Sea History 120 - Autumn 2007

No . 120

NATIONAL MARITIME HISTORICAL SOCIETY

Autumn 2007

THE ART, LITERATURE, ADVENTURE, LORE & LEARNING OF THE SEA

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 traditi on of the U.S. Coast Guard.

For more information on the benefits of membership, please visit www.fcgh .org . Semper Paratus. Memoria Semper.

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SEA HISTORY

No. 120

AUTUMN 2007

CONTENTS FEATURED IN THIS ISSUE 10 Fourth of July Aboard "Old Ironsides," by D eirdre O 'Regan 12 Cutty Sark on Fire, by Jessica Beverly On 21 May, one of the world's most famous historic ships, the fast tea clipper C utty Sark, caught fire. With the ship engulfed in flames, the world waited for news of the damage. Would enough ofthe ship be saved to warrant rebuilding her?

16 Maritime Museum of San Diego, by Deirdre O'Regan with Ray Ashley

12

lhe Maritime Museum ofSan Diego is thriving, not in spite of the seven ships in their fleet, but bec1tuse ofthem.

20 Internet Archive-Finding Lost Things on the Web, by Peter McCracken 26 Marine Art: Civil War at Sea, by Patrick O'Brien A new exhibition by award-winning artist Patrick OBrien captures some ofthe most historic naval vessels and events ofthe Civil Wtir on canvas. We get a sneak peek at some selected works and the history they represent.

3 1 Eighth Maritime Heritage Conference, 2007, by Kevin Sheehan 32 The Navy and the Coast Survey: 1834-1898, by Captain Albert Theberge In celebration of the bicentennial of the US Coast Survey, Capt. Albert lheberge analyses its relationship with the Navy before the two organizations formally split in 1898.

36 The 2007 NMHS Annual Awards Dinner

16

lhe awards dinner at the New York Yacht Club this year is bigger and better than ever.

NMHS President Burchenal Green provides the details on the awardees and special events.

On the Cover: Union Ironclads: The New Ironsides and the Passaic

by Patrick

O'Brien (oil on canvas, 24" x 36')

The Union built dozens of ironclads during the war.

Most were "mo nitors," based on the design of USS Monitor. USS Passaic, the first of a ten-ship class of 1335-ton ironclad moni tors, was commissioned in November 1862. She is depicted here with USS New Ironsides, a 4 120-ton broadside ironclad, which was commissioned three months earlier. New I ronsides, named in honor of "O ld Ironsides," USS Constitution, was designed along the lines of a traditional frigate, but its spars and sails could be struck before battle. (See pages 26-29)

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DEPARTMENTS DECK

4 8 22

Loe AND LETTERS

NMHS: A CAUSE IN MOTION Sea History FOR Krns

40 SHIP NOTES, SEAPORT

47 CALENDAR 48 REVIEWS

56

PATRONS

26

& MUSEUM NEWS

Sea History and the National Maritime Historical Society 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

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SEA HISTORY (issn 0146-9312) is published quarterly by the National Maritime Historical Society, 5 John Walsh Blvd., PO Box68, Peekskill NY 10566. Periodicals postage paid at Peekskill NY 10566 and add'! mailing offices.

COPYRIGHTŠ 2007 by the 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 National Maritime H istorical Society-On the Move 007 has already been an active year for your Society. We continue to travel, meeting members around the co untry. At the Annual Meeting with the North American Society for Oceanic History in May, NMHS members voted in two new trustees-Captain Cesare Sorio and Philip Shapiro. Our program chairman and treasurer, Ronald Oswald, was voted in as chairman; H . C. Bowen Smith was elected the new treasurer; and Deirdre O 'Regan, Sea History editor, and Nancy Schnaars, membership director, became new NMHS vice presidents.

During the conference presentations, hundreds of attendees learned more about the important role of the merchant marine, both in history and at present.

In addition, NMHS board members accepted new challenges. For example, Bob Kamm took over the job of membership chairman. He set to work NMHS members who attended the Annual M eeting in M ay immediately, organ!Zlng enjoyed museum and harbor tours in New York. Pictured NMHS booths at several (1 to r) during the H idden Harbor Tour on the East River are boat shows and festivals editor, Deirdre O 'Regan, with trustees Cesare Sario, Bob Kamm, up and down the eastern Burchie Green, Walter B rown, Steven Jon es, and Ron Oswald. seaboard, spreading the word of our work in preserving our maritime heritage and signing up new members.

The Chesapeal<:e Bay Antique and Classic Boat Festival at the C hesapeal<e Bay Maritime Museum, the WoodenBoat show at Mystic Seaport, and the Antique Boat Show and Auction at the Antique Boat Museum in C layton, NY, were among some of the events in which NMHS participated .

Tom Daly is chairing a new audit committee, while Walter Brown and David Fowler work to compile a new business plan. Ph ilip Webster, new development co-chairman with David Fowler, has jumped right in with ambitious plans to get NMHS on a more stable financial footing. Among his projects is a drive to recruit corporate sponsorship. Our new program chairman Cesare Sorio anticipates a busy fall season, starting with our participation at the 8th Maritime Heritage Conference at the Maritime Museum of San Diego, which includes a reception (cash bar) for members on 10 October aboard "HMS " Surprise (ex-"HMS Rose'') . Members who can join us should call 800-221-6647, ext. 0, to make reservations. John M cDonald and Dan Green and the Annual Awards Dinner Committee are busy with plans for this year's gala event, 25 October at the New York Yacht C lub, which will h onor artist John Mecray, NMHS President Emeritus Peter Stanford, and "The Captain John Smith 400 Project." Members who would like to attend should reserve early, since we anticipate another sold-out affair.

At the boat shows, many new and long-time members have dropped by the NMHS table or joined us at the receptions to talk about what is important to them about the Society, providing us with valuable feedback. We are especially grateful to the many readers of Maritime Life and Traditions who have so warmly welcomed us into their homes with appreciative comments and with good suggestions for future features. With this autumn issue, we welcome the members of the Maritime Museum of San Diego as new members of the Society and look forward to meeting them at our table and reception at the Maritime Heritage Conference in October.

2

-Burchenal Green, NMHS Presid ent

4

NATIONAL MARITIME HISTORICAL SOCIETY PUBLISHER'S CIRCLE: W ill iam H . White

Peter

Aron ,

OFFICERS & TRUSTEES : Chairman, Ron ald L. O swald; Vice Chairman, Richardo R. Lopes; President, Burchenal G reen; Vice Presidents, Deirdre O'Regan, Nancy Schnaars; Treasurer, H . C. Bowen Smith; Secretary, 111omas F. Daly; Trustees, Paul F. Balser, Walter R. Brown, David S. Fowle r, Philip ].

Shapiro, Cesare So rio, V irginia Steele Grubb, Rodney N . Houghron, Steven W. Jon es, Robert Kamm, Ri chard M. Larrabee, G uy E. C. Ma itland, John R. McDonald Jr., James J . McNamara, Howard Slotnick, Bradford D. Smith, Philip ]. Webster, Wi ll iam H .

White; Chairmen Emeriti, Walter R. Brown, Alan G . C hoate, Guy E. C. Ma itland, C rai g A. C. Reyno lds, Howa rd Slomick; President Emeritus, Peter Stanford FOUNDER: Karl Kortum (1917- 1996) OVERSEERS: Chairman, RADM David C. Brown; Walter C ronkite, C li ve C ussler, R ichard du Moulin, Alan D. Hutchiso n, Jakob Isbrandtsen, John Lehman , Warren Marr, II, Brian A. McAl lister, John Srobart, Wi ll iam G .

Winterer NMHS ADVISORS: Co-Chairmen, Frank 0.

Braynard, Melbourne Smith; D. K. Abbass, George F. Bass, Francis E. Bowker, Oswald L. Bren, RADM Jose ph F. Callo, Francis J. Duffy, John W. Ewald, T imothy Foote, Wi ll iam Gilkerson, Thomas Gillmer, Walter J .

Handelman, Steven A. H yman , Hajo Knuttel, Gunnar Lund ebe rg, Joseph A. Maggio, Conrad M ilster, William G. Mull er, Nancy Hughes Ri chardso n

SEA HISTORY EDITORIAL ADVISORY BOARD: Chairman, Timothy J. Runya n; Norman J. Brouwer, Robert Browning, W illiam S. Dudley, D ani el Finamore, Kevin Foster, John 0. Jensen, Joseph F. Meany, Lisa Norling, Ca rla Rahn Phi ll ips, Walter Rybka, Quentin Snediker, Will iam H . White NMHS STAFF: Executive Director, BurchenaJ Green; M embership Director, N an cy Schnaars; Director of Marketing, Steve Lovass-Nagy; Marketing & Executive Assistant, Julia C hurch; Accounting, Ji ll Romeo; Store Sales & Volu nteer Coordinator, Jane Maurice

SEA HISTORY: Editor, Deird¡e O 'Regan; Advertising Director, Wendy Paggiotta; Editor-at-Large, Peter Sta nford ; "Sea History for Kids" is edited by D eirdre C R egan

SEA HISTORY 120, AUTUMN 2007

LETTERS Airfoils Dead Downwind USS Constitu~~on undt sail in 1997 I agree with one of your recent correspondents who states that sails are airfoils, which develop lift in the same manner as the w ings of airplanes. As with airplane wings, h owever, sails do so only at angles of attack below their stall angle (generally somewhere around 25 to 30 degrees). The sai]s on a square rigger running downwind have an angle of attack of 90 degrees, and have lost 5 all claim to the aerodynamic efficiency of E airfoils as defined by Bernoulli's Principle. ~Z These sails are therefore being "pushed" like ~ sheets of plywood.

JosEPH M. HALL, CDR, USNR (RET.) because of her incalculable worth and staLopez Island, Washington tus as a national treasure. You need to join them on July 4th. The guns are magnifiOldest Active Sailing Ship cent. Eventually I hope to win that cruise I enjoyed issue #118 immensely-interest- lottery. You may have forced me to reread ing articles, research, reporting, maps, and a book written by the navy commander photos. Keep up the good work, though who oversaw Constitution's last restorathe fact checker was incorrect regarding the tion, A Most Fortunate Ship (by Tyrone G. designation that the 1863 barque Star of Martin, ISBN 978-15911 45134), to find India is the "oldest active sailing ship in the the correct answers. Six Frigates by Ian world." I'm sure the naval commander and Toll (ISBN 978-039305 8475), which was crew stationed aboard USS Constitution released last year, is a good read as well.

(1 797) in Boston would strongly disagree, TIMOTHY SCHOOLMASTER especially when they are out on one of their Evanston, Illinois six yearly turnaround sails. The Constitu- USS Constitution made a ceremonial fivetion usually wears only a portion of her mile journey under sail on its 200th annisails when she goes out on her turnaro und versary in 1997, making her the oldest "accruises each year, done primarily to even the tive" sailing ship. Before that, she had not weathering on both sides of the ship while set a sail in 116 years, making her old but at the dock. I am assuming a complete brace sedentary. In response to Mr. Schoolmaster's around is possible, though I have not been suggestion, see pages 10-11. able to confirm that in person . She can sail under her own power and is fully capable of sailing anywhere, but I think they purOur seafaring heritage comes alive posely keep her confined to Boston Harbor 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. If you love the sea, rivers, lakes, and

Liberty or Victory.... how about botb?

On page 35 of the Summer 2007 issue, there is a picture of SS Lane Victory. Someone unwisely referred to it as a "Liberty" ship in the caption . I expect others will also see this error.

PAUL COLBURN South Berwick, Maine Mr. Colburn was indeed correct when he noted that he was sure others would catch the error. Others, many others, saw the error and were conscientious enough to send in a note or an e-mail to let us know. I thought it worthwhile to explain the differences between the two classes. Liberty ships and Victory ships were built by the US Navy to move troops and supplies during World war II American shipyards turned out these production-line ships in great numbers-more than 2,700 Liberty ships and 531 Victory ships were built during the war. Liberty ships were built on a modification of a British design, but they were slow and brittle (19 Liberty ships broke in two with no warning). American cargo ships were falling prey to German submarines in significant numbers, and the 11-knot maximum speed of the Liberty ship wasn't helping the situation. Early in 1942, the US war Shipping Administration commissioned a design for a foster ship. 1he Victory ships were slightly longer than Liberty ships and could maintain 15-17 knots.

A strengthened hull avoided the fractures that plagued their Liberty ship predecessors.

Victory ships had a sharp, "raked" bow, a

·-----------------------· Join Us for a Voyage into History 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 wane to join the Society and receive Sea History quarterly. 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 Fam ily Member D $ 100 Friend D $250 Patron D $5 00 Donor

Here's a sight we'll not likely see again- USS Constitution and Star oflndia together at the same pier. 1his photo was taken in 1934 when Old Ironsides took a tour up the west coast.

SEA HISTORY 120, AUTUMN 2007

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

120

- - -- - -

----------------------~·ZIP ______ Return to: National Maritime Historical Society, PO Box 68, Peekski ll NY 10566

·-----------------------· 5

Victory ships in shipyard, c. 1944. raised forecastle, and a "cruiser" stern. They were desigrzed for wartime use but also with features that would allow easy conversion to the merchant service for postwar oceangoing commerce. Victory ships were armed with one five-inch stern gun, one three-inch bow antiaircraft gun, and eight 2 0-mm machine guns, while Liberty ships carried a stern-mounted 4-inch gun plus an assortment of smaller weapons for anti-aircraft purposes. Liberty ships were named after famous Americans, starting with the sigrzatories of the Declaration of Independence. The first Victory ship, SS Uni red Victory, was launched on 28 February 1944. The first few dozen Victory ships were named for each of the Allied nations.

More than 2 00 were named after American cities, and another 15 0 were named after educational institutions. Both were manned by the US Merchant Marine and a naval armed guard. - DO'R

To get a first hand look at these ships, you can visit the Liberty Ships Jeremiah O'Brien (in photo) in San Francisco, CA, or the John Brown in Baltimore, MD. The Victory Ships Red Oak Victory in Richmond, CA, Lane Victory in San Pedro, CA, and the American Victory, berthed in Tampa, FL, also operate as museum ships and are open to the public.

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Godspeed's Authenticity The original Godspeed sailed in the early 17rh century. In the article introducing us ro the new reproduction of that vessel (Sea History, 11 9, page 18), the autho r uses the word "authentic." "Wilson expertly creates authentic fully functioning sails by combining natural and modern synthetic materials with traditional sailmaking techniques." I dislike it very much when people use this word when discussing replicas . We see it used mostly in replicas, reenactments, etc. when in fact they are far from it. The word authentic is: "having a genuine original or authori ty, in opposition to that which is false, fictitious, or counterfeit; being what it purports ro be; genuine; true...." What I object to is the continual and improper use of the wo rds, "authentic," "exact copy," "historically accurate," etc. What should be used is: "This ship somewhat resembles the ship of the 15th, 16th, 17th or 18 th century (whichever), ro the best of our knowledge." Anytime I have raised this objection in the past, the response I receive is: "The public doesn't know the difference so who cares." I have said roo much, let the arguments begin .

sails by combining natural and modern synthetic materials with traditional sailmaking techniques. " This sentence almost gets us off the hook by not actually saying that ALL the sails he makes are "authen tic, "if that darned "combining natural and MODERN SYNTHETIC MATERIALS" wasn't thrown in. So, with this last point acknowledged, you win this one and the point was well taken. - DO'R

Poor Treatment of Sailors Not Confined to Race Ketchikan, Alaska In the story about USS Maso n (Sea H istory, From the Merriam- Webster dictionary: "au- 11 8), Jim Graham said that "Black sailors thentic (2b): conforming to an original so as lived in drafty Quonset huts instead of to reproduce essentialfeatures- 'an authentic regular barracks." I am white, and I, roo, reproduction of a colonial farmhouse; ' (2c): traveled to Norfolk with three other white made or done the same way as an original. " sailors to join our various ships' crews.

The listing goes on to refine the definition: We arrived just before Thanksgiving of ''authentic implies being fully trustworthy as 1943, and we all were assigned ro those according with fact 'an authentic account of cold, drafty Quonset huts. I lived in that the perilous journey;' it can also stress pains- Quonset hut until 28 D ecember 1943. taking or faithful imitation of an original, The black sailors were not being singled 'an authentic reproduction. "' With these out for punishment. All sailors, black or definitions in mind, the ''authentic" item in white, who went ro Norfolk ro join ships' question does not have to be an exact match crews ended up in the Quonset huts. I, or the real thing, but as close as could be. Sail- roo, h ated Norfolk. I hated the signs on maker Nathaniel Wilson has the ability and lawns w hich read, "Sailors and dogs keep has, when the customer requests (and is will- off the grass." I hated the billboard advering to pay for the extra labor!), made "pains- tising a dance, which read, "Sailors and taking or faithful imitations ofthe original. " dogs not allowed." To this day I have no The point, ofcourse, is that the term is tossed love for Norfolk, and even though I have around indiscriminately and inappropriate- heard that now Norfolk is a friendly city ly. I am fairly certain that Godspeed' s sails for Service personnel, I have no desire to were constructed with combinations of natu- go back and visit because of the treatment ral and synthetic materials, and I am sure I got when I was there in 1943. the seams were machine-stitched. Now, your ]O E DAVI S comment was with regards to the use of the Former Fire Comrolman 3rd Class, word as was used in this sentence: "Wilson USS McNair DD 679 expertly creates authentic fully functioning Salina, Kansas LOUIE BARTOS

SEA HISTORY 120, AUTUMN 2007

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Adm Joseph D. Stewart, US Maritime Service, Superintendent of the US Merchant Marine Academy, was the host of a productive and entertaining 4day joint conference held by NMHS and the North American Sociery for Oceanic History on 17-20 May at the academy's campus. Aimed at furthering the dissemination of information and current research on the "Merchant Marine in Peace and

Claire Phelan presenting her paper, "7he Personal and Public Implications ofImpressment'' to NASOH and NMHS conferees.

War," the conference attracted scholars from aro und the country whose research topics ranged from "Merchant Seafaring in the Early Republic" to "World War II Logistics" to "Educating Women for the Sea Service." The latter session included presentations by CDRAndrea M. Marcille of the US Coast Guard and Capt. Cynthia Robson, USMS. Both women gave candid talks and entertained questions about their personal histories in the ranks of their respective careers. Their portrayals showed how far women have come in maritime careers, bur they also drove home how discrimination and prejudice are still very real problems that the sea services have yet to overcome. Their professionalism in

8

how they handled trying situations in their training and working lives, and even how they handled some difficult questions from the floor, was inspiring to say the least.

NMHS chairman Walter Brown and NASOH president John Hattendorf recognized Captain Channing Zucker, program coordinator, and Dr. Joshua Smith, conference coordinator, for their success in organizing stimulating program sessions and tour visitations to see first-hand the maritime contributions of the region. In a whirlwind of touring, the group visited the American Merchant Marine Museum at Kings Point, the training vessel Kings Pointer, the Maritime Industry Museum at Fort Schuyler, South Street Seaport, Seamen's Church Institute of New York and New Jersey, Federal Hall, and the Museum of American Finance.

One highlight of the event was the Hidden Harbor Tour, sponsored by the Working Harbor Committee in New York.

NMHS president emeritus Peter Stanford, Working Harbor Committee director John Doswell, and New York State Histo-

7he Hidden Harbor Tour left from South Street Seaport, home to the famous squareriggers Waverrree (left) and Peking (right).

(above) Experts on the maritime history of the Port ofNew York, Peter Stanford and Joe Meany, gave a lively tour up the East River. (background photo) 7he rivers surrounding Manhattan are busy with harbor traffic and commercial shipping. Seen from the Hidden Harbor Tour is the NY DEP sludge vessel, Newtown C reek, crossing under the Manhattan Bridge, with the Brooklyn Bridge and the buildings oflower Manhattan astern.

rian Emeritus Joe Meany narrated the tour up the East River. The tour boat navigated between commercial traffic on the river against a backdrop of a once-vibrant New York and Brooklyn commercial waterfront, now abandoned in many places. Between the formal presentations and the tours of maritime New York, no one left without a richer understanding of the role of the merchant marine and this great port in our nation's history.

NASOH's 2008 annual conference will be held in Pensacola, Florida, in May, and NMHS will hold its annual meeting in St. Michaels, Maryland, and tour the Chesapeake Bay Maritime Museum on 31 May 2008. Mark:. your calendars.

-Burchenal Green, President SEA HISTORY 120,AUTUMN 2007

Your Gift to Support the Work of NMHS

by Thomas F. Daly, Trustee, National Maritime Historical Society

M

ost of our members support our work because they want to continue and strengthen the national voice of our maritime heritage.

They support the preservation of ships and the education of the next generation. They understand how important their support is to NMHS. While the tax consequence of their generosity may not be their first consideration, it is worth knowing abour the many ways to give which maximize their tax savings. Gifts of cash are most common and immensely appreciated, bur a gift of securities or other assets that have increased in value can support NMHS and also be beneficial to the tax savings of the donor. Gifts in a will, living trust, or a plan thi t provides funds to the Society are sound ways to give wisely. Your tax-deductible contributions to the National Maritime Historical Society help us preserve America's maritime heritage. Your generosity helps insure that future generations will learn abour 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 withour 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.

Two of our generous members have taken advantage of this Pension Protection Act of 2006. Both highly recommend to others who do not need the additional taxable income that they take advantage of this provision to support our important work and have the money sent directly to the Society, avoiding the tax liability.

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 appr,eciation. 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 Community Fund: A donor may consider making a gift to a community fund whereby he can direct that annual contributions from the fund be paid to the National Maritime Historical Society. This gift would be tax deductible for federal income tax purposes.

Celebrate our maritime heritage this holiday season with NMHS greeting cards Created by distinguished marine artist William G. Muller, these three greeting cards capture the romance of a bygone era- and help support the work of NMI-IS. Greeting on CD l-CD2 reads "With every good wish for peace and good will for the Holidays and throughout the coming year." CD3 reads "Merry Christmas and best wishes for the coming New Year." Also available as blank note cards.

Box of 10: $14.95, or $13.46 for NMI-IS members. Add $4 s/h for one box and $2 for each additional box.

Please indicate your choice of card and specify holiday greeting or blank cards.

NEW for 2007: CD1- Cunard Linc's venera ble fou r-stack liner Maurelania steams through New York Harbor in cruising-white livery in 1934.

C0 2-0n rhe Rondout Creek on a winter night in 1923, the shifter tugboat Robchuffs out with a canal barge of Chrisnnas trees.

CD3-The Akx Gibson leaves New York for San Francisco on a winter's day in the 1890s.

Quantities are limited. To order, call 1-800-221-NMHS (6647), ext. 0, e-mail nmhs@seahistory.org, or visit our web site at www.seahistory.org. Allow 2 to 3 weeks for delivery.

SEA HISTORY 120, AUTUMN 2007

9

by D eirdre O 'Regan ew experiences could be more patriotic than seeing USS Constitution get unrway on the 4th ofJuly. The oldest commissioned warship aflo at in the world, Old Ironsides" maintains that status by traveling at least one nautical mile per year. On average, the frigate leaves the dock six to eight times per year for public sails and also for inhouse events where newly promoted chief petty officers are selected for onboard training in traditional sail, history, and general seamanship. Approximately 300 petty officers per year participate in this trai ning.

The Independence Day turnaro und sail, of course, is her most famous. With hundreds of people aboard, from dignitaries to the general public, the ship "sails" down Boston H arbor to Fort Independence, where she gives the fort and the thousands of people crowded onto the lawn a 2 1-gun salute. (Sails is in quotes because, this year, no sails were set and a tug was alongside the whole time). Nonetheless, typically, the ship does travel under sail power at least two times per year-usually for the chief petty officer events.

The two-hour Fourth of July sail is loaded with pomp and circumstance and includes a moving naturalization ceremony for ten new citizens from all across the world. In this year's ceremony was navy man Jorge Fernandez, Personnelman 2nd C lass. You can serve in our nation's armed forces One view you won't get from on deck is without being a US citizen , a view from outboard. This 2 006 photo but certain jobs in the navy USS Constitutio n in the middle of shows require naturalization for a her 2 1-gun salute to Fort Independence. higher clearance. (above) Personnelman 2nd Class Jo rge Fernandez is congratThe crew aboard dons 1812-era period uniforms, and they perform ulated on becoming a naturalized US citiz en. US District their duties with respect to tradition and ceremon y. Of co urse, with a Court Magistrate j udge Kenneth P Neiman (behind Fernantug alo ngside and no sails set, the helm is not m an n ed-someone is asdez) conducted the ceremony. (below) Commander William signed to stand nearby, but the wheel is not used- and the main duties A. Bullard III is saluted by "Sideboys" as he boards his ship. are lookouts, safety watches, and a six- person crew to set the giant ensign, nicknamed Big Bertha. Despite the rumors that anyo ne who accidentally lets Big Bertha touch the water would lose his o r her post on board Constitution, some reprimand would ensue but the assignm ent to the ship wo uld not be in jeopardy. Perhaps the most line h andling a sailor assigned to "Old Ironsides" gets is in settin g and striking this giant flag. One curious action took place witho ut respite for the entire cruise. Navy sailors continuously set and struck smaller American flags. W e timed a few, and they are set an average of seven seco nds before they are hauled down again, struck, and another one bent on and sent aloft on the fl ag halyards to port. It turns out that just about anyo ne can request to have a flag set on Constitution . You can send your own flag to the Public Affairs office or buy one o n board-each comes with a certificate signed by the captain stating that the (right) Seaman Apprentice Taylor Perkins, Construction Electrician First Class (Special Combat Warfare) Thomas Gardner, Electricians Mate First Class (Surface Warfare) Aaron Walker, Seaman Apprentice Joshua Hanover, and Store Keeper First Class (Surface Warfare) Edwin Arango wrestle with "Big Bertha" as they begin hoisting the huge American flag on its halyard.

10

SEA HISTORY 120, AUTUMN 2007

flag was indeed flown on board "Old Ironsides."

It is always an odd feeling when you are on the deck of a sailing warship when you are used to sailing aboard other "tall ships" that represent commercial and recreational uses. The most obvious difference, aside from the presence of very large guns, is the height of the bulwarks. Bulwarks on a wooden sailing warship are so high that you cannot see the water from the deck unless you peek out the gunports.

USS Constitution's bulwarks, in fact, are about to be modified and reduced in height about rwo feet to get her closer to her 1812 configuration.

"Old Ironsides" is maintained by three separate cooperative groups: the US Navy personnel; the USS Constitution Museum, a private institution charged with maintaining a library, running educational programs, and as stewards of artifacts and their interpretation; and a civilian crew that is employed to maintain the ship and her rig. The US Navy sailors stationed there are assigned to the ship for periods anywhere from eighteen months to three years.

Sailors arriving straight out of Boot Camp stay with the ship from eighteen to thirty months. Sailors who have already been to the fleet are stationed to USS Constitution for approximately three years. Duty on board "Old Ironsides" is deemed prestigious by naval personnel. Only about one percent of navy sailors actually get a chance to serve on board. To get assigned there, they have to go through an interview process and be selected by the Command Senior Chief, who is the most senior enlisted person at the command. The only other position in the navy that has a screening process is the Honor Guard. Although it is a highly sought-after position, a lot of sailors don't realize the opportunity exists. Service personnel sent to Boston for the post are assigned to one of four departments: Administration, Deck and Repair, Supply, or Public Affairs.

Before the frigate's 200th anniversary celebration in 1997, the last time the ship moved under sail power alone was in 1881-a stretch of 116 years. This October, the navy will begin more restoration work on the ship. She will stay in her current berth at the Charlestown Navy Yard, while her bulwarks are shortened and the top deck will be replaced with a properly cambered deck to allow water to run out the sides. All the work will be done by their civilian maintenance and repair crew, plus the occasional outside contractor for specialty work. The work is scheduled for completion in 2009 and visitation will be ongoing during the restoration period.

Walking the decks and down below on our most famous sailing warship can be a humbling experience. Captain Bobby Hall, on board for the 4th of July demonstration, commented, "During the salute to Fort Independence, as the recoil of the cannons trembled through the hull and the gun deck filled with smoke, I was humbled with awe and admiration for all that was gained for this nation amidst the mayhem of battle in those low-ceiling' ed spaces."

Information about the ship's history, visitation, how to have your flag flown aboard, and how to register for the lotteries (the public is invited to sail aboard the ship for her public turnaround sails; individuals chosen by a free lottery system) can be found at www.oldironsides.com.

Fair Winds "Old Ironsides." We look forward to seeing you underway in 2009. j:,

(above) Yeoman lhird Class Matthew Watkins and Seaman Apprentice Joshua Bruner tip their hats through the smoke-filled air in salute as "Old Ironsides" fires one of her guns. lhe sound and powerful vibration felt throughout the ship made those onboard only imagine what it was Like to fire a broadside. (right) Seaman Katherine Wood and Seaman Apprentice Nicholas McDonald stand at attention as we pass USS Wasp (LHD 1).

SEA HISTORY 120, AUTUMN 2007

11

HISTORIC SHIPS ON A LEE SHORE

Cutty Sark in Flames

by Jessica Beverly n the early hours of 21 May 2007, a fire swept through Cutty Sark, the last surviving tea clipper. Television and internet news organizations instantly broadcast shocking images around the globe of the ship engulfed in flames. People awoke that morning to the news that the ship was completely on fire. The whole world watched and waited for more news and an assessment of the damage; it seemed that a piece of history had gone up in smoke.

That morning, the Cutty Sark Trust's chief

I

(left) Cutty Sark engulfed in flames before daylight on 21 May 2007. (above) The clipper's rig and superstructure and approximately 50% of her planking were removed in preparation far the conservation project and are safely housed in off-site storage locations. executive, Richard Doughty, feared the worst: "When the original fabric of the ship is lost, the touch of the craftsman is lost, history is lost. To lose the timbers and iron frame of the ship is to lose not just maritime heritage bur part of our national heritage."

Once the smoke had cleared, an ex-

amination of the charred remains revealed that, in fact, all was not lost. At the time of the fire, Cutty Sark was undergoing a ÂŁ25 million conservation project, and a significant amount of the ship's fabric had been removed for storage. More than half her original hull planking, all three masts and rigging, coach houses, the master's

This view of Cutty Sark's deck shows the charred.framework of the temporary wooden roof which had been installed to protect the site and workers involved in the conservation project.

12

saloon, deck furniture, and anchors had been safely transported to Chatham Historic Dockyard and other storage sites.

Irreplaceable treasures, such as the Cutty Sark figurehead collection and the Trust's artifacts and archives, were also off-site at the time.

A temporary wooden roof, installed to provide cover for the conservation team working on the project, suffered much of the visible damage, and it has been estimated that less than 5 percent of the ship's original fabric has been lost. Initial assessments have shown that, whilst the ship had suffered considerable damage with the loss of all three decks, the hull planks were very substantial and many only sustained surface charring. The wrought-iron superstructure appears to have coped well with the flames and heat, although some buckling of flat iron in the decks and around the hatches has occurred. We cannot yet be certain, but the shape of the hull appears to have only changed by a few millimeters. The overall hull form, which gives Cutty Sark her beautiful lines and helped her achieve award-winning ocean runs, remains true.

Cutty Sark's History Cutty Sark was launched in 1869 in Dumbarton, Scotland. She was purposebuilt for speed to carry tea to London from China; in the nineteenth century, SEA HISTORY 120, AUTUMN 2007

Cutty Sark as depicted in 1872 by artist Frederick Tudgay. the Erst ships back to England from the east with a cargo of tea could realize tremendous profits. It is also wo rthy to note that she was launched on 22 Novem ber, just five days after the Suez Canal opened to sh ip traffic, an event that wo uld cause the ultimate demise of the merchant sailing ship. Though she competed well in the tea trade, Cutty Sark carried her last cargo of tea in 1877; she could not compete with the steamships that took over the lucrative trade. The clipper ship continued her career as a merchant ship, carrying general cargo until 1883 when she entered the wool trade between Australia and the UK. It was in this trade that she earned world fame for her ability to achieve and maintain tremendous speeds. She made a passage from Newcastle, NSW, to London in 83 days, beating every other ship that year (December 1883 to March 1884)

by at least twenty-five days. In her fastest recorded noon-to-noon run, she covered 360 nautical miles, an average of 15 knots, earning her the reputation of the fastest of any ship of her size. She was sold to a Portuguese firm in 1895 and continued to carry miscellaneous cargoes until 1922 when she was purchased by a Captain Wilfred Dowman, who returned the ship to Britain. Back in Falmouth, she was used as a tourist attraction and as a training school fo r boys entering the Navy and the merchant marine. In 1938 she was

presented to the Incorpo rated Thames Nautical Training College and was moored at Greenhithe throughout World War II. In 1953 ownership of the clipper transferred to the C utty Sark Preservation Society, the predecessor of the C utty Sark Trust. A d rydock berth was built in Greenwich and the tea clipper was m oved there in 1954, where she was formally opened to the public as a visitor attraction and as a m emorial to the British Merchant Navy by Queen Elizabeth in 1957.

The Cutty Sark Conservation Project At the time of the fire, Cutty Sark was undergo ing a major conservation proj ect to secure the future of this emblem of international maritime trade. The C utty Sark Trust has assessed the dam age and has determined to continue wi th the project. The recent events will, of course, have a significant impact on the cost and schedule.

By the time she was brought home to G reenwich in 1922, Cutty Sark had already outlived her expected lifespan of thirty years. Her 50-year career hauling cargo had taken her to every international port. Since then , she has taken on a new role and become an icon of the capital. The ship is one of London's most popular tourist attractions. On average, six million visitors to G reenwich each year see the ship,

While damage to the original fabric ofthe ship was not as bad as first expected, the three wooden decks were completely destroyed.

This photograph was taken by her captain, Richard Woodget, master of Cutty Sark from 1885 to 1895, during the period when she made her record passages between Australia and England carrying wool.

SEA HISTORY 120, AUTUMN 2007

13

learning about her important history-one that represents both England's maritime heritage and the ro le of ships and global m aritime trade in the nineteenth century.

Her years as a working ship at sea, the London rain, and the wear and tear from the millions of admirers crossing her decks have taken their toll on the strength of her iron framework. It was determined that unless conservation work commenced by 2007, she wo uld have become unsafe for visitors. In November 2006, the ship closed to the publi c and the Cutty Sark Conservation Project began.

This proj ect aims not only to co nserve original material from h er working life but also to regenerate the ship and site,

creating a sustainable future for the co mposite clipper and presenting her story in a new and stimulating environment, fir for twenty-first-century audiences. A unique conservation program was devised for the ship, which consolidates her o riginal hull planking and uses electrolysis to treat the iron fram es . H alf a century in a dry berth have also affected her form , and therefore a new structure will be inserted to support the ship fu lly and reduce the pressure on her frames and keel. Finally, the ship will be lifted three meters above her current position , opening up a gallery space un derneath the ship and enabling visitors to appreciate the fin e lines of her hull, which made her the fastest sailing

Artists conception of the Cu tty Sark site after conservation.

14

ship aflo at in the late nineteenth century.

Today, 138 years since her launch, the May fire is a new chapter in the history of Cutty Sark. The C utty Sark Trust remains positive and has been greatly encouraged and inspired by the donations and m essages of support received from all over the world since the fire . Everyone at the Trust is confident that she will survive and endure for future generations to enjoy and learn from .

Cutty Sark Appeal-Saving a Legend On 22 May, the Trust responded to the crisis by launching a global appeal calling on friends and supporters aro und th e wo rld to help raise the millions of dollars now needed to save the legendary vessel, Cutty Sark. Help save this national treasure, beloved by millions across the world, and ensure that she has an exciting and sustainable future. D etails of how to make a gift of support are available on the Cutty Sark web site (www.cuttysark.org. uk "Support Us" page) . Donations can be sent to: The Cutty Sark Trust, 2 Greenwich Church St., Greenwich, London SE lO 9BG, UK. Gifts from US citizens m ade via CAF America, an international non-profit organization, can qualify for US tax-deductible status. Details can be found on the Cutty Sark web site. ,!,

SEA HISTORY 120, AUTUMN 2007

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~T~ Charles Tobias, Chairman 15

Maritime Museum of San Diego

by Deirdre O'Regan

T

he Maritime Museum of San Diego, a museum with no real estate, is home to a fleet of seven ships and a myriad of small boars representing a wide range of maritime history. Naval, commercial, and recreational histories are each interpreted through exh ibits and educational programs. The museum tal<es five of its seven ships out under their own power; Star of India sails at least one weeke nd per year and "HMS" Surprise (ex-"HMS" Rose) has just received her Certification of Inspection from the US Coast Guard to sai l with museum programs.

The others are sailed more regularly. The museum's mission is "ro serve as the communiry memory of our seafaring experience by coll ecting, preserving, and presenting our rich maritime heritage and hisroric connections with the Pacific world." While the link to West Coast maritime hisrory is presented fully and clearly, the

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Star of India crewmembers work aloft, stowing sails at the end of the day. The museum's success story is as much about the people who work and volunteer there as it is about the ships they work on. museum recognizes that, in maritime hisrory, the Pacific world is linked globally by the scope of ocean travel, communication , and commerce. As a result, visitors will find more than a local hisrory represented. Through its collections, library, exhibits, and the ships themselves, the maritime stories of America as a whole are connected ro San Diego and the West Coast.

Maritime museums ca n rake many forms. The more tradi tional facilities keep their focus indoors, where climate control works best ro preserve the collections within. Others have artifacts too large to keep indoors-these are maritime museums, after all, which ryp ically involve the preservation and interpretation of ships and ship-related culmre. In roday's economy, many worthy organizations struggle ro maintain their very costly hisroric vessels. Some museum professionals consider ships too expensive ro maintain and debate the need to keep them afloat or ro keep them at all. During these rimes of cost-cutting and reduced budgets, the Maritime Museum of San Diego is holding strong and is even adding ro the ships in their fleet. When a purchase price is very reasonable o r even free, the cost of owning a large ship is exorbitant, and no one accepts ownership of a large vessel without careful consideration and a plan for her use and upkeep.

The museum was founded in 1948 and much of their early efforts were working on the Star of India, which had been tied ro the San Diego waterfront for more than twenty years and essentially abandoned. In 1973, the museum added two vessels, rhe ferry Berkeley and the steam-yacht Medea, creating an institution whose mission reached beyond a single ship. Since then, they have acquired a San Diego Harbor pi lot boat (1996), the schooner Californian (2002), a replica of an 18rh-cenmry frigate, "HMS" Surprise (2004), and rhe Soviet submarine B-39 (2005). Recently, the museum appli ed to the US Navy to acq uire USS Dolphin (AGSS555), which was struck from the Naval Register last January, and hopes to have it at the museum within a year. (left) The seagoing vessels of the museum's fleet (top to bottom): Star of India, Californian , Medea, Pilot, and the 1902 sloop Butcher Boy. Not pictured are 'HMS " Surprise and the two vessels which do not leave the pier, the Soviet submarine B-39 and the Jerry Berkeley.

16

SEA HISTORY 120, AUTUMN 2007

(above, left to right) steam Jerry Berkeley, Soviet submarine B-3 9, "HMS" Surprise, Srnr of India.

The San Diego waterfront as seen from the harbor in 2 005 (a bove) and 1952 (below).

In addirio n to rh e ships, rh e Maririme Museum of San Diego maintains rhe MacMullen Library and Research Archives, which is open to all scholars and researchers. The museum publishes a newsletter, Fu!! & By, for members, and publishes rhe peer-reviewed Mains'! Hauf, a rhemed journal rhat comes our at least rwice per year, covering topics in Pacific coasr maritime history. Th e museum also publishes books when an idea strikes that is timely and fundin g and/or a partnership is at hand. C urrently, they are wo rking on a book on rhe Kettenb urg Boat Works and will be co-publishing it with Mys ti c Seaport.

Preserving historic ships is clearly importanr to rhe museum.

The folks in San Diego, however, rake chis rwo sreps further. By taking their vessels away from rhe dock under their own power, even here and there, they preserve, not only the physical srructures themselves, but the skills needed to do the wo rk. Volunteers and staff learn carpentry, sailmaking, rigging, engineering, welding, painting, and caulking, amongsr orher specialized skills, ro properly mainrain and operate the vessels in their care. Somerhing as simple as setting sails ar rhe dock, as rhey do d aily on Star ofIndia, requires a gro up of people trained to set them and, even more so, srrike rhem on a moment's norice. This rask benefits rhe museum in several ways. The mosr obvious is visibility. Wirh sails set to the upper topsails, Star ofIndia is that much more easy to spor on the San Diego wa terfront. The museum's execurive director, Raymond As hley, has found that they experience a noti ceable increase in visirarion when rhe sails are set. Keep ing a weather eye, they even keep sails set through the night. When asked what happens if the wind picks up in rhe wee hours, Ashley was pleased ro say thar he isn'r the only one wirh an eye on the wearher; in 11th e past, when they have needed to srrike sail in the nighr, sraff a nd volunteers have materi alized on rh e warerfront out of rhe darkness withour having

SEA HISTORY 120, AUTUMN 2007

to be called. In ten years, o nly once has a sail blown our from being ser too long in a sriff breeze. When the museum's leaders analyzed the cosrs in terms of crew time and wear and tear on the sails, rhey determi ned that rhe increase in visitation and attention more than ourweighed the altemarive.

Anorher conrentious debate revolves aro und rhose who think ships are best preserved while tied to the dock or moved to a dry berth of some sort-thar taking them out to sea purs rhese artifacrs ar unnecessary risk. In San Diego, Ashley and his sraff pay careful artention to changes in the wea ther and in crew training to reduce this risk. The payoff is manifested in higher standards of ship maintenance and greater enthusiasm from volunteers, rhe lifeblood of rhe museum. Readying a vessel for sea requires work on a higher level compared to a ship rhat never leaves rhe dock. No rhing morivares people to perform berter in rheir work more than being needed.

The museum's core of volunteers are a hearty enthusiastic group.

17

Let's take a look at some of their vessels ...

Star ofIndia Star of India began her life as Euterpe, built in 1863 at the Ramsey Shipyard in the Isle of Man. Sailing o n an iron hull and ship-rigged, Euterpe put to sea as a cargo ship, bo und for India. Through vario us owners, she made 21 circumnavigatio ns carrying cargo and immigrants. At the turn of th e century, she was put into service as part of the fleet of ships owned by the Alaska Packers Association, based out of Oakland, California. The APA changed her name to Star ofIndia and re-rigged her as a barque for voyages between Oakland and the Bering Sea. They finally laid the ship up in 1923 .

In 1926, the Zoological Society of San Diego bought the ship for $9,000 and moved her to their city in 1927. 1hey intended to use the ship as a centerpiece for a waterfront museum and aquarium they planned on building. Before that effort got off the ground, the Great Depression hit, then World War II. The ship was left tied to the seawall, neglected . Many can still remember her sitting there, rotting. In 1957, famed mariner and author Alan Villiers traveled to San Diego on a book tour. During one of his lectures, attended by city administrators and dignitaries, Villiers reprimanded the city for sitting idle while an invaluable histo ric treasure, too huge to pass by unnoticed, was ted away in front of them. The citizenry was stung and reacted- positively. Renewed interest in the ship turned into money and labor. Star ofI ndia would be saved after all. Nearly two decades later, Star ofI ndia made a grand spectacle as she set sail for the first time in fifty years in an event to coincide with the 1976 OpSail events for our nation's bicentennial o n the East Coast.

Today, Star ofIndia sails yearly, manned by a well-trained crew, most of them volunteers. Daily, visitors can board the ship dockside and tour her decks ab ove and below and learn from the exhibits stationed about the ship. The museum calls her the "oldest active sailing ship afloat" with an emphasis on "active." The title can be debated (USS Constitution was launched in 1797-see pages 10-11 for her story), but no o n e can argue that she is anything but a great success story, both in her worki ng life and as a wonderfully restored and fully-operational museum ship . (For more details on the history of the ship, see Sea H istory 11 8, Spring 2007, cover story.)

Steam Yacht Medea This 1904 steam yacht was built for the pleasure of a wealthy landowner and British army officer, William Macalister, for use o n social outings and hunting trips upon the waterways of western Scotland.

She has a steel hull and a 254-horsepower compound reciprocating engine. In her lifetime, she has served as a recreational luxury yacht, as a gunboat in Wo rld War I for the French, and in World War II as a barrage balloo n vessel for the British before being used as an accomm odation ship Medea for the Norwegian N avy. After her military service, she joined the charter trade and was eventually purchased by Paul Whittier, who restored and donated her to the museum in 1973. Medea is fully operational and gets underway for a cruise abo ut twice per month.

18

SEA HISTORY 120, AUTUMN 2007

Steam Ferry Berkeley The Berkeley is an 1898 steam fe rry that operated on San Francisco Bay for sixty years before she came to the museum in 1973 (this photo shows Berkeley passing underneath the Golden Ga te Bridge fo r the last time before h eadin g to San Diego). She is a California Stare Historic Landmark and a National H istoric Landmark, and critical part of the museum . Built to carry 1,700 passengers, her large decks are spacious enough to house the museum's offices, the research library, a wo rkshop, model shop, m useum store, storage areas, and still have room fo r special events. H er tripleexpansion steam engine is no longer steam powered, bur, with the use of hydraulics and compressed ai r, is operated for visitors to observe. In addition to her long history as a part of Bay Area residents' everyday lives, the Berkeley earned a special place in history for her heroic service during the 1906 San Francisco earthquake, when she carried thousands of survivo rs to safety.

Pilot This San D iego pilot boar was launched in 191 4 and put in 82 years of service guiding comm ercial ships in and our of th e harbor before being relieved of her duties in 1996. Museum staff and volunteers spem three years to ready her fo r service as a floating classroom to USCG standards. She was re-launched in 2003 and now takes visito rs and school groups on short crips within the harbor.

along the lines of the C. W Lawrence, a revenue cutter which visited San Diego in 185 1.

The acquisition of the Californian in 2002 was m ade possible by the generosity of the Hughes and Sheila Potiker Foundation. In the museum's hands, she underwent a complete overhaul and is currently used for dockside and at-sea educational programs. T ime underway ranges with these program s, las ting from a few ho urs to several days.

"HMS" Surprise HMS is in quotes because this ship is a m odern replica, nor a commissioned vessel in the Royal Navy. Surprise is well know n to many under her form er nam e, "HMS" Rose. Surprise represents an eighteenrhcentury Royal Navy fri gate.

Launched as the Rose in 1970 in Lunenburg, Nova Scotia, Rose was des igned along the lines of the original H MS Rose of 1757, a sixth-rate fri gate. The replica ship operated as an attaction vessel and later as a sail training ship along the East Coast fo r over thirty years, until 20th Century Fox bought her to use in the movie, Master and Commander. The ship underwent extensive modifications for her role in the movie, and the museum is wo rking to restore her to a more seaworthy condition to allow her to join the other ships in their fleer for underway p rogramming. She recently earned her U SCG certificate of inspection, which will allow her to travel to other ports as an attractio n vessel and fo r other uses away from the museum dock. The shi p is a very popular arracrion along the San Diego wa terfront, and the museum displays exhibi tions on piracy and warfa re in the age of sail onboard.

Californian The topsail schooner Californian, a reproduction of an 1848 revenue cutter that patrolled the Cali fo rnia coast during the Gold Rush, was buil t at Spanish Landing in San Diego by the Nautical H eritage Society in 1984. The ship operated fo r nearly twenty years as a sail training ship, putting to sea with educational programs along rhe West Coas t, our to H awaii, down the coast of Baja California, up into the Sea Californian of Cortez, and even to the East Coas t, before joining the museum fleer. She was designated th e official tall ship of the state of Califo rnia in 2003.

Th e ship represents the fast and able revenue cutters of th e nineteenth century, which patrolled the coasts of the United States. She is designed SEA HI STORY 120, AU TUMN 2007

Soviet Attack Submarine B-39 B-39 was commiss ioned in the early 1970s and served o n active duty fo r more than 20 years as one of a fleer of diesel electric submarines called Project 64 1. Assigned to the Soviet Pacific flee r, B-39 undo ubtedly stalked m any of the US Navy's ships home ported in San Diego. In her retirem ent, she is berthed am idst her fo rmer adve rsaries-U SS M idway is docked just down rhe harb or.

In her mili tary career, she carried 24 torpedoes . She sailed with a crew of 78 and could dive to 98 5 feet before th rea teni ng the integri ty of her hull. The Soviet-and, later, Russian Federationnavies deployed these subm arines from the mid- l 950s thro ugh the early 1990s. They played a part in many of the Cold War's most tense moments including the C uban Miss ile C risis. ,t More details about the museum and information about planning your visit can be found online at www. sdmaritime.com.

19

MARITI ME HISTORY ON THE INTERNET

The Internet Archive: Finding Lost Things on the Web

by Peter McCracken ally ch an ge from o n e mom ent to the next. So me sites won't show up a t all. Also , it m ay take as long as six m o nth s o r a year between the time w h en a site is 'viewed ' by the W ayback M achine and when that version is p os ted online.

In addition to th e W ayback M achine, the Internet A rI've m aintained online for a do zen years sud- --~"'"'"=~==~~~ chive offers a collection of over 2 00 ,000 freelyaccessible digitized books in its Text Archive d en ly removed all m y content. U sing the In(http://www.archive.org/det ails/text s; it's also t ernet Archive's "W ayback Machine," which easily accessed from th e archive.org home p age).

I'll d escribe below, I was a ble to recover the The collection primarily includes books out of informatio n I h ad lost, and I will, eventually, copy righ t, so o n e m ay not fi n d a lo t of c urrent repost it on a site I control, rather than a site sch olarship, but it can b e fun to view some m a naged by som eone else. works h ere-esp ecially images o f unique I also recently used th e Wayback M achine editi o ns o f famous w orks. to locate the d efun c t web site of a potential The Moving Imag es collection landlord. A search o n Google returned ( http:// www . archi ve .org/de tail s / inform a tio n tha t identified th e site, b u t " movies) contains old film clips from the Preclicking on the link or typing in th e linger Archives, including n ew s reels from San URL rep eatedly returned a "site not foun d' Fran cisco's 1934 gen eral strik e, the explosion o f error. U sing the W ayback M achin e, I could th e Hindenburg, the bombing of Pearl Harbor, and find wha t his w eb site looked like several years ago oth er m ajo r events caught on fi lm . There is also a collecand could th us fi g ure o ut how this potential la ndlord tion of very short dr ive-in movie ad s, d esign ed to get fol ks h ad presented himself in the p ast.

The Interne t Archive (http://www.arch ive.org) is a h un gry for item s sold a t th e concessions stand.

Other p a rts of th e collection con tain old software (incollection of m any tools, includin g the W ayback Machine.

Go to http: / /www.arch ive.org, th e n type in a URL, such cluding old vid eo games!), live concert recordings and other as http:/ /www. unc.ed u , an d th e Wayback M ach in e w ill audio co ntent, a n d a variety of o p en educatio nal resources . show yo u w hat the University of N o rth Carolina's w eb page The Inte rnet Archive is run by a small gro u p o f indiv iduals looked like back in 1997, or in 2000. The Wayback M a- in San Fran cisco as a non-profit o rgani zation. Ir's an inte rchine is impressive in that it contains more than eig h ty-fi ve esting example of what can b e d o n e to preserve historical billion p ages, but it does have a number of limita tions. It content an d promo te free access to informa tio n onlin e.

Suggestions for other sites wo rth m entioning are welcome works by taking a reg ular sn apsh ot of a site, p erhap s as often as o n ce a d ay in some cases. That o bviously doesn't w o rk at shipindex@yahoo.com. See http://www.shipindex.org for a w ell for sites su ch as Amazon, YouTube, CNN, C raigs List, compilation of over 100 ,000 ship names fro m indexes to dozens and many of th e largest and m ost popular sites, w hich li ter- of books and jo urnals. .!,

"\.V,7hile writing the p revious column about W eb 2 .0 and W user-generated content (Sea H istory 119), I tho ught a good balancing column would discuss ways of finding sites that no longer exist. The relevan ce of th is idea becam e clear to m e a few w eeks later when the host for web sites

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SEA HISTORY 120, AUTUMN 2007

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ld ships need lots of good fri ends to keep them aflo at. Wooden ships, in particular, are perishable, just like fruit and vegetables. The wood in the frames and planks will rot if you don't rake care of them properly.

That is just what was happening to one of our most famous historic navy ships, USS Constitution, in 1830 and again in 1924.

USS Constitution was one of the first big warships that the United States built afte r the American Revolu tion. She patrolled the coast of no rthern Africa during the Barbary Wars, bur it was during the War of 181 2 with Great Britain that she becam e really famous. She sank or captured four big British warships, including the 38-gun British frigate HMS GuerNAYAJ. HIS'mlllCA.L CENTER riere. Ir was during this battle on 19 August 1812 that she was nick"Old Ironsides" named "Old Ironsides," when her

by O live r Wendell H olmes crew watched as the enemy's cannonballs boun ced off her wooden Ay, tear her tattered ensign down! hull as if it was made of iro n.

After the War of 18 12 was Long has it waved on high, over, Constitution was sent o n other And many an eye has danced to see assignments until 1830, when the "Old Ironsides" sank HMS G uerriere in 1812.

That banner in the sky; navy decided that the ship was in bad shape and either needed a lo t of repairs or to be scrapped. A lot of the people Beneath it rung the battle shout, that heard about this decision we re greatly saddened at the thought of losing such And burst the cannon's roar; an imponam and heroic ship. A poet nam ed O liver Wendell Holmes wro te his The meteor of the ocean air feelings about the ship in a poem and called it "O ld Ironsides." This poem was published in newspapers across the country and alerted more and m ore people about Shall sweep the clouds no more! what was happening to their beloved ship. People began to demand that the ship be saved and the Navy D epartment agreed with them.

Her deck, once red with heroes' blood, LIBRARY 01: CONG RESS This was not rhe only time "Old IronWhere knelt the vanquished foe, sid es" was threatened by rot and decay. In 1924, she had once again deteriorated to When winds were hurrying o'er the flood th e point that she needed to be hauled out And waves were white below, of th e water and have a lot of her wooden No more shall feel the victor's tread, hull repaired and replaced . This rime, it was schoolchi ldren across the country who cam e Or know the conquered knee; to the ship's rescue. They began a "pennies The harpies of the shore shall pluck campaign ." Of the $25 0,000 donated by The eagle of the sea! private citizens across the United Stares, $ 148, 000 of it cam e from the kids who had USS Constitution in 1898. For a saved their pennies and sent it to th e ship.

Oh, better that her shattered hulk few years, the warship was used for Today, USS Constitution is stil l a comShould sink beneath the wave; miss ioned US Navy ship and is berthed in barracks, a building to house sailors Her thunders shook the mighty deep, Boston . She doesn't fi ght in battles anymore, or soldiers, and she looked more like a barn than a naval frigate. bur she is used as a museum ship, for navy And there should be her grave; officer training, and for special events. You can visit the ship and get a tour from a Nail to the mast her holy Hag, navy sailor to learn more about her. She is in much better shape than she was when O liver Wendell Holm es wrote his poem, "Old Ironsides," bur she still needs everySet every threadbare sail, day maintenan ce to keep her in good co ndition. This fall, the navy wi ll start another And give her to the God of storms, resto ration effort ro replace her top deck and shorten the sides, or bulwarks, leading The lightning and the gale! up from the deck. She'll stay open to the public during this time and will remain in the water at her pier at the C harlestown Navy Yard.

Check out www.ussconstitution.navy.mil for informatio n about the ship and for derails to plan yo ur visit.

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constellation is a group of stars that, when lines are drawn from one to another, make up a picture-like a dot-to-dot drawing. There are rwelve constellations that make up the zodiac, but actually, the sky h as been officially divided up into 88 constellations in the celestial sphere, so that as tro nomers can map them . With a star map and a celestial navigation instrumen t, yo u can figure out where you are on earth, just as you might navigate using terrestrial m aps and charts.

M os t people in the n o rth e rn h e mi spher e know these rwelve constellations, but not everyone knows how to find them in the night sky. Constellations and knowledge of the night sky h ave played a very important role in m aritime history.

Lo ng before we had GPS units, satellites, and even a simple clock that could be relied upon to keep accurate rime at sea on a rolling ship, sailors learned to identify the stars in the sky so they co uld use them to navigate out of sight of land.

Hundreds of years ago, people made tools to navigate with th at could measure angles berween th e stars and the ho~ rizon- this way they co uld do some calculations and figure out their latitude. They h ad to wait hundreds of \ years to figure out their longitude, because you need a very accu\ rate clock to figure that out, ¡... and the fi rst reliable seagoing clock, or chronometer, wasn't invented until the 1700s. Some early celestial navigation tools were tthe cross-staff, the astrolabe, and eventually the ~quadrant, octant, and sextant.

Anyone can learn identify some of the more important stars and constellations, and you don't even need to buy anything to do it.

You just need your eyes and a dark sky and a little guidan ce.

The most important, and easiest star to find in the night sky is the North Star, or Polaris (also called the Pole Star). The North Star is located at the tip of the h andle in the constellation, the Little D ipper. The easies t way to find it is to first find the Big Dipper and follow its pointer stars in a line across the sky to th e North Star. No m atter where you are in the northern h emisphere, you know you are facing north if you are

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looking at the North Star.

This time of year is terrific for checking out stars and constellations in the night sky. Once you've become familiar with finding the North Star, start looking for Orion's Belt. When you can see Orion low in the sky, you know winter is coming-but that is a constellation for another day (or night!). !,

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n his book, The Last -, Grain Race, Eri c Newby tells of his first voyage at sea. Newby served as an apprentice seam an and was often given the nasty job of cleaning out the pigpen. Bound for Australia, his ship sailed from Europe with one white female pig and three black males. The crew ate the female earl y o n in the voyage, but the three males were kept alive for a long time. The crew named them Auguste, Filimon, and Fabian. 1 hese pigs were "terrific toughs" and often walked freely aro und the

decks, getting into all sorts of trouble. They got paint on their snouts, tipped men over in their hammocks, and begged for water from the cook. Newby wro te: "They used to lie in wait for the men carrying coal to the galley and when they appeared, rush on them from every side, endeavouring to upset the coal bucker. Us ually they succeeded in secu ring a big piece and would go roistering off, punting it before them like boys with a football on a co mmon, until it broke. Then they ate it."

Before refrigeration, sailors often took lives tock to sea so they could have fresh food during a long voyage. Pigs were a co mmon cargo, as were horses, chickens, and turtles.

Scholar R.A. Donkin explains that pigs we re among the earliest domesticated ani mals brough t to the New World, and they provided "the most important food supply."

Eight pigs sailed with Christopher Columbus on his second voyage to the New World. Pigs are hearty animals and will eat almost anything, so they could

survive on lo ng passages at sea and settle well in new places. Mariners introduced pigs ro far away lands and would leave them there so that any future marooned sailors could use them for food. These pigs often dam aged these new environments, som e of which were islands that previously did not have m ammals-like the Galapagos. Pigs ate just abou t everything they could find, including the eggs of birds and reptiles.

In his 1849 novel, Redburn, Herman Melville also wrote about an ap prenrice having to clean a pigpen o n a sai ling ship. Another time, he wrote in his journal abo ut sailing on a clipper ship in rough seas where he saw a piglet drown in a big wave that broke over the rail. In 1864, P.H. Gosse wrote about m eeting an English fis herman who had a story about his pet pig: "There was a dog on board, too, and the pig and he were capital friends; they ate together, and wo uld lie down side by side under the bulwarks in the sun . TI1e only thing they ever quarreled about was lodging." One stormy night the pig pretended he was eating a late dinner. The dog ran

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pig ran into the dog ke nnel and spent the night warm and dry, while his canine friend tried to sleep out in the rain.

Som e Scottish fishermen wo uldn't dare keep a pig onboard. They believe that even saying the word brings them bad luck at sea.

Pork isn't allowed o n their boats, and if the animal must be mentioned at sea, the men call them "curly tails ."

Throughout history, h owever, other m ariners have used pigs as part of their nautical vocabulary. Blocks of metal used fo r ballast are "pig iron." Large barrels are "hogsheads ." Sextants and octants used to be called "pig-yokes" or "hog-yokes."

The pole that holds a flag at the masthead is a "pig stick." Sailors in the South Seas who feared cannibals knew a cooked human as a "long pig." When a ship is "hogging," her bow and stern are sagging, and a boat builder migh t install a "hog-frame" to keep that from happening. A "hog ring" is a bendable staple to help keep things togerher. Finally, sailors on ships that carried livestock referred to the two sides of their vessel as PORK and starboard.

Okay, fin e, it's port not pork, but the rest of what I told you about pigs aboard ships is all true. Next issue, yo u'll learn about a seabird whose only sound is a pig-

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SEA HISTORY I 20, AUTUMN 2007

8th Maritime Heritage Conference 9~ 12

October 2007

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San Diego, California

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h e date for the triennial Maritime Heritage Con ' San Diego on Monday, 8 October, the day before the ference is fast approaching, a nd individuals ~ conference opens. Those interested should check the appropriate box on the co nference registration form. with an interest in any aspect of o ur maritim e heri- ( Attendees also have the option of returning to San tage wi ll want to participate. The story of human interaction with oceans and waterways w ill be prePedro o n board the Lane Victory on 15 October after sented in papers and panels, and the list of session the conference concludes. The visit of the Lane Victory to San Diego also coincides with the co nferral of topics represents the broad range of study that sto ry inspires. Specialists in ma ritime histo ry, edu cation , the World Ship Trust awa rd by the Trust chairman, the preservation of histo ric vessels, m arine sancruarLord Ambrose G reenway. This ceremony will be held onboard SS Lane Victory at 2PM on 9 October. ies, histo ric small craft, lighthouses, und erwater arConference festivities officially commence at chaeo logy, as well as interested amateu rs will gather 5PM on the 9 th with a welcome reception onboard in Sa n D iego to socialize, exchange ideas, network, the museum's flagship, the 1863-barque Star of Inand sh are experiences. Those wishing to register fo r the co nferen ce should visit the official web site at dia. Entry to this reception is included with full conwww.sdmaritime.org and fo llow the link to the Mariference registration. The American Society of Marin e time H eritage Conference. ".;:'!

Artists Region 5 M aritimeArt Exhibit will also open onThe response to the call for papers has been tru ly - ..board the Star of India that evening, allowing conferees to phenomenal. Rep resentatives from organizations, including the S view so me of the best co ntemporary marine artists in America.

Natio nal Maritime Historical Society, NOAA, the American The fo llowing m orning at SAM, all will gather on the fli ght Lighthouse Coordinating Committee, the Historic Naval Ships deck of USS Midway fo r th e offici al commencement of the conference proceedings. The keynote address formally opening rhe Association, the Naval Historical Fo undation, and the Museum Small C raft Association, h ave together submitted more than th irty complete panels, and individual researchers, educators, and maritime heritage professionals will p resent more than 100 paUSS Midway pers. The sess ions reflect the rich tapestry that m akes maritime culture, tradition, history, and science such a vibrant subj ect.

Conference attendees will learn about developments in the field of underwater archaeology, the vital tole maritime sanctuaries play as stewards of submerged cultural and environmental resources, sail training and sea ed ucatio nal programs, and the history and preservation of naval and histo ric commercial vessels fro m so me of the most prominent specialists in their res pective fields. Attendees will have upwards of seventy different panels to choose from, making this one of the larges t M aritime Heritage Co nferences ever held.

With all conference sess ions held aboard th e vessels of the Ma ritim e Museum of San Diego and the San Diego Aircraft Car- conference will be delivered by Ian Toll, author of Six Frigates: The rier Museum, this event offers participants the unique opportu- Epic History of the Founding of the US Navy, published in 2006. ni ty to experience maritim e h eritage first hand as they listen to Sessions will get off to a brisk start at 9:30AM. D etails of the daily conference program can be found on the official web site.

111e conference will conclude on the even ing of Frid ay, 12 October, with a formal banquet and harbor cruise aboard the luxury yacht Inspiration Hornblower. Here's your chance to wine, d ine, and celebrate maritime heritage against the spectacular backdrop of San Diego's historic harbo r and city lights. Dr. Alex Roland, co-autho r of The mty ofthe Ship: America's Maritime History Re-envisioned, to be published in late 2007, will be the banquet keynote speaker.

Questions regardin g panels and papers can be adMaritime Museum of San Diego ships (above) and USS Midway dressed to the conference program chair, Kevin Sheehan, at (above right) will be the venue for all conference sessions. librarian@sdmaritime.org (P h. 6 19 234-9 153, ext. 118) . Inpresentations. As mentioned in the last issue of Sea H istory, the quiries about special needs, the Lane Victory transit, registration, WWII Victory Shi p, SS Lane Victory, will berth alongside the mu- sponsorship packages, m eetings, and ve ndor/exhibitor boo ths seum fo r the duration of the co nference. Attendees may travel free can be sent to th e conference coordinato r, Robyn Wilner at of charge o n the Victory ship as she steam s sou th from Los Angeles rwilner@sdmaritime.org (Ph . 6 19 234-9 153, ext. 106) . ,!,

SEA HISTORY 120, AUTUMN 2007

31

The Navy and the Coast Survey: 1834-1898

by Captain Albert E. Theberge

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umerous studies on the relationship between the US Navy and the US Coast Survey have stressed the contention between them, particularly the antebellum relationship between Matthew Fontaine Maury of the Naval Observatory and Alexander Dallas Bache of the Coast Survey. The perception that the two organizations were consistently antago nistic toward one another in the nineteenth century has been skewed by the dominance of this topic. Particularly with the Navy Officer Corps, however, Navy-Coast Survey relationships were for the most part harm onious and the civilian Coast Survey had numerous naval advocates.

Although the Coast Survey was authorized and first funded in 1807, the first hydrographic survey did not begin until 1834 (in the viciniry of New York Har-

as superintendent in 1832. H e established the m ethodology wherein survey points were observed by triangulation and placed into a geodetic framework. The configuraSchooner Experiment, tion of the shoreline co uld then be deterin service 1835-1839 mined relative to those accurately surveyed points. Hydrographic surveys followed the triangulation and topographic surveying.

Depths were measured by leadline, and positions were determined relative to rhe:--..o..,;;:.><'":::~..., geodetic framework by means of threepoint horizontal sextant fixes or by two or The structure of the Coast Survey more crossing azimuths observed by the- was originally set up as a combination of odolites from shore stations, whose posi- civilian scientifi c experts, army topogrations had been geodetically determined. phers and surveyors, and naval hydtogIn 1834, the hydrography finally began raphers. Individu al naval officers served and, concurrently, a relationship develin the Survey because they had requested oped with the US Navy that lasted until the assignment and because the Superinthe beginning of the Spanish-American tendent of rhe Survey put in a request for War in 1898. Lieutenant Thomas R. Ged- scientifically-i ncli ned officers. Final transney was selected as the comm anding of- fer to rhe Survey was at the discretion of ficer of the first naval contingent to serve rhe Navy Department, while acceptance on the Coast Survey, and he was given of individual officers was at the discretion command of the schooner j ersey--th e first of the Superintendent. While attached to the Survey, officers were under orders from hydrographic survey ship with the US Coast Survey. Over the next few years, a the Superintendent of the Survey. Compantheon of future naval greats and near- m anding officers of hydrographic survey grears including D avid Dixon Porter, John crews held the dual rides of Assistant in Rod gers, Thornton Jenkins, and Benjamin the Coast Survey as well as their naval rank Franklin Sands served on the jersey. and indication of command status, such as Lieutenant Gedney was the first of "Lieutenant-Comm anding." over 800 naval officers to serve on the The motivatio n for naval officers to Coast Survey in the nineteenth century, serve with the Survey was two-fold-it and the jersey was the first of approximate- provided an opportunity for instruction in ly thirty Coast Survey vessels that were the physical sciences and an o pportuniry commanded by naval officers during that for early responsibility and command, as period. There were two co mmand struc- compared to the regular Navy. Rear Adtures on Coast Survey ships during these miral Benjamin San ds, whose naval career Ferdinand Rudolph H assler, years. Usually the hydrographic ships were spanned nearly a half-century (1828 to First Superintendent ofthe Coast Survey 1874), stated the val ue of the scientific commanded by naval officers and served training received on the Survey in his bor). There were numerous reasons for this by naval crew. Other ships provided acdelay, including the War of 18 12, political co mmodations for geodetic, topographic, autobiography: battles between advocates of civilian co n- and tidal observation crews that traveled The brightest of the yo ung officers appli ed for this duty as an instructrol of the Survey and military/naval con- to remote areas of the coastline. Th ese vestrol , and an 18 18 law, which forbade any sels were commanded by either merchant tive school in a branch of their civilians from working on the Survey. This m ariners or the civilian chief and junior professio n in peace or war, its oblaw removed the brilliant Swiss geodes isr m embers of the survey crew. ject being such as are as beneficial and m athematician Ferdinand Hassler Some of the antebellum Coast Survey to our navy as to the comm ercial marine, and it being fitting and as superintendent of the Survey, a move ships commanded by navy officers includwhich ultimately proved to retard rhe ed the schooners jersey, Experiment, Nautimost propeir that the naval officer lus, Gallatin, Madison, Morris, Petrel, and progress of the survey by fourteen years. should, as a part of his profess ional Because of sporadic charting efforts by Vanderbilt, the brig Peter G. Washington training, be well instructed in the navy surveyo rs, which in 1828 Secretary of and the steam vessels Bibb, Hetzel, Legare, methods ancd purposes of the coast the Navy Sam uel Southard deemed "use- Jefferson, Corwin, Active, and Robert ]. survey, nor o nly for the profit to less and pernicious,'' H assler was reinstated Walker. be immedicately derived from a 32

SEA HISTO>RY 120, AUTUMN 2007

I

thorough familiarity with our own coasts and harbors, but for future ap plication of the knowledge thus attained, in the survey of foreign coasts and harbors and in the discovery of dangers to sea-going vessels such as were hitherto unknown and not suspected.

D espite having served on the Survey almost a half-century after Sands, Rear Admiral Hugh Rodman reinforced this view when he w rote: It was formerly the custom to order naval officers on a variety of duties in other departments of the government, some of which, like the Coast Survey and Lighthouse Service, were instructive and personally beneficial. In the form er a yo ung officer had far more responsibility in h andling ships and in navigation than in the regular navy, and it was an excellent school.

For these reasons, m any officers served multiple or extended tours on the Survey, including such Civil War luminaries as Admiral David Dixon Porter (7 years), Commander John Maffitt, CSN (15 years), Rear Admiral Charles Henry Davis (7 years) , Rear Admiral Thornton Jenkins (11 years), and Rear Admiral Samuel P. Lee (7 years). Spanish-American War and World War I leaders who served on the Survey for a significant period included Admiral Henry T. Mayo (10 years), Rear Admiral Charles D. Sigsbee (7 years), and Rear Admiral John Elliott Pillsbury (9 years). For each of these officers, the Coast Survey, and as it was later known, the Coast and Geodetic Survey, was part of their formative years in which they honed seam anship and leadership skills as well as developing a heightened sense of awareness of how to wo rk with and use the marine environm ent to their advantage.

All told, the navy acquired approximately 2,000 man-years of experience in the Coast Survey between 1834 and 1898, when naval officers were detached from the Survey never to return. (There was a brief hiatus during the C ivil War years in which naval officers were withdrawn from the Survey and civilian Coast Surveyo rs took over the hydrographic duties .)

Of the 800 or so naval officers assigned SEA HISTORY 120, AUTUMN 2007

Sounding party ojfUSCS Brig Fauntleroy, 1857, Strawberry Harbor, Rosario Straits, WA. Earliest picture of Coast Survey sounding operations. Watercolor by James M adison Alden. to the Survey at various times, three becam e Admirals, four Vice Admirals, over nin ety rose to the rank of Rear Admiral, eight rose to the rank of Commodore, one becam e chief of the Medical Service and one becam e C hief Engineer of the Navy.

During the C ivil War, forty were selected as Union ironclad commanders and thirteen as Confederate ironclad commanders. Three of the South's most illustrious blockade runners served on the Coast Survey. Of those who served after the Civil War, Admiral William Shepherd Benson became the first Chief of Naval Operations, seven were battleship commanders of the Great White Fleet, one was commander of the North Atlantic Fleet before World War I, one was commander of Battleship Force 2, No rth Atlantic Fleet during the war, and six became chiefs of Naval Intelligence. If the Coast Survey had been a formal school, it certainly would have had an illustrious alumni association.

John M affitt deserves special m ention, as he performed double-duty as commander of the commerce raider CSS Florida and as a blockade runner during the Civil War. M affi tt had served on the Coast Survey for fifteen years and Alexander Dallas Bache, then Superintendent of the Survey, considered him their premier hydrographer. Maffitt also engaged in various oceanographic proj ects, including Gulf Stream studies that the Survey had started in 1845. His party discovered what is known today as the "Charlesto n Bump," while running a transect across the Gulf Stream in 1853. Maffitt, alrhough consid-

ered the best Coast Survey hydrographer and ship's captain, was subj ected to the Navy Efficiency Board, which was assembled as the result of ''An Act to Promote the Efficiency of the Navy" passed by Congress on 2 March 1855 . Composed of fifteen naval officers, the Board was directed to report to the Secretary of the Navy all officers who, in their collective opinion, were found inefficient or incapable of performing their duty.

Maffitt first learn ed that he had been

john Maffitt was the Surveys most skilled hydrographer when the Navy placed him on furlough in 1857 after fifteen years of service. In the Civil War, Maffitt was among the best of the Confederate raiders.

33

recommended for furlough through public notices. The Board argued that he had served too long on the Coast Survey and, thus, wo uld not be fit for service on a manof-war. Several high-ranking witn esses testified on his behalf, including Alexander Dallas Bache, and the Chamber of Comm erce of Charleston, South Carolina, offered a testimonial as well. Testimony from Captain Charles S. McCauley, an old line officer who began his navy career in 1809 and had never been associated with the Coast Survey, reads: I don't think that an officer who has served regular apprenticeship on board a man-of-war, for seven or eight years, and who has gone on board a surveying vessel, can become disqualified for the naval service-on the co ntrary, I think it is a better school than a man-of-war, in some parriculars. In these vessels he is always on the coast, and on board a m an-of-war he goes out to sea, where there is nothing but the weather to watch. Whereas, on the coast, yo u have to be on the constant alert for rocks, shoals, and the land besides that the danger of collisions is increased, and the officer has to exercise co nstant vigilance. I would be willing to take such a man as m y first lieutenant under the circumstances described in the question.

What I mean to say is, that an officer serving on the Coast Survey is not disqualified for the Navy, unless he abandons the Navy altogether.

They must have someone to do that duty, and I believe they always take the best officers for it.

During the C ivil War, Maffitt became a Confederate commerce raider and blockade runner, much to the chagrin of th e Union Navy.

In the scientific realm, ten naval officers who had passed through the Survey went on to become either Superintendents of the Naval Observatory and/or the Chief of the Naval H ydrographic Office. Charles H enry Davis became the first Superintendent of the Nautical Almanac Office and later the Superintendent of the Naval Observatory and H ydrographic Office. Davis was both a student and brother-in-law of the H arvard mathematician (and later

34

Alexander Dallas Bache, great-grandson of Benjamin Franklin, became the second Superintendent ofthe Coast Survey in 1843.

Under his leadership, the Survey expanded its core missions of hydrography, geodesy, topography, and the printing arts.

Director of the Coast Survey, 1867-74), Benj amin Peirce. As head of the Nautical Almanac Office, Davis translated Carl Friedrich Gauss's Theoria motvs corporvm coefestivm in sectionibvs conicis so/em ambientivm or "Theory of the motion of the heavenly bodies moving about the sun about the sun in conic sections." He also published on oceanographic topics and was the first to begin systematic observations of the Gulf Stream while attached to the Coast Survey in 1845. Davis remained a staunch, life-long ally and friend of the Coast Survey. He was also instrumental in the formation of the National Academy of Sciences during the Civil War, fulfilling Alexander Dallas Bache's longtime dream.

John Dahlgren , developer of the Dahlgren Gun, was a close second in scientific accomplishments to Davis and the only naval officer to have ever headed a Coast Survey geodetic triangulation party.

Serving with Ferdinand Hassler, Dahlgren

was entrusted with many of the computations and observations and also helped with the determination and co nstruction of weights and meas ures-all tasks which helped lead to his later success in the field of naval ordnance.

Why is Matthew Fontaine Maury absent from this list? In 1839 Maury applied to head a Coast Survey triangulation party. Superintendent Hassler declined his services for unstated reasons. Shortly thereafter, Maury suffered a serious leg injury in a stagecoach accident, rendering him lame for the rest of his life. It will never be known if H assler's rejection was the root cause of problems berween Maury and H assler's successor, Alexander Dallas Bache, after M aury became head of the Naval Observatory. On at least rwo occasions, Maury attempted to take over the operations of the Survey.

In the latter third of the nineteenth century, Charles D . Sigsbee and John Elliott Pillsbury served on the Coast and Geodetic Survey steamer Blake, the most innovative oceanographic vessel of its time. Sigsbee was a m echanical genius and designed a number of oceanographic instruments, including the Sigsbee Sounding Machin e, a piano-wire sounding instrument whose design was used for deep-sea sounding until the development of aco ustic sounding systems. With the great oceanographer Alexander Agassiz, he also pioneered the use of steel rope, as opposed to hemp, for overthe-side oceanographic operations. John Elliot Pillsbury conducted classical Gulf Stream observations, sufficiently accurate to prove the value of numerical modeling of oceanographic phenomena. H e also pi oneered deep-ocean anchoring, having done so in a record depth of 2,200 fathoms during one set of Gulf Stream observations.

With the advent of the SpanishAmerican War in 1898, naval officers were detached from the Survey, never to return . (left) Some of the great names in naval and scientific history are listed in the early rosters of US Coast Survey service. john Dahlgren served on the Survey from 1834-37. Later, assigned to ordnance duty at the "Washington Navy Yard, Dahlgren developed the Dahlgren Gun, which became standard armament for the US Navy before the Civil "War. In this c. 1864 photo, Dahlgren poses next to a 5 0 pounder "bottle" cannon.

SEA HISTORY 120, AUTUMN 2007

and politics. Three generations of naval officers served on the Survey, producing charts for a growing nation, learnin g skills that would do them well in future naval service, and sometimes, as Rear Admiral Hugh Rodman recalled of his Coast Survey Alaska duty, reveling in "the life in the open, the constant hazard and adventure, the ever-changing interest, the diversity of sport in fishing and shooting, and the glorious mountain climbing." Duty on the C oast Survey was good for the navy; the assignment of navy personnel to survey ships was good for the Survey; and the combination was good for our nation. J:, Charles D. Sigsbee commanded the Coast Survey Steamer Blake and, with Alexander Agassiz, invented the Sigsbee Sounding Machine, replacing hemp rope with steel wire for deep-sea sounding. Sigsbee was captain of USS Maine when she sank at Havana in 185)8.

This sketch depicts the Sigbee Sounding Machine in use onboard the Albatross in 185)0.

Within a few weeks, all naval officers were wi thdrawn from service on the Coast and Geodetic Survey, ending two-thirds of a century of productive cooperative service fo r both organizations. It is ironic that Capt. Charles Sigsbee was in command of USS Maine the morning she was sunk in Havana Harbor and Lieutenant Commander Richard Wainwright was executive officer. Wainwright was the so n of the US naval commander Richard Wainwright, who served many years on the Survey before the C ivil War. The yo unger Wainwright was the nephew of Alexander Dallas Bache and brother of Dallas Bache Wainwright, who served as a civilian for over forty years in the Coast and Geodetic Survey.

Little is remembered of this service today, but the charts of our coastline echo their work. Names of undersea and coastal features such as Ammen Rock in the Gulf of Maine, Blal<e Plateau off our southeast coast, Pillsbury Sound in the US Virgin Islands, Sigsbee Escarpment in the Gulf of M exico, C uyler H arbor in the C hannel Islands off so uthern California, and McArthur Escarpment off the Oregon coast commemorate this early collaboratio n between the Coast Survey and the US Navy.

In Alaskan waters, hundreds of features we re named by and for naval personnel serving with the Coast and Geodetic survey on such ships as the Gedney, Patterson, Hassler, and McA rthur. Port C hester, Rod-

SEA HISTORY 120, AUTUMN 2007

man Bay, Aston Island, Coffman Cove, Dewey Rocks, Fords Terror and hundreds of the names gracing Alaskan charts commemorate the navy and Coast and Geodetic Survey connection.

Altho ugh it cannot be said that there was never any contention between the Coast Survey and the Navy during the 19th century, the cooperation between the two organizations transcended petty strife

Cap t. Albert E. Theberge worked for NOAA and its predecessor agency beginning in 15)69. H e retired in 15J5J5 with close to 27 years commissioned service. H e served on the N OAA ships Surveyo r, Whiting, Peirce, and Mt. Mitchell, the latter two as commanding officer. He served as chiefofgeodetic field parties working throughout most of the US and a hydrographic field party working on the west coast of Florida. Following retirement, he worked for the NOAA Central Library and has provided much of the content for the NOAA history web site, as well as having written The History of the Coast Survey

1807- 1867.

Contour map ofthe GulfofMexico as sounded by the C&GS Steamer Blake, 1873-75. Over 3, 000 soundings went into this chart, most of the deep -water soundings taken by the Sigs bee Sounding Machine. This was the first realistic bathymetric map ofany oceanic basin.

..

US COAST MD GEODETI C SIJRVE1'

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35

Annual Awards Dinner to Honor John Mecray, Peter Stanford, and the Captain John Smith 400 Project Once again, the Society's Annual Awards Dinner will acknowledge and celebrate important contributions in the field of maritime history. Dinner Chairman John R. McDonald Jr. invites you to join fellow members at the exciting gala event in the spectacular New York Yacht Club to pay homage to those who have worked hard to promote America's maritime heritage. This event is traditionally sold out, so make your reservations early. For more information, please visit our web site at www.seahistory.com.

The Captain John Smith 400 Project will receive the NMHS Walter Cronkite Award for Excellence in Maritime Education. Beginning in May 2007, the project re-creates Captain Smith's 1608 circumnavigation of the Chesapeake Bay with a crew of 12 sai ling for l27 days on a replica of Smith's 28-foot shallop. This project has initi ated research, exhibitions, cmTicu lum development, and symposia for educators, and will leave an enduring legacy with the all-water "Captain John Smith Chesapeake National Historic Trail."

On 2 June 1608, one year after the founding of Jamestown, Captain John Smith and 14 English settlers set out in a small open boat on one of the most important voyages of exploration in American history.

Alone in a foreign land, Smith 's expedition spent over three months exp loring the Chesapeake in a quest for precious metals and a Northwest passage to the Pacific.

On 12 May 2007, a crew of 12 modern explorers boarded a replica of Smith's shallop, and embarked on a voyage to retrace the 1608 expedition. Propelling themselves by oar and sail alone, the crew of the 2007 voyage has been fo llowing Smith's route to every corner of the Chesapeake, introducing thousands of people to this important episode in America's history while blazing the path for America' s first Nationa l Historic Trail.

This amb itious re-enactment was undertaken by Sultana Projects, a non-profit organization based in Chestertown, Maryland, in partnership with the Friends of the Captain John Smith Chesapeake National Historic Trail, a group of organizations that includes the Chesapeake Bay Foundation, The Conservation Fund, and the National Geographic Society.

Before the beginning of the re-enactment voyage, the John Smith shallop was exhibited at a vari ety of events in Virginia related to the 40oth anniversary of the settlement ofJamestown. At most of these events the shallop was accompanied by one of several educational ex hibits.

Between the start of the re-enactment voyage on 12 May 2007 and its comp letion on 8 September, the replica shallop and her crew are making 23 scheduled stops in Maryland, Virginia, Delaware, and Washington, DC, giving the public an opportunity to see the shallop, visit with the crew, and view a variety of educational exhibits related to Smith's voyages and the world of the early 17th_century Chesapeake. Developed in conjunction with communities around the Chesapeake, many of these 23 scheduled events also feature festivals and events organized by local community partners.

Little is known about the shall op that John Smith used to make his exp lorati on of the Chesapeake in 1608. Most likely, the vessel was built in Eng land and transported to America in the hold of the Susan Constant, the flagship of the Jamestown fleet. Measuring close to 30 feet in length, the shallop was too large to travel to America in its final form and thus had to be transported in sections which were reassembled upon arrival in Virginia.

The 2007 voyage emp loys a full-scale reproduction of Smith's shallop, built at the Su ltana Shipyard in Chestertown, Maryland.

Constructed using period materials and techniques, this new shallop is home to a crew of 12 modern adventurers as they attempt to retrace Smith's expedition.

36

SEA HISTORY 120, AUTUMN 2007

JohnMecray wi ll be presented with theNMHSDi stingui shed Service Award in recognition of using hi s considerable influence as America's preeminent artist of yachts and yachting to preserve ou r maritime heritage by working to restore the historic schooner Coronet.

After studying illustration and painting at the Philadelphia College of Art (now the University of the Arts), serving in the Army in Europe, and having a successful career as an illustrator, he found hi s true calling in 1972 when he accepted an invitation to crew on a 40-foot sai lboat bound for St. Thomas in the Virgin Islands. In 1976, after a third passage to the Virgin Isl ands, he moved his family to Newport, Rhode Island , on the same day as the arrival of the Tall Ships '76 participants, to devote full-time to marine painting.

By J 979 Mr. Mecray 's keen interest in yachts and yachting history led to the founding of The Museum ofYachting and its annual Classic Yacht Regatta . When the museum was offered the J-Class sloop, Shamrock V, he encouraged the hesitant board of directors to accept the offer. The America' s Cup chal lenger became an awesome fixture on Narragansett Bay. ln 1993 he helped found the International Yacht Restoration School , where he is a trustee . The success ofIYRS enabled the school to acquire Shamrock from the museum in J995. In 1998 it was sold to provide seed money for a project Mr. Mecray had been aiming for since 1981: the restoration of the 1885, 135-foot schooner Coronet, America' s most hi storic yacht. The restoration is under way at IYRS, headed by noted yacht restorer Dr. Robert McNeil (Cangarda) and hi s lead shipwright Jeff Rutherford , utili zing IYRS graduate students in the process. Coronet will regain her full Gi lded Age sp lendor and be fully seaworthy with on ly sails for power, for future generations to enjoy. The restoration wi ll be open to the public at IYRS and , once Coronet is restored , the historic schooner will be open for public tours while docked at various museums, teaching institutions, and maritime centers.

Mr. Mecray is a member ofNMHS, Mystic Seaport Museum ' s Yachting Comm ittee, the New York Yacht Club's Fine Arts committee, the National Trust for H istoric Preservation and the HerreshoffMarine Museum, among others. Since 1997 he has donated one of his limited edition prints to each of 45 Leukemia Cup Regattas. Hi s paintings and drawings of the effects of wind, sea and light on a variety of sai lin g vessels continue to be exhibited and appreciated by sai lors and non-sailors alike.

Peter Stanford, Nationa l Maritime Historical Society President Emeritus, will receive the David A. O 'Nei l Sheet Anchor Award for his dedication, talent, vision, and know ledge of maritime history that have been significant factors in developing the Society. He also helped start many significant organ izations in the maritime field today and helped to restore numerous ships that would otherwise have been destroyed.

As president ofNMHS for over three decades, Mr. Stanford estab li shed its direction as the national voice for our maritime heritage. Under his leadership, NMHS began publishing the distinguished quarterly magazine Sea History . Other NMHS publications included such works as the International Register of Historic Ships, Peking Battles Cape Horn , and Skipper and the Eagle. Under NMHS ' s auspices, Mr. Stanford founded leading national maritime institutions, including the Council of American Maritime Museums ( 1972), the American Society ofMarine Artists (1977) , the American Sh ip Trust (1978), the Hudson River Maritime Museum ( 1979) , and the National Maritime Alli ance (1987). He continues to play a leading ro le in these important institutions today .

Mr. Stanford was a founder and first president of South Street Seaport in New York. He co-founded and supervised both Op Sail 1976 for the nation 's Bicentennial and the Statue of Liberty Parade of Sail in J986. Stanford is currently active in severa l maritime organizations including the World Ship Trust and the Working Harbor Committee ofNew York.

A Brooklyn native and a naval veteran of World War 11, Mr. Stanford is the author of hundreds of magazine articles and a number of museum books. He earned a B.A. from Harvard and a master's degree from King 's College, Cambridge England. He is also the recipient of an Honorary Doctor of Letters from the State University of New York Maritime College at Fo1t Schuyler.

RSVP Early!

National Maritime Historical Society Annual Awards Dinner at the New York Yacht Club, 25 October 2007 $375 per person. $7,000 Sponsor Table for ten plus Dinner Journal page; $1,000 Dinner Journal page Call 800-221-6647, ext. 229 for reservations and infonnation . Black tie optional.

SEA HISTORY 120, AUTUMN 2007

37

Indulge your fantasies ... ... with these great items to be auctioned at our Annual Awards Dinner. Listed here are 10 of the many fabulous auction items that you can discover and bid on when you check our web site at www.seahistory.org fo r up-to-date listings. Christie's Auction House will once again provide a profession al auctioneer to keep the excitement going. Let us bid for you. We' ll start at the lowest last bid and bid by the auctioneer's designated increments up to your reserve bid.

Evening at the New York Yacht Club with room, dinner, and breakfast for two.

Good for one year. (Does not include alcoholic beverages.) Donated by the New York Yacht Club. Value $500.

Nova Scotia Waterfront Home: Located on Nova Scotia South shore high on a bluff overlooking spectacular Mahone Bay where it meets the Atlantic Ocean. Three bedrooms, satellite TV, car. One hour from Halifax airport.Near historic Lunenburg and the Chester Golf Course. Available for one week. Donated by Thomas F. Daly.

Value $2,000.

Private champagne cruise aboard schooner Adirondack in New York Harbor from Chelsea Piers, with standard open bar for up to 40 guests. Donated by Richard Scarano and Classic Harbor Lines. Value $2,500.

Vacation in style at the Grand Mayan Resort for one week in Mexico. One-bedroom apartment with living room, kitchen, bedroom, bath and terrace for any week in 2008 starting Friday, Saturday or Sunday except Easter, Christmas or New Year's.

Sleeps four adults. Can be a Grand Mayan Resort in Acapulco, Puerto Penasco (Sea of Cortez), Los Cabos, Nuevo Vallarta or Riviera Maya (approximately 50 miles south of Cancun). Donated by Cesare Sario. Value $2,500.

Vacation for one week in a three-bedroom home in Niagara on the Lake, Ontario, at the juncture of the Niagara River and Lake Ontario, in the heart of the Niagara wine-growing region. About seven hours drive from New York City and 20 minutes from Niagara Falls, the town and environs are sites for several significant War of 1812 battles, the Shaw Festival, three live theaters operating April through November, and plenty of good restaurants.

Good for one year. Donated by Robert F. Kamm. Value $3,000.

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SEA HISTORY 120, AUTUMN 2007

Private champagne cruise aboard Manhattan in New York Harbor leaving from Chelsea Piers with standard open bar for up to 30 guests. Donated by Richard Scarano and Classic Harbor Lines. Value $3,200.

Experience the most alluring destination on earth in a cabin for two aboard the luxurious Star Flyer as you sail French Polynesia from Tahiti in the company of fellow NMHS members for seven days, 27 April - 4 May 2008. Donated

by Star Clippers Cruises. Value $5,000.

Seven nights at a charming two-bedroom, two-bath condo at the Charter at Beaver Creek, Colorado, during the following dates on a space available basis that must be determined with the owner: 7 January - 15 February; 1 - 13 April; 16 May - 5 October; 21November - 16 December 2008 . Top-floor location, with full kitchen, fireplace, ski in/ski out, broadband CATV and Internet access. Donated by Walter R. Brown. Value $5,700.

Enjoy a seven-night Mediterranean yachting holiday for two aboard a SeaDream Yacht Club sailing between May and November 2008 from ports such as Istanbul, Venice, Rome or Athens. Discover why Berlitz created "Utterly Exclusive" for SeaDream Yacht Club, a special category by itself above luxury, and why SeaDream scored a perfect 100 for service, and higher than any other passenger vessel for cuisine, in Conde Nast Traveler' s "Best in the World" Gold List. Donated by SeaDream Yacht Club. Value $15,000.

A unique opportunity for you and friends to play at Sankaty Head Golf Course on Nantucket in 2008. Donated by H. C. Bowen Smith. Priceless.

SEA HISTORY 120, AUTUMN 2007

39

SIDP NOTES, SEAPORT & MUSEUM NEWS With the upcoming re-opening of the Museum of American Finance on Wall Street, visitors will be able to see eight historic murals by artist James Monroe Hewlett, painted in 1929, depicting

rendy sitting up right below 165 feet of water in Lake M ichigan . Wisconsin boas ts nearly 30 shipwreck sires on rhe National Historic Register, more than any other state. . . . The US Coast Guard has recently launched a web site that provides merchant mariners with real-time information regarding the status of their professional mariner credential applications at http: //homeport.uscg.mil.

The Noble Maritime Collection, a mu-

The

Terrible Captain Jack Visits the Museum OR

A Guide to Museum Manners for Incorrigible Pirates and the Like.

This 1929 James Monroe H ewlett mural, depicting the docks in lower Manhattan, is being professionally cleaned in preparation for the re-opening of the museum scenes related to banking, manufacturing, and international trade. Th e connection between our nation's financial history and maritime history is clear in scenes of ships and longshorem en in lower Manhattan. 1he museum is scheduled to open in autumn 2007 at 48 Wall Street in the former headquarters of rhe Bank of New York. The murals were created to adorn the walls of rhe bank's main Boor and have recently been professionally cleaned. (Museum of American Finance, www. financialhistory.org) . . . Wisconsin's famous Christmas Tree ship, the three-masted schooner Rouse Simmons, has recently been listed on the National Register of Historic Places. TI1e ship sank in 1912 with the loss of all hands twelve miles northeast of Two Rivers, MI, and is cur-

Rouse Simmons

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seum and study center on the grounds of the Snug Harbor Cultural Center in Staten Island, NY, is celebrating the release of the new children's book, 'Ihe Ter-

rible Captain jack Visits the Museum or A Guide to Museum Manners by Diane Matyas, with a book signing, reading, and free admission on Grandparents' Day, 9 September, 2-SPM. Ms. Matyas is rhe former director of programming at the museum . Museum professionals and other grown-ups will appreciate the book where a worldly ship's monkey explains how to behave in a museum to a pirate with a lor of curiosity and nor much self-restraint.

(NMC, 1000 Richmond Terrace, Building D , Staten Island, NY 10301 ; Ph. 718 447-6490; www. noblemaririme.org. Book ISBN: 0-9623-0172-8) The San Francisco Maritime National Historical Park has announced it will gate their 1,400ft. Municipal Pier to prevent it from overloading. A M arch 2007 engineering report identified extensive deterioration on the park's famous pier. Specifically, the study reported that the maximum allowable "live load" capacity of the structure had fallen from 150 to 50 pounds per square foo t in the last 78 years. To protect rhe structure and ass ure visitor safety, the

SFMNHP has installed a gate at rhe entrance and will now restrict visitation during large public events. TI1e pier will remain open for everyday public use, such as fishin g or strolling. Constructed in 1929, the pier is a 60-fr. wide, 1,400-foo r long crescent-shaped structure composed of a reinforced concrete deck and supported by 684 concrete-encased timber pilings. Park administrators 'are seeking to build a coalition of federal, state, and local agencies to fund the pier's rehabilitation in rhe face of a repair price rag rhar far exceeds the park's budget. On a happier note, the SFMNHP is enjoying having the C. A. 'Ihayer back on the Hyde Street Pier. The 156-fr. long schooner returned to the park last spring after having been away for more than 3 years while she underwent major restoration wo rk in Alameda, CA. Thayer is one of only two West Coast lumber schooners lefr in existence. Sh e was built to haul fir lumber from rhe Pacific Northwest to the expanding towns and cities of California.

She later served the American cod and salmon fisheries of Alaska. Now that her hull is once again sound, additional restoration wo rk will continue at Hyde Street Pier fo r a number of years, with the goal of preparing Thayer to sail again. Ongoing projects will include restoration of her rig, com pletion of the forward deckhouse, and installation of interior fittings. Special guided tours will allow for visitation during much of this work. (San Francisco Maritime Natio nal Histo rical Park, Building E, Fort Mason Center, San Francisco, CA 94 123; Ph. 4 15 561-7006; WWW. nps.gov/safr) . . . The Great Lakes Historical Society and Tom Kowalczk of Cleveland Underwater Explorers have announced the discovery of the shipwreck of the Anthony Wflyne, the earliest (continued on page 43) SEA HISTORY 120, AUTUMN 2007

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chooners and square riggers jockeyed for position at the 2007 Tall Ships Rhode Island Parade of Sail in Narragansett Bay on 1 July. Approxim ately 25 0,000 people traveled to Newport and the region for the weekend-long even t, which celebrated its grand fi nale on Sunday with the parade. Ocean Classroom Foundation, owner and operator of the schooners Spirit ofM assachusetts, Harvey Gamage, and Westward, was generous enough to invite us onboard their schooner Spirit of Massachusetts for the procession.

It's a thrill to see the ships from shore as they pass by, but being onboard and seeing the big sq uare-riggers and schooners as they pass on one whistle can't be beat.

Nearly twenty Class A and B ships participated in the events, including a gro up of internationally-registered squarerigged training ships from Germany, India, Can ada, Colombia, Brazil, and Indonesia. The event was a major tourist attraction to the Ocean State, but it served a nobler purpose as well. As an official part of Tall Ships Rhode Island 2007, gro ups of Rhode Island teens joined some of the ships' crews for a week or more.

To promote and celebrate all that sail training in the 21 st century stands for, the Tall Ships festival and the American Sail Training Association (ASTA), based in Newport, RI, covered the students' expenses onboard. On the Spirit of Massachusetts, Captain Richard Bailey and his crew were assisted by a group of youths who had just finished a week's worth of sail training with them. They beam ed with pride as they demonstrated their newly acquired sailhandling ski lls ro the res t of us on board.

Individuals participating in sail training programs typically pay for th e trip privately or through scholarship program s. The

S

experience can be character-bui ld ing to say the least. Cell phon es and iPods are left behind, and, beyond the seamanshi p skills they inevitably mas ter, many disembark having gained a whole lot more. Kudos to ASTA and the event organizers for remembering the sp irit of what "Tall Ships" events are really about.

For the parade of sail, parti cipants and spectators enjoyed a perfect weather day. The ships kept in line relatively well as the Coast Guard vigilantly maintain ed guard against the frequent spectator boats that, perhaps well-meani ng in their enthusiasm, got in the path of a large-tonnage vessel under sail working ro keep in the assigned position in the procession.

One tradition we see in some of the international sail training square-riggers during parades of sail is the manning of the yards by cadets, as seen in the photo below onboard Colombia's Gloria. India's sailors in Taragini manned their yards for part of the day as well. Both ships earned the respect of crews in other vessels, and these same crews we re relieved ro be allowed to spend most of their day o n deck (hand ling lines, of course). The 249foot barque Gloria, in cidentally, had engine tro uble not long after getting out of Newport H arbor and ended up having to anchor in the bay for the parade. These ships all transit at sea under sail, but you ca n't m aintain a line-up for a parade without an engine.

ASTA organizes a series ofTall Shi psÂŽraces, crew rallies, and port events on a different coast of the US each summer. 1his year, the ASTA Beet had visited Charleston , SC, and Norfolk, VA, before arrivin g in Newport. Visitwww.tallships.sailtraining.org and www.oceanclassroom.org for more information on ASTA and the Ocean Classroom Foundation, respectively. ,!, -DO'R

Captain Richard Bailey (center) and his crew in Spirit of Massachusetts line up for the p arade ofsail.

CLASSIFIED Anthony

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known wreck of a side-wheeler in Lake Erie. The 156-ft. vessel, built in 1837 and rebuilt in 1849, was bound for C leveland from Sandusky during the early hours of 27 April 1850 when its boilers exploded, killing approximately 38 passengers and crew. The ship sank in 50 feet of water, approximately 8 miles north of Vermilion .

(GLHS, Inland Seas Maritim e Museum, 480 Main St. , Vermilion, OH 44089; Ph. 440 967-3467; www.inlandseas.o rg) TV couch potatoes and spectators at this summer's Tall Ships Challenge events along the east coast will have noticed a new paint scheme on the salty barque Picton Castle. Last spring, the ship was

commandeered by C BS and TV reali ry show producer Mark Burnett to film "Pirate Master." The ship's crew did not repel boarders in the Caribbean as they sailed her aro und the tropical sea with 16 modern-day "pirates" for 33 days in search of hidden treas ure val ued at $ 1 milli o n. The

Books- by CDRJames Cheatham USNR-Ret. "NIGHT BEACHING"-an unscrupu lous captain tangles with some "Gator" navy reserve offi cers $8 .95 and "SAILING THE CAROLINA SOUNDS"- histori cal places and my favor ite people $ 10.95-iuni verse publishers 2021 Pine Lake Road, suite 100, Lincoln, NE 685 12-cal l toll free-1-800-288-4677 or email www. iuniverse.com.

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Barque Picton Castle underway in the Taff Ships Rhode Island parade ofsail in July. costume director outfitted the ship with som e special effects paint on deck and on her topsides and mounted a large grueso me fi gurehead und er her head ri g. Com e

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summer, her TV contracr fulfilled, Picton Castle resumed her training and educational programs as she moved up rhe easr coast roward her home port in Lunenburg, Nova Scotia. For those desiring to participare in her more ryp ical program (i.e. no pillaging), berths are available for their May 2008 departure for Europe for a 15,000 mile journey. Destinations include: the British Isles and Northern Europe, D enmark, Norway, Sweden, Finland, Holland and Germany. The ship will then cross the English C hannel and down the coast of France to Spain, Portugal, and Gibraltar, explore the islands of Madeira, the Canarys and Cape Verde, before carching the tradewinds to rhe West Indies. (Barque Picton Castle, POB 1076, 132 Montague St., Lunenburg, NS BO] 2CO CANADA; Ph.: + 1-902-634-9984; e-mail: info@picton-casde. corn ; www.picton-casde.com) . .. Speaking of pirates, despite the ongoing popularity of the theme in movies, toys, museum exhibits, and new books for both young and old, don't forget that the real thing isn't fun, glamorous, or redeemable. Just ask the five-person crew of the Danish ship Danica White.

The l,563dwt cargo ship was hijacked by pirates on 1 June off Somalia while en roure from Dubai to Kenya. Carrying 1,000 to ns of bui lding materials, the shi p was taken by gunmen approximately 240 nautical miles off the coast. Other pirates in the region shor and killed a crewm ember aboard a Taiwanese fis hing vessel rhe nexr day. The two vessels and rhree orhers, ar rhe rime of rhis printing, are being held for ransom-rhe D anish ship is being held for $ 1.5 million (US). The warers off Somalia have become rhe world's most dangerous in which to navigate because of pi rares . . . . Mystic Seaport has announced they still have spaces open for the fall 2007 and spring 2008 Mystic-Williams semesters for undergraduates. Mosr college fin ancial aid packages rransfer and rhe program offers addirional scholarships.

The program is also opening a new Marine Science Cemer. The program accepts 20 sophomores, juniors, and seniors from colleges across rhe country who spend a sem esrer at the museum srndying maririme history, marine policy, lirerarure, and marine ecology or oceanography. Addirionally, rhree exrended seminars take srndents off campus on a sailing shi p deep-water voyage, Pacific coasr srndies, and a rrip to rhe Louisiana coast. Students interested should contacr rhe program immediarely. (The Mariti me Studies Program of Williams College & Mysric Seaport, POB 6000, 75 Greenman ville Ave., Mystic, CT 06355; e-mail: admissions@wil li amsmystic.org; www.williams.ed u/williamsmys ric) ... Matson Navigation Company is celebrating its 125th anniversary this year. The co mpan y was launched on 10 April 1882 when Capt.

W illiam Marso n sailed his 3-masred schooner Emma Claudina from San Francisco to Hawaii , carrying food, plantarion supplies, and general merchandise. Today, Matson provides ocean rran sporration, intermodal, and logistics services. Ir is a wholly owned subsidiary of Alexander & Baldwin, Inc. of Honolulu. (A brief history of rhe company can be fo und ar www.marson.com/corporate/about_us/history.html) . . . In July, the Swiss Alingi team successfully defended their trophy at the 32nd America's Cup in the waters off Valencia, Spain, holding off Emirates Team New Zealand in the final race. W irh borh boars approaching rhe top m ark, separated by jusr a few yards, Team New Zealand, on a

SEA HISTORY 120, AUTUMN 2007

AUGUST GOTTFRIED LUDWIG FRICKE (1829-1894)

New York Harbor from Bedloe s i sland, c. 1890 Oil on canvas, 32 112 x 53 inches, signed

1he Swiss Team Alingi crew celebrate their America's Cup win. port tack, faced Alinghi charging in on a starboard tack. Both boats went into a 'dial-down' and the umpires penalized the NZL 92 crew for not keeping clear of Alinghi. Alinghi rounded the mark ahead by 12 seconds, but a huge windshift saw the Kiwis able to lay the finish line-now upwind. Alinghi struggled to drop its spinnaker, and the Kiwis turned to tack to fulfil its penalty obligation. Al inghi slid across the line, one second ahead. J,

New York City Pickle Night Dinner This year the National M aritime Historical Society is proud to support the New York City Pickle Night Dinner, named for the 10-gun British Navy sloop Pickle that carried the news of the Battle of Trafalgar back to Great Britain. Held at the N ew York Yacht Club on 9 November, the evening provides an opportunity to hear Lieutenant Commander John Scivier, C ommanding Officer of HMS Victory, Admiral Lord Nelson's flagship at the Battle of Trafalgar. Tickets are $200 per person, and those interested in attending should telephone Sally Callo at 212 972-8667 or e-mail her at SallyMC79@verizon.net. Ask her to sit you at the NMHS table. The event is black tie or military equivalent.

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CONFERENCES

•American Sail Training Association: 35th Annual Conference on Sail Training and Tall Ships, 8-9 November, Victoria, BC. (tallships.sailtraining.org) •Call for Papers, 2008 Classic Yacht Symposium, to be held 4-6 April 2008 in Bristol, RI. Organized by The Herreshoff Marine Museum and the Society of Naval Architects and Marine Engineers. (Ph. 401 253-5000; j.palmieri@herreshoff.org; www.herreshoff.o rg) •Call for Papers, Annapolis 300 Symposium, deadline 31 December, for event to be held 6-7 June 2008 (send single-page summary, including thesis, sources, conclusions, and a CV, to: Joseph Meany Jr., Program Chair, Annapolis 300 Symposium, 28-30 Cornhill St., Annapolis, MD 2140 1; e-mail: symposi um300@aol. com) •Call for Papers, Civil War History, deadline 15 Sept., Society of C ivil War Historians conference, 15-17 June 2008, in Philadelphia, PA. (Submit proposals to William Blair, Director, Rkhards Civil War Era Center, 108 Weaver Bldg., State College, PA 16802; Ph. 814 863-0151) •Naval History Symposium, 20-22 Sept.

US Naval Academy History Department (www.usna.edu/History/Symposium. htm) •8th Maritime Heritage Conference, 9-12 October 2007 (see notice on p. 31) •Historic Naval Ships Assoc., annual meeting, 9-12 Oct. 2007 (in co njunction with the 8th Maritime Heritage Conference, seep. 31) , in San Diego, CA. (Info: Jeff Nilsson ofHNSA, POB 401, Smithfield, VA, 23431; 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, Ne~ 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 g.j.milne@liv. ac. uk for details.

•Society for Historical Archaeology annual conference, 9-12 January 2008, in Albuquerque, NM. Conference theme: "The Public Benefits of Historical Archaeology" (www.sha.org)

•Nautical Research Guild annual conference, 13- 16 September, at the Wisconsin Maritime Museum (www.thenrg.org) F'ESTIVAlS, EvENTS, LECTURES, ETC.

•Rabble in Arms Living History Weekend, 24-25 August, includes re-launch of 1776 replica gunboat Philadelphia II on Saturday (4472 Basin H arbor Rd. , Vergennes, VT 05491 ; Ph. 802 475-2022; www.lcmm.org) •13th Annual Windjammer Weekend,

•"Sailingfor Gold," 12 October, Peabody Essex Museum. Lecture by Abaigeal Duda on the 1849 voyage of the LaGrange from Salem to CA. Call 978 745-9500 ext. 3011

by October 11 (PEM, East India Square, Salem, MA 01970; www.pem.org) •The San Francisco Maritime National Park Association 8th Annual Maritime Heritage Awards Gala, "Maritime Heroes: A Salute to Volunteers" 27 October (Contact Stefanie Dang of Key Events, Ph. 4 15 695-8000; e-mail: stefanied@keyevents.com) •Pickle Night Dinner, 9 November, at the New York Yacht Club. Marks the anniversary of the Battle of Trafalgar.

(Space is limited; for reservations contact Sally Callo, Ph. 212 972-8667 or e-mail SallyMC79@verizon.net. NMHS members-see notice on page 45) ExHIBITS

3 1 August - 2 September in Camden, ME (www.windjammerweekend.com) •Gloucester Schooner Festival, 31 August-3 Sept. (Gloucester Schoo ner Festival Committee, 33 Commercial St., Gloucester, MA01930; Ph. 978 283-160 1; e-mail: info@capeannchamber.com) •"Theodore Roosevelt: Selling Sea Power," 17 September, 11 :30AM at Nauricus, The National Maritime Center, Norfolk, VA. Lecmre by 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 235 1O; Ph. 757-322-3109; www.hrnm.navy.mil) •" 12,000 Years in Maine: Pop ham's Place in Maine History," 27 September, at the Maine Maritime Museum. Last lecture in the Popham Lecture Series (MMM, 243 Washington St., Bath, ME 04530; Ph. 207 443-1316; www.bathmaine.com) •The Great Chesapeake Bay Schooner Race, 10-14 October, open to all schooner-rigged vessels. All proceeds support children's educational programs of the Chesapeake Bay Foundation and other charitable organizations. (POB 81 76, Norfolk, VA 23503; Ph. 757 480-4402; email: race@schoonerrace.org; www.schoonerrace.org)

•North Atlantic Seas, Schooners and Fisherman: Thomas Hoyne's Paintings of the Grand Banks, at Mystic Seaport (75 Greenmanville Ave., Mystic, CT; Ph. 888 973.2767; www.mysticseaport.org) •Life~Boat, 8 November - 1 March 2009, at the Peabody Essex Museum. A multimedia show guest-curated by Berlin-based artists Renata Stih and Frieder Schnock, includes paintings, drawings, maps, ship models, posters, photography, video and historical pieces. Video installations of: Watteau's "Embarkation for Cythera," Gericault's "The Raft of the Medusa," and Leutze's "Geo rge Washingon Crossing the Delaware." (PEM, East India Square, Salem, MA 01970; www.pem.org) •Steamboats Large and Small, until 15 October, at the Lake Champlain Maritime Museum (4472 Basin Harbor Rd., Vergennes, VT 05491; Ph. 802 475-2022; www.lcmm.org) •Full Steam Ahead: Robert Fulton and the Age of Steam, through mid-Dec. at the Albany Institute of Hisrory & Art (25 Washington Ave., Albany, NY 12210; Ph. 518 463-4478; www.albanyinstitute.org) •The Labors of Hercules, celebrates the 1OOth anniversary of the steam tugboat Hercules, at the San Francisco Maritime National Historical Park, (499 Jefferson St., San Francisco, CA 94123; Ph. 415 447-5000; www.nps.gov/safr)

Reviews Joseph Conrad, Master Mariner: lhe Novelist's Life at Sea, Based on a Previously Unpublished Study by Alan Villiers

by Peter Villiers (Sheridan House, Dobbs Ferry, NY, 2006, 122pp, illus, index, appen, gloss, 122pp, ISBN 978-1-57409-2448; $19.95pb) Conrad scholars have known for years that this study by master mariner and distinguished sea writer Alan Villiers was in the works but not finished. When Villiers died in 1982, it lay dormant for many years until his son Peter took up the task of finishing it. This elegantly designed and illustrated volume is the result of his efforts and will be of interest to Conrad scholars, maritime historians, and readers of sea literature alike.

Everyone will enjoy the beautiful reproductions of Mark Meyers's paintings of the twelve ships that formed the core of Conrad's sea experience. My concern about who was writing, father Alan or son Peter, disappeared as the difference between their styles emerged. Alan Villiers's distinctive style is both easygoing and full of vitality because he avoids sea jargon, explains only what has to be explained, and captures the essence of ships, men, and experience at sea with fresh and memorable phrases.

The context of deteriorating conditions in commercial sail or accepted practice in handling square-rigged ships appears casually as needed, never in blocks that interrupt the narrative Bow. Occasionally this leads to lacunae-a fai lure to elaborate the crucial knockdown in The Nigger of the Narcissus, for example. Here the reader unfamiliar with accepted practice in coping with knockdowns needs a paragraph of explanation, and then another on the precise physics of the righting maneuver. In other cases, the blend of narrative and explanation is seamless because the simple but effective structure of the book tells the story of Conrad's involvement with the dozen most important ships during his twentyyear sea career.

48

The book's focus falls on Conrad the seaman (Konrad Korzeniowski) rather than Conrad the novelist, so both Alan and Peter Villiers adopt the strategy of dealing with his Polish identity throughout, bridging frequently to "Joseph Conrad" as the sea experience resurfaces in fictional form .

Beyond Conrad's fans, anyone interested in understanding life at sea in the later decades of the commercial sail trade will appreciate the father's insight and the son's unobtrusive but helpful additions.

ROBERT FOULKE

Lake George, New York

Crisis at Sea: lhe United States Navy in European Wlzters, 1917-1918 by William N. Still Jr. (University Press of Florida, Gainesville, 2006, 7 41 pp, illus, maps, index, biblio, notes, ISBN 08130-2987-2; $100hc) This study is a sequel to Professor Still's previous work, American Sea Power in the Old World: the United States Navy in European and Near Eastern Wtzters, 1865-1917 (Greenwood Press, Westport, CT, 1980). The present work is far more extensive in terms of research and in the multiplicity of subjects covered. This book totals more than 500 pages of text, excluding the bibliography, index, an essay on sources, and 148 pages of endnotes.

William Still is professor emeritus of history at East Carolina University, where he was the co-founder and director of the Program in Maritime History and Nautical Archaeology (now the Program in Maritime Studies). This new book is the product of over twenty years of research. Dr. Still's objective was to write a comprehensive single-volume history of the US Navy's operations, logistics, and cooperation with its British and French counterparts during the seventeen months of warfare against the Central Powers. While other authors have written competent general histories of US military operations during World War I, no other author pays as much attention to naval logistics of the war as does Still. This work's other great value is that he balances an evaluation of naval officer

leadership with careful coverage of enlisted men's morale, welfare, and recreation at sea and ashore in Ireland, Scotland, England, France, and the Mediterranean.

Still demonstrates how American naval officers worked to prepare the navy for eventual participation in WWI, well before President Wilson's decision to enter the war. He emphasizes how VADM William S. Sims, in cooperation with the Royal Navy, used the US Navy's destroyers to escort ocean convoys and to integrate the US battleship squadron with the Royal Navy's Grand Fleet. This was not done without tension, as Admiral William S. Benson, the first Chief of Naval Operations, worked to maintain a sufficient force on the coast to protect the US ports and coastal shipping. Other areas of US Navy activity receive detailed attention throughout the tome.

Although Still himself is an enlisted naval veteran, readers should not expect a white-washed version of the navy's performance during the war. For example, he notes that the navy prepared for the wrong war. Involved in coalition warfare in the eastern Atlantic, the allies had already been fighting for more than two years-the Royal Navy had met the best the German High Seas Beet could produce at the Battle of Jutland. What the British needed were destroyers to protect transAtlantic convoys, not more battleships. Subsequently, the navy department suspended its prewar shipbuilding program and put destroyer and sub chaser-building programs into effect. American naval officers pushed their British coun.terparts hard to obtain the responsibility for mining the North Sea to deprive U-boats a northern route from their bases, but hundreds of mines produced in the US were defective and exploded prematurely. Although the convoy system did an excellent job of protecting merchantmen, the escorts rarely sank or damaged a U-boat. The reason? Very little research had been done on anti-submarine detection work.

Still used masses of primary sources, SEA HISTORY 120, AUTUMN 2007

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including the documentary records, personal papers, diaries, and oral histories in archives and repositories across chis country and in the UK, France, and Italy.

Professor Still acknowledges chat he made major progress in his research for chis work as the holder of the Secretary of the Navy's Research Chair in Naval History at th e Naval Historical Center in 19891990. The navy's leadership should be very pleased chat its investment produced such a magnificent piece of multi-archival research, analysis, and writing. The North American Sociery for O ceanic History recently awarded Dr. Still the prestigious John Lyman Award for outstanding books on US naval history. Crisis at Sea is highly recommended for policy makers, naval officers, scholars, maritime histo ry enthusiasts, and all those with an interest in America's participation in WWI. WILLIAM

S.

of the industry since the 1860s. Most of the pages chat follow contain large color illustrations with Barthelmess's scholarly commentary covering paintings, prints,

D UDLEY, PHD

Harwood, Maryland

Ihe Arts of Modern Whaling by Klaus Barthelmess (Commander Chr. C hristense n's Wh aling Museum, Publication No. 32, Sandefjord Art Association & The Whaling Museum, Sandefjord, Norway, 2007, 58 pp, illus, photos, places, biblio, ISBN 978-82-993797-5-5 ; $24pb) When we consider the artistic creaciviry of whalemen, we generally assign art nomenclature to scrimshaw and illustrated journals created under sail during the nin eteenth century. It might be a surprise, then, to learn chat modern, industrialized whaling operations have also inspired a significant amount of fine and applied arc.

Klaus Barchelmess is recognized for his well-documented collection of whaling art and artifacts, and more so for a progressive triennial whaling symposium he has hosted in several venues around his native Germany. H e has assembled, from his collection and from several maritime museums, a temporary exhibition entitled, "The Arcs of Modern Whaling," at the Chr. C hristensen's Hvalfangstmuseum in Sandefjord, Norway. The monograph accompanying chat exhibition is unique- likely the first full discuss ion of modern whaling arcs.

Barchelmess begins with a well-crafted essay, "Modern Whaling-Infrastructure and the Arts," which speaks both to the unusual artistic milieu and to the history SEA HISTORY 120, AUTUMN 2007

sculpture, and scrimshaw that shed new light on what has long been considered a dispassionate, mechanized industry.

The scrimshaw collection includes traditionally inscribed whales' teeth, but also three-dimensio nal models-one of a harpoon-cannon and another depicting a chaser boat. High-quali ry photographs capture the rarely documented folk art of human caricatures etched into whale ear-bone, as well as paintings on baleen, and fine silversmiching. The illustrations co nclude with rare cannon-harpoons, seldom described in any medium, and a full bibliography. The limited edition 1he Arts ofModern Whaling will become a rare document, and should not be overlooked by maritime art collectors and those interested in the whaling industry worldwide.

ROBERT LLOYD WEBB

Phippsburg, M aine

Borderland Smuggling: Patriots, Loyalists, and Illicit Trade in the Northeast, 1783-1820 by Joshua M. Smith (University Press of Florida, Gai nesville, 2006, l 60pp, references, biblio, index, cloth; ISBN 0-8130-2986-4; $55hc) This is one of the best studies of historic human behavior I have read in a while.

With an outstanding analysis of extensive archival material, Joshua Smith has moved beyond an interesting story of smuggling,

policies, and local intrigues to offer the reader an understanding of an often-misinterpreted facet of human behavior.

Smith's subjects are the people of Passamaquoddy Bay in the turbulent decades after the American Revolution. The newly defined border between the United States and the British colony of New Brunswick ran up the middle of the bay. The border, with all of the political and economi c aspects of an international border, was clear to British and US officials looking at the map. The local people, however, of both European and American Indian descent, had transited Passamaquoddy Bay for economic and social interactions for centuries. Why would they stop because some officials, who had never been there, drew a line on a map? They could see no painted line down the bay. C ustoms and navy officials, looking at the situation on a national level, worked against chem, and people on either team would switch sides, or play on both sides, to fit their needs and desires.

Smith expertly constructed a clear, though complex, history of the smugglers, officials, and many associated people that includes their struggles, motivations, and attempts to succeed by constantly shifting tactics. It is an interesting read, as both a story of the people aro und Passamaquoddy Bay, and as a study of how people can be influenced by many variables, such as history, family, micro- and macro-economics, geography, and local, national, and international politics.

My only problem with the book is that it was published without even one map of Passamaquoddy Bay. Some knowledge of the local geography is essential to understand some of the actions and motivations Smith describes . I am personally quite familiar with the bay, yet I found myself pull ing out my navigational chart to better understand the text, and still could not find some of the place names he mentions.

In sum, chis is a very good book that I think most people who are interested in history and the way people interact will enjoy. Smith writes a good story, bases it on solid interpretation , and provides plenty of details and source leads for those who appreciate them.

WARREN Rrnss Bristol, M aine 51

F. H. Lane: An Artist's Voyage through Nineteenth-Century America by James A. Craig (The History Press, Charleston, SC, 2006, 222pp, illus, appen, nores, index, biblio, ISBN 978-1-59629-090-0; $32.99hc) Firz Henry Lane? Yes, he changed his name from Narhaniel Rogers Lane to Firz Henry Lane in 1832. "Hugh" is one of rhe myths debunked in Craig's meticulous invesrigarion into Lane's life and persona. Ofren rhoughr a reclusive genius among rhe likes of Emily Dickinson, Lane was acrually an acrive parricipanr in Gloucesrer sociery.

Son of a sailmaker, the lad absorbed sailing ships and rigging from the cradle on.

Crippled from rhe waisr down since rhe age of 18 monrhs, he must have had exrraordinary supporr from his family to encourage him to pursue a career in arr. Since records are meager, Craig wisely resists invenrion of rhe "mighr have" caregory and shifrs to social-historian mode to rell rhe story of Lane's maruring into a master arrisr.

A subsranrial proporrion of rhis handsome book is devored to full-color plares of Lane's painrings, plus drawings and relared works. Craig has an unerring sense of when rhe reader's arrenrion Bags. He sends us to a painring or drawing, where we linger and come back to rhe texr refreshed. Lane's clienrs may be meaningless to us now, bur "Srage Forr across Gloucesrer Harbor" has a frisson of recognirion- the low-ride rocks, rhe luminous warer of twilighr. The rocks are porrraits, the boars effortlessly accurate. This is intimate knowledge, gained from hours of observarions, from a man who lived amongst the scenes he painred.

Quoring from exranr lerrers and newspaper accounrs, Craig has pur togerher a hinr of rhe person who creared rhese works: a man on crurches, carrying skerchbook and pencils, rraipsing over rocky beaches, hoisted to rhe top of masrs for perspecrive, sailing rhe Maine coasr, climbing mountains. Clearly nor a man who whined, bur an arrisr rhar imbued his painrings with a serene sense of balance between narure and the works of man.

The srrength of this fine lirrle book is also irs weakness. Immense derail is revealed abour the provincial world of G loucesrer, but, if rhar was all rhar defined F. H. Lane, he would srill be considered a minor genre painrer insread of sharing rhe

52

manume panrheon wirh Cuyp, Turner, and rhe like. I'd hope for a "coffee rable" tome rhar would include nor only James Craig's porrrair, bur cririques from an arr-historian's perspective elucidating his work in that greater contexr. Meanwhile, rhe joy of rhe presenr book is irs porrabiliry-my copy is a well-worn rraveling companion.

encouragemenr to discover similar works of historical carrography in rheir local library or museum. Readers from any shore will find rhis a valuable and beauriful addition to rheir history and naurical libraries.

BRIAND. ANDREWS Monumenr Beach, Massachuserrs

A History of Ironclads: lhe Power of Iron Over Wood by John V. Quarsrein Greenporr, New York (The Histo ry Press, Charleston, SC, 2006, 284pp, appen, illus, biblio, ISBN 978-1Surveying the Shore: Historical Maps 59629-118-4; $24. 99) The lisr of books that discuss Civil of Coastal Massachusetts, 1600-1930

by Joseph G. Garver (Commonwealth War ironclads or the March 1862 Battle of Editions, Beverly, MA, 2006, 205pp, Hampton Roads grows nearly every year. maps/plares, index, plare sources, ISBN Wirhin rhese new offerings, any book rhar takes a differenr rack or offers new insighr 1-933212-27-6; $60hc) or value is rare. John V. Quarsrein's A History ofIronclads: The Power ofIron Over Wood is unique and achieves rhis goal.

Quarstein, the director of rhe Virginia War Museum since 1978, begins wirh the firsr imporranr use of rams in naval warfare and proceeds rhrough rhe scrapping of rhe last Union monitor's hull in 1952. The topic as presented rhus spans over 3,700 years. An inrroductory text prepares rhe reader for rhe marerial rhat follows, essenrially a chronology of shorr enrries divided inro nine chaprers. Diverse subjecrs, such as ship design, propulsion, and weaponscentral to rhe rheme of rhe Civil War ironclad-are examined in detail. The author Carrographic historian Joseph Garver provides insighrs on events, people, invenpresents a series of historical maps, charrs, rions, and tactical innovations throughour and arrisric views of southeasrern New naval history that he believes influenced the England in his book, Surveying the Shore, developmenr, construction and fighting of Historic Maps of Coastal Massachusetts Civil War ironclads. The focus of the book, 1600-1930. The book is organized by his- however, is to provide a chronology of sigtorical periods in New England between nificant Civil War events; Quarstein does 1600 and 1930. The original maps are so by making these entries more thorough Iocared in libraries and museums in rhe than the others. Some of the more imporgrearer Boston area, including rhe Harvard tanr ironclad battles are detailed minuteMap Collection, Boston Public Library, by-minure. The author, who wrore a book and rhe Peabody Essex Museum. While on the Barde of Hampton Roads, makes a all rhe maps and charrs are beauriful ex- special efforr to provide data on this battle, amples of historical carrography, rhe early as well as to weave relevanr information works ofNarhaniel Bowdirch and George inro the timeline that provides th e conrexr Eldridge may be of parricular inrerest to for rhe battle. The author accomplishes rhis maririme history enthusiasrs. Wirh each goal with Bair.

The pages are graced with many wonmap, charr, or view, Garver presents a page of text providing informarion on rhe derful illustrations and maps that complecartographer, placing his work in histori- menr the rexr well. The appendices that cal contexr. Garver aims to give rhe reader lisr rhe Union and Confederate irona rasre of these early maps and charrs as clads, building information, and ironclad ARDEN SCOTT

SEA HISTORY 120, AUTUMN 2007

recovery are helpful. There are a few minor errors in the rexr, but they do nor detract from rhe book's usefulness. These small concerns aside, Quarsrein's beautifully conceived and well-researched book is a wo nderful resource and a handy reference.

For rhose interested in ironclads and Civil War navies, yo u should buy rhis book ROBERT BROWNING

Dumfries, Virginia

Chinese Junks on the Pacific: Views from a Different Deck by Hans K. Van Tilburg (Universiry Press of Flo rida, Gainesville, 2007, 272 pp, illus, rabies, nores, gloss, biblio, index, I SBN 978-0-8 130-305 3- 1; $59.95 hc) Between 1906 and 1989, ren Chinese junks began rransPacific voyages from Asia to America. Nine of them sailed across all o r parr of rhe wo rld's largest ocean, and o ne arri ved aboard a container ship (rhe Beihai junk) . This important and original srudy, wirh the rarher unlikely selection of twentieth-century representatives, reaches far beyond that era to explain rhe historical and cultural significance of a vessel type poorly understood by Westerners. The C hinese oceangoing junk is borh mys terio us and enduring. Even rh e origin of rhe wo rd "junk" is nor known, rhough it appears to derive from rhe Portuguese junco, an adaprarion of rhe term djong used by Javanese mariners in Southeast Asia.

The story begins wirh the voyage of the Whang Ho to San Francisco for use on Hollywood movie sers. The Ning Po (138 feer and 500 tons) follows, wirh a checkered history that included arres t by rhe Royal Navy, and another arrest in 19 11

by C hin ese revolutionaries, before ending her days as a derelict on Catalina Island.

Amo ng rhe stories of rhis unusual fleer is an examination of the Sea Dragon, a 75foot Wenchou-sryled three-masted junk.

Adventurer Richard H alliburton had swum the H ellespont, was imprisoned at D evil's Island, and had trekked to the far corners of the world. Now he wanted to sail a junk across the Pacific to America.

Sea Dragon was built for that purpose. 1he vessel and her crew disappeared during the crossing in 1939.

The most famo us of the junks to successfully cross the Pacific was the Free China. C rewed by Taiwanese fis hermen, SEA HISTORY 120, AUTUMN 2007

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she was accepted by the New York Yacht Club to participate in the 1955 New Yorkto-Sweden race but never made it to the starting line.

While the ten junks form the core of the study, the author skillfully ap plied a number of research questions and methodologies from the disciplines of anthropology, ethnography, maritime archaeology, and the history of technology to his subject. Material culture was explored through the "pattern language" approach, whereby history is breathed into the object. While this approach usually focuses on technology, here it is expanded to embrace the Chinese pre-industrial maritime tradition. 1his includes the importance of spirits as a factor on sailing decisions, burial at sea, and even the painting of eyes on ships' bows (and covering them when something unpleasant is nearby, such as the body of a drowned sailor). Myths, legends, celebrations, decorations, charms, customs and social routines contribute to the meaning of junks.

One should not forget the endurance of the junk as a successful ship design .

The watertight bulkheads and construction methods are uniqu e, especially to western ship construction aficionados.

Unlike western vessels built up from the keel, the junk is "hung" from its heavily constructed deck. These features may better explain the capabili ty of the Chinese to build 200-foor junks in the 13th century and Admiral Z heng H e's Beet of huge vessels that crossed the Indian O cean in the 15 rh century. The useful glossary defines the elements of ship construction in English, Chinese, and Chinese characters, moderating the author's observation that "inadequate language marks the whole investigation of C hinese junks."

For those looking to learn more from the maritime archaeological record, Table 2 lists fifteen Chinese-style shipwreck sires from ca. 1000 AD to the late 1400s.

The author's observations derived from nautical archaeology, add to rhe many useful insights found in chis pioneering work that indeed provides-a view from a different deck.

TIMOTHY

J. R UNYAN

Greenville, North Carolina

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Special events we have planned for NMHS members include a presentation on "Tall Ships into the Twenty-First Century" by Burchenal Green, President ofNMHS , and a showing and discussion of"Ghosts of Cape Horn," a film Walter Cronkite calls " ... the true wine from man's greatest sea adventure, the endeavor to get round Cape Hom under sail."

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SEA HISTORY 120, AUTUMN 2007

Be one of the select few to enjoy the Mediterranean or Northern Europe aboard the newest Queen of the Seas.

Come acquaint yourself with Queen Viaoria®in her inaugural European Summer and Fall season. Enjoy Cunard's return to Russia to explore the Cathedral of Peter and Paul in Saint Petersburg and other Northern European cities such as Helsinki, Stockholm and Copenhagen just to name a few. Queen Viaoria will also explore the southern part of the European Continent offering a wider range of fascinating itineraries in the Mediterranean than Cunard has ever done before. Sail with Queen Viaoria and experience her wonders for yourself.

14 Days -

Russian Rendezvous May 27, June 22, & July 18, 2008

Southampton • Zeebrugge • Two Days at Sea Gdansk •Tallinn • St. Petersburg (Overnight) Helsinki • Stockholm • At Sea • Copenhagen Oslo •At Sea • Southampton

Classical Mediterranean 12 Days -August 13 & October I 2, 2008 Venice (Overnight) • Dubrovnik Katakolon • Mykonos • Istanbul Kusadasi •At Sea • Messina • Rome Florence • Marseille • Barcelona

Crimean Coasts 12 Days - September 18, 2008 Venice •Two Days at Sea • Kusadasi Istanbul (Overnight) • Odessa •Yalta At Sea •Athens •At Sea • Messina • Rome

Greek Isles & Aegean Shores 12 Days - September 6 & 30, 2008

Ancient Wonders of the Mediterranean 12 Days - November 5 & 17, 2008

Rome • Naples •At Sea • Santorini • Izmir Istanbul (Overnight) • Samos • Athens Zakinthos • Dubrovnik •Venice (Overnight)

Rome • Naples • Messina • Valletta At Sea •Alexandria • Port Said •At Sea Kusadasi • Istanbul • Kepez • Volos •Athens

Prices Starting at $2,295 Per Person For a FREE brochure and information about these and other voyages contact:

Pisa Brothers Travel Service (800) 729-7472 • mgr@pisabrothers.com Fares are per person. non-air. baled on double occupancy. and apply to the first two pas!engers in the itateroom. Farei do not apply to iingle, iharei and upper-berth pmengm. farei are capacity controlled and bmd on space availability. Government fees and tam are additional. Offer may not be combinable with other discounts. promotions or shipboard crediti. Fares are quoted in U.S. dollm. See applicable Cunard brochure for rerms and definitions 1hat apply to your booking. Other restrictions may apply. Ship's registry Great Britain. ©2007 Cunard.

Exclusive LIMITED Offer from NMHS ...

Recently rediscovered! EIGHT prints in MINT condition available! The print was sold out, but these prints were found hidden away in a gallery. From an edition of 875 signed and numbered prints. When they are gone- they're gone!

View from South Street, New York, in 1892

by WILLIAM G. MULLER Image size: 20 5/8" x 29 5/8"; Sheet size: 27" x 35 5/8" Printed on highest quality 100 lb. Dulcet acid free cover stock, using sunfast inks. $325.00 plus $15.00 s/h.

Order your print from: NATIONAL MARITIME HISTORICAL SOCIETY PO Box 68, Peekskill, NY 10566

Or phone in your credit card order to:

1-800-221-NMHS (6647), xO NYS residents add applicable sales tax. For orders sent outside the US, call or e-mail (nmhs@seahistory.org) for shipping.