Sea History 139 - Summer 2012 by National Maritime Historical Society & Sea History Magazine

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SEA

No. 139

TORY

SUMMER 2012

CONTENTS 10 The War of 1812: US Revenue Cutter Operations, by William H. Thiesen When the ~r of 1812 broke out, the US sea forces had to combat a Royal Navy fleet of 600 with just 31 ships and a number ofsmaller vessels. Fourteen ofthe armed ships were the cutters of the US Revenue Cutter Service, which was tasked with protecting American shipping and combatting British naval ships and privateers in coastal waters.

16 War Reporting in 1812-Through Song, by David Hildebrand Before the invention of broadcast media, the American populace learned about the big news of the day through ballads set to the tunes ofpopular music. lhe Star-Spangled Banner is, perhaps, our most famous example, but music historian David Hildebrand takes a look at other popular songs and how they, and the news they carried, were disseminated.

22 History in the Palm ofYour Hand-Recreating the Figurehead s of the US Navy in Miniature, by Lloyd McCaffery Renowned ship modeler Lloyd McCajfery is working on a major collection ofships'figureheads ofthe US sailing navy in miniature, including the three figureheads and billet of USS Constitution, from her launch in 1191 to today.

26 Stellwagen Bank Celebrates Its 20th Anniversary, by Deborah E. Marx just outside Massachusetts Bay, Stellwagen Bank and its surrounding waters were designated a National Marine Sanctuary twenty years ago, giving it federal protection and a team of marine professionals who manage and study its precious ecological and cultural resources.

28 The History of the "Racing Stripe" Emblem and Brand Identity for World Sea Services and Coast Guards, by William H. Thiesen and Christian Ostersehlte lhe adoption ofthe "Racing Stripe" by the US Coast Guard met with some resistance, especially when the barque Eagle received the new paint scheme. Over the last forty years, however, coast guard vessels across the world have adopted the use of the stripe as a brand identity, making their vessels instantly recognizable to the public they serve.

~ 0

38 Managing Titanic, by Deirdre O'Regan

7he April centennial ofthe sinking of the RMS Titanic brought the story back into headline news covering every angle from survivors and recovered artifacts to a memorial cruise. Massachusetts Senator john Kerry introduced new legislation to amend the RMS Titanic Memorial Act of 1986 to give it more federal protection; legal management ofthe site, however, is complicated because the shipwreck lies outside US territorial waters.

8z > ~

Cover: The Gallant Defense of the Cutter Survey or, 12 June 1813, painting by Patrick O'Brien, oil on canvas. (See pages 10-14 for more about the role of the US Revenue Cutter Service, forerunner of the Coast Guard, in the War of 18 12.)

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"Our Flag Was Still There ... " e are well into 2012, and many maritime historians are focused on a national commemoration of the War of 1812 intended to expand understanding about the conflict for most Americans, whose knowledge of the war is generally limited. The Naval History and Heritage Command has led the way in planning the national commemoration program. They convened a task force composed :\~\.. o F T of knowledgeable and interested people from around the ~""2!; ~ country and from many disciplines and backgrounds to ".ÂŤ:; ,,.~~~~ '10 plan huge public events like tall ship visitations, parades ~ of sail, and air shows, and to coordinate information () ($) ..., ,.... about reenactments, museum exhibits, and smaller ~ l'-' symposia and lectures at venues across the country. At the first meeting, they chose a theme for the entire project suggested by Captain Walter Rybka, "Our Flag Was Still There." Captain Rybka is the senior captain for the brig Niagara out of Erie, Pennsylvania, namesake of the 2012-2015 ship which gained national fame in the Battle of Lake Erie "Our Flag Was Still There" (1813). Today Niagara sails your imagination right into an Age of Sail Great Lakes battle during the war. Captain Rybka is administrator for the combined Erie Maritime Museum and US Brig Niagara's operations. In addition to serving on the War of 1812 Task Force, he serves on the advisory board of Tall Ships America, is an editorial advisor for Sea History, and serves as president of the Council of American Maritime Museums. All of the planning is being done by individuals from different organizations, working together to share their knowledge and expertise to facilitate an unforgettable bicentennial commemoration. These events should serve to stimulate our interest to read more books, attend more seminars, and visit more museums to gain an in-depth understanding of the conflict that defined when the US Navy became viable and relevant and demonstrated the importance of our coast guard. There are activities planned for all walks of life, from families to sch olars, at events large and small. I encourage you to participate. Visit www.seahistory.org and www.OurFlagWasStillThere.org, and check out your local paper and state historical societies for updated information. You can order the Sea History Press Guide to the \.Vtzr of1812, which includes details on all of these events, atwww.seahistory.org or by calling 1-800-221-NMHS. I highly recommend a sail aboard Niagara this summer, and, just a stone's throw from Niagara's dock, the Erie Maritime Museum has a compelling 1812 exhibit. Other opportunities not to miss are the Sackets Harbor Battlefield in New York (on the US Brig Niagara under sail on Lake Erie east side of Lake Ontario) , a tour of USS Constitution and the USS Constitution Museum in Boston, and a visit to Fort McHenry in Baltimore, Maryland, particularly during the OpSail Baltimore Star Spangled Sailabration in June. Be sure to visit our NMHS booth in the OpSail ports along the East Coast. We will announce our locations on our website www.seahistory.org and would be delighted to meet you. -Burchenal Green, President

PUBLISHER'S CIRCLE: Perer Aron, Guy E. C. Maidand, William H . Whire OFFICERS & TRUSTEES: Chairman, Ronald L. O swald; Vice Chairman, Richardo R. Lopes; President, Burchenal Green; Vice Presidents, Deirdre O'Regan, Nancy Schnaars; Treasurer, Howard Slomick; Secretary, Thomas F. D aly; Trustees: Charles B. Anderson; Walrer R. Brown; RADM Joseph F. Callo, USNR (Rer.); James Carter; David S. Fowler; William Jackson Green; Virginia Sreele Grubb; Karen Helmerson; Robert Kamm; Richard M. Larrabee; CAPT Sally Chin McElwrearh, USNR (Rer.); James J. McNamara; Michael W Morrow; Timorhy ]. Runyan; Richard Scarano; Philip J. Shapiro; Bradford D. Smirh; H. C. Bowen Smirh; Cesare Soria; Philip J. Websrer; Daniel W. Whalen; William H. Whire; Jean Wort; Trustees Elect: William S. Dudley; Capr. Brian McAllister; Richard Parrick O'Leary Chairmen Emeriti, Walrer R. Brown, Alan G. Choare, Guy E. C. Maidand, Howard Slomick; President Emeritus, Perer Sranford FOUNDER: Karl Kortum (1917-1996) OVERSEERS: Chairman, RADM David C. Brown, USMS(Ret.); Clive Cussler; Richard du Moulin; Alan D . Hurchison; Jakob Isbrandrsen; Gary Jobson; Sir Robin Knox-Johnston; John Lehman; John Stobart; William Winterer NMHS ADVISORS: Chairman, Melbourne Smirh; D. K. Abbass, George Bass, Oswald Brett, Francis J. Duffy, John S. Ewald, Timorhy Foore, William Gilkerson, Steven A. Hyman, J. Russell Jinishian, Hajo Knuttel, Gunnar Lundeberg, Joseph A. Maggio, Conrad Milsrer, William G. Muller, Smarr Parnes, Lori Dillard Rech, Nancy Hughes Richardson, Bert Rogers, Joyce Huber Smirh SEA HISTORY EDITORIAL ADVISORY BOARD: Chairman, Timorhy J. Runyan; No rman J. Brouwer, Robert Browning, William S. Dudley, Daniel Finamore, Kevin Fosrer, John Odin Jensen, Joseph F. Meany, Lisa Norling, Carla Rahn Phillips, Walter Rybka, Quentin Snediker, W illiam H. Whire

NMHS STAFF: E>:ecutive Director, Burchenal Green; Membership Director, Nancy Schnaars; Communications Director, Suzanne Isaksen; Marketing D irector, Sreve Lovass-Nagy; Accounting, Jill Romeo; Store Sales & Volunteer Coordinator, Jane Maurice SEA HIS TORY. Editor, D eirdre E. O'Regan; Advertising Director, Wendy Paggiotta; Copy Editor, Shelley Reid; Editor-at-Large, Peter

Stanford

SEAHISTORY 139, SUMMER2012

LETTERS Kaiulani's Wheel The Maine Maritime Museum's Peter Upton ap proached NMH S recently with questions about the provenance ofthe ship 's wheelfrom Kaiulani, the barque that the Society was originally organized in an effort to save. While the rescue effort was unsuccessful, the wheel is displayed p roudly inNMHS's headquarters in Peekskill, New Yo rk, as an inspiration fo r its ongoing efforts.

M r. Upton wrote: I have no doubt that the Kaiulani's wheel appears to be a Sewall-wheel, but the provenance trail remains somewhat murky. Your wheel is reputed to be the one that was presented to President Johnson by Philippines President M acapagal in 1964. The Kaiulaniwas owned by a Filipino company, and the ship was physically in the Philippines. Wo uld chat it were so straight-forward! The helm was dearly not seen in photos taken in 1965-66; the latest date I saw the wheel still on the ship was a picture of Kaiulani's only two captains, dated on the back as 194 1 (see p hoto right)-probably just prior to her voyage to Durban, South Africa, with cargo of lumber. At this point an al ternate path can be posited. A February 1978 letter to Peter Stanford puts the wheel in the hands of a man named W inter, in San Carlos, and indicates that Alan Hutchison bought it from him for $500. This may link to the comment by Maine Maritime Museum's senior curator Nath an Lipfe rt in his March blog that Kaiulani's wheel was removed in Australia, which could certainly have been done in 1942 when she was converted to a barge for WWII service. What did Alan Hutchison do with the wheel? As a member ofNMH S and involved in the restoration of the Kaiulani, did he present it to N MHS? Of course, none of this helps me with determining the history of a different Sewallwheel, one that was photographed bya MMM member in the Falklands in 1979. I have been unable to find a record of a Sewall-built vessel that was condemned in the Falklands, nor do I have any information that these distinctive ships' wheels were used on vessels built by other shipbuilders. For that matter, I haven't been able to find a source for ships' wheels, in general-either built in a yard or purchased from someone like a local wheelwright. I look forward to any information yo u may be able to give me. P ETER UPTON

Captains D abe! and Wigsten at the wheel aboard Kaiulani, 194 1.

To answer Mr. Upton's question, N MHS President Emeritus Peter Stanford contacted maritime historian N orman Brouwer, author of T he International Register of Historic Ships, and Alan H utchison, president of NMH S at the time the wheel came into NMH S hands, to pin down some of the details. Peter Stanford: We like to say that with the wheel in New York and the ship's fo refoot

in San Francisco, the Kaiulani spans the 3,000-mile screech of the continental US. Alan Hutchison said chat a retired army officer living in southern C alifornia, who had "liberated" the Kaiulani wheel as a war prize when she was taken up by the Army Transportation C ommand, had a "fit of conscience" and gave the wheel to Karl Kortum, knowing that he was wri ting a book about the ship (still unpublished), and that Karl duly conveyed it to Alan as

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Topsham, M aine SEA HISTORY 139, SUMMER 2012

We Welcome Your Letters! Please send correspondence to: editorial@seahistory.org or by USPS to: Editor, Sea History, 7 Timberknoll Road, Pocasset, MA 02559. presidentofNMHS. He confirms that Karl fully accepted the wheel as Kaiulani's-no shadow of doubt about it in his mind. I remember Karl telling me that he visited this retired Army bloke and that he had the wheel mounted on a stone chimney above the living room mantelpiece in his home. Ir was Alan who was responsible for bringing it before President Johnson when President Macapagal of the Philippines made the formal gift of the ship to the United Stares and Johnson conveyed it to rhe Society in trust for the American people. be grateful, indeed, to Learn more about how this terrific artifact came to its present resting place. If you have any more details to add to the story, please contact us at the address at the top of this page. -DO'R

Wea

Titanic Had Survivors Thanks to Carpathia's Radio Operator Well done to Paul Johnston for mentioning Harold Thomas Cottam, the Marconi operator on RMS Carpathia in 1912. Ir was Cottam's competence and diligence that picked up Titanic's SÂˇOÂˇS and his self-assurance that sent him to wake his captain. Without Cottam there would have been no story of Titanic having had any survivors; everyone would have drowned or died of hypothermia. There are hundreds of Titanic memorials around the world, but not one to Harold Cottam. Happily, with the cooperation of his family, a memorial will be dedicated in Lowdham Parish Church, Nottinghamshire, on 3 June 2012. I shall be telling his story, because it is pivotal to Titanic's indestructible appeal. GRAHAM ANTHONY

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DAVISON

Coarsegold, California A Good Read I received a copy of Sea History, and I was very impressed to say the least. I have always loved the sea and stories about the sea and naval history. I notice the advertisement about USS Slater DE-766. I am an old DE sailor having served in the USS Earl K Olsen DE 765. I have been to Albany to see the Slater Destroyer Escort Sailors Association and the Destroyer Escort Historical Museum, both worth a visit by your members if they are in the area. EDWARD BOHMANN

Pompton Lakes, New Jersey Littoral Literal: I truly enjoyed the poetry piece in the last issue of Sea History, bur how could you have nor inluded Shakespeare? Here is his famous "Sonner 60." Like as rhe waves make towards the pebbled shore, So do our minutes hasten to their end; Each changing place with that which goes before, In sequent to il all forwards do contend. Nativity, once in the main of light, Crawls to maturity, wherewith being crown'd, Crooked eclipses 'gainsr his glory fight, And Time that gave doth now his gift confound. Time doth transfix the Bourish set on youth And delves the parallels in beauty's brow, Feeds on the rarities of nature's truth, And nothing stands but for his scythe to mow: And yet to rimes in hope, my verse shall stand Praising thy worth, despite his cruel hand. EDWARD KING

Manhasset, New York

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ACCENTS LIGHTHO USES Remembering North

Family Touched by the War of 1812 In 1812, several members of the Kirkpatrick family in Ireland decided to emigrate to rhe US . Samuel, his three brothers, and a number of other relatives agreed to emigrate together. Samuel was the one to make arrangements for the party's passage to New York on the American vessel, Magnet. When the Magnet was within three days' sail of New York, the ship was hailed and boarded by a British man-of-war and brought to Halifax, Nova Scotia, as a war prize. All the men were pressed, but then only kept for five days. Two inBuential men of the province, Esquire Dimock and Esquire Chambers, interviewed the men and gave them letters of recommendation, resulting in Samuel getting a position as a school reacher and his brother Alexander a job as a weaver, a trade he'd learned in Ireland. Thus the family became Canadians rather than Americans. Samuel married a Miss Lockhart, and one of their daughters, Margaret Louisa Kirkpatrick, married John Davison, a master shipbuilder in the firm of his brother-in-law, Ezra Churchill, founder ofE. Churchill & Sons, Hantsporr, Nova Scotia. Churchill was a senator in the first Canadian Parliament from 1867 to 1877. This account was related to Louisa in the 1880s by an elderly aunt, who had been aboard the ship in 1812 when ir was seized. The aunt said it was a sad rime among the unfortunate passengers when they observed rhe Royal Fleet looming upon them, and sadder yet when the officers boarded the vessel. Louisa, my great-grandmother, recorded this account in her diary, of which I have a copy. If she had nor done so, our family would never have known about this

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NMHS:

A CAUSE IN MOTION

Gala Washington Awards Dinner highlights the rich depth of our maritime heritage. It was indeed a gala, resplendent with famous people in the maritime h eritage community, replete with stimulating conversations, vistas of the W hite House at night, magnificent maritime art and rousing authentic 19th-century music. Our guests had the opportunity to bid on many unique, wonderful objects and adventures in the silent auction. William and Donna Dudley served as our gracious and knowledgeable co-chairs for the 2012 Washington Awards Dinner at the prestigious National Press C lub on Thursday, 12 April 201 2. The three eminently qualified awardees proved to be excellent speakers, with personal stories that both inspired and entertained. Video biographies on each awardee, created by NMHS Vice Chairman Rick Lopes, were a high point of the evening. The combination of naval, yachting, and art enthusiasts underscored how multi-faceted the maritime heritage community is. As the national voice for our maritime heritage, the National Maritime Historical Society is in the unique position of being able to focus attention on and bring recognition to those who have made significant contributions, which both encourages others to excel and demonstrates the underlying value of working in the field. -Burchenal Green, President NMHS Chairman Ronald Oswald (3rd from left) and dinner cochairs Donna (left) and Bill Dudley (2nd from right) welcome five previous NMHS award recipients who attended this year's event: James Cheevers (2nd from left), Congresswoman H elen Delich Bentley (front), Walter Brown (4th from right), Admiral Robert ]. Papp, USCG Commandant (3rd from right); and NMHS Chairman Emeritus Howard Slotnick (right) . Senator Christopher Dodd (below, left) gave a warm and impassioned description of the critical nuclear submarine work of Admiral Bruce DeMars, USN (Ret.), before presenting him with the NMHS Distinguished Service Award for actively promoting the important history ofAmerica's Navy. (right) David and Ginger H ildebrand of The Colonial Music Institute performed an 1814-era version of"The Star-Spangled Banner" and 1812-era songs. Their specialty is the interpretation ofearly American music on appropriate reproduction instruments. (See D r. H ildebrand's article in this issue on pages 16-21.) George ]. Collins (below, right), former CEO ofT Rowe Price and owner of C hessie Racing and other Farr yachts, was most gracious as he told personal stories about Bruce Farr before he made the presentation of the NMHS Distinguished Service Award to Bruce K Farr, one of the most successful racing yacht designers in the world.

Charles Raskob Robinson of the American Society of Marine Artists (right) congratulates Patrick OBrien for his remarkable ability to capture the Age of Sail in art and painting all the sea battles ofthe War of1812, before presenting him with the NMHS D istinguished Service Award.

SEA HISTORY 139, SUMMER 2012

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"Yes, I can make a replica of your sailboat." - Don Hardy SEA HISTORY 139, SUMMER 2012

1heWar of 1

evenue Cut

by William H. Thiesen

During the Napoleonic Wars, belligerents Great Britain and France both violated American neutrality on the high seas. For example, British ships frequently boarded US vessels and impressed American seamen into the Royal Navy, and French privateers preyed on American merchant vessels. Between 1806 and 1812, the Jefferson and Madison administrations and Congress tried to assert American neutrality through economic pressure by enacting the Non-Importation Act (1806), the Embargo Acts (1807-08), the Enforcement Act (1809), the Non-Intercourse Act (1809-1810, revived 1811), Macon's Bill Number 2 (1810), a ninety-day embargo (April 1812), and a ninety-day non-exportation law (April 1812). The men of the United States Revenue Cutter Service had to enforce these very unpopular laws, which put thousands of Americans out of work domestically and on the high seas. The government eventually repealed these acts, but these failed trade measures contributed to mounting tensions between the United States and Great Britain, so the federal government began preparations for war by December 1811. During the war, Congress imposed a number of temporary embargoes aimed at cutting off trade with the enemy. In addition, the Non-Intercourse Act, which Congress allowed to expire in May 1810, was re-imposed in February 1812. During the war, the revenue cutters were required to board, inspect and seize offending merchant vessels to enforce these acts. n 18June 1812 President James Madison signed a declaration of war against the United Kingdom of Great Britain and Ireland, officially starting the War of 1812. At that time, the United States government faced the Royal Navy's 600 ships with just seventeen navy vessels, a fleet of small gunboats, fourteen cutters and several smaller vessels of the US Revenue Cutter Service. While heavily armed American privateers and navy warships carried out the war against British ships on the high seas, the domestic maritime force of revenue cutters, navy gunboats and a few trapped American warships waged war against British ships stationed off the East Coast. Throughout the war, revenue cutters served as Frontline units, protecting American coastal shipping and combating British privateers, Royal Navy warships and enemy barges deployed for shallow-water operations.

Cutter James Madison captures the British brig Shamrock, 23 July 1812.

served in that port before taking up station in Savannah in 1809. At eighty-six feet in length on deck and twenty-two feet wide, Madison was one of the largest vessels serving in the US Revenue C utter Service. On 17 July 1812, Brooks and his men put to sea from C harleston to go after six Early Cutter Engagements As they would in future conflicts, the rev- unescorted British merchantmen reported enue cutters put themselves in harm's way, to be sailing up the coast from Jamaica. participating in the first naval encounters of On 23 July 1812, Madison cap tured the the war. On25June1812 the Norfolk-based 300-ton British brig Shamrock after an cutter 1homas]ejferson captured the British eight-hour chase. Bound from London to schooner Patriot, bound from Guadeloupe Amelia Island on the coast of Florida with to Halifax with a cargo of sugar. This was a cargo of arms and ammunition, Shamrock carried six cannon and a crew of sixteen the first maritime capture of the war. In early summer, revenue cutter master men. A week later, on 1 August, Madison George Brooks armed and manned the captured the Spanish brig 1 Santa Rosa near cutter fames Madison in a manner similar to a heavily armed privateer. Built in 1807 1Spain and Porrugal were alli es of Great Britain during the War of 18 12. Spanish Florida had become a haven for esca ped slaves, and in Baltimore, the fames Madison originally smuggling fro m Florida into the US was ram pant at the ri me.

Amelia Island, and brought it to Savannah for adjudication. On the same day that the Madison was overpowering the Santa Rosa, the cutter Gallatin, under the command of former US Navy captain Master Daniel McNeill, captured the British brig General Blake along the same route and brought it to Charleston for adjudication. The British ship flew Spanish colors and carried an illegal cargo, including African slaves. During the course of the war, the reven ue cutters played an important part in the war effort. In this article, we'll take a look at some of the stories of individual cutters and the heroic crews who served in them during the War of 1812.

Cutter Commodore Barry Early in the war, the cutters continued to

SEA HISTORY 139, SUMMER 2012

ter Operations pursue rheir law enforcement mission in American warers, despire more numerous parrols by unirs of rhe Royal Navy. For example, during rhe summer of 1812, a Brirish squadron comprising rhe 38-gun frigare HMS Spartan, rhe 36-gun frigare HMS Maidstone, rhe 18-gun brig HMS Indian, and the 12-gun brig HMS Plumper parrolled off rhe Maine coasr near rhe Canadian border. The fim battle pitting a revenue cutter against Royal Navy forces took place berween rhe cutter Commodore Barry and elements from this squadron. By rhe beginning of Augusr 1812, rhe Commodore Barry had rounded up five smuggling vessels in chis area and was esconing chem back to rh e customs house for adjudicarion. On 2 Augusr, cutter masrer Daniel Elliott learned of a Royal Navy patrol and heard distant gunfire as the British captured American vessels nor far from his anchorage. For self-defense, Elliott anchored next to the American privateer Madison in rhe harbor of Lierle River, Maine, east of Machias . Anticiparing a British attack, rhe Americans beached their vessels and set up shore batteries behind defenses improvised from cordwood. On 3 August, the Brirish sent five armed barges with approximately 250 officers and men to attack the small American force . The British paid dearly for rhe attack on the Commodore Barry, suffering several dead and wounded, but the attackers carried rhe day. A local Maine fisherman witnessed the battle, recounting char at ''about 1 p. m. five launches of men (about 250) started from [rhe Royal Navy warships] for the harbor. In a Jew minutes the firing commenced and continued for nearly two hours, then it ceased." All but three of the cutter's crew escaped into the woods, and these three cuttermen became rhe firsr POWs in Coasr Guard history. The British sent the three men to Halifax, where they were incarcerared at the British milirary prison on Melville Island. Cutter fames Madison During the seventeenth and eighreenth centuries, the French developed a naval srraregy, termed guerre de course, chat relied on warships or armed vessels to attack enemy merchant shipping. As chis was nor SEA HISTORY 139, SUMMER 2012

US Revenue Cutter Service 1812 flintlock pistol. a mandated mission of the Treasury Department's cutters, which had their hands full with law enforcement and protecring American commerce, only rhe James Madison pursued this srrategy during rhe war. To increase rhe offensive capabiliry of the Madison, Master George Brooks added four extra cannon, including sh ort-range carronades, to the standard cutter armament of six guns. Brooks also more than tripled the cutter's usual complement of fifteen men to support boarding operations and acco mmodate prize crews for captured vessels. Brooks had turned rhe Madison into a tool for carrying our guerre de course racrics against the British. On 13 August 1812, fa mes Madison set sail on a cruise out of Savannah, in company with privateers Paul Jo nes and Spencer, to prey on British merchantmen. On 22 August, the f ames Madison located a British convoy and attacked that night. According to repons, Captain Brooks mistook rhe 32-gun frigate HMS Barbados for a large merchantman, ordered the curter to fire several guns, and attempted to board the British warship before realizing his error. For seven hours afterward, rhe Barbados chased the Madison, which jettisoned rwo guns in its attempt to escape. The wind died, however, and the frigate even ruallycaptured the cutter after deploying barges to tow the enemy warship to the cutter's position. Barbados's captain, Thomas Huskinsson, noted char he had

already chased Madison once before and complimented the cutter on its fast sailing qualities. After the capture of the James Madison, the ship-of-the-line HMS Polyphemus sent a prize crew on board the cutter to sail it to England. On 7 October 1812 Madison's captors formally designated the cuttermen prisoners of war and processed the men for parole or internment. The British paroled Captain Brooks and his officers and, on 24

US Revenue Cutter Service

~ ~I,:

The US Revenue Cutter Service was established by law on 4 August 1790. Treasury Secretary Alexander Hamilton initiated the system of revenue cutters and is considered the founder of the service. In 1915, the US LifeSaving Service and the Revenue Cutter Service were merged under the Woodrow Wilson Administration and the new service was named the Unired States Coast Guard. Since 1915, other maritime services, such as the US Lighthouse Service, have also become pan of the Coasr Guard. 11

November 1812, they arrived by ship at New York. The British sent nine of Madison's enlisted men to Halifax and four of them to Boston. They placed the rest of the crew in prison at Chatham, England. Four men considered slaves were captured with Madison, as well as three men described as "mulatto," who were fre e "men of color" employed as members of the crew. One of the latter group, fifteen-yea r-old Beloner Pault, ranks as the youngest POW in the history of the US Coast Guard. On 28 May 1813, Madison seaman John Barber (or Bearbere) died on board the British hospital ship Le Pegase at Chatham. Historians consider him the first US Coast Guardsman to die in captivity. Cutter lhomas Jefferson The enforcement of the British blockade of the Chesapeake Bay early in 18 13 saw Royal Navy warships and their armed barges patro lling parts of the Hampton Roads area in search of unlucky American merchantmen . These armed barge patrols would meet their match on 11 April 1813 in the James River. On that day, the Norfolk-based cutter Thomas Jefferson, together with a pilot boat and a contingent oflocal militiamen, overhauled three Royal Navy barges. The armed barges attempted to escape up the river, but the Thomas Jefferson ran them down so fast that the flotilla heaved to. Just as the Jefferson's captain, William Ham, was about to order a broadside, the British raised the white flag and surrendered. Ham ordered the nearly sixty British officers and men ashore under an armed guard of about forty riflemen. The cutter and militiamen also repatriated the crew of the American merchantman Flight, captured earlier by the British barges. The Alexandria Gazette reported, "the loss of so many m en and barges at this time will embarrass the enemy not a little, as it will weaken very considerably his means of annoyance." Cutter Surveyor On 12 June 1813, Captain Samuel Travis anchored the cutter Survryor off Gloucester Point, near Yorktown, Virginia. The customs collector for the port of Baltimore built the Surveyor to serve the Baltimore station and commissioned it in 1807; however, during the British blockade, it

The Gallant Defense of the Cutter Survryor, 12 June 1813. served in the southern C hesapeake Bay. Surveyor measured sixty-eight feet on deck and nineteen feet wide, and drew about six feet of water; it carried a crew of about twenty-five officers and men and a main armament of six canno n. Not knowing the proximity of British naval forces to his cutter, Captain Travis set out a picket boat with a small crew and installed boarding netting around the cutter's deck. At about midnight, four Royal Navy boats carrying a party of nearly fifty British officers and men from the fri gate HMS Narcissus approached through the evening haze with muffled oars. They m anaged to close within 150 yards of the cutter befo re the picket boat detected them and fired a warning shot. The British navigated their boats away from Surveyor's main guns, rendering them ineffective. Travis armed each man with two muskets and ordered them to wait until the British rowed within about fifty yards, when he gave the word to fire. 1he Surveyor's crew of eighteen men fought stubbornly, with seven men sustaining wounds, and m anaged to kill three attackers and wound seven more. The British boarding party, nevertheless, gained the cutter's deck, overwhelmed the crew, and captured the cutter. The lieutenant in charge of the attacking flotilla later returned Travis's sword , commending him for the valiant defense of his ship in the face of overwhelming enemy forces:

Your gallant and desperate attempt to defend yo ur vessel against more than double yo ur number excited such admiration on the part of your opponents as I have seldom witnessed, and induced me to return you the sword you had so ably used .. .I am at a loss which to admire most, the previous arrangement on board the Surveyor or the determined manner in which her deck was disputed inch-by-inch. After the battle, Travis found himself held prisoner on board the British 44-gun frigate HMS Juno n, anchored at the time near the mouth of the James River, while two of his junior officers and sixteen of Surveyor's enlisted men who were later sent to a British military prison at Halifax. Despite their service to their country, these men would get no help from their government: on 21 June 181 3, nearly ten days after Surveyor's capture, Acting Treasury Secretary William Jones wrote the Balti more customs collector that "as a Revenue C utter can be of no use in the waters of the Chesapeake, during the continuance of the present state of things [British blockade] , it will be proper for you to inform the officers and crew of the 'Surveyor' that they are to consider themselves as being no longer in the service of the United States." Captain Travis would fare better than the rest of his crew- the British paroled him at SEA HISTORY 139, SUMMER 2012

Washington, North Carolina, on 7 August 1813, and he returned to Virginia and lived in W illiamsburg for much of the remainder of his life. Cutter Mercury During the British blockade of the North Carolina coast, the revenue cutter Mercury proved the value of small m ane uverable vessels on the East Coast's inland waterways. Homeported in the city of New Bern , North Carolina, Mercury was perfect for operating in North Carolina's shallow coastal waters. The cutter's master, David Wallace, came from a prominent fami ly from the state's Outer Banks and had an intimate knowledge of the coast. By late May 1813, the British blockade began to encircle the Southern port cities, including Ocracoke, North Carolina. Located next to a channel through the Outer Banks that served as the main entrance to North Caro lina's inland sounds and exposed to enemy attack, Ocracoke proved easy prey for British attackers. In mid-summer, an ominous threat loomed on the horizon , as a Royal Navy squadro n appeared off shore. On 12 July 181 3 the British launched a surprise attack. Fifteen armed barges, supporting approximately 1,000 British officers and enli sted men , captured two American privateer brigs, bur Mercury managed to escape with the local customs house papers and bonds by "crowding upon her every inch of canvas she had, and by cutting away her long boat." The British had hoped to rake th e cutter, so their barge Borilla could enter Pamlico So und and capture the city of New Bern. Mercury thwarted those plans by o utrunning the barges, sailing directly to New Bern and warning city officials of probable attack by British troops. Mercury's early warning allowed locals the time to muster the necessary army and militia forces to defend the city and the British reversed their invasion plans. New Bern's newspaper, the Carolina Federal Republican, wrote, "Captain David Wallace of the Revenue Curter, merits the highest praise for his vigilance, address and good co nduct in getting the Cutter away from the enemy, and bringing us the most speedy intelligence ofour danger." Afterward, Mercury remained active in North Carolina waters. On 12 November 1814,

SEA HISTORY 139, SUMMER 20 12

the cutter captured the ship Fox, used as a render by ship-of-the-line HMS Ramilles, and delivered to New Bern the vessel and its crew of a Royal Navy midshipman and seven enlisted men. Cutter Vigilant To keep regional waters secure for American commerce also meant fighting British privateers that patrolled off East Coas t ports and preyed on American merchantmen. The engagement between Vigilant and the British privateer Dart proved one of the most impressive captures of an enemy ship by a revenue cutter. The sloop Dart, formerly an American ship, was captured by the British and converted into a privateer. The heavily armed raider carried one twelve-, two nine- and two six-pound cannons, as well as four swivel guns. By October 1813 , Dart had amassed an impressive capture record of over twenty American merchantmen. Similar to other cutters, the Vigilant measured sixty feet on deck and nineteen feet wide and carried an armament of six cannon. The cutter had a crew of seventeen and its master, John Cahoone, came from a prominent shipping family of Newport, Rhode Island. News of the privateer arrived in Newport on 4 October 1813, so Captain Cahoone prepared the cutter for a fight. He raised an armed contingent of local militia to supplement the cutter's crew for boarding and sailing home any captured

vessels. Vigilant sailed out ofNewport and located Dart that same evening off the east end of Block Island. In the dark of night, Cahoone pursued the armed privateer and ordered Vigilant's gu ns fired at the raider. After firing a broadside, Cahoone steered the cutter alongside the enemy vessel, while Vigilant's men boarded the privateer and chased the enemy crew below decks. Cah oone's crew took the Dart and sailed the enemy privateer back to Newport. This would not be the last vessel taken by Vigilant, but it proved to be the last combat use of boarding by a revenue cutter in the Age of Sail. The n ewspaper Columbian Patriot boasted, "Ca ptain Cahoone, with the volunteers under his command, deserve the highest credit for the spirit and promptitude with which this affair was conducted; and it is of the utmost importance, as it is probable she [the Dart] wo uld, but for this, have been almost a constant visitor during the ensuing season, when the mischief she would have done is incalculable." Cutter Eagle On 10 October 1814, news arrived in New Haven that a British privateer in Long Island So und had captured an American merchantmen. C utter captain Frederick Lee showed no hesitation in pursuing the enemy. He assem bled local militia to join his cutter and sailed into the night,

US Cutter Vigilant vs. the British Privateer Dart.

intending to recapture the Am erica n vessel and take the British vessel as well. The next morning, Lee found his cutter dangero usly close to the 18-gun brig HMS Dispatch and an armed tender and managed to escape capture from armed enemy barges by running the cutter onto the north shore of Long Island, near Baiting Hollow. The cutter's crew and militia stripped the cutter of its sails, dragged Eagle's cannon up Long Islan d's shoreline bluffs, and dueled with the British warship. After they exh austed their large shot, Eagle's men tore up th e ship's logbook to use as wadding and fired back the enemy shot that lodged in the hill. During the engagement, the British fire tore away the curter's flag three times, bur crewmembers volunteered to replace

Frederick Lee-rare miniature painted by Revolutionary U'lar hero Tadeusz Kosciuszko.

it each time. This gun duel ended without a decisive o utcome; however, an American captive o n board the captured merchantman recounted that the batde-damaged Eagle appeared to be a complete wreck. After fighting for two days, HMS Dispatch departed in search of reinforcements. Meanwhile, Lee patched up and refloated his damaged cutter. On 13 October the British gu n brig and its tender returned with the 32-gun frigate HMS Narcissus. Later that day, the Royal Navy flotilla delivered an overwhelming force of seven armed barges, whose numerous officers and men fought off Lee's crew and volunteer militia to capture the damaged cutter. Lee later co mmented: "The officers and crew, together with the volunteers, on board the cutter, have done their dury as became American sailors."

War's End and New Missions On C hristmas Eve, 18 14, representatives of the United States and Great Britain signed the peace treaty, the Treaty of G hent, at a cerem ony in Ghent, Belgium; however, in North America the war continued in full effect until February 1815. On 11 February the sloop HMS Favorite Rew the white flag and delivered the peace treaty to New York City. The war officially ended when President Madison signed the treaty on the 16 Feb ruary 18 15 . Before the war, the revenue cutter fleet served primarily as a maritime poli ce force, enforcing US trade laws and tariffs, and interdicting maritime smuggling. The War of 1812 solidified the cutters' naval role and new wartime missions, including high seas combat, port and coastal securi ty, reco nnaissa nce, commerce protection and shallow-water combat operations. !, William H. Thiesen, PhD, is the Atlantic Area Historian for the US Coast Guard. H e is the author a/Industrializing American Shipbuild ing: The Transformation of Ship Design and Co nstruction , 182 01920 (University of Florida Press, 2006) and is a regular contributor to Sea History. For more information on USCG history, visit www.uscg.mil/historyl or contact: Historian's Office, Coast Guard Atlantic Area, 431 Crawford Street, Portsmouth, VA 23704; Ph. 757-398-6643.

(Left) Defense of the C utter Eagle. 14

SEA HISTO RY 139, SUMMER 2012

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War Reporting in 1812-Through Song by D avid Hi ldebrand, PhD wo hundred years ago, Am eri cans learned their news in various ways, including word of mouth, letters and newspapers, and also, to the point of this article, via song. They did no r, of course, have up-to-the minute video foot age via smart pho nes or any oth er instantaneous, multimedia in fo rmatio n that leaves nothing to the imagination . News took so lo ng to travel that the United States formally declared war after G reat Britain had already acquiesced to our main demand by suspending the res rricrive Orders in C ouncil- we just did no t know that yet. At the o ther end, our ove rwhelming triumph at New Orleans in January of 181 5 occurred two weeks after the signing of rhe Treaty of Ghent thousand s of miles across the ocean. So much for timely news. Lacking detail as well as timelin ess, Americans were expected to create their own m ental images of, say, "Old Ironsides" pumm eling HMS Guerriere, when they eventually learned of this important victory. People at the inland fromi er, in additio n to getting the news considerably later, pro bably had trouble visualizing such a sea battle scene o r understanding the anger felt by New England m aritime communities when rhe embargo was put into place . "Embargo?" as ks the fa rmer in Ohio, "I can still trade my corn crop for uncle Frederick's sm oked venison-so what?" C learly, both economic sympathy and vivid m ental images we re harder to conjure for those who grew up far from the sea, and, for that matter, for most Americans in 201 2 (unless you have just seen the movie M aster and Commander, or the like). What role did music play back then in communicating information , and how can it inform us historically about that era today? The answer: just as it did when it was written- by inviting the listener to create m ental images, with the aid of colo rful , dramati c language and clever, rhym ed wording (rhymes keep us readin g forwa rd, since most of us enj oy the poetic anticipatio n foll owed by resolution). Let us discover some of the m essages and flavor of the times by first examinin g printed sh eer music, which is just one of the manners in which so ngs were spread in Am eri ca around 1812.

Sheet Music Sheer music at this time catered only to the wealthy, who co uld afford the expensive harpsichords or pianos needed to bring this music to life. 1 This top 3-4% could afford the lessons so they could read musical notation and thus convert the complex m arkings of notes, clefs, rime signatures, and so forth into actual, audible music. Most often , such pieces were performed for a sm all circle o f friends and family in the fin e hom es of the wealthy. 1hese were the peop le who could enjoy songs about specific heroes, by performing "The D eath of Lawrence," "D ecatur's Victory," and "Commodore Perry's March ," or the more general "H eroes of the O cean" and "Ye Seaman of C olumbia." Many Americans heard these songs performed in public, at theaters, bur recreating this music at ho me was reserved for rhe wealthy. Printed sheer music commo nl y featured newly composed melodies, although some 1 G ui ta rs were barely sta rrin g to come into fashio n in Am erica at th is time -- it wou ld not be fo r ano th er decade or two after 18 15 that they were co nsidered po pu lar o r co mmo n, a less expensive alterna ti ve to piano.

were parodies or a mixture of new and old. The rnnes we re often fo rmulaic to the rradirion of eighteenth-century English song, and the lyrics tended to be more refin ed and poetic, such as S. Woodwo rth's "Erie and C hamplain, Or Champlain and Plattsburg, An Ode" (partially set to the rune "Hail to the Chi ef "):

Victory scatter'd profusely the laurel, Over our heroes on land and on Hood Britain astonish'd relinquish'd the quarrel, Peace saw her olive arise from the blood Am erican composers like Jo hn Bray, Jam es H ewitt, C harl es G ilfert, C hristoph er M eineke, and O live r Shaw contributed to this great o urpur of song related to the War of 1812. Their handsome imprints praised our virtuous heroes and told of great deeds in a refin ed fas hi o n.

Newspapers, Broadsides, and Songsters What of the m any people who could not read musical no tatio n and did nor have the mo ney to buy appropriate instrum ents or hire priva te teachers? Luckily, impecuniousness does not preclude music, music just happens a bit less consistently, if not m ore naturally, among the lower classes .2 M os t Americans in the early nineteenth century gained musical skills informally, learning to sin g by ear and play cheaper instruments, perh aps crudely, without henefir of form al in stru ctio n . Fo r them, a vast array of fa mi liar m elodies could be called upo n by ear, such tunes easily rakin g on new lyrics and thereby co nveying the news through what is called parody-the resetting of new lyrics to an old tune, like "Yankee D oodle." (Our national anthem is another good example of parod y, bur therein lies a whole fascinating story; see illustratio n o n page 19, howeve r. ) So middle-class Americans learned their history as retold on city streets via ballad singers, or at ru ral taverns from travelers who had learn ed to gam e a free drink by sharin g a topical song. Since th e runes were literally free and widely known, rhe lyrics found their way into print in three ways, all o f modes t cost. Newspaper editors had a lo ng tradition of printing locally crea ted topical lyrics, as well as lyrics co pied from other newspapers, often with a sugges tio n fo r th e appropriate tune. 1his prac tice dares back through th e Co nsrirn rio nal and Revolutio nary eras, and the number of such songs, their persistence, and wide geographical disseminatio n clearly arres t to the commercial dem and and common practice of singing so ngs about politics and warfare directly from newspapers. Imagine that today at a Starbucks (from an iPad, of co urse) . Likewise broadsides, which we re inexpensive sin gle sheets of text (no r always musical lyrics , by the way), enabled th e musicall y capable to sing new wo rds to old runes . Broadsides were ty peset 2

Today many people enjoy music witho ut the benefit of lessons, having lea rned melodies since chi ldhood just by listening and repeating. If you already know the tu ne, you do n't need musical notation . Yer this era long predates ou r contem pora ry bom ba rd ment by recorded sou nd, so hea ri ng music being perfo rmed at all c. 18 12 on ly occurred in live situations, which were mostly cherished as special and signi fi cant. This is qui re true, bu t ha rd to imagin e.

SEA HISTORY 139, SUMMER 201 2

This handsomely engraved sheet music provided wealthier Americans a refined representation ofone of America's most important naval victories.

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SEA HISTORY 139, SUMM ER 201 2

and printed and sold in great numbers for decades before and after the War of 18 12. Newspaper printers of this time found that issuing broadsides from their sometimes-idle presses generated welcome extra income and also closely tied them to the word on the streets, where news and gossip were flyi ng. A songster, as defined by scholars of early Am erican music, is a bound collection of broadsides-usually much smaller than a typical single broadside (in order to fit into one's pocket), ye t often made up of dozens, if not hundreds, of sets oflyrics. While a broadside told of a particular event or hero (or sometimes rwo on that single sh eet-what a bargain!), so ngsters were topical. The co mpiler gathered many related songs in to one place and marketed it to a specific audience. For example, The Columbian Naval Melody (Boston, 1813) was clearly marketed to sailors and patriots alike, people wishing to extol America's virtues and military glory. People today sometimes forget that the term "Columbia" was often used back then synonymously with America or the United States; we are reminded of this today on Columbus Day, or when we remember that Washington is the District of Columbia, perhaps. Songsters continued to provide musical news through the C ivil Wa r era and both wo rld wars for soldiers, families, and lots of other Americans. Why did so ngsters fall our of fas hion then ? Radio, so und recording, television, and Hollywood were beginning to usurp the live performance of so ng as its standard format. With the forgoing definitions and musical context in place, the next part of this article will focus on one form of musical dissemination-the broadside. For whil e sheet music has brought the news to wealthy Americans, and newspape rs and songsters clearly played a gigantic role for the middle classes as well as the wealthy, the broadside served as a central communicator to the m asses. My favor ite song of this era appea rs on several broadsides. It unfolds chronologically, in a lengthy and detailed fashion, under the apt title: A New Song on the Causes-Beginning, Events, End, and Consequences of the Late W'tir with Great Britain. You cannot ask for a more clear and descripti ve tide than this. Apparently written in 1815 and published several times in New York and elsewhere, it recounts the whole story of the War of 181 2 over the co urse of twenty-one verses (yes, rwe nty-one-remember fo lks were then eager for detail and no t rushing off to check email or FaceBook status updates). The author of these lyrics was Silas Ballou of New Hampshire (1753- 1837), and he chose a popular melody, "The Girl I Left Behind Me." If you are unable to bring this tune to mind, yo u clearly should spend more time listening to fife, drum , and bugle corps, hanging out at folk festivals, or attending traditional square dances and C ivil War reenactments. 3 Ballou's summary account is acc urate but tinged with his own religious interpretation, not surprising, as he was a comp iler of hymns and active in the American Universalist Church . His very o peni ng verse is both religious and nationalistic:

Old England forty years ago, When we were young and slender, 3 My re nd ition of selected verses from this song is avai lable on the NMHS website

at www.seah iscory.org.

She aim'd at us a mortal blow, But God was our defender. Jehovah saw her horrid plan, Great Washington he gave us, His holiness inspired the man, With power and skill to save us. Moving quickly through the post-Revolutionary indignities of impress ment and the utter violation of sailors' rights and free trade, the listener is reminded that:

We'll make old England's children know, We are the brave descendants, Of those who flogg'd their fathers so, And gained our independence. (v. 5) Details increasingly paint the brutal scenes of war. From the description of enemy cas ualties we learn that:

From George's Fort to Erie's beach, Our savage foes were beaten Their naked bones were left to bleach, When wolves their flesh had eaten. (v. 13) Verse 15 addresses the torching of the Library of Congress and other public buildings in Washington as a "shameful story" in which:

They burnt the volumes which compris'd The best of information Their barb'rous deeds will be despis'd By every Christian nation. Throughout this song, Ballou underscores American pride in Andrew Jackson, William Henry Harrison, and "D ecatur, [Isaac] Hull, and Bainbridge, dear" (v.7), while vilifying not just the enemy but American General William Hull for his horrible tactical errors at Detroit. Increasingly towards the final verses, this song provides colorful descriptions of the enemy soldiers, citing "thei r vile intrusion" and that they "fled in sad confusion" as we had met them "o n tow'ring waves with co urage, skill and splendo r." At most every turn, Americans are smart and fast and brave, often o utnumbered yet victorious-the cause is true, supported by God and the blessings of deceased heroes of the Revolutionary War. I invite yo u to read through and co nsider the other verses depicted on page 19 and then ask yourself: How is this similar to or different from the way we are presented the news today? H ow might such a song h ave been written by the British? Honestly, there would have bee n little popular interest in such a summary telling of their mostly unsuccessful interaction wi th the U nited States, 18 12- 1815 . Afte r signing the treaty, Brito ns were sim ply rel ieved that hostilities in North America had concluded , and ifanything they wo uld rather sin g abo ut the past glo ryofLord Nelson at Trafalgar and the fin al defeat of Napoleon. Period. Yet there was o ne signifi cant British naval victory of this era, just off American waters, that jarred British songwriters into action-the British frigate Shannon's taking of the American frigate Chesapeake, on 13 June 181 3. SEA HISTORY 139, SUMMER2012

Aud teu to one their blood was spill'd, So fate decreed and heaven had will'd, For brave Yankee boys.

Then homeward steer'd the captive ship, now 1ate i11 _ port she lies, ·The old and young with rapture view'd, our sailors' noble priz~ : Through seas of wine their heal~h we'll drink, And wi!;h them sweethearts, friends anci chink, 'Vho 'fore they ' d strike, will nobly sinkOur brave Yankee boys.

COLUMBIA VICTORIOUS. •

Tune-To .llnacremi in &liven.

•

'T o the Court of old Neptune, .the God .of the sea, The sons of Columbia sent a petitio11, That he their Protector a.iid Patron would be : W.hen this answer arriv'd free fro~ .terms or conditieu: " Repair to tlte sea, " You eonq'rors shall be ; "'' Aad ,proclaim to the world that C~lumbia is free! "'' Beside my proud Trident Decatur shall bear, . ~'- A.ad .t~e laurels ef Viet'.ry triumphantly wear J. The Tritons arose from their watery bed~ And seunding their trumpet, lEolus attended; Who summon'd his Zephyrs, ~nd to them be said,

A year before Francis Scott Key wrote his Defence ofFt. MHenry (soon to be renamed "The Star-Spangled Banner"), this page from The Columbian Naval Melody songster calls for the same, well-known tune.

SEA HISTORY 139, SUMMER 2012

Comparing rhe American and Brirish acco unts of rhis brief bm bloody engagement, rhere is surprising ag reem ent upon rhe facrs-rheAmericans had an undertrained crew and sailed srraighr into rhe fire from a ship well rehearsed in gunnery. Alrhough rhe American commander Lawrence famous ly cried "Don'r G ive Up rhe Ship," rhe ship was almosr immediarely given up indeed. 4 Ironic, bur such is rhe power of storyrellin g and narional myrhology- no worries, we would ger rhem back on Lake Erie, rhanks to Commodore Perry, and rhere are m any good songs abour rhar! The violared hulk of rhe Chesapeake was limped up to H alifax, repaired, sailed back to England, used as a rraining ship for rhe Royal Navy for a time, and then sold for scrap- her timbers still support a mill built in Wickham, England , aro und 1820, a mill not surprisingly still called the C hesapeake Mil l. Sometimes the nam e of som ething as modest as a small town mill represents quite a story! Tiuee English songs abom this bartle differ widely. The surviving broadside entitled "Shannon & Chesapeake" borrows rhe sam e tune Americans had invoked to brag about the victory of the US fri gate Constitution over the Guerriere a year before. The six verses matter-of-factly tell the story without hyperbole, but of course in praise of British valor. Many words are wasted rhyming "dandy" and "brandy" and "handy," as was the tradition when using rhe melody known as "Landlady of France" or "Brandy O!" A second, much longer acco unt survi ves on another broadside under the title "The Shannon and Chesapeak [sic]" and these lines include much more in th e way of detailed action, dialogue between the commanders, and a mo re co mpelling story line of the British captain, Broke, sending a written challenge to the Am erican , Caprain Lawrence, making rhis essentially a gentlemen's duel. While these lines praised rhe English sailors, "Like lions bold we rush'd on board,/ and foughr rhem h and to hand ," rhey stop well short of boas ting and bragging. Such boasring is reserved for a grand rhearer song for rhe London stage. Not a parody of a common folk song, bur ins read a newly composed work fearuring dramatic vocal leaps, "The Shannon and Chesapeake-rhe Rival Frigares" gave rhe Brirs something to cheer abour: 4

H er captain mortally wo unded , and th e crew and ship decimated in less than

15 minutes, there was no coward ice in th is tragic loss. The Chesapeake was simply and completely overwhel med.

.. . Britannia's Sons, Spread death and terror where they came, The trembling foe forsook their guns, And called aloud on Mercy's name ... but rhis leads us back to rhe class issue of how people, British or American, got their news. "The Rival Frigares" is obviously a glorified account, to be performed by a virtuoso on rhe London stage for rhe wealrhy, who could also afford ro buy rhe sheet music for performances back home. It was a grand sh owpiece, which probably faded quickly from public memory as rhe years marched on after the war ended. H ow does this connect back to issues of wealth and social class? The answer is simple-ir mattered rhen. The first two musical acco untings of rhe Shannon and Chesapeake would have been sung infor mally by the sailors themselves, in off-duty moments and over a bortle or two, most likely for m any years after; rhat is why at leasr one of rhese songs has survived over rhe centuries as a fo lk so ng. Thus the stories (news, remember! ) of real peop le in actual, heroic situations live on to evoke genuin e pride and nationalism, w hether English or Am erican . The urge ro remember our fallen heroes and learn from the critical public iss ues of years gon e by-this can be very strong and, in a sense, timeless. A longer article than rhis could lay our the prewar songs abo ur Truxton and Decatur, those for and against Jefferso n's embargo , and songs reflecring rhe polirical hear Madison rook for declaring rhis war, nor to mention music about many other h eroes and bartles. Luckily, these songs and rhe history behind them are published elsewhere; nearly all were rranscribed from newspapers, songsters, and broadsides. 5 Therefore, co ming from rhese populist forms and nor jusr surviving in sheer music, we know rhey are rruly reflecrive of rhe period. I urge all who care abo ur history to explo re and relive and study the truly popular songs of our past, especially as preserved in newspapers, broadsides, and so ngsters. Not only is o ur rich musical heritage graphic in detail there, it is often emorional, even rearful, while ar other times downright clever and fun. J, 5Keller, Kate Van W inkle. Music of the Wtzr of 1812 in America (An napolis: Colo nial Music In stitute, 201 1). Available th rough www. I 8 I 2 music.org and www. colon ialmusic.org.

Dr. David Hildebrand has been performing professionally since 1980, mostly in duet with his wife G inger, focusing on American music of the Colonial era, Federal period, and War of 1812 through the Civil War. David received his undergraduate degree from Dickinson College, an MA in musicology from Geo rge Was hington University, and his PhD in musicology from Catholic University. He presents concerts and educational programs throughour the country, consults in the field , and teaches American music history at rhe Peabody Conservatory. His book on the history of music in Maryland is to be published soon by the Johns Hopkins University Press. David is especially acri ve in using music to teach American history at a variety of levels. He presents at scholarly conferences, writes articles and reviews for academic journals, performs for students of all ages, and gives reacher workshops regularly sponsored by the National Gallery of Art and Mount Vernon. H e is creating a documentary film, Anthem, togerher with brother Mark Hildebrand, about the srory behind "The Star-Spangled Banner." Look for David this summer on the PBS series "Hisrory D etectives;" also slated for broadcast this summer is a one-hour NPR program he has produced on the music of the War of 1812. David and G inger Hildebrand's music enlivens rhe soundrracks of public relevision documentaries like Rediscovering George Washington, and Liberty!-the American Revolution. David and G inger have released six full-length CD recordings. 20

SEAHISTORY 139, SUMMER2012

Typical in layout and overall appearance, this broadside is unusually long. With too many lines to allow spaces between verses, it is hard to sing as printed. I

: NEW SON(}

ONj, THE CAUSES-.BEGINNING, EVENJ-.END--AND CONSE yuENCES OF THE LATE WAR Wrf

i' rl 11

Composed hy Sn .... s B AL Lou, R 1chmon~ " "'" 1 new-Hampslure.

TUNE ..... " THE GIRL I LEFr JIEIIIND ME. "

\ Perry with Aag 'll'd sails unfurl'd \\' hrn ••c were young and slender, >(t. Met B•rcl.iy on lake EHc She aim'•! al \J'S a ~ortal blo\Y1 ~ • -~~.him his m~tch lc ss .thu~ders hurl'd, Jltl: c;od \us our dcfe.nder. • 7 l ill ~a~clay i;relf' <Jllftc:: wqary, / J hoYlh salf her horrid plan , He i;arn d the vic ' try and tc!r.own ~mt Wuhi~gto~ he gue \"' He work'd Mm up so neatly; '.. !fa holiness msptr~d the rnan, !I He brought Old Engl~nd' 5 banners down With power a(ld alttll to ane us. k And swept the Ii.kc ccmpletely. She sent her fleets and armlcs o'er, i-. T Proud Downie fell on Lake Champlain To rmgc, kill, ind plunder, I By fortune quite fornkeh ; ' Our heron met them on the shore, . He was by bold Macdonough sluia · And all his Oct:t were t¥kcn , ' 1 .~nd be3t them back whh thunder. Our indrpcndcncc they confcss'd, 'Vhcne'er they met Columbia's sons, And with their hands Ibey sign'd it, • On lakes, or larger waters, But on thei r h;art1 'twas ne:cr impre11' • T They sunk ~c:ne~h he r !bundering gun 11 For there I acer could find 1t. Or humbly cr)''d for quariers. EYcr since lh•t time they have been 1ti111 ~ \.\'hen Prevost saw he'ti loin his fleet, o~r libertin invading, . He f!l\IC out special ordcr11, We bore i11 and forbore u'ntil · For his whole umy to retreat, Forbc.r.nce wu degrading. · • And leave the yankec borders. Reprtlien of the nilor'1 right, Through dreary wild$ o'er bog and !.:n, !mpress'tl our n;tive K amen; · · The)ULklcn gcm"hil blund'red, :,1ade thcnhpi~ country 6i;ht, ~He fted with .fifteen-thousand meo 1 And thus cn.la•'d our freemen. From Macornb's fiflccn-hundrcd. Great Maditon, beaought the foe, i;. ~ Let \Villiam Hull be counted null, / 'He 1111t<1ly tlidq mplorc: 'hem, · I r' Anti let hi'1. not IHd'.mecJ. , To let the 1u1t•1u.g captive go, J{. Upo~ the rolls oi .,i(it.ant soula, ; But lhey would oot restore them. Of him we arc ashamed. Our to!"merre 100 they c!id innde, . (\ . For his c.1 mpaign '~as worac than nin, Our ahtp they acarct.'d aod teizcd, .fl. A coward and a tr•1tor, Decl1ijn1; al.a we •bould trade, ~ }"or p11ltry golil hi1 army 1old,. With none but whom they pl.-ated. f . To Brock tl!e 1pccul11tor. . Tiius Madhon in thun<h:r ipookc, ~, When Proctor f~und ~rave Harr110n, We'Ye puwer aod we 1abat use it H11d landed on hu ttilon, Our frct'dom surely tiei at llalu/ ··., A\ny the tim'rou1 crc11ture run " And we mast &ltflt or late it. ' Wilb all his 11\'ilge ki;ion1. We'll hl•ke O)d Errglaod'a children kno But o•er-tak.cn were, and most We •re 1he brHe deaccndants, or them were lill'd and taken, or those wbo loq'cl tbei9ben IO 1 But Proctor IOOO fors<>?k hi1 post, And i:si• our lodcpencldCe. And 8ed to aava h;s bacon. • Our llOldiersWICI our team~,_. At Little York, bene..b the guns We'.te ~tin warlike morion, Of Ch.unccf, Dearborn lauded, • Strait to the &cld o..r aolJM:n ftew • And quickly made Old Eo1laod I 10D1, • 11• ICatnm 10 the ocean ' r Resign whet he demanded. ~·~ 111et tbeir foa 00 .;,.•ring WH , • From Geotgc:'1 Fort to E1ie'1 beach, .~•!h courage, lkill, ud apkndor. •· 011r unge foe• were beaten, hc1 '':'1l the9 down tn wat'rt Their nakccl booe~ were left to bleach, 0 'fore d tbca to iurrctMISr 1 When •olTc1 thcar fifth had eaten. ~or, H.aaUd lhinbrwte cJar . How ofl•n Brown mlllie Drummond ftf, nid ""'4lert & CMir Dl•J. ' F""" ai:cncs of dceoletion, ...""'iC;-Plain H.U •-* ;.,. Gllefrierc Tbe terror of.hi• noble eye,_ ~r.4 ba~ ...k die Jaft. Struck him with tonatern.&1aon. ~Jar '4IOk a .... el falM, ' i; Bra f t Miller, Ripley, Jonca and Scott, lhe: "- ••hlg •aaer l At Eric and Btidgewater, ~ At Ctaippewa in baulea hot, .ttiumplt br°"lbt her. Thc:ir)ran•~ foe, tlid ~11uglitet.

LD Engl dnd forty years :igo,

'f f

tr t

f f +

1 'f f

l T

iJ f

t f f f f f f f :._,e, :. f

..::...._._ .......... ....,

ashin!ron theh- horrid crimes, lldtiijh ~ lor y, d ren must l>lush in future time M, ead thi- shamefol story : burnt ,ffi·~ v vl11~s 'l)hich comf>tis'cl best of information, 1'¥! "r barb'rous deed~ will be. dcspi ,'tl CYery chriili:o n nation . llahimorc a · deadly blo", '1' e sons of mi~hicf 11in1e:d, c aons of fret'dom met their foe, ' wict'ry jtu~ly claimed. i<!at lheir ranks thunder burst, ny were kill'd and woundc·d, . dr chier commander bit the d111t, d all tht<i1• schemes confoundo:cl. h:it wonder• did bta\'e Jai:k»<in do, hc:n aided by kind henen. 1cir !oder and four thou11nd •lew, loat but only lt:fch ! ome interposing Angel's hand, epcll'cl their •ilc intrusion, he remnant of thc:ir broken band bey fled in &lld conrusion. I hey pa11'd tbro numerous trting 1cene1 : most of thrm dc:rc:ated · eir graJHI dc[cat at N~·01leans, he bloody ~enc comJ>leted. t oon a!1cr tl111 llloec:t peace arrh'd 1 Our 11 mies •tre di.banded, Our ac1t:e1'd foe1 •ho h•d 111nit'd The war were home commanded. ' hat b11 our inf1mt country ga.in'cl, r fighting that olcl n:tlion , ur libcniea '\Ye hne maintain'd Anti raia'd our reputation. W c'Ye galn'd the freedom of the 1eai, Our acamen are relencd, Our mariner. trade where they plcaae, lmpreHtncn11 too hne cca~t:d. Now in OGnelHa we an confidc:, .\bl'Olld we are respected, \Ve'Ye cbeck.'d the rage o( Il1i:i1h pride, · 1:_helr haugbtinna conccted. F1r1: to the Cod of boundlea. power Be thany and adoralioo, • ' Next Madi.on the wond'rous fto\Ter, ' Aud ie•:I of uur nation ~ext Congres1 doea ou; thanks demand. :Io thm our 1hank.1 we tender · • Our heroc1 next br wlf end 1an'ci l'o them our thanks we render.' Let u1 be juat, in union lhe, 1'bcn who will dare !made us l 11.anr 1houla, our Cod •ill i;lve Ills anrls cba"le to aid 01. t tar ni ah

GREAT BRITAIN.

, ,I, .

i SEA HISTORY 139, SUMMER 2012

History in the Palm of Your Hand: Recreating the Figureheads of the US Navy in Miniature by Lloyd McCaffery extyear,Iwillhavebeenworking as a professional artist for fifty years, mostly with marine subject matter. With this milestone in view, I have been thinking a lot about what I have accomplished and what my legacy as an artist will be. With a long career astern and sti ll eager to do more, I ask myself: IfI could do anything I wanted, what would it be? I have made ship models and carvings from large-scale state barges to miniatures at a scale of 64' = l." The subjects I have covered jump from seventeenth-century warships to Norwegian stave churches to skeletal models of steamboats. All have been enjoyable, yet in reflecting on what inspires me the most, I keep going back to one particular facet of this art-wood carving in miniature.

I have long recognized that recreating the fabulous decorations of old ships at miniature scales is the most challenging aspect of ship modeling, yet enjoyab le and rewarding all the same. Certainly the epitome of all marine carving is the figurehead. Recreating the human form in wood to a reduced size is challenging enough, but to do it in miniature can be intensely difficult, and achieving the human face particularly so. The ultimate challenge is obtaining a likeness of a specific and wellknown person. I have long toyed with the idea of a collection of ship figureheads in miniature, but such a collection would have to overcome problems of relative size, and the choice of an appropriate scale proved a vexing problem. Too small, and much detail on the full-size figures could be lost. Too

large, and it is not a sufficient challenge. Then, too , a collection of random subjects from the vast panoply of figures available would lack focus and limits. To tighten up and unify such a collection, I narrowed the field to figureheads associated with the growth of the United States Navy, from its earliest colonial antecedents to the decline of major ship carving in the late 19th century. I estimated that I could accurately portray at least 40, and perhaps as many as 60, of these figures. The result will be a unique assemblage of miniature carvings that can inspire and teach people about these fascinating relics of a bygone era in our history. I look upon the whole project as an effort to recreate a lost culture, what I call the nautical zeitgeist.

Figu,reheads of US Navy ships in miniature by Lloyd McCaffery

SEA HISTORY 139, SUMMER 20 12

I settled on the scale of 1/4-inch equals

1 foot, or 1:48 life size. This is the standard scale for many of the official "dockyard" models, m any of which are preserved to this day. This scale allows much fine detail on the surviving figures to be replicated in miniature, yet the whole collection can be displayed in a small area and readily grasped by the viewer as an organic whole. For this collection, I use boxwood (Buxus simpervirens), as I do for all miniature carvings. This is the green clipped hedge plant often seen along pathways. When it grows wild, it reaches up to twelve inches in diameter. This wood has a light-to-dark tawny yellow color, which is most pleasing to the eye and can rake almost microscopic derail. Some of today's model makers are using what is known as "Cas telli boxwood" (Calycophylum multiflorum), but this is nor a true boxwood and does not work for fine derail. For the stem and bases, I use apple heartwood. It has a dark, reddishbrown color and makes a nice supporting contrast to the carved figure. I did nor want this part of the structure to compete with the carvings. The collection is further unified by being the product of a single artist, working in a distinctive style and technique, yet respecting the appearance and workn1anship of the originals. Where the original figure has survived, such as the Jacksons and Franklins, I replicate what the ship carver did, while presenting it in my own style. A tremendous amount of research is required for any artist attempting to recreate a scene or subject from history with any degree of accuracy. For this proj ect, the quality and extent of information available for these specific figures varies greatly. In the best-case scenario, the actual figurehead survives, typically in a museum . H ere, it is simply a matter of measuring and photographing each piece. In other cases, ships' plans can be extremely helpful. In addition to drafts, any US naval vessel that was unfortunate enough to have been made a prize by the British would have its lines documented and saved in Admiralty records. Written descriptions by eyewitnesses to a launching-or even the occasional acerbic criticism of a new figure on a ship-provide supplementary information. Another source are the many SEA HISTORY 139, SUMMER 2012

USS Constitution as she Looks today. The scrollwork at the bow is representative of the style used for the 1812-era billet.

paintings, drawings, and woodcuts made of these ships, but one must have a discerning eye, as their accuracy and authenticity varies widely. Some artists, such as the Roux family of Marseilles, were noted for thei r scrupulous accuracy; they were, after all, paid to sketch and paint ships with precision. Other paintings, however, are all too often fanciful patriotic scribbles mrned out for public consumption-especially paintings of battle scenes. I have take n to studying other surviving examples by the original carvers. Even if other figureheads by the same carvers migh t not have survived, more often there are allegorical, religious, Masonic, and decorative carvings still extant. Take the famous sculptor William Rush (1756-1833) , for example. He began his career as a ship carver, having carved four of the original six frigates' figureheads. While these have not survived , there are almost a dozen surviving full-size figures he created for various architecm ral applications. These figures show how he handled drapery, hands, poses, and costuming. I can rake certain aspects of these carvings and apply his manner of working to a figure of which we have a description, but no surviving example. With the preliminary scholarship completed, let's move on to the actual process of carving the figures and scroll work of "Old Ironsides," from her original carvings of 1797 to today.

Original Figurehead: Hercules USS Constitution's original figurehead was destroyed in 1804 when the ship co llided

with her sister ship USS President at sea. As part of the repairs to the damaged bow, the crew replaced the figurehead with a simple curved billerhead. Without the actual carving for a reference, I used a full-si ze copy of the original ship's plans drawn up by Josiah Fox in 1795. At the stem, Fox drew in an outline showing what is known as the "space for the figure." A standard delineation used on ship plans from this period, it served to define the area to be used for the carving, and placed limits on how far it could extend in any direction. Exceptions were made for appendages, such as arms and accoutrements, such as spears, but the main figure was confined to this space. Constitution was originally fitted with a large figure representing Hercules, designed by William Rush and carved by John Skillen of Boston. Rush's design included the following instructions: As the Consrimtion of the Empire is the result of the Union of the States and united begets Strength it aught to be represented by an Herculean figure standing on the firm rock of Independence resting one hand on the fasces, which was bound by the Genius of America and the other hand presenting a scroll of paper, supposed to be the Constitution of America with proper appendages, the found ation of Legislation. Dr. William Bentley, the minister and scholar whose voluminous diaries chronicled the daily life of Salem, Massachusetts , in this nation's formative years, went down to see the new ship and wrote: saw the new ship ... the Head called Constitution, finished by Skillings [sic). Ir is an Hercules with the fasces of the United States & the Constitution standing upon a rock & his battoon lying beneath him. Michele Felice Corne (1 752- 1845) painted several works of USS Constitution in action during the War of 1812, bur one of his earlier depictions from 1803 clearly shows the Hercules figure at the bow. I sketched in a figure on a copy of the draft, based on what Corne painted and

on what I know of the figures by Rush and Skillen. The figure scales around nine feet on the diagonal, from the extended right leg to the top of the head. With the right arm extended forward and up, the basic oppos ition movement requires the left leg to be strid ing forward. The carving in the Corne painting is painted all white, in accorda nce with the trend in American sculpture during this period and with all the surviving figures by Rush and Skillen. I placed the bound fasces on the port side, with the left hand of the figure on top. The right hand holds a scroll for the Constitution, carved from two separate pieces of boxwood and inserted in to his hand. I carved a lion skin draped over his shoulders, and a separate "baton," or club, was placed on the base. This proud figure was featured on the ship until the collision with the frigate President in 1804 when it was smashed to pieces and discarded.

Scroll of the War of 1812 The billet that was carved at the bow when the ship was being repaired in 1804 in the Mediterranean was evidently not the one

she had during the War of 181 2, however. In his book, Shipcarvers ofNorth America, historian M. V. Brewington described a different billet, or scroll, as being carved for the bow during an 1808 refit by Daniel N. Train. Pictorial documentation of this work was thought not to exist until the USS Constitution Museum discovered a stereo photo of a different scroll, shown on a column at the Boston Navy Yard. They also h ave a copy of what looks like a woodcut of this scroll from the side, with two sailor lads lounging beneath. The placement of

the sailors is very convenient, as we can more or less scale off the size of this large carving by estimating the height of the two figures. This scroll was evidently on the ship for some time. Andrew Jackson Figures Thenextmajorchangecamein 1833, when Jesse Elliot, then commander of the Boston Navy Yard, had a figure ofAndrew Jackson 1his second Andrew Jackson figure is on display at the US Naval Academy Museum in Annapolis, Maryland.

This Michele Felice Corne painting of Constitution from 1803 is the only known contemporary depiction of the ship with the Hercules figure at the bow.

SEA HISTORY 139, SUMMER 20 12

carved by Laban Beecher and mounted on rhe ship. The long convoluted story of the political firestorm and decapitation (!) of this figure has been told many rimes before. Suffice it to say that a replacement head was carved by Dodge & Sons of New York and placed on the figure's body. This Jackson was on the ship until 1846, when ir was replaced with another figure-of Jackson. This rime, no one even noticed. This second Jackso n stayed until 1874, when it was removed from the ship and eventually sent to the US Naval Academy, where it is still on display. The first Jackson ended up in the Museum of the City of New York, and they have since acquired the missing head, including rhe piece of rhe mouth and chin, which had been separated and was only recently recovered. There have been a number of other billers used on the ship since then, bur

this ends rhe story of her active sailing career and the colorful stories about her figureheads . The miniature collection continues to grow, and I hope that it can be kept together as a unique depiction of a lost culture and a significant educational vehicle for the public. I am workingwithJ. Russell Jinishian to find a good home for these carvings representing in miniature the almost mystical decorations of rhe ships of the US Navy. ,t

USS Constitution's crew poses at the bow during the ship's 1931-34 national cruise.

Lloyd McCajfery started working as an artist in 1963, and began specializing in miniature and large-scale ship models and carvings

foll time in 1969. He is represented by the J Russell]inishian Gallery in Fairfield, CT He can be reached at pipership@hotmail.com.

USS Cons ti rurion' sfigureheads and billet in miniature by Lloyd McCajfery

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SEA HISTORY 139, SUMMER20 12

Stellwagen Bank National Marine Sanctuary Celebrates its 20th Anniversary r's been twen ty years since Srellwagen Bank and its surrounding waters off the Massachusetts coast was designated a National Marine Sanctuary. Named for Henry Stellwagen, the US Navy lieutenant who mapped the bankin 1854, the underwa ter plateau has been known to mariners since at least the 1700s, when sections ofir first appear on nautical charts. In 1992 Co ngress designated the area (638 square nauti cal miles) as the co untry's tenth National Marine Sanctuary (NMS). Today, the Office of Natio nal Marine Sanctuaries of the National Oceanic and Atmosp heric Administratio n (NOAA) m anages thirteen National Marine Sanctuaries and one Marine Na ti onal Monument, encompassing more than 150, 000 square

miles of ocean and Great Lakes waters. The Office of National Marine Sanctuaries serves as the steward for these special underwater places, to conserve, protect, and enhance their biodiversity, ecological integrity Boston G lobe front page,

reporting the loss of the fivemasted schooner Paul Palmer. ~

Office of National Manne Sanctuanes National Oceanic and Atmospheric Admm1strat1on STrI IWAGfN l\A NK NATIO NA i M AR I N I SANCT lJARY

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and cultural legacy. Mankind has h ad a long relationship with the area within the Srellwagen Bank NMS boundaries, li ke ly dating as far back as Native American visitation when lowered sea levels exposed dry gro und fo ll owing the last Ice Age. More recent history includes centuries of fishing, maritime commerce, rum running, and the transition from whale hunting to whale watching. Srellwagen Bank sits at the mouth of Massachusetts Bay between Cape Ann and Cape Cod. Its open ocean scenic beauty obscures shallow banks and deep basins that create varied habitats that support a rich di versity of marine life, including twenty-two species of marine m ammals and more than eighty species offish. More than one million people visit the sanctuary on whale watch trips each year, but there is m uch more to discover below the ocean's surface. The sanctuary's location astride the historic shipp ing routes and fishing grounds for New England's oldest ports also makes it a repository for historic shipwrecks rep resenting several hundred years of m aritime activi ty. Currently six shipwrecks sites (encompassi ng seven vessels) are listed o n the National Register of Historic Places, America's official list of cultural resources worthy of preservation. These sires are the steam ship Portland, lost with all hands during the famous Portland Gale of 1898; coal sch ooners Frank A. Palmer and Louise B. Crary, which collided and sank in 1902; the unlucky five-masted schooner Paul Palmer, which SEA HISTORY 139, SUMMER 2012

Synthetic ap erture sonar image ofthe collided coal schooners Frank A. Palmer and Lo uise B. C rary.

burned and sank after leaving port on Friday the 13'h, 19 13; the eastern rig dragger fis hing vessels Jojfre and Edna G, and the granite schooner Lamartine. The san ctuary's shipwrecks are tangible links to o ur pas t and provide a glimpse into our ancesto rs' lives through the vessels and smaller artifac ts that n ow reside o n th e sea floo r. At the time of th e sanctuary's designation, the number and signifi can ce of historic shipwrecks in the area was no t fully understood or recognized. It was not until 2000 that NOAA staff began to actively inves tigate the h isto ric reso urces residing in the Stellwage n Bank National Marine Sanctuary. For the pas t rwelve yea rs, N OAA m ari time archaeologists h ave used side scan and synthetic aperture sonar, m agn etometers, rem o tely o perated and auton om ous vehicles, and SCUBA divers to catalog and interpret the region's maritime landscape. Researchers have located fi fty shipwrecks to date, ranging from nineteenth-century schooners to m odern fi shing vessels. Archival sources indicate that at least ano ther rwo hundred await discovery. The sanctuary affords historical reso urces protection unavailable in other federal waters off Massachusetts. Sanctuary regulations pro hibit

An archaeologist explores the wreck ofthe fishing vessel No rth Star, one ofseveral vessels resting on the bottom ofStellwagen Bank in water shallow enough fo r divers to explore.

m oving, rem oving, or injuring- including even any attempts to m ove- any sanctuary historical reso urce, including artifacts and pieces fro m shipwrecks. The Stellwagen Bank National M arine Sanctuary's collection of m ari time heritage stories represents a vibrant part of o ur natio n's connection to the ocean . Acco unts of War of 181 2 sea battles in Massachusetts Bay and rum runners anchored on Stellwagen Bank during Prohibition are examples of how m aritime heritage has shaped o ur pas t and to uched millions of lives . Members of the public can discover their connection to the sanctuary's m aritime heritage by visiting its waters firsthand to watch wh ales, fis h , or SCUBA dive on a shipwreck. Visitors can also experience the san ctuary while rem aining o n dry land, th ro ugh interactive exhibits at Maritime G loucester or the New England Aquarium. Virtual visitors can learn abo ut the sanctuary by brows ing its website at http: //s tellwage n.noaa.gov, and stay in to uch by "friending" the sanctuary on Face book. ,t D eborah E. Marx is a maritime archaeologist with NOAAs Stellwagen Bank National Marine Sanctuary in Scituate, M assachusetts. She is a graduate of East Carolina Universitys Program in M aritime Studies. For more about our National Marine Sanctuaries, see http:!! sanctuaries. noaa.gov/.

(above) SS Portland in 1891; (right) dishware from the Portland's galley is a haunting reminder of the nearly 2 00 lives lost when the ship sank in 1898.

SEA HISTORY 139, SUMMER 20 12

The History of the "Racing Stripe" Emblem and Brand Part I: The United States Coast Guard H. by W illiam

n rhe modern history of rhe Unired Srares Coasr G uard, rhere has been a rapid shifr from misraken identiry and anonymiry ro a recognizable brand identiry. One anecdore provides a perfect example of rhis mistaken identi ry. On ocean station in O crober 1956, the cutter Pontchartrain held responsibili ry fo r coming to the aid of a downed transoceanic passenger aircraft. On rhe 19'\ rhe Pan American clipper Sovereign ofthe Skies lost two of its engin es en roure from H awaii to Califo rnia. After the aircraft radi oed the cutter and dirched n earby, the Po ntchartrain sent our irs small boats and gathered up all thirry-one passengers and crew. N o sooner had one survivor gained the safery of the cutter's deck, than he gratefully exclaimed , "Thank goodness for the N avy!" This case was one of dozens in which the C oas t G uard seemed unrecognizable to the public it served .

Thiesen, PhD

USCG Cutter Pontch artrain, 1959

John F. Ke nnedy was acurely awa re of the importance of imagery, having relied heavily on image-building in his successful 1960 presidential campaign. When they moved into the White House in 1961 , the president and the first lady began an effort to remake the image of rhe presiden cy, starring with Jacqueline Kennedy's redecoration of the White House interior and redesign of Lafayette Square, a park locared next to the White House. Kennedy next undertook a redesign of the jet designated as Air Force One. H e felr an initial design and paint scheme provided by the Air Force was too regal lookin g, so on the advice of the First Lady he rnrned to French-born industrial designer Raymond Loewy, whose wo rk had been recognized the world over during rhe posr-war period. Loewy's Air Fo rce One design won immediate praise from Kenn edy and rhe press, and rhe aircrafr becam e an important symbo l of rhe pres ident and the United States in offi cial visits across the country and overseas.

Delighred by rhe look of Air Force One, Kennedy granted Loewy's request for a meeting on 13 M ay 1963. During that meeting and another the subsequent day, the men discussed improving the visual image of the federal government, and Kennedy suggested the Coast G uard as an appropriate age ncy to start wirh. Shordy afrer rhe meetings, rhe design fi rm of Raymond Loewy/ W illiam Snaith, Inc., received a contract fo r a ninery-day feasibili ry study and, in January 1964, the fi rm prese nted its findings to Coast G uard leadership. With its exp eri en ce in d es igning industry trademarks, Loewy/Snaith recommended rhat the Coast G uard adopt an identification device similar to a commercial trademark. The firm believed the symbol should be easily identifiable from a distance, easily differentiared from other government or commercial emblems or logos, and easily adapted to a wide variery of air and sea assers. Th e Coasr G uard established an ad hoc commirree to work with Loewy/Snairh on the proj ect, and on 19 June 1964 the C oas t G uard signed a contract wirh the firm to "accomplish srndies, prepare design efforts and make a presentation of a compreh ensive and integrared id entifi carion plan fo r the US Coast G uard." On 2 1 March 1965 , during an all-day session at C oas t G uard headquarters, representatives from Loewy/Snaith presented their findings to the service, and on the same day the C oast

Guard chief of staff, RADM Paul Trimble, agreed to p roceed with the Integrated Visual Identifi cation Program. During the prototypin g process, Lo ewy/S naith selected a wide red bar to the upper right of a narrow blue bar canted at sixry-four degrees and running from lower lefr to upper righr. The Loewy/Snaith team used its own srylized version of rhe rradirion al C oas r G uard emblem for placement on rhe cen rer of rhe red bar. The overall design came to be known as rhe "Racing Srripe," or "Slash," embl em . The Racing Stripe design was resred on cutters and facilities in rhe C oas r G uard's Seventh Disrricr in rhe Florida area due to rhe grearer variery of sea asse rs srarioned there. The proto rype slash was affi xed to rhe cutrers D iligence and Androscoggin as well as a buoy render, vehicl es, and buildings ar Base Miami . Ar N orrh C arolina's Air Srarion Elizaberh C iry, rhe slash was affi xed ro an HH-52 helicoprer, a Grumman HU-16 ''Albarross" amphibian, and an H C- 130 "H ercules" fi xed-wing aircraft. On 4 M ay 1966, rhe service's ad hoc commirree fo r resring rhe Visual Identificarion Sysrem sent to rhe commandant a favo rable report regarding servicewide use of rhe Racing Srripe. During rhe protoryping process, rhe Coasr G uard's selecrion committee decided againsr rhe Loewy srylized shield and opred fo r rhe service's tradirional shield emblem insread. While rhe plan received the sramp of approval, derails SEA HISTORY 139, SUMMER 20 12

Identity for World Sea Services and Coast Guards remained to be ironed out over the next Since the 1970s, the Coast G uard maritime missions. 1his international enseveral months. By early sprin g of 1967, Racing Stripe and color scheme has been gagement has spread the service's reputation most outstanding issues had been resolved, applied even to assets not commonly as- and brand identity throughout the world. including the type-font for lettering and sociated with the service. With alterations The Integrated Visual Identification exact paint color specificatio n s. On 6 in coloration and angle, the Racing Stripe Program stands as the most successful April 1967, Commandant Edwin Roland has become a symbol for sea servi ce vessels branding program of any federal military issued Instruction 5030.5 , which ordered at the federal, state, county, and municipal agency and possibly of any agency in the servicewide implementation of the Inte- levels throughout the US and for scores of US government. Future service assets will grated Visual Identification System and foreign sea services. continue to feature the coloring and emended four years of study and exblem developed over forty years perimentation. ago to identify the Coast Guard The adoptio n of the Racing and distinguish it from other Stripe initially met with resistance federal sea services. from the Coast Guard's service culWhere many could not identure. Nonetheless, over the course tify the Coas t G uard's assets of the late 1960s and early 1970s, before it adopted a brand identhe symbol spread to every maritime tity, most individuals connected and aviation asset in the service. By with the water do now. Some of 1975, the Coast G uard's sail trainthis trend must be credited to ing ship, Eagle, remained the last the missions carried out by the service asset not sporting the emCoast G uard around the clock blem. Traditionalists had long held and rhe sort of operations in that the Racing Stripe would destroy which it serves; however, much her classic lines and traditional look, of that recognition sho uld also The Eagle debuted her new racing stripe during OpSaiL '76 be credited to the Coast Guard's and strongly opposed application of the emblem to the barque. As 1976 was approaching and the nation was making preparations for bicentennial celebrations, Eagle was to serve as the host ship ofOpSail '76. Here, the Coast Guard leadership saw anopportuni tyropresenrtheservice'sbrand identity to the world by distinguishing Eagle from theotherrallships in attendance, which included some of her sister ships. In 1976, the Eagle became the service's last cutter to adopt the Racing Stripe, and the ship's new look received a very public stamp of approval when CBS news anchor, experienced sailor, and OpSail TV commentaror Walter Cronkite singled our Eagle and her Racing Stripe logo with approving remarks.

Today, theserviceanditsmissionshave been associated with the Racing Stripe symbol and its unique color scheme for more than forty years. During this time, the Coast G uard has served throughout the world and co ll abo rated on a variety of levels with foreign coast guards and sea services. These acti vities include training, international patrols, and advising foreign sea services. In recent deployments, such as Operation Iraqi Freedom and the recent deployment of USCGC Dallas during the war between Russia and Georgia, the presence of USCG cutters with the instantly recognizable Racing Stripe has proved a de-escalating influence in high-tension

adoption of rhe Racing Stripe symbol. Thanks to a visio nary president, talented industrial designers, and a strong Coast G uard leader who saw the importance of a brand identity for the service, the assets of the Coast G uard are now eas ily identified by most Americans and foreigners connected to the sea.

William H. Thiesen is the Atlantic Area Historian for the US Coast Guard. For more information on USCG history, visit www. uscg.mil/historyl or contact: Historian's Office, Coast Guard Atlantic Area, 431 Crawford Street, Portsmouth, VA 23704; Ph. 757-398-6643.

(Left) USCGC Cypress, a 225-foot buoy tender, out ofMobile, Alabama, in 2009; (right) USCGC Healy breaks ice around the Russian-flagged tanker Renda, 250 miles south ofNome, Alaska, in January 2012.

SEA HISTORY 139, SUMMER 20 12

The NATIONAL MARITIME HISTORICAL SocIETY presents America's tall ship Eagle in a striking limited edition art print by WILLIAM

MULLER

"New York Harbor and OpSail Salute America s Celebrated Tall Ship Eagle" Sailing proudly past the Statue of Liberty, and surrounded by an escorting flotilla, the U.S . Coast Guard Academy's beautiful and historic square-rigged training barque Eagle keeps alive our nation's proud tradition of deep-sea sail into the 21st Century. Image size: 15 1/4" x 28" Sheet size: 2l1/8" x 33" Limited edition of 1,500, signed and numbered. $150 plus $15 s/h. To order, call 1-800-221-NMHS (6647), ext. 0., or e-mail nmhs@seahistory.org. NYS residents add applicable sales tax.

NATIONAL MARITIME HISTORICAL SOCIETY 5 John Walsh Blvd., PO Box 68, Peekskill, NY 10566

The History of the "Racing Stripe" Emblem and Brand Identity for World Sea Services and Coast Guards

Part II: The Rest of the World b road, others fo llowed th e United States Coast G uard 's example. The introduction of th e 200-nauticalmile economic zo ne in the 1970s, ecological concerns regarding oil spills and similar challenges, and the prevalence of drug trafficki ng by sea have led to ch e establishment of numerous coast guards or like services aro und the globe. When US Coast G uard vessels and aircraft were, o ne by one, painted with the Racing Stripe and the public began to recognize the marked vessels as part of the Coast G uard, only a few nations fo llowed the Am ericans' exampl e a t Ers t. By 2000 , however, m any coast guard services- especially in Latin America, the European U nion , Eastern Europe, Turkey, India, Pakistan , Japan , South Korea, South East Asia, and the Pacific island states-had introduced the slas h to th eir vessels, while Australia and New Zealand , Africa, and th e M iddle East h ave not fo llowed suit. Lookin g thro ugh the 200 9/2010 edition of the wo rld-renowned Jane's Fighting Ships, on e can count sixty-o ne nations that have introduced slash sym bols to law-enfo rcem ent ships. Just to the north, the Canadian coast guard (CCG) introduced a white slash to its polar icebreakers, the Pierre Radisson and Franklin, in 1978. The Canadian coast guard works in close coop era tion with its counterpart in the Uni ted States bu t is quite differen t in its structure and missio n. This o rganizatio n o riginated in the service fleet of the Department ofTranspo rr at O ttawa, which was fo rmed in its p resent state in the 1960s. The women an d men of this

by Christian Ostersehlte, PhD

Sweden's Coast Guard

service wear unifo rms, but they operate on merchant mari ne standards. The Swedish coast guard adopted the US-style racing stripe early o n . O riginally a m odest beach patrol establish ed in 1638, after Wo rld Wa r II it began operating a fleet of customs patrol vessels under the sup ervisio n of the Financial Ministry at Stockholm . In 1976, the service was transferred to the Ministry of Commerce and was already displaying the slash on its vessels, wh ose hulls were painted light grey and m arked with a dark blue double slash. In 1988 , the Swedish coast guard was reorganized. Today, it is overseen by the M inistry of D efense and m aintains a distinctive police profile. Th e livery was also ch anged. The slash rem ained, but now in Swedish national colors: yellow with a brighter blue backgro und The German wo rd "Kustenwache," or "coast guard," is inscribed on a number of types of governmen t vessels, but the Germ an coast guard is not a single authority like the US Coast G uard, but ra ther a loosely knit m arine patrol network establi sh ed in

1994 . These vessels all display a slash in German n ational colors-black, red and gold-with different hull colo rs, depending on the agency in which the individ ual vessel serves. The marine branch of the Federal Police (B undespolizei), a service of the M inistry of the Interior in Berlin, was fo unded as a border patrol service in 19 51 m odeled after the military, but, today, after many evolutions, it now operates more like the state police. Its vessels have a light-blue hull. The m arine branch of the Federal Customs Service (Wasserzoll), an agency of the M inistry of Finance, has a large fleet of green-hulled vessels that operate bo th in coastal and inland waters. The German seagoing customs service has a history dating back to the nineteenth century. C ustoms fu nctions were executed by the individual states until the government in Berlin took over in 191 9. The Water and Shipping Administration is a civilian au thority of the M inistry

Canadian Coast Guard offshore patrol vessel Leonard J . C owley

Germany's Kustenwache is made up of multiple government agencies. Vessels with black hulls are part of the Federal Waterways and Shipping Administration.

SEA HISTORY 139, SUMMER 201 2

Germany's Federal Police, or Bundespolizei, uses the national colors in its stripe against a light blue hull (above). The Search and Rescue (SAR) unit is considered part of the Kiistenwache but is p rimarily a non-p rofit organization. Its vessels are clearly marked in red against white (right). N ot shown are the green-hulled vessels ofthe customs service. ofTransportacion; ics history can be craced back to 192 1 when che Tran sportacion M inimy was established. This age ncy is respo nsible fo r m aintaining inland and coastal wa terways, including aids to naviga tion and icebreaking. This service most closely resembles the old US Lighthouse Service in structure and mission . A selection of its seago ing fleet operates under Ge rman coas t guard control and displays the "Ki.istenwach e" livery. The Wa ter and Shipping Administration had begun to paint the slash on the hulls of their seagoing vessels as early as in 1986. T he Ge rm a n marin e sea rc h a nd resc ue-using che internacional standard abbrevia tio n "SAR" -is operated o nly partly by the state in Germany. The navy fu lfi lls som e coordinated tas ks and operates the SAR Sea King helicopters, but the primary sea rescue agency is a donationfund ed chari ty o rganization. This model is no t unusual in Europe. Followi ng the standards of the Royal Natio nal Lifeboat Institutio n (RNLI) in the UK, the G erm an Life-Boat Institution (G LI) was fo unded in 1865. It is h eadquartered in Brem en and is fund ed by donatio ns. After

the International Convention on Maritime Search and Rescue was conve ned in Hamburg in 1979, part of the agreem ent thac was ratified in 1985 included an obligation to provide a mo re distincti ve m arking

of SAR craft. I n 1987, the GLI vessels received chei r slash symbol togech er with che charac ters SAR p ainted o n che hull. Afcer che fall of communism in Eascern Europe, m any countries chere began to escablish coas c guard services . Rising individualism and tourism, toge ther with slowly bu t gradually growing wealth, resulted in increased recreational boa t traffic in their offshore wate rs. The coast guards of che fo rmer communist nacions were ei cher set up as new institutions-Al bania or the Baltic states we re examples-or they were derived fro m the former communist-era bo rder guards, such as in Poland and Russia. The latter inherited from their Soviet pas t the fo rmer m aritime border guard, having operated under the N KVD and later KG B. Ac that rime, this fleet consisced of a large number of grey-hulled wa rships only to be discinguished from che regular navy by another service Bag, guarding the long sea border of che USSR and served primarily to prevent refugees and other opponents of the sys tem fro m leaving che Soviet Uni o n. After the dissolution of che Soviec Union in 199 1, the Russian government under President Yeltsin tried to fo rm a more m odern coas t guard from che remains of the fo rmer KG B maricime border guard. The service moved to che Ministry of che Interior, but President Putin, in power since 2000, placed it again under the control of che secrecservice (FSB), and it has acquired combat capability. N evertheless, arrempcs ac m odernization continue, including the adop tio n of an identifying slash paint schem e o n Russian coas t guard vessels.

Russian Coast Guard

SEA HISTORY 139, SUMMER 201 2

Finally, the Argentinean coast guard, the Preferura Naval, has a long h istory daring back to a captain-of-th e-port organization in the nineteenth century. Since th e Falklands War (1982) and the fall of a mili tary d ictatorship, the Argentinean coast guard has introduced a slas h symbol on its vessels, painted in national colors to readily identify its sh ips with the service. The slash/stripe as a mariti me identification symbol for coast g uards and related sea services around the wo rld is a part of maritime cultural history, much like fig ureheads, fu nnel colors, ho use flags, uniforms-all of which have been subjects of serious specialized study. Beyond the cultural managem ent strategies that can be addressed, the racing stripe as a logo or paint scheme underlies corporate and executive identi ty of the coast guards to the surrounding maritime community an d th e general public. 1,

Argentinian coast guard (Prefetura Naval) vessel GC-24 PNA Doctor Manuel Mantilla.

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Guardsmen who lost their lives during WWII through Vietnam. • Awarded two Naval Presidential Unit Citations for her service during Vietnam. • Credited with sinking U-Boat 626 duri ng convoy duty in the North Atlantic. Don't miss the opportunity to tour this ship. learn about its remarkable history. the recently completely underwater re-fit and the current workbeing done restoring her topside. USCGC ING HAM is located in Key West on the Truman Waterfront.

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SEA HISTORY 139, SUMMER 20 12

United States Coast Guard Cutter Eagle

United States Coast Guard Cutter Seneca

Both vessels pictured at the top of the page are cutters in the US Coast Guard, while both of the US Navy ships pictured at the bottom are frigates . How can a modern, high-tech vessel have the same designation as an old square-rigged sailing ship?

Cutter-The nautical term "cutter" is defined as a sailing vessel with one mast and two headsails. In the 18th century, the term was used for any vessel in Great Britain's Royal C ustoms Service, and when the US Revenue Cutter Service (forerunner of today's Coast G uard) was established in 1790, they adopted the same term for their vessels. The Revenue Cutter Service enforced customs regulatio ns and other maritime laws. Their vessels had to be fast to be able to chase smugglers and have shallow draft, so they could get into the smaller bays and inlets along the coast. The designation "cutter" has been carried across generations of vessel types. Today, all vessels in the Coast Guard fleet 65 feet and longer are called cutters. In the photo, above left, is the USCG Cutter Eagle, which is a three-masted barque used as a training ship. To the right is the 270-foot USCG C utter Seneca, which is used for Search and Rescue and for Maritime Law Enforcement. Cutters in today's US Coast G uard range from 65-foot tugs and buoy tenders to national security cutters and icebreakers that are more than 400 feet long.

Frigate-As part of the Naval Act of 1794, the US Congress authorized the building of six ships to establish a permanent navy. These first US Navy ships were heavy frigates, which were not as big as ships-of-line but were strongly built and heavily armed. Designed to be fast and maneuverable, frigates could perfo rm a variety of functions for the new navy, giving them the most "bang for their buck." Unlike the Coast G uard cutter, which is any type of larger vessel in the Coast Guard, a frigate is a specific class of ship that has evolved over time, with changes in vessel design and technology. Like the first frigates of the US Navy, such as USS Constitution (below, right), today's navy frigates have multi-mission capabili ty and are fast ships that are built to withstand heavy damage. In the photo (below left) is USS Vandegrift, a 453-foot guided-missile frigate based out of San Diego, California. The 204-foot USS Constitution is

the navy's oldest commissioned warship and is based in Boston, Massachusetts. She is a three-masted full-rigged, wooden ship and serves as a museum ship. Look for her underway in Boston Harbor this summer during the War of 1812 OpSail parade of tall ships. !,

United States Navy Frigate Vandegrift

United States Navy Frigate Constitution /

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SEA HIS'TORY 139, SUMMER 2012

Careers in the Marine and Maritime Fiela- - - - - - - -

Un ite d States Navy Deck Seaman Michael Achterling Right now, the US Navy employs a total of 633,037* people {active duty, reserves, and civilians); that's more than the population of Baltimore, Boston, Seattle, or Washington, DC! The navy is like its own little world and, likewise, needs all kinds of people doing all sorts of jobs to keep it functioning. There are shipboard personnel, of course, but there are also thousands of jobs ashore, and they all have to work in sync to keep the navy operating smoothly and efficiently. Careers in the navy range from: ship's officers, nuclear engineers, and Navy SEALS to doctors, x-ray technicians, and dentists; from business and legal experts to photographers and graphic artists; and of course cooks, firefighters, welders-just about any job you can think of. *asof30April2012

Michael Achterling is in

the US Navy and has a special assignment- he works as a Deck Seaman on the crew of USS Constitution, the 1797 fri gate stationed in Boston, M assachusetts. Constitution is unique in the navy in that she is a wooden sailing vessel and serves as a museum ship. H er crew practices both modern and 19th-century seamanship and works to maintain and sh are its histo ry with the public, as well as maintai n the ship itself. M ichael joined the navy fo r fo ur years because he saw it as a good job opportuni tyone that comes with a place to live, a paycheck, and a chance to fini sh college. To get his job as a deck seaman, Michael had to take a th ree-week ap prenticeship course after his nine weeks in Basic Training. Most of the skills fo r deck seaman, he says, he's learned on the job because the duties can vary so widely fro m ship to ship. "A d eck seamen on a destroyer has a very different job than a deck seamen on an aircraft carrier." Aboard Constitution, deck seamen are in charge of the ship's rigging, handling sails, p ainting the hull, and securing the deck, amo ng other duties. My day starts early in the morning. Boatswain's mates will tell me what I will be doing on any given day. The hours are very long, especially when the ship needs deaning or hasn't been painted in a while. Deck seamen are in charge of mooring the ship to the pier or anchoring when the ship comes into port. The deck seamen make the ship look good by lots of deaning, painting, and securing equipment safely and properly. Life in the navy isn't easy, and it takes a combination of self-co nfidence and humili ty to do you r job well , whatever job it is. Fo r M ichael, he says that "Aye, Aye," which means "I understand" or "I will comply," is "probably the most important phrase in the navy. Yo u are not going to be able to please everyone." He says that if you fo llow three major rules: "be on time, keep a well-groomed appearance, and do what yo u're told in a timely fas hion," that yo u'll do just fine. M ichael also advises people to "take some initiative, do the extra things, and learn as m uch as yo u can- it will pay off later." He hopes to take advantage of the navy's tui tion assistance program and get a chance to travel to places aro und the wo rld. M ichael doesn't know yet if he'll make the navy a career, but whether he stays in or leaves the service after his fo ur years are up, the discipline, training, and lessons he's learning now will help him wherever he goes.

Deck Seaman Michael Achterling, (2nd from left} aloft furling Constitution's massive squaresail. SEA HIST ORY 139, SU MME R 201 2

To learn more about USS Constitution, see www.history.navy. mil/ussconstitution; to learn about careers in the United States Navy, see www.navy.com/careers).

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he First Peoples' legend goes something like adult lives in the ocean but migrate upriver to freshthis: Coyote came to the region that we now water ponds or creeks to spawn. Chinook Salmon know as the Pacific Northwest. H e saw that adults die after laying or fertilizing their eggs. These humans were in need of some help, so he eggs hatch into small "fry" that grow in protected created the mighty Columbia River. He fresh waters until of an age and size, a "smolt," where connected this river from the Pacific Ocean C H\ N oo \<~ SA Uv'\O N to an inland pond where women had been keeping (01-Ko !"'-\--\ (NCl-\-tJS \SH/>-'v'\{T5C\-l,t\) two fish. Coyote declared that these fish would be "the people's food," because he knew the river would bring more humans. As the river flowed and the fish began to swim from the pond to the ocean and back again, Coyo te taught the people how to catch and cook these animals to feed themselves. Tens of thousands of tribal people once lived beside the mouth of the lower Columbia S\ \Z-0"1 (:;> S~NS~ of River, surviving largely on salmon. These were S M'f.LL '5câ&#x201A;ŹMS TO the tribes of Chinook people, whose ancesbv\VE: MIG\?-f>-llONS tors lived for at least 9,000 years before the Russian, Spanish, and British explorers arrived in the 1700s. When Meriwether Lewis and William Clark traveled to the area from the interior in 1805, they met the Chinook people and ate salmon. Lewis and Clark visited a vast native ~LAC\::: 6-VIV\Sj marketplace by the river that centered on the f 12-t:Si-\WATE\':. f\-1 P.-5 'E. F~t:Sl-\\fJAT~ Ml\L~ HAS Sl.-\A~~~ trade of salmon, and they watched the Chinook \.\00ÂĽ: 1ll NOSt: j\\J\) '?-ll>CX'l> \SAC\<. festival to celebrate the first catch of the season . The First Peoples often preserved the fish (oMt'IONL'( by drying it and pounding it into a powder and pressing this into a loaf, a type of pemmican. "Thus they can then travel downriver, out the mouth of the preserved," Clark wrote, "those fish may be kept sound Columbia, and into the Pacific Ocean. They live at and sweet several years." sea for several years, some traveling beyond Alaska, A few varieties of salmon still live in the Colum- until they return to complete the cycle by changing bia River today. The Chinook salmon that Lewis and their appearance, then fighting up the river, against Clark saw is by far the largest and certainly the most currents and rapids to spawn and die in the same place plentiful. It is also known as King Salmon. Like the where they were born. Lewis and Clark wrote of the other species, Chinook salmon, as the Coyote legend Chinook collecting and drying the salmon eggs, the suggests, are anadramous-meaning they spend their roe, for "much esteemed" food.

SEA HISTORY 139, SUMMER 201 2

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d 'j(£~ =--The Chinook peoples caught salmon , "'{;.~~ ~ using a variety of methods. By the mouth ;~ of the river, they made long seine nets with twine spun from spruce roots and with stones l6 fl) tied to the bottom edges. In narrower, quiet .----\, c;l ,, _ F~ ~ parts of the river they built intricate weirs, maz~ys:~~~ es, baskets, and traps. Over rapids they built d/~ overhanging stages where men with poles as -=--=-r· r@ long as thirty feet reached down to dip-net and spear salmon as the fish leaped past. According to traveler, writer, and artist James Swan in the 1850s, f; the best-tasting salmon were those that had just en~ : •f;\ ~ tered the Columbia River from the sea. These fish '--.'\ \ t\ y~ _, ~~) ,.- :.:,-_ / "-~ . ·~ were fat and healthy. They were caught swimming '· -,<,._ past a small town near the mouth on the Washing,;~ ~ ~ ' c~ ton side of the river, known today as, well, Chinook. l. - .!· ---::> Several different "runs" of Chinook salmon swim back and forth through the Columbia River mouth and c.- · ~;) /~( CJ across river entrances throughout the North Pacific. One (;:,::-> ' ·-· -· Chinook run on the Columbia is officially an endangered species, while other runs of Chinook and other salmon are threatened on this river. This is mostly due to a century's worth of overfishing, dam construction, and polluting of riverside habitat. Salmon, however, particularly the Chinook salmon, remains a powerful symbol of the Pacific Northwest-not only for the fish's connection to the First Peoples of the region but for what the fish reveal about the environmental health of the rivers. For decades now, several organizations with the investment of literally billions of dollars have been working toward the goal of restoring the traditional runs of Chinook. For some, this is to make Coyote proud. In the next issue: the giant extinct animal found by sailors on a little island off Siberia. For past ''Animals "Salmon Fishing at Chinook," illustrated by James Swan, 1853. in Sea History," go to www.seahistory.org.

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Managing Titanic byDoiOO"O'R,g~

he April centennial of the sinking of RMS Titanic brought the story back into headline news, covering every angle, from survivors' stories and recovered artifacts to a memorial cruise and a re-release of the blockbuster James Cameron movie Titanic. During this time, Massachusetts Senator John Kerry introduced new legislation to amend the RMS Titanic Memorial Act of 1986 to give the shipwreck and its artifacts more federal protection. Legal control of the sire, however, is complicated. Nor only do opinions vary considerably on how to manage the sire and its artifacts, bur the shipwreck lies outside US territo rial waters, making it challenging to claim jurisdiction over the sire. Since the wreck was discovered in 1985 by Robert Ballard and a ream of French and American scientists, hundreds of people have made dives to the wreck sire, nearly 2.5 miles below the surface, in deepwarer submersibles. Dr. Ballard has been advocati ng the sire's preservation. Evidence of injury to the ship, both by co ntact of submersibles with the wreck and by looting of artifacts, can be seen by comparing photos from earlier visits to the sire to more recent photo documentation. In a recent interview, he likened the experience to visiting other historic sires: "You don't go to Gerrysburg with a shovel. You don't rake belt buckles off the Arizona. So, visit, bur don't touch." He may have found it, bur he doesn't control it. Does anyo ne? RMS Titanic was insured for ÂŁ 1 million when it set sail, and the insurers paid this figure to the White Star Line. In theory, the insurance compan ies who paid the claim own the ship and its machinery, bur not the personal properry of the passengers and crew. Titanic artifacts have been recovered, initially by some of the crew of the cable ships sent out to pick up the bodies of rhe victims still floating in the North Atlantic, and later by those on the multiple trips to the wreck itself. RMS T itanic, Inc., has had "salvor-in-possession" rights to the wreck since 1994. More than 5,500 artifacts are on auction at a New York auction house right now, including

rhe 17-ton "Big Piece" section of Titanic's hull. By law (US), that collection has to be kept intact and portions of the collection must be made available for public viewing (other restrictions, or "covenants," apply). There are major differences in opinion on how to manage both the sire and its artifacts. Some see it as a grave site that should be respected by essentially leaving it alone or by limiting access. The director of the Maritime Heritage Program of the National Oceanic and Atmospheric Administration (NOAA), James Delgado, said in a recent interview rhar he is certain there are human remains inside the ship. NOAA recently released a photo from a 2004 expedition that shows a boot and coat on the sea floor, suggesting the resting place of a Titanic victim, even if rhere are no human remains visible. Because rhe interior spaces have been cut off from oxygen and scavengers, any human

Deparrment-NOAA's parent agency, which monitors the wreck sire. Officials have long agreed that the 1986 law has no teeth, and according to Senator Kerry, his bill (S. 2279) would "(l) [provide] the United Stares Department of Commerce with rhe aurhori ry to protect rhe Titanic wreck sire from salvage and imrusive research; (2) provide aurhoriry to monitor and enforce specific scientific rules to protect the public's interest in the wreck sire and collection; and (3) propose the establishment of a Titanic Advisory Council, modeled on advisory councils previously established under the National M arine Sanctuaries Act." NOAA's website outlining the existing and proposed legislation is at www.gc.noaa.gov/gci l_ titanic.html; you can track rhe bill on rhe Library of Congress website at http:// rhomas.loc.gov, by ryping in a search for "S2279."

This 2004 photo shows a boot and possibly a coat on the sea floor at the Titanic wreck site.

remains inside could be in a high state of Upon the lOOrh anniversary of its preservation. Other visitors to the wreck, sinking, the Titanic also came under including James Cameron, who has made the 2001 UNESC0 1 Convention on 33 dives to rhe site, say they have never the Protection of Underwater Cultural seen human remains there--evidence of Heritage. This international treary provides people, but not bodies. They question rhe guidelines for investigation and gives assertion that hundreds of intact human parries to the convention the aurhoriry remains are within and think that the to seize illegally obtained artifacts and government is simply using rhe grave site close their ports to vessels undertaking argument as a means to res trict access. The exploration not conducted in accordance with the principles of rhe convention. debate is complicated and ongoing. In 1986, President Ronald Reagan Information on the UNESCO Convention signed rhe RMS Titanic Maritime Mem- is available at www.unesco.org/new/en/ orial Act into law, establishing guidelines cul tu re/ themes/ und e rwater-cul tu ra lfor exploratio n of rhe sire and any recovery heritage/2001-convention/. ,!, efforrs. This bill prohibits removing, injuring, or selling any Titanic arrifacts I UNESCO is the United Nations Educational, wirhour a permit from the US Commerce. Scientific arud C ultural Organization. SEA HISTORY 139, SUMMER 2012

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Maritte Art News

Liquid Emotion by Sydney Zentall

15th National Exhibition of the A1tterican Society of Marine Artists With over 120 works of painting, sculpture, and scrimshaw, ASMA's 15th National Exhibition will travel to museums across the country through July 20 13. The works on display, from depictions of ships and seascapes to marine life and coastal scenes, represent the very best new works juried from more than 530 artist members of the society. Art Museum of Southeast Texas, Beaumont, Texas, 21 April-1 7 June 20 12 Art Museum of South Texas, Corpus Christi, Texas, 30 June-25 August 2012 Museum of the Southwest, Midland, Texas, 4 Seprember-7 December 201 2 The Haggin Museum, Stockton, California, 20 December-3 March 20 13 Coos Art Museum, Coos Bay, Oregon, 22 March-17 June 2013 Minnesota Museum of Marine Art, Winona, Minnesota, 4 J une-28 July 20 13

1he Down Easter Henry B. Hyde, Preparing to Anchor, San Francisco Bay by Christopher Blossom

Coos Art Museu1tt;s 19th Annual Mariti1tte Art Exhibition

i4 July-22 Seprember 2012

Harold W. Johnson wi ll be the featured artist at rhe 2012 Coos Art Museum's Annual Maritime Arr Exhibition. Ar last year's event, he won the "People's C hoice Award" for his painting My Friends at the Dock (see image, left), and in 2009 he won both the "People's C hoice Award" and the "Port Award." He recently rook the 2nd-place prize at the International Waters Exhibit in Ventura, Cali fo rnia-an exhibit organized by the Internatio nal Society of Marine Painters. The Coos exhibition will feature jurors Norma Jay, Buck Braden, and Alan Ryall, and is open to all members of the American Society of Marine Artists, the International Society of Marine Painters, and artis ts who create marine related rwo-dimensional original paintings in oil, acrylic, pastel, watercolors or sculptures. The Plein Air Paint Our, dinner, awards, and arr auction will rake place on 14 July. (235 Anderson Avenue, Coos Bay, OR 97420; Ph. 541 267-3901; www.coosarr.org)

My Friends at the Dock by Harold Johnso n

Modern Marine Masters The Maritime Gallery at Mystic Seaport opened its 2012 season with Modern Marine Masters on 29 Ap ril. The exh ibition celebrates the timeless beauty of the sea and ships with contemporary art created by award-winning artists from around the globe. Original paintings, drawings, sculpture, scrimshaw, and models from more than 50 maritime artists are on exhibit, including depictions of classic racing yachts, elegant modern vessels, working boars, busy harbo rs, and serene beaches. More than 75 wo rks of arr are on display and are available for purchase. Featured artists

Nearing Burnt Island by Leonard Mizerek

include Ian Hansen , James Harrington, Victor Mays, and Cean Youngs. Modern Marine Masters will be open through 10 June 20 12. Admission is free. (Maritime Gallery at Mystic Seaport, 75 Greenmanville Road, Mystic, CT 06355; Ph. 860 572-5388 or

USS Constitution at Boston by Stan Stokes

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SHIP NOTES, SEAPORT & MUSEUM NEWS

The Battleship Iowa was officially transferred from the US Navy to the Los Angeles-based Pacific Battleship Center (PBC) on 30 April 2012. Until recentl y, USS Iowa has been mothballed at Suisun Bay, California, as part of the N ational D efense Reserve Fleet since 200 1. Th e ship was being fo ugh t over by two Cal ifo rnia non-p ro fits, whi ch we re each vyi ng for a chance to adopt the storied battleship as a museum ship. The ship was moved to the Port of Richmond to undergo res toration wo rk in March. PB C plans to have rhe ship underway towa rds southern Califo rnia by the end of M ay, with an anticipated arrival dare at Berth 87 in San Ped ro on 9 Jun e. Throughout its career, USS Iowa and the State of Iowa have had a stro ng relationship. For this new phase, Iowa Governor Te rry Branstad signed a bill pledging $3 milli on towards the ship's preservation. Look fo r updates at the PBC website at www.pacificbattleship. com fo r upcoming events surrounding the ship's arrival m

USS Iowa heading to the Norfolk Navy Yard in 1985.

June. Yo u can also "friend " them o n Facebook at www.face book.com/ pacificbatrleship. (PBC, POB 1739, San Ped ro, CA 90733) . . . Australian billionaire Clive Palmer announced in early May his plans to build a high-tech replica of the Titanic at a Chinese shipyard, with a maiden voyage planned for late 2016. The first voyage will follow the 19 12 planned route from England to New York. Titanic II will be built to simil ar dim ensions as the origin al ship but will be equipped with stare-of- the-art technology. She wo n't need those fo u r fam ous stacks fo r operations, but the ship will be fitted with them anyway to maintain the Titanic's ico nic appearance. C live Pal mer made his fort une in real estate before be42

co ming a coal mmmg magnate and is currently making a run for the Australian Treasurer's sear as the Liberal National Parry candidate. W hile Pal mer intends to maintain the appearance of rhe original ocean liner, besides the fake stacks and diesel engines, there will be big changes below the waterli ne. H er h ull will be welded- not riveted, her bow will sport a large bulbous shape to increase fue l efficiency, and the ship will be fitted with bow thrusters and an enlarged rudder, like modern cruise ships. . . . About 40 trees from Naval Support Activity Crane (Indiana) are being selected for upcoming dry dock repairs on the 1797 Navy frigate USS Constitution, scheduled to begin in 2014. Naval Support Activity (NSA) C rane, rhe third larges t US Navy installation in the world, has approximately 53, 000 acres of land forested with white oak, the same species used in the ori gin al co nstruction of rhe

Navy foresters and CDR James Stewart (right), commanding officer ofNSA Crane, assess a mature white oak set aside for Constitution. The ship's next dry docking is p lanned for 2 014 and will include replacing deteriorated 40-Joot-long hull p lanking and supp orting timbers.

ship. It was during Tyrone Martin's tenure as co mm ander of Constitution in the 1970s that h e had thousands of acreage at NSA Cran e d edicated as "Co nstitution G rove," to supply the histo ric wa rship with sui ta bl e timber fo r fu ture resto rations. The new timbers will be shipped to Boston in fa ll 201 4, and rhe restoration is expected to take about two years. (www. cnic.navy.m il/crane/; www.history. navy. m il/ ussco nsritution/) The Bemus Point-Stow Ferry, now in its third century of continuous operation on Chautauqua Lake in Western New York State, has just opened for the season. Located at Stow, New Yo rk, the historic ferry is located at Exit 8 off Interstate 86, app roxima tely 12 m iles west of Jamestown. O n 25 June 1811, Tom Bemus obtained a license fro m the Chautauq ua Coun ty Co urt of Common Pleas to ru n a ferry across the narrowest section of the

lake, linki ng property he owned on both shores . The first ferry was a log raft, propelled by oars and poles. Bemus's ra tes were 6 Y2 cents for a pedestrian , l 8 Y2 cents fo r a horse and rider, and 37% cents for a wago n/carriage with oxen or horses. Later, the Bemuses stretched manila ro pe between the shores to pull rhe fe rry across. A few years later, a series of pulleys and ro pes was devised, powered by the use of horses on the shore. By 1887, steel cables were put in to use-at th is tim e, the ferry was still being cranked by hand. The fi rst steam engine was installed by 1902, fo llowed by a gasoline engine six yea rs later. In 1943, the ferry was pu rchased and operated by the Ch autauqua Co un ty Hi ghway Departmen t. Its first d iesel engine was ins talled in 1977. Sin ce 1983, the non-p rofi t Chautauqua Lake Historic Vessels Co. has owned and operated th e ferry. The owners sim ply ask fo r a donation for passage across the lakehop efully imore than rhe first fare of 6 Y2 ce nts. (W1WW.sealio nproj ecrlrd. com) . ..

SEA HJISTORY 139, SUMMER 201 2

Space enthusiast Jeff Bezos, better known as the Chairman and CEO of Amazon.com, announced that an expedition he funded has located the five booster engines that launched Apollo 11 into space in 1969 off the coast of Florida. He plans to mount a recovery exped ition soon. After liftoff from the Kennedy Space Center at Cape Canaveral, the 32-mill ion horsepower F-1 engi nes separa ted from the Saturn V rocket, as designed to do, and plummeted back to earth , landing in the Atlantic. According to Bezos's blog, "I was 5 years old when I watched Apollo 11 unfold on television , and without any do ub t it was

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a bi g co ntributor to my passions for science, engineering, and exploration." Bezos's team used sonar to locate the engines, which lie on the sea bed at 14,000 feet below the surface. NASA retains ownership of the engines and is reviewi ng a recovery proposal from Bezos. The Sm ithso nian National Air and Space Museum in Was hington, DC, is the official repository fo r NASA artifacts . (www. bezosexpeditions.com) . . . On 2 April, the National Marine Fisheries Service (NMFS) announced that fishers will be allowed to catch up to 6 ,7 00 metric tons of Gulf of Maine cod in 2012, down 20% from last year. In late 201 1, a new stock assessment for G ul f of Maine cod found the stock had declined unexpectedly, necessitating major reductions in catch limits for 2012. The National Oceanic and Atmospheric Administration (NOAA) and the New England Fishery Management Council, which includes state officials and co mmercial fishers, worked with the fishing industry to identify flexibility within fe d eral law that wi ll protect cod, while providing

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sustained fishing opporrunities. Without this effort, the catch limit for this year would have been set below 1,500 metric tons, a cur of more than 80% from last year. NOAA is granting commercial groundfish sectors (groups of fishing vessels that share an annual allocation) a carry-over of up to 10% of the 2011 allocation into 2012. The fish in g industry requested the carry-over, which is part of the 6,700-metric-ton catch limit. In addirion, recreational fishers, who once had to discard cod smaller than 24 inches, can now keep cod as small as 19 inches, decreas ing the amo unt of fish discarded at sea. A new assessme nt of Gulf of Maine cod will be conducted in 20 12, in rime to set 2013 catch limits. The G ulf of Maine Research Insrirure has agreed to coordinate a comprehensive look at stock structure, an effort that will involve a variety of partners to eval uate what is known about the number and distribution of various cod stocks. (For more informatio n on the Magnuson-Stevens Act, yearly catch limits, and updates from NOAA's National Marine Fisheries, visit them on line at www.nmfs .noaa.gov/sfa/)

A collection of historic flags from USS Constitution and a 3-pound cannonball once removed from the ship's hull netted $7 84,500 at auction at Freeman's Auctioneers and Appraisers in Philadelphia on 30 April. So ld at auction were 11 of the twelve flags belonging to the late H. Richard Dietrich Jr., including a 19-star ensign used from 1816 to 1817. The oldest banner, daring from the late 18th or early 19th century and

bearing 13 stars and 8 stripes, did nor sell. The top two lots were sold for $158 ,500 each; one of the two was a rare and early commodore's broad pennant, in use from 183 7-1845 . This pennant dares from the period when the Constitution served as th e flagship of both the Mediterranean Sq uad ron (1837- 1838) and the Pacific Squadron (1839-1842) under Commodo res Jesse Elliot and Daniel Turner. (www.freemansaucrion.com) ...

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This 8'9"-Long pennant is believed to be the earliest example of a Commodore's Broad Pennant, which would have been flown on the ship when a commodore took command ofa squadron and remained on board as Long as he was in that position.

1922

SEA HISTORY 139, SUMMER 20 12

African Queen in Key Largo Visitors to the Florida Keys can now take a ride on the African Queen, the iconic vessel from John Huston's classic 1951 film of the same name starring Humphrey Bogart and Katharine Hepburn. Added to the National Register of Historic Places in 1992, a major $70,000 restoration project was recently completed. In April, a re-launching ceremony included Humphrey Bogart's son, Stephen Bogart. The African Queen was built in 1912 at England's Lytham shipyard. Originally named the Livingstone, it served the British East Africa Rail Company shuttling cargo, hunting parties, and mercenaries on the Ruki River in Congo until 1968, when the boat was purchased and shipped via freighter to San Francisco for use in the movie. It was stripped of most of her original equipment, including the engine. After the movie, the boat was used by various owners as a passenger vessel on the west coast. The African Queen ended up in Florida by the 1980s and went through some periods of neglect in between owners . It was in use at a Key Largo hotel until 2001 when its engine broke down and was never fixed. Last year, Captain Lance Holmquist and Suzanne Holmquist signed a long-term lease with the owner to restore and operate the vessel as an excursion boat. Not only did the Holmquists have structural repairs made, they rook great pains to make the vessel look like it did in the fi lm. You can now take a canal cruise or dinner cruise on the African Queen from the Holiday Inn Key Largo, at Mile Marker 100 on US 1. (For info, email adventure@keylargoprincess.com; Key Largo Marine Tours, Inc., POB 312, Key Largo, FL 33037; Ph. 305 451-4655; www.keylargoprincess.com/queen/) SEA HISTORY 139, SUMMER 2012

In March, the US Navy's shipbuilding plan was sent to Congress, calling for a buildup to a 300-ship fleet over the next five years. Funding levels are set by Co ngress, and if funding decreases so will the number of ships, jeopardizing the navy's ability to meet its expected missions. The plan calls for just over $16 billion dollars in spending on shipbuilding each year until 2018, with increases in funding projected for the years beyo nd. While the plan sounds ambitious to some, in a 22 March hearing of the

House Armed Services Readiness Subcommittee, Vice Admiral W illiam Burke, the head of operations for warfare systems, testified that the US Navy needs at least 500 ships to meet commanders' needs as the Defense Department sets its sights on the Pacific. The Navy and Marine Corps have had some disagreement over which ships should be included in the plan. The Navy is advocating increasing the submarine fleet and maintaining eleven carrier strike groups, while the Marine Corps is pushing for an increase

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BOOKS A SHIP WITH NO NAME: RARE TALES OF A SEA-GOING RESCUE TUG DURING WORLD WAR II. Read exciting exploits off the Normandy beaches and the tragedy of the LeopoldviLle. Read a personal narrative of how it was in the English Channel during wartime. "W hile reading the book, I felt as though I was back at sea." See website: h ttp://www.sunoasis.com/acr3.hcml. A CARELESS WORD-A NEEDLESS SINKING by Capt. Arthur R. Moore. Documented account of catastrophic losses suffered by American Merchant Marine and Armed Guard during WWII. 720 pp, lists crew members and ships, profusely illustrated. Eighth printing sponsored by American Merchant Marine Veterans. E-mail: gemurphy@verizon. net.

THE AUTHORITY TO SAIL by Commodore Robert Stanley Bates. The fully illustrated authoritative history of US Merchant Marine licenses and documents issued since 1852. Coffee-cable size, 12" x 14;' website: http://bacekmarine.com. A PERFECT LADY-A PICTORIAL HISTORY OF THE US COAST GUARD BARQUE EAGLE by Tido Holtkamp. Signed Paperback, 160 pages, 250 photos. $25 includes shipping. Email eaglebook@att.net. SHIPS OF THE US MERCHANT FLEET, 140 photos of ships at the peak of the USMM, and HISTORY OF ELECTRIC DRIVE FOR SHIPS gives overview of Navy, Merchant Marine, Coast Guard and Oceanography by Capt. John A. Culver; www.jacmodel.net.

IT DIDN'T HAPPEN ON MY WATCH and SCUTTLEBUTT by George E. Murphy. Memoirs of forty-three years with United Scates Lines aboard cargo and passenger ships. Anecdotes of captains, chief engineers, crew members and the company office. Website: www.gemurphy.com; e-mail: gemurphy@verizon.net. NEXT VOYAGE WILL BE DIFFERENT by Captain Thomas E. Henry. Accounts from my 37 years at sea. Available through Amazon.com and BarnesandNoble.com. Also, CRACKING HITLER'S ATLANTIC WALL. Call 772 287-5603 (EST) or e-mail: Arcome@aol.com for signed copies. You can buy NMHS books and other maritime classics at the NMHS Ship's Store. Visit www.seahistory.org.

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in amphibious ships. Rep. Rob Wittman (R-VA) expressed concern at a 28 March hearing that the reduced plan may not meet the needs of the US shipbuilding industrial base. Defense Secretary Leon Panetta explained that the reduced numbers should satisfy both the military's needs and the industrial base, and that the US is committed to making sure that we maintain an industrial shipbuilding base that will be prepared to produce the US Navy's ships in American shipyards in the future , without having to go abroad. The report also counts on all major ships being operable to the end of their expected service lives . As of 4 May, the current fleet numbered 284 ships. The planned fleet for 2019 wo uld include 12-14 ballistic missile submarines , 11 nuclearpowered aircraft carriers, 48 attack submarines, up to 4 cruise missile submarines, about 90 large surface combatants, 55 small surface combatants, 32 amphibious landing ships, 29 logistics ships, and 33 support vessels. . . . Two New Orleans high school students were selected as winners of the Operation Sail essay and art contests, earning

USS United States vs. HMS Macedonian, 25 October 1812 by Stuart Young themselves and a parent/guardian a spot onboard the Coast Guard tall ship Eagle as guests of honor for OpSail's New Orleans parade of sail in April. Madison Matherne, 18, of Marrero, LA, won the essay contest for her essay tided, "USS Constitution in Her Finest Hour." Fourteen-year-old Stuart Young of Sunset, LA, won the art contest with his

Save the Date! New York City Pickle Night Dinner The New York City Pickle Night Dinner, named for HMS Pickle, the smallest ship at the Battle ofTrafalgar in 1805, will be held on Friday, 9 November, at the New Yo rk Yacht Club in New York C ity. The main speaker will be the Royal Navy's US Naval Attache, Commodore Eric Fraser, OBE. The preliminary speaker will be Kathleen Troia "KT" McFarland, senior security analyst for Fox News and a member of the Secretary of Defense's team during President Ronald Reagan's administration. For more information, contact Sally McElwreath, SallyMC79@verizon. net. (above right) Attendees at last year's event, seated at the table "HMS Victory. " All tables bear the names of ships at the Battle of Trafalgar. At the center is Admiral Sir Jonathon Band, who will receive the NMHS Distinguished Service Award this fall at the NMHS Annual Awards Dinner on I 0 October 2012, also at the New York Yacht Club.

SEA HISTORY 139, SUMMER 2012

sketch of the battle fought between USS United States and HMS Macedonian . Both students invited their fathers to accompany them on board for the event. C ongratulations! According to a February report by the National Park Service, Boston's historical sites and parks help bring in millions of dollars to the region. Approximately 3.2 million Anne T. Converse Photography

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people visited the Boston National Historical Park and Boston African American National Historic Sites in 2010, the latest year for which figures are available, and spent more than $93 million in the parks and surrounding communities. This activity supported 1,212 jobs in the local area. These figures were extracted from a national study, which revealed that visitors to National Parks spent $3 1 billion in 2010, an increase of $689 million over 2009 . (To download the report, visit www.narure.nps.gov/socialscience/ ptoducrs.cfm#MGM and click on "Economic Benefits to Local Comm uniti es from National Park Visitation and Payroll, 2010" .) BankNewport in Rhode Island recently launched a new boat loan program to support the completion of SSV Oliver Hazard Perry. Now through the end of 2012, for each consumer boar loan of $100,000 or more

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foot square-rigged ship to a diverse student population, including those with disabilities. (O HPRI, POB 115, 29 Touro Street, Newport, RI ; Ph. 401 8410080; www.tallshipsrh odeisland.org) ... In April, Connecticut's State Senate and Governor Dannel P. Malloy officially designated the 2013-2014 academic year to be the "Year of the Charles W. Morgan." Mystic Seaport president Steve White explained that the designation "will enable us to integrate our exhibits and programs with the state's education and tourism initiatives and

help us raise awareness of the importance of rhe ship to both Connecticut and America's maritime heritage." The historic whaling ship is in the middle of a major multi-year restoration project that will return the ship to a seaworthy condition. They plan to rake rhe Morgan to sea for a visit to her original homeport in New Bedford, MA, and a for a visit our to Srellwagen Ban k, north of Cape Cod, not to hunt the whales but to pay respects to them and our seafaring heritage. (75 Greenmanville Ave., Mystic, CT 06355 ; www.mysricseaport.org)

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WOODENBOJ\T SHOW originated at BankNewport, the bank will donate $250 to Oliver Hazard Perry Rhode Island (OHPRI). For loans of less than $100,000, the bank will donate $100. BankNewport has already extended grants totaling $35,000 to OHPRI, including $25,000 in 2008 for the acquisitio n and shipb uilding plan for the vessel, and a second grant in the amo unt of $10,000 in 20 10 in support of the organization's headquarters at the historic Buliod-Perry House on Washington Square in downtown Newport. As of this past January, OHPRI had raised nearly $5 million toward its $7.4 million fundraising goal. The hull of the uncompleted rail ship is berthed at Senesco Marine in North Kingstown, RI, where it is undergoing major steel work in preparation for its upper deck and the addition of 331,650 pounds oflead ballast. The OHPRI plans to offer experienced-based core learning opportunities onboard the 196-

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SJEAHISTORY 139, SUMMER2012

FESTIVALS, EVENTS, L ECTURES, ETC.

•OpSail 2012: Virginia, 1-12 June; Baltimore, 13-19 June; New London, 6-8 July. (See www.o psail. org for links to Specific ports and their respective websites.) •33rd Annual Sea Music Festival, 7-10 June at Mystic Seaport (75 Greenmanville Ave., Mystic, CT 06355 ; www.mysticseaport.org) •"Captains, Monarchs, Philosophers, and Merchants: Picturing the 17th Century," 7PM lecture, 9 June, at the Jamestown Settlement in \'V'illiamsburg, VA (www. historyisfun. o rg) •Portland Rose Festival Fleet, 6-10 June in Portland, OR (www.rosefesrival.org/ events/ fleer/) •Maryland Army National Guard Band Free Concert, 12 June, at the Chesapeake Bay Maritime Museum in Sr. Michaels, MD. Concert begins at 7 pm. (For more information: email havefun@cbmm.org; Ph. 4 10 745-29 16; www.cbmm.o rg) •Boston Harborfest, 30 June-6 July with the OpSail Parade of Sail, Blue Angels Air Show, and Boston Pops concert on 4 July (www. ourflagwassrill there. o rg/ even rs/bosto n-event. h rml) •Tall Ships Challenge 2012: 6-9 July, Newport, RI ; 19-23 July, Halifax, Nova Sco tia. (see www.sailrrai ning.org derails) •Sea Chantey Festival, 24 July at the Maritime Museum of San Diego (1492 North Harbor Dr., San Diego, CA 9210 1; www.sdmaririme.org) •Eggemoggin Reach Regatta, 4 August near Brooklin, Maine. Wooden sailboats 24' or longer are eligible to race. (www.erregarra.com) •30th Annual Antique and Classic Boat Festival, 25-26 August in Salem, MA. (Info and boar entry: Ph. 617 666-8530; www.boarfesrival.org) •Lake Champlain Maritime Festival, 9- 12 August in Burlington, VT (9 Taft Street, Essex Junction, VT 05452; Ph. 802 482-33 13; www.lcmfesrival.com) •21st Annual WoodenBoat Show, 29 June- I July at Mystic Seaport in CT (see ad on page 48 for information) •Penobscot Bay Rendezvous, Power and Sail Regatta in Camden, Thomaston, and Rockland, Maine, 16-1 9 August (www. penobsco rbayrendezvous.com) •War of 1812 Bicentennial Commemorations, 15-20 August, Chicago, IL; 22-27

August, Toledo, OH; 27 Augusr-4 September, Cleveland, OH; 5-10 September, Detroit, MI. (See www.o urflagwassrillrhere.org for derails and events in other locations throughout 2012) •"Behind Closed Doors: Graphic Novels and the US Navy," 6-SPM, 20 September at the Hampton Roads Naval Museum. Reservations required. (One Waterside Dr., Suire 248, Norfolk, VA 235 10; Ph. 757 322-3109; www.hrnm.navy.mil)

at The Mariners' Museum ( 100 Museum Dr., Newport News, VA 23606; Ph. 757 596-2222; www.marinersmuseum.org) •Battle of Lake Erie, permanent exhibit at the Erie Maritime Museum (15 0 East Front Sr., Erie, PA 165 07; Ph. 8 14 4522744; www.eriemaritimemuseum.org) •War of 1812, feat ures the iconic "Don't Give Up rhe Ship" flag from the Barde of Lake Erie at the US Naval Academy Museum (12 1 Blake Rd., Annapolis, MD 21402; www.usna.edu)

EXHIBITS

•1812: A Nation Emerges, 15 June-27 January at the National Portrait Gallery (S rh and F Streets NW, Washington, DC 20001 ; Ph. 202 633-8300; www.npg. si.edu) •Written on the waves: Shipboard Logs andjournals, through 1October2012 at the Peabody Essex Museum . (PEM, East India Square, 161 Essex Street, Salem, MA 01970; 978 745 -9500; www.pem.org) •Lighthouses and Legends, paintings from rhe Burrichrer/Kierlin Marine Arr Collection, through 19 October 201 2 at the Minnesota Marine Arr Museum (800 Riverview Drive, Winona, MN 55987; Ph. 507 474-6626; www. minne so tamarinearr.org) •jack London Photographer, over 50 images through 3 December 201 2 at the San Diego Maritime Museum (1492 North Harbor Dr., San Diego, CA 92 101 ; www. sdmaririme.org) •American Society of Marine Artists 15th National Exhibition, 2011-2013, traveling to: Texas, California, Oregon, and Minnesota. (ASMA, www.americansocietyofmarineartisrs.com) •Sea Battles ofthe war of1812, an exhibition of 25 oil paintings by Hans Skalagard (113 Harbor Way, Sama Barbara, CA 93109; www.sbmm.org) •Treasures from the Collections and Restoring a Past, Charting a Future at Mystic Seaport Museum (75 Greenmanville Ave., Mystic, CT 06355; www. mysricseaport.org) •Push and Pull: Life on Chesapeake Tugboats, through 2014 at the Chesapeake Bay Maritime Museum (2 13 N. Talbot Street, Sr. Michaels, MD 21663; Ph. 410 745-29 16; www.cbmm.org) •Always Good Ships: A Tribute to 125 Years of Newport News Shipbuilding,

CONFERENCES AND SYMPOSIUMS

•33rd Annual "Music of the Sea'' Symposium, 8-9 June at Mystic Seaport (75 Greenmanville Ave., Mystic, CT 06355; www.mysticseaporr.org) •"Bermuda Dockyard and the War of 1812," Conference sponsored by the Naval Dockyards Society and rhe National Museum of Bermuda, 7- 12 June (http:// nds201 2bermuda.wordpress .com) •Ninth International Conference of the History of Oceanography, 12- 16 July 2012 in Athens, Greece. (For information, see www.seok.gr or contact the local organizer, Dr. George Vlahakis, at vlahakis@ yahoo.com) •HistoryTeacher Workshop, 25-29 June at the Mariners' Museum ; Science Teachers Workshop, 1-2 August. Each day focuses on a different topic. (100 Museum Dr., Newport News, VA 23606; Ph. 757 596-2222; www.marinersmuseum. org/ed ucation/reacher-workshops) •"The Naval War and Privateering," 2930 June at the North Carolina Maritime Museum (315 Front Sr., Beaufort, NC 28516; www.ncmaritimemuseums.com) •"Maritime History between the Public and Academia: The Challenges Ahead," 46rh annual confere nce sponsored by the Centre for Maritime Historical Studies at Exeter, 1-2 September at the University of Exeter, UK. (For information contact Maria Fusaro: M. Fusaro@exerer.ac.uk) •The War of 1812 Bicentennial Conference Series: Part I, "Origins and the War at Sea," 27-29 September 2012 in Sr. John, New Brunswick. Hosted by the Gregg Centre fo r the Study of War and Society, the University of Maine, and the New Brunswick Museum. (Email Dr. Marc Milner at milner@unb.ca for more information)

MARITIME HISTORY ON THE INTERNET

by Peter McCracken

Searching for Geographic Information Online

hile maritime history is, in many ways, the history of the American uses. Each country has its own TLD , such as .fr for space berween places, it certainly also has important con- France, .mx for Mexico, .qa for Qatar, or .bd for Bangladesh. A nections with specific locales. Finding information about web search for geography site:.bd will return the term "geograsuch places can sometimes be a real challenge. One of the greatest phy" found only in sites with a top-level domain ending in .bd. benefits of the internet is its ability to remove the l!iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiâ&#x20AC;˘ In Google, the use of"site:" limits the search to only sites within that range. This can be distance berween a researcher and a source. When yo u seek geographical information about New applied in many different ways, from site: Zealand, instead of having to locate a research umd.edu for information from just the Uniuniversity that comprehensively collects data on versity of Maryland's website, to -site:sears. Pacific nations, or traveling to New Zealand itself, com for information from everywhere but the you can simply visit the online site of the New Sears pages. Zealand Geographical Society at http://www.nzgs. Beware-even when limiting to a countryco.nz without leaving yo ur home. specific TLD, the sites are not always from the Many other resources offer ways country in question; many companies now to find geographical information about use such top-level domains to customize nearly any place in the world, from their URLs, creating sites like http:! /last. yo ur computer. Google, as always, is fm (an online radio service, using the a great place to start. Google Maps TLD from Micronesia), http://mlb.tv (http://maps.google.com) has maps (online baseball games, using the TLD from Tuvalu) , or http:// and satellite images of pretty much the unglue.it (a growing use, in which action words are created from entire terrestrial world. They even show the TLD for Italy). Nevertheless, it can be a good way of narrowing the underwater world as well, with images that show incredible down results to government-published content. topographical representations of the ocean floor. Google Earth Several online gazetteers provide useful tools for learning (http://earth.google.com) provides an even more remarkable more about specific locations. GeoNames (http://www.geo way of exploring the wo rld's geography, through Google's free names.org) has over 8 million place-names from around the downloadable geographic information program. wo rld, and yo u can limit your search to just a single country, For information about a country, Wikipedia (http://www. as well as use a variety of advanced search options. The Global wikipedia.org) is an excellent starting point. Entries for major Gazetteer (http://www.fallingrain.com/world/) is one of the countries can be surprisingly long and complex, and most link few sites to include elevation information. It doesn't provide to numerous related entries as well. Even more useful, in some much of a search function; you need to know the country and the cases, are the footnotes Wikipedia contributors provide, which region within the country to narrow down to the location yo u're can guide one to excellent primary resources. For a summarized seeking. Finally, the National Geospatial-lntelligence Agency's view that focuses more on facts and figures, the World Factbook, GEOnet Names Server (http://earth-information.nga.mil/ published by the CIA and available at https://www.cia.gov/ gns/html/) covers the entire world except the United States and library/publications/the-world-factbook/, has an entry on Antarctica. Like many government sites, it's got a clunky interface every country in the world recognized by the US Government. hiding an enormous amount of information. Using the appropriate top-level domains (TLDs), one can Suggestions for other sites worth mentioning are welcome limit searching to information created by a specific country's gov- at peter@shipindex.org. See http://shipindex.org for a free ernment. The TLD is the last part of a URL; we're most familiar compilation of over 140,000 ship names from indexes to dozens wi th ones such as .com, .edu, or .gov, but these are primarily of books and journals. ,!,

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Reviews The Captain Who Burned His Ships: Captain Thomas Tingey, USN, 1750-1829 by Gordon S. Brown (Naval Institute Press, Annapolis, MD, 2011, 214pp, illus, notes, biblio, index, ISBN 978-1-61251-044-6; $28 .95hc) The naval commanders of the American Revolution, the Quasi-War with France, the Barbary Wars, and the War of 1812 form the "A-List" of American heroes from that period, of which no shortage ofbiographies have been published over the years. Names like Stephen Decatur, Isaac Hull , Oliver Hazard Perry, and Thomas Macdonough dominate our national memory and the pages written abo ut that era in naval history. These men are duly remembered for their courageous acts during ship-to-ship combat, commanding newly built ships of the fledgling United States N avy. One thing about real life, however, is that while a few names seem to get all the credit, we all know they didn't achieve success on their own. Beside them and behind them were countless individuals who supported the fleet and the men in the ships with supplies, ships, logistical support, and administrative organization, that worked together to put those A-listers in the right spot at the right time. Captain Thomas Tingey was one of those B-list individuals-or perhaps even C-list. Few would know his name, but his service to the US Navy was important to its success in the first part of the eighteenth century. Tingey was a native of Great Britain andservedforashort time in the Royal Navy as a young man, but he found his way to Philadelphia prior to the American War for Independence, marrying an American girl and getting employment in commercial sail for a Philadelphia shipowner. It was through this connection that he began his service in the US Navy. What fo llowed took him in a different direction than some of his fellows. He was captain of naval vessels in the West Indies, taking numerous prizes but nothing terribly dramatic that would give him celebrity status. Tingey, instead, was called on to supervise the construction of a new navy yard in Washington, and he served this post for nearly three decades until his death in 1829. The navy yard would become the service's largest shipbuilding facility, and SEA HISTORY 139, SUMMER2012

Tingey personally oversaw its development and personnel. In his new book, Gordon Brown serves both as a biographer and a chronicler who looks at a rapidly changing time in the navy, the nation, and in the growth of the US capital in Washington. Tingey was an effective administrator, but not without flaws, and Brown does a good job of painting an admirable but balanced picture of the man in the context of his times.

gem in the Portsmouth Navy Yard in New Hampshire long before the start of World War II. Interwar competition between the yard and private firms proved that working outside the bounds of the service's own submarine construction facilities could be troublesome; private firms like Electric Boat and Lake Torpedo Boat Company were more likely to stray from plans and develop their own designs that might not meet important specifications. By 1930, the Portsmouth Navy Yard was the only producer of submarines for the United States Navy. Rodney K. Watterson's 32 in '44 carries the story of the Portsmouth Navy Yard's submarine construction heroics from an average of two submarines per year in the 1930s to an asto unding seventy-nine constructed between 1July1940and1 July 1945. In one peak production year, 1944,

THE GLENCANNON PRESS And the tide, The Captain Who Burned His Ships? Tingey did in fact burn his ships. When British forces were invading Washington in 181 4, Tingey gave the order to burn the shipyard he had spent the last dozen years building, and the ships in it, to keep them from British hands. Afrer the war, T ingey stayed on to rebuild it all. Brown's examination of Thomas Tingey is worth a read for his careful look at a man whose work had a significant impact on the early US Navy and for the view into Tingey's time and surroundings during the formative years of our government and navy. MARTIN

PERRY

Falmouth, Massachusetts

32 in '44: Building the Portsmouth Submarine Fleet in World Wtzr II by Rodney K. Watterson (Naval Institute Press, Annapolis, MD , 2011, 17lpp, photos, notes, ISBN 978-1-591-149538; $34.95hc) The United States had already found a

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John Lyman Book Awards Each year, the North American Society for Oceanic History (NASOH ) presents the John Lyman Book Awards, named for NASO H 's fo under, the late Professor John Lyman (1921-1977) of the University of North Carolina, to recognize excellence in the publication of books that make significant contribu tions to the study and understanding of maritime and naval history in six categories: US Naval History, US Maritime History, Naval and Maritime Science and Technology, Naval and Maritime Biography and Autobiography, Canadian Naval and Maritime Histo ry, and Naval and Maritime Reference Works and Primary Sources. Winners of the awards for books published in 2011 were announced at NASOH's annual meeting held in Galveston, Texas, 22-26 Ap ril 2012. Congratulations to all these authors for their fine wo rks. -Paul Fontenoy, NASOH Awards Committee Chair

US Naval History Spencer C. Tucker received an H onorable Mention for his editorship of The Civil Wtir Naval Encyclopedia, published in two volumes by ABC-Clio (ISBN 978- 1-59884-338-5 ; $180hc) Reviewers' comments: "Impressive array of highly qualified contributors, and the inclusion of some fairly obscure topics make this a great so urce." "Impressive achievement and a must-read for all Civil War naval and maritime historians, both professional and amateur."

US Maritime History William Michael Morgan won the award for Paci.fie Gibraltar:

US-Japanese Rivalry Over the Annexation of Hawai'i, 18851898, published by Naval Institute Press (ISBN 978-1-59114529-5 ; $34.95hc) Reviewers' comments: "Copiously researched, well written revisionist work, above all-dispassionate." "Tells the important yet overlooked story of US-Japanese tensions over the an nexation of H awai'i, using a rich collection of archival and documentary sources, and constitutes a significant contribution, not only to maritime history, but also to the fields of diplomatic and military history." "A new interpretation on the annexation of Hawai'i that is germane today in view of a small independence movement on the islands. H e makes outstanding use of primary sources and provides a comprehensive narrative of the series of events that led to US control."

Naval and Maritime Biography and Autobiography Elliot Carlson Morgan won the award for Joe Rochefort's Wtir:

The Odyssey of the Codebreaker Who Outwitted Yamamoto at Midway, published by Naval Institute Press (ISBN 978- 161251-060-6; $36.95 hc) Reviewers' comments: "Well researched, balanced toward subj ect, very well written." "Superior research producing an eminently readable and scholarly appraisal of a very important figure in both intelligence and operations during World War II ."

Canadian Naval and Maritime History James Pritchard won the award for A Bridge of Ships: Canadian Shipbuilding During the Second World Wtir, published by McGill-Queen's University Press ( ISB N 978-0-77353-824-5; $59.95hc)

Reviewers' comments: "Excellent resource and presentation-the author knows shipbuilding." "Most comprehensive, documented , and well written, detailing the tremendous contribution made by Canadian shipyards to the war effort."

Naval and Maritime Science and Technology Stephen J. Hornsby won the award for Surveyors of Empire: Samuel Holumd, ]. W. F. Des Barres and the Making of the American Neptune, published by McGill-Queen's U niversity Press ( ISBN 978-0773538481 ; $39.95pb) Reviewers' comments: "Packed with often-overlooked information, well written, replete with relevant illustrations." "Am bitious topic and research that went into the study of coastal exploration. Well-written, insightful, I could go on ... "

Naval and Maritime Science and Technology Carmel Finley received an Honorable Mention for All the Fish in the Sea, published by the University of Chicago Press (ISB N 978-0-22624-966-7; $35.00hc) Reviewers' comments: "Intriguing study of a little known subject." "Extremely important contribution to the literature on maritime science and technology, fisheries, and marine environmental history, which has already generated significant buzz in these fields. Does an excellent job critiquing the concept of maximum sustainable yield by using a variety of archival and documentary sources ... There is no doub t that this book will become an indispensable resource for both scholars and fishery managers ."

Naval and Maritime Reference Works and Published Primary Sources Gordon Miller won the award for Voyages to the New World and Beyond, published by D & M Publishers I University of Washington Press ( ISBN 978-0-29599-115-3; $55.00hc) Reviewers' comments: "Excellent accurate paintings and accompanying text." "Awesome art book . . . NASOH might consider adding a category for marine art." "Effortlessly transcends the limitations of coffee-table books . .. this is a substantial contribution to the literature of the Age of Discovery."

The NASOH John Lyman Book Awards committee members are: Dr. Paul Fontenoy, North Carolina Maritime Museum; Dr. Gene Smith, Texas Christian University; Dr. Christine Keiner, Rochester Institute ofTechnology; and Dr. D avid Winkler, Naval Historical Foundation. To learn more about the awards, NASOH, and for lists of past years' winners, see www.nasoh. org/awards.html. 52

SEA HISTORY 139, SUMMER 20 12

the yard turned out thirty-two submarines, including a record four in one ceremonial launch. Watterson relies heavily on statistics to tell his story, and well he should. Graphing the number of submarines built alongside the civilian employment numbers is dramatic enough; numbers like 434 enemy ships totaling 1.7 million tons sunk by Porrsmouth submarines show the definite effect the Portsmouth yard had on the war. The author delves into the human side of the story as well, in his examination of the managers and the people working for them. H e discusses patriotism both at the yard and as expressed through the Portsmouth media. He shows how both experience and innovation led to some of the triumphs of the yard. In regard to the form er, he explains how a recent history ofbuilding submarines at low levels of production made the transition to mass production relatively easy for the yard at the commencement of the war. In regard to the latter, he examines scheduling, bulk ordering of m aterials, wo rker empowerment, and other novel concepts and their roles in the greater success story. In the end, he presents the Portsmouth Navy Yard as yet another li ttle-known but majorly important cog in America's World War II production machine. ]OH N ]. GALLUZZO

More great NEW reads from Sea History Press ... COMING

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How New Yorkers came together to save the city's sailing-ship waterfront by Peter and Norma Stanford with an introduction by John Stobart, RA This lively account of a great urban adventure begins in the 1960s with two New Yorkers who were committed to creating a maritime museum in M anhattan's old sailing ship waterfront-the South Street Seaport Museum. Entranced by the old brick buildings of the Fulton Fish Market neighborhood and aware of the rush of new office-building construction in Lower Manhattan, they moved to save the old buildings as an historic district, and breathe new life into New York's old Street of Ships. The idea of recreating the old sailing-ship waterfront inspi red yo ung and old, rich and poor, Wall Streeters and blue-collar workers, seamen, firemen, policemen and teachers to work together to found a museum showcasing the ships that built the port, which built the city, which built the nation.

Hardcover, 400 pages, 24 pages of photos and illustrations $25.00 + $6.95 s/h in US; call for international rates

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Hull, Massachusetts BreakingIcefor Arctic Oil, the Epic Voyage ofthe SS Manhattan Through the Northwest Passage by Ross Coen (University of Alaska Press, Fairbanks, 2012, 215pp, isbn 978- 1-60223- 169-6; $24.95pb) In 1969, the lev iathan oil ranker Manhattan entered the Northwest Passage from the east, and when it emerged on the other side, it launched the American rush to Arctic resources. The Manhattan's refit as an icebreaking oil tanker and successful transit of the Northwest Passage changed conventional ways of thinking about the technology of moving millions of barrels of crude oil, while accommodating nascent ideas of environmental protection. Her trip also challenged the world's notions of the sovereignty of the fabled Northwest Passage itself-issues still with us today. The discovery of oil in Prudhoe Bay two years earlier cranked up the engines of theoilindustryas they tried to figure out how to get millions of barrels of crude oil from SEA HISTORY 139, SUMMER2012

NEW EDITION!

with an introduction by Admiral Robert}. Papp, Jr., Commandant, US Coast Guard

In the year 1946, amid the post-war confusion, Commander Gordon McGowan, US Coast Guard, found himself the master of a three-masted barque, a battered prize of war. With her carry-over crew of German seamen and neophyte Coast Guard personnel, he trasfo rmed her into a well-found Coast Guard training ship able to make a trans-Atlantic voyage under sail. In Admiral Pap p's words, ". .. in his simple effort to document a small portion of Eagle's history, [McGowan] related a story of courage, initiative, humility and devotion to duty which stands the test of time, and should serve as both a lesson and example for the young public servants that the Coast G uard Academy strives to develop."

Hardcover, 255 pages, 36 illustrations $25 .00 + $6.95 s/h in US; call for international rates To order, visit the NMHS Ship's Store at www.seahistory.org, or call 9 I 4 737-7878, ext. 0. 53

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the fro zen north to th irsty world markers. Humble Oil & Refining Co. leaped ahead of the pack when it launched the Arctic Tanker Test to test a model of safely and profitably shipping oil through the ice fields. They reforged an obscure giant cargo ship into a mammoth ice-breaking oil tanker, and Coen explains this marvel of modern engineering with exacting derail. Neither Humble Oil nor the US State Department requested Canadian permission for the journey, fearing to confirm that countty's ownership of the waters.Although no one ever really expected, back then anyway, that a regular trade route through the Northwest Passage would become reality, issues ofsafety, rescue, and potential pollution, churned up the questionable ability of Canada to lay exclusive claim to the waterway. Coen expertly uses the story of the Canadian Coast Guard escort by the john A . McDonald to present all the maritime boundary claims, treaties, and declarations involved in the contentious sovereignty issue. The theme of environmental concerns runs in a deeper current throughout the narrative. Although the US passed domestic legislation regarding pollution in 1899, he explains, transoceanic shipment of oil had become an international issue. Underscored by the 30-million gallon oil spill of the Torrey Canyon in 1967, the world closely watched the transit of the Manhattan. Well illustrated with graphics and photographs, the book is a page turner. The foreword by former director of the US Arctic Research Commission Lawson Brighamarguably the most knowledgeable Alaskan Arctic expert-puts the politics of oil in perspective. Drawing on comprehensive accounts from US and Canadian government documents, oil company records, and media coverage of the voyage, Coen gives a densely noted and very readable account of the tensions and triumphs of the historic voyage. Ten pages of bibliography and a very good index puts this book on the m ust have reference shelf. The story of how the Manhattan came to break the Arctic ice and the oil company that staked so much on its success is a valuable cautionary tale for current times as the oil industry continues the quest for the same risky riches. ]. PENNELOPE GOFORTH

Anchorage, Alaska

SEA HISTORY 139, SUMMER 20 12

Signed copies available from the author!

A Hard Fought Ship The story of HMS Venomous

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NEW from Sea History Press Our Flag Was Still There: The Sea History Press Guide to the War of1812 Its History and Bicentennial Commemorations Maritime historian and award-winning author William H. White will guide readers through the highlights of both the land campaigns and the sea battles and answer the questions: "What really happened?" and "Why does it matter?" Our Flag T#ls Still There will serve as a guidebook to the upcoming bicentennial celebrations across the country beginning in 2012: the OpSail tall ship and naval ship parade up the east coast and in the Great Lakes, exhibits, reenactments, concerts, air shows, fireworks and more. To order your copy, visit the National Maritime Historical Society's Ship's Store at www.seahistory.org, or call 914 737-7878, ext. 0.

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