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Home , Lighthouse museum, SS United States, USS Eagle 56, USS Nantucket (IX-18)

Number 276 • winter 2011

PowerT h e M a g a z i n e o f E n g i n e -Po w e r e d V e s s e l s f r o m t Shipsh e S t e a m s h i p H i s t o r i c a l S o c i e t y o f A m e r i c a

Ships of the

also in this issue Year Freighters for the • 6 Lykes Bros. • 10 SS AL S RIC OC O IE T T IS Y

• 8 H O SY Cangarda Nantucket Lightship P F I

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LV-112 • 22 S

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T A S Celebrating75 Years in 2010 Nantucket Lightship lv-112

22 • Winter, 2011 PowerShips Rescuing & n Ja n u a r y 6, 1934, t h e 630-t o n Na n t u c k e t /LV-117 —anchored in complete isolation at Nantucket Shoals Station during heavy fog—was sideswiped by the 24,200-ton United States Preserving Lines luxury liner , at that time the largest U.S.-built . Fortunately, LV-117 escaped a fatal blow, receiving only a National minor damage to her steel hull plates. A few months later, her luck ran out. On May 14, the 52,000-ton White Star Line Olympic was Historic making 16 knots through patchy fog when she sighted the Nantucket Lightship lying across Oits course, less than two ship’s lengths ahead. Unable to avoid a collision, the massive liner plowed into the lightship, slicing the vessel in half and sending the lightship to its watery Treasure grave. Four of the lightship’s 11-man crew were killed instantly, and three more died of injuries or exposure after their rescue by Olympic’s crew. The culprit was fog, a common by Robert Mannino, Jr. occurrence on Nantucket Shoals, dominating the area more than two-thirds of the year. Two years later, the most famous lightship of all—Nantucket Lightship/LV-112—was built and stationed on Nantucket Shoals. An Isolated and Treacherous Lightship Station As a l i g h t v e s s e l (LV) i n t h e U.S. Co a s t Gu a r d ’s f l e e t , t h e j o b o f a Na n t u c k e t lightship was to guide ships through the channel beyond Nantucket, past the treacher- ous shoals. Regardless of conditions, the lightship was to stay permanently anchored over 45 miles southeast of Nantucket, approximately 100 miles off the mainland—the farthest station from the coast and subject to the North Atlantic’s heaviest and most unpredictable weather. Its high-powered mast lights were the main focal point for all transoceanic shipping navigating to and from the United States and Europe —known as the “Grand Circle Route,” “Times Square,” and “the crossroads of Atlantic shipping.” Because of this critical location, Nantucket station was considered the most exposed and remote lightship station on the East Coast and arguably in the world. Th e d a n g e r o u s s h o a l s and inclement weather led to more than 700 shipwrecks in the surrounding waters of Nantucket, causing the area to be dubbed a n The Queen Mary “graveyard of the Atlantic.” Notable sinkings included the Republic, steams past LV-112 in Andrea Doria, the freighter Canonbury, Cross Rip Lightship, the tug Lack- this painting by marine awanna and the Liberian oil tanker Argo Merchant, which ran aground artist Gerald Levey. on Nantucket Shoals and spewed oil into the Atlantic just 29 nauti- cal miles southeast of U.S. shores. In fact, the Mayflower may not have landed at Plymouth Rock in 1620 if it were not for Nantucket Shoals and adjoining Pollack Rip shoals area. The Mayflower’s original destination was the mouth of the Hudson River, but as it headed south towards the Hudson, the tides changed, the wind died and the depth of the water plummeted. The Mayflower had sailed into a dangerous area of ever-changing sand bars and shoals, the graveyard of many a shipwreck known as Pollack Rip, basically hell’s gateway to the Nantucket Shoals. The Mayflower risked becoming shipwrecked on the shoals, so Captain Christopher Jones wisely decided to head north, toward New . Built to be Unsinkable As r e p a r a t i o n f o r t h e s i n k i n g o f t h e 135-f o o t LV-117, t h e Br i t i s h g o v e r n m e n t paid the United States $500,000, of which Pusey & Jones at Wilmington, , was awarded $300,956 to construct a replacement lightship in 1936. With a length of 148 feet and a displacement of 1,050 tons, Nantucket Lightship/LV-112 was designed as the largest U.S. lightship ever built. Because of recurring severe weather conditions and the high lev- el of shipping traffic exposing Nantucket Lightship to an extremely dangerous environment subject to collisions, LV-112 was designed and constructed with a double hull and heavy reinforced riveted 1-3/8-inch armor plating on her hull with a high degree of watertight www.powerships.com Winter, 2011 • 23 Guiding Famous Ships and Transoceanic Commerce Fo r 39 y e a r s , Na n t u c k e t Li g h t s h i p / LV-112 guided transoceanic commerce to and from U.S. East Coast ports, through some of the most treacherous shipping lanes in the world. She was the first sym- bol of America encountered by thousands of immigrants. Many famous vessels such as the United States, the Queen Mary, Normandie and other merchant and naval vessels depended on Nantucket Lightship to guide them safely to their destinations. Es t a b l i s h e d i n 1854, the Nantucket Shoals lightship station was originally The Loss of LV-112’s Predecessor known as the Nantucket New South n (Above) White Star Line’s Olympic passes very close to the LV-117, an earlier Nantucket Shoal Station, before the name was Lightship, in early April 1934. – U.S. Coast Guard photo. (Below) On May 14, 1934, the changed in 1896. The exact position of Olympic cut the LV-117 in half in heavy fog. – Painting by Charles Mazoujian. the lightship, whose purpose was to mark the southern extremity of the shoals that extend south and east from Nantucket Is- land, varied through the years to provide a greater safety margin from the shoals or to better serve shipping lanes. Ov e r t h e y e a r s , 15 lightships served at Nantucket Shoals. Three of these ships, LV-112, WLV- 612, and WLV- 613, still have NANTUCKET, their final station, painted in large white letters on red hulls. Nantucket / LV-112 is the only Nantucket Lightship that is a non-profit open to the general public; WLV-612 and WLV-613 are privately owned. In fact, LV-112 is the only lightship museum in New England and a designated National Historic Landmark. Of the fewer than 17 U.S. lightships that remain, the three Nan- tucket lightships are the only ones to share the same station marking. This isn’t too compartmentalization (43 watertight signal was a deep bull-throated two-tone surprising, as the Nantucket Shoals Station compartments) to prevent repetition of the air diaphone with a range of 14 miles, had been the only remaining lightship sta- tragedy that befell LV-117. synchronized with the radio beacon. LV-112 tion in the country and last U.S. lightship LV-112 w a s t h e l a s t U.S. steam-powered as was also equipped with a ship-to-shore station to be discontinued, when it was lightship. She had a 600-hp compound radio beacon and short-range radio beacon. replaced by an un-manned large naviga- reciprocating engine and two oil-fired A submarine oscillator was installed, later tional buoy in 1983. The U.S. Lightship Babcock-Wilcox water tube boilers that declared obsolete and removed. In case Service was discontinued in 1985. powered the eight-foot diameter propel- the ship lost power, a large hand-operated ler and gave her a maximum speed of 12 warning bell was mounted on the foredeck Service in World War II knots. LV-112’s light beacons were two to signal oncoming ships. LV-112 was also LV-112 s e r v e d a t Na n t u c k e t Sh o a l s 500mm electric lens lanterns, installed at equipped to convert seawater to potable from 1936 until 1942, when she was each of the two mastheads. The ship’s fog drinking water. withdrawn from Nantucket Shoals station,

24 • Winter, 2011 PowerShips renamed USS Nantucket. Her light beacons, reported that on a clear evening at , LV- by an unpredictable and temperamental bell and fog signal were removed, she was 112’s light beacon could be seen as far as ocean, was nerve-wracking and scary, to painted battleship gray and converted to 50 miles. All systems requiring compressed say the least. In fact, some sailors would an armed Examination Patrol Vessel off air are now supplied by three separate GM refer to duty on Nantucket Lightship as like Portland, , for service during World 2-71 diesels. The ship includes two mush- being in exile or sentenced to solitary War II. The Nantucket was armed with two room anchors (5,000 lbs. and 7,000 lbs.) confinement in prison. 20-mm water-cooled machine guns on her and is equipped with Di-Lock forged-steel Mo s t l i g h t s h i p s included a crew of foredeck and a 3-inch gun mounted on a anchor chain, 1-5/8 inches thick. approximately 12 sailors. Nantucket Light- specially built and raised platform on the ship / LV-112 was designed and built to fantail. In addition, she was equipped with Life on Nantucket Lightship accommodate 21 sailors. However, its newly developed detection radar that proved A s a i l o r ’s l i f e o n Na n t u c k e t Sh o a l s crews were mostly around 17 including to be an asset after the war as a lightship. In Station was bittersweet. Many would say 14 enlisted sailors and three officers. Most 1945 the USS Nantucket saved crewmembers “mostly bitter.” Being isolated on a rela- lightship sailors served four to six weeks of the USS Eagle-56, sunk off Portland by tively small ship anchored in 190 feet of on station and would go on leave ashore the German U-Boat, U-853. The subma- water with no sight of land, surrounded for two weeks at a time. The weather also rine was later sunk off Point Judith, , after sinking another vessel. Af t e r t h e w a r , LV-112 returned to her former station in 1945 and served there for the next 30 years, serving from 1958 to 1960 as a relief lightship. During this two-year period, LV-112 relieved stations throughout the Coast Guard First District including Portland, Boston, Pollack Rip, Cross Rip/Buzzards Bay and Brenton Reef stations. The Coast Guard First District, headquartered in Boston, was always LV-112’s homeport. Commenc- ing in April 1960, a major modification, modernization and refit were carried out at the Coast Guard Yard at Curtis Bay near Baltimore. LV-112’s was removed and she was repowered with n (Above ) LV-112, being christened at a launching ceremony in Wilmington, Delaware, 1936. a 900-hp Cooper-Bessemer diesel main – Photo courtesy of Don Yeskoo. (Below) LV-112 en route to her station on the Nantucket Shoals. engine that was previously used in a Navy minesweeper. The new power conversion included replacing the tall smoke stack with a lower profile version. LV-112’s original mechanical systems, which included the steering and anchor windlass, remained. Systems that were steam-powered were converted to com- pressed air. The light beacons on both masts also were updated. She was fit- ted with a duplex 500mm on the foremast, and the mainmast (aft) was equipped with a high-intensity light consisting of 24 locomotive headlights mounted in groups of six on each face of a four-sided revolving lamp housing that produced up to 500,000 candlepower with a range of 23 miles. However, it was www.powerships.com Winter, 2011 • 25 n Crew members take a break on the fantail of the LV-112. In the middle is Chief Boatswain’s Mate and USCG Gold Lifesaving Medal recipient Bernie Webber. – Photo courtesy of Bob Gubitosi.

determined shore leave schedules. A tour of duty was anywhere from three to 18 n Cook Bob Gubitosi photographed ’ months (average was 12 to 18 months). America passing close to the LV-112 from the lightship’s However, one LV-112 crewmember, Bob light beacon mast in 1959. – Photo courtesy of Bob Gubitosi. Gubitosi, who was a ship’s cook, served virtually his entire time in the Coast Guard on LV-112 from 1957 to 1961. Bob’s repu- tation for home-cooked meals prepared for his fellow shipmates on board LV-112 was legendary. When his normal tour of duty on LV-112 would have been completed, he repeatedly requested transfers. But his requests were always denied. Needless to say, the crew ate very well on LV-112. Ra g i n g s t o r m s could last for days, with waves breaking over the bow. As the bow rose up from under its enormous weight, enough and lasted long enough, almost no- warning for shipping. Ear-protection equip- tons of water would wash down the deck body was exempt from being seasick. Even- ment was virtually nonexistent and would and off the stern. Then the bow would tually, the seas would calm, winds would force the crew to remain below deck. When be buried under the next wave, and the blow themselves out, and once more the vessels came within half a mile, the general procedure would repeat itself over and over crew would be treated to another incredibly alarm was sounded, and everyone donned again. On the first day, everyone would beautiful sunset. It was also not uncommon life jackets and went out on deck so they continue to eat, and the cook would place a for some crewmembers to wear a coffee would at least have a “swimmer’s chance” dampened tablecloth on the mess deck table can with a string attached to it around their of surviving a collision. to keep plates and food from sliding off. As neck during moments of seasickness. Wh e n o f f d u t y , crew members would the storm continued, fewer crewmen would Du r i n g f o g g y d a y s —frequent for most fish, socialize, exercise their arts and crafts be taking their meals; they would switch to of the year—the ship’s ear-piercing, deep- talents, read, write letters, listen to the apple and saltines. If the storm was violent throated would be activated as a shortwave radio, watch 16mm first run

26 • Winter, 2011 PowerShips n LV-112 as she looked prior to being damaged by Hurricane Edna on September 14, 1954.

movies, etc. Shark fishing was a favorite The ship’s stores would need to be replen- message while we were on Nantucket Station and risky activity. Blue sharks were com- ished more often, generally at least every that we were being relieved and brought mon and plentiful. It was not uncommon two weeks. At this point, mail was also in to become a Relief Lightship. The only to catch up to 15 sharks in one day that av- delivered from the mainland and crew- terror I felt was when on Nantucket Station eraged six feet in length. They were usually members could send their mail. in rough foggy weather a radar target would thrown back in the water alive. During the Tw e n t y -o n e former LV-112 crew be observed headed directly towards the Cold War days, it was fairly common to members now live in different parts of lightship. As it got close, you could hear its spot Russian trawlers nearby. In fact, Rus- the country and shared memories of their engines, and soon out of the fog—so close sian and LV-112 crewmembers occasion- time aboard. The late Bernie Webber, you could spit on it—would come one of the ally had encounters and traded items such who served on LV-112 from 1958 to 60, great liners sailing the seas.” as cigarettes, fish, trinkets, and the like. was awarded the Coast Guard Gold Life “I w e n t a b o a r d LV-112 on a foggy day in Saving Medal for his involvement in the 1957,” remembered Bob Gubitosi. “I was Accounts of Duty from tanker Pendleton disaster that occurred off 17 years old and saw this big red ship with LV-112 Crewmembers Cape Cod’s Monomoy Island, featured in Nantucket painted on it anchored in the calm No r m a l d u t y o n LV-112 a n d m o s t the book The Finest Hours. Unfortunately, sea belching out the most ear-piercing fog- other isolated stations would be four to six Webber passed away unexpectedly in horn I have ever heard. I realized that my weeks on, then two weeks off. The crew 2008. He was very helpful and involved life was about to change. I was the ship’s was split into thirds, with crews overlap- with the LV-112 rescue and preservation. new cook and had to feed 15 men aboard ping. The only time the three weeks of “Ha v i n g s p e n t some 45 years on the water, this ship, and I just came from Commis- duty was extended was due to weather. it’s difficult to think in terms of most pleasur- sarymen School at Groton, , The returning crew had to literally jump able or terrifying,” he recalled. “However, where they taught me to feed about a thou- from the “tender” to the lightship via a on LV-112 my most pleasurable was the day sand. I could not get a transfer and had Jacob’s Ladder as they came alongside. when Captain Robert J.W. Collins received a four different skippers during my tour.” www.powerships.com Winter, 2011 • 27 n LV-112 served as Relief Lightship from 1958 to 1960 on Boston, Pollack Rip, Cross Rip, Buzzards Bay and Brenton Reef light stations. – Photo courtesy of Bernie Webber.

“Th e r e w e r e m a n y s t o r m s and hur- to zero and moments later we heard a and they were around us a lot.” ricanes,” Gubitosi continued. “One scary crash. Seems that the anemometer blew night, we broke our anchor chain and did off the yardarm, must have bounced once Surviving Hurricane Edna not know it. We wound up off the coast somewhere on the deck then disappeared Se r v i n g l o n g e r t h a n a n y o t h e r l i g h t - of the next day with our radio over the side. We never found it.” ship on Nantucket Shoals station, 39 years, beacon still going. I remember going on LV-112 endured many storms and hurri- the bridge that night and watching the ship Peter Brunk canes that plagued the Atlantic. Regardless through the porthole, going up walls of water “Th e w o r s t t h i n g t h a t h a p p e n e d w a s of the weather conditions, it was manda- that looked like five- to ten-story buildings, going through a bad storm the first week of tory for all U.S. lightships and their crews to then taking a nose dive straight down. The March 1971,” recalled Peter Brunk, com- remain on station. Nantucket Lightship was no most pleasurable times were when the mail manding officer from 1970 to 1971. “My exception. The most horrific hurricane that came, the few calm summer days without father died on March 7, and they couldn’t LV-112 endured was Edna, which packed the fog horn, the fishing, watching the get me off the ship for over a week. We 110-mph wind and 70-foot seas. That day, aurora borealis and the sea life.” left Boston on the 6th and storm warnings she was in radio contact with Woods Hole, Ri c h Ra c i c o t t was a crew member were up. When we got to station, the Relief , when at 4 p.m. a terse mes- from 1964 to 1966 and also remembers Lightship didn’t leave for almost a week, so sage went out: “Nantucket Lightship S.O.S. storms. “During one nor’easter, I remem- we had two lightships on Nantucket Station. – listing bad,” was received. The lightship ber the skipper and I were on the bridge The wind blew at over 100mph for a week. was in danger of sinking. watching the anemometer. It was marked Another interesting event happened in April LV-112 w a s r e p o r t e d to have been 0 to 100, but gusts were pushing the nee- or May 1970. We believe an American sub- hit by a 70-foot wave. Her life rafts were dle into the space above 100 and against marine hit the ship with what we think was washed away and three lifeboats smashed the pin on the dial,” he said. “We joked a dummy . We were on the corner to pieces. The monstrous seas crashed about it for a while and then it dropped of the New London sub-operating area, over the ship and poured into the smoke

28 • Winter, 2011 PowerShips n (Above left) The pilot house of the LV-112 as it appeared in 2010. (Above right) LV-112’s main engine room in 2010. The main engine is on the right and yellow fuel, orange lube oil, and transfer/ system valves are visible. – Photo courtesy of Tim May. (Left) The 7,000-pound main and 5,000-pound auxiliary mushroom anchors that held the LV-112 on station off Nantucket Shoals.

eral hull plates on the bow, creating a hole that was allowing seawater to rush in. Crew members in neck-deep water fought the fury of the oncoming seas to finally plug the hole in the hull with mattresses and miscellaneous waste. When the crew finally restarted the ship’s steam engine, they could not steer the vessel at all. They discovered that LV-112’s rudder had been torn off. At this point, the crew thought all was lost and the ship was going down. Crew members fought the relentless pounding of the oncoming seas on the ship’s foredeck, risking being swept out to sea, and released the spare 5,000-pound mushroom anchor, which held the bow into the seas, prevented further destruction. With the anchor down and fires controlled, the crew managed to bring the ship around into the sea, permit- stack, extinguishing the fires in the en- over the ship’s bow and broke through ting LV-112 to stand her station again. The gine’s boilers. Her famous lights went out, the 3/4-inch glass wire-reinforced port- next day LV-112 was relieved and towed to and the foghorn was silenced. LV-112’s holes on the pilothouse and ripped off Boston for repairs. two helm stations, one in the pilothouse the wheel. The heavy ship dangerously Mo s t o f f s h o r e l i g h t s h i p s made and the other on the flying bridge, pitched and rolled broadside into the wild regular weather reports every six hours were destroyed. The oncoming seawa- seas pounding over her shaking hull, list- to the National Weather Service (NOAA) ter penetrated and short-circuited the ing 65 degrees at times. via Coast Guard radio stations. These electrical systems, causing fires to break LV-112 d r i f t e d 15 miles off station. The included wind direction and speed, baro- out throughout the ship. Seawater surged anchor chain had parted and separated sev- metric pressure, humidity, cloud cover, sea www.powerships.com Winter, 2011 • 29 temperature and wave heights. In addi- n (Above) The chart table and ship’s tion, selected lightships made and reported Life after Decommissioning communication systems in the pilot house in oceanographic observations. These varied Na n t u c k e t Li g h t s h i p / LV-112 h a s b e e n 2010. (Facing page) The crew’s mess on LV- between locations but usually included sea the most orphaned of all lightships. After 112 as it appeared in 2010. water samples and subsurface temperature the LV-112’s decommissioning in 1975, measurements. On the East Coast these Atlantic City, New Jersey, purchased the Un d e r t h i s organization , the lightship were coordinated by the Woods Hole ship at a government surplus auction, traveled to various ports on educational Oceanographic Institution on Cape Cod. but when Nantucket Island residents tours before eventually finding a semi- Be c a u s e o f i t s o f f s h o r e oceanic location learned “their” lightship was going to permanent home as a floating museum the Nantucket Lightship participated in leave the state, they sprang into action. in Portland, Maine. In 1989 the National frequent marine science programs. These They agreed to deliver a second surplus Park Service designed LV-112 as a Na- included net tows for biological sampling lightship to New Jersey, in exchange for tional Historic Landmark, stating, “This and bathythermograph casts. The bathy- title to LV-112. vessel possesses national significance in thermograph, or BT as it was called, is an Af t e r d e l i v e r i n g the lightship to New commemorating the history of the United instrument, which when lowered into the Jersey, the men flew home to Nantucket States of America.” sea, produces a plot of temperature versus and in early December of 1975, sailed In Ma r c h 1990, LV-112 vessel’s owner- depth. Developed during World War II the LV-112, under the command of Captain ship was transferred a group called BT was used to adjust ships’ sonars against Robertson P. Dinsmore (USCG RET) Lightship Nantucket, Inc. (LNI). After submarines; and conversely, by submarines, from Boston to the island, where the three years of ownership, LNI was unable in evading attacks. Peacetime research Nantucket Historical Association oper- to obtain adequate funding and could no applications are global warming, fisher- ated it as a museum. Captain Dinsmore is longer afford to maintain the famous light- ies, and ocean currents. The Nantucket an active LV-112 volunteer and financial ship. In 1993, the Intrepid Air-Sea-Space Lightship made BT observations to measure contributor. After roughly a decade at the Museum in City acquired LV night and day and seasonal changes and island, the lightship gradually fell into dis- 112, but four years later a retired Marine the results were transmitted to the National repair and was sold in 1985 to Nantucket Corps major general, hired to help the Oceanographic Data Center via the Woods Lightship Preservation, Inc., a New York museum turn a profit, donated the costly- Hole Oceanographic Institution. nonprofit group. to-maintain lightship to the H.M.S. Rose

30 • Winter, 2011 PowerShips Foundation in Bridgeport, Conn. a handful of area volunteers that cared causing damage. There were no apparent In 1998, the former U.S. about the ship, LV-112 probably would worthy prospects for LV-112 other than Service Depot on Staten Island was select- not have survived while in Oyster Bay. To the occasional scrappers interested in the ed as the home for the newly formed Na- this day, Long Island residents, William ship for scrap value. tional Lighthouse Museum, and in 2002 Perks, Laura Phair and Lori Guglielmino the museum, though still in the planning are still LV-112 volunteers. Preparing LV-112’s stages, acquired LV-112 from the H.M.S. Ho w e v e r , all things considered, Homecoming Rose Foundation for $1. The lightship LV-112’s heavy riveted steel structure Th e Na t i o n a l Li g h t h o u s e Mu s e u m was docked at the depot’s pier for a few appeared to be in relatively good condi- offered to sell the lightship for $1 to a months before being towed to Oyster Bay, tion, aside from spotty rust patches and qualified support group, but finding an Long Island, in the fall of 2002 so that fading peeling paint. Although LV-112 organization with the backing to restore volunteers, who had completed restora- led its life in retirement, bouncing from and maintain the historic vessel was not tion of a historic oyster sloop, could apply one home to another, she remained easy. The author learned about LV-112’s their skills to the lightship. Though slated virtually intact as a result of a covenant plight through a Boston Globe newspaper to remain in Oyster Bay for just a short assigned to it upon its decommissioning. article in August 2008 and led the effort time, the lightship remained a long time. The covenant states that ownership can to establish the United States Lightship The effort to open the National Light- only be transferred to a 501(c)3 non- Museum (USLM) in May 2009. The house Museum had all but fallen apart. profit organization and can only be used timing couldn’t have been worse for LV-112 remained tied to the public pier as a museum and learning center open embarking on such a daunting challenge. for the next eight years, virtually neglect- for the benefit of the general public. It Yet despite the ailing economy, the USLM ed, not properly maintained and victim to also states the ship’s historic integrity as raised funds to assume ownership of the random acts of vandalism. a Coast Guard lightship must remain lightship and return LV-112 to her origi- Fo r t h e e i g h t y e a r s that LV-112 was in intact and the ship cannot be altered or nal homeport of Boston. On October 20, Oyster Bay, William Perks, a retired Cen- sold for profit to a private entity. 2009, Jerry Roberts, a board member of terport, New York harbormaster volun- Th e To w n o f Oy s t e r Ba y was growing the National Lighthouse Museum, and teered his time to keep a watchful eye on impatient and wanted the neglected light- the author, head of the USLM, signed the vessel. If it were not for Mr. Perks and ship to vacate the public pier, as it was transfer papers. www.powerships.com Winter, 2011 • 31 Th e g r o u p h a d r a i s e d roughly $150,000 November 2009 through May 2010, n On a bitterly cold weekend in January with a combination of cash and in-kind members of the USLM group drove from 2010, members of the Coast Guard Lightship donations and started the arduous logisti- Massachusetts and New Hampshire to Sailors Association, including former LV-112 cal planning process to prepare the ship Oyster Bay to prepare LV-112 for her crewmen, joined local volunteers aboard the for transport back to Boston. Marine return home. Before the marine survey vessel in Oyster Bay, New York, to begin insurance for the ship was obtained, and could be done, bilges had to be pumped preparing the ship for its tow to Boston. – a trip-and-tow marine survey had to be and the ship trimmed. We contracted an Photo courtesy of Tim May. conducted by an accredited marine sur- environmental clean-up company with a veyor. In addition, LV-112 had a ten-de- tank truck to pump out the contaminated 34-hour tow to Boston. LV-112’s forward gree list and was filled with rainwater con- bilge water. Six thousand gallons were ballast tanks and forward floor frames taminated with oil up to her deck plates in transferred and pumped out. The next appeared to be the most compromised the engine rooms. The weather decks and step was to install the entire ship with by salt-water corrosion. Numerous safety interior of the ship were littered with mis- temporary lighting and clean out the ex- issues and tow requirements had to be cellaneous junk and rubbish. There was traneous trash. We hired Charles Deroko resolved before LV-112 would pass a final no power on the ship and to complicate from Brooklyn, New York, a seasoned and inspection for the tow, required by our in- matters, she was berthed more than 300 accredited marine surveyor experienced surance and the tow company’s insurance feet from any vehicle access and had lim- with surveying historic vessels. In prepara- company. In January, a dozen volunteers ited boarding facilities. If not for a small tion for the survey, every fuel, water and from the Coast Guard Lightship Sailors group of dedicated and passionate Oyster ballast tank had to be opened for inspec- Association traveled to Oyster Bay from Bay area volunteers, who in fact kept an tion. The survey concluded that various all over the U.S. for a weekend to help eye on the ship and kept her afloat, she sections of LV-112 ranged from poor with our tow preparation efforts. It was might not have survived. to excellent condition but that she was one of the coldest days of the winter and Vi r t u a l l y e v e r y w e e k e n d from believed to be seaworthy enough for the there was very little heat on the ship.

32 • Winter, 2011 PowerShips Al l t h e w a t e r t i g h t h a t c h e s , doors and LV-112 was in for repairs and mainte- bers and other former lightship sailors. exterior portholes had to be tested, sealed nance, approximately 100 yards from Much of the up-front work involves clean- and secured. The propeller shaft as well where she currently is berthed. The former ing out all the extraneous junk that ac- as the ship’s rudder had to be locked and Bethlehem facility is still used for yacht cumulated over the years. A large part of secured from movement while the ship is in construction, ship and boat repair. How- our work also involves taking inventory of tow. All the watertight bulkheads and sea- ever the is no longer in use. all the ship’s contents, which include extra water valves had to be closed and secured. Na n t u c k e t Li g h t s h i p /LV-112 is cur- parts, log books and LV-112 blueprints. It LV-112 had not been dry-docked and had rently undergoing restoration anticipated is amazing how much historic documen- her hull inspected below the waterline to take three years to complete. The tation and brand-new extra parts, stored since 1991. Needless to say, we were all USLM’s goal is to restore the ship’s for repair work, has been left on the ship. very anxious about the long tow to Boston. structure and mechanical systems so she Constellation Ma r i t i m e , a Foss can operate under her own power again Help Save LV-112 Maritime Company, was contracted by the on a limited basis. LV-112 was operational We e s t i m a t e t h e t o t a l restoration USLM to tow the ship to Boston. On May through 1998. Her engines last ran ap- costs for LV-112 to be approximately $1 8, 2010, the 74-foot tugboat Lynx arrived at proximately six years ago and have been million. In addition, we are fortunate to Oyster Bay and rigged LV-112 for her jour- mothballed since. The highest priority is tap into professional volunteer services. ney back home. Foul weather prevented the to stabilize the hull from further salt-water We estimate that it will require a $10-mil- tow from getting underway, since LV-112 corrosion. However, restoration of the lion endowment to maintain and care for was restricted from being towed in winds ship’s electrical systems and inspecting LV-112 in perpetuity. 20 knots or greater. Finally, on May 10 and surveying the ship’s plumbing and Na n t u c k e t Li g h t s h i p LV-112 is a time Nantucket/LV-112 departed. The tow went heating systems has begun. capsule and important National Historic smoothly until it exited the Cape Cod Ca- Th e restoration p r o c e s s will be com- Landmark that represents a significant nal and entered Massachusetts Bay. Con- pleted in two phases. Phase 1 will include segment of our nation’s service, culture, trary to the marine weather forecast, the placing her in dry dock to clean the hull, commerce, ingenuity and state-of-the-art wind was creating three- to seven-foot seas. conduct a more comprehensive marine sur- craftsmanship. LV-112 is still at high risk, It was a rough and sloppy trip all the way vey of her hull below the waterline that will and funds must continue to be raised to to Boston Harbor for the tug’s crew and include an audio-gauge survey of her hull, help her survive. All funding to date has the three LV-112 volunteers—the author, conduct necessary repairs and prepare the been from the generosity of private and Captain Dinsmore and William Perk--who hull for new paint and install new zinc an- corporate donors. Information on the were also on the tug (a riding crew was not odes. This work will be done at the Fitzger- preservation is available by logging onto permitted on the lightship). At this point, ald Shipyard in Chelsea in Boston. Phase 1 www.NantucketLightshipLV-112.org.  virtually everyone on the tug wished they will also include restoring the entire exterior were riding on LV-112 since she appeared of LV-112. Phase 2 will include restoring all to be riding the rough seas very nicely! the ship’s engines and mechanical systems. About the Author LV-112 a r r i v e d in Boston on May 11, So f a r approximately 75 percent of the Ro b e r t Ma n n i n o , Jr., of South 2010 and was welcomed by former crew ship’s lighting, her on-board alarm systems, Hampton, New members, person- public-address system and voice activated/ Hampshire, is nel from the Charlestown Navy Yard, sound powered telephones have been president of the the Boston news media and the general restored. We have several retired dedicated United States public. The historic LV-112 had not volunteers, who are retired Naval shipyard Lightship Museum been back to Boston since the U.S. Coast marine electricians and communication and is spearhead- Guard decommissioned her in 1975. experts, who are helping to restore LV- ing the effort to 112’s shipboard electrical and mechanical save Nantucket Restoration Process systems. In fact, one of our volunteers cur- Lightship/LV- To d a y , LV-112 i s b e r t h e d a t t h e Bo s t o n rently works for NAVSEA Systems. 112. He is a marketing communications and Harbor Shipyard & Marina (BHS&M) in We a l s o a r e f o r t u n a t e to have help public relations consultant, specializing in East Boston, and is a featured landmark from the volunteer group working on the development programs for nonprofit organiza- on the historic “Boston Harborwalk” trail. Fletcher Class Cassin Young at the tions including maritime , histori- The BHS&M is the former Bethlehem Charlestown Navy Yard. There has been cal societies and shipbuilding preservation Atlantic Works Shipyard, which was very no lack of volunteers coming forward to projects. His experience also includes chairing active during World War II. The shipyard help with LV-112. Our volunteer group municipal historical commissions. includes a dry dock facility where in 1968 also consists of former LV-112 crewmem- www.powerships.com Winter, 2011 • 33 Interested In Ship History?

The Historical JOIN Society of America Member Benefits Include n a m a t e u r a n d p r o f e s s i o n a l h i s to r i a n s I 1935, • Me m b e r s r e c e i v e the official SSHSA interested in the history of the engine-powered vessels that forever changed the world of newsletters and the quarterly magazine— travel and commerce formed The Steamship Historical Society of America (SSHSA). PowerShips. This prestigious, full color With the invention of steam-powered ships, people were able to establish and main- publication isn’t just another maritime history tain reliable schedules and transport people and materials economically. Maritime magazine …it is the ship history magazine. navigation moved from wind to power — steam, petroleum and nuclear power. • Ac c e s s to more than 60,000 historic Today, with extensive collections of maritime photos, periodicals, artwork, official digitized maritime photographs. records, memorabilia and ephemera, SSHSA, a tax-exempt educational organiza- • Di s c o u n t s on special cruises, confer- tion, is the oldest and largest organization of its kind in the world. ences, research, photos, museum visits and memberships to affiliated organizations. o i n t h e t h o u s a n d s of maritime history enthusiasts who prize their J • Me m b e r s e n j o y special nautical events membership in the Steamship Historical Society of America. and programs at the SSHSA conferences and meetings throughout the year.

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