Cfffl BULLETIN

Volume 12: No. 4 Cultural Resources Management • National Park Service 1989 A Technical Bulletin for Parks, Federal Agencies, States, Local Governments, and the Private Sector

Difficult Choices and Hard-Won Successes in Maritime Preservation

reserving the remnants of America's life, times, and travails. Scores of wharves, and working waterfronts Pmaritime past poses special chal­ lighthouses, lifesaving stations, and that survived the decline of America lenges and problems. Ships were built other marine structures were built on as a seafaring nation often have not to last for a few decades, and then, if isolated shores, on surf-tossed survived waterfront redevelopment not on the bottom, were torn apart beaches, or on crumbling cliffs. Sub­ and urban renewal. with sledges, axes, or cutting torches jected to the powerful fury of ocean Ships, lighthouses, and other mari­ by shipbreakers. Sailors lived a hard waves, and the corrosive salt air of time relics are often saved by people life at sea and ashore; often illiterate, the marine environment, many suc­ they left little written record of their cumbed to the sea. Those buildings, (continued on page 2)

Grim Realities, High Hopes, Moderate Gains: The State of Historic Ship Preservation James P. Delgado

hile maritime preservation is maritime cultural resources were historic vessels slowly followed, in Wconcerned with all aspects of the originally created to serve or assist large part after the Depression, with Nation's seafaring past, including ships and shipping. the establishment of maritime lighthouses, shipyards, canals, and Historic ship preservation in the museums that included large ships— sail lofts, the major effort and atten­ United States dates to the last cen­ Mystic Seaport being the first major tion has been devoted to historic tury, when public interest and outcry example. Other projects followed— ships. The ship is the focus of mari­ led to the saving of USS Constitution time culture, and all other types of from scrapping. Efforts to save other (continued on page 3) early 20th century. There is also only one T-2 tanker, which now awaits scrapping. Hundreds of T-2 tankers ferried fuel and oil into battle in World War II. Lighthouses corrode or topple; offshore lights face abandon­ ment and decay. Historic shipwrecks are treated as commodities, not resources. Historic docks, wharves, warehouses, chandleries, and sail lofts vanish or lose their historic character as waterfronts are revitalized. Therefore, maritime preservationists face difficult choices; to save or not to save, to invest large sums of money, to limit their efforts, and to seemingly struggle against the tide of public disinterest and conflicting in­ terests. Yet, as noted in the writer's overview article, success has been achieved in many cases. It has been hard-won success. Because of difficult choices made now, and with the les­ sons learned from the successes of Shown being raised from the bottom of San Francisco Bay in 1984, Delta King is now a floating today, maritime preservation will riverfront attraction in Sacramento, California. Photo courtesy of River Boat Delta King, Inc. hopefully succeed in rescuing many of the more than 270 historic ships, 1,000 lighthouses, countless marine Difficult Choices and Hard- water, but rather view themselves as Won Successes rescuers of marine lore from Davy structures, thousands of historic ship­ (continued from page 1) Jones' locker. The concept of ship­ wrecks, and the memories and experi­ wrecks as archeological sites is ences of those alive now who worked relatively new; even some cultural and lived in close interaction with the who simply loved old ships and nau­ resource professionals persist in seeing sea and inland waters of the United tical lore, perhaps due to love of only famous, historically-significant States. That is why this issue of the history, pride in achievements past, wrecks as being worthy of protection. CRM Bulletin has been prepared. or the ancestral tie to salt water. The Yet shipwrecks, resting on the bottom, These articles highlight some of the romantic appeal of ship-saving has are often a well-preserved record of difficult choices, how they have been resulted in maintaining more than a the maritime past, and human history met, and a few notable successes. hundred vessels afloat and ashore as in general, that should be recorded and John S. Carter, in a frank discussion, museum exhibits. Major collections of left in place to await careful study. grapples with the issue of when a his­ ships now exist at several maritime toric ship has to die. Lynn R. Hickerson and naval museums throughout the The fragile nature of maritime tackles a very real problem; the need United States, but the majority of resources, however, has been made of keeping some ships operating in preserved historic vessels are single clear. Ships built to wage war on the order to save them. Larry Murphy ship operations, many privately owned, high seas, harvest the ocean for food, cogently articulates the problem of often by people who might not other­ or carry people or goods under sail or focusing research and recovery efforts wise identify themselves as historic steam, once their careers are over, are on individual ships, proposing instead preservationists. Even those who are difficult to save as idle, wharf-bound, a thematic and geographic approach preservationists, cultural resource inanimate structures. Idle ships sink, that looks at groups of wrecks as managers, professional curators, his­ rot, or burn, be they on land or in representatives of the sweep of mari­ torical architects, or historians are the water. As this issue was prepared, time history. Toni Carrell explores often hard pressed to translate land- reports were received that the 1909 the tragic aspect of shipwrecks—the based experience into action to save ferry G.A. Boeckling, listed in the status of some as graves—and the maritime cultural resources. National Register of Historic Places, burned in Sandusky, Ohio. The last problems this poses for managers, The inaccessibility of the largest original Biloxi schooner, Margaret relatives and descendants. number of maritime cultural resources Emilie, too rotten to be saved, was Daniel Lenihan shows how ship­ has created other, more unique prob­ recently dismantled. Other vessels are wrecks can be carefully studied and lems. Shipwrecks, originally the threatened, and for many, once they documented while leaving them vir­ domain of salvors, then treasure are gone, we will not see their like tually untouched for divers to enjoy hunters seeking lost riches or profit again. There is only one Fredonia- and future generations to study and from marine antiques, are plundered type schooner remaining in the United experience through the use of new by souvenir hunters who do not see States; these vessels were the typical technology and a careful, non­ American fishing schooners of the wrecks as historical places under­ destructive approach. Stephen Haller

2 1989 No. 4 Lightship "Nantucket," recently restored, is in need of a permanent home. Photo courtesy of National Park Service/James P. Delgado also explores the issue of documenta­ labor of local communities respond­ tion, Wapama will never float again. tion; his article, however, clearly ing to the challenge. Yet from her dry-rotted hull, scientists demonstrates the importance of doing Don Birkholz's article exemplifies from U.S. Borax and the University careful research in the archives before the theme of this issue. He demon­ of California have achieved a victory diving, restoration, or interpretation strates how a difficult choice led to a over dry rot that can be applied to begins. Carol Minick's update on the hard-won success. One of the most other vessels before they too face Bicentennial Lighthouse fund is an in­ difficult choices made in maritime Wapama's fate. dicator of how a few dollars form the preservation in recent years was the incentive to raise additional money, National Park Service's decision to JPD stimulate interest, and promote pull the National Historic Landmark preservation, in this case made possi­ steam schooner Wapama from the Illustration on page 1 drawn by Ellen Stoner, ble by dedicated lobbying of Congres­ water and place her on a barge. Leslie Ullman. Inked by Mark Bittle. Courtesy of sional support and the sweat and Historic American Engineering Record, National Without a near-complete reconstruc­ Park Service

Grim Realities, High Hopes diminishing maritime skills, limited Senate Interior Appropriations Com­ (continued from page 1) funds, and conflicting priorities mittee asked the National Park Service plagued work to preserve historic to conduct a survey of the Nation's the saving of historic naval vessels, ships. A special one-time appropriation historic maritime resources, recom­ the creation of San Francisco Maritime of funds from Congress in 1976 aided mend priorities for their preservation, Museum and South Street Seaport, some projects and also got others and identify appropriate Federal and which showcased collections of ships— started that may have never had a private sector roles in addressing and were matched by efforts around chance at success otherwise. When those priorities. This request led the the country to save individual vessels. the money was gone, the projects Service to create the National Maritime faltered—and in some cases died. Initiative in 1985. Since then, a com­ The high hopes of the ship savers puterized inventory has been com­ often ran afoul of the grim realities of The need for additional money and pleted of some 274 historic vessels in maritime preservation. The corrosive assistance was presented to Congress marine environment, high costs, year after year. Finally, in 1984, the (continued on page 4)

1989 No. 4 3 Grim Realities, High Hopes broker, for sale once again. The tion steamer Sgt. Floyd was restored (continued from page 3) Presidential Yacht Sequoia, rescued and opened to the public in a new from oblivion and beautifully restored, waterfront park in Sioux City, Iowa; and Tacoma, Washington, citizens the United States that are being is now laid up in a Norfolk shipyard, saved and restored their historic 1929 operated, displayed, or preserved. her future uncertain since not enough Fireboat No. 1. South Street Seaport Some are restaurants, others are money has been raised to pay off the Museum received a $250,000 grant museums, and a large number con­ ship's debts and provide for a mainte­ from the State of New York to com­ tinue to operate as excursion vessels, nance endowment, requirements to be mence restoration of the schooner private yachts, or as working fire- met before she again enters Presiden­ Lettie G. Howard, and Ray Williamson, boats. Working from the inventory, tial service. new owner of the schooner Mercantile, some 164 of these vessels have been Other vessels face major preserva­ had her restored this year in Rockland, or will soon undergo a comprehensive tion needs. The Army Corps of Engi­ Maine. At San Francisco Maritime evaluation to see if they merit neers inspection launch Suisun, National Historic Park, the steam designation as National Historic recently restored to her 1914 splendor, schooner Wapama's dry rot has Landmarks. was badly damaged in an engineroom apparently been halted by a revolu­ This work has meant detailed in­ fire and explosion and must undergo substantial reconstruction and tionary new treatment (featured in spection visits to most vessels listed in this issue). the inventory. This unique opportunity restoration. The fleet of historic ships has resulted in the collection of infor­ at San Francisco Maritime National The restoration of the Presidential mation, plans, and surveys for some Historical Park requires a major Yacht Potomac, in Oakland, California, 170 ships, providing us at this junc­ restoration effort estimated at $16 is another major success in the mak­ ture with the most comprehensive million or more. A number of restored ing, as is the restoration of the assessment ever of the state of his­ historic vessels need homes, among towboat Jean by the State of Idaho. toric ship preservation. them Sequoia, Lightship No. 112 The riverboat Delta King, now a (Nantucket), and the Lightship floating attraction in Sacramento, The difficulties of maritime preser­ WLV-605 (Relief). California, was a half-sunk rotting vation become evident when looking hulk only a few years ago. Other his­ at the Nation's historic ships in toto. However, while the grim realities toric ships are being acquired and Since 1985, the inventory has dropped of maritime preservation are apparent, saved. The WWII aircraft carrier nine historic vessels: among them, the so are many notable successes. More Cabot and the submarine Requin will dredge Kennedy was scrapped by the historic vessels have been recognized form a new naval museum in New US Army Corps of Engineers; the as national treasures—the less than 30 Orleans; Patriot's Point, near oyster sloop Annie R. Shillingsburg, designated ships in 1984 have risen to Charleston, has acquired the historic too deteriorated for repair or restora­ 69 National Historic Landmark vessels. Coast Guard cutter Ingham; and the tion, lies half sunk in a New Jersey As part of the National Maritime Ini­ submarine Croaker was rescued and marsh; the Biloxi schooner Margaret tiative, the Historic American Build­ restored by the Naval and Service­ Emilie and the tug Seguin (featured in ings Survey/Historic American Engi­ men's Park in Buffalo, New York. another article in this issue) were dis­ neering Record is reviving the Historic mantled when restoration was not American Merchant Marine Survey What does all this mean? The grim feasible; the excursion steamer by preparing detailed drawings and realities will always be a part of mari­ Catalina, her ownership disputed, photographic records of vessels. Five time preservation. The drama and the was taken from the United States and vessels have been documented to beauty of ships and the seafaring is now a restaurant in Ensenada, date, with an additional three ships tradition, though, sustain the high Mexico; and the coal-fired railroad being documented in the summer of hopes of the ship savers, and the ferry Chief Wawatam was sold in 1989. The maritime preservation com­ gains, balanced against the failures, Canada to be cut down to a barge, munity is rallying together, having are moderate when assessed individ­ with most of her machinery being formed the National Maritime Alliance ually, but significant and telling when scrapped. The declining oyster beds in 1988. The National Trust for His­ viewed nationally. Historic ship pres­ of Chesapeake and Delaware bays are toric Preservation has financed a ervation, with the right encouragement causing many historic skipjack and preservation plan for Maryland's and carefully applied money and effort, oyster sloop owners to lay up their endangered historic skipjack fleet, could ultimately save the Nation's vessels, sometimes permanently. working closely with the state. historic ships for future generations to enjoy and appreciate, but the money Other vessel owners have sold or The successes are best seen in tour­ and the effort must be conscientiously are in the process of selling their ing the Nation's historic ships. Some and consistently well applied, under­ vessels. The Harry Lundeberg school are spectacular and well known, like standing that the passage will be sold most of its fleet of historic the reconstruction and relaunching of storm-tossed, marked with uncharted vessels, including Lightship No. 84, the brig Niagara or the $5 million shoals and rocks, and safe haven in Dauntless, and Capt. fames Cook. drydocking of the battleship Texas. port not always clear. The ship savers, Lightship No. 84, in Brooklyn for Many gains are more moderate, however, must stay the course. restaurant conversion, is reportedly important projects that have involved up for sale again, as is Dauntless. considerable community efforts. The forecastle deck of the four-masted Victory Chimes, purchased in 1988 by James P. Delgado is the Maritime His­ Domino's Pizza, Inc., and renamed ship Falls of Clyde was recently torian of the National Park Service and Domino Effect, is listed with a Florida rebuilt; the Corps of Engineers inspec­ heads the National Maritime Initiative.

4 1989 No. 4 Recent National Park*Service Shipwreck Research Perspectives Larry Murphy

hipwrecks, after years of not-so- S benign neglect, have become an object of concern for managers. This concern has prompted research arche- ologists to reconsider shipwrecks. Ships, self-contained and mobile, form unique archeological sites some­ times located far from their associated culture. Because shipwrecks are usually unintentional, wrecks often occur in a place that has little to do with the ship. In fact, wrecks frequently hap­ pen in places the crew was frantically trying to avoid. Two factors make shipwrecks par­ ticularly informative as archeological sites: they are often well-preserved compared to terrestrial sites of the same period, and all artifacts related to a particular ship are indisputably associated. By contrast, most land Shipwreck research now looks at how and why a wreck occurred. Photo courtesy of San Francisco sites reflect archeological deposition Maritime National Historical Park, National Park Service through individual artifact loss or dis­ card over a long period of time. But NPS CRM managers are concerned best prehistoric archeology. Regional shipwrecks cast an entire, fully opera­ not only with what is located within studies investigate the interactions of tional site into the archeological their jurisdiction, but with its signif­ social groups within a geographical record during a single event. Such icance. NPS archeologists have become region. Regional settlement and pro­ sites are extremely rare in terrestrial interested in developing approaches curement patterns are reconstructed archeology, and this rarity has helped to include shipwreck data collection to provide an interpretive context for condition the way shipwreck research that ask the questions "how it occurred" individual sites. The interpretation is has been conducted. and "why." This approach looks at ultimately directed toward understand­ Most current academic shipwreck shipwrecks as part of large cultural ing socio-cultural processes. This research perceives wrecks as isolated processes. Consequently, shipwreck methodology is directly applicable to sites disconnected from a larger con­ locations are seen as the result of shipwreck research. text. Site-specific shipwreck research many complex, interrelated environ­ For example, recent work in Isle is somewhat like early historic preser­ mental and cultural factors, not just Royale National Park interpreted visi­ vation studies that sought to collect random accidents. It is assumed that ble wreck remains as representative specific details for architectural recon­ general cultural patterns are reflected examples of the historical develop­ struction and particulars for site inter­ in maritime sites on all levels from ment of Great Lakes maritime com­ pretation. A single wreck is usually site feature to region. Although each merce {Submerged Cultural Resources evaluated in terms of its level of shipwreck is a direct result of an acci­ Study: Isle Royale National Park, preservation and excavated to recover dent, shipwreck concentrations studied edited by Daniel Lenihan, 1987). Cur­ all the artifacts. Shipwreck archeology as a group represent a longitudinal rent work on World War II period reports are normally descriptive perspective of human activity in an sites is interpreted within the context accounts of the investigation, area. Interpretation of single sites as of international conflict and is exam­ recovered cargo, and other materials, part of wreck collections takes in the ining the memorialization process and and it is a rare report that goes broader context of social group inter­ the way modern societies construct beyond description to discuss a wider action in a specific area. wreck context. Most wreck studies and revise their history. Planned conducted for CRM purposes have The developing methodology is not Southeast Region shipwreck surveys paralleled the academic research, in wholly innovative, but combines will focus on socio-cultural processes that only questions of "where" and elements from prehistoric and his­ of international development, expan- "what" are addressed. torical archeology. A regional approach has long been a part of the (continued on page 6)

1989 No. 4 5 Historical archeology contributes a great deal to shipwreck research con­ cerned with a wide context. Historical shipwreck research, like all historical archeology, is uniquely capable of drawing on multiple data sources to understand cultural change over long time periods. The combined use of documents, ethnoarcheology, oral traditions, and ethnographic accounts aid in developing complex archeolog- ical inferences about human behavior. Documentary sources allow exercise of specific controls that are not avail­ able on undocumented sites. We can examine motives and perceptions of people whose material remains we are uncovering. Direct comparison be­ tween areas can be done with controls of specific variables, an important part of refining archeological inference methodology. Multiple data sources may enable the generation of archeo­ logical patterns or "signatures" for specific behaviors that will allow archeologists to recognize similar behavior in other undocumented sites. Historical archeological method­ ology applied to shipwreck research should let us discern active socio- cultural processes that account for variability within and between ship­ wreck collections that directly inform on how societies operate and change.

We are just beginning to exploit the research potential of shipwrecks as often well-documented, well-preserved sites containing a relatively complete in-use artifact inventory. The possi­ bilities of developing and testing archeological principles and inferences about such things as cultural change, competition, expansion, commerce, and conflict are limited so long as shipwrecks are perceived as individ­ Shipwrecks were not isolated events. They often had a profound effect on local culture and reflect society's response to tragedy. Photo courtesy of San Francisco Maritime National Historical Park, ual and unrelated sites. The NPS ap­ National Park Service proach of investigating numerous sites within a region, prompted by CRM concerns, led to a reconsidera­ tion of shipwrecks as important Recent NPS Shipwreck investigation of undocumented activ­ Research Perspectives archeological entities and expanded ities such as smuggling, piracy, and their interpretation context. (continued from page 5) local trade. The commercial and mili­ tary relations between colonists and colonizer and among rival groups are sion, and competition. Spanish ex­ reflected by regional vessel remains pansion into the Caribbean region and cargos. The present global system and ensuing competition of other is a direct result of maritime behavior; maritime powers are represented by consequently, comparative regional numerous shipwreck concentrations shipwreck studies will contribute to reflecting trade and settlement pat­ an understanding of the historical Larry Murphy is an archeologist with the terns and material in use at the time sequences and social processes respon­ Submerged Cultural Resource Unit, South­ of loss. Wreck concentrations allow sible for its development and form. west Regional Office, National Park Service.

6 1989 No. 4 Preserving Historic Steamboats Through Operation Lynn R. Hickerson

here are 61 steamboats remaining T from the glory days of steam when every American port had as many steamboats at dock as we now have airplanes crowding the runways. Those grandly ornate floating palaces as well as their more pedestrian work-a-day sisters are all but gone forever from the American water­ scape. Shall we save the last few? If so, how? The National Trust for Historic Steamboat Sabino at Mystic Seaport. Preservation, at its October 1988 Photo courtesy of Mystic Seaport/Claire White Peterson Photo National Preservation Conference in Cincinnati, sponsored a panel discus­ sion to explore the ramifications of Museum's Sabino (1908) carrying If we are to save these few remain­ what seems to be a situation of con­ passengers from one end of the 17-acre ing vessels for future generations to flicting Federal regulations and guide­ riverfront museum on the Mystic enjoy,the investment tax credit (ITC) lines regarding the operation of his­ River to the other; Belle of Louisville privilege needs to be extended to toric steamboats. (1914) on the Ohio River, operated commercial historic vessel restoration At the present time there are six by the City of Louisville and Jefferson projects. This would open the possi­ commercially-operated passenger County for excursions and charters; bility of private entrepreneurship pro­ steamboats in the U.S. The most and the excursion steamers Ste. Claire viding part of the solution to the famous, Delta Queen, has operated and Columbia, which run to Detroit's preservation of historic vessels instead for 43 years as an overnight cruise Boblo Island resort and theme park. of relying solely upon struggling non­ vessel on the Ohio and Mississippi But what of other historic steamers profit organizations or museums to Rivers, lately thanks to a special Con­ not yet restored? Are these finite few save them all. There has been no gressional ruling (subject of another condemned to static display, never chance of extending this economic in­ article). Virginia V, the last of Seattle's again to demonstrate their wonderful centive to vessel restorations up to "Mosquito Fleet" of small inter-island powers of propulsion to a passenger now because standards for the resto­ ferries, restored in 1979-80 with assist­ audience on the water? According to ration of historic ships were not yet ance from many including the National an inventory recently completed by written. Without standards, as with Trust, operates on Puget Sound, and the National Maritime Initiative of land-based preservation projects, does a fair business with wedding the National Park Service, there are there is no method for measuring parties, cocktail cruises and day trips. 61 historic steamboats (including tugs compliance, and thus, no basis for Because she never went out of service and cargo vessels) remaining intact in awarding the tax credit. long enough to lose her license, the this country. Of the 61, the six men­ owners (a non-profit support group) tioned are restored and operating, 32 The ship preservation standards were able to restore the 1922-built are restored and displayed as static have been a major missing piece as wooden vessel while completely exhibits, eight are undergoing restora­ the maritime preservation movement maintaining her historic integrity. tion, and 14 are laid up. Of these has developed over the last twenty After nine years of successful opera­ various steamers, 12 would like to years. That missing piece has now tion, she now needs some substantial operate and carry paying passengers been provided. Ship preservation repairs. If the necessary funds cannot in order to offset the cost of restora­ standards were drafted in 1988 by be raised in time to get the work tion and underwrite the upkeep. Of Michael Naab, who formerly directed done before the license runs out, those laid up, most are potentially the Columbia River Maritime Muse­ Virginia V will probably be put out operable. Some of these need sub­ um in Oregon, and for the past two of service. The current Coast Guard stantial work. For some, it would be years, assisted with the care of the regulations that would govern a new necessary to manufacture new steam fleet of historic ships at the San Fran­ license are much more stringent than engines, a feat not attempted since cisco Maritime National Historical those in effect when the original the days of steam came to an end, Park. The draft standards have been license was issued. but certainly possible. For some, it under National Park Service internal might be possible to incorporate review over the past year, and will be Four other opportunities are avail­ engines from vessels too far gone for published this summer. Drafts are able for the public to experience the repair. thrill of steamboating: Mystic Seaport (continued on page 8)

1989 No. 4 7 Safety and Steamboats: Delta Queen as a Case History of Questions in the Operation of Historic Vessels Kevin J. Foster

he maritime history of the United a wooden superstructure, Belle of high enough to more than offset T States has been enormously influ­ Louisville, has been allowed to them. This unhappy situation changed enced by the laws passed to make operate in excursion service only by very slowly. water travel safer. These laws have undergoing extraordinary inspections. Changes were made primarily due changed how vessels were designed, The issue of passenger safety versus to governmental regulation of boats built, and operated and have un­ historic integrity crystallized after and the people who ran them. Gov­ doubtedly saved thousands of lives. 1966, when the U.S. Coast Guard ernment intervention forced builders Recently, however, historic vessels warned the owners of the historic and operators of steamboats to have occasionally been adversely steamboat Delta Queen that they become more conscious of safety con­ affected by safety laws and regula­ could not carry passengers overnight siderations in a way that commercial tions. In the early 1940s, many pas­ after 1970. Delta Queen is enormously motivations would not. In 1838, Con­ senger vessels were driven out of popular on the rivers and is a National gress responded to the need for in­ business by the "Morro Castle Law" Historic Landmark. The controversy creased safety aboard steamboats and of 1939. This law forbade vessels that followed the Coast Guard ruling passed an act requiring the inspection with wooden superstructures to carry has drawn attention to the problems of steamboats. In 1851, six steamboat overnight passengers for hire, result­ inherent in the operation of historic disasters took more than 700 lives ing in many vessels seeking foreign vessels. and caused Congress to tighten these registry. Those that wished to con­ safety regulations. The Steamboat tinue operating in the U.S. were Inspection Act of 1852 set standards rebuilt to comply with the law. The Government Regulation of Vessel Safety for both boats and operators, and entire superstructure of Milwaukee Early boats were particularly sus­ created a system of Federal inspection Clipper, a Great Lakes passenger ceptible to everyday hazards such as to oversee them. The Steamboat In­ vessel, now a National Historic Land­ boiler explosions, fires, and sinkings spection Service examined masters, mark in Chicago, was rebuilt of steel caused by hitting snags. Extraordi­ mates, and engineers for professional in 1941 to comply with the law. The nary dangers included being damaged competence and examined vessels for same law was later interpreted to in floods, tornadoes, and ice gorges. safety. apply to river vessels, including the The lifetime of a steamboat on the The Harter Act of 1898 allowed deluxe passenger steamboat Delta Western Rivers in the 1840s and victims of steamboat disasters to sue Queen. The Safety at Sea Law of 1966 1850s was estimated to be under five vessel owners for damages if negli­ strengthened the prohibition of wood years. Owners were able to accept gence in operation was proved and in vessels. A steel river steamboat with such losses only because profits were known to the owners. This Act made

Preserving Historic Steamboats course, be commercial projects. If his­ these venerable old vessels and then (continued from page 7) toric ships are to be commercially let the public decide if they want the viable, they—with rare exception— experience or not? available by writing the National must operate. These vessels must be Steamboats no longer provide nec­ Maritime Initiative, History Division able to carry paying passengers. How essary or the-only-choice-available (418), National Park Service, P.O. Box is this possible? Can their operation transportation routes; they provide 37127, Washington, DC 20013-7127. be made realistically safe? Can the what amounts to a luxury experience— After 90 days of external review, the elaborately carved paneling of his­ by individual choice. There are people ship preservation standards will be toric steamers be treated with fire who choose to go on roller coasters, issued in final and be used nation­ retardants; can sprinklers be installed climb high mountains, scuba dive, ex­ wide. With the standards now in in order to retain those original plore caves, go down rushing rivers hand, we have reached consensus materials that provide and enhance in rubber rafts and all kinds of activ­ about the methodology and materials the historic character of the vessel ities some would view as dangerous to be used in the restoration of his­ and help tell its story; or can historic and others would not. As long as a toric ships. The investment tax credit vessels be made to comply with a dif­ person makes an informed choice, has should now be used to encourage ferent standard rather than with pre­ society not gone far enough to pro­ private sector participation in the sent Coast Guard regulations, just as tect them? preservation of our Nation's dwindl­ historic structures on land comply ing inventory of historic ships. with a different standard for fire Lynn Hickerson is with the Maritime Ship preservation projects using the codes? Would it not be possible to Preservation Department of the National investment tax credit, would, of provide a realistic degree of safety on Trust for Historic Preservation.

8 1989 No. 4 Riverboat Delta Queen steams down the Mississippi. Photo courtesy of Delta Queen Steamboat Co. owners financially responsible for the structures. The U.S. Coast Guard, with public safety in historic struc­ design and operation of their vessels. which had taken over the duties of tures in that most building codes in­ The loss of 1,523 lives in the steamship the Steamboat Inspection Service in clude some degree of latitude in inter­ Titanic disaster in 1912 also had 1946, informed the owners of Delta pretations of safety regulations when immediate and long-lasting effects on Queen that they would not be per­ applied to historic buildings. vessel safety laws. Lifeboat capacity mitted to operate in overnight service The U.S. Department of Housing was required to equal the number of after 1970. The owners sought an ex­ and Urban Development published people aboard and new regulations emption and ultimately obtained it in the Rehabilitation Guidelines No. 8; made radio a more effective safety the form of an Act of Congress in Guideline on Fire Ratings of Archaic device. Later acts and regulations 1970. Materials and Assemblies in 1982 to strengthened these laws considerably. The Congressional exemption was help preserve historic buildings while Recent major changes to safety good for only three years and has assuring standards for health and laws came as a result of the disas­ been renewed several times since. The safety. Helpful ideas for fire safety trous fire aboard the passenger liner owners of Delta Queen have com­ are included in National Fire Protec­ Morro Castle in 1936. As a result, plied with all safety requirements tion Association documents "No. 911: Congress outlawed the use of wood short of the total rebuilding required Protection of Museums and Museum in passenger vessel superstructures. to replace all wood with steel. Such Collections," "No. 913: Protection of This law differed from earlier safety rebuilding would destroy the vessel's Historic Structures and Sites," and laws by forbidding the use of the historic character. The owners must "No. 914: Rehabilitation and Adap­ oldest and most widely used material reapply for a further Congressional tive Reuse of Historic Structures" (in for vessels. Previous safety laws had exemption in 1991. draft). The International Council of set levels of performance to be met A minor controversy arose when Building Officials has written the rather than the prohibition of an President Jimmy Carter and his family Uniform Code for Building Conserva­ entire class of building materials. No were passengers on Delta Queen in tion which also may be of use in for­ provision was made in the law for 1972. Several papers ran stories that mulating safety requirements for his­ operation of historic vessels. Applica­ the President was endangered by toric vessels carrying passengers. tion of this law has been heavily criti­ travelling aboard a "firetrap." This Innovative answers to safety prob­ cized by the owners of historic vessels. sensational reporting did bring some lems aboard operating historic vessels unsympathetic attention to the prob­ are needed. A separate vessel classif­ lem, but brought no answers. ication system for historic vessels, Delta Queen and Safety Laws Attention was most recently drawn like that for sail training vessels, is The best known vessel affected by to the problems of historic vessel being urged by some operators. A the "Morro Castle Law" is the deluxe operation at the 1988 National Trust separate historic vessel classification river steamboat Delta Queen. Built in for Historic Preservation meeting in would set up a safety standard for 1928, Delta Queen has a wooden Cincinnati. Participants in the panel historic vessels that could allow tradi­ superstructure on a steel hull. She discussion, "Historical Authenticity tional wood construction. Answers was built with every sort of safety vs. Safety of Historic Steamboats," have been elusive but may be found device and received several subse­ expressed concern over a number of by combining land building codes quent safety upgrades. As a river issues related to safety on old vessels. with maritime practice and good steamer, always just moments away The panel suggested possible sense. An Act of Congress should not from land, Delta Queen was con­ answers to these problems such as be needed to sail or steam a historic sidered exempt from some clauses of adapting historic building preserva­ ship. the law until 1968 when the Safety at tion practices to vessels. Land historic Sea Law of 1966 forbade the opera­ preservationists have found answers Kevin J. Foster is a maritime historian tion of vessels with wooden super­ to a variety of problems concerned with the National Maritime Initiative.

1989 No. 4 9 The Role of Archives in the Preservation of Maritime History Stephen A. Haller

he lofty spars of a square-rigger The San Francisco Maritime National storage, conservation, cataloging, and T silhouetted against a San Francisco Historical Park (SFMNHP) is the preparation for reference use of these fog; the blinking beacon of a light­ National Park Service's museum of one-of-a-kind materials. house perched on a headland at the west coast maritime history. The In the five years since, over 1,000 entrance to the bay; or the graceful museum's Historic Documents Depart­ linear feet of manuscripts and business bulk of a huge wooden passenger ment manages one of the three largest records have been given proper stor­ ferry swaying against a pier: for even collections of archival material in the age, appropriate arrangement, and the most casual observer, these are Service. Consisting of 250,000 photo­ basic access through computer- tangible links to our seagoing past. In graphs, 120,000 vessel plans, and generated indexes, and inclusion at the preservation of our nation's mari­ 1,200 shelf-feet of manuscripts and the collection level in the Service's time heritage, such highly visible archival material, its scope reflects that Automated National Catalog System. objects afloat or ashore command of the museum itself: "the maritime Included in this total are more than immediate attention. history, technology, and humanities of 2,000 logbooks. Over 100 discrete Less apparent are the collections of the Pacific Coast (including western collections of personal papers and artifacts, documents, photographs, rivers) with emphasis on San Francisco business records are now available for vessel plans, and corporate records Bay and its rich maritime heritage." public reference use. All of the that are the first-hand output of ship The Historic Documents Department museum's major collections of nitrate masters, ship owners, marine archi­ was established in 1983, in recognition negatives on hand as of 1987 have tects, and scholars. Yet, the informa­ of the fact that a zealous collecting been duplicated onto safety film, and tion resources contained therein are policy, combined with staffing limita­ have been given full processing and the very cornerstone upon which our tions and a consistently low priority access. In several cases, large photo­ knowledge of maritime history is based. assigned to management of historic graph collections of steamship com­ Maintaining these resources is an documents, had left a monumental panies or shipyards that had been essential part of our maritime heritage. backlog of valuable but unusable broken up and filed under an artificial The benefits of doing so create a rip­ material in dire need of preservation classification scheme were laboriously ple effect, since the information pro­ and cataloging. Respected consultants recombined in accordance with pro­ vided therein has specific application prepared a historic document survey fessional archival principles. They are in a wide variety of maritime preser­ and a conservation report, out of now accessible as the compilers used vation projects. which grew a distinct program for the them, with all the rich interrelation­ ships intact. A five-year plan is now in place that addresses future preser­ vation and cataloging goals in a logical fashion. The service-wide thrust to decrease the backlog in cataloging of museum collections has been given full attention here. The application of this vast and fascinating bulk of material in the his­ toric preservation effort is wide- ranging and diverse. From the sup­ port of underwater archeology to the illustration of scholarly and popular publications, from the adaptive use of historic structures to the recreation of construction techniques on historic vessels—the need for primary infor­ mation and the demands on the col­ lection are continuous. Growing public awareness of the significance and value of submerged cultural resources had led to increased pressure and threats to the resource. Photographs and vessels under construction often document otherwise unmentioned construction details. Managers from the Channel Islands Note the tight spacing of the frames in this view of a steam schooner under construction at the Rolph Shipyard, Fairview, California. Photo courtesy of San Francisco Maritime National Historical Park, National Park, the Golden Gate National Park Service National Recreation Area, and the

10 1989 No. 4 Gulf of the Farallones National Marine Sanctuary expressed the need for data on the location, significance, and special features of the submerged cultural resources in their areas. The NPS authorized the preparation of shipwreck assessments following the format of Historic Resource Studies. The first of the assessments, a joint effort sponsored by Golden Gate National Recreation Area and the Gulf of the Farallones National Marine Sanctuary was just published, while a Channel Islands study con­ centrating on the shipwrecks of San Miguel and Santa Rosa Islands is available in draft form. The historic documents collections of the SFMNHP proved to be the major source of information for these reports. A portion of the processing and storage area for vessel plans at the San Francisco Maritime National Historical Park. A mixture of archivally-sound storage in flat map files and temporarily rolled storage of High on the list of valuable source unprocessed collections is shown. Photo courtesy of San Francisco Maritime National Historical Park, material are the collections of the National Park Service Marine Exchange of San Francisco. This clearing house for vessel move­ ments has deposited records dating of the schooner Reporter and the clip­ copies in order to retire fragile orig­ back to the 1870s with the Museum. per King Philip on San Francisco's inals or to save in permanent carbon Of particular interest are the index Ocean Beach, and the schooners ].M. on bond the fugitive information on cards kept by the Marine Exchange— Coleman and Watson A. West at San diazos or blueprints. seventy-two file drawers of 6 " X 8 " Miguel Island, California, are exam­ Certain of the museum's individual cards filed by vessel name that record ples. The Reporter and West were collections are of particular value, the comings and goings of all craft rigged with deadeyes and wire back­ and consist of a full range of docu­ into San Francisco Bay from 1902 stays, while Coleman and King Philip ment types, including plans, photo­ through 1960. Considerable informa­ had the older hardwood deadeyes and graphs, and manuscript material. A tion about their movements to other hemp. good example is the David W. Dickie ports of the world between their San Measured drawings and vessel plans collection—records of a shipbuilding Francisco appearances make these have provided a great deal of infor­ family that conjure up the glorious cards a prime source for the recon­ mation for historic ship preservation early days of sail and steam and struction of a vessel's career. Of equal projects, and in themselves loom as reflect the changes to shipping and interest—but generally restricted for one of the greatest archival preserva­ maritime technology on the Pacific conservation reasons—are three fragile tion challenges faced by this institu­ Coast from 1882 to 1957. Containing volumes of disaster summaries, con­ tion. Inherently valuable in their own approximately 5,200 vessel plans taining handwritten accounts of ship­ right as works of art on paper, they ranging from sailing schooners, steam wrecks, groundings, dismantlings, are clumsy to handle, yet fragile. schooners, and ferryboats to tuna collisions, and all sorts of accidents They eat up an extraordinary amount clippers, this is the "flagship" of our that befell the vessels that had at of space when properly stored; they collections and the yardstick against some time passed through the Golden are vulnerable to agents of deteriora­ which we measure all future work. Gate. tion such as light, mold, and pests; The single largest individual collec­ The museum's collection is partic­ and they provide a veritable alphabet tion of vessel plans and photographs ularly rich in vessel specifications, soup of residual chemicals, linen sup­ is that of the Bethlehem Shipbuilding notable among them the wooden ships ports, starch sizing, and media to Corporation—whose corporate lineage of Hall Brothers of Washington State, consider when processing. For these dates back as far as 1849 when Peter the long and varied life's work of the daunting reasons only about 10% of and James Donahue founded the Union shipbuilding Dickie family, and the the 120,000 vessel plans have received Iron Works. Union Iron Works was iron and steel vessels produced by full processing and needed treatment the first iron foundry on the West Moore & Scott of Oakland (California). to date. Nevertheless, the information Coast of the United States. They were Specific data about type of wood, potential is so tremendous that these central in the development of the dimensions of timbers, method of rig­ collections, processed or unprocessed, mining industry in the west, supply­ ging, and kinds of fittings contained are constantly in use by clients as ing California and Comstock lode in the shipbuilder's specifications diverse as model-makers, historians, mines with hardrock mining machinery combined with core samples or mea­ boat owners, and public agencies. A and hydraulic engines. Upon the surements taken on site often make large format Xerox copier allows us Donahues' deaths, the notable ship­ possible a positive identification of a to make reference copies for research building Scott family took over and shipwreck site. The juxtaposed remains use, as well as acid-free preservation (continued on page 12)

1989 No. 4 11 where they were put to work in the replacement and repair of lost and damaged portions of the vessel. Our sister museum's magazine later effused, "The help of the National Maritime Museum is in the same positive vein of the Southern Pacific (ferryboat company) when the company and others volunteered the services of their crews and ferryboats to trans­ port earthquake survivors away from a burning downtown in 1906." It's nice to be appreciated. We now have organized and pre­ served in one easily accessible loca­ tion at Hyde Street Pier all known existing plans of the historic vessels of the Park Service fleet. These collec­ tions are a combination of historic drawings and copies received as iso­ lated items from a variety of sources and brought together by the museum staff in years past because of common subject matter; and newly-created Plans and drawings in archives form the only record for most historic vessels, including many that no records produced during the course of longer exist, such as the tug Fearless. Photo courtesy of San Francisco Maritime National Historical Park, restoration, repair, or reconstruction National Park Service projects on the vessels while they were museum ships. Most notable The Role of Archives as the source of complete plans for a among them are the series of vessel (continued from page 11) Corliss stationary steam engine, once plans associated with the Historic owned by Pacific Gas & Electric Structures Report prepared for the focused the yard's endeavors in that Company, and now on display at the steam schooner Wapama, and the field. Early significant vessels built fairgrounds. The documents supplied exquisite measured drawings executed there include the ferries Berkeley and will enable their restoration team to by HABS/HAER on the ship Balclutha Tamalpais, the monitors Monterey fabricate replacement parts to original as part of an NPS-administered project and Wyoming, the battleship Oregon, specifications and rehabilitate the to refine the guidelines for recording and the cruisers Milwaukee and machinery to running condition. historic ships. Such material, properly Olympia. Mass production in two The ferry Klamath is owned by a stored and conveniently accessible, world wars sent submarines, destroy­ private design firm and graces the becomes an immeasurably valuable ers, destroyer escorts, and anti-aircraft San Francisco waterfront outwardly addition to the data available to the cruisers down the ways in large num­ unchanged, in spite of a complete preservationist, and is expected to be bers, but the general decline in the overhaul of the interior for use as useful in the compilation of a future shipbuilding industry in the post-war office and reception space. The series of Historic Structure Reports era led eventually to the firm's con­ owners were supplied with blocking for each vessel in the fleet. solidation and the donation of this diagrams from the collection. These massive bulk of material to the mari­ aided substantially in the process of As a source of primary information time museum over a period of several drydocking, while a subsequent for the restoration and preservation years. The collection consists of asbestos-removal project was com­ of the museum's own fleet of historic approximately 75,000 plans dating pleted in a safe and timely fashion vessels, original documents at the San from 1852-1961, rolled tightly into with the aid of piping diagrams from Francisco Maritime NHP have proven 2,500 tubes; 22,000 photographs the Bethlehem collection. invaluable. The shipwright foreman can spend a few hours examining ranging from 1889 to the 1970s; and The ferry Berkeley, built in 1898 at ledgers, order books, specifications, sketches of scow schooners made in Union Iron Works, was severely dam­ the 1930s, and is able to come away and personnel records dating largely aged in a fierce storm in January from the period 1880-1910. with a range of examples of joiner 1988; the wave action actually lifting work, deck fittings, and construction Pending conservation and catalog­ her starboard sponson onto San details from craft that have long ago ing, the policy regarding use of the Diego's Embarcadero, where the rub disappeared. Upon his return to the Bethlehem plans restricts them to rail was carried away and the sponson museum's working scow, Alma, the projects that can demonstrably sup­ braces were bent. Twenty-four plans foreman will incorporate such infor­ port specific and tangible aspects of for her triple-expansion engine and mation into the repairwork to her preservation. There has been no seven hull and superstructure plans cabin. shortage of use. were located in the collection, and reproductions were speedily forwarded Plans of Balao-class submarines The Colusa County (California) to the San Diego Maritime Museum, provide the manager of the USS Fairgrounds sought out the collection (continued on page 13)

12 1989 No. 4 approach, but—because of a larger diversity of people and practice—it is Nondestructive Documentation not as comprehensive an ethic as exists in the Service. of Shipwrecks In the specialized discipline of underwater archeology there is a par­ Daniel J. Lenihan ticularly striking difference. Most in­ stitutions involved in shipwreck archeology have a heavy emphasis on iven its special conservation archeological sites. The archeological excavation and the recovery of arti­ G mandate, the National Park Ser­ community at large has developed a facts as the only ways to obtain vice has refined techniques for con­ strong trend toward "conservation information from the seabed. The ducting nondestructive research on archeology" as a philosophical (continued on page 14)

The Role of Archives when construction of the yard began, ules, rigging information, and drydock (continued from page 12) and follow its development through contracts are particularly useful in the early years of World War II. preserving an institutional memory Pampanito with measurements, Although the National Archives felt long after individuals have departed specifications, and details crucial to that the material did not warrant the and in reconstructing the sources of the management, restoration, and effort needed to preserve the nitrate materials, the kinds of paint, or the maintenance of the historic World film and make the information acces­ last time a portion of the vessel was War II submarine—considered the sible to the public, from the specialized inspected, etc. It is in this fashion finest example of its type of historic perspective of the Arizona Memorial that the Historic Documents Depart­ restoration project in the Nation. it was an unknown treasure waiting ment is able to provide supporting Information such as this also has to be discovered. We have entered data for the decisions of those work­ an obvious application in interpreta­ into a cooperative arrangement with ing to preserve the tangible floating tion and exhibition. Photographs the Memorial, whereby they provide or underwater vestiges of our mari­ from the collection are a mainstay of the funding and we supply the lab time heritage. the exhibition program of the maritime facility and the technical expertise to There is also a first-hand role for museum. A particularly successful ex­ duplicate the nitrates onto stable film the archivist to play. The illustrated hibit entitled "The Marine Photo­ base, identify and catalog the material, diary of a seasick and disillusioned graphs of Wilhelm Hester" has now and store it properly in archival enve­ gold seeker kept one hundred thirty travelled on display to the Seattle lopes and boxes. When the two-year years ago while rounding Cape Horn; Museum of History and Industry. A project is completed, the collection the carefully annotated photo scrap- selection of hull lines from the collec­ will become a major new resource on books of a talented amateur photo­ tion was used by the museum's Small the history of Pearl Harbor, supply­ grapher who loved the San Francisco Craft Department as the basis for the ing the Arizona Memorial and the waterfront and its people; the profes­ development of a very successful U.S. Navy with information on the sional photographic record of the out­ series of half-hull model building history of the physical plant at Pearl put of a wartime shipyard; the hand­ classes. Harbor, the nature of its use over the written notes of seminal maritime years, changes that took place, and The Bethlehem photograph collec­ historians; the laboriously executed the kind of activities, vessels, and tion alone has proved a rich source of ink-on-linen profile of tugboats long personnel associated with the facility. material for exhibitions, publications, gone: these, just as much as historic ships or lighthouses, are also tangible and research. Images from the collec­ The museum's in-house photo lab aspects of our Nation's seagoing tion have provided support for several has succeeded to such an extent in the roots. They are worthy of preserva­ nominations or assessments of eligi­ duplication of historic photographs tion as museum objects and artifacts bility for the National Register of for preservation that we are being in their own right, not only for the Historic Places. The drydocks at used as a source for expertise and information they contain. By preserv­ Hunters Point Naval Shipyard and a services by other NPS facilities facing ing and organizing this material so Bethlehem-built drydock caisson, the daunting challenge of preserving that it is available for public use for used as a bulkhead for landfill in the nitrate negatives in their photo collec­ generations to come, the archivist city of Sausalito, are examples. tions. To date, Mesa Verde, Great works alongside the marine carpenter, With the establishment of a suc­ Sand Dunes, Point Reyes, and the deckhand, and the archeologist in cessful track record in the preserva­ Yosemite have taken advantage of the the preservation of our Nation's rich tion of historic photograph collections services or advice we can provide in maritime heritage and the fulfillment came requests for the use of our this and other archival matters. of the mission of the National Park expertise by other facilities. The most Plans of the historic vessels at Service. significant such relationship established Hyde Street comprise only one por­ to date is with the USS Arizona tion of the institutional records of the Memorial NHS. The National Park museum that date back to its inception Service acquired a collection of as the San Francisco Maritime Museum Stephen Haller is the Curator of Historic 16,000 photographs from the National in 1951. Files of the preservation Documents at San Francisco Maritime Archives detailing the Pearl Harbor departments under such headings as National Historical Park and a historian Naval Shipyard. They date from 1909, purchase orders, maintenance sched­ specializing in maritime history and WWII.

1989 No. 4 13 Nondestructive Documentation know the environment, and have a computers, transmits its location in of Shipwrecks lot of street savvy for doing suc­ three dimensional XYZ coordinates (continued from page 13) cessful cultural resources research back to a surface monitor with an underwater. accuracy measured in centimeters. The 200 National Park Service Though still in need of refinement in problem is that even good excava­ rangers and maintenance personnel, application, the eventual benefits tions destroy sites and incur obliga­ who have diving as a collateral duty, from this tool will be enormous. tions for curation and indefinite have contributed greatly to final All underwater archeological storage of artifacts. In return for the SCRU products, and the demystified research, of course, cannot be information, the institution or techniques employed by the Unit are nondestructive. Research on some government agency is then left with easily mastered by these folks. On sites, even in park settings, requires an albatross around its neck for all USS Arizona, for example, in addi­ excavation through bottom sediments time. Some artifacts are useful for tion to excellent help from Navy just to contact and evaluate the display and interpretation, and reten­ divers, Memorial staff alone con­ nature and significance of the tion of all artifacts is necessary to ducted hundreds of dives in which the resources. There are also times that maximize future research use of any networks of string baselines, and major excavations may be justified— given collection, but how many need transient triangles formed by measur­ for example, in a true rescue situa­ really have been collected in the first ing tapes resulting in a fine drawing tion, when a site is facing certain place? of the largest structure ever mapped destruction. The Service's Submerged Cultural underwater. Park staff assisted in This is actually a much more rare Resources Unit (SCRU) collected two similar operations at Apostle Islands, situation than one might imagine. artifacts over a period of six years of Pictured Rocks National Lakeshore, Treasure salvors often make argu­ research on shipwrecks at Isle Royale Biscayne National Park, Channel ments for salvaging wrecks that are in National Park, and one was returned Islands National Park, and Cape "imminent peril" and offer the agency to the bottom after analysis. Another Code National Seashore. War in the of jurisdiction a share in the profits of artifact, a prehistoric pot, worthy of Pacific National Historic Park main­ the "research" they conduct to museum preservation was retained for tains a team specifically for docu­ mitigate the problem. Although this that purpose. From Isle Royale menting submerged cultural resources sort of activity is prohibited in the research, a 600-page report was gen­ in the park. National Park System, the self- erated on the park's submerged cul­ serving nature of the claims of immi­ tural resources. This approach to site The video camera has been another nent peril often seem to elude state documentation, though commonplace extremely valuable feature. It permits land management agencies. in a National Park Service frame­ the camera operator to see on the Whether research is nondestructive work, is extremely rare in the rest of bottom through a three-inch color the discipline and has attracted or minimally destructive, the basic monitor exactly what has been cap­ principle should be the same: do the considerable attention from other tured on tape. Later the tape is used agencies and from other nations. least damage to the resource base to augment drawings and field notes. with an archeological process while Of some additional interest is the It is then available for use by the answering the most questions about reaction from different groups when parks for purposes of interpretation. the past. The best way for park man­ they learn the methodology NPS uses Some of the more sophisticated agers to ensure that this occurs is to for production of site maps and ship­ technologies are also becoming in­ require research designs that defini­ wreck drawings that have won awards creasingly practical for nondestructive tively explain the values to be derived for historical graphic presentation. documentation. Remote operated from disturbance activities and that Expecting extremely sophisticated in­ vehicles are now available that permit closely comply with NPS-28, an struments and complicated computer investigation of archeological sites at eminently sound set of cultural software, representatives of the depths well beyond those accessible resource guidelines. One flaw in the United States Navy and various to divers. These miniature vehicles guidelines that is out of keeping with maritime research entities seeking to are comparatively inexpensive and of the rest of the document bears on our learn our techniques have been hor­ a size easier to use than they were present discussion. The use of "data rified on seeing the SCRU tool kit. A even five years ago. In June 1988, the recovery studies" is a term that some­ box of "instruments" used in a typical production staff at Glen Canyon how implies that there is a direct mapping project performed by the NRA successfully recovered a drown­ correlation between recovery of unit would contain several boxes of ing victim after the body was located materials and recovery of data. mechanical pencils, a thousand feet of by one of these self-propelled Hopefully, that will change the next string, clothespins, measuring tapes, a cameras. time the document is rewritten, par­ cheap hand compass, drugstore pro­ Also new in the bag of technolog­ ticularly since it will be done by NPS, tractor, flagging tape, and some candy ical tricks is the SHARPS (sonic an agency which has clearly defined bars. Of course, it doesn't hurt to highly accurate range positioning its responsibilities for archeological have experienced scientific illustrators system). A scuba diver using wireless research. pushing those mechanical pencils, but communications to the surface can in the final analysis, it is the strategy carry a transducer in his hand as he that is unique and quintessentially traces over the remains of a historic Daniel J. Lenihan is Chief of the Sub­ National Park Service. The ingredi­ shipwreck. The transducer, serving ents are people who are generalists, merged Cultural Resource Unit, Southwest the role of a "mouse" in the jargon of Regional Office, National Park Service.

14 1989 No. 4 4. A realistic plan of restoration and/or a long range projecting on Seguin Project: Background on how to proceed with a total restora­ tion of the vessel and, importantly, Documentation how it would be funded, was never developed. John S. Carter 5. The Museum did not project the impact that a restoration effort of this magnitude would have on other criti­ uilt in 1884, the steam tugboat for large vessels in operation: Mystic cal areas of museum operations. BSeguin had a long and productive Seaport in Connecticut. Other institu­ Then I was hired as the director of service along the Maine Coast. When tions attempted some large scale pre­ the Museum. My background included maintenance problems and old age servation projects, but with uncertainty work at Mystic Seaport's H. B. Dupont caused its last working owner to and a lack of expertise. It was recog­ Preservation Shipyard, as well as retire the vessel from service, it was nized that major efforts of this type shipwright work on building and re­ given to the Maine Maritime Muse­ required immense amounts of money building several large wooden sailing um, Bath, Maine, then a fledgling in­ and were much more expensive than vessels such as Clearwater, John F. stitution operating as a museum for complete replication. Leavitt, Mary Day, and Richard Rob- barely five years. Maine Maritime Museum made bins Sr. In addition, I had served on In retrospect, the Museum's accept­ several mistakes in its attempts to restoration/marine preservation panels ance of the vessel was ill-advised restore Seguin: for the National Trust for Historic because it did not have either the 1. As with many of these types of Preservation, the National Endowment facilities, manpower, or money neces­ projects, the people involved were so for the Humanities, and the Society sary for the total rebuilding required wrapped up in the process, they did of Naval Architects and Marine Engi­ to restore Seguin. The museum did not objectively assess the effort's neers. I drafted a major documenta­ not conduct a marine survey of the potential in its entirety, i.e., the tion report on the preservation effort vessel when it was donated, and feasibility, the funding, and the for the 1841 whaleship Charles W. therefore did not realize the magni­ expertise necessary to complete the Morgan, and assisted in drafting an tude of rot and deterioration that was project. interpretation program for the his­ present within the vessel's timbers, 2. Proper survey and documenta­ toric replica vessel Mayflower II. making anything short of total re­ tion of existing material was bypassed As a result of this background, I building unfeasible. The vessel's true in an effort to proceed to "hands-on" condition was concealed because, was able to bring a new perspective restoration. based on professional restoration and while the hull was in poor shape, the 3. Large portions of the hull, machinery was still operational, and documentation skills to the Seguin deckhouses, and machinery areas project. The Seguin restoration, count­ the boiler, while uninspected and un­ were torn off and lost in an effort to safe, could still produce steam. ing grants, in-kind donations, and take the vessel apart during the volunteer work, had totalled The Seguin was berthed at a variety course of a misguided restoration of places along the Bath Waterfront effort. (continued on page 16) and in Boothbay Harbor while an ef­ fort was organized to build a shipway to haul the hull for eventual rebuild­ ing. A group of dedicated volunteers worked to achieve the building of the ways, and in 1977 the remains of the hull, less the deckhouses, boiler, engine, and machinery, was hauled at the Museum's Percy and Small Shipyard. The volunteers and some paid staff, hired through the auspices of a Maine Historic Preservation Commission grant, began in earnest to rebuild sec­ tions of the hull with a goal of a 1 to 1.5 million dollar restoration effort that would take place over five years. Still no competent American Bureau of Ships marine surveyor had sur­ veyed the hull. Maritime preservation of vessels in the U.S. was still in its infancy during the 1970s. Only one significant mari­ time museum in the country had a Seguin in 1885. Photo courtesy of Maine Maritime Museum full-scale maritime preservation effort

1989 No. 4 15 Human Remains and Shipwreck Sites: A Management Issue in the National Parks Toni Carrell

he date December 7, 1941, is efforts at retrieval of the bodies of the they contained. The USS Arizona T etched into our national conscious­ lost sailors in the heavily-damaged Memorial, now jointly administered ness. It is, of course, the date that USS Arizona and USS Utah were by the US Navy and the National Park Pearl Harbor was attacked and more abandoned. Although not a National Service (NPS), is just one shipwreck than 1,100 men were lost on the bat­ Memorial at the time, the significance containing human remains for which tleship Arizona, 400 were trapped in of the loss of these lives was quickly NPS managers have responsibility. Oklahoma, and many more lives realized and the hulks of USS Arizona The circumstances surrounding were lost on Utah, California, West and USS Utah were eventually desig­ another wreck, however, and the dis­ Virginia, Nevada, Maryland, Tennes­ nated as war memorials. Even before position of those remains is far dif­ see, and Pennsylvania. Following that designation, however, these sites ferent. The 525-foot Canadian bulk immediate efforts to rescue survivors were protected from relic-hunting and freighter Emperor ran aground on a and re-float or salvage the ships, disturbance of the human remains submerged reef, locally referred to as

Seguin Project Maine Maritime Museum for the pur­ recommended that only the stern (continued from page 15) pose of examining the remains of the deadwood, the lower stem and fore­ steam towboat Seguin and making foot, and a representative section recommendations on what to do with from the mid-hull area be kept for $440,000. It was stopped and put on the remains. The group included future display and explanation. Fur­ hold until a time when it could be ob­ Michael Naab who drafted standards ther, the panel recommended that the jectively reevaluated in light of and guidelines for historic vessel Museum document the remains to realistic preservation objectives. preservation projects as part of the the Historic American Engineering The Museum went ahead with a National Maritime Initiative, and Record (HAER) standards as adopted variety of other projects aimed at in­ Don Birkholz, a marine surveyor who by the National Park Service and that terpreting maritime history to the has done extensive surveys for a all mechanical fixtures such as the public, taking care of a series of number of historic ships throughout steam engine and steam pumps be serious maintenance issues which had the United States. saved for future exhibition purposes. developed, and most importantly The panel met all day with the Those recommendations were drafting a workable five-year plan for primary objective of examining early accepted by the Board of Trustees, the Museum. restoration efforts, the present fabric and $25,000 was appropriated for It was not until that plan was put left relating to the hull, and the early documentation of existing vessel parts into motion that the issue of Seguin documentation material generated by to HAER standards and to move and was again addressed. It determined the Museum until work stopped on store salvageable pieces of the hull. that the Museum needed the counsel the project in 1982. The panel was to The documentation, including record of a group of professional maritime reach a consensus opinion which photography, was carried out from preservationists in order to assist the would be placed as a recommenda­ November 1987 through January Museum in formulating an objective tion before the Museum's Board of 1988. The hull pieces earmarked for opinion of the future possibilities for Trustees. saving were kept for future exhibit the project. At the request of the During the course of examination, purposes; in early March 1988 the re­ Chairman of the Board, John D. it was discovered that the existing maining portions of the hull were Chapman, I submitted the names of a relic or remaining portions of the hull scrapped. The dismantling was carefully photo documented, and group of maritime preservation were so badly deteriorated that in measured drawings of the vessel are leaders with demonstrated preserva­ essence, nothing of the original vessel now being completed. When the pro­ tion expertise, as well as successful fabric could be saved for a restora­ per documentation is complete, the projects they had completed. The dis­ tion or rebuilding. In addition, Museum will be in a position to tinction was made between avowed through careful examination of the replicate the hull at some point in the "shipsavers," or those who have per­ documentation done while work was future, should funding become haps rescued hulks from the scrap­ carried out at the Museum, it was available. yards only to let them deteriorate in revealed that the measured drawings museum wharves, and professional and hull lines were sadly lacking both maritime preservationists who have from a draftsmanship and accuracy perpetuated and funded major vessel standpoint. projects. John S. Carter, Director of the Maine Accordingly, the panel concluded Maritime Museum, recently accepted the In May 1987 a panel of maritime that the remaining hull parts were not position of Director of the Philadelphia preservation experts convened at worth keeping in storage, and it was Maritime Museum.

16 1989 No. 4 Canoe Rocks, on the northeastern Thunder Bay, Ontario, dive club end of Isle Royale on June 4, 1947. removed the remains and deposited The large vessel quickly began to sink them in deep water. and the order was given to abandon Although the crisis surrounding the ship. In the rush that followed, 12 of human remains found in Emperor has the crew drowned when the ship passed, the issues raised by this situa­ began to break up. Eventually, two tion are by no means resolved. There of the 12 bodies were recovered; the are other deep wrecks in the National others were never found. Park System in which there are known At the time of Emperor's loss, Isle human remains—again within Isle Royale was a fledgling national park Royale National Park. In the case of established only seven years earlier. USS Arizona, the protocol was clear Little attention was paid to the ship­ once the decision was reached to wrecks from a cultural resources leave the sailors interred in the hull, standpoint; managers had their hands even though it was not officially full just trying to get the young park designated as a war memorial until running smoothly. The ships were 1962. In 1975, however, when the simply there. With the advent of managers at Isle Royale were faced sport diving in the late 1950s and its with a highly sensitive situation, there steady increase throughout the 1960s were no clear guidelines or a mutually and 1970s, park managers realized agreed upon protocol available for shipwreck sites that were not memo­ The wreck of USS Arizona is the tomb for several these ships were significant cultural hundred men who died aboard her on December resources in need of appropriate man­ rials or for handling the remains of 7, 1941. Photo courtesy of USS Arizona Memorial, agement. They steadily took steps to non-US nationals. All the park man­ National Park Service monitor the activities of divers and agers could do was use their best judgment under the conditions that reduce artifact collecting on the more to protect them? Should park man­ existed at that time. than ten major ships ringing the island. agers appeal to the decency of the While managers were taking a positive In response to the need for more sport diving public and request that attitude toward these resources and guidance in dealing with historic and these remains are undisturbed? Should protecting them from collecting, they archeological human remains, in 1985 Service or other professional divers were not prepared for the discovery the National Park Service issued a risk their lives trying to "seal off" of human remains deep within Emperor technical supplement to NPS-28, the access to the areas where the remains by sport divers in September 1975. Cultural Resources Management Guide­ are located? When the remains are According to the divers who dis­ lines. That supplement clearly states those of non-U.S. nationals, what covered the drowned crewman, the that "non-disturbance of human re­ guarantees should be made, or are body was clothed and in remarkably mains is generally preferable to possible to make, to governments to good condition after 28 years of removal, [although] this is not always insure that those remains are being immersion. Located deep within the feasible. In cases where it is not, the dealt with in an appropriate manner? ship—the engine room—and at a removal of the remains often involves This issue is being faced by present- depth of 150 feet, the crewman's especially sensitive issues in which day managers at Isle Royale regarding remains had never been discovered scientific and cultural, including another shipwreck, Kamloops. because of the difficulty in reaching religious, values must be considered The Service has many hundreds of that area of the ship. Sport divers and reconciled." This guideline goes historically documented vessel losses made an effort to retrieve the body, on to direct that the Service shall within its boundaries. These ships but were unsuccessful because of the make "every reasonable effort... to span a time period from the earliest depth and intricate maneuvering it identify and locate individuals or exploration of the New World through would have required to work through groups who have a kinship or cultural World War II, and include vessels the debris in the wreck. Park officials affiliation with the interred. . .[and under both the U.S. flag and the flags decided, shortly after the discovery in make every reasonable effort] to iden­ of other nations. Where loss of life September, that because of the extreme tify, locate and notify recognized occurred, there is the potential for the depth, cold, difficulty, and danger to leaders, officials, or spokespersons for presence of human remains. Until the divers involved, no further at­ these groups." basic on-site management and policy tempts would be made to recover the The guidelines still fall short, how­ decisions are made to adequately remains. Later that year, in response ever, of addressing the sensitive issue address the various issues associated to rumors that the body of the crew­ of dealing with human remains that with human remains on shipwrecks, man was being disturbed by divers, are interred in a shipwreck site where we will be forced to make judgments another unsuccessful effort was made sport diving occurs or has the poten­ without the benefit of a thoroughly by the park and a regional dive club tial to occur. Should the site be closed thought-out and carefully considered to retrieve the remains. Arrangements to diving until arrangements can be plan of action within which to work. had been made to issue a death cer­ made to recover the individuals? If tificate and transfer the crewman to the ship is in deep or cold water and Canadian officials for identification Toni Carrell is an archeologist with the the remains are difficult to reach, and notification of the next of kin. Submerged Cultural Resource Unit, should they be left in place in the When this second attempt failed, a Southwest Regional Office, National Park hope that inaccessibility will continue Service.

1989 No. 4 17 Steamship Wapama Finds a Cure: Remedial Treatment of Dry Rot in a Large Wooden Structure Don Birkholz, Jr.

urious things are afoot on the usefulness, rotted away in a forgotten long straight lengths, it was strong, C National Park Service historic backwater. Yet she steered clear of and it was abundant. Unfortunately, ship Wapama these days. Three times these fates to become the last survivor Douglas fir is also the food of choice each day, an intricate system of tubes of some 225 "steam schooners," a for numerous species of fungi collec­ and valves sprays an aqueous solu­ unique type of vessel built and tively known as "dry rot." tion on the vessel's interior until it operated on the West Coast between Wapama was already riddled with gushes forth from the open seams of the 1880s and 1920s. She is now a dry rot decay by the time she came her wooden hull. The active ingredi­ National Historic Landmark. under NPS management in 1974. By ent in the solution is sodium borate, Ironically, the major problem 1979, Wapama had become so and it is being applied in an attempt Wapama faces today is the result of weakened by the advancing decay to cure Wapama's most serious her longevity; she has outlived the that she was in danger of sinking. She ongoing problem—dry rot decay. practical life span of the material she was subsequently removed from the Built in 1915, Wapama has led a is built of—Douglas fir. If protected water and placed on the steel barge charmed life. It might not seem so to from the ravages of the elements and where she rests today. see her today, high and dry on a biological deterioration, Douglas fir In 1985, Tri-Coastal Marine—a barge in Sausalito, California. Con­ may well last indefinitely, but when firm specializing in maritime sidering the hazards of her original used in structures such as Wapama, preservation—was contracted to trade of carrying passengers and where exposure is constant and pro­ produce a Historic Structure Report lumber out of unprotected "doghole" tection is difficult, it tends to follow a for Wapama. Its recommendation ports on the northern reaches of the natural cycle of deterioration, much was to preserve Wapama in situ on rugged West Coast, Wapama could as a fallen tree in the forest returns to the barge, a treatment which would easily have ended her days on the the soil. Douglas fir was considered not preclude an eventual rebuilding of rocks of a fog-shrouded shore, or, an excellent shipbuilding material in the vessel for refloating. In order to having outlived her commercial Wapama's day, it was available in achieve the goal of preservation, dry rot would have to be arrested. In its search for remedies, Tri-Coastal Marine contacted wood preservation specialists Dr. William Dost and Dr. Wayne Wilcox of the Forest Products Laboratory at the University of California at Berkeley. Dost and Wilcox were fascinated by Wapama and agreed to host a workshop to brainstorm possible cures for her dry rot problem. It was concluded that drying of Wapama's timbers was the best long-term solution for arresting and preventing decay. This could be achieved by placing a weatherproof cover over the vessel. But the prob­ lem was not so simple; because her timbers are so massive, it would take years for some of them to dry to the point where decay would cease. As a result, dry rot would continue to be active for several years. In order to prevent further loss of historic fabric, a more immediate solution would be needed. The logical answer was chemical preservatives, but again there were difficulties. Foremost among them was the fact that most of Wapama on her preservation barge with a protective roof over her decks, 1986. Photo courtesy of the effective anti-fungal wood preser- National Park Service/Richard Frear

18 1989 No. 4 vatives are also hazardous to humans. If Wapama was treated with such chemicals, she might be preserved, but she would have the public acces­ sibility of a toxic waste dump. Another problem is that Douglas fir, being a "soft" or "closed pore" wood is difficult to penetrate with most commonly used preservatives, and penetrability is further reduced when the wood is wet, as most of the af­ fected timbers are. Following a recommendation from the workshop, U.S. Borax Company was contacted concerning their pro­ duct TIMBOR, a water soluble wood preservative. Comprised mostly of sodium borate, TIMBOR is not toxic to humans. Being water soluble, it penetrates by diffusion, a process which is actually enhanced by wetness Three times a day, an intricate system of tubes and valves sprays an aqueous solution on the interior of in wood. Tests have shown complete Wapama to arrest her most serious ongoing problem — dry rot decay. Photo courtesy of National Park penetration of 12-inch diameter Service Douglas fir logs which have been briefly immersed in a solution of TIMBOR. Although sodium borate has been used in this country for a Bianchini was eager to get involved. two inches into timbers. Extensive number of years for treatment of new To Dr. Bianchini, Wapama's massive sampling and analysis will be per­ lumber, its use for remedial treatment wooden structure presented an ideal formed at the nine-month interval, of decay fungi has been limited. test site for remedial treatment with and more definitive results are Sodium borate has found more favor TIMBOR. There was no question that expected. in Europe, where governments have once in the wood, TIMBOR would To date, the consensus of those been quicker to outlaw the more toxic arrest decay. The question was how involved is that the process is work­ preservatives. to get it there? TIMBOR is usually ing. No significant adverse effects of applied by briefly immersing single the treatment have been seen, nor are Upon hearing of Wapama's dilemma, pieces of lumber in a vat of heated U.S. Borax research chemist Dr. Robert they anticipated. The remaining ques­ solution. Since immersion would not tion is, how long will it take? Inter­ be possible with Wapama, an alter­ polating from the initial results of nate method would be needed. Dr. two inches in six months, Wapama's Bianchini and U.S. Borax represen­ largest timbers, some measuring up to tative Brian Hamil calculated that 18 inches square, may take over two comparable penetration could be years to treat. Thankfully U.S. Borax achieved by intermittently wetting the is patient. surface of timbers to the saturation point. This process would have to be If the treatment is successful, carried out at regular intervals over Wapama will get a new lease on life, an extended period and would require and a "kinder, gentler" method of equal wetting of all accessible sur­ remedial treatment of dry rot will faces. Manual application would have been proven in a difficult case. therefore be impractical. Of perhaps greater significance are the potential uses of TIMBOR in Working with Wapama's ship- preventing decay in historic wooden keeper, Michael Harrington, Bianchini ships. Routinely applying the product and Hamil developed a semi-automated on decks and in bilges may well pre­ delivery system that includes a 1500- vent the type of malady Wapama is gallon mixing tank, 1500-gallon hold­ experiencing without the detriment to ing tank, a dozen automatic valves, human health and environment that an electric pump, and over 3000 feet we have come to expect from wood of pipe. The system was installed by preservatives. Harrington and crew and in May 1988 the treatment process began. Initial results after six months of treatment are encouraging. Chemical analysis Don Birkholz is a marine surveyor and a Dry rot in the bulwark, stanchions, and waterway shows that sufficient concentrations of Wapama. (Photo courtesy of National Park principal in the firm Tri-Coastal Marine, Service/ Richard Frear) of TIMBOR have penetrated up to Inc.

1989 No. 4 19 as a navigational aid. The lighthouse was decommissioned in 1935, and Bicentennial Lighthouse Fund later deeded to the City of Evanston Carol A. Minick by the Federal Government for its year-round use. Restoration of the structure was begun in 1973, and has n FY 1988, Congress authorized $1 Brother Light Station, Inc., with over included the storeroom, the interior million to establish a "Bicentennial $300,000 in private donations and I of the tower, and the keepers' quarters. Lighthouse Fund" in commemoration volunteer services, successfully met The fog houses were converted in 1981 of the 1789 Lighthouse Act. The these objectives. The light station and now contain a Nature Center appropriations act provided that the now operates as a bed-and-breakfast; (south fog house) which features funds be allocated in the same man­ however, the fees collected from this plants, birds, insects, animals and ner and under the same operating venture, plus day use and volunteer minerals native to the area; and a requirements as regular Historic fees, do not generate the revenue Visitor/Maritime Center (north fog Preservation Fund grants. There was needed to cover major repairs. The house). The Lighthouse grant covered one notable exception—for the first FY 1988 lighthouse grant enabled East the restoration of portions of both the time, States could use some of all of Brother to undertake long-overdue north and south quarters (keepers' their appropriated funds to assist roof replacement, saving the structure residence), and purchase of a new projects in Federal ownership. Funds from myriad problems associated flashing mechanism. With these pro­ were awarded in May 1988, but were with water damage. jects completed, interest will now be required to be used for specific prop­ Grosse Point Lighthouse. Owned concentrated on funding major reno­ erties no later than September 30, and maintained by the Lighthouse vations, including providing a larger 1988. At the end of that 5-month Park District of Evanston, Illinois, area for interpretive exhibits. period, the 34 States eligible for a Grosse Point Lighthouse still operates portion of the Fund (minimum $10,000) Ocracoke Light Station. The most d selected 78 properties for assistance. visited site at Cape Hatteras National Nine of the selected properties are in Seashore, North Carolina, Ocracoke Federal ownership—five are Fish and received a $17,000 award to prepare a Wildlife Service properties, three are Historic Structures Report. This National Park Service properties, and detailed assessment is to uncover the one is owned by the Department of need for major rehabilitation work, Agriculture. and should lead to the development of a long-range plan for maintenance. Three of the projects are summarized After completion of the report, the below. State will actively seek funding to East Brother Island Light Station, repair and restore damages uncovered California. Automated by the Coast by the assessment. Guard in the late 1960s, the then- vacant buildings at this light station were slated for demolition, but were Carol Minick was a member of the Preser­ saved from the wrecking ball by East vation Assistance Division of the National Brother Light Station, Inc. Established Park Service in Washington, D.C. and in 1979 to restore the lighthouse and East Brother Light. Photo courtesy of National now works for the Department of make it accessible to the public, East Park Service/Doug Nadeau Education.

U.S. Department of Postage & Fees Paid the Interior National Park Service U.S. Department of the Interior Cultural Resources G-83 P.O. Box 37127 Volume 12: No. 4 Washington, DC 20013-7127 Published by the National Park Service for parks, Federal agencies, states, local govern­ ments, and the private sector to promote and maintain high standards for preserving and managing cultural resources.

Director: James M. Ridenour Associate Director: Jerry L. Rogers Managing Editor: Ronald M. Greenberg Associate Editor: Michael G. Schene Production Manager: Karlota M. Koester

Guest Editors James P. Delgado & J. Candace Clifford

Cultural Resources, Washington, D.C.