Sea History 148 - Autumn 2014 by National Maritime Historical Society & Sea History Magazine

MARITIME

FINE MARITIME PAINTINGS AND DECORATIVE ARTS Consignments now invited

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Join fellow NMHS members for the cruise of a lifetime as we sail from Venice to Athens aboard the luxurious tall ship Star Clipper 10 nights, 23 September 3 October 2015 One of the stars of the sea, Star Clipper is a true clipper ship reflecting a proud heritage in every inch of her polished brass and gleaming brightwork. Life aboard is blissfully relaxed, much like traveling on a private yacht. Star Clipper offers spacious accommodations and expansive teak decks with two swimming pools. Our NMHS group will look for every opportunity for hands-on sailing and our trustee Captain Sorio will provide a talk on navigation. Enjoy the company of fellow members and meet our chairman and trustees as we cruise from Venice to Montenegro, Croatia to Athens. Special events we have planned for NMHS members include maritime seminars on "Tall Ships into the Twenty-First Century" and "The Age of Sail."

Accomodations are selling out quickly-reserve now before they are gone!

SEA HISTORY

No. 148

AUTUMN 2014

CONTENTS 12 100Years of Shipping Through the Isthmus of Panama, by Dr. Timothy J. Runyan Shipping routes were forever changed when the Isthmus ofPanama was cut by a canal, deep enough and wide enough to aLLow ships Large and smaLL to cut from the Atlantic to the Pacific without foLLowing the dreaded and deadly Cape Horn route. 18 Overcoming Disease and Injury to Build the Panama Canal, by Nancy Schaefer, N ina Sroyan-Rosenzweig, and Rolando Garcia-Milian The mammoth undertaking ofconstructing the Panama Canal was nearly brought to a halt by the Lowly mosquito. The US Army undertook sweeping steps to protect workers from the disease-carrying insects, and improved health care overaLL. 20 Naval Battle of Plattsburgh Bay, 11September1814, by Captain Walter Rybka By 1814, the British war with Napoleon had ended, freeing up troops to send to North America to fight against American forces, including a planned strike down the Richelieu River into the Hudson. The two sides met on the waters offofPlattsburgh, New York, where American ships and navy men would have to head offthe invasion. 26 Historic Ships on a Lee Shore: Ranking of Historic American Ships, by Captain Walter Rybka What do you do when you can't save them aLL? In order to open up a national discussion, Captain Walter Rybka offers his choices ofhistoric ships that should be saved.

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32 Grants and the Maritime Heritage Act-an Update, by Timothy J. Runyan The National Maritime Alliance has helped get funding reinstated to the National Maritime Heritage Act grants program. Tim Runyan gives us an update on what's available and how to apply.

34 The 38th Voyagers: Sailing a 19th-Century Whaler in the 21st Century, by Peter McCracken Afteryears ofplanning, the Charles W Morgan completed her 38th voyage this summer. Mystic offered "Voyager" crew positions to a select number of applicants; our own Peter McCracken sailed onboard for the first Leg oftheir historic voyage, and shares his experience here.

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38 The National Maritime Historical Society Annual Awards Dinner, 2014 NMHS wiLL be recognizing four honorees for their contributions to the heritage of the US Coast Guard, the American tradition of the America's Cup, preserving and promoting our national marine resources, and the enduring Legacy of Operation Sail. 42

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Sporting Art, a New Take on our Love of the Water, by J. Russell Jinishian Sport fishing is an oft-overlooked aspect ofour relationship with our waterways. A talented group ofartists is capturing the spirit offishing; here is a guide to where their works are showcased.

MARINE ART:

Cover: Into the Gulfstream Chop, Schooner Mandu and 72' Yawl Orion, Bermuda Race, 1934 by Don Demers, oil, 24" x 30". Image courtesy off Russelljinishian Gallery. (For more marine art on exhibition this fa.LL, see pages 42-44)

DEPARTMENTS 4

DECK Loe AND LETTERS

IO NMHS:

A CAUSE IN MOTION

SHIP NOTES, SEAPORT & MUSEUM NEWS CALENDAR

PATRONS

SEA HisTORY FOR Krns

57 59

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SEA HISTORY (issn 0146-9312) is pub li shed quanerly by rhe Nario nal Maritime Histo ri cal Sociery, 5 John Walsh Blvd., POB 68, Peekskill NY 10566. Periodicals posrage paid ar Peekskill NY 10566 and add'! mailing offices. COPYRIGHT © 2014 byrheNarional Mari rime Historical Sociery. Tel: 914 737-7878. POSTMASTER: Send address changes to Sea History, PO Box 68, Peekskill NY 10566.

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DECK LOG Paying our Respects

aptain Walter Rybka has been a leader of the maritime heritage community's involvement in saving USS Olympia, Admiral George Dewey's flagship in the Battle of M anila Bay. Dewey's iconic words from that battle, "You may fire when you are ready, Gridley," heralded the new era of American naval power during the Spanish American War. Knowing the Society's interest in saving Olympia, when we held our annual meeting in Erie he invited us to pay our respects to Charles Vernon Gridley, who had married a local woman and is buried there on the banks of Lake Erie. It is a beautiful site and well maintained. I was shocked and saddened to realize that Captain Gridley lived such a short time after this battle and died on June 6'h in Kobe, Japan. Not long after our annual meeting I was in Paris for the 4'h of July, and because it was Independence Day, I wanted to acknowledge something important in America's freedom. I visited the home of]ohn Paul Jones, who died there on 18 July 1792. The marker is at 19 rue de Tournon, which was 42 rue de Tournon when Jones lived there. As an officer in the Continental Navy, John Paul Jones helped establish the navy's JOH'.J PAUL JONES traditions of courage and professionalism and CAPITAi E DE VAISSEAU an unwavering commitment to the ideals of DE LA MA !NE DES fl>.TS UNIS freedom. He is considered America's first sea CHEYALI ER DE LOR DRE DU MERITE,, MILITAIRE warrior; he took the war to the enemy's shores t'iff; DES HEROS DEL~ Gl.IERRE and is remembered for his remarks during the DE l'IN DE PENDANCE AM£RICAl1-1£ 1779 Battle of Flamborough Head: "I have not EST MORT O/INS CEIH MAISON lE 18 JlflLLET 1792 yet begun to fight." He was buried outside of Paris; in 1905 his remains were found and returned to the United States with great ceremony and a public commemoration with President Theodore Roosevelt speaking on 24 April 1906 at the US Naval Academy in Annapolis. On 26 January 1913 his remains were removed to a special crypt at the US Naval Academy chapel. Many of our readers know that John Willis Griffiths designed the first true clipper ship in the golden age of sail. He was the architect of Rainbow and of Sea Witch, which in 1849 set the unbroken record for the fastest singlehull sailing time from New York to Hong Kong, and his clipper ships brought prosperity and trade with China and California. He lies in an unmarked grave in the Linden Hill United Methodist Cemetery in Queens, New York Maritime architect Melbourne Smith; inventor, captain and small ship builder Matt Carmel; journalist and author Adam Brodsky; Steve Gorelick of the NJ Motion Picture & TV Commission; and NMHS chairman Ronald Oswald have formed a committee to get a proper monument for John Griffiths, which will require permission from the cemetery and funding. They will soon be asking for your support. He died in 1882. We owe him this-no, we who care about our maritime heritage owe this to ourselves. -Burchenal Green, President

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NATIONAL MARITIME HISTORICAL SOCIETY PU BLISH ER'S C IRCLE: Peter Aron, Guy E. C. Maitl and, Ron ald L. Oswald OFFI CERS & TRUSTEES: Chairman, Ronald L. O swald; Vice Chairman, Richardo R. Lopes; President, Burchenal Green; Vice Presidents, Deirdre O 'Regan, Wendy Paggiocta, Nancy Schnaars; Treasurer, Howard Slomick; Secretary, Jean Wort; Trustees: Charles B. Anderson; Walter R. Brown; Thomas Daly; William S. Dudley; David S. Fowler; William Jackson Green; Karen Helmerson; Robert Kamm; Richard M . Larrabee; Guy E. C. Maitland; Capt. Brian McAllister; CAPT Sally Chin McElwreath, USN R (Rec.); Capt. James J. McNamara; Michael W Morrow; Richard Patrick O 'Leary; Timothy J. Runyan; Richard Scarano; Philip ]. Shapiro; Bradford D. Smith; Capt. Cesare Sorio; Roberta Weisbrod; Chairmen Emeriti: Walter R. Brown, Alan G . C hoate, Guy E. C. Maitland , H owa rd Slotnick; President Emeritus, Peter Stanford FOUN DER: Karl Kortum (1917-1996) OVERSEERS: Chairman , RADM D avid C. Brown, USMS (Ret.); RADM Joseph F. Callo, USNR (Rec.); Clive Cussler; Richard du Moulin; Alan D . Hutchison; Jakob Isbrandtsen; Gary Jobson; Sir Robin Knox-Johnston ; John Lehman; H . C. Bowen Smith; John Stobart; Philip J. Webster; W illiam H. White; W illiam W interer NM H S ADVISORS: Chairman, Melbourne Smith; George Bass, Oswald Brett, Francis Duffy, John Ewald, Timothy Foote, William Gilkerson, Steven A. H yman, J. Russell Jinishian, G unnar Lund eberg, Conrad Milster, W illi am G. Muller, Stuart Parnes, Lori Dillard Rech, Na ncy Hughes Richardson, Bert Rogers, Joyce Huber Smith SEA HIS TORY EDITORIAL ADVISORY BOARD: Chairman, Timothy Runyan ; Norman Brouwer, Robert Browning, William Dudley, D aniel Finamore, Kevin Foster, John Jensen, Joseph Meany, Lisa N orling, Carl a Rahn Phillips, Walter Rybka, Quencin Snediker, W illiam H . W hire

NMH S STAFF: Executive Director, Burchenal Green; M embership Director, Nancy Schnaars; A ccounting, Peter Yozzo; M arketing Director, Steve Lovass-Nagy; Executive Assistant to the President, Jessica Macfarlan e; M em bership Coordinator, Madeleine Fenamore SEA HIS T ORY: Editor, D eirdre O ' Regan; Advertising, Wendy Paggiotta; Copy Editor, Shelley Reid; Editor-at-Large, Peter Stanford Sea History is printed by The Lane Press, South Burlington, Vermont.

SEAHISTORY 148, AUTUMN2014

LETTERS Further D etails on the Cape Cod Canal A bir mo re info rmarion on rhe Cape Cod Canal might be of interesr to Sea H istory readers. The figures given are based on the tides fo r mean low warer and m ean high water, m ean ing rhar rhose fig ures can be adjusred depending on rhe srare of a given ride during the time of transit. The ulrimate dredging to 32 fee r of deprh in rhe canal, as nored, is rhe mean low ride figure, bur rhe canal's deprh can exceed rhar fig ure ar high rides upwards of seven fee t. Since rhis wa terway is a sea-level canal, rhere is a srrong current that can reach as much as 5.2 mph as rhe ebb tide recedes. This m ade waiting for rhe canal's original low-clearance movable bridges to open enough of a chal lenge for mariners and commercial vessels that they had begun to avoid the canal ro ute until-under outright ownership was gained by the federal government beginn ing in 1928-the road bridges were replaced by fixed spans affo rding 135-fo o r clearance at m ean high ride and the rail bridge by a horizo ntal lifr faciliry thar was expected to impose less of a delay in its operation than the tu rn ing bridge it replaced . Between 1935 and 1940, these improve ments were m ade by the US Army Corps of Engineers, which also widened rhe canal to 480 feet and d redged it to the 32-foot figure given above, fro m the 25 feer it offered under its wartime operation by the government that ended in 1920-some eight years before its purchase by the feds. Let's look a bit further at such federal warti me intervention. The operational takeover of rhe canal-but not ye t its ownership-was part of the same move ro operare the private railroads in the interest of maintaining critical transport of military supplies and personnel. On 2 1July 19 18, the Germ an submarine U-1 56, lying som e three miles off O rleans, shelled the towboat Perth Amboy and her string of four barges as they m ade rheir way thro ugh the canal. The reaction was to install a Coas t Ar tillery battery atop Sagamore Hill-though it never had the opportuni ry to fire at an enemy. In range of the canal's m ere seven-mile length, its fire could have reached to and beyond either end of the waterway from that vantagepoint. P. C. J UMONVILLE Chicago, Illinois

SEA HISTORY 148, AUTUMN 2014

historic first transit was an unglam ourous cem ent carrier. The Cristobal and Ancon were not unimportant vessels to the building of the ca nal, however, as they carried equipment, perso nnel, and untold amounts of cement to build the canal fro m New York

World "War 11 gun crew around a 155-mm gun on a "Panama Mount" at Sagamore H ill at the entrance to the Cape Cod Canal. These guns could fire at a 2 0-mile range but were never used. The Sagamore H ill Military Reservation was manned between 1941 and 1945. The Panama mounts are still on the site and can be visited by taking a drive out to Scusset Beach State Park on the mainland side of Cape Cod. (20 Scusset Beach Rd. , Sandwich, MA) First through the Panama Canal In the las t iss ue, yo u m entio n that the 9,300-ton steamer SS A ncon was the first vessel thro ugh the Pan am a Canal on the day it was officially opened, 15 August 1914. The Ancon, however, was no t the fi rs t vessel to transit the canal. That honor went to her sister ship, SS Cristobal which carried a load of cement thro ugh the full extent of the canal 12 days earlier. It is somewhar surprising that the vessel they picked to m ake this

Panama Canal,

3August 1914

......~~~~~~---' ~ to Panam a. Technically, rhere was ano ther vessel tha t could claim it made the first passage between the oceans via the canal; a French crane boat, rhe Alexandre La Valley, completed th e firs t transit under her own power back in January 19 14, bu t that was not all in one day, but rather thro ugh different phases of construction. Fo r all the hoopla one wo uld expect for the opening of one of the world's most rem arkable engineering feats in history, it was overshadowed by the near-simultaneo us outbreak of Wo rld War I. D AVID

W rNGOOD

Alexandria, Virginia

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Accuracy in Geography The distance from New York to San Francisco, via the Panama canal, is 5,262 miles, not 8,000 miles, as noted in an article on canals in your last issue (in "Sea History for Kids" page 36). Additionally, the distance from New York to San Francisco via Cape Horn is 13,377 miles, not 16,000 miles as listed. It is m y humble opinion that people, especially kids, should learn the correct geography of our planet. ARMIN W. BECKER Ormond Beach, Florida

From the editor: Regarding the miles between New York and San Francisco, we were discussing the savings in the sailing route via the Panama Canal vs. around Cape Horn. While thefigures you noted are accurate ifyou went on a direct path, only altering course to avoid hitting land, no sailing ship ofthat or any era could accomplish that feat. Square rigged ships even less so. When the fastest clipper ships were breaking records on their New York to San Francisco run around Cape Horn, they were indeed sailing in the range of 16, 000 miles, sometimes more if they got caught in adverse weather in their sometimes multiple attempts to double Cape Horn. Maine's Maritime Artisans There is something about Maine that is quite remarkable. I was more than halfway through your article about sailmaker Nat Wilson in the last issue when I realized that he is not a museum staffer, nor a non-profit nor begging for donations to keep his traditional artisan business afloat. Maine is a place where wooden boatbuilders, sailmakers who actually use a needle and palm (vs. laminates), riggers who with vice and spike still splice sizable wire rope by hand, and blacksmiths are not part of a demonstration crew at a living museum. How they do it in the 21st century is beyond me, but thank goodness they are there. H ere's hoping they can continue with their respective business models. I am sure they don't live an extravagant lifestyle, but they carry on traditions valuable, admired, and worth preserving. Maine is a great place to visit for lobsters and th e beautiful coastline, but visitors with an appreciation for m aritime history should seek our some of their workshops too. Just remember that these businesses are SEA HISTORY 148,AUTUMN 2014

2015 Calendar NEW! Tall Ships There are few things on the high seas more dramatic than the great clouds of sail raised by traditional full-rigged ships. This edition of Tall Ships features vessels from ports around the world. Calendar is wall hanging, full color 11 " x 22" open. Orders shipped after 10 Dec. 2014 can be priority shipped at $7.95 Please call for shipping charges for multiple or international orders.

$14.95 or $13.46 for NMHS members. Add $5.50 s/h within the US.

To order, call 1-800-221-NMHS (6647), ext. 0, or visit our website at www.seahistory.org . NY State residents add applicable sales tax .

Celebrate our maritime heritage this holiday season with NMHS greeting cards The American Revolution had ended, and with the coming of peace Robert Morris and a few daring entrepreneurs pooled their resources to send the first American ship to China. They named h er the Empress of China and sent her outward bound from New York on February 22, 1784 in one of the coldest winters in living memory which had caused the harbor to remain frozen for weeks. Raymond Massey's painting immortalizes the moment when this little ship, like the new nation she represented, sailed our upon seas fraught with danger. Greeting reads "Wishing you fair winds for the holidays and calm seas for the New Year." Set of 10: $ 14.95 or $13.46 for NMHS members. Add $4.50 s/h for one set or $6.50 s/h for two to five sets. Please indicate your choice of holiday or blank cards.

Gifts CD I-Outward Bound by Raymond Massey. Oil painting on linen canvas.

Please call for shipping charges for more than 5 sets or international orders. Visit our website www.seahistory. org-for other selections choose "Store," rhen "Gifts."

To order, call 1-800-221-NMHS (6647), ext. 0, or visit our web site at www.seahistory.org. Order now for October delivery. SEA HISTORY 148, AUTUMN 2014

Home of America's Great Schooners Only at Maine Maritime Museum can you: • See the full-size sculpture of Wyoming, largest wooden U.S. sailing shi p • Tour the intact historic shipyard site where the great schooners were built • Inspect the remains of Snow Squall the last American clipper ship • Watch skilled craftsma n build traditional wooden boats • Explore the new Blacksmith Shop exhibit

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Tilghman waterman William E. Cummings is a self-taught artist who paints from his memories of growing up on the island and working on the water. Di scover what Tilghm an's Island already knows- the talent of Bill Cummings. For a complete portfolio of prints please contact the Tilghman Watermen's Museum, P.0 .Box 344, Tilghman, MD 21671

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National Historic Landmark HNational Memorial to Coast 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 during 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 work being done restoring her topside. USCGC ING HAM is located in Key West on the Truman Waterfront.

You Can Visit ...You Can Help The foundation seeks donations to continue restoration of this important vessel. Please se nd your tax-deductible contributions to:

USCGC INGHAM Memorial Museum P. 0. Box186. Key West. Florida 33041 • Phone: (305)-385-8554 www.uscgcingham.org

SEA HISTORY 148,AUTUMN 2014

not set up as tourist attractions; so keep visits short and respect their time (so that they don't write me hate mail for sending readers their way). Bos NESGAR Newbury, Massachusetts The Future of Historic Ships Our fam ily just returned from having seen the Charles W Morgan in Boston. What a thrill to see the Morgan tied up astern of USS Constitution. Both ships represent such different parts of our history and are both of utmost value. As long as the Constitution remains a commissioned ship in the US Navy, sh e will be fund ed properly and taken care of. As part of one of o ur nation's most respected maritime museums, Mystic Seaport's Charles W Morgan's future seem s assured as well. Kudos to those

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* Mystic Seaport's Charles W Morgan astern of USS Constitution in the Charlestown Navy Yard, Boston, July 2014.

whose work and dedication has returned these two magnificent square riggers to sailing condition. While the fate of so many other worthy ships still hangs in the balance, perhaps we could look at the m anagement of these two examples to guide us in saving other important historic ships. ]OH N AND MELISSA SULLIVAN

Acton, Massachusetts

We Welcome Your Letters! Please send correspondence to: seahistory@gmail.com or Editor, Sea History, 7 Timberknoll Road Pocasset, MA 02559

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NMHS: A CAUSE IN MOTION A Summer for our Seafaring Heritage r has been an active rime for our maritime heritage. We were delighted to hold our annual meeting at Erie Maritime Museum, and then find our that the brig Niagara received a welcome $4.8 million grant from the State of Pennsylvania's Commonwealth Capital Budget. Ir has been exciting for everyone as rhe whaler Charles W Morgan sails again. We were invited robe in the US delegation to the grand opening of the Babcock Galleries at the National M useum of the Royal Navy in Porrsmourh, England, a delegation led by Erik Olsrein, the charming new president of the Friends of rhe National Museum of rhe Royal Navy, so we rook rhe opportunity ro visit the beaches at Normandy to honor D-Day, and I was pleased to visit with Vice Admiral Jean-Marc Brulez, director of the Musee national de la Marine in Paris, ro plan future feature articles on their upcoming exhibits.

Charles W. Morgan Over an 80-year career, rhe 1841 whaleship Charles W Morgan sailed on 37 voyages ro remote corners of rhe globe. This voyage, her 38rh, may perhaps be her most important. Charles W Morgan is the last of the wooden whalers that once numbered over 2,700 and at one time had been our young country's ambassadors around the wo rld. After an extensive restoration she was pushed by a tugboat from Mystic Seaport down the Mystic River and rowed to New London, passing thousands of people cheering her on from the river banks, at one point bursting into a rousing rendition of "God Bless America." This was the first rime the ship had left the museum since her arrival in November, 1941. A month-long fining-our period rook place while the Morgan was in New London; the ship was ballasted to her correct sailing draft, the sails were attached to the spars, and the crew conducted four days of sail training, followed by sea trials. When Charles W Morgan sailed for the first rime in over 90 years she sailed offthe dock. Sea History regular contributor Peter McCracken was aboard for a day of sailing on the 38'h voyage; read his impressions on pages 34-36. The voyage raises awareness about rhe changing perception about whales and whaling. Where once the Morgan's cargo was whale oil and baleen, roday her cargo is knowledge. The painstaking renovation NMHS Chairman Ronald Oswald, center, aboard the Cross and the lessons her restorers learned, this sail, the beauty of this last River Sound Ferry Sea Jet with Douglas Teeson, former president wooden whaler, a "lucky ship," are a happy chapter for the maritime of Mystic Seaport and his wife Phyllis, watching Charles W heritage community. Many skills were called upon to restore Morgan Morgan's sail training offNew London, Connecticut. to sail, skills that fewer people possess; by sailing her, Mystic Seaport calls attention to the value of historic ships and the important role America's maritime heritage plays in this country's history.

lOO'h Anniversary ofWWI-70'" Anniversary ofD-Day 2014 marks both the 1OO'h anniversary of the ourbreak of Wo rld War I and the 70'h anniversary of the D-Day invasion. The commemorations for D-Day seemed particularly significant and poignant this year-perhaps because the anniversaries coincide and bring additional reflection, perhaps because we see around us how few of the heroes of WWII are left. NMHS chairman emeritus Howard Slotnick rook his daughter, Sharon, and me to visit the beaches of Normandy this summer. He had taken cadets from the USCG barque Eagle in 2004 for the 60'h anniversary, and he had visited in 2001 with NMHS chairman emeritus Clay Maitland, days afrer the attack on the World Trade Center. Howard Slomickconrinues to visit the beaches and the museums and memorials dedicated to D-Day and the 100 Days of Normandy, reflecting, "By understanding these hardships and sacrifices, Americans can learn what it rakes to earn our freedom." On June 6, 1944, General Eisenhower directed a multinational invasion of France from near Portsmouth, England, to liberate it from German occupation. In Operation Overlord, 156,000 Allied troops with 20,000 vehicles stormed five designated beaches along the 200 km of beaches from C herbourg to Le 10

Normandy American Cemetery and Memorial is one of 14permanentAmerican WW II military cemeteries on foreign soil. There are 9,387 Americans buried there and there are tablets honoring 1,557 men missing in action. SEA HISTORY 148, AUTUMN 2014

Havre that were heavily fortified by the Atlantic Wall, a series of fortresses, coastal artillery batteries, beachhead defenses and barriers built either on the beaches themselves or inland, manned by more than 700,000 troops. 4,000 Allied soldiers and more than 2,000 Americans died in the invasion. The museums and memorials in Normandy dedicated to D-Day and to wartime France are remarkably well done. The towns and countryside are incredibly lovely, bur the warfare and loss of life during that summer 70 years ago were so horrific the visitor is humbled. The 170-acre cemetery overlooking Omaha Beach holds 9,387 Americans. You walk up from the sun-drenched blue of the Atlantic and the white crosses seem to stretch out on green carpet into infinity. It is a powerful place of grief and reflection. There is also a German cemetery holding 21,000 graves and a British cemetery holding 4,648 graves. Ir took three months for the Allies to secure Normandy and the death toll was high. I was prepared for the gravity of my visit, but not the magnitude of sacrifice. When you visit, go at least to Omaha Beach, Juno Beach, the bunker at Pointe du Hoc, Sainte-MereEglise and the US Airborne Museum, the Caen Memorial, the Mulberry Harbour at Arromanches and the American Military Cemetery.

National Museum of the Royal Navy

Chairman Emeritus and Treasurer Howard Slotnick and President Burchenal Green are presented to HRH Princess Anne, The Princess Royal and discuss modern technologi-es used in the National Museum ofthe Royal Navy's new exhibit, HMS-Hear My Story, that inspires young visitors to learn their maritime history.

Portraying the vital role of the Royal Navy in the shaping of Britain, the National Museum of the Royal Navy now comprises the National Museum of the Royal Navy Portsmouth, the Royal Marines Museum, the Royal Navy Submarine Museum, the Fleet Air Arm Museum, the Royal Navy Submarine Museum, the Explosion Museum of Naval Firepower, and HMS Victory. Victory is the oldest commissioned naval ship in the wo rld and the flagship of the Commanderin-Chief Naval Home Command. While she is undergoing vital restoration, there are still informative tours, and the museum does an impressive job of depicting the brutality of battle faced by 820 men pressed together with the noise and devastation of the h eavy guns blasting tons of iron, shattering hulls and splintering masts and yards. The museum's vessel collection includes HMS warrior of 1860, the world's first iron-hulled, armored warship; HMS Alliance, the fully restored WWII submarine; and H enry VIII's Tudor 1510 warship Mary Rose, which was recovered and restored in a unique and engaging exhibition. The museum is currently restoring Monitor M33, one of only two British warships to survive from WWI, now dry-docked in the historic dock next to Victory.

Annual Meeting in Erie, Pennsylvania Connected by W'tzter, the Joint Conference of the Canadian Nautical Research Society, the North American Society for Oceanic History, and the National Maritime Historical Society, was held at the Erie Maritime Museum in Erie, Pennsylvania, May 15-1 7. Over one hundred scholars in every field of maritime history gave over 50 presentations on a myriad of topics. Highlights of the conference were the large number of graduate students attending and the high caliber of their presentations, and the excellent presentations on the War of 1812. Captain Walter Rybka, Erie Maritime Museum's administrator and the senior captain of the brig Niagara, spoke on the Bartle of Lake Erie and on the important lessons of the War of 181 2, and gave demonstrations aboard Niagara. Participants got to visit the only three lighthouses of the Western Peninsula of Lake Erie: the Erie Land Lighthouse, the North Pier Light and the Presque Isle Lighthouse. -Burchenal Green, President

SEA HISTORY 148, AUTUMN 2014

During the Annual Meeting (from right to left) Adam Stanisz, j erry Roberts, Lou Norton and fo e Meany haul on the lines aboard the brig Niagara.

100 Years of Shipping through the Isthmus of Panama by Dr. Timothy]. Runyan n August 1914 one of the greatest achievements in the history of engineering was opened. The Panama Canal -a passage between the oceans that had been dreamt of since Vasco Nunez de Balboa had first crossed the Isthmus and sighted "the Sea of the South" 400 years earlier-was hailed as one of the Wonders of the Modern World. But the applause was muted. August 1914 was also when Europe collapsed into the Great War, and that terrible event overshadowed the Canal by far. Even so, the success of the Canal builders has shaped the history and economy of the world for the last century. The demand for a canal across Panama had been spurred by American westward expansion, the California and Alaskan gold rushes and the uncertainties and expense of conducting trade between the American east coast and Asia. New York to San Francisco via Cape Horn is about 13,000 miles by ship. Demand for an easy and economical passage that avoided the perils and expense of the passage around Cape Horn was high enough that it inspired dozens of schemes to move people and goods across the narrow barrier of Central America. First, in 1855, a railroad was constructed across Panama that enabled passengers and their goods to be hauled over the mountainous ridge separating the coasts-saving nearly two-thirds of the distance of the journey around South America. Constructing the railway was an enormous engineering challenge. In the end, it took more than five years to build, at six times the estimated cost. Still, coupled with the advent of reliable steam ships that could move against wind and current, journeys to the American west coast or elsewhere in the Pacific became more predictable and affordable. The railroad attracted thousands to head west via Panama. As efficient as the rail link might be, however, the dream of creating a canal that would permit vessels to cross the Isthmus of Panama without the time and expense of unloading and reloading continued. The

vision of such a canal had never been far from mariners' minds since Balboa first crossed Panama in 1513. But serious consideration for the placement of a canal often focused, not on the Panama route, but on Nicaragua. The Panamanian alternative was effectively blocked by Panama's position as a Spanish colony. So the N icaragua route was the one picked by wealthy investor Cornelius Vanderbilt and his partners. Once Colombia (which included Panama and was known as the Republic of New Granada) gained independence from Spain, Panama came into play. New Granada opened bidding for land to build a canal in 1834-but rival European bidding and complications from existing treaties stymied any progress. While a railroad could be built privately with US money, a canal required international treaties and government involvement. In the end, it was the French who won permission to start construction. The chief engineer, Ferdinand De Lesseps, had made his name as the man who built the Suez Canal. Raised in the upper ranks of society, the son of a French diplomat, he showed great promise in school and attended the greatest engineering school of the day, the Ecole Polytechnique. Serving in the diplomatic corps in Egypt and looking for an opportunity, he managed to befriend ruler Muhammed Said, who was looking for a "big project." De Lesseps

persuaded Said that he should build the Suez Canal and that De Lesseps was the man to do it. He further argued it should be built at sea level with no locks. De Lesseps went on to manage the complications of funding as well as construction. When the canal opened in November 1869, it instantly became a wonder of the world. (De Lesseps himself was clearly a man of remarkable energies. Within days of the opening of the Suez Canal, the 64-year-old widower married the 20year old daughter of a wealthy friend and went on to father 6 sons and 6 daughters with her.) When the prospect of a canal linking the Atlantic and Pacific came to the fore in Europe, De Lesseps wanted the job. He proposed the Panamanian Canal be built at sea level-like the Suez. Many engineers objected-pointing out that Egypt was flat and sandy, while Panama was rocky and mountainous jungle. More through force of will than engineering acumen, De Lesseps prevailed. The digging started early in 1882. From the beginning, the French encountered obstacles that tried the capacities of all. Yellow fever and malaria both took a terrible toll, as did the punishing work in tropical conditions. This was the largest engineering effort since the building of China's Great Wall, and, arguably, Panama was the far

1his 1881 map shows a sea-level Panama Canal, which was first attempted by the French beginning in 1881. 1he French abandoned the effort in 1889. 12

SEA HISTORY 148, AUTUMN 2014

"MAP OF TH:t; PROPOSED

NICARAGUA CANAL ROUTE.

1his inset from an 1890 map ofMexico and Central America lays out proposed canal routes in both Panama and Nicaragua.

more difficult environment. And the Great Wall's builders did not have to attract investors by artificially underestimating the real costs. By 1888, the syndicate that funded the project was broke; the French government refused to bail them our. The syndicate's collapse rocked France-De Lesseps was discredited and was brought to trial for mismanagement. So was Gustave Eiffel, who at the time was also building the graceful Parisian rower that bears his name. The French failure opened the door for the Americans. It also encouraged many to favor an alternative route across the less pestilential Nicaragua. But what Nicaragua lacked in diseases it made up for in seismic activity-or, at least, that's how Panama Canal lobbyists spun it. Conveniently for them, 1902 was a seismically active year in the Caribbean. The American Congress, frightened by images of lava-spewing Nicaraguan volcanoes, reversed itself and supported building a canal in Panama. The Colombian government was not so easy to convince that replacing the bankrupt French with the justas-imperialAmericans was such a good idea. Luckily for the Americans, quite a number of Panamanians were eager to make a deal. A US-supported uprising in November

SEA HISTORY 148, AUTUMN 2014

1903 established the region as the independent Republic of Panama. (The timely arrival of USS Nashville discouraged Colombia's attempt to reclaim its lost province.) ,/ '

was given authority to protect the canal. It then purchased the assets of the defunct French canal company for $40 million. President Theodore Roosevelt played a key role in all these maneuvers. A disciple of Capt. Alfred Thayer Mahan, author of 1he Influence of Sea Power Upon Histo ry (1890) , Roosevelt began building the powerful fleet that Mahan argued was essential to national greatness. Roosevelt had decided that the Panama Canal was essential for his program of establishing the US as a major power on both the Atlantic and Pacific. Among the iconic shots of Teddy Roosevelt is one of him at the controls of a steam shovel at the canal. The canal's value to American military flexibility had become painfully apparent after the sinking of USS Maine in Havana in 1898. The battleship USS O regon could nor make the voyage from San Francisco to Havana around Cape Horn quickly enough to assert American authority. Such flexibility came at a cost, of course-$352 million. Ir was the most expensive project for the US to that date-the French had spent $287 million . Building on the French start, but abandoning the impractical sea-level requirement insisted upon by De Lesseps, the American plan called for six locks and the creation of

Within weeks, the Republic's representative, the Frenchman Philippe Bunau-Varilla, negotiated a treaty with US Secretary of State John Hay. The US was given a ten-mile-wide strip of land across Panama in exchange for a lease payment of $10 million and $250,000 per year. The US President Teddy Roosevelt at the controls ofa steam shovel at the Panama Canal construction site, 1906

19 12 map by Poole Bros., Chicago: ~ero View ofthe Panama Canal, Looking Southwest: The World's Greatest Engineering Feat, To Be Realized 395 Years After First Proposed. "

the largest man-made lake yet created. Lake Gatun is a m arvel-as are the dams that tamed the wild Chagres River to create it. Those who transit the fifty-mile-long canal today from the Caribbean side pass through the three Gatun locks that elevate the ship 85 feet above sea level. Crossing the lake allows considerable headway before passing through the Culebra C ut (also known as the Gaillard C ut). The Culebra Cut is itself a major engineering achievement. While the geology of the C ulebra ridge was tho ught to be stable, a layer of viscous blue clay caused continuous slides during construction and long after the canal was cut. To cross the

Continental Divide and the ridge line that separated Adan tic side waterways from the Pacific, hundreds of millions of tons of rock and soil had to be rem oved and the banks cut back repeatedly in order to create the crucial waterway. The solution to the problem of where to deposit the soil can be seen today in the form of stepped pyramids that line the sh ores of the can al-symbolic temples to the more than 25 ,000 who died building it. In the later decades of the twentieth century, the existence of th e Am ericancontrolled Canal Zone bisecting their nation became a thorn in the side of Panamanians. D espite the fam ous assertion by California

Senato rial candidate S. I. Hayakawa that "We sho uld keep the Panama C anal. After all, we stole it fair and square," the United States ratified a treaty in 1978 to return the canal to Panam a. On 31 December 1999 the Panama Canal and the land around it were officially returned to Panamanian rule. The Panam a Canal's importance to world shipping can be seen in the language that has grown to address its unique qualities. For many years, the world's cargo ships were design ed specifically to fir into the Canal's locks. The largest of such vessels are known as Panamax. But, as global commerce has grown exponentially, so have the sizes of the ships

Building the canal required much more than just digging, and the structures designed and built to create Gatun Lake and the locks on either side ofit were engineering marvels in their day. (left) Miraflores Locks, under construction, 19 12; (right) Gatun D am and sp illway.

SEA HISTORY 148, AUTUMN 2014

that carry the world's cargo. By one recent estimate, nearly 40% of the today's container ships are "Post-Panamax"-too large to fir through the Canal. To stay relevant to rwenry-first-century shipping, the Canal needed to be able to handle larger vessels. The plan adopted was to create a new set of locks and entrance ways for ships that increased the length of the locks from 1,050 feet to 1400 feet, the width from 110 feet to 180 feet, and depth from 40 feet to 60 feet. This will enable the passage of ships more than 200 feet longer and 50 feet wider than current limits-doubling the tonnage that can traverse the Canal. The cost of new larger locks and deeper waterways is in excess of$ 5 billion. Work began in 2009 and is now (after some recent delays related to funding) sch eduled for completion in 2015.

(above right) Pyramids and terraced banks along the Gaillard Cut. (right) Panamax ships transiting the Miraflores Locks. (below) At 108.2 feet wide, the Iowa-class battleships were designed so that they could fit through the 110-Joot-wide locks of the Panama Canal. USS Missouri squeaks through, in 1945. (bottom right) With a beam of 183 feet, the Post-Panamax container ship Emma Maersk will not fit in the new Panama Canal locks (maximum width 180 feet), which are expected to open to shipping in 2015.

SEA HISTORY 148, AUTUMN 2014

Nearly a million ships have transited the Panama Canal, whose 1OOri' anniversary was celebrated on 15 August. Some remarkable occurrences have marked the passage of time and vessels. Included are: the cheapest passage (36 cents paid by adventurer Richard Haliburton, who swam the canal) and the bonus of $141,000 paid to enable the Crown Princess to move up in the queue for a faster passage. The new century may bring competition as well . A competing canal is proposed along the Nicaraguan route that was abandoned a century ago. The HKVD Group of Hong Kong won the support of the Nicaraguan government for a proposed canal that could handle larger ships than Panama. It would be 172 miles in length- the Panama Canal is about fifty miles long. The estimated cost is $40 billion-four times the Nicaraguan GDP. It would include two deepwater ports, an interoceanic railroad, two airpons, and an oil pipeline. Environmentalists have expressed their opposition. But this is not the only competition. Climate change has res ulted in accelerated ice melt in the Arctic, resulting in the possibility of open shipping lanes through the Northwest passage. Not without danger, a limited number of ships have travelled this route in recent years. Transiting the Northwest passage is more cost effective for shippers between Asia and Europe than a Central American canal crossing. Only nature will determine whether it is feasible. Who could have predicted that changes in the natural world wo uld become a factor in determining the routes of global shipping, and perhaps the future of the Panama Canal? J, Dr. Timothy j. Runyan is a professor of maritime studies at East Carolina University in Greenville, North Carolina. He recently transited the Panama Canal to observe the progress on the expansion project. A founder of the Great Lakes Science Center in Cleveland, Ohio, with its historic 618-Joot ore carrier William G. Mather, he has long appreciated the value of canals. He has transited the Soo Locks connecting Lake Superior to the lower Great Lakes aboard the 1,013-foot Paul R. Tregurtha (ex-William J. De Lancey); he also transited the Erie Canal crewing a 65-foot US Army T-boat, built by Higgins in 1953.

OPENING

THE

PANAMA

CANAL.

AT WHU:fl- DISTANT DAY Oca.ur NntGATI Ol'I' WILL B& 4 'f'llln.& OUT or D.ln.

This 1906john S. Pughe political cartoon's caption reads: 'l'lt which distant day ocean navigation will be a trifle out ofdate. " The anticipation that aviation would make the canal obsolete would not be realized. Today, more than 14, 000 vessels carrying over 300 million tons ofcargo transit the canal annually, and the development ofan additional set oflocks that can handle "post-Panamax" ships will open in 2015. The new locks will be able to accommodate ships 1,400 feetlong by 180 feet wide.

SEAHISTORY 148,AUTUMN2014

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Overcoming Disease and Injury to Build the Panama Canal by Nancy Schaefer, Nina Stoyan-Rosenzweig, and Rolando Garcia-Milian

ne of the most daunting challenges of building the Panama Canal was not in creating the waterway that linked the world's two greatest oceans, but in trying to keep the people who built it alive. In an unprecedented commitment to public health, physicians and scientists attempted to control or eradicate the diseases that plagued the Canal's workforce. And the measures they took were remarkably effective. An estimated 25,000 people died building the 48-mile-long Panama Canal-a toll of about 500 lives per mile. Although rampant disease at times threatened to halt construction altogether, the resources brought to bear to prevent disease enabled the project to be completed. They continue to benefit the world today.

Ancon Hill Cemetery, Panama.

The two greatest scourges were yellow fever and malaria. Although far from the only diseases to plague the workforce, they were the most virulent by far. During the year starting December 1904, yellow fever hit the recently arrived American Canal employees so hard that construction work was temporarily suspended. In the year 1906, more than 80% of the more than 26,000 employees working on the Canal were reported hospitalized for malaria at some time. As word of these illnesses spread, only the most reckless or desperate were willing to sign on as construction workers.

Diseases The selection of Panama as a canal site was dictated by geography, nor climate, for Panama is an ideal incubator for infectious maladies. Adding tens of thousands of workers who had no immunity to the region's endemic diseases took what had been sparselypopulared jungle and swampland and remade it as a pestilential hellhole. For four centuries, European explorers, conquerors and merchants and their African slaves had brought malaria, yellow fever, cholera, and plague ro the area. Panama's constant warm temperature, humidi ty, and lush vegetation provided ideal breeding conditions for every imaginable disease vector-especially mosquitoes and rats. While locals had developed some resistance ro yellow fever, nor even they had any resistance to malaria. Finding a sufficient number of locals willing to work o n the Canal was impossible. Panamanians were suspicious of French and American aims. In addition, a war with Colombia (1899-1902) depleted Panama's labor force. Thus, both the French and the Americans imported laborers from Africa, Asia, Europe, the United States, and the Caribbean. These workers were excellent new hosts for disease-carrying insects. Measures to Control Illness W ith the failure of the French canal project due, at least in part, to the extraordinary toll disease had taken on Canal workers, the Americans were determined not to make the same mistake. History was on their side, as the understanding of what caused such maladies had made tremendous strides in the last decades of the nineteenth century. By 1900, the "germ theory" of disease transmission had largely supplanted the "miasma theory" that held that diseases were spread by foul-sme lling air. In the scientific community, ar least, it was well understood that mosquito-borne microbes caused both yell ow fever and malaria. Once mosquitoes were identified as the vectors for both diseases, their habits were used to control disease transmission, most notably by US Army

Canal builders endured brutal conditions in the tropics ofPanama.

SEA HISTORY 148,AUTUMN20 14

physician Col. William Gorgas, who led the efforts that eradicated yellow fever in H avana. G orgas was appointed chief sanitation officer of the C anal in 1904 and began the effort to control the mosquitoes in the Canal Zone, which was acquired by the United Stares that sam e year. To eliminate mostly night-biting mosquiroes Col. William Gorgas from homes, his sanitation department encouraged architectu ral designs that m aximized ventilation ye t minimized unscreened entries; installed, inspected, and repaired window and door screens; and sealed cracks in buildings. Sanitation efforts targeted mosquito breeding grounds by draining swamps, digging and paving drainage ditches, removing open water containers, and covering ponds and other standing bodies of water with oil to suffocate rhe larvae. Larger bodies of water were covered with larvicide to kill the larvae. The sanitation department also improved the sewer system's partially exposed underground channels, paved roads, and im plemented a system fo r collecting "night soil."

Health Care In addition to public health p rojects, the Americans sought to upgrade the medical care available to sick and injured wo rkers. During the American construction era, about for ty hospitals of five to fi fteen beds each-called rest camps-housed the sick until they could be m oved to a district hospital (twen ty to one hundred beds each). Quinine was bought by the ton for Canal Zone dispensaries and hospitals. In 1908 each employee was advised to rake three grains daily (there are 437.5 grai ns in an ounce). O ne laborer wro te "malaria fever have [sic] m e so bad I had to drin k plenty quine [sic] to nic tell [sic] I heard singing in my ears ... going to quits drinking quine [ ... ] was getting me deaf." 1

The medical care was no r with out its drawbacks, however. Care was segregated , with "colored" wards in hospitals usually located in rhe worst par ts of these buildings and lacking isolatio n units, thereby increasing rhe risk of hospital-acquired infection. Indeed, the toll disease took o n non-white workers was m any times higher than o n whites . In addition , no n-white workers we re often h oused in crowded rent encampments rhar were impossible to screen off as effectively as the ho uses in which white workers lived. Still, the Panam a Can al construction proj ect stands as a milestone in the history of public health -as important, in its way, as the engineering achievemen t of building the Canal itsel(

NOTES 1 Weeks, C. M. p. l (1963) In R. C. Sruhl (ed.) Isthmian H istorical Application ofLarvicide (mosquito oil) by use ofknapsack sprayer, Miraflores, Canal Zone, Panama, June 19 10.

The construction effort itself often added to the problem . Excavation and the constant m oving of h eavy equipment left depressions that filled with rain, constantly creating more ideal breeding beds for mosquitoes. Ar o ne point, depositing silt in a sm all lake provided abundant nutri ents to create a swarm of Anopheles (malarial) mosquitoes in an area that had previously hosted a relatively small population. H ealth appropriations du ring the decade of consrrucrionincluding sanitation, hospitals, medical attendance, and other activities-totaled $20 millio n, bur rhe results we re spectacularly successful. After 1906, no mo re cases of yellow fever were reported, and cases of malaria, while never disappearing, also declined significantly.

SEA HISTORY 148, AUTUMN2014

Society competition for the best true stories of life and work on the Isthmus of Panama during the construction of the Panama Canal. Retrieved from http: //dloc.com /AA00016037/00109 . Nancy Schaefer is a reference and instruction librarian at the University ofFlorida in the H ealth Science Center Library. Nina StoyanRosenzweig is the archivist for the H ealth Science Center Libraries and historian for the University ofFlorida H ealth Science Center; she focuses on the study ofmedical history as well as medical humanities. Rolando Garcia-Milian is the basic biomedical sciences librarian at the University ofFlorida H ealth Science Center Library. This article was adapted from the chapter titled, "H ealth and Safety During Canal Construction" in 100 Years of the Panam a Canal: Celebrating the Centennial 19 14- 201 4 (http:l!bit. ly!PanCanalCentennial).

Naval Battle of Plattsburgh Bay, 11 September 1814 ySeptemberof 1814 the W ar of 1812 had dragged on through three wea ry summers. The conques t of C anada, forecast as a "mere matter of marching," had turned out to be an ever-receding mirage. No t only had US forces suffe red many defeats, even the tactical victories had not been able to alter the strategic balance. W orse yet, that balance was tipping ever more heavily in England 's favo r, and the defeat of Napoleon h ad freed up m any regiments of battle-hardened veterans who could now be redeployed to Canada. The fiercest fighting of the war to date had occurred on the N iagara Peninsula in midsummer. American troops had invaded

72°W

CANADA

Champlain

44°N

across the N iagara River for the third time. The Am ericans attacked Fort Erie on 3 July and the sm all garrison surrendered . The US Army had trained and drilled incessantly over the w inter, and it proved effective when the British were force d off the field at Chip pewa o n 5 July. Three weeks later at Lundy's Lane, the fighting raged into the night over possession of a gun battery. The Americans succeeded in takin g the guns after midnight, but could not m ove them with any success and had to abandon them at dawn . In August, the British attempted to retake Fort Erie. Another night of slaughter and horror left the Americans in possession of Fort Erie, which they kept into the fall, but abandoned in November when sober assessm ent revealed that it was un likely to withstand a winter siege. W hile the US effort on the N iagara Peninsula was being contained until it was exh austed , a British raid in the C h esap eake burned government buildings in Washington, forcing the US government to disperse and flee. The British then m oved on to m en ace Baltimore. Against this background of cascading fa ilures, the US was about to receive the heaviest blow yet. The governor of C anada, General George Prevost, was preparing to go on the offensive. The larges t British army yet 44'oN assembled in the war- 15,000 experienced fighters-was poised in Montreal to invade New York State down the Richelieu River-Lake C hampla in-La ke George-Hudson Rive r system . Leaving a reserve in Mo ntreal and detach ments to guard supply bases, t he frontline strike fo rce numbered fewe r than 10,000. Even so, it was still the most for midable force ye t deployed . These waters connecting New York C ity to Can ada h ad been much fou ght over in previous wars. O ne look at a m ap should have m ade it obvious where US defenses had to

42°N

General George Prevost

SEA HISTORY 148, AUTUMN 2014

by Captain Walter Rybka hold: Plattsburgh, New York. There, 5,000 US soldiers dug in along the banks of the Saranac River; they were outnumbered by the British nearly two-to-one. Worse, the British attackers were experienced veterans with years of combat behind them. Inexplicably, Secretary ofWar John Armstrong was convinced the main blow would fa ll further west. When he ordered half of his force to march to Sackets Harbor on the eastern shore of Lake Ontario, he handed the British a four-to-one advantage. Although the tactical picture was bleak, it was understood that an invading army had to control the waterways in order to be supplied, and on the waters of Lake Champlain the Americans had a most determined and capable defender in Master Commandant Thomas Macdonough, in command on the lake since 1812. Prior to that, Macdonough had seen gunboat action in rhe Barbary War. He had been in Tripoli Harbor with Stephen Decatur on the daring raid that burned the captured frigate Philadelphia. Both sides frantically prepared squadrons to fight on Lake Champlain. Here the US was also fortunate to have the Brown brothers, Adam and Noah, in charge of shipbuilding. Originally house carpenters, they had made the switch to the far more complicated world of shipbuilding as adult journeymen, bypassing apprenticeship as shipwrights about a decade earlier. They learned to build good ships, among them the sloop of war Peacock, which served for thirty years, bur their particular genius seemed to be in industrial organization. They could convert a forest into ships with startling efficiency. Noah had bui lt Oliver Hazard Perry's squadron on Lake Erie in 1813, and now he and his brother created a second instant freshwater fleet. The American flagship , Saratoga, had a long, shallow hull under a three-masted ship rig. Ticonderoga began as the hull of an unfinished steamer, but was completed as a schooner. Steamships then were considered unsuitable for battle, and for good reason. Prone to breakdown on a good day, rhe paddlewheels could be easily wrecked by shot, the boilers often exploded, and rhe space the machinery required was needed for guns. A lastminute addition, which Macdonough had lobbied hard for, the brig Eagle was built in twenty-one days, from keel laying to launch. At the British base at Ile aux Noix, nine miles up the Richelieu River from the north end of the lake, wood chips were flying in no less haste as shipwrights raced to complete a frigate, Confiance-larger by far than a nything the Americans had. The second largest British vessel, the brig Linnet, was lightly armed , as were two gunboat sloops, Chubb and Finch. Both sides also had galley gunboats. These boats were heavily armed by size of gun, but could on ly carry one or two guns mounted on the centerline. Macdonough had his firepower spread fairly evenly among his three largest vessels. On rhe British side: Linnet had only 12-pounders, and Chubb and Finch were lightly- built converted merchant vessels. Regarding numbers of men and heavy guns, all British hopes lay on the Confiance, which was big enough to overwhelm the Americans if she engaged them one by one. Despite its theoretical power, however, the British squadron had some severe deficiencies. Confiance had a very shallow draft design, giving her a poor ability to sa il to windward . Her sailing qualities were doubtless further diminished by her unfinished SEA HISTORY 148 , AUTUMN 2014

Master Commandant Thomas Macdonough state. New rigging takes time to stretch and be retuned for optimum performance. Confiance's shipwrights only left the ship on the morning of the battle. The material situation was mirrored by the squadron's command. Lt. Daniel Pring had been replaced by Captain George Downie just a few days before the battle. Pring had had some success in command, having previously captured two American gunboats. Downie was sent not to supersede an inefficient officer, but because he had more combat experience. Yet rhe unintended consequence was the scrambling of whatever unit cohesion had been established by making last-minute command changes. As a result, rhe squadron went into battle with the officers nor knowing the names, let alone the capabilities, of their men . The situation at the Battle of Lake Erie the previous year had called for great haste, as the British had been on half rations for a week and had only one more week of the same in store. On Lake Champlain, rhere was no compelling need for haste. Why Prevost was so insistent and Downie so compliant has never been adequately explained. On the American side, Commandant Macdonough saw that his own squadron of shoal-drafr ships would undoubtedly be poor sa ilers, and that the wind tended to blow either up or down the lake. Ifhe were not to be windbound at the Champlain's southern end when the invasion came, he needed to pre-position his ships at the north end. On 24 August Macdonough sailed his squadron into Plamburgh Bay and anchored in carefully-selected positions. The brig Eagle, under Master Commandant Robert H enley, was at rhe head of the line; Saratoga was next, then the schooner 21

1\ ·~ Ticonderoga commanded by Lt. Cassin. The sloop Preble brought ~"""'I, up the rear. Between the larger vessels, he distributed the galley (' gunboats. In case the British overran the shore batteries, Macdonough Ii Cumberland · placed his ships just beyond their range. Just as imporrantly, they Head were close enough to the eastern shore that attacking vessels would be w ithin carronade range. Macdonough's ships had mixed batteries, and he wanted to be sure all could be used. His anchorage was far enough up inside the bay that the British squadron, which would need a northerly wind to get out of the Richelieu River, would be forced hard on the wind to round Cumberland Head and sail into the bay. Even if they managed to fetch high enough to engage the American line, which they did (barely), they would not be able to use their broadsides until they got close. That would give the Americans some time to pummel the British squadron before it could return fire. Briti sh \ ... Gvnboafs On 11 September 1814, a yea r and a day after the Battle of Lake Erie, and two days before the bombardment of Ft. M cH enry, pF i nch Pr.bis' the British squadron approached in the pre-dawn darkness and hove-to on the east side of Cumberland H ead. After sunrise, Captain MILE Downie went in a gig to reconnoiter. By the time orders were passed and the ships were underway again it was mid-morning. Around 0900, the British sailed into the bay: Linnet leading, followed by ~-.-·. >. Chubb, then Confiance, and Finch, the galley gunboats under oars ' I! "11 fo llowing. Crab Island D ownie had hoped to have his vessels sail to windward of the American line and anchor in raking positions. They could not work 11 September1814, Battle ofPlattsburgh, 9:40AM far enough to windward to do so, but were able to get close enough to engage. Confiance had her port bower and sheet anchors struck lessly over the heads of their intended targets. Had Downie by shot from Saratoga, which broke the lashings and dropped the survived, this is the kind of detail an experienced officer would anchors. The British had to cut her cables with an axe, as they were certainly have quickly corrected. not yet in a position to return fire. Only Linnet, under Lt. Pring, This battle of attrition went on with great ferocity for more was able to anchor to windward of the American line. One of Lin- than two hours. Early on, the British gunboat Chubb had been net's 12 pounders scored an early hit on Saratoga. It was at this devas tated by two broadsides from Eagle; with halyards severed, moment that a gamecock onboard, escaping its shattered cage, the disabled sloop drifted to leeward the length of the American began crowing. Saratoga's men took it as a sign of defiance and line and soon struck her colors. American gunboats towed her responded with a laugh and a cheer, and stood to their guns to inshore to ground before she could sink. The second British reply in kind. gunboat, Finch, also soon came to grief-disabled by the heavy A few minutes later Downie decided he was as close as he was guns of Ticonderoga. She, too, drifted to leeward, eventually going to get and anchored on the starboard bower, about 400 yards running aground on a shoal to the south, which undoubtedly from Saratoga. Confiance was very powerfully armed, primarily saved her from sinking. This position was within range of an with 24-pound long guns. The first broadside poured into Sara- American shore battery, which took her under fire. Finch's gunners toga was devastatingly effective. Crashing through the bulwarks, managed to hit the American shore guns, but their position was it dismounted four guns and dismembered many men, inflicting nonetheless hopeless. On the American side, Preble, smallest and forry casualties, about 20% of the crew. Afrer a stunned moment, weakest in the line, cut her cables and was towed inshore by the Saratoga's crew rallied and returned fire. gunboats to keep from sinking. A quarrer of an hour into the battle, a ball from Saratoga struck Both sides had galley gunboats-ten American, and twelve one of Confiance's guns end-on at the muzzle, causing the gun to for the British. Macdonough assigned his boats to attack any leap backward off its carriage. It struck Captain Downie in the vessels penetrating his anchored line, a mobile reserve. Dow nie stomach, killing him. Losing Downie so early on was a severe- gave his the specific task of mounting a mass attack, to take Tipossibly decisive -blow to the British. Confiance's subsequent conderoga by boarding. The American boats remained inshore of broadsides into Saratoga proved not as effective. Inexperienced the anchored line, sheltering behind them rather than aggresBritish gunners failed to correct for the fact that the jump of recoil sively defending them. They did assist Ticonderoga when the tended to loosen and back out the elevating quoins under their British assault came, which was easily beaten back. The British guns' breeches . Unless reset, the subsequent shots would go high. gunboats were poorly led . H alf did not engage at all and fled, led While some of the British fire was accurate, many shots flew harm- by the officer in charge of them.

9:40AM

'"v•t

SEA HISTORY 148, AUTUMN 2014

port and starboard, with another bower in reserve and a stern anchor ready to let go. Saratoga now had to "wind ship," turni n g to present h er much less damaged port broadside to the enemy. Ir was a risky maneuver-at any moment, one of rhe crucial cables could be severed by shot, and the m en had to expose themselves to shot as they reached our the gunporrs to pass the line along its new lead . Getting this done quickly and correcrly called for cool heads, iron nerves, and fast work. None were lacking. The m aneuver starred with letting go the stern anchor, and hauling in on the eastern kedge from the starboard quarter, pulling the stern toward the enemy. This alone was nor going to be Macdonough's Victory at the Battle of Lake Champlain, by H ugh Reinagle (1790-1834). enough, even if the bower were slipped. Gunboats, like the PT boars of a later era, could in theory Macdonough ordered the line on the port quarter to the wes tern mount a devastating mass arrack, with firepower coming from a kedge shifted around under the bow and back to the starboard swarm of small nimble targets. In reality, they were nearly useless. quarter. Veering away on the bow cable to the north and the eastern Ar long range, they could nor provide a stable platform from kedge, while hauling towards west, began to bring her around. The which to fire. Ar close range, the m ass of oars, hulls, and men stern anchor cable, shifted up to the port bow, would now ac t as a provided easy targets for grapeshot. Nor could m ass really be short spring line, pulling rhe bow to port as the wind sent her off achieved. A row galley would h ave a beam of about fifteen fee t, to the south . In nor much more rime than it h as taken to read this effectively doubled with oars out. Even rhe best crews would need the ship was "w inded."(See diagram, next page). to keep ten feet or so clear between banks of oars to avoid fou ling one another. Ir would have been impossible to have fewer than forty feet between guns. A sailing vessel's broadside ports averaged guns on ten-foot centers. The concentration was the other way around. The only chance galley gunboats had wo uld be if stealth could be achieved, allowing them to close to point-blank range, Cumberland fire one round of grape into the defenders, and scramble onboard. So, while such gunboats might have proven useful in calm, shelHead tered, shallow water against vessels m anned by inattentive defenders, unhappily for the British, those conditions were nor mer at Plattsburgh. Amongst the larger vessels, however, the barrle was hot. Lr. Pring in the Linnet was able to keep up fire on the Eagle. Whether her bower cable was cur by shot, or ordered cur, Eagle next sailed around Saratoga, anchored again southwards of her and resumed firing at Confiance. This action did nor endear Eagle's command, er, Robert H enley, to Macdonough, who now was caught in a ,, , I ,. crossfire between Linnet and Confiance. Despite the m any disad, va ntages the Confiance struggled with, the sheer weight of metal in her broadside was beginning to rel!. The nearly raking fire of the Linnet added to the attrition. Saratoga was nearing rhar tipping point where dam age and casualties were slackening rhe rate of fire, and allowing rhe enemy to fire almost unopposed . When the las t gun on rhe starboard side was dismounted, disaster loomed. Bur now was the time that Macdonough's meticulous preparation paid off. Saratoga had three anchors our, a bower and two kedges

Crab Island (right) 11 September 1814, Battle ofPlattsburgh, 11:30AM

SEA HISTORY 148,AUTUMN2014

Winding Ship

For a few perilous minutes Saratoga's guns would not bear as she pivoted aro und, exposing her stern to raking fire from Linnet, but Pring could not res pond quickly enough. Few hits were suffered, and soon Saratoga resumed fire with greater force. Confiance next tried to wind for the same reason-to bring her nearly intact starboard broadside to bear. But the British, having lost one bower and the sheet anchor, had far less to work with. After they let go another anchor, shifting hauling positions and beginning to w ind, the small anchor cable was cut by shot. Confiance stalled halfway through the maneuver in the worst possible position-bow-on to the Americans. The renewed fire from Saratoga now raked her entire length, and her own guns proved unable to reply. Adding sudden confusion among the anchor handlers were reports from below that water was rising fast over the berth deck. The surviving British officers were left with little choice but to strike. No ne too soon . Confiance could not long remain afloat and the wounded below were in danger of drowning. When the shooting stopped , all hands could be put to stopping leaks and bailing, which allowed her to remain afloat. The galley gunboats had retreated after failing to overwhelm Ticonderoga . With Confiance struck, the galleys fled the bay. Linnet, in turn, with a foot of water over her own berth deck, struck as Saratoga was about to take her under fire. The firing ceased. Along the now-silent line, the w ind soon cleared the smoke. The sudden cessation of noise and smoke on the bay drew the attention of both sides on shore. For Am erican General Alexander Macomb, it m eant deliverance. H e was still facing a greatly superior force that might well have been able to storm his position. It didn't happen . When the smoke cleared and Prevost saw not one British ensign still flying, he realized his chances of successfu lly pressing further south, with an American naval squadron unopposed on the lake, had blown away with the smoke. Prevost saw no point in taking heavy casualties to carry the American line if there was nothing to be gained . A stouter heart might have decided to rout the Americans anyway and await developments . Plarrsburgh was close enough to the border and Ile-aux-Noix for the British to hold, ye t Prevost was demoralized. He aborted the invasion and ordered a retreat. Thus, the most powerful invasion force of the entire war turned back with hardly a shot fired on the land, so decisive was the n aval battle. The Battle of Lake Erie m ay seem the more dramatic story: ships maneuvering, total victory, Perry's famous report, the rout of the British and death of Tecumseh. The US regained what had been bungled away at the outset of the war and stabilized the situation in the northwest. Strategically, however, it was a sideshow. The Battle of Plattsburgh Bay, like Saratoga thirty seven years before, stopped a major invasion in its tracks . National salvation has never hung on a slimmer thread than the anchor cables of Macdonough's battered ships. J, Capt. Walter Rybka, director of the Erie Maritime Museum and senior captain of the US Brig Niagara, is a recognized authority on the War of 1812 on the Great Lakes, especially with respect to shipbuilding, management, operations, and tactics. He has gained this expertise through a career dedicated to historic ship preservation and developing experiential programs aboard historic sailing ships and replicas.

WIND

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1100 hours a. bower anchor b. starboard kedge anchor c. port kedge anchor to the west d. stream anchor, ready to drop astern

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1110 hours ·shift port cable to western kedge anchor forward, under the bow t •pay out starboard kedge (b) ·shift stern cable forward to the bow (d) ·bower tended slack (a)

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1115 hours id) •pay out of east kedge (b) ·haul taut west kedge (c) ·snub stern anchor (now lying under the bow) to spring bow to port (d) ·slack out of bower cable (a)

SEA HISTORY 148, AUTUMN 2014

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SEA HISTORY 148, AUTUMN 20 14

Ranking of Historic American Ships by Captain Walter P. Rybka

ust how important is any one historic ship compared to others? Any attempt to rank historic ships by significance will provoke vehement arguments. One could well argue that doing so is pointless because the US has no national-level mechanism for ensuring the preservation of nationally-or even internationally-significant vessels. USS Constitution is maintained as a commissioned ship of the US Navy. A few vessels are in the custody of the National Park Service. But for the most part, historic ships in the US are owned by private non-profits. These organizations span the range from major maritime museums to small groups of volunteer enthusiasts. The competence and resources of these institutions are likewise all over the map and not necessarily correlated to size. It is true we can't save every vessel. Over time, some will fail to be viable and ultimately cease to exist. The reason for having some ranking system is not to condemn or take away anybody's ship. Indeed, many vessels have local significance and support even if they are not ranked as nationally important. The value of a ranking is to highlight those vessels which are irreplaceable pieces of our maritime heritagevessels which have importance to the national story, whether their owners are rich or poor, competent or otherwise. It is to identify ships that may qualify for some level of assistance beyond local or regional support, because their loss would be a loss to all of us. Every historic ship has its advocates, or it would have gone to the breakers long ago. The Historic Naval Ships Association (HNSA) has over twenty US submarines, ten deUSS Constitution At a Glance: 1797 Frigate. This is a superb example of both design and construction, part of the first naval construction effort of the new Republic, and vetera n of numerous battles which made her a national icon by the time the War of 1812 was over. 1h e Constitution was instrumental in establishing the US Navy traditions of excellence and bold action; she is the oldest US Navy sailing frigate surviving and the oldest of five on the planet. This choice almost goes without saying. In today's idiom, this is a "no-brainer." There is no more iconic ship anywhere that embodies the spirit of the nation . Constitution is named for the document that, above all others, defines our nation as the source of our strength and sum of our hopes. Built in a time of doubt and peril, by a then small, weak, parsimonious and squabbling excuse fo r a nation, this ship represented a triumph of determination, courage, and inspiration. Constitution's broadsides were the definitive announcement to the world that despite

stroyers, eight battleships, five aircraft carriers, and many others in its membership. All have stories of sacrifice and courage woven through their histories, so how does one rate them? There are so many factors to consider: historic events which took place onboard or in which the vessel participated, superior example of naval architecture or builder's craft, representative of an important type, age and rarity, closeness to original condition-these are the principal factors. In considering historic significance, many vessels have multiple stories to tell, and in one operational career may have relevance to many separate strands of the national narrative of US history. Also, if we emphasize definable historic events which took place onboard a vessel, the list gets overweighted in favor of warships. If we look at the whole story of national development, merchant ships representing significant types and industries are important to include for being typical rather than unique. To put together an attempted list of the top 10 vessels {based solely on historic significance), I asked myself, "If you could only preserve one ship in the US, which one would it be? If it could be only two, what is the next choice?" The list is not intended to be a reflection on the stewardship of the institutions currently managing these vessels. Scoring ships on condition, interpretation and programming, etc. is a separate discussion, which we will return to later. In attempting to cover the entire sweep of US history I quickly bogged down trying to keep the number at 10, so I let the list stretch a little bit. My apologies in advance to friends whose ships I did not include, but it's time to provoke some debate.

haps the first anywhere (burial ships are a different class) was to save this ship when the navy first proposed disposal in 1831. Constitution has h ad to be rescued from oblivion several times since, as a poignam reminder of what a short-sighted people we often are. The only unbelievable as pect to this story is the fac t that every few years the question even comes up of whether it is worth it to keep her aflo at.

all of o ur sins, mistakes, and fo ibles, this new experiment of a nation was going to survive and be reckoned wi th. The first national maritime historic preservation effort in US hi sto ry, a nd per-

ex-USS Olympia At a Glance: 1895 Protected C ruiser. Olympia is the sole survivi ng US Navy vessel of its era, and one of only four remaining major warships in the world from the period 1890-World War I; the others are the Russian cruiser Aurora, 1900; the (British built) Japanese bat tleship Mikasa, 1900; and the (Italian-b uilt) Greek armored cruiser Giorgos Averoff, 1910. A lthough it was one of America's forgotten wars, the Spanish-American War of 1898 was a turning point in American history, in large measure because of the naval

SEA HISTORY 148,AUTUMN2014

battle of Mani la Bay, at which Olympia was the American flagship . The eventual growth of the United States into a m ajor naval power (which it emphatically was not in 1898) would ve ry likely have occurred in any case, but the die was cast in 1898. Although the Spanish-American war was hastily conceived with no strategic designs on the Pacific, the early and complete victory at Mani la Bay prompted conquest of the Phi lippines as a target of opportunity. The Philippine conquest, in turn, had profound consequences on the American role in the wo rld. If the wa r had been confined to C uba and Puerto Rico, it is possible the United States might have been confined to exercising its power in the home waters of the Caribbean, and retained only a coasrwise navy to secu re those interests

and guard the approaches to the soon-robe-built Atlantic-Pacific Canal. (Panam a as a nation did nor yet exist). Having defeated Spain in the Philippines a nd decided to remain there ourselves, however, the US had taken on the m antle of a wo rldw ide power-something that required a wo rld-ranging navy. Some believe the US conquest of the Philippines was the next, natural, a nd ultimately beneficial step in Manifest Destiny. Some see it as a murderously foo lish and catas trophic blunder, which set us on a collision course with Japa n a generation later. Either way, there is no arg uing that it was not a pivotal event in wo rld histo ry. The catalys t for a world-ranging chain reaction was the powder burned in Olympia's guns, at the precipitating moment of what became the American Century.

ex-USS Constellation At a Glance: 1854 Sloop of War. Constellation is the last sail-only warship designed and built for the US Navy, an excellent example from a period of Ameri-

SEA HISTORY 148, AUTUMN 20 14

can dominance in design of fast wooden sa iling ships. Ir is the last vessel afloat which served in the Civil War, and the last vessel of her type on the planet which participated in the suppression of the African slave trade.

ex-USS Constellation ""

Slavery, if not the original sin of humanity, was most certa inly the original sin in the fou nding of this nation . Slavery had been as common as war and pestilence rhroughour all recorded history. The truly amazing aspect to this story is not that such evil existed for so long, but that after 5, 000 yea rs the system came crashin g down in about a 150-yea r period. Not that its remnants do not persist, they do, bur on nothing of rhe scale of the pas t. If nor eradicated, slavery has at least been delegitimized a nd shrunken into a furtive criminal activity. The passing of mass chattel slavery is a milestone of human social development of rhe same order of magnitude as the mas tery of fire or introduction of agriculture. The pa rticular chapter known as rhe Atlantic Slave Trade was a nearly fourhundred-year saga of horror. Any ta ngible link to its interpretation, let alone an instrument of its ending, is nor on ly worthy of preservation bur is of particular importance on a personal level to a huge portion of rhe American community. The Constellation is a survivor of active duty in the war rhar to this day is rhe most traumatic event in US history.

Ernestina (ex-Effie M. Morrissey) At a Glance: 1894 G loucester Fishing Schooner. The schooner is rhe definitive Am erican-developed class of sailing vessel. The New England fishing schooner was an important rype, which reached its apogee of development at the end of the nineteenth century. Designed by the well-

noted "Mel" McClaine, and built as the Effie M. Morrissey, Ernestina is an excellent example of a type which numbered in rhe hundreds and carried on a major American industry. Sailing to the Grand Banks for cod, in va rying vessel types, went on from New England shores for three hundred years. Looked at from a wider perspective to take in the span of European fishin g, it becom es a 500-year story. This history alone would make her very worthy of preservation, but this career in fishin g was succeeded by historically significant later careers. As a n Arctic exploration and survey vessel, Ernestina is rhe sole American survivor from the Age of Exploration, and one of rhe last ships anywhere rhar participated in rhe 500-year effort to penetrate rhe polar ice to extend rhe reach of science, navigation, and cartography.

Effie M . Morrissey

1928

Ernestina had ye t another career as a Cape Verde packet, the last wooden sailing vessel in the trade of carrying goods and immigrants across the Atlantic from the O ld Wo rld to the New. This was another great human endeavor in wooden sa iling ships for the same 500-year period. Looked at as a whole, wooden sailing ships going after cod, probing the edges of ice and rock, and the migration of peoples, are each an Atlantic story of several hundred years. This ship was a participant in the last chapter of all three of these

stories. Furthermore, after having been sold overseas, she returned to the United States in 1976 as a bicentennial gift from the people of the Cape Verde Islands. Subsequently, under the leadership of Captain Dan Moreland, she was restored and repaired to achieve certification as a sailing school vessel. Unfortunately, this magnificent schooner fell on hard times (short-hand for a sad tale best told elsewhere)-but far from being a lost cause by any means, she could still be restored to sailing condition. The real experience can still be taught directly from this vessel, and experience is a most rare and precious part of historic preservation. Yet Ernestina's continued survival is uncertain. Her stories are internationally significant and, on the national scale, each of her careers were based in Massachusetts.

Charles W. Morgan At a Glance: 1841 Whaling Ship. This is the last wooden whaling ship, built in Massachusens, and while the details of equipment are particular to whaling, the overall form and construction are very representative of merchant ships of that era. Fewer than one percent of surviving wooden ships on the planet are as old as the Morgan.

Whaling was once a major maritime industry in terms of numbers of men employed and value of product to the economy. Just as significant was the role of American whalers in exploring remote areas of the Pacific-which then prompted the US government to send naval charting expeditions to the far reaches of the planet. In many parts of the wo rld, American whale hunters were the native people's first sight of the Stars and Stripes, and the artifacts and narratives brought home were the first glimpses of other cultures for many of our citizens.

ex-USS Texas At a Glance: 1914 Super-dreadnought Battleship. Texas is the only surviving US Navy vessel to have served in both World Wars and is the sole surviving WWI battleship anywhere. A strong contributing cause to WWI was the intense AngloGerman naval arms race in the decade preceding 1914 (with the United States hard on the heels of both). ex-USS Texas

Charles W. Morgan, 2014 When commissioned, Texas's 14inch guns threw the most powerful broadside in the world. This distinction lasted less than a year before Great Britain's Q ueen Elizabeth class upped the ante again with 15-inch guns. That naval arms race was chiefly defined by the then-new dreadnought type of battleship. The rest of the twentieth century and on into this one can be summed up as the unfinished business of World War I. The Texas is an important link to that story. The changing technology from WWI to WWII can be read in the modifications to the ship of torpedo bulges, anti-aircraft armament, radar, and Combat Information Center (CIC). Texas served at both Normandy and Okinawa, and in 1948 became the first naval vessel since USS Constitution to become a monument and museum.

C.A. Thayer At a Glance: 1895 Lumber Schooner. The last of a fleet of more than 400 West Coast lumber schooners, the C. A. Thayer is also a representative of the American coasting schooner, which for well over a century was the primary vehicle of American coastwise commerce.

Thayer is nearly identical in general design and build to the thousands of cargo schooners once seen throughout our coastal waters. While a few of the smaller ones survive as extensively altered passenger vessels, Thayer is alone in size and closeness to original configuration. For a nation t hat prides itself on the power of its commerce and ingenuity, it seems absurd that we permit some of the greatest links to our economic history to be lost.

World War II Vessels This subject is so vast and the Beet of surviving participants so numerous, that it is impossible to single out one vessel, especially since each vessel h as its own fiercely loyal crew of supporters. The approach taken below is more of a recommendation to the effect that "if you want to study this war, make sure yo u visit each of these." Battleships (and one Heavy Cruiser). There are eight surviving, seven designed during the late 1930s, and Texas as previously described. USS Missouri is the ship aboard which the Japanese surrender was signed and an example of the Iowa class as being the ultimate in evolution of the type. A very strong case could be made for some of the others as having a longer war record in WWII, and the Iowas have served in wars since, particularly USS New jersey. There is also one surviving heavy cruiser, ex-USS Salem, which is the only representative in the world of what was

SEA HISTORY 148, AUTUMN 2014

once an importa nt type. I a m grouping it with the battleships as a sm aller version of the big-gun, armored ship. More numerous and expendable than battleships, heavy cruisers fought more surface ac tions . They were the primary escort vessels protecting carrier task forces. Less heavily armed than battleships, yet still having significa nt firepower, cruisers were large and fast enough to stay with a carrier even in heavy wea ther that would leave the destroyers behind.

Aircraft Carrier. Achievin g air superiority was the prerequisite to victory in the Second World War and every conflict

Intrepid

since. In WWII, strategic and tactical thinking revolved around carrier operations, especi ally in the Pacific. The Essexclass carriers, of which 24 were bui lt, can be called the war-winning design of the Pacific; three survive: Intrepid, Lexington, and Yorktown) . Intrepid m ay stand out as having no t only extensive service in WWII but also in Korea, the space program, and Vietnam as well . This ship's career also spanned the transition from propeller-driven to jet engines. Others may rival this record.

Destroyer. The indispensable warship which no task force could operate without, and therefore the mos t numerous type. O f these, the larges t class and the bes t design to serve throughout the wa r,

ex-USS Laffey

was the Fletchers. Kidd m ay be in the best conditi on; others may claim just as significant a service record. Laffey is of the less-numerous Sumner class . The Laffey is also the sole surviving des troyer to have SEAHISTORY 148,AUTUMN 2014

served in both the Atl antic and the Pacific and wo n fa me as "the ship that wo uld not die" for surviving catas trophic kamikaze attacks. Submarine. Nex t to aircraft, the submarine is the most potent threat to ships of all types, and the principal destroyer of merchant shippin g. Am erican submarines had an impact on rhe Pacific wa r completely out of pro portion to the size of the fo rce. Cod is considered the closest to original configuration-a number of others equal her combat record .

Liberty Ship. Warships might win batdes, but they can't take and hold territory. Campaigns to project power, no t to mention getting industrial supply to our Allies, were dependent upon tho usands of merchant ships, of which rhe Liberty ships were the quintessenti al type. There are only two left, one on each coast, so it is impossible to choose between the john W Brown and the Jeremiah O 'Brien.

SS Jeremiah O'Brien

great thing about history: you can't make this stuff up!). U -505 is one of two surviving W W II U-boats. As an arti fac t of the Nazi m enace on the verge of victory, this vessel has great international significance.

Destroyer Escort. The war could not have been won without winning the Bard e of the Atlantic, which in turn could not h ave been won without the hundreds of hurriedly-built escort types that slowly beat back the U-boat wolf packs. Designed to meet an emergency, built quickly by people who, for the most part, had never built a ship, and sailed and fou ght m ostly by people who had never before been to sea, these humble, thin-skinned little vessels did wo rk out of all pro portion to their size. USS Slater is, by fa r, the best example. Deep-Water Square-Rigged Merchant Ship Returning to the merchant marine, we have no surviving Am erican-bui lt cargoca rrying square riggers, either wood or sreel. In the United States, there are seven survivors of the las t century of the Age of

Star ofIndia U-Boat. W hile the US Navy's memory looks more to the Pacific wa r, the agreement among the Allies was a G ermanyfirst strategy, as the Third Reich posed the greater threat. The Battle of the Ad antic was the longest-running campaign of the war, and the most crucial in that Britain's survival a nd all subsequent campaigns were dependent upon defeating the Germa n submarine fleet. In 1944, the U-50 5 flew the US fl ag as a prize after being capmred by boarders at sea! It was the first and only time since the Wa r of 1812 that the command "boarders away!" was ordered onboa rd a US warship (thar's rhe

Sail; one-Peking (1912)- was built in Germany, and the rest were built in the British Isles: Star of India (1863), Elissa (1877), Falls of Clyde (1883), Wavertree (1885), Balclutha (1 886), a nd M oshulu (1905). The Star, Falls, and Balclutha sai led part of their careers under the 29

US flag, through the expedient of being flagged in Hawaii immediately before the US coup to overthrow the monarchy and annex the islands, which as American possessions then entitled the ships to become US-flagged, even though they were foreign-built. Of these, Star of India is the oldest, with the highest retention of original fabric, and still sails, albeit only one or two day sails per year.

SS United States At a Glance: 1950 TransAtlantic Steam Ocean Liner. The last and fastest of the great rransAtlantic liners, United States was designed by Charles Frances Gibbs and built by Gibbs & Cox, Newport News, Virginia, in 1950, and is the epitome of steamship design. Keeping her four SS United States

screws driving her consistently at speeds over 30 knots took four boiler rooms, four steam-turbine engine rooms, and 24 watch-standing engineering officers, supervising an engine-room gang of hundreds more. The United States is now a gutted shell, but what a magnificent shell! I have no comment on the practicalities of preservation for this ship at this time, having stated at the outset that this list is based on historic significance only.

Tugboats: Coastwise and Harbor The ubiquitous workhorses of the waterways, tugboat design evolved distinctively in the US. Within the genus there are three distinct branches; coastwise, harbors, a nd rivers. Our best examples are the 1907 H ercules (in San Francisco) and the 1906 Baltimore (in Baltimore). Inland Waterways To round out the national story we must not forget that interior waterways have always been an even larger part of our carrying trade by tonnage than has 30

Hercules

Great Lakes Ore Carrier The Great Lakes are the inland seas of the North American continent, and evolved a distinctive vessel type to suit the local requirements. Four of these bulk carriers have been preserved to date, built between 1912 and 1938. Valley Camp is the oldest retaining her original machinery. There is little to choose between the career significance of the Col. James M. Schoonmaker, the Valley Camp, the William A. Irvin, or the William G. Mather. The Schoonmaker was an advanced ship for her day in terms of technological details.

William G. Mather been the saltwater merchant marine. The vessels below are chosen as representatives of types that were once ubiquitous and now vanished:

Eureka At a Glance: 1890 Steam Side-wheel Ferry. The significance of this vessel lies not in its individually prosaic career, but in what the ship represents in the national story. As a timber-rich nation, America pushed the development of large wooden hulls long after Europeans were building in steel. Eureka is perhaps the largest flo ating wooden structure on the planet, and one of the largest ever built. Between roughly 1820 and 1920 the steam sidewheeler with walking beam engine was as common a sight on rivers and harbors as the schooners were along the coasts. Mississippi-Ohio River Sternwheeler Steam navigation on American rivers was a m ajor factor in opening up the interior of the continent to development in the nineteenth century. A distinctly American type evolved to meet this need, some example of which should be preserved. Candidates might be the Belle of Louisville, or Becky Thatcher, or W P. Snyder.

I m ay have failed in my attempt to limit the list to ten ships, let alone to make selections among types, but did keep to around two dozen. In the big picture, it is pointless and arbitrary to argue over whether a vessel should be number 4 or number 5, etc. Likewise, within types selected there may be very little reason to select one vessel over another. Worthiness of preservation and likelihood of long-term success also depend upon many other factors: location, constituency, and viability of the custodial institution. The most important thing to remember is that if one were to attempt to write a definitive US maritime history, all of these vessels would have a place in it. The list is limited to large vessels, which apart from U-505 are all outdoors and afloat. Worthy of mention are two smaller craft preserved indoors; the Haida canoe as the epitome of Native American watercraft design, and the 1776 gunboat Philadelphia, sunk at the battle of Valcour Island and now preserved in the Smithsonian. In general, small crafr are underrated in our history. While the most important political/military events generally happen on the large vessels, throughout history most human experience on the water has taken place in boats of under fifty feet-but I digress.

SEA HISTORY 148,AUTUMN 2014

If rhis rask were ro be put our ro rhe mulrirude of maririme hisrory scholars, I am sure rhar everyone would have his or her own lisr. Perhaps a valid exercise would be a survey ro nominate the most important hisroric ships with a limit of twenty vessels. My guess is that everyone's list would stretch ro between two dozen and rhirry, a nd the priority would vary widely. I surmise, however, that ten or twelve vessels wo uld be common ro nearly all lists. It is this consensus that we need to establish. Much of rhe success of our ship preservarion efforrs is due ro communiry supporr: grassroors, entrepreneurial, loyal, and independent-a rrue reflecrion of our narional characrer. Much of the failure of our ship preservation efforrs, however, is due ro the facr that a significant part of our narional m aritime heritage is being preserved only by rhe energy, dedicarion, and resources of volunteers and local supporters. No marter the national-or even internarional-significance of a given ship, rhere is no mechanism for imervention ro save a vessel whose loss would be a loss ro all. The Narional Maritime Historical Society, originally founded with rhe idea that som e organization was needed ro ensure againsr rhe tragedy of rhe commons (whar belongs ro all is cared for by none), was never able ro garner the support needed ro fulfill this role. NMHS does play a viral role as rhe forum for maririme preservarion efforts. From rhe rime of rhe American bicentennial ro about twenty years ago, rhe National Trusr for Hisroric Preservation m aintained a maririme office. But ir was always a neglecred srepchild- never on the level of the land-based program s. When the Trusr fold ed up irs experimem in maririme preservation, rhe Narional Park Service rried ro assume the mamle of a narional maritime preservation organizarion rhrough rhe Narional Maririme Initiari ve. The NMI has done a valuable service as a distriburor of grants and in making rhe case for adherence ro preservarion srandards. Yer ir, roo, h as never had rhe funds ro intervene in any crisis. Nor does it have a mandare ro do so. In facr ir is rather misnamed as an " initiative," bei ng able only ro react ro applications within a narrow range of parame ters. The limitations of the above instirutions prompted maritime academics to SEA HISTORY 148,AUTUMN 2014

fo rm an informal lobbying body, the Na- now locared in rhe United Srares if rhey tional Maririme Alliance, to keep an ear are foreign-buil r or have been so altered to rhe gro und for grant monies earmarked as to lose much of rheir characrer. This from rhe scrapping of reserve fleet ships. list is emirely ships that were either USThis has fin ally mareri alized on a limit- built and operated by Am ericans, or, if of ed scale, rhan ks in grear measure ro the foreign origin, ships that sailed under rhe tireless efforts of Dr. T imorhy Runyan A merican flag at some point in their hisof East Carolina Universiry. This leaves toric careers. I have atrempred to be objecrhe Historic Naval Ships Associarion, rhe rive; as humble evidence I can poim our Council of American Maririme M useums rhar none of rhe ships that my sailing caand Tall Ships America, as trade asso- reer and present employm ent are based on ciarions to promote besr pracrices among is included. Elissa is ve ry dear to my heart, rheir m embers, bur wirh no mandate for and while I believe her to be ". . .one of the raking on particular projecrs. The above special objects on the face of rhe earth ... " paragraphs are the caralogue of bureau- to borrow Joseph Conrad 's words decratic reasons why we can'r accompl ish a scribing rhe very similar Otago which he ship save. comma nded, it must be recognized that The result is rhar no m arrer the his- Elissa's ries to US history are slight comroric significance of a ny given vessel on a pared to o rhers listed here. Likewise, the national- or even international-level, US Brig Niagara is valuable for the lessons rhe preservation of thar ship is almosr learned rhrough actively sailing her and always dependent on the efforts of whar- rhe importance of rhe story of the Barde ever local group ended up wirh it, appro- of Lake Erie brought to rhe public, bur priately or nor. Creating prioriries for rhe the present brig was built in 1988 . preservarion of such vessels has always This article has been wrirren solely been informally raboo, as every one has to spur debare in how we identify rhose its partisans. Yet among the over two ships rhar are truly significam for rhe nahundred historic vessels in the coum ry, tion and merit recognition beyond their there is a lot of near-duplicarion (21 subs, local communities, and furthermore to 10 destroyers, 5 aircraft carriers, 8 barde- stimulate discussion regarding how to rise ships) . It is not appropriate to discourage above our own interests and prejudice on preservation efforts in these pages, but behalf of our own ships, so that we may somehow I hope a case can be made for from time to time subscribe ro an effort ro certain vessels to be recognized as having save a ship we may never see, but believe special m erit for their rarity, and /or the should remain part of the historic fabric importance of rhe deeds associated wi th of the nation. J, rhem. The debare should be abour how to speed resources to rhe vessels thar should Captain Walter Rybka is the Administrabe saved for rhe narion. Ir is naive to rhink tor of the Erie Maritime Museum and sesome lobbying effort will squeeze money nior captain of the US Brig N iagara. He is out of a cash-strapped Congress. We have a board member of the Council of Amerito think of privare money rhrough foun- can Maritime Museums and in the 1980s darions, corporarions, and individuals. Ir led the restoration of the barque Elissa in will be a m ajor job going after odds and Galveston, Texas, of which he then served as ends, bur in rhe process we may make captain until 1991, when he accepted comfriends for m aritime preservation and in- mand of the N iaga ra. Ihe American Sail Training Association (now Tall Ships Amercrease awareness of our history. In m aking rhese argumem s, I likely ica) recognized his contribution to tall ships offended nearly every ship preservationisr and maritime heritage with their Lifetime in rhe coumry. Rarher rhan brisd e ar my Achievement Award in 2008. In addition, list, however, please take the rime ro cre- Captain Rybka serves as an editorial advisor ate one of yo ur own. Which ships do yo u to Sea History magazine. rhink are the most importam to preserve? You can email the editor at seahistory@ W hen you h ave made yo ur list, send it ro gmail.com with your thoughts on the state rhe editor. In developing rhis list, I did of historic ship p reservation in the United not include many vessels importam to States and suggest ships you think should be world maritime heritage, and even some on this list-and why.

Grants and the National Maritime Heritage Act-an Update "\VJhy is $ 1.7 million available for a maritime heritage grant W program this year? Thanks to the efforts of the National Maritime Alliance with the support of the maritime heritage commun iry, including the Council of American Maritime Museums and many other organizations and individuals, the National

the National Maritime Heritage Act. The proposed amendment wo uld repeal the text inserted in 2010. It wo uld require MARAD to transfer one-quarter of the ship recycli ng receipts to the National Park Service to fund a grant program thro ugh the established competitive process.

"I am happy to support such an important cause."-Clive Gussler, New York Times best-selling author of more than fifty books, and founder of the National Undersea Marine Agency that disSuisun Bay Reserve covered the Confederate submarine Hunley. Fleet in CA. Money Maritime Heritage Act was passed in 1994. This recognizes the from the scrapping of value of America's maritime heritage and establishes a competitive ships in the National grant program, operated by the National Park Service, to invest in Defense Reserve Fleet maritime heritage preservation and education. provide the fundFunding for the grant program is solely generated by a ing for the grants portion of the proceeds associated with the scrapping of ships in program. As of June the National Defense Reserve Fleet (NDRF), a unit of the US 30th, there were 117 Maritime Administration (MARAD), part of the Department ships in the NDRF of Transportation. This funding is not subj ect to the ann ual inventory. PH OTO BY SCOTT HAEFNER appropriations process. Receipts from the scrapping of vessels provided approximately $650,000 that funded 39 awards in 1998. Moving Forward Until recently, no funds were available to support this grant program. The proposed amendment was initiated by the National That situation has changed since abo ut 2009; recycling of ships Maritime Alliance, and is supported by the Council of American produced a profit within the Maritime Administration that reached Maritime Museums, the National Maritime Historical Society, $56 million. According to the Act, half of the funds go to MARAD, the American Lighthouse Council, the US Lighthouse Society, and one fourth to the MARAD-operated maritime academies. The Tall Ships America, Steamship Historical Sociery of America, the remaining one fourth ($14 million) is to fund a public maritime Historic Naval Ships Association, the North American Sociery heritage grant program. However .... for Oceanic History, the Naval Historical Foundation, and other organizations. Members of the Senate Commerce, Science and Current Situation Transportation Committee have agreed to sponsor this amendment. An amendment to the Fiscal Year 20 10 National Defense O ur nation's maritime heritage defines each of us, whether Authorization Act significantly modified the National Maritime we represent and reside in inland or coastal communities. We H eritage Act. This amendment gave MARAD discretion to retain must work with Congress to restore the public maritime heritage a!L scrapping proceeds in support of MARAD maritime heritage. grant program it established thirry years ago (National Maritime Armed with this new aurhoriry, MARAD retained $7 million of Heritage Act, Public Law 103-451; 16 USC 5401). the $14 million available for a grant program. It distributed the The grant program supports local non-profit organizations money equally among the seven academies in January. that maintain our nation's great maritime legacy through education Why didn't MARAD keep all the funds? The $7 million available and preservation projects. Ir provides employment, and funds for to the maritime heritage grant program is a direct consequence of innovation, public outreach, local communities, volunteers, and advocacy on Capitol Hill, an effort led by the National Maritime the many active veterans who work and volunteer at maritime Alliance representing the maritime heritage communi ry. organizations. The program is no free lunch. The grants must be The National Park Service, part of the Department of matched dollar-for-dollar in cash or in-kind services. the Interior, received the funds from MARAD and, through a memorandum of agreement, has decided on a distribution of $2 Apply and Support million per year until the $7 million is expended. Additional income Information on applying for grants is available at the National from ship recycling could be added. Nore that NPS is entitled to a Park Service website: http ://www.nps.gov/maritime/. I urge your 15% administrative fee, or $300,000. 1 his is deducted from the $2 support to restore full funding of the Maritime Heritage Act. As million, leaving $1.7 million for the annual grant program . NPS the lead in this initiative, I can ass ure you of the importance of has stated that it will use the funds to restore its defunct maritime speaking with a single voice. The maritime heritage communi ry heritage program. is much stronger collectively than individually. We must rally Working with the Senate Commerce, Science and Transportation around the National Maritime Heritage Act. Ir is the high-water Comm ittee and other members of Congress, the National Maritime mark of more than thirry years of our efforts to attain recognition Alliance, with its partner, Mystic Seaport, and with the heritage and support by our nation. -Timothy J Runyan, Chair, National Maritime Affiance communiry, acted to restore the original language and intent of

SEA HISTORY 148,AUTUMN20 l4

10th Maritime Heritage Conference Nauricus, Norfolk's waterfront educational maritime museum complex and home to the Hampton Roads Maritime Museum and the battleship Wisconsin, will be hosting the tenth Maritime Heritage Conference from 17-21 September in Norfolk, VA. Organized by the National Maritime Alliance, the conference is an opportunity for any and all with an interest in our maritime culture and h eritage to gather, share, discuss and learn from each other. The conferences follow a triennial meeting schedule (due to logistical complications, what would have been the 2013 conference was shifted to 2014). Previous host venues include Wilmington, NC, and San Diego, CA. The events are well attended; 45 0 attendees gathered at the ninth Maritime H eritage Conference in 2010 in Baltimore, MD . Keynote speakers this year include Raymond Ashley, president and CEO of the M aritime Museum of San Diego; ADM Robert]. Papp Jr., who in May retired from his post as Commandant of the US Coas t Guard, and Daniel

Basta, director ofNOAA's Office of National Marine ' , Sanctuaries. Author Clive C ussler, founder of the National Underwater and Marine Agency and recipient of the NMHS Distinguished Service Award and th e inaugural Maritime Heritage Conference Award of Distinction, will be the guest speaker at Saturday's banquet. A full program of panels has been mapped out; topics range from the War of 1812, naval history and marine archaeology projects to museum strategies for collection management and public outreach. In addition to panels and discussions, there will be receptions aboard the Wisconsin r and at the Mariners' Museum in Newport Â· News, VA, as well as opportunities to tour the r' Norfolk area and add-on tours to such destinations as Colonial Williamsburg and Newport News Shipbuilding Limited. More information on the conference can be found on the NMHS website, www.seahistory.org, and at http:// nauticus.org/maritime/index.html.

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The 38th Voyagers: Sailing a 19th-Century Whaler

ysric Seaport's restoration of the Charles W Morgan and sailing her from New London to New Bedford and Boston this summer has been an enormous undertaking. Mystic fully restored the hull, replaced nearly all the sails and rigging, and designed and installed extensive plumbing and electrical systems (most of which will be removed once the ship returns to the museum). Another huge part of this project h as been not about the ship, however, bur about her connection with people- from an extensive shoreside display program at most ports to a gro up of "Voyagers" selected to sail on each leg of the voyage. While tens of thousands will be able to visit the ship over the course of the voyage, relatively few wi ll be able to sail on board her. To m ake the experience of actually sailing in Morgan open to as many as possible, Mystic created a program to invite applicants for each leg of the sail. Eight or nine people on each of nine legs, selected from a large group of applicants, got to experience the ship sailing for the first rime in almost a century. I was lucky enough to be selected to join the first group ofVoyagers, for the leg from New London to Newport, in mid-June. For me, as for most of the Voyagers, sailing in the Morgan was the opportunity

of a lifetime. The night before we sailed, I joined most of my fellow Voyagers for dinner at Mystic Seaport, and we then headed to the ship, which was moored at City Pier in New London. We were welcomed aboard, found bunks in the fo'c'sle, and were given a tour of the entire ship. Most of us had attended a very useful training day in Mystic abo ut two months earlier, so we already knew quire a lot about the ship and the voyage. Lights were doused at lOPM. I stayed on the foredeck for quite a while, talking with my shipmates-some new friends and some I had known for decades . Many of the permanent crew also slept in the fo'c's le, so nea rly every bunk was taken . We rose

at 5AM Su nday morning, to make ready for a 6:30AM departure. It was a gorgeous, glorious day, a nd a surprising number of people showed up at that hour ro see us off. In addition to the Voyagers a nd the permanent crew, we h ad crew from the museum staff, plus several reporters, guests, and passengers aboard for the day. All rold, there were more people aboard the Morgan when we got underway than there had been in her w haling days. And of course, we sp ent o ur precious few hours on deck; nineteenth-century whalemen likely spent much of their spare time below deck. Twenty yea rs before, I'd sp ent a summer worki ng at the museum as part of the Morgan's demonstration squad, and on this voyage I very much wanted to participate in sail ing the ship. While I remembered things like how to coil a line, I had long forgotten which of the myriad lines from aloft was which. I coiled lines whenever I saw an opportunity, since that was something I could do with confidence. After a while, I was invited to ac tually work some of the lines, and that was a great treat for me. I had sailed w ith the second mate years ago, and he kindly invited me to assist hi s watch in working the sails-and, of course, in coiling lines. The rug Sirius provided by Ralph Packer-owner of the Martha's Vineyardbased Tisbury Wharf Company, rowed us our of New London, to the roar of cheers from a crowd who had gathered on the pier. As we were towed out, we started setting

(right) The 38th Voyage getting underway for its first leg, New London, Connecticut, to Newport, Rhode Island, 15 June 2 014.

SEA HISTfORY 148, AUTUMN 2014

in the 21st Century by Peter McCracken sails. The mares constantly called for sails ro be set and struck, partly ro see how well they worked, and partly to see how well rhe crew worked. Like any newly assembled crew, we had plenty to learn. Around 9:30, we dropped row line and the Morgan was truly sai ling under her own power. In rime, all rhe sails on the main- and foremasts were ser, plus the mizzen spanker and most of the staysails. The wearher was fantastic all day long. The sailing was incredible.

The Morgan departing New London at dawn as she gets underway for the first leg to Newport, Rhode Island. While I was the only Voyager who participared much in sail handling, the orhers kepr busy in other ways. Each Voyager came wirh a specific project or goal ro achieve: one Voyager rook thousands of digital phoros, which she will srirch rogether digitally to create explorable, enormous images of the ship at sea; orhers sketched, and another-a poet, who was definitely feeling rhe negative effects of the sea swells-plans ro incorporare her stints wirh seasickness in to her work. After about three or four hours of sailing on our own, we picked up the row line again, and headed in to Newport. I took the helm (watched sharply by a crewmember) for part of that rime. My instructions were to "follow rhe rugboar," which sounds easy since it was pulling us, but ir was a lor harder rhan I expected! As we made our way in to Newporr Harbor, we Voyagers were allowed ro go aloft. We had pracriced climbing during our training ar rhe Seaport, and I had climbed aloft rhe Morgan countless times back when I was a member of rhe demonstration squad. The chief mate directed that we could only climb as high as the futtock shrouds and not past there ro the platform. I have to confess that I was disappointed, but as I ascended, it seemed to me that the mast SEA HISTORY 148, AUTUMN 20 14

had gotten taller since I'd scurried up there on a regular basis twenty years ago. While I had hoped ro go out on a yard, I found the climbing more unnerving than I'd expected and didn't mind not being allowed higher up. For some of the professional crew, that wasn't an issue ar all. At one point, when the chief mate called to ser the main royal, the Morgan's "Srowaway"- the voice of rhe ship, in a sense, ro the outside world-asked the crewmember to wear a GoPro camera as she climbed. The fantastic result is available and worth a look on Mystic

Seaport's YouTube channel, at hrtp://bir. ly/TklMze. Sailing in to Newport was not withour incident: apparently a local yacht race was underway rhat had prioriry over the Morgan 's historic arrival, and we were not allowed to moor at our scheduled rime. Instead, we ried up remporarily to a mooring buoy and waited until our 1841 whaling ship-on her onlyvisir ro Newporr in perhaps 100 years-was permirred to approach her allorred space at the pier. I was sorry ro leave in Newport; ir had been an incredible 23 hours on board a ship that I have grown to know so well, as a museum visiror and later as a student and then as a demonsrration squad member, serring and miking sail at the dock ar rhe museum. To finally ger to participare in her historic 38th voyage, the first time she has sailed under her own power since the 1920s, was truly rhe opportunity of a lifetime. Kudos to Mysric Seaport for orchestrating a finely tuned itinerary and program to allow as many people as possible to participate in rhe 38th voyage, from the Voyagers program and the Stowaway to the the dockside exhibirs, public tours, and online programming. All contribure to connecting rhe ship, her history, and the impact of whaling on American indusrry, to people across the country and around rhe wo rld. Ir was an honor ro be able to parricipare in the iconic whaling ship's historic 38'h voyage. J,

NOAA and the Whales The Charles W Morgan 's 38 th Voyage traveled through southern New England, visiting ports relevant to the ship's history and provid in g as much access to the public as possible. In addition to her port visits, she made a seN ATl ONAL MARJ NE ries of day trips out to Stellwagen Bank, today famous SANCTUARJ ES for whale wa tching rather than whale hunting. The Morgan's visit to the whales served to bring us full circle, where we acknowledge the whaling history the Morgan represents while promoting the need to protect the whales that come to feed there. In an effort to get the word out to as many people as possible, in addition to the museum's dockside programs in port, the National Oceanic and Atmospheric Administration (NOAA) Stellwagen Bank National Marine Sanctuary team worked in collaboration wi th the museum to provide educational programs, both dockside and multimedi a, that demonstrated the Sanctuary's role a nd efforts in protecting the 842 square miles within the boundaries of the Sanctuary. A Sanctuary crew set up booths and pavilions in port, and when the ship came out to Provincetown, Massachusetts, on the tip of Cape Cod, it organized and led a live-stream broadcast from the deck of rhe Morgan featuring special guests and interviews with scientists, historians, archaeologists, artists, writers, teachers and more through O ceansLIVE! . The broadcasts from July 11th, 12th, and 13 th are archived on their website, so you can view and listen any time (www.oceanslive.org). While the Charles W Morgan is by now back at her home berth at Mystic Seaport, her 38th voyage continues to inspire and teach us about our rich maritime heritage and legacy. NOAA's commitment to education and preservation of resources, both natural and cultural, will help us be better stewards of our oceans and of our m aritime history. Learn more about the Stellwagen Bank National Marine Sanctuary at www.stellwagen .noaa.gov.

(left) lhese whales had no reason to fear the Morgan's boat crew out on Stel!wagen Bank, on 12 July.

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The National Maritime Historical Society Salutes Leaders in Maritime Heritage at the 2014 Gala Annual Awards Dinner, 23 October 2014 On 23 October, the National Maritime Historical Society will gather in the Model Room of the historic New York Yacht Club to honor service and contributions in the many fields that promote our maritime heritage: marine archaeology and ship preservation, sail training, Coast Guard and naval history, maritime museums and marine art, and so much more. Through these gala events, not only do we have the opportunity to spotlight the important work that is being done, but we inspire others to get more involved and make a difference. This year, the NMHS Distinguished Service Award will be presented to Daniel J. Basta, director of NOAA's Office of National Marine Sanctuaries; George W. Carmany III, longtime chairman of the America's Cup Committee for the New York Yacht Club; and James J. Coleman Jr., chairman of the National Coast Guard Museum Association. The David A. O'Neil Sheet Anchor Award will be presented to NMHS treasurer and chairman emeritus Howard Slotnick. Award-winning yachtsman Richard T. du Moulin will be master of ceremonies. The USCG Academy Cadet Chorale, directed by Dr. Robert Newton, will provide the evening's entertainment. Dinner chair Clay Maitland encourages yo ur attendance and support.

Jam es J. Coleman Jr. James J. Coleman Jr. is the chairman of International Matex Tank Terminals (IMTT), a family-run company engaged in the handling, storing and transshipping of bulk liquids such as petroleum, vegetable oils, liquid fertilizer and other chemicals. IMTT has facilities on the American coasts, the Midwest, Quebec and Newfoundland with over 50 million barrels of storage. He is also managing partner of the New Orleans law firm Coleman, Johnson & Artigues, and president of Coleman Development Company. He has been recognized with the New Jersey Institute of Technology's President's Medal for Lifetime Achievement in 2010 and the US Coast Guard Spirit of Hope Award in 2012. Mr. Coleman has dedicated himself to honoring the US Coast Guard; he has served on the Coast Guard Foundation board since 1997 and his committee service has included the executive committee, the grants review committee, the investment committee, and the special events committee. As chairman of the National Coast Guard Museum Association, founded in 2001 to raise funds for and oversee the construction of a museum honoring the US Coast Guard in New London, Connecticut, he is working to bring a national museum to reality. Earlier this year he donated $150,000 to the project; the deed to the property was signed and a ceremonial groundbreaking was held at the museum's site on New London's waterfront in May. The National Coast Guard Museum Association intends that the project, once completed, will be "a celebration of over two hundred years of service to the country, a salute to the courage and skill of the men and women of the Coast Guard, and a glimpse into an exciting and vital future." NMHS is honoring Mr. Coleman's leadership in supporting the US Coast Guard and making the museum a reality with the NMHS Distinguished Service Award. James J Coleman Jr. and ADM Robert J Papp Jr. , USCG (Ret.), (second and third from left) and fellow National Coast Guard Museum Association board members john S. Johnson; Richard J Grahm, Esq.; Hon. Catherine W Cook; and RADM John N Faigle, USCG (Ret.J~ dig in at the ceremonial groundbreaking for the US Coast Guard Museum in New London, CT, in May. 38

SEA HISTORY 148, AUTUMN 2014

George W. Carmany III George W Carmany III was on the water beginning at a young age; he began fishing around age seven-he is still an active big-game fisherman-and his introduction to sailing followed not far behind, at the age of thirteen. He became involved in sailing competitively; from 1993-2004 he sailed his boat Hornet, a New York 40, winning the Astor Cup twice as well as the Cygnet Cup. He has been a watch captain in Bermuda and transAtlantic races, and was a member of the America II syndicate. Mr. Carmany's enthusiasm for competitive sailing led him to be deeply involved with the activities of the New York Yacht Club; he served five terms (fifteen years) as trustee, he is chairman of the long-range planning committee, and he is chairman of the America's Cup committee. It was in this capacity that he became involved with the 2007 America's Cup, when he was a key figure in negotiations surrounding the competition. In addition to his continued work with the New York Yacht Club, George Carmany was a longtime supporter of the USS Constitution Museum and of South Street Seaport Museum, where he was vice chairman and was active in restoration of that organization's historic vessels. NMHS is honored to present him with the NMHS Distinguished Service Award. George Carmany with (l-r) Ted Lahey, Liz Carmany, David Anderson, and Bill Rogers after winning Astor Cup, 1995.

Howard Slotnick An enthusiastic sailor since his teens, businessman Howard Slotnick first met Peter Stanford at the South Street Seaport Museum, which was still in its infancy. He was soon an active member of Friends of South Street, staffing a booth for the museum at a local boat show, and eventually joining the board in 1970, a position he would hold for nearly thirty years. Along with artist Charles Lundgren, he made the museum's Riverboat Ball fundraiser aboard the Alexander Hamilton a memorable and successful event. Howard was an active member ofNMHS as well, and one of his first offices was that of treasurer. At a fateful dinner at the legendary eatery Sloppy Louie's someone suggested "wouldn't it be nice to have a harbor festival for the bicentennial?" From these humble beginnings, Operation Sail was born. Howard and maritime historian Frank Braynard flew to Europe to sign up ships to participate. Thanks to their efforts, OpSail '76 was a great success, followed by the 1986 Statue of Liberty Celebration in the New York Harbor, and then OpSail 2000; for that event, Howard was chair of OpSail Miami. Meanwhile, Howard continued to actively support NMHS: as treasurer, chairman, and as an NMHS representative at countless events around the world. He is a trustee of the US Coast Guard Foundation and secretary treasurer of the Ellis Island Commission as well. For his tireless support ofNMHS and active role in the pivotal OpSail celebrations, we are proud to recognize Howard Slotnick with the David A. Howard Slotnick and Walter Cronkite O'Neil Sheet Anchor Award. aboard USCG Barque Eagle, 22june 1989. SEA HISTORY 148, AUTUMN 2014

Daniel J. Basta Daniel J. Basta joined

the National Oceanic and Atmospheric Administration (NOAA) in 1979, and in January of 2001 he was named director of that organization's Office of National Marine Sanctuaries, the agency responsible for preserving the natural, historical and cultural marine resources in the 13 national marine sanctuaries and in Papahanaumokuakea Marine National Monument. He set out to increase community involvement by expanding the number of advisory councils to 15, adding ten new vessels designed specifically for outreach, education, research and enforcement to the sanctuaries' fleet. The Office of National Marine Sanctuaries created award-winning film products for educating Americans about the importance of sanctuary resources, opened six new visitor centers and established 32 new aquarium partnerships. Under his direction, the sanctuary system continues to build partnerships with publicprivate organizations, industries, and academia. In 2002 Mr. Basta created the Maritime Heritage Program, whose projects include the recovery of artifacts from the site of the Civil War ironclad USS Monitor and investigation and documentation of the wreck of the steamer Portland, lost in the Portland Gale of 1898. The Maritime Heritage staff reaches out to engage and educate the public on these and other fascinating pieces of our maritime past. One of the biggest innovations during Mr. Basra's tenure has been the introduction of the community-based sanctuary nomination and evaluation process, by which the nation considers new sites for National Marine Sanctuary designation. It is for these significant innovations in the Office ofNational Marine Sanctuaries and the vast growth of public outreach, education and involvement in our maritime heritage sites that Daniel J. Basta will be receiving the NMHS Distinguished Service Award.

You are cordially invited to the NATIONAL MARITIME HISTORICAL SOCIETY'S ANNUAL AWARDS DINNER

Thursday, 23 October 2014 at the New York Yacht Club in New York City This affair is traditionally sold out and seating is limited, so early responses are necessary. Reservations are $400 per person; $7,000 sponsors a table for ten, plus a feature ad page in the dinner journal. Black tie optional.

Call 914 737-7878, ext . 0, or email nmhs@seahistory.org to make your reservation or to inquire about sponsorship opportunities. Be sure to visit us online at www.seahistory.org for more information. With great thanks to our corporate sponsors The Anina Group, George W Carmany III, Colemam, Johnson, Artigues, and Jurisich, the Consortium on International Marine Heritage, the National Marine Sanctwary Foundation and Howard Slotnick. NATIONAL MARITIME HISTORICAL SocrnTY, PO Box

68,

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SEAHISTOJRY l48, AUTUMN2014

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Oifioading the Catch depicts a scene circa 1980 when the skipjack Elsworth has

caught a load of oysters on the nearby Choptank River, and now her crew is unloading the day's catch at Harrison Oyster House- Tilghman Island, MD.

Offloading the Catch at Tilghman Island By John Morton Barber Fell ow, American Society of Marine Artists Recipient of the NMHS Distinguished Service Award Signed & Numbered Giclee Print. Image size 12" x 22". Edition size of 600 Price: $195 each. (Add $25 s/h in the US.) Toordercall l-800-221-NMHS (6647), ext. 0. e-mail nmhs@seahistory.org, or visit our website at www.seahistory.org. NYS residents add applicable sales tax.

SportingArt-aNewTakeonourLoveofthe Water by). Russell jinishian pportunities to view and become acquainted with the works of award-winning contemporary marine artists and painters of"sporting art" are coming up this autumn through exhibitions in Vermont, New York, and Rhode Island. The). Russell jinishian Gallery, operated by the Society's good friend Russell jinishian, houses one of the finest collections of contemporary sporting/fishing art in the country, with works by Al Barnes, Harley Bartlett, Roger Blum, Nick Mayer, Stanley Meltzoff, Arthur Shilstone, Mike Stidham, Mark Susinno, and others. Sporting artists paint subjects ranging from fishing for pelagic species in deep water, to lake and stream fishing, to upland game and waterfowl hunting. Flats fishing in the turquoise waters of the Keys and Bahamas, surfcasting off the rocky coast of New England, and fish and marine wildlife in their natural habitats are also depicted.

A Good Day on the Yellowstone [below) and The Surfcaster [above right), watercolors by Arthur Shi/stone

SEA HISTORY 148, AUTUMN 2014

Cutting One From The Herd, by Mike Stidham, oil, 36" x 60"

For many years, Jinishian has worked closely with organizations such as the American Museum of Fly Fishing (amff. com) in Manchester, Vermontthe country's premier fly fishing museum; and the Orvis Company, whose Sandanona Sporting Clays Club (www. orvis.com/sandanona) in Millbrook, New York, is hosting the ongoing Sportsman's Palette exhibit housed within its clubhouse. Two good opportunities

to see many of the sporting art works at both of these locations are the Sandanona Annual Game Fair and Country Sporting Weekend, 20-21 September 2014; and On Fly in the Salt: American Saltwater Fly Fishing from the Surf to the Flats, hosted by the AMFF starting in 2015. This multifaceted traveling and online exhibition will showcase and chronicle the history of American saltwater fly fishing from its early European roots to its current popularity, through more than 100 artifacts and artwork, including fly rods and reels, tackle, video interviews with the pioneers of saltwater fly fishing, and related ephemera.

Plunge Pool Revisited, by Mark Susinno, oil, 18" x 24" SEA HISTORY 148, AUTUMN 2014

For a more traditional marine art experience, visit the Ocean House Resort (www. oceanhouseri.com), overlooking the ocean in Watch Hill, Rhode Island, this fall from 17 September through 2 December, to view works in Marine Art of Yesterday and Today, an exhibition of twenty-five paintings by some of the world's leading marine artists, sponsored by the J. Russell Jinishian Gallery. The exhibition will be on display in the resort's lobby and is open to both guests and visitors. Visitors can take an old-fashioned "virtual" tour of the New England coast through the evocative paintings of Sergio Roffo, and sail through heavy weather miles offshore and into the choppy seas of the Gulf Stream with yachts racing in the 1934 Bermuda Race in a dramatic painting by Don Demers. Also included will be paintings by New Zealand's leading marine artist, A. D. Blake; New York's

USS Constitution vs. HMS Cyane and HMS Levant, by Patrick O'Brien, oil, 24" x 36" leading nineteenth-century ship portraitist, Antonio Jacobsen (1850-1921); and Russ Kramer, current president of the American Society of Marine Artists. NMHS Maritime Heritage Award winner Patrick O'Brien's War of 1812 battle scenes will be on display, as will the clipper ship watercolors of Jim Griffiths, and even paintings by the 249 th man to sail around the world single-handedly, Brech in Morgan, along with many more. Marine Art of Yesterday and Today may also be viewed on line at www.jrusselljinishiangallery.com. On selected Fridays and Saturdays through October, artists will be painting on the resort's grounds, offering a chance to see them working first-hand and talk with them informally. The fall schedule of the ArtistsIn-Residence Program is: 26 September, Sergio Roffo; 3 October, William P. Duffy; 10 October, Russ Kramer; 17 October, Brechin Morgan; and 24 October, Robert Lagasse.

Into the Gulfstream Chop, Schooner Mandu and 72' Yawl Orion, Bermuda Race, 1934, by Don Demers, oil, 24" x 30"

Sunrise at Brant Point, Nantucket, by Sergio Raffo, oil, 24" x 36"

For more information and directions, visit www. oceanhouseri.com. While in Watch Hill, you can take a stroll down the hill from the Ocean House Resort and visit another exhibition of marine and sporting art at Sotheby's International Realty office at 27 Bay Street.

]. Russelljinishian is the former director of the Maritime Gallery at Mystic Seaport Museum. His gallery in Fairfield, Connecticut, keeps an inventory ofover 500 works oforiginal marine and sporting art including paintings, drawings, sculpture, scrimshaw, and ship models throughout the year. (1899 Bronson Road, Fairfield, CT 06824; Ph. 203 259-8753; www.jrusselljinishiangallery.com). 44

SEA HISTORY 148, AUTUMN 2014

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Careers in the Marine and Maritime Field

Physical Scientist- NOAA Office of Coast Survey V itad Pradith kn ew he had found the right career th e first day he stepped onto th e boat. "Th e myri ad computers, sensors and devi ces needed to run the equipment are like somethin g out of a Nati onal Geographic underwater research expedition. In this fi eld, you are always working w ith the latest and greatest available techno logies." V itad is a physical scientist for the National O ceani c and Atmospheric Administration (NOAA) Office of Coast Survey. \litad Pradith His specialty is hydrography, th e science behind surveying and the charting of bodies of water. Hydrographers use remote sensing techniques, such as sonar, to make maps of the seafl oor. Vi tad explains, " NOAA is responsible for produci ng nauti ca l charts of the United States and its territories. A nautica l chart is akin to a road map of th e sea, w hich marin ers use to navi gate waterways." Th e Office of Coast Survey also resp o nds to natural di sasters, such as hurricanes, to quickly scan ports for obstructi ons and debris so that waterway traffic can resume. About 40% of Vitad 's job is in th e fi eld out on research ships and boats; th e tim e he spends in th e office allows him to keep up w ith th e latest po licies, processes, and techno logies th at affect th e stud y and management of the ocea ns. He th en uses thi s info rm ation to resea rch, develop, and procure new tools th at might be used towards seafloor mapping and/or emergency response operati ons. Thi s research is th en brought to the fi eld wh ere he evaluates its usefulness in scientific operations, from sonar eva luati ons to implementing new techniques. Vitad developed hi s passion fo r science and resea rch in college, w here he studi ed physical geography, and later in graduate school, w here he got his degree in Geospacial Sciences. Ironica lly, it was his terrestri al (land-based) skill s th at landed him the job on the water. "My exposure and experiences working in different fi elds had made me fa miliar wi th Global Positioning Systems (G PS), computer programming, and info rmati on technology (IT). Th ese technologies and skill s are w hat opened th e doo r Field work for Vitad often involves going on a research ship, which uses a into th e marin e world. It was an easy multibeam echo sounder to conduct hydrographic surveys of the seafloor. transition because th e skill sets were the same, all I had to do was to just add w ater! " Vi tad's experi ence has taught him that intern ships, work study, and part-tim e jobs are invaluable, even wh en th ey are outside of your major. " I once took a coll ege work-study job in the IT field supporting an academic help desk. I ca me aw ay with hard skill sets th at were not only technica l, but also soft skill sets by learnin g how to approac h people and learnin g how to ask th e ri ght questions." -1-

NGet comfortable being uncomfortable! Science as a field of study will always make you ask tough questions. Be inquisitive, focused, but thoughtful. More importantly, in science, failure is always an option!" - Vitad Pradith

Animals in Sea History

oo~~o by Richard King rnest Hemingway is now better known for his stories and exploits with big game hunting and bullfighting. Yet it was his novella set on the ocean at the end of his career that earned him the Pulitzer and Nobel prizes. For nearly thirty years, Hemingway was a devoted deep-sea sport fisherman and often spent more than half his year on the waters of the Straits of Florida.

In 1934 Hemingway bought his own fishing vessel, Pilar, which he piloted into the Gulf Stream from his home in Key West, Florida, and then later from Cojimar, Cuba. He fi shed, patrolled for enemy submarines in World War II, and helped with the observations and collections of marine biologists. So when Ernest Hemingway published The Old Man and the Sea

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in 1952, he knew about what he was writing. The novella is the story of Santiago: a poor, once-proud Cuban fisherman who one morning goes much farther into the Gulf Stream than any of the other men. Using only a small wooden boat, fresh bait, and a hand line, Santiago manages to hook an enormous marlin. After three days of struggle and superhuman endurance, the old man kills the marlin with his harpoon. Santiago estimates the fish is over 1,500 pounds. The old m an lashes the fish to his boat to sail it back home to market. "When he was even with him," Hemingway wrote, "and had the fish 's head against the bow he could not believe his size. But he untied the harpoon rope from the bitt, passed it through the fish 's gills and out his jaws, made a turn around his sword ... and made it fast to the bitt in the bow." Santiago went back to the stern to tie up the tail. "He was so big it was like lashing a bigger skiff alongside." Last issue I wrote about the sharks that so ravage Santiago's m arlin that by the time he rows into the harbor, the fish is only a skeleton. The local men at the beach measure the carcass at eighteen feet from the tip of the bill to the tail. Scholar :Susan Beegel has explained that im this time before DNA testing, Hemiingway and his scientist colleagues sttruggled with figuring SEA HISTCORY 148,AUTUMN 20 14

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out which were separate marlin species ~ \-l\S SWO~I) ltJf'f; AS or just stages in the fish 's life cycle. L..o Nb AS A ~AS>;:;\?.A-LL Today, biologists believe the marlin £?AT f'<-\'l\) \/\-~~El) l\l.<..E: A \?--/\? l ~K" chat Santiago caught must have been a blue marlin (Makaira nigricans), a fish that ranges throughout the world in tropical oceans, with a subpopulation in the Atlantic. The largest blue marlin caught by a sport fisherman weighed over 1,400 pounds, caught off Brazil in 1992. Hemingway himself held several records for catching marlin in the Gulf Stream. Off the coast of Peru-ad'' l-H:: CA\V\£. OIJT VN'C:t-J\)i N G,Ly vising for the movie version of his A.1'\D vJ/\T'C'?-- fo\l~t.0 r\2-o\\I\ novel-Hemingway reeled in black t-\IS S\l'S'S. \-\E. \NAS Bf'-\G\-tT '' ...H-\'C G\2-E-AT IN 1\-\E SvN A-NI> .\-\IS \-\E-A\) marlin that weighed 750 and 910 c;c ym .::- L-\ \::-f: /1.1'1\) ~AC..\:-. WS\2-t: \>A\<.K pounds. Around the same time in ~LAP~ Ot=' fV~\'LE /\-"11> \N \\-\E Su~ 1\-\E H\5 \1\-\L ." nearby waters, a man caught a 1,560ST\?. \PES O\'l \-\IS S\PSS pound black marlin that was 14 feet , 5\-\0VJE'i) \N\\)\::. .b-N\)A seven inches long. (You can see this L.it>\-1.T L-A\/f:ND E~ -" fish mounted at the National Museum of Natural History in Washington, ceivable in any informed fish story! to determine the gender of chis fish in DC). So Santiago's blue marlin was the water in the 1950s. Even though Santiago refers to this massive certainly gigantic to match his epic marlin as acting like a male, but Santiago doesn't seem to consider it, fictional struggle, but it was not incon- Hemingway and others were unable Hemingway believed that the larger individuals were probably female. Marine biologists now know that nearly any blue marlin over a few hundred pounds is female. For Santiago, and likely Ernest Hemingway, blue marlin are among the most majestic animals in the ocean. In the novel, the old man remained conflicted about catching these fish for people to eat. One night while he holds on to the fishing line as the giant marlin drags him deeper along the Gulf Stream, Santiago says aloud: "The fish is my friend too. I have never seen or heard of such a fish. But I must kill him. I am glad we do not have to try to kill the scars." In the next issue: the seabird that John James Audubon watched "plough" the ocean. For past ''Animals in Sea History" go to www. seahistory.org. .t Ernest Hemingway posing in 1934 in Havana, Cuba, with a blue marlin he caught out in the Gulf Stream , the same waters of his fictional character, Santiago, in The Old Man and the Sea.

SEAHTSTORY 148, AUTUMN 2014

by Peter McCracken

MARITIME HISTORY ON THE INTERNET

Searching and Understanding Institutional Repositories (IRs) raditional academic publishing has been in upheaval for years over its distribution process, which detractors would describe as scholars' libraries paying large sums to buy back work that was produced for free (or produced at government expense) at that same institution. While serials budgets in libraries have remained static or declined, scholarly journal prices have increased over 7% per year for the past 25 years, according to a 2013 study from Allen Press. Academics and scholars have spent years trying to come up with effective ways of distributing free or low-cost "open access" journals. There are many varieties of open access, and many ways of implementing it. But if you want to share yo ur research for free online, you need a place to pur it and yo u need people to find it. You can put it on your own website, but almost no one will ever know it's there, and it will never be used. Libraries then built or purchased "institutional repositories," or IRs: organized and curated web servers where the institution's authors and researchers could store and share all kinds of content: data sets that underlie their published work, early versions of the work ("pre-prints"), work they didn't want to distribure through for-profit publishers, or aurhors' reprints from open access journals that allow redisrriburion through other channels. Much of this work is peer-reviewed, scholarly, valuable content; when used by others, it will add to the historical or scientific record. But a discovery problem still remains: how do you know which, from among thousands of extant IRs, holds information of interest to you? Librarians came up with several solutions for that problem. One was a standard for sharing descriptive metadata (the type of information yo u might find in a library catalogue entry, such as the type of media, aurhor and title, and where the item is located) about the contents in their IRs. Using this standard, called OAI-PMH, information abour many IRs can be searched at once. Multiple sites search this metadata; the most common is OAister, available at http://oaister.worldcat.org/. OAister

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searches the metadata provided from thousands of IRs, and numerous types of content: digitized books, images, theses and dissertations, data sets, audio and video files , and much more. One significant benefit ofIRs is that they become a place where aurhors can share their articles outside of the journals in which they were published. This allows readers without access to the journal itself to access and read the author's work. Of course, this only occurs if the journal allows it, and if the aurhor has shared a copy with the IR managers. But it is becoming more common, and can be a good way of very easily getting at content not otherwise available. While OAister searches just the metadata, many tools nowadays allow for searching the full text of a collection. OpenDOAR, at http://opendoar.org, is the Directory of Open Access Repositories. It allows one to both search for repositories, and search through repositories. In the first case, one might find repositories that focus on a specific subj ect, event, person, location, or other topic, via http://opendoar. org/find.php. But one can also search through the full contents of these collections, using a specialized Google index of the databases listed, at http://opendoar.org/search.php. A sample search for "schooner" there returns great images from Louisiana State University and the Metropolitan Museum of Art, plus a history of the Amistad insurrection from UNC-Chapel Hill, part of a 1903 MIT thesis on the strength of the schooner John B. Prescott, an 1863 article about the loss of the schooner Alice Webb to Confederates off the North Carolina coast, and more. Searching IRs remains a challenge, and there are many opportunities for improvement in this area. For folks without access to institutionally-provided subscription databases, however, they are a great way to find reliable, useful, and scholarly content. Suggestions for other sites worth mentioning are welcome at peter@shipindex.org. See http://shipindex.org for a free compilation of over 150,000 ship names from indexes to dozens of books and journals. ,!,

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.SHIP NOTES, SEAPORT & MUSEUM NEWS Schooner Ernestina (ex-Effie M. Morrissey) to be restored! The Schooner Ernestina-Morrissey Association, Inc. (SEMA), anno unced in August that two private donors have pledged $2.8 million towards the vessel's restoration. The money comes at a

Schooner Ernestina

critical time, as Ernestina has been languishing at the dock for the last several years, having lost its Coast Guard certificate to sail and conduct educational programming at sea. Not only did her time at the dock translate into her not bringing in any income, but, as anyone who works with wooden vessels knows, not being maintained turns into needing to be restored within a couple of years. The 1894 Essex-built Ernestina is owned by the Commonwealth of Massachusetts and managed by the Department of Conservation and Recreation; SEMA is a 50 lc(3) not-for-profit corporation that serves as a fundraising arm with the aim of returning the schooner to a seaworthy condition and regaining her USCG certificate to sail. While some in and around New Bedford were grumbling this summer about having lost their hometown historic ship from an earlier era to Mystic Seaport in the 1940s, most agreed that the survival and restoration of the 1841 whaler Charles W Morgan was not likely to have been achieved if the ship had stayed in New Bedford all those years ago. In the meantime, New Bedford, that saltiest of seaports, has a chance to do right by her other historic vessel. In July, when crowds came in droves to see the Morgan on her visit to New Bedford, they also got a chance to tour the Ernestina. Perhaps people had forgotten about the old girl. Perhaps they never even knew she was there, waiting. In any case, her dedicated crew of volunteers never lost faith and now it looks like their efforts might just pay off. The private donations are being matched by the state, plus another $1 mil-

SEA HISTORY 148, AUTUMN2014

lion to be raised by SEMA, of which they have already raised about $300,000 as of the end of July. The two private donors are Harold F. (Gerry) Lenfest, owner of the Philadelphia Inquirer, and Bob Hildreth of Boston, who proudly states that he "fell in love" with the ship more than 20 years ago; Hildreth currently serves as vice chairman of SEMA. After having witnessed the extraordinary competence of the shipyard crew at Mystic Seaport, many supporters are hoping the schooner goes there for her restoration, but, as Ernestina is a state-owned vessel, the job will go out to bid. One additional benefit of going to Mystic wo uld be that they could restore the ship over a couple of years but still keep her open to public visitation, as they did with the Morgan restoration. Ernestina's history of use, followed by neglect, and restoration, only to be repeated again is not terribly uncommon with historic ships. She might just hold one of the records for having been resurrected over and over again. The schooner has an important history that, depending on what era of her life you are talking about, is regional, national, and international in scale. Perhaps people are getting ahead of themselves, but there is also talk about changing her name, officially, to reflect her full history, and not just the second half of her long life. Ernestina has had at least four different careers in her lifetime, each is worth of study and honor in its own right. Kudos to Mr. Lenfest and Mr. Hildreth, but the effort hardly ends with them. Small donations can make a big difference in getting this historic schooner on her way back to sailing again. (You can learn more abo ut her history and how your donation, no matter how small, can help at the SEMA website at www.ernestina.org. You can also view her 2012 survey at www.mass.gov and do a search for "ernestina.") ... USS Slater (DE-7 66), the last destroyer escort afloat in America, is back in her home waters in Albany, NY, after a much-needed drydock period. Her paint scheme has been returned to her 1945 dazzle camouflage. Launched in 1944, Slater served in the Battle of the Atlantic and rhe Pacific Theater during WWII; in 1951 she was transferred to Greece and renamed Aetos, serving as a Hellenic navy training ship until deactivation in 1993, when a gro up of former

USS Slater

destroyer escort sailors returned her to the US and made her open to the public. After a triumphant journey back up the Hudson on 30 June, saluted by clusters of admirers along the way, Slater is now open for visitation through November, Wednesday-Sunday; her regular open season April-November will resume in 2015. (Destroyer Escort Historical Museum, Broadway and Quay, Albany, NY 12202; Ph. 518 431-1943; http://www. ussslater.org) ... Brothers Allan and John Noble of Oxford, MD, donated the historic log canoe Flying Cloud to the Chesapeake Bay Maritime Museum (CBMM) in July, where it will be part of the largest collection of Chesapeake Bay watercraft in the world. Built in 1932 by John B. Harrison, Flying Cloud caused a stir

for her large size in yachting circles, racing and winning the Governor's cup. For a brief period, from 1952-1955, the canoe was owned by noted marine artist and NMHS friend John Noble. (213 N. Talbot St., PO Box 636, St. Michaels, MD 21663; Ph. 410 74 5-2916; www.cbmm.org) ... The Deltaville Maritime Museum in Virginia has risen from the ashes of a July, 2012, fire that destroyed their museum building and events pavilion. Museum board and volunteers worked tirelessly to continue

Sea History Awards of Appreciation Congratulations to Peter McCracken and Richard J. King, winners of the National Maritime Historical Society Sea H istory Award of Appreciation. Peter M cCracken has been contributing his column, "Maritime History on the Internet," to Sea H istory since 2004. His advice and expertise on both m aritime histo ry, research , and effectively using the internet to research and learn more about all kinds of topics in m aritime history is a valuable contribution to our readers , the NMH S staff, and the field of m aritime heritage as a whole. In each issue, Rich King's "Animals in Sea History"-which he both writes and illustrates- engages the students and the kid in all of us on the rich natural history of m arine animals and their ro le in m aritime history. Both Rich and Peter have been good and generous fri ends to Sea History and we are grateful fo r their hard wo rk and dedication. In addition ro thei r regular features, both Peter and Rich have contributed m ain feature articles to Sea H istory over the years. You can read abo ut Peter's experience as a Charles W Morgan Voyager in this issue (see pages 34-36). Rich is a m ember of the faculty at W illiam s-Mystic: the M aritime Studies Program of W illiam s College and M ys tic Seaport. No t only (l-r) Rich King and NMH S does he contribute to the m agazine Chairman Ron Oswald himself, but he also has encouraged and assisted his students to do the sam e, whether as guest contributors to "Animals in Sea History" or as collaborato rs fo r articles. Peter McCracken C ongratulations to you both! You are indeed, much appreciated .

w.i/1 lf't(/IJ Oii IM , . . tOIUI of Mlli111 sillt1 1975

SEA HISTORY 148, AUTUMN 2014

scheduled events, working around cleanup ADM Papp enacted changes in training, and rebuilding efforts, and on 14 June they requiring commanding officers to serve full celebrated a grand reopening wich all-new tours rather chan leaving early for che next faci lities. The museum opened wich a very assignment, and launching a professional special exhibit of che works of marine arcisc development career course fo r mid-grade John M. Barber, who had also donated a officers. He also advocated for che best posspecial painting to help in the fundraising sible equipment, securing che funding to efforts. (PO Box 466, Delcaville, VA 23043; build five National Security cutters, ac a Ph. 804 776-7200; www.delcavillemuseum. time when chere was pressure to cut chem com) ... A 900-pound anchor has been from the budget. A longtime supporter and recovered &om Puget Sound which might friend of NMHS, ADM Papp is che rebe the anchor lost by HMS Chatham, cipient of boch our Distinguished Service part of British explorer Capt. George Award and our Bravo Z ulu Award. ADM Vancouver's fleet of 1792. The anchor was Z ukunfc comes to his new pose from che shipped to che Texas A&M University's position of Pacific Acea commander in AlCenter for Maritime Archaeology and Con- ameda, California, responsible for all Coast servation, where che anchor will be restored G uard operations in che Western Hemiand examin ed for eviden ce chac wo uld sphere. (www.uscg.mil) ... The Maritime verify ics identity. (http :// naucarch. camu. Museum of San Diego's San Salvador, edu/cmac/) .. . A team of researchers, wich replica of the flagship of 16'h-century che help of maritime arch aeology firm explorer Juan Rodriguez Cabrillo, is one Ocean Discovery, h as spent che summer step closer to completion. The ship's "whisrecording che 16'h-century Swedish warship key plank"-che fi nal wooden plank on che Mars. Discovered in 2011 , Mars sank on hull- was installed on 2 July. The next 3 1 May 1564 off che coast of the Swedish seeps in construction, which is open for che island of Oland. The ideal conditions of che viewing public as well as via webcam from sice, including brackish water, low levels of che museum's website, are sealing and paintsediment, slow currents, and an absence of ing che hull and installing internal fixtures . shipworm, kept che wreck remarkably pre- Once finished, che full-sized galleon will be served. It was decided that raising che opened to visitors and for education pro197-foot-long wreck would be too costly grams, as well as serving as an educational and destructive, so the team is scanning the platform for che region's maritime history. wreck to produce 3-D reconstructions for (1492 North Harbor Dr., San Diego, CA study and shari ng wich che public. (hccp:// 92101; Ph.: 619-234-9153 ; sdmaricime. www.oceandiscovery.org/?q=mars) ... On org) ... In June, the US Coast Guard 2 May, New London, CT, Mayor Daryl released the report on its investigation Justin Finizio signed over the land that into the 2012 sinking of the attraction will be the site of the new US Coast Guard vessel "HMS" Bounty in Hurricane SanMuseum to ADM Robert J. Papp Jr., dy. The report concluded chac che incident, Commandant of the Coast Guard. ADM which resulced in ch e death of one crewPapp and several members of the board of member and che captain, Robin Walbridge, the National Coast Guard Museum Asso- could be amibuced primarily to a "failure ciation participated in a gro undbreaking of the Bounty's management and master to ceremo ny for che museum, wh ich will pay exercise effective oversight and risk managetrib ute to che Coast Guard's critical role and ment," particularly in che face of a storm of mission in maritime security, safety, protec- Sandy's m agnitude. Among the report's tion of natural resources, and n ational de- recommendations is chat che Coast G uard fense. Fundraising for che new museum commandant evaluate current policy regardcontinues; in June che NCGMA announced ing accraction vessels. (The entire report can chac ic had surpassed ics first $ 1 million be accessed via the Coast Guard website towards che new construction ... lacer chat ac homeport.uscg.mil.) ... In May, Patrimonth, on 30 May, che Coast G uard hon- ots Point Naval & Maritime Museum was ored ADM Papp ac his retirement after 39 named a Commemorative Partner of the years of service, che past four as comman- Department of Defense for the 5orn andant, and welcomed ADM Paul Zukunfc niversary of the Vietnam War. Commemas the 25'h commandant. As commandant, orative parcners offer events and activities

SEA HISTORY 148, AUTUMN 2014

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National History Day NMHS Maritime History Awards National History Day (NHD) is a year-long educational program for middle- and high-school students that involves them in a competition to research, learn, and produce a creative project on a topic in history based on a theme. NMHS is an official supporter of this program in hopes of inspiring young people to learn about their maritime history by offering special NMHS prizes to the students who do the most outstanding project on a maritime topic. Students in Junior and Senior divisions submitted projects in five categories: Paper, Exhibit, Performance, Documentary or Website. Projects can be submitted by an individual or by a group. This year, NMHS participated in NHD competitions in six states: New York, New Jersey, Massachusetts, Rhode Island, North Carolina, and Connecticut. Congratulations to the award-winning students and their teachers for a job well done. Note: project tides listed with an asterisk (*) can be viewed online. Links can be found on the NMHS website at www.seahistory.org. Click on "Education" on our homepage. For more about National History Day in your state, visit www.nationalhistoryday.org.

Connecticut Junior 1st: Ana Peczuh for the paper *International Whaling Commission: Limiting Fishing Rights to Save the Whales. Teacher: Pat Pinney Junior, Gro up 1st: Alex Sierra and Chase Sierra for the performance Exxon Valdez Oil Spill. Judges : NMHS trustee Capt. Cesare Sario and Steven H. Park, PhD, University of Connecticut

Massachusetts Junior 2nd: James McEwen and Nolan Roche for their website *United States Responsibilities vs. Bikini Islanders Rights. Teacher: Jennifer Sears Junior 1st: Jack Horsman and Anthony Mitchell for the group website *Conflicting Rights and Responsibilities D uring the Cuban Missile Crisis. Teacher: Bob Jones

Teachers: Melissa Jacobs and Samantha Gerantabee

Judges: Massachusetts History Day (MHD) state co-coordinator Bob Jones and MHD board m ember Bruce Appleby

Judges: NMHS president Burchenal Green and NMHS treasurer H oward Slotnick

New Jersey

North Carolina

Junior 2nd: Maria Tkacz, Natasha Kalwachwala, and Margaret Tran for the exhibit USS Indianapolis: Rights and Responsibilities of the Crew. Teacher: Priscilla Taylor

Senior 2nd: Grant Terrell for the paper Titanic: Fate or Folly? Teacher: Jennifer Bryan

Junior 1st: Ryan Rishi for the exhibit US Marines: Semper Fidelis. Teacher: Jill Podell Judge: NMHS chairman Ron Oswald

New York Senior 1st: Joshua Samrah for the exhibit H ijacking the H igh Seas.

Connecticut winner Ana Peczuh with judges Capt. Cesare Sorio and Steven Park.

Senior 1st: Nolan Parramore for the documentary Doris Miller: Limited Rights, Unyielding Responsibility. Teacher: Eric Sawyer Junior 2nd: Sean Douglas for his exhibit Unjust Immigration Laws 1900-1950. Teacher: Loretta Wilson Junior 2nd: Jesse Steel and Craig Fortner for British East India Company.

Junior 1st: Bryson Bayne, Jordan Jakubielski, and Aaron Tackett for *RMS Titanic: A Violation ofRights Leading to a Renewed Responsibility for Passenger Safety. Teacher: Lisa Dillon Judge: Salvatore Mercogliano, Campbell University

PhD,

Rhode Island Junior 1st: Natalie Mann for her exhibit Access to the Nation's Coast: Ancient Rights, Modern Responsibility. Teachers: Thalia Wood, Anibal Raposo Senior 1st: Gillian Lessels for the documentary Namtucket Whaling Women: A Model ofResponsibility. Teacher: Collleen Hermes Judges: Georrge Goodwin, Annie Davis, Joseph Parys i, Maureen Boland, Colleen Miller

SEAHIS1TORY 148,AUTUMN 2014

that will recognize the Vietnam veterans and their fam ilies' service, valor, and sacrifice; Patriots Point, home to the aircraft carrier USS Yorktown, is expanding and renovating its existing exhibit to immerse guests into was it was like to live in support camps during the war. The expansions are projected to include foxholes, sounds of commanding officers, illusions of complete seclusion, and interactive artifacts . The expanded exhibit is scheduled to reopen in November. The project is part of the museum's overall strategy to emphasize interactivity in its offerings; visitors can also experience simulations of a flight around the moon in a replica Apollo 8 space capsule and an attack on a destroyer in 1945. (40 Patriots Point Road, Mo unt Pleasant, SC 29464; Ph,: 866 831-1720; www.patriotspoint.org) .. . Conservators of the remains of a wooden ship unearthed at the former World Trade Center towers site in New York City have determined that the wood dates from approximately 1773 and from near Philadelphia. The vessel was discovered by construction workers in July 2010 and the delicate timbers were removed and sent to the Maryland Archeological Conservation Laboratory for preliminary preservation, and then to the Tree Ring Laboratory at Columbia University's LamontDoherty Observatory in Palisades, New York, for further study. Examining the hickory used in the keel, tree-ring specialists have concluded that the wood was probably taken from the same kind of trees used to build parts of Independence Hall. (www.ldeo.columbia.edu/tree-ring-laboratory) ... Officials in Norfolk, UK, are keen on sharing with tourists their connections with naval legend Admiral Lord Horatio Nelson, now with a free app.

Buying , selling and restoring nautical antiques helps to preserve our marine heritage. The models and nautical items that I find are part of that heritage. They should be preserved and passed down through generations. We scour the countryside looking for quality items so that you can enjoy them and help preserve our sea history. Pond Models

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Save the Date! NEW YORK CITY PICKLE NIGHT DINNER Friday, 7 November 2014, at the New York Yacht Club This year marks the 209'h anniversary of the Battle of Trafalgar, and the 11th New York City Pickle Night D inner will m ark this history-changing event on 7 November 20 14. Those who appreciate the historical significance of Admiral Lord Horatio Nelson and the lore associated with his life are invited to attend this special event. The dinner is named for HMS Pickle, which participated in the Battle ofTrafalgar and subsequently brought the news home to Britain of Nelson's victory, and death . The Honorable Danny Lopez, British Consul General-New York is Honorary Chairman of the dinner. Vice Admiral David Steel, CBE, Second Sea Lord, will be the main speaker. ADM Steel joined the Royal Navy in 1979 and has served in minesweepers, frigates, destroyers, by Gordon Prickers. and the aircraft carrier HMS Invincible. Admiral Steel was appointed Chief Naval Logistics Officer in 2008, and in 2009 he was named Director, Pay and Manning in the Ministry of Defence. In 20 10 he became ACNS (Pers)/Naval Secretary, and in 2012 Admiral Steel was named Second Sea Lord. Graham Dobbin, Deputy Director-General of the National Museum of the Royal Navy, will be the initial speaker. He joined the Royal Navy Submarine Museum in 1989. In 1993 he became Head of Resources for the Royal Naval Museum in Portsmouth. Graham's duties also include support of the unique efforts to preserve HMS Victory. Space is limited. For reservations contact: Sally McElwreath Callo, SallyMC79@verizon.net; Ph. 917 536-1077. Ticket price is $285 per person; dress is black tie or military equivalent. The American Friends ofthe National Museum of the Royal Navy, our sponsor, is recognized as a tax exempt organization. The Nelson Society, The 1805 Club, and the National Maritime Historical Society also support this event.

SEA HISTORY 148, AUTUMN 2014

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BOOKS T H E AUTH ORITY TO SAIL by Commodore Robert Stanley Bates. The fully illustrated authoritative history of United States Merchant Marine licenses and documents issued since 1852. Coffee-table size, 12" x 14." Order direct: The Parcel Centre 860 739-2492; www.the authoritytosail.com. KEEPING THE TRADITION ALIVE by Capt. Ray Williamson. The remarkable story of Maine Windjammer Cruises,â&#x201E;˘ founder of the windjammer industry. 172 page, 11 x 14 hardcover book with over 100 full-page images from the days of cargo to the present. Price-$48. Call 800-736-7981; Email sail@mainewindjam mercruises.com.

NMHS BO OK SALE: Our Flag Was Still There by William H . White, $1Opb + $4 s/h. The Skipper & the Eagle by Capt. Gordon McGowan, USCG, $ 15hc + $4 s/h. The Peking Battles Cape Horn by Irving Johnson $ 13hc/$7pb + $4 s/h. A Dream o/Tall Ships-How New Yorkers Came Together to Save the Sailingship "Waterfront, by Peter and Norma Stanford. $34.95 + $6.95 s/h. (For orders, call us at 1 800-221-NMHS or visit www.seahistory.org and click on "NMHS Bookstore." Ask about savings on shipping rates for multiple orders.)

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Available for iPhone and Android devices, the app offers the user interesting facts, walking tours, photos, and in general a way to connect Nelson with his home. (www.theforumnorwich .co. uk/ events/ nelsons-norfolk/ nelson-app) . .. Destroyed by Hurricane Katrina in 2005, the Maritime and Seafood Industry Museum in Biloxi, MS, just reopened in August. Founded in 1968, the museum interprets the maritime history and heritage of Biloxi and the Mississippi Gulf Coast. The new facility features 10,300 square feet of exhibit space, a state-of-the-art amphitheater, art gallery, classrooms, and research library. Also part of the museum's offerings are two replica Biloxi oyster schooners, the Glenn L. Swetman and the Mike Sekul, both available for events, day sails and educational school trips. (115 1st Street, Biloxi, MS 39530; Ph. 228 435-6320; www. maritimemuseum.org) ... The Steamship Historical Society of America is moving to Warwick, Rhode Island. Mayor Scott Avedisian and Matthew Schulte, executive director of the Steamship Historical Society of America (SSHSA), announced in August that the non-profit organization is consolidating and relocating all of its holdings into the former New England Institute ofTechnology Library building located at 2500 Post Road, Warwick, RI 02886. Founded in 1935, SSHSA is a non-profit organization with 2,500 members dedicated to recording, preserving, and disseminating the history of engine-powered vessels. SSHSA maintains one of the largest libraries in North America devoted exclusively to the history of enginepowered vessels, with several hundred thousand images, ship artifacts, and memorabilia archived in hundreds of collections. Its flagship PowerShips magazine is in its 74th year of publication. SSHSA president Erik Ryan explained, "Our library was in Baltimore for 30 years but closed in 2006. Our maritime arts collection was in storage in New York. Now they will come together along with thousands of photographs, ephemera and artifacts-and our professional staff-all under one roof." SSHSA anticipates opening to the public in October. SSHSA is fundced by the generosity of many individuals amd has also received support from The <Champlin Foundations, the Rhode Island FFoundation, and the Rhode Island Counccil for the Humanities. (www.sshsa.org);) ,!, SEAHISTCORY 148,AUTUMN 2014

EXHIBITS

•Home Grown Shapes: Wooden Surf boards of Maine, through 28 September at the Maine Maritime Museum. Also, starting on 15 November, Ocean Bound:

•Abandon Ship: Stories of Survival, at The Mariners' M useum in Newport News, VA. (100 Museum Drive, Newport News, VA 23606; Ph. 757 596-2222; www. mari nersmuseum.org)

Three Centuries of Library Treasures. (243 Washington Street, Bath, ME 04530; Ph. 207 443-1316; www.mainemaritime museum.org)

•35th Annual International Marine Art Exhibition, 28-31 December at Mystic Seaport's Maritime Gallery. (47 Greenmanville Avenue, Mystic, CT 06355; Ph. 860 572-5388; www.mysticseaport.org; gallery@mys ticseaport.org)

•The Art of Seeing Whales: Highlights from the Elizabeth Schultz Collection, the Melville Society Archive, and the New Bedford Whaling Museum , on now at the New Bedford Whaling M useum. (18 Johnny Cake Hill, New Bedford, MA 02740; Ph. 508 997-0046; www.whaling museum.org)

•Carvers at the Crossroads: Sharing

CONFERENCES AND SYMPOSIUMS

•International BoatBuilders' Exhibition and Conference (IBEX), 30 September2 October in Tampa, FL. IBEX is produced by Professional BoatBuilder magazine and the National Marine Manufacturers Association. (www.ibexshow.com) •16th International Conference of Historical Geographers, 5-10 July 2015 in London at the Royal Geographical Society. Call for Papers deadline is 15 September-topics include maritime history. (www.ichg20 15.org) •"Beyond Borders: The Practice of Atlantic, Transnational, and World History,'' graduate student conference at the University of Pittsburgh, 11 - 12 April 2015. Call for Papers deadline is 1 Oc-

•Sea Music Festival, 13 September at Hyde Street Pier in San Francisco, CA. (San Francisco Maritime National Historic Park, 499 Jefferson Street, San Francisco, CA 94109; Ph. 415 447-5000; WWW. n ps. govI safrI) •Norwalk Boat Show, 18-21 September at Norwalk Cove Marine in CT. (www. boatshownorwalk.org) •Greenport Maritime Festival, 19-2 1 September in Greenport, NY. (www.east endseaport.org) •Portsmouth Maritime Folk Festival, 27-28 September in Portsmouth, NH. (www.newenglandfolknetwork.org) •Soutport Wooden Boat Show, 27 September at the O ld Yacht Basin, Southport, North Carolina. Free admiss ion. (Ph . 910 477-2787; www.so uthport woodenboatshow.com) •Working Waterfront Festival, 27-28 September at Fisherman's Wharf/Pier 3 in New Bedford, MA. (www.workingwater fronrfestival. org)

Join us at the 10th Maritime Heritage Conference, 17-21 September, in Norfolk, VA. (For details, see page 33.) Ideas, Techniques and Styles across the Chesapeake's Susquehanna Flats waterfowling exhibit, through November at the Chesapeake Bay Maritime Museum. (213 N. Talbot Street, St. Michaels, MD 21663; www.cbmm.org)

•Tattoos and Scrimshaw: The Art of the Sailor, through January 2015 at the Maritime Museum of San Diego; also Maritime Impressions, works of the Plein Air Painters Association of San Diego, now through January 20 15 . (1492 N. Harbor Dr., San D iego, CA 9210 1; www.sdmari time.org)

•Marking Time: Voyage to Vietnam, 3 October-26 May 2015, at the Independence Seaport Museum in Philadelphia. (2 11 South Columbus Blvd. & Walnut Street, Philadelphia, PA 19106; Ph. 215 4 13-86 55; www.phillyseaport.org)

•Daily Life at Sailors' Snug Harbor, th rough May 2015 at the Noble Maritime Collection at the Snug Harbor Cultural Center. (1000 Richmond Terrace, Staten Island, NY 1030 1; Ph. 718 447-6490;

conference and the Call for Papers guidelines are online at www.history.pitt.edu/ conference/beyond-borders-grad-confer ence.php; email questions to beyondbor ders20 l 5@gmail.com.) •American Historical Association Annual Meeting, 2-5 Jan. in New York City. (www.historians.org/annual-meeti ng) •SOth Anniversary Gaspee Days Maritime History Symposium, 29-30 May 20 15 in Providence, RI . Call for Papers deadline is 1 January 2015 . Send inquiries to: Chair, Steven Park at Steven.Park@ UConn.edu. (www.gaspeedev.com) FESTIVALS, EvENTS, LECTURES, ETC.

•Lake Union Boats A.float Show, 10-14 September in Seattle, WA. (www.boats afloatshow.com) •Connecticut Maritime Heritage Festival, 11-13 September in New London, CT. (www.schoonerfest.com) •Newport International Boat Show, 11-1 4 September in Newport, RI. (www. newportboatshow.com)

Festival, 4-5 Ocrober at the Chesapeake Bay Maritime M useum. (2 13 N. Talbot Street, St. Michaels, M D 21663; www. cbmm.org) •United States Sailboat Show, 9-13 October in Annapolis, MD. (www. usboat. com) •The Great Chesapeake Bay Schooner Race, 13-19 October in Baltimore, MD, and Portsmouth , VA. Race on the bay is 16-1 7 October. (www.schoonerrace.org) •Wellfleet OysterFest, 18- 19 October in Wellfleet, MA, on Cape Cod. (www.well fleetoysterfest.org) •"History of the Houston Ship Channel" lecture by Eric Young, 11 November at the Houston Maritime Museum. (2204 Dorrington, Houston, TX 77030; Ph. 713 666-1910; www.houstonmaritime museum.org) •Moby-Dick Marathon, 3-4 Jan uary at the New Bedford W haling Museum. (18 Johnny Cake Hill, New Bedford, MA 02740; Ph. 508 997-0046; www.whaling museum.org)

NEW from the NMHS Ship's Store ... Authentic boat models that celebrate our rich nautical heritage and inspire maritime adventure

cs 32" RAINBOW model $299 + $13 s/h Model Size: 32"L X 45"H X 4.5" W Winner of the America's Cup in 1934, this year is reaching her 80th anniversary: 1934-2014 Commissioned and skippered by Harold "Mike" Vanderbilt, Rainbow raced against T.O.M. Sopwith 's Endeavour. Losing the first two races, Rainbow went on to win the next four and the cup . Designed by Starling Burgess and built at the Herreshoff Mfg . Company in Bristol , RI.

32" ENDEAVOUR model $299 + $13 s/h Model Size: 32" L x 45.5" H x 5.5" W Commissioned by aircraft manufacturer T.O .M. Sopwith to challenge for the America 's Cup in 1934, this J-Class sloop was designed by Charles Nicholson and built by Camper and Nicholson of Gosport, England. Endeavour won the first two races but went on to lose the next four and the cup to Rainbow.

15" HERRESHOFF 12 112 model $180 + $13 s/h Model Size: 15" L x 24.5" H x 6.25" W Celebrating it's 1001h anniversary! Designed by Nathaniel G. Herreshoff as a boy's training boat for lthe waters in Buzzard's Bay. The boat was built for yachtsman that wanted a boat for their children that was easy to handle. Ower 3000 have been built over the years and are still being made in fiberglass versions today. Called the 12 1/2 for the length of tthe waterline of the boat.

To order, call 1-800-221-NMHS (6647), ext. 0, or visit our web~site at www.seahistory.org. Allow 2 to 3 weeks for delivery. Shipping withiin USA only. NYS residents add applicable sales tax. Satisfaction guaran1teed!

Reviews Poseidon and the Sea: Myth, Cult, and Daily Life edited by Seth D. Pevnick. With contributions by Robert I. Cunis, Nancy T. de Grummond, Angeliki Kokkinou, Jeffrey Maish, William M. Murray, Seth D. Pevnick, and Erika Simon (Tampa Museum of Art in association with D. Giles Ltd., London, 2014, 200pp, illus, notes, gloss, biblio, index, isbn 9781-907804-30-4; $49.95hc) This book is a substantive companion to an exhibition that explo res the role of the sea and its attendant deities in ancient Greece, Etruria and Rome. Insights abound in the art and iconography of mythology and cult practices, along with the more commonplace representation of the sea in everyday life such as shipbuilding, fishing and maritime trade. The first chapters offer descriptive overviews of the appearance of Poseidon in all his forms over a great temporal and geographic swath, proposing observations and theories for some of these variations as myths and religious views evolved. The second part offers some cultural context that allow for more engaging perspectives on this deity. One chapter is a case study of the scientific analysis of an ancient object from the Getty collection that makes for varied reading, while an off-beat and surprisingly satisfying chapter focuses on culinary associations with the great diversity of fish frequently represented in Roman mosaics and frescoes. The standard of quality in the selection of works for the book is consistently high. Standouts include a silver and gold handle in the shape of Triton from the Getty Villa; a bronze lamp in the form of three sea creatures; many vessels decorated with or in the form of fishes, shells and even a lobster claw; and a large spherical bowl with five Greek ships sailing around the interior rim. The volume includes a thematically organized exhibition checklist with high-quality images of the works (many of the coins are blown up far larger than life-size) along with a useful glossary. An illustrated chronology is intended to provide a temporal overlay to the thematically organized topic, but it is too cursory to be of serious visual or historical use. Many of the works in the checklist were acquired by the lending museums SEA HISTORY 148, AUTUMN 2014

after 1970, a watershed date adopted by the Association of Art Museum Directors intended to battle the export and sale of looted antiquities. All may have records of ownership prior to that date, but in light of the rapidly evolving ethical policies for museums, it would have been good to see a statement in the volume addressing the museums' awareness of the iss ue. Twelve works on the checklist that are still in

private hands (with several more from a private Swiss foundation) are particularly problematic, given their likelihood of eventually reaching the marketplace. The exhibition drew solid attendance figures at the Joslyn Museum in Omaha and has now moved on to the Tampa Museum of Art. DANIEL FINAMORE

Salem, Massachusetts

Rescue ofthe Bounty: Disaster and Survival in Superstorm Sandy by Michael]. Tougias and Douglas A. Campbell (Scribner, New York, 2014, 256pp, illus, index, ISBN 978-147674663-0; $25hc) It struck too close to the heart for many of us in the maritime heritage and sail training communities. Watching footage of Bounty being battered by the waves off Cape Hatteras during Hurricane Sandy was bad enough. We knew the ship. For many others, the tragedy struck deeper. They knew the sailors. It was the most surreal of scenes, a wooden sailing ship in 2012, designed like

an old collier, being lost ro a hurricane while Coast Guard C-130s and helicopters coordinated the attempted rescue of sixteen crew members. It was the nineteenth century meeting the twenty-first. As we watched the news unfold during the storm, we all asked the same question: what the hell are they doing out there? Authors Michael Tougias and Douglas Campbell base their book on this question, and attempt to probe the mind of Robin Walbridge, late captain of Bounty. They explore his past, his beliefs, and his past decisions regarding the ship, trying to wrestle the answer from him. Unfortunately, the closest we will ever come is conjecture, save for one or two thoughts. Walbridge used the classic "a ship is safer at sea than in port" line more than a few times, and, from all accounts, truly believed he could outrun the storm.

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Rescue ofthe Bounty paints a sympathetic picture of Walbridge, most ass uredly laying o ut h is fa ul ts but asking read ers not to judge a man's entire li fe by one bad, t ragedy-inducing decisio n. Yes, th ey say, the choice to sail was unwise, but Walbridge to uch ed the hearts and scu lpted the mi nds of many you ng p eople over the course of his career in sailing ships, and this one ac t should not be his entire legacy. Tougias and Campbell weave their na rrative by invoking the voices of m any individuals involved with the sh ip, both th at day and during the yea rs leading up to the storm t hat cla imed it. Fo r every sailor aboard B ounty in October 2 012 , there was a Coast G uard rescuer in the sky. For every sailor, a worrier waited anxiously ashore. So often these days, rescue stories of sh ips at sea arise fro m tankers, or crabbers, or other large vessels operating well offshore. W hen a tragedy like this befalls the tall-sh ip community, it causes us to once again consider the ques tion: are we truly ready to sail?

have the opp ortunity to prey upon British shipping. Six British boats ca rrying hundreds of sai lors and m arines were rowed six miles up the treacherous Connecticut River undetected and unopposed by bewildered a nd largely disorganized local residents. As a result of the event, the British suffered two men k illed a nd rwo injured, w ith no

J OHN GALLUZZO

Weym outh, Massachusetts

GUN BAY An Edward Ballantyne Novel

William H. White

By William H. White, award-winning author of 1he 1812 Trilogy and Our Flag Was Still 1here. Available in paperback and Kindle, thro ugh the author's website at www. seafiction.net and through the NMHS Ship's Store at www.seahistory.org or by calling 1-800-221-NMHS, ext. 0. 60

The British Raid on Essex: The Forgotten Battle ofthe War of 1812 by Jerry Roberts (Wesleyan U niv. Press, M idd letown , C T , 197pp, illus, map s, appen , notes, biblio, index, I SBN 978 -0 -8 195-7476; $27.95hc) Imagi ne moving to a small Connecticut town and learni ng that its annual commemoration celebration is k nown locally as "Loser's D ay." O n the second Saturday in May, the fife and dru m corps Sailing Masters in Wa r of 1812 ma riti me-like uniform s lead s a parade fro m the Connecticut riverfront up Main Street past residents and curious to u rists. This is the way a pictu resque New England community commem orates the awkwa rd events of 7 and 8 April 1814. Som e say that they were so disconcerting, th at this is why the residents changed the town's original name fro m Pettipaug to Essex in 1820. On those dates, twenty-seven American ships, six of which were privateers, suffered destruction or heavy damage. This m arked the greatest single loss of American ships during the Wa r of 1812; these vessels wo uld n ever

Am erican cas ualties. The records of these events h ad largely been misplaced, lost, or squeezed out of th e collective m emoryuntil now. Three notable War of 1812 clashes occurred in Connecticut: the Thames River blockade of USS United States commanded by Stephen Decatur, the bombardment of Ston in gton, and the Pettipaug ship-burning. Few historian s cared much about the Pettipaug affair except for Jerry Roberts, fo rmer vice president at the Intrepid Sea and Space M useum in New York and recently the executive d irector of the Connecticut R iver M useum in Essex. Dismayed w ith the town's image, Roberts led an ambi tious research program to piece together the actual story of the events of th at raid, almost enti rely th ro ugh primary source documents and archaeological evidence. Roberts's narra tion of these events is written in the style of a history deteaive story by introducing the reader to a ra nge of both the Am erican and Bri tish citizens who participated in the events. The raid and its aftermath SEA HISTORY 148, AUTUMN 2014

produced rhe usual m ixrure of heroes, villains, and ordinary folk who m ade spur-ofthe-momenr decisions with limited knowledge abour what was happening. The B ritish Raid on Essex is a captivating read and a fasci nating foo tnote concerning the W ar of 1812. It may also be a p ersuasive a rgument to change "Loser's D ay" to "Remember Pettipaug Day." Lours ARTHU R NO RTON West Simsbury, Connecticut

American Naval History, 1607-1865: Overcoming the Colonial Legacy by Jonatha n Dull (University of N ebraska Press, Lincoln, 201 2, 216pp, illus, notes, index, ISBN 978- 0-8 032-4052-0; $ 27.95hc) Aurhor Jonathan Dull is best known fo r his works on Benjamin Fran klin and the French navy during the p eriod of t he America n Revolution . It was the effort of Franklin that helped conv ince the court of K ing Lo uis XVI to enter the conflict a nd change rhe scope of that war into one spanning the globe, rhereby ch allenging the British Empire for domination on the high seas. Dull 's newest work is a co mpanion volume to his earlier book, The Age of the Ship ofthe Line: The B ritish and French Navies, 1650-1865 (2009). In this book, the autho r as ks t he questions: Why did it rake almost a century fo r the Uni ted States to build its firs t large navy, a nd what issues did it need to overcome? A m erica's ascension as a great nava l power coincides w ith o ther em erging states. German unification in 187 1 and the Japa nese M eiji Restoration of 1867-68 allowed these nations, along w ith the U ni ted States, to em erge as m ajo r n ava l fo rces a nd thereby challenge the British in the twe ntieth century. During the first half of the natio nal experience, the U n ited States existed as a minor naval power. Its wa rships were either virtually annihil ated in war, as in the case of the American Revolutio n, relega red to protecting its commerce as it did du ring the Quas i and Barbary wars, or driven from the seas and blockaded in port, as happened during the Wa r of 1812. This is not to say that rhe navy did no t win some key and decisive battles. However, it was not until the C ivil Wa r tha t the fo undations for modern A m erican naval power were established and the obstacles SEA HISTORY 148, AUTU MN 2014

to building a modern navy were overcome. To counter what Dull refers to as the colonial legacy, the nation h ad to confront iss ues such as localism and sectionalism , obsession w ith the frontier and territorial expa n sion , ave rsion to a stron g central government with the ability to levy and collect taxes, a nd a wea k industrial base. To tackle this thesis, he laid our a concise 125-page narrative th at is a detailed a nd in format ive history of the U nited States Navy. Covering nearly 25 0 yea rs in such an abbreviated fo rm at is a difficulr feat fo r a historian, but Dull is m as terful in developing a thought-provokin g hypothesis, a level of detail that is absent in many larger and m ore extensive works, and a clear and concise narrative that follows the subj ect from the colonial p eriod through a srudy of the C ivil Wa r. Ir is rhar las t event that proved the wa tershed to the transition of the Am erican navy from a minor naval power into a m ajo r force; even though it quickly lapses after the Civil W ar, the m echanism s we re in place for its eventual rise in the twe ntieth cenrury. In that last confl ag ration, the Confederacy inherited the nation's colonial legacy, particularly an underdeveloped economy and a weak central government, and it lacked a strong and vibra nt commercial sector-merchant m arine and infras trucrure-to draw upon. O n rhe Union side, ir was civilian leaders, such as Abraham Lincoln and Gideon W ells; naval personnel, including D avid Farrag ut, D av id D . Porter, and Andrew Foote; and industrialists Jam es Eads and Joh n E ricsson who reversed the previous trends by wea kening the power of the individual states, expanding American industry, a nd strengthenin g the role of th e federal government, thereby creating the underpinnings for the United States to emerge as a dominant naval power. This new perspective is both an excellent primer a nd, w ith over fifty pages of footnotes, a great addition to the historiography on A merican naval history. SA LVATORE

R. ME RCOGLIANO

Fuquay-Va rina, No rth Carolina

Preserving South Street Seaport. The Dream and Reality ofa New York Urban Renewal District by Jam es M . Lindgren

NMHS Book Sale! Our Flag Was Still There by W illiam H. White; The Skipper & the Eagle by Capt. Gordon M cGowan , USCG; The Peking Battles Cape Horn by Irving Johnson; A Dream of Tall ShipsHow New Yorkers Came Together to Save the Sailing-ship Waterfront, by Peter and N o rma Stanford; and m ore. C heck out prices and details online at www.seahistory.org.

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2014, 369pp, illus, notes, index, ISB N 9781-4798 -2257-7; $35hc) W hen an institution has been around long enough, it is easy to slip into the sense that it has always been there. It's a bit jarring to think back and imagine a time before that institution came to be, and realize that someone had to have planted the seeds for its beginnings and put in the hard work to make it h appen . Such is the case with South Street Seaport Museum; in the 1960s, founders Peter and Norma Stanford imagined a Manhattan waterfront similar to that of San Francisco, with a meaningful relationship to the ships in the water and historic buildings to tell their story. The Sranfords tell this story in 201 3's A Dream of TaLL Ships. But wh ile theirs is a more p ersonal memoir of those heady first few yea rs of the museum, scholar Lindgren takes a broader, more clinical approach , having gathered the stories of the original Friends of South Street, volunteers, staff and supporters and interes ted witnesses to the museum's beginnings and development. He follows the history of the museum and surrounding neighborhood from the very beginnings to the present day. The story is complex, as any tale of competing interes ts, turning political tides, and interperson al differences is bound to be, but it's a story worth reading. Preserving South Street Seaport is, at present, a story without an ending; as of press rime, the fare of the neighborhood is still being debated, but it's an interesting examination of how the museum got this far. SHELLEY R E ID

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Mohegan Lake, New York

Sky Pilot of the Great Lakes: A Biography ofthe Rev. William H. Law by John Korzian (Avery Color Studios, Gwinn, MI, 2014, 202pp, illus, appen, biblio, IS BN 9781-892384-6-9 ; $ 17.95pb) Sometimes the stories tangential to the wo rld of lighthouses are as compelling as the tales of the deeds of the lighthouse keepers themsdves. John Korzian's tale about the Rever;end William H. Law is not just such a tale, iit's a family history, as John is a descendant ,of the "Sky Pilot." No one was better positioned to tell this story. Law stumbled into the lighthouse and

SEA HISTORY 148, AUTUMN 20 14

New&Noted Life-Saving Service worlds while living on Lake Huron in the late 1800s. He' d gone into missionary work in the area to serve the lumberjacks, sailors and local N ative Americans, but a chance encounter with the Life-Saving Service on Bois Blanc Island set the course for the rest of his life. In need of assistance in the teeth of a storm, his boat battered by the waves, Law never lost hope, but realized the danger he was in. Then, from seemingly out of nowhere, the lifesaving crew arrived and carried h im easily to safety. He spent a few days with them, heard their stories, began to understand how lonely and unrewarding life could be in both services, and dedicated the rest of his life to them . His contributions were multitudinous, from the compilations of traveling libraries to the delivery of his own annual "messages"-printed bulletins full of hope and good cheer. The most important action he took, though, was to pe rsonally wage a campaign for th e pensioning of life-savers and lighthouse keepers. W e' ll never know how important his work truly was in creating the Coas t G uard (by giving the life-savers at least quasi-military status in 1915 and taking them out of civil service, the federal government avoided, at the time, having to establish pensions for the entire civil service sector of the government) , but we know he played a role. Lighthouse keepers wo uld have to wait until years after his death, but they, too, would get their due. Law's adventures carried him well beyond the Great Lakes, out to the A tlantic coast, where he interacted with one of the most well-known lighthouse fa milies in A merican history, due m ostly to the fac t that the matron, Connie Sma ll, wrote her memoirs and lived until 2005 . Sm all 's own boo k cross-references the ta les of interaction with Law, his visit to her M aine lighthouse home, and the letters they sent back and forth . H ad John Kotzian not chased down his ancestor's tale, we might have entirely missed the William H . Law story. Thankfully, due to this work, this odd but inspiring piece of lighthouse history survives. ] O H N GALLUZZO

Weymouth, M assachusetts

SEA HISTORY 148, AUTUMN 2014

TheAmerican Clipper Ship, 1845-1920: A Comprehensive History, With a Listing ofBuilders And Their Ships by Glenn A. Knoblock (McFarland, Jefferso n, North Carolina, 201 4, 376pp, illus, biblio, index, ISBN 978-0-7864-7 11 2-6; $55hc)

Attack on Orleans: The World %r I Submarine Raid on Cape Cod by Jake Klim (History Press, Charleston, SC, 201 4, 128pp, illus, biblio, index, ISBN 978-1626 19-490-8; $ 19.99pb)

Billy Mitchell's %r with the Navy: The Interwar Rivalry Over Air Power by Thomas Wildenberg (Naval Institute Press, Annapolis, Maryland, 201 4, 288pp, ISBN 978-08702 10389; $34. 95hc)

The Burning Shore: How Hitler's U-Boats Brought World %r II to America by Ed Offley (Basic Books, New York, 201 4, 320pp, illus, maps, gloss, appen, notes, biblio, index, ISBN 978-0-465-02961-7; $27.99hc)

Crisis in the Mediterranean: Naval Competition and Great Power Politics, 1904-1914by Jon K. H endrickson (Naval Institute Press, Annapolis, Maryland, 201 4, 232pp, illus, notes, biblio, index, ISBN 9781-6 1251 -475-8; $54.95hc)

Cutty Sark: The Last of the Tea Clippers by Eric Kentley with the Cutty Sark Trust (Naval Institute Press, Annapolis, MD , 2014, 544pp, illus, ISBN 978-1-59114-1822; $49. 95hc)

Give Me a Fast Ship: The ContinentalNavy and America's Revolution at Sea by Tim McGrath (New American Library-Penguin Group, New York, 201 4, 560pp, illus, index, notes, ISB N978-0-45141-610-0; $20.79hc)

The Great Ocean: Pacific Worlds from Captain Cook to the Gold Rush by David Igler (O xford University Press, New York, 201 3, 272pp, ISB N 978-0199914951 ; $29.95hc)

Introduction to Naval Architecture by Thomas C. Gillmer and Bruce Johnson (Naval Institute Press, Annapolis, 201 4, 344pp, ISBN 978087021 3 182; $65hc)

The Nile: A Journey Downriver Through Egypt'sPastandPresentbyTobyWilkinson (Alfred A. Knopf, New York, 201 4, 320pp, appen, notes, biblio, index, ISBN 978-0385 35-155-3; $27. 95hc)

The Republic Afloat: Law, Honor, and Citizenship in Maritime America by Matthew Taylor Raffety (University of Chicago Press, Chicago, 2013, 288pp, ISBN 978-0-22692-400-7; $45hc)

Sextant:A YoungMan'sDaringSea Voyage And The Men Who Mapped The World's Oceans by David Barrie (William Morrow, New York, 201 4, 340pp, illus, maps, notes, index, ISBN 978-0-06-227934-7; $25 .99hc)

Ships, Clocks, and Stars: The Quest for Longitude by Richard Dunn and Rebekah Higgitt (H arper Collins, will be released N ov. 201 4, 256pp, illus, ISBN 978-00623 53566; $75 hc)

The Slave Trade and the Origins ofInternational Human Rights Law by Jenny S. Martinez (O xford University Press, New York, 201 4, 264pp, illus, ISBN978-0-19936899-0; $22. 95pb)

The Spanish Armada by Robert Hutchinson (St. Martin's Press, New York, 201 4, 432pp, illus, index, notes, biblio, appen, ISBN 978-1-250-0471 2-0; $2 l. 95hc) "The Voyage ofthe F. H. Moore" and other l!J1" Century Whaling Accounts: Samuel Grant Williams, J Ross Browne, Capt. Charles H . Robbins, and Francis Allyn Olmstead, edited by Greg Bailey (Macfarland & Co., Jefferson, N C, 201 4, 216pp, index, ISBN978-0-7864-7866-8; $39.95 pb)

Voyage ofthe Slave Ship: JM. W. Turner's Masterpiece in Historical Context by Stephen]. May (McFarland, Jefferson, NC, 201 4, 2 l 6pp, illus, notes, biblio, index, ISBN 978-0-7864-7989-4; $45pb)

Whips to %lls: Naval Discipline from Flogging to Progressive Era Reform at Portsmouth Prison by Rodney K. Watterson (Naval Institute Press, Annapolis, Maryland, 201 4, 272pp, illus, notes, biblio, index, ISBN 978-1 -6 1251 -445- 1; $59.95)

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