NPS Form 10-900 ^\XAc No. 1024-0018 (Rev. 8/86) Word Processor Format (NRF.txt) (Approved 3/87)

United States Department of Interior

NATIONAL REGISTER OF HISTORIC PLACES REGISTRATION FORM

This form is for use in nominating or requesting determinations of eligibility for individual properties or districts. See instructions in Guidelines for Completing National Register Forms (National Register Bulletin 16). Complete each item by marking "x" in the appropriate box or by entering the requested information. If an item does not apply to the property being documented, enter "N/A" for "not applicable." For functions, styles, materials, and areas of significance, enter only the categories and subcategories listed in the instructions. For additional space, use continuation sheets (Form 10-900a). Type all entries. Use letter quality printer in 12 pitch, using an 85 space line and a 10 space left margin. Use only archival paper (20 pound, acid free paper with a 2% alkaline reserve) .

1. Name of Property historic name Steamer Louisiana

other names/site number

2. Location

street & number Lake Michiqan X Not for Publication citv, town Town of Washincrton X vicinity state Wisconsin code WI countv Door code 029 zip code 54246

3. Classification

Ownership of Category of No. of Resources Property Property within Property private building(s) contributing noncontributing public-local district ___ buildings X public-state X site 1______sites public-Federal structure structures object ___ objects 1 0 Total

Name of related multiple property No. of contributing resources listing: previously listed in the Great Lakes Shipwrecks of Wisconsin National Register N/A______State Historical Society of Wisconsin Division of Historic Preservation

STATE REGISTER OF HISTORIC PLACES CERTIFICATION FORM

Nominated Property: Steamer Louisiana

Property Address: Lake Michigan

City: Town of Washington______. Zip: 54246

County:______Door______A

Review Board Evaluation

Historic Preservation Review Board Date: January 17 , 1992

Nomination meets the criteria and is adequately documented.

Nomination meets the criteria, but is not adequately documented.

Nomination is adequately documented, but does not meet the criteria.

J /t y J j ■ n , 19 Chair of Historic Preservation Review Board Da^^

State Historic Preservation Officer Certification

As the designated officer under s. 44.32, Wis. Stats., I hereby certify that this: [ Jnomination, [ ] interim listing, or [ ] petition for removal(check one) meets the documentation standards of the Wisconsin State Register of Historic Places and meets the procedural and professional requirements set forth in s. 44.36(2), Wis. Stats., and that this property or district is hereby:

Listed in the Wisconsin State Register of Historic Places

An interim listing in the Wisconsin State Register of Historic Places

Removed from the Wisconsin State Register of Historic Places 4 . State/Federal Agency Certification As the designated authority under the National Historic Preservation Act of 1966, as amended, I hereby certify that this X nomination __ request for determination of eligibility meets the documentation standards for registering properties in the National Register of Historic Places and meets the procedural and professional requirements set forth in 3 6 CFR Part 60. In my opinion, the property X meets.___ does not jae^et the National Register criteria. ____ See continuation sheet.

Signature/otf certifying official Date State Historic Preservation Officer-WI State or Federal agency and bureau

In my opinion, the property ___ meets does not meet the National Register criteria. ___ See continuation sheet.

Signature of commenting or other official Date

State or Federal agency and bureau

5. National Park Service Certification I, hereby, certify that this property is:

entered in the National Register. See continuation sheet.

determined eligible for the National Register. __ See continuation sheet

determined not eligible for the National Register.

removed from the National Register.

other, (explain:) ______

Signature of the Keeper Date

6. Functions or Use Historic Functions Current Functions (enter categories from instructions) (enter categories from instructions)

Transportation/water-related Vacant/not in use 7. Description Architectural Classification Materials (enter categories from instructions) (enter categories from instructions)

foundation N/A N/A walls N/A_____

roof N/A other N/A

Describe present and historic physical appearance.

Introduction

The LOUISIANA, a second generation bulk carrier, sank off the southeastern side of Washington Harbor, Washington Island, Wisconsin. Her stern lies in 18 feet of water while her bow is near the surface. The LOUISIANA sank during a November gale in 1913, while carrying a cargo of iron ore. At that time, a fire of unknown origin destroyed her superstructure prior to sinking. At present, the LOUISIANA consists of a largely intact hull, associated machinery, cargo, and other items of material culture (Figure 1) .

Vessel History

The LOUISIANA was built in 1887 in Marine City, Michigan at the yard of Morley and Hill (Figure 2). Her enrolled dimensions were 267.0 foot length, 39.6 beam, and 20.0 depth of hold, with a gross tonnage of 1,929 and a net tonnage of 1,383 (Bureau of Navigation 1912:232; Runge n.d.). She was screw-propelled, wooden-hulled, and was powered by a fore and aft compound (two cylinder) steam engine with cylinders of 26 and 48-inch diameter and a 40-inch stroke. The engine was built by Dry Dock Engine Works of Detroit in 1887 (Runge n.d.), and was rated at 610 indicated horsepower in 1912 (Bureau of Navigation 1912:232). Steam was provided by one firebox-type boiler 10' diameter by 15' 8" length, built at the Dry Dock Engine Works in 1887. Seven hatchways provided access to the hold (Runge n.d.) .

The LOUISIANA was a refinement of the bulk carrier design first employed in the R.J. HACKETT and the first generation of forty-seven bulk carriers built between 1869 and the Panic of 1873. Bulk carrier construction resumed again in 1880, and LOUISIANA was part of this second generation of some 170 bulk freighters built during the 1880's. Size increased in the years between 1869 and 1902 (when the last wooden bulk freighters were built) from the HACKETT'S 210 foot length to later generation vessels of 310 foot length. This was made possible more due to channel improvements to the St. Mary's and Detroit Rivers, as well as the St. Clair Flats, than in improvements in shipbuilding techniques. From this point on, iron and steel became the dominant shipbuilding

X see continuation sheet NPS FORM 10-900a (Rev. 8-86) Wisconsin Word Processor Format Approved 2/87

United States Department of Interior National Park Service

NATIONAL REGISTER OF HISTORIC PLACES CONTINUATION SHEET Steamer Louisiana Lake Michigan Section number 7 Page 1 Door County, W i .

materials for bulk carriers, permitting greater lengths, superior longitudinal reinforcement, and lower deadweight in relation to vessel size (Labadie and Murphy 1987:58-59).

Following twenty-six years service as a bulk freighter, the LOUISIANA was lost in the large November gale of 1913 on Lake Michigan. At that time she was owned by Frank M. Osborne, port of Cleveland, and under command of Capt. Fred McDonald. The LOUISIANA departed Lorain, Ohio on November 2 with a load of coal for Milwaukee, which she delivered and departed light for Escanaba, Michigan for a cargo of iron ore. A heavy northwest snowstorm struck the LOUISIANA around midnight of November 8, forcing the steamer to take refuge in Washington Harbor, Washington Island, enroute to Escanaba via Death's Door. The combined heavy winds and seas, reportedly exceeding seventy miles per hour, caused the anchors to drag and pushed the steamer perilously close to shore. By morning, a fire of unknown origin was discovered in the hold, and after a fruitless firefighting effort, the crew of seventeen men abandoned the ship to the fire and the storm. The Plum Island lifesaving crew appeared on the scene after bringing their beach apparatus overland, but nothing further could be done, the steamer crew having already taken to the lifeboats. The LOUISIANA burned where she lay, driven up against the rocky southeast shore of Washington Harbor. The gale which destroyed the LOUISIANA blew unabated until the night of November 11, wrecking a reported twenty Great Lakes vessels, damaging seventy-one other ships, and drowning 248 sailors (Door County Advocate 11/11/1913 p.l,c.2; Frederickson and Frederickson 1961:1:63-64).

Site Description

The wreck of the LOUISIANA lies on the southeast side of Washington Harbor (Figure 3), with her stern in eighteen feet of water, and her bow running almost up to the water's surface. A disarticulated sixteen-foot section of the bow, including cant frames, stempost, bow deadwood, and keelsons, lies exposed on the rocky beach, approximately one-hundred feet to the south of the site (Figure 4). A surviving 239' 6" of the bilge lies on a gradually sloping rocky bottom, flanked by charred and broken pieces of the vessel's sides, machinery, sheet metal, and fastenings. The hull is broken off at the turn of the bilge at the bow (inshore) end, but survives to a height of approximately thirteen feet (keelson to frame tops) at the port and starboard stern quarters. A large debris field of fallen sides and machinery is situated at the starboard quarter, much of this material leading off into deeper water NPS FORM 10-900a (Rev. 8-86) Wisconsin Word Processor Format Approved 2/87

United States Department of Interior National Park Service

NATIONAL REGISTER OF HISTORIC PLACES CONTINUATION SHEET Steamer Loiusiana Lake Michigan Section number 7 Page 2 Door County, W i .

to the northwest. The engine and boiler have been salvaged, but many miscellaneous engineering components such as bearings, pipes, and sheet metal surround the iron engine mount and broken fore and aft cylinders in the stern.

Other salvage to the site can be seen in the port midships area, where a large hole has been blasted through the hull, splintering the keelsons and removing a fifteen foot section of floors, ceiling, and exterior planking. It is not known whether this was the result of contemporary salvage efforts, efforts to remove protruding hull elements that affected navigation, or simply modern vandalism.

Vessel Construction

The hull of the LOUISIANA is constructed entirely of wood, with iron cross-bracing in her sides, and fastened with iron (Photograph 1). The timbers appear to be of white oak (as was common practice), but wood sampling was not conducted by the researchers to ascertain the actual material used. Multiple keelsons were used for longitudinal strength, and the hold of the vessel was double-ceiled longitudinally and athwartships. At least three framing patterns were documented in the hull, alternated with solid floor framing at major stress points.

The basic vessel frame used in LOUISIANA is a 5" sided frame, with a molded dimension of 20" at the floor, and 15" at the turn of the bilge. At the forward end of the hull, these frames appear in sets of doubled frames followed by a space of 3" followed by a set of triple frames. Five of these relatively closely-spaced sets are followed by a solid framing of four 5" sided floors, a 9 1/2" sided floor, a 6" sided floor, and a 5" sided floor (this solid framing perhaps coinciding with a hatchway or a bulkhead).

A second framing pattern was employed following the solid flooring, in the vicinity of feature A3 (see below), an anomalous construction possibly associated with a longitudinal bulkhead, Here, three floor sets appear, each consisting of a set of double frames, a 6" space, five frames, and a 9" space. Following feature A3, floor framing assumes a slightly looser spacing pattern, appearing in sets of triple frames, a 3" space, followed by three sets of double frames with 9" spaces. This pattern was documented to proceed through the hull to amidships (the site plan projects this pattern aft of this point). Selected measurements in the stern areas found solid framing for nine feet under NPS FORM 10-900a (Rev. 8-86) Wisconsin Word Processor Format Approved 2/87

United States Department of Interior National Park Service

NATIONAL REGISTER OF HISTORIC PLACES CONTINUATION SHEET Steamer Louisiana Lake Michigan Section number 7 Page 3 Door County, W i . the engine mount, with double framing and 10" spaces aft of the engine spaces into the stern deadwood.

The hull is reinforced with five major longitudinals; a 15" sided by 12" molded keelson, flanked by a port sister keelson 8" sided by 11" molded, a starboard sister keelson 10" sided by 11" molded, and assistant port and starboard sister keelsons each 12" by 12". Amidships and aft, the keelsons are overlain by two rider keelsons, a port rider 12" by 12" and a starboard rider 14" by 13".

The hull is ceiled with longitudinal ceiling varying from 6 1/2" to 14" wide by 5" thick at the bilges and 2 3/4" thick above the turn of the bilge. It is fastened with 7/8" diameter iron drift pins and 2" diameter clinch rings. Portions of surviving athwartships ceiling (Photograph 2) were found in the stern measuring 14 1/2" wide by 3/4" thick, running across the flat of the floors from the keelsons to the turn of the bilge. This appeared to be of a softer wood (possibly pine) and was apparently a sacrificial layer of easily-replaced planking over the bilge ceiling as protection against heavy cargoes such as coal and iron ore. Exterior planking varies from 8" to 9"in width, measures 3^1/2" in thickness, and is caulked with oakum, remnants of which may still be found in the planking on the port quarter.

The longitudinal keelsons form two central slots, one located near the bow (feature A3), and another towards the stern. These slots are very similar to schooner centerboard trunks in construction, save for their being covered at the bottom by the vessel's keel. Longitudinal pocket pieces and half floors were observed at feature A3, and are believed to have been used at the stern "trunk", though the presence of bilge ceiling prevents observation of this construction method. Stumps of vertical timbers and fastening holes in these trunks suggest they held vertical stanchions which supported either the decks or some type of longitudinal bulkhead. While the former is known to have been a common means of supporting decks of wooden ships, hold stanchions are normally stepped onto the centerline keelsons (Desmond 1984:61), not footed firmly down through the height of the keelson assembly. Such an arrangement suggests that the stanchions were constructed to resist lateral (transverse) stress rather than vertical stress (downwards from the decks) . One possible suggestion was forwarded by Patrick Labadie (personal communication 1989) , who noted that a number of vessel disasters in the 1880's at approximately the time of the LOUISIANA'S construction were attributed to the shifting of bulk cargo in the hold NPS FORM 10-900a (Rev. 8-86) Wisconsin Word Processor Format Approved 2/87

United States Department of Interior National Park Service

NATIONAL REGISTER OF HISTORIC PLACES CONTINUATION SHEET Steamer Louisiana Lake Michigan Section number 7 Page 4 Door County, W i . while under sail, causing the vessel to capsize. Labadie has suggested that longitudinal bulkheads may have been a response by shipbuilders to this concern of bulk cargo shifting, and an ad hoc design using centerboard trunk construction techniques was the most expedient means of building a bulkhead resistant to athwartships movement of heavy cargo such as iron ore. It is not known if other examples of this type of bulkhead construction exist for wooden vessels.

The LOUISIANA exhibits another unusual construction feature, the use of iron cross-bracing in the upper hull. In 1917, Desmond describes this method of hull reinforcement:

Steel straps are fastened diagonally across outside the frame of a vessel for the purpose of strengthening vessel against strains that tend to change its shape longitudinally. (Hogging or sagging strains.) These are let into frames flush, cross frames at about 45 degrees inclination, and are fastened with at least one bolt through each strap into each frame, and to each other with rivets wherever two straps cross (Desmond 1984:56).

While it is not known at what point this construction came into general usage for the Great Lakes, evidently the method described by Desmond in 1917 was in use as early as the LOUISIANA'S construction in 1887, though using iron instead of steel. E.P. Dorr's construction rules of 1876 discuss diagonal iron strapping, making its required use and spacing a function of vessel size and type of construction, requiring that straps measure 4" in width by 1/2" in thickness, and that they be fastened to a band of iron at the frametops measuring 4V2" by 5/8". LOUISIANA'S straps measure 4 V by 1/4", and the frametop band measures 8" by 3/4". By 1895, roughly one-third to one-half of the Great Lakes propellers employed this iron strapping, and it could also be found in a few of the newer schooners (Inland Lloyds 1895) . No examples of its use prior to 1879 could be found in Inland Lloyds (1895), with most of its apparent usage beginning in the early 1880's.

The vicinity of the engine mount is literally choked with engine debris, including sheet metal, fragments of the engine, piping, fasteners, and iron cross-bracing. The mount consists of an iron base fastened to wooden supports running athwartships (Photograph 3). The broken bases of the fore and aft cylinders may be seen to the port of the engine mount (Photograph 4). NPS FORM 10-900a (Rev. 8-86) Wisconsin Word Processor Format Approved 2/87

United States Department of Interior National Park Service

NATIONAL REGISTER OF HISTORIC PLACES CONTINUATION SHEET Steamer Louisiana Lake Michigan Section number 7 Page 5 Door County, W i .

A ten foot long section of bilge pump pipe and strainer for a steam-powered pump is located to the port side of the stern keelsons, running down into the bilge through the ceiling. The pipe measures 8" in outer diameter.

The boiler of the LOUISIANA was reportedly salvaged in May of 1920 by the tug SMITH for the Leathern Smith Company of Sturgeon Bay (Door County Advocate 5/7/1920 p.6,c.7, 5/14/1920 p.7,c.2). The SMITH returned around August to remove the engine itself (Door County Advocate 8/6/1920, p.8,c.l). Much of the engine debris in the LOUISIANA probably relates to this salvage work. It is not known if the propeller, propeller shaft, and rudder were removed at this time or later. 8. Statement of Significance Certifying official has considered the significance of this property in relation to other properties: ___ nationally X statewide ___ locally

Applicable National Register Criteria A B X C X D

Criteria Considerations (Exceptions) A B C D E F G

Areas of Significance (enter categories from Period of Significance Significant Dates instructions) Archeology/historic 1887-1913______N/A______non-aboriginal ______Engineering______

Cultural Affiliation Euro-American ___

Significant Person Architect/Builder N/A______Morley and Hill, Marine City, MI

State significance of property, and justify criteria, criteria considerations, and areas and periods of significance noted above.

Summary Paragraph

The LOUISIANA is a second generation bulk carrier that sank on the southeast side of Washington Harbor on Washington Island, Wisconsin. At present, no second generation bulk carriers are afloat on the territorial waters of Wisconsin. The LOUISIANA is one of a handful of known second generation bulk carriers and is one Of the best examples of this class of bulk carriers that sank in the waters of Wisconsin. Evaluated within the context of second generation bulk carriers, as documented within the multiple property documentation Great Lakes Shipwrecks of Wisconsin, the LOUISIANA retains integrity of hull structure, engineering details, machinery, and items of material culture. As such, the LOUISIANA is being nominated at the statewide level under Criterion C as a representative example of second generation bulk carriers, and under Criterion D for its potential to yield information on engineering details and shipboard life on bulk carriers.

Great Lakes Maritime History: Bulk Carriers

Bulk carriers began to be built after the Civil War in response to the standardization of loading facilities at many Great Lakes ports. They were used for any commodity that was transported in large quantities, although most important of these were grain, ore, and coal.

X see continuation sheet NPS FORM 10-900a (Rev. 8-86) Wisconsin Word Processor Format Approved 2/87

United States Department of Interior National Park Service

NATIONAL REGISTER OF HISTORIC PLACES CONTINUATION SHEET Steamer Louisiana Lake Michigan Section number 8 Page 1 Door County, W i .

Specifically, these freighters were double-decked and had space below decks for dry cargo, and had evenly spaced wide hatches to accommodate the new bulk loading devices being installed in some ports. Bulk carriers increased in size through time, and by the turn of the century, were being made entirely of steel (Labadie and Murphy 1987).

Bulk carriers were used in the grain, ore, and coal trades because of their ability to use mechanized loading and unloading equipment, and were profitable because they carried large quantities of bulk goods very economically (Labadie and Murphy 1987:58). Capt. Elihu Peck designed the first bulk carrier, the R.J. HACKETT, with wide hatches spaced to match the 24-foot spacing of the ore loading docks in Marquette, Michigan. Because of the desire of economies of scale in transporting commodities, few bulk carriers measured less than 200 feet in length, and often were built as large as the technology of the day would allow.

Prototype bulk carriers, like the R.J. HACKETT, were built between 1869- 1873, during which time 47 vessels were built. Construction of bulk carriers was suspended between 1873-1880 due to an economic downturn. Once resumed, the bulk carriers became larger, and the first iron bulk carriers were built. The last wooden bulk carrier was built in 1902. The use of metal in shipbuilding was dictated by its greater strength in proportion to weight when compared to wood, it was also cheaper, and made repairs easier. During the 1880s 170 of these vessels were constructed, with their gross tonnage increasing from about 1,000 tons to an average of 2,200, and their length increasing to 260 feet. By the turn of the century, 500 and 600 foot long bulk carriers were being built. Because of the greater economies associated with such vessels, bulk carriers slowly displaced other freighter types such as steam­ barges and schooners on the Great Lakes.

Limited historical evidence and the archeological record documents that the LOUISIANA was used to transport grain, ore, and coal. Typically, grain and ore were loaded in a Midwestern port and shipped east, with coal being transported on the voyage back to the Midwest. While wheat was the earliest cash crop in the state, production of this grain declined between 1860-1880. But at the same time, the wheat that was being produced in Wisconsin and adjoining states was increasingly being shipped back to the east. Cities with rail links to rural producers and harbors became major milling and shipping centers. Included in these NPS FORM 10-900a (Rev. 8-86) Wisconsin Word Processor Format Approved 2/87

United States Department of Interior National - Park Service

NATIONAL REGISTER OF HISTORIC PLACES CONTINUATION SHEET Steamer Louisiana Lake Michigan Section number 8 Page 2 Door County, Wi. are such ports as Milwaukee, Superior, and Neenah-Menasha. In fact, by the late 1860s Milwaukee was one of the major flour producing centers of the world, and even shipped more wheat than did Chicago.

The importance of wheat milling and shipping can be seen in the rise of mills from 581 in operation in 1870 to 705 in 1880. The value of the product rose from $11.5 million in 1860 to $27.6 million in 1880 (Lusignan 1986a). During that period, Wisconsin was ranked 7th or 8th in flour production, and it had the highest product value in the state. From 1880 onward wheat production moved westward and the milling technology of the state began to be outmoded. Even though Milwaukee's importance declined, it still was the second leading flour producer in the country until 1900. By 1905, the number of operating mills in Wisconsin had decreased by over 50%. An exception to this process was Superior. Located closer to the west, this port city added six new mills during 1891 and 1892, but this too declined after the turn of the century (Lusignan 1986b).

Iron ore was the other major bulk commodity that the LOUISIANA transported from Wisconsin to the east. During the 1880s high grade ores were discovered in the Goegebic-Menominee ranges of northern Wisconsin, Upper Michigan, and Minnesota. Railroads were constructed from the mines to harbors on Lake Superior such as Superior and Ashland in Wisconsin. Large scale production began in the Menominee range in 1880, while the Goegebic range began a few years later. Most of the ore from the Goegebic range was shipped through Ashland (Lusignan 1986c).

Iron mining stimulated the lakeshore economies by producing an increased demand for transportation facilities to ship ore to the eastern markets. Harbors were expanded and shipbuilding activities increased. Wisconsin ports proved to be central locales for shipment, ideally placed between the Wisconsin, Michigan, and Minnesota ranges. Ashland, for instance, built a dock that ran 1/2 mile into Lake Superior for loading ore onto ships. Ashland became the second leading ore shipper behind Escanaba in 1889 (Mansfield 1899) . Superior then built, between 1902-1928, the world's largest transshipment facility, consisting of four interconnected docks, for the ore trade (Lusignan 1986c).

The advent of technology in the ore industry also helped to make this rapid growth possible. Before the 1880s, ore loading and unloading from vessels was somewhat primitive. Ore was laboriously drawn and hoisted NPS FORM 10-900a (Rev. 8-86) Wisconsin Word Processor Format Approved 2/87

United States Department of Interior National Park Service

NATIONAL REGISTER OF HISTORIC PLACES CONTINUATION SHEET Steamer Louisiana Lake Michigan Section number 8 Page 3 Door County, W i .

in wooden buckets by horsepower, then placed in wheelbarrows and dumped into large piles, then further distributed. This process was also in practice with the constant incoming coal shipments from the east (Mansfield 1899:547-553). Coal was a staple in keeping western cities, factories, steamships, railroads, sawmills, and mines, operating. Coal was transported to Wisconsin mainly by ship prior to 1874, after which rail played an important role. Coal was delivered to a central port, from which it was transshipped to smaller communities (Mansfield 1899).

In the 1880s, technology allowed increased efficiency in the loading/unloading of ore and coal. Elevated ore docks, using railroad cars fitted with drop-bottoms, allowed ore vessels to load much more rapidly than using hand-loading. With newly introduced hoisting and conveying equipment even the largest ore vessels could unload at downlake ports in twelve to fourteen hours, greatly increasing vessel turnaround times and efficiency. By 1899, there were twenty two ore docks on Lakes Michigan and Superior for the loading of iron ore. Just in western Lake Superior, Duluth had two, Two Harbors had five, Superior had one, and Ashland boasted three conveying ore docks (Mansfield 1899:562).

Great Lakes Bulk Carriers: Engineering and Construction

The engineering and construction of bulk carriers was dominated by the need for economies of scale when shipping cargos. As a result, large ships with high tonnage capacities were sought after, often with the construction of new vessels being built as large as current technology would allow. Labadie and Murphy (1987:58) indicate that bulk carriers were long, narrow shoal-draft steamers characterized by heavy longitudinal reinforcement. Side or floor keelsons laying on top of the floor members and parallel to the centerline keels, measured 12 to 18 inches square and were placed the entire vessel length at three foot intervals, formed the lower portion of the transverse frame of the vessels. Bulk carriers were the only Great Lakes vessel type to use this engineering technique (True 1956:30), In addition, the vessels had iron straps criss-crossing the frame at four foot intervals, along with a band of 3/4 inch iron running the length of the ship under the rail. The huge keelsons and the iron bands were needed to increase hull strength due to their relatively shallow hull depth (Labadie and Murphy 1987:58). NPS FORM 10-900a (Rev. 8-86) Wisconsin Word Processor Format Approved 2/87

United States Department of Interior National Park Service

NATIONAL REGISTER OF HISTORIC PLACES CONTINUATION SHEET Steamer Louisiana Lake Michigan Section number 8 Page 4 Door County, Wi.

Construction of a second generation of bulk carriers began in 1880, after the economic upheaval's of the 1870s stymied the construction of the first generation ships by 1874. Two major changes were implemented at that time. First, due to the construction of deeper and wider canals linking the Great Lakes, bulk carriers increased in size. While the first generation ships averaged about 1,000 gross tons and 200 feet in length, the second generation ships averaged 2,200 gross tons and 260 feet in length (Labadie and Murphy 1987) . These ships were also paired with a single consort barge that was usually of equal size. Wooden bulk carriers up to 310 feet long were built. The second innovation in bulk carriers was the construction of iron and steel vessels. Metal has a higher ratio of strength to weight than does wood, leading to the construction of still larger vessels (Labadie and Murphy 1987:58) ..

The LOUISIANA'S architectural significance lies in her being a representative example of second-generation wooden bulk carrier design and construction. Her dimensions are 267 feet long with a gross tonnage of over 1,900 (Bureau of Navigation 1912:232). This illustrates the size increase charcateristic of second generation bulk carriers. Additionally, as detailed in Section 7, intact elements of the LOUISIANA hull reinforcement system are present at the site. The hull reinforcement elements, more extensive than were those of the first generation bulk carriers, was a necessity due to increased vessel size.

Great Lakes Maritime Archeology

Though diver and salvage scavenging seems to have removed most of the most portable artifacts from the site such as brass valves, tools, and gauges, there is still great potential for material culture remains at the LOUISIANA site. Concentrations of engine debris, steam piping, and numerous fastenings provide ample surficial evidence for the presence of small artifacts on site which may be buried by shifting cobble. Indeed, scavenging of artifacts at this site had been a, favorite pastime prior to enactment of maritime preservation laws. Tools, personal effects, and galleyware from the site are of particular significance regarding what they may reflect of vessel maintenance activities, shipboard life, and subsistence. Engineering elements may be revealing of past technology and technological adaptation as described above. NPS FORM 10-900a (Rev. 8-86) Wisconsin Word Processor Format Approved 2/87

United States Department of Interior National Park Service

NATIONAL REGISTER OF HISTORIC PLACES CONTINUATION SHEET Steamer Louisiana Lake Michigan Section number 8 Page 5 Door County, W i .

The LOUISIANA also has the potential to yield important new information regarding Great Lakes marine architecture, including a more detailed understanding of second generation bulk carriers. Preservation of the site would allow for more complete documentation of the surviving hull, with a detailed study of hull form and reinforcement techniques, and other elements of her construction. This could be coupled with a search for builder's records pertaining to the LOUISIANA.

Further visual survey in the vicinity of the main wreck may bring to light remains of the upper hull, superstructure, and deck, which will be invaluable sources of marine architectural data on this vessel. Remote-sensing and/or controlled probing may also bring to light additional hull elements, machinery, and artifacts in the vicinity of the wreck which are currently buried, augmenting our limited understanding of the vessel's upper hull architecture, engineering, and material culture. Additional excavation and analysis afforded by the site's preservation would doubtlessly provide new archeological insights into nineteenth century marine engineering, marine architecture, maritime anthropology, and shipboard life on the Great Lakes.

Additional research on this vessel should be directed at a more thorough study of her marine architecture, including the unusual pattern of floor framing, a study of the iron cross-bracing, and additional documentation and historical research regarding the trunk-like construction employed in her keelsons. It is believed that additional hull remains can be found in deeper water to the west and northwest of the site, including portions of her upper sides, deck, and superstructure. Photographic documentation of the wreck (Frederickson and Frederickson 1961:1:64) shows that much of the upper hull survived the fire, and has probably been brought down to its present level by ice or by modern salvage as evidenced by the use of explosives on the LOUISIANA'S midsection.

REGISTRATION REQUIREMENTS

The LOUISIANA meets the registration requirements as set forth in the Multiple Property Documentation form Great Lakes Shipwrecks of Wisconsin. The vessel retains integrity of location and setting, in that it has not been moved from where it sank, and has not been covered by fill except through natural processes. Salvage operations a few years after the vessel's loss removed some of the larger machinery, although a great deal of the vessel structural components and machinery remain intact. The LOUISIANA, a 19th century second generation bulk NPS FORM 10-900a (Rev. 8-86) Wisconsin Word Processor Format Approved 2/87

United States Department of Interior National Park Service

NATIONAL REGISTER OF HISTORIC PLACES CONTINUATION SHEET Steamer Louisiana Lake Michigan Section number 8 Page 6 Door County, W i . carrier, is eligible for inclusion in the National Register of Historic Places under Criteria C and D. It is eligible under Criteria C in that it retains structural and engineering details characteristic of second generation bulk carriers. It is eligible under Criteria D in that the wreck and its associated deposits have the potential to yield information important to history. 9. Major Bibliographical Reference

Bureau of Navigation 1912 Merchant Vessels of the United States. Government Printing Office, Washington, D.C.

Previous documentation on file (NPS): X see continuation sheet preliminary determination of individual listing (36 CFR 67) has been requested previously listed in the National Primary location of additional Register data: previously determined eligible by X State Historic preservation the National Register office designated a National Historic Other State agency Landmark Federal agency recorded by Historic American Local government Buildings Survey #______University recorded by Historic American Other Engineering Record #______Specify repository:

10. Geographical Data______Acreage of property less than 1 acre______

TTT’M D p ’fcjY'pr'ippQ A 1/6 5/0/6/2/8/0 5/0/2/7/2/8/0 B _/_ / / / / / ////// Zone Easting Northing Zone Easting Northing

C _L_ II II / / I I I I / D _/_ I I I I / ////// X See continuation sheet

Verbal Boundary Description The LORAN position is in the approximate center of the ship. The boundary forms a rectangle, 240 feet north-south by 90 feet east-west (see Figure 3). See continuation sheet

Boundary Justification

The boundaries have been drawn, based on an underwater archeological survey of the wreck, to include all artifactual and structural debris (see Figure 3). See continuation sheet 11. Form Prepared By______name/title David Cooper and Paul Kreisa____ organization State Hist. Soc. of Wiscon. date 09/15/91______street & number 816 State St.______telephone 608/262-9893______city or town Madison______state W i . zip code 53706 NPS FORM 10-900a (Rev. 8-86) Wisconsin Word Processor Format Approved 2/87

United States Department of Interior National Park Service

NATIONAL REGISTER OF HISTORIC PLACES CONTINUATION SHEET Steamer Louisiana Lake Michigan Section number 9 Page 1 Door County, Wi. Desmond, Charles 1984 Wooden Ship-Building. The Vestal Press Ltd., Vestal, N.Y.

Door County Advocate 1913 November 11th. 1920 May 7th. 1920 May 14th. 1920 August 6th.

Frederickson, Arthur C., and Lucy F. Frederickson 1961 Ships and Shipwrecks in Door County, Wisconsin. Vol. 1. Door County Publishing Co., Sturgein Bay, W i .

Inland Lloyds 1895 The Inland Lloyds Vessel Register. W.R. Smellie, Cleveland.

Labadie, C. Patrick, and Larry Murphy 1987 Major Vessel Types on Lake Superior: Sail to Steam. In Submerged Cultural Resources Study: Isle Royale National Park, D .J. Lenihan ed., pp. 43-61. Southwest Cultural Resources Center, Professional Papers No. 6, Santa Fe, N.M.

Lusignan, Paul 1986a Wheat Cultivation. In Cultural Resource Management in Wisconsin, Vol. 2, B. Wyatt, ed. Historic Preservation Division, State Historical Society of Wisconsin, Madison, W i . 1986b Milling. In Cultural Resource Management in Wisconsin, Vol. 2, B. Wyatt, ed. Historic Preservation Division, State Historical Society of Wisconsin, Madison, Wi. 1986c Iron and Copper Mining. In Cultural Resource Management in Wisconsin, Vol. 2, B. Wyatt, ed. Historic Preservation Division, State Historical Society of Wisconsin, Madison, W i .

Mansfield, J.B. 1899 History of the Great Lakes. 2 vols. J,H. Beers and Co., Chicago. Runge n.d. Vessel Data Sheets. Marine Collection, on file, Milwaukee Public Library.

True, Dwight 1956 Sixty Years of Shipbuilding. Society of Naval Architects and Marine Engineers, Great Lakes Section, Ann Arbor. NPS FORM 10-900a (Rev. 8-86) Wisconsin Word Processor Format Approved 2/87

United States Department of Interior National Park Service

NATIONAL REGISTER OF HISTORIC PLACES CONTINUATION SHEET Steamer Louisiana Lake Michigan Section number 10 Page 1 Door County, W i .

LORAN POSITION:

31975.7/47964.9 NPS FORM 10-900a (Rev. 8-86) Wisconsin Word Processor Format Approved 2/87

United States Department of Interior National Park Service

NATIONAL REGISTER OF HISTORIC PLACES CONTINUATION SHEET Steamer Louisiana Lake Michigan Section number Photographs Page 1 Door County, W i .

Photograph 1 of 4 Iron cross-bracing D. Cooper, photographer Summer, 1988

Photograph 2 of 4 Athwartships bilge ceiling, port side D. Cooper, photographer Summer, 1988

Photograph 3 of 4 Forward engine mount, bilge pump pipe at left, keelsons and "trunk" for stanchions visible rear center D. Cooper, photographer Summer, 1988

Photograph 4 of 4 Fore and aft cylinders, viewed from port side D. Cooper, photographer Summer, 1988 NPS FORM 10-900a (Rev. 8-86) Wisconsin Word Processor Format Approved 2/87

United States Department of Interior National Park Service

NATIONAL REGISTER OF HISTORIC PLACES CONTINUATION SHEET Steamer Louisiana Lake Michigan Section number Landowners Page 1 Door County, W i .

Mr. Stan Druckenmiller Dept, of Natural Resources Bureau of Property Management Box 7921 Madison, W i . 53707

Board of Commissioners of Public Lands GEF III, Room 200 125 S. Webster P.O. Box 8943 Madison, W i . 53708-8943 LOUISIANA Site N 9/1988

0 10 20 (eet

bllge pump engine mount blast area

fragment starboard side

engine debris fragment starboard quarter

Figure 1. Site plan of the LOUISIANA. Steamer LOUISIANA, Lake Michigan, Door County, Wi. Figure 2. Historic View of the LOUISIANA. Steamer LOUISIANA, Lake Michigan, Door Co., Wi. KEY: Rock Island

1. Sch. WINFIELD SOTIT Washington Island

2. Scow-Bark CHERUEUSCO Fish Island 3. Sch. BOAZ 5 4. Pilot Island NW Site 5. St. s. R.J. HACKETT Fisherman's Shoal 6. St. s. nXHSIANA Whaleback Shoal

Plum Islanc^^ ^ Detroit Island

GREEN BAY Pilot Island

* Gravel Island

Chambers Island ; / Outer Shoal

Spider Island

Four-Foot Shoal A

N

Statute Miles- 1 0

LAKE MICHIGAN

Sturgeon Bay Ship Canal Door County

After NOAA Chart 14902 North End of Lake Michigan ^ 3 . C.1' Figure 3. Location of the LOUISIANA. Steamer LOUISIANA, Lake Michigan, Door Co., Wi. fonfur* A3 - --

Figure 4. Site Area. Steamer LOUISIANA, Lake Michigan, Door Co. "^rtsarclcid ated bow section on beach

v (position and orientation approximate — section is moved seasonally by ice action) \ 5 . T - aVY 3 7

‘t?*? 6 *M

£ -he c^H^AT

TdoTtA (/Jcifh

U c s-h -n - /V);«=-j'i ■

220 000 FEET fts5«S>-T £►-* * « (MICH.) oTTA (4

£. 56b 2.&0

M S o > l - & ' l t >

N D S W } i DETROIT HARBOR 1.3 Ml. R 29 E R 30 E * INTERIOR — GEOLOGICAL SURVEY,] R ES T O N ^IR G IN I A—-1 982 1 -45°22'30" *T '"> 508ooomE 2 030 000 FEET (MICH.) 86°52'30" 000 ROAD CLASSIFICATION 1 MILE Primary highway, Light-duty road, hard or \ 4000 5000 6000 7000 FEET hard surface... improved surface..

1 KILOMETER Secondary highway, hard surface ...... , , , , Unimproved road ======L 10 FEET \L DATUM OF 1929 (~)Interstate Route Q l l . S . Route O S ta te Route ATUM IS LOW WATER 5 7 6 .8 FEET ViAP ACCURACY STANDARDS 'EY, RESTON, VIRGINIA 22092 WASHINGTON ISLAND NW, WIS.-MICH. TRY SURVEY, MADISON, WISCONSIN 53706 QUADRANGLE LOCATION NW/4 WASHINGTON ISLAND 15' QUADRANGLE SURVEY DIVISION N4522.5-W8652.5/7.5 JRCES, LANSING, MICHIGAN 48909 SYMBOLS IS AVAILABLE ON REQUEST 1 9 8 2

DMA 3674 IV NW-SERIES V861