind: Two Centuries oflee Yachting on the Hudson at the Hudson River Maritime Museum through Oct. (HRMM, 50 Rondout Landing, Kingston, NY 1240 1; Ph. 845 338-0071; e-mail: hrmm@hvc.rr.com;www.hrmm. org) •Sketched at Sea, Peabody Essex Museum, Salem, MA (PEM, East India Square, Salem, MA 01 970; Ph . 866 745 -1876; www. pem.org) •Popham Colony: The First English Settlement in New England, 1607-1608, opens 26 May (MMM, 243 Washington St., Bath, ME 045 30; Ph. 207 443- 13 16; www. bathmaine.com) •Ship Models: The Evolution ofShip Design, ongoing exhibit at the H art Nautical Gallery (MIT Museum, 55 Massachusetts Ave. Cambridge, MA 021 39; Ph. 6 17 253-4444; http://web.mit.edu/m useum) •Encompassing the Globe: Portugal and the World in the 16th and 17th Centuries, 24 June - 16 Sept. at the Arthur M. Sackler Gallery, Smithsonian Institute (Ph . 202.633.4880; Washington DC 20013; www.asia.si.edu/ exhibitions/)

•Great Lakes Lighthouse Keepers Assoc.: Lake Michigan Conference, Leland, MI, 2 June; Lake Superior Conference, Houghton, MI, 8- 10 July, 2007 Annual Meeting, 6-8 Sept. in Mackinaw City, MI (details for each event at www.gllka.com) •Call for Papers, 2008 Classic Yacht Symposium to be held 4-6 April 2008 in Bristol, RI. O rganized by The H erreshoff Marine Museum and the Society of Naval Architects and Marine Engineers. (Ph. 401 253-5 000; j.palmieri@herreshoff.org; www.herreshoff.org) •Naval History Workshop, 12-14 June (Naval Historical Center, 805 Kidder Breese St. SE, Washington Navy Yard, D C 20374; www. history.navy.mil) •"Atlantic History: Regional Networks, Shared Experiences, Forces of Integration," 21-23 June at Harvard Univ. (www. fas. harvard.edu/ ~ atlantic/ conf07 .html) •Naval History Symposium, 20-22 Sept. US Naval Academy History D ept. (www. usna.edu/History/Symposium.htm) •8th Maritime Heritage Conference, 9- 12 October 2007 (see notice and CALL FOR PAPERS info on p. 35) •Historic Naval Ships Assoc., ann ual meeting, 9-12 Oct. 2007 (in conj unction with the 8th Maritime H eritage Conference, see p. 35), in San Diego, CA. (Info: Jeff Nilsson of HNSA, POB 401, Smithfield, VA, 2343 1; Ph. 757 356-9422; hnsaO l @aol. com; www.hnsa.org) •''A History Tied to the Sea: Historic Edenton and the Albemarle," the NC Maritime History Council's 17th annual conference, 18-20 October, Edenton, NC (www.ncmaritimehistory.org) •Call for Papers, New Researchers in Maritime History Conference, to be held 14-15 March 2008 at the Univ. of Salford, Greater Manchester, UK. Proposal deadline: 9 Nov. 2007. E-mail Dr. Graeme

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SEA HISTORY 119, SUMMER 2007

Reviews Brutality on Trial: "Hellfire" Pedersen, "Fighting" Hansen, and the Seamen's Act of1915 by E. Kay Gibson (Universiry Press of Florida, Gainesville, FL, 225pp, photos, notes, appen, biblio, index, ISBN 978-08130-2991-7; $34.95hc) Many authors have commented on the difficulry of understanding historical protagonists "against the canvas of [their] own times." Modern readers, for instance, can hardl y understand why sailors accepted mental and physical cruelry without objection. We cannot fathom a situation in which, under law, an uprising against ill-treatment could only be mutiny and taking a ship away from abusive officers could only be piracy. "The Red Record," compiled in the 1890s, was an unusual public acknowledgm ent of brutaliry endured by seamen under sail, yet, even today, its existence is largely apocryphal. Few copies survive and they are by no m eans easy to access. Author E. Kay G ibso n has performed a valuable service by reviewing events aboard one of the worst "hell ships," the four-masted barkentine Puako, and the successful prosecution of her master, Adolph "Hellfire" Pedersen , and three other employees of Hind, Rolph & Co . of San Francisco, under the provisions of the Seamen's Act of 1915 . Before the passage of the Seamen's Act, sailors had no option but to endure abuse-even when shipmates were driven overboard in desperation, even when a man was beaten blind and yet returned aloft, using little but the touch of his hands and feet upon fam iliar rigging. 1he Seamen's Act differed from all previous legislation by linking responsibiliry for abuse, not on ly to captains and officers, but also to shipowners, who could be made fin ancially liable for their employees' wrongdoing. Brutality on Trial is a damning account of brutal conditions in the confined space aboard ship and also a reco rd of how this 1915 law finally began to balance the distribution of power aboard vessels at sea. ROBERT LLYOD WEBB

Phippsburg, Maine SEA HISTORY 119, SUMMER 2007

The Sack of Panama: Captain Morgan and the Battle for the Caribbean by Peter Earle (St. Martin's Press, New York, 2007, 292pp, maps, notes, biblio, index, ISBN13: 978-0-312-36142-6; $25.95hc) Disclaimer: I have grown weary of books about pirates . What part of piracy in the Caribbean have we fai led to cover that warrants yet another publi cation ? We've looked at their codes of conduct, their demographics, their methods, the archaeology of pirates, the economy of piracy, the politics that fed it and ultimately quashed it, and how we have misunderstood them. Without a doubt, the populari ry of the subject is huge and growing still, thanks in part to a few Hollywood movies and heaps of paraphenalia to inspire th e boys and girls of the next generation to keep it going. Why then wo uld I choose to read Professor Peter Earle's US release of The Sack ofPanama? Once I discovered, way back when, that the Captain Morgan on the rum bottle was a real historic figure, I felt motivated to find out what he did to warrant such immortalization. I learned the basic facts and read the discussions of whether he was technically a pirate or a privateer, which depends a lot, of course, on whose side is telling the story. What I like about Earle's book is that he uses solid research and good storytelling to put Morgan in context with the perpetual volleying berween Spain and England in the Caribbean in the second half of the seventeeth century. Morgan's famous raid against Panama in 1671 is covered in detail, details so horrid they instantly wipe out any sense of romanticism we might harbor for the swashbucklers. Using letters and reports, including a thorough examination of Spanish records and documents, Earle provides a view of the events from both sides. The Sack of Panama analyzes the poli ci tal scene, allowing us to understand how and why the environment was ripe for the attack and how it was that Morgan, sent to England after

the raid in chai ns for violating a treary berween Spain and England, returned to Jamaica, having been knighted and made lieutenant governor. A swashbuckling tale it is, and, yes, another book about pirates, but it is certainly a worthy read if most of what yo u know is the general picture pun ctuated by the usual suspects . DEIRDRE O'REGAN

Cape Cod, Massachusetts

Uriah Levy: Reformer ofthe Antebellum Navy by Ira Dye (Universiry Press of Florida, Ga inesville, FL, 2006, 299pp, illus, biblio, notes, index, ISB N 0-81 30-3004-8; $59.95 hc) According to G. B. Shaw, "The reasonable man adapts himself to the world; the unreasonable one persists in trying ro adapt the world to himself. Therefo re, all progress depends on the unreaso nable man." Commodore Urial1 Levy was a protorypical "unreasonable man" who changed the United States Navy and conceivably nineteenth-century American sociery. Ira Dye, in his well-written chronicle of this very human and often Aawed character, drew upon a vast co llection of sources. H e has written an authoritative biograp hy of Uriah Levy, a complex som etimes-arrogant man, a six times courtmartialed unpopular officer who obtained his commission through the "hawse pipe" as a former sailing master and became the first Jewish-Am erican flag officer. In his career, Levy fought religious bigotry and the cruelry of the navy's corporal punishm ent policy, while becoming a financially successful real estate entrepreneur. H e also helped create Thomas Jefferso n as an American icon and preserved Monticello. Dye meticulously researched Levy's life, but, at tim es, the text is repetitious and co ntains surprising errors, such as 47

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the geographic locations of Long Island Sound's "Race" and George's Bank and the number of Code Duelle rules. In the discussion of Levy's cons ultion with his older cousin, Mordechai Noah, concerning his second court-martial (1 819), D ye failed to note that N oah was the fi rst Jew born in the United States to reach national prominence- a major omission on D ye's part. In 1813, Noah had been fi red from a brief but eventful tenure as American Consul to the Kingdom of Tunis; Secretary of State James Monroe noted Noah's religion was "an obstacle to the exercise of [his] Consular function." His removal from the consulate office caused outrage amon g Jews and embarrassment among non-Jews, obviously making Levy's family aware of an ti-Semitism among those in political power. Finally, while the handful of proofreading errors are somewhat trivial, they are unexpected in a universiry press publication as distinguished as the University of Florida Press. Still, this important biography of Uri ah Levy covers a neglected period in American naval history and focuses on a remarkable protagonist. Ir should be considered required reading fo r serious studen ts of social military history. Lours ARTHUR N ORTON West Simsbury, Connecticu t

New York Harbor: A Geographical and Historical Survey by Arthur D. Kellner (McFarland & Company, Inc., Jefferson, NC, 2006, 19 1pp, photos, maps, notes, biblio, index, I SBN 0-7864-2400-1; $45 hc) New York harbor is one of my favorite places, a world brimming with maritime activiry, endlessly fascinating and ceaselessly changing. Much h as changed since 1944 when LIFE magazine reminded its readers that New York had "by far the world's best and biggest natural harbor, and most of the world's major ports co uld easily be tucked into it. ... Today [1 944], it is doing half again as much ocean shipping as all the other US ports combined." For those trying to gain more of an understanding about the complex geography of the harbor and the equally complex port (or ports) it contains, there have been few resources published since Francis

Duffy and William Miller's 1986 The New York Harbor Book. N ow Arthur Kellner, who worked as a deckhand on harbor tugboats in the 1930s, offers New York Har-

bor: A Geographical and Historical Survey. Kellner first explores the physical geography of the harbor, identifying its major features. In the port itself, Kellner examines major players: the Port Authori ry ofNew York and New Jersey, the US Coast G uard and Army C orps of Engineers, the Waterfro nt C ommission, Sandy Hook Pilots Associations, NY Shipping Association, and the Maritime Association of the Port of NY and NJ. Next Kellner turns to contemporary issues in the port- dredging, containerization, ferries, port securi ty, and a survey of significant historical events in the port's history. Kellner's theme is the inevitabiliry of change within the port. His sryle is journalistic, breezy, full of fac ts and figures. Because he deals with content that is immediate and contemporary (2006), we (h opefully) look fo rward to an updated second edition that will offer an opportuni ry to correct some repetitive prose, annoying rypos, and incorrect citations. Nevertheless, this new survey is reco mmended for anyo ne wanting more info rmation on N ew York harbor, its ships and its people. J osEPH F. MEANY J R New York State Historian Emeritus Annapolis, Maryland

The Inner Islands: A Carolinian's Sound Country Chronicle by Bland and Ann Cary Simpson (Universiry of N orth Carolina Press, C hapel Hill, NC, 2006, 232pp, illus, maps, biblio, index, ISBN 0-807833056-9 ; $34.95hc) The husband and wife team of Bland Sim pson and photographer Ann Cary Simpson have produced a well-ro unded book documenting North Carolina's inner islands (inner, as opposed to th e barrier islands that make up fa mous Outer Banks). If you've ever passed by these islands by boat (for some islands, the only way to get there), and wo ndered about them, this book is a perfect guide for you. The Simpsons used a multidisciplinary approach to fully cover each island: geographical, anecdotal, historical-both oral and SEA HISTORY 119, SUMMER 2007

written, environmental, and ecological . This is highly recommended reading for eastern North Carolinians and anyone interested in the region's sounds and islands. CRAIG MAcDoNALD W ilm ington, North Carolina

Tall Ships: The Fleet fo r the 2 1st Century by Thad Koza (Tide-Mark Press, Ltd., Windso r, CT, 2006, 4th edition, 231 pp, photos, illus, notes, index, biblio, maritime museums listings, gloss, ISBN-13 9781-59490-236-9; $24.95pb, $39.95hc) What is a tallship anyway? Is it one word or two? Can it be a modern-built replica or does it have to be an original historic vessel? Where did the term come from anyway? The designation "tallship" fi lls us with visions of gaff sails, square sails, and every possible configuration of rig and hull. The term itself is attributed, more ofren than not, to John Masefield's famous and overly quoted poem, Sea-Fever-"! must down to the seas again, to the lonely sea and the sky, and al l I ask is a tall ship and a star to steer her by." H e wasn't the first to use it, however- William Shakespeare wrote in The Merchant of Venice, ''Antonio hath a ship of rich lading wrecked on the narrow sea; the Goodwins, I think they call the place; a very dangerous flat and fatal, where the carcasses of many a rail ship lie buried .. .." The use of the term rook a turn for the worse in the 1980s when PR folk in every port began to use "tallshi p" to describe any sailing vessel coming to town. The American Sail Training Association brought some clarity to the issue when they devised three classes, from A-to-C, to describe traditionally-rigged sailing vessels (Class A representing th e largest ships) . Thad Koza's newes t book, Tall Ships: The Fleet for the 2 1st Century, captures a wide representation of these glorious vessels under full sail with his superbly reproduced photographs. His definition of a tallship is explained, not through words that distinguish between ri g types, old-build and new, large and small, but through the visual representation on the page. The ships are all there and it's a grand accumulation. This fourth edition of his prized coffeetable treatise features many new additions to the fleet and contains more than 200 SEA H ISTORY 119, SUMMER 2007

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rall ships. Vessels include the ones yo u'd expect, such as the USCG barque Eagle, bur also gems like rhe lirtle briganrine Black Pearl (the Little tallship whose owner, Barclay Warburton , founded the American Sail Training Associati o n in 1973). Brigs and brigantines, barq ues and barquen tines, and schooners (lots of schooners), as well as ke tches, cutters, and trawlers are all presented. Ir's been five years since Koza's last edirion of "Tall Ships." Even if you already own the lasr one, ir is worth a look ar rhis updared , revised edi rion. In those interven ing years, much has happened ro rhe fleer. The popularity of rradirionally-rigged sailing ships has grown , but so have rhe challenges facing rheir caretakers. While ir seem s as if ar leas r one new shi p is being added ro the fl eer each year, orhers have fallen prey ro adverse wearher, economic downturns, rhe ravages of rime,

and inconsisrent m ainrenance. The discussion of rhe m erirs versus pirfalls of adding expensive sailing ships ro rhe fleer while orhers are in d ire need of funds, attention, and appreciation is a wo rthy o ne, but one fo r another book. For Koza, his talents lie in capruring the best views of som e of rh e world's mos t spectacular sailing ships and appreciaring them ALL. This book is an excellenr addition ro yo ur naurical library and contains a rhorough bibliography, index, and glossary. It also boasts an inspiring in troducti on, as well as a lisr of the great maritime museums worldwide. Most imporrantly, it sho uld be noted rhar rhis book caprures rhe images of the rallship fleet at this very momenr in rime, visuals rhar can change dram arically wirh rhe next srorm , the next launching, or rhe nexr owner. ]oE D

ITLER

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New&Noted Captain Bligh's Second Chance: An EyewitnessAccountoJHisReturn to the South Seas by Lt. George Tobin (Naval Institute Press, Annapolis, MD , 2007, 256pp, ISBN 1-86176-280-1; $34.95hc)

Crisis at Sea: The United States Navy in European waters in World war I by William N . Still Jr. (University Press of Florida, Gai nesville, 2006, 74 lpp, maps, illus, notes, biblio, index, ISBN 0-81302987-2; $ 100hc)

Maritime Maverick: The Collection of William I. Koch (David Godine, Publish- Henry Hudson, Dreams and Obsession: er, Boston, 2006, 244pp, color plates, bib- The Tragic Legacy of the N ew World's Least Understood Explorer by Corey lio, index, ISBN 1-56792-3 14-3; $ 150hc) Sandler (Citadel Press, New York, 2007, If We Must Die: Shipboard Insurrections 429 pp, illus, index, ISBN- 13 978-0-8065in the Era ofthe Atlantic Slave Trade by 2739-0; $23.95 hc) Eric Robert Taylor (Louisiana State University Press, 2006, 266pp, ISBN 0-807 1- Ships and Science: The Birth of Naval Architecture in the Scientific Revolution 3 181-4; $45 hc) 1600-1800 by Larrie D . Ferreiro (MIT Fitz H. Lane: An Artist's Voyage through Press, Cambridge, MA, 2006, 44lpp, Nineteenth Century America by James A. ISB N 0-262-06259-6; $45hc) Craig (The History Press, 2006, 222pp, Clyde Built: Blockade Runners, CruisISBN 1-59629-090-0; $32.99 pb) ers and Armoured Rams of the AmeriDevil on the Deep Blue Sea by Mary can Civil war by Eric ]. Graham (BirMalloy (Bullbrier Press, Jersey Shore, PA, linn, Ltd., Edinburgh, UK. 2006, 238pp, 2007, 3 14pp, maps, illus, biblio, index, maps, illus, index, ISBN 1-84158-424-X; $34.95 hc) ISBN- 13 978-0-9722854-2-4; $24pb)

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To the Last Salute: Memories ofan Austrian U-Boat Commander by Georg von Trapp (University of Nebraska Press, Lincoln, NE, 2007, 192pp, illus, maps, diagram, notes, ISBN-I 3 978-0-8032-4667-6; $2 1.95hc)

Red Mutiny: Eleven Fateful Days on the Battleship Potemkin by Neal Bascomb (Houghton Miffi in, New York, 2007, 400pp, photo insert, ISBN-13 978-0-61859206-7; $26hc)

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