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city, town state on of courthouse, registry of deeds, etc. n/a ------street & number city, town state resenta ion in xisting Maryland Historical Trust title Historic Sites Inventory has this property been determined elegible? __ yes x__ no date 1984 __ federal _x_ state __ county __ local depository for survey records Maryland Historical_Trus_!., 21 State Cir_c_l_e____ _ Annapolis Maryland 21401 city, town state ..
, - ;l r ' r-: e . (' e x c :· '1t ' I• ' do . d L. t.. d n/a 01is •al site ~ ··d r ~in s x i' e d _moved dcite n/a ir lJ .~ ... o:ed
it and - i~~r (if ·now. ) ; "1 il.,11 • :>. arocl ce ~~illher of Resources Number of previously JistPd Nationa l Contributing ~o c.0·1t t .iL ut ing Regi~ter pro erties incl 1ded in this 0 0 _build i i s -- - 0 no~indt ' on : 0 ----0 0 sHL S 0 0 strJcturcs Original and iisturjc f, Kl io'1s 18 0 _cbjc.cts rind i;c s : 1=_r 3 r ~j..•o_!· tat i o ~ 18 0 Total
DL CRIPTlON su;_•f'1ARY :
This thL.natic ~roup nomi.1Ation 'Lf'::--i,- rs 18 saiJ ~·1g log Lan,,c~s , the c;ole .:::w1-ive survivors of a traditio1"ll ';. ·c,,=- J L)pe irdjt.,r.~nus to t e C cs '"· ke Eay rc~io n. The sailing log canoe ~~s d ~eloped in the .~rly 17th century as a ~orki1g 'essel by European settlers, who 1~1pted its ~esi~n from the aboriginRl t' u,_:,c.i1t r··'lne . It \.. as orjginally used for t1 .n, ;oort;:it ion, fisldng , a'ld oyste r 1un~ · ng ; by the 1880s, tLe peak of the Chp<;..._rc~ke F;,y o, · ter inclustry, sc1,1 e
6_~10 s2'li·1g ca.n., s .-:dst.2d . The advent of t11e 0 c:o}ine en~jne jn the f'arly 20th .L·.it•ay rennered t, e sqjling c :moe cbsolete as a \wrking vessel. The sr:"<] 1 ~ruup \\r-·il·h rl .TJa ins c•\.'l?S its survival to the ]ongst nding tradition of racing for spurt , whir:h v.as est blis!1ed in the 1840s . Of he 18 canoes ·n the gn11p , 11 \,ere [ .. 1ilt br rue 1)'03 , 5 \ rre constr•icted in tl1e early 1930s, nd 2 "-Pre lau-,c~,,d since 1940 . T'e ;-urviving cAnoes are knm-.n .'!S "fi]~ 1- L)-le" c:-,(1 s, their dcs.:.8n ,iving cn·i::_inati:-d in •he vicinity of Ti1~)1Tc..n T',1-irid c,n '-ic.i_y '-'Tid 's Eastern Shore . The basic fo1m and construction of these V.'~ e]s js typical of log canoes throughout the Cic.-<-;ar,eake Bay region , with hulls coP..structed of f1 'm 3 to 5 hollo~ed-out lo~s faqtened together with iron bolts. The Jogs are left thickes t arouDd the cent~rblard ~nd keel area ~nd then thinn~d to"-ar s the si~~s , usually to a finish thickn ss of b ·111t OT'e inch . The d<:0pth of the hull is built up by attaching carvel-fitted rising planks to a series of interior fr~ e s, often made of natural crook knees . In s hape, the log canoes have long, narrow hulls, a raking stem with longhea d b ow, and a sharp stern . All but one member of the group are double-ended . The canoes range in l ength from 27'4" to 35'6" and all are quite narrow in proportion to their length, the average ratio being about 4 . 5 to 1. The vessels ~ary in deck construction . The working log canoe had a completely open deck to allow for maximum stowage of fish or oysters . The racing canoes have another need - protection from the water - and many are half-decked, with decking fore and aft with an open area between protected only by narrow washboards. Other members of the fleet retain the open-decked design, with only narrow washboards along the sides. The sailing canoes all carry a sailing rig consisting of two unstayed masts with sharp-headed fore and main sails with clubs and sprits , and a large j i b. The boats are sailed with crews of 7 to 11. For complete list of resources included in this nomination, see Continuation Sheet No . 10.
For General Description, see Continuation Sheet No . 2 <"~r- " ... , OC10
2) ~ · r c : .i· "
f r • ~ ior e For NPS us < ly r cdv
date en:e
Chesapeake Bay Sajling Log Canoe Fl~e t r ·i u2 ion s eet lie n r u ..., . er 7 ----Page 1
GF - .RAL DESCR f PTJON - -
This t~ ctt ic nc iaation s~e s to place on t e ~ational Register the sur ·j -ing group of JS historic saning Jog ,·anoes in :-r.1ryh,1d . riwse vessel s are 0f gr.,.._t "' ::.r,•111 and regional significancP because they are t e ole acti~e survivors of a vessel type indig~nous to the (",esape2~e region fro~ the Parlies t days of its settle-ent - the working log canoe J eloped in the qrly 17th ~e11tury by Furopean s~ttlcr s from t e abori~ inal dugo11t canoe . Ori[inally Lsed for transportation , fishing , .rnd tonging for oyste1 s, the 1 og r ,,nries l>P£< n to be meed for sport by local wate1~e n in the 1840s , eginning a tra~ition that today is their sole reason for survival. Although so~e 6300 sailing 1Rn~2s existed in Bay waters in the 1880s, the advent of the gasoline en~ine in t e early years of this century r~ndere d t 1ic•n o sol•te as 0ysU•ring vessels . Vsny of the s1iling canoes \·.ere cJn-verted to 1 C'\,< r oats ··nd ! :.nJ' "·<'re simply ::ibu11 1 c Pd . Ber .. ~se of the lrn1:;-st'1nding trar1it"ciu of racing , 1-iowe er , a sma11 group of canoPs ,,,,e kep t in m.:ne or lt~.s 1·on1 in s 1 c;e and .-e-"· \'Lc:se] s were added to the fl LE't , as others -..;ere , 1-:id ci l·ned . Of the 2 1 surviving cPnoes in the current racing flLet , 11 were built before 1903, 5 \HJe bui ]t Ln Le t>:n ly 1930s , 2 in the 1940s, ;:1111 3 in the 1970s. (T1w t 1ce r.'>S l rd·r•ntly i:Jlli l t ccrc-es \,Lre ronstrl1cted accord::ing to traditional "'~c;j~n drid of tJ dd i 'i or-:ci l , .a: er ial s 'l•1d \ j1-l· 1;-nc:hj p,. but are '10t inc 1 uded in this 11~ i• i r·~ ti lln ecause th<:.y are less than 50 ) ar s old.) An import"lnt f e. ture of this group nomination is the ChesC1p '1 ke Bay itself , eu se it was the r· _1 sical environment of the Bay region which created thi s uniq 1ely local ve sel type. The e·se and conveniemce of transportation by\ ter , the -eed for vessels for fi shing, ;nd the abunddnt forests l e d the rative Iri~i .ns Lo f-shion dugout canoes using the technology available to them - stone tools and fir e . Having the same needs for transportation and fishing, the early Chesapeake settlers soon adapted the native Indian canoe to their own uses, gradually enlarging them , with their superior technology , and a dding sails. The early canoes were small, 20' to 30' in l ength and were built of a single large log . As large timbers became scarce , local boatbuilders l earned to fi t two or three narrower logs together side by side, fastening them with iron bolts . Once the technology of a multiple log hull had b een achieved, canoes began to be built to greater lengths and by the mid-19th century canoes of 38 ' to 50' in length were being built with standing rigging . This larg e canoe form led to the brogan, a 40' to 60 ' vessel with a log bottom and framed and planked sides , and to the even larger bugeye, a SO ' to 80 ' vessel with log bottom especially developed as an oyster dredge boat after the Civil War .
Log canoes were i mportant transportation and fishing vessels in the 18th century but it was the beginning of the oyster industry in :!'faryland in the early 19th century that caused their widespread proliferation. The sailing log canoe proved the perfect vessel for tonging for oysters in shallow waters because it was cheap and easy to build and held up well a s a working vessel - the thick log hull being little affected by the constant wear and tear of loads of oyster shells . Although the larger dredge boats were the mo st prominent
See Continuation Sheet No . 2 ,, .. 1 a V Ne• I: 18 [•~ 1(' ~· &4 ior
ic ror P~ u~tl on 1
recc ved
ciat nl r
Chesapeake Bay Sailing Log Canoe Fleet 1 r" •ir...i~tion s eat 1 11 r • ,,. "'r 7 c----Pa~e 2 CENER.'1.L_ DESC_RIPTION ( continued)
1 2 st.els in the Maryland O) st er fl Let , their nu~ c ers nev ~r c.pJJro.:;rh(·d tl-i >se of the log canoes and they probably were not res onsib]e for a s large a ro orti0n of the annual oyster harves t as were the indepenrlent ·watermen outfit t~ d \.;it h only a log canoe and a pair of tongs .
Log c 8 noes first lgan to be rac· d by the '"-1t• ·~n jn 1840 in :-he St . :-·;,' 1s nrea an d by the 1870s local bo<> tlwi 1 dL 1 s ,,ere bui 1 t'i J1g c.:; 11ocs s,,eL j fi,>11 ly f c• r racing , with lighter, thinner hulJs d "liarper 1 incs . A ,.'1ole DLW r:1cing ,·ig developed as owners outfitted thejr \·f ·,·els with taller 1n2sts to c:-:irry TIJor e sai l area and added extra, light air s~i ls. Soon the canoes had . ecome so unstable that they had to be outfitted with un o~tri~ger for talance 2nd ,d to carry spring cards , or hjking be, 1ds , for 1u8an all nst. The <::rnuci l log ca~oe r~L.S ~ecame an ; 1~rtant l oca l EVLnt for Maryl Jnd ~atc~·en, with the µ13k )ci'iTS of popularity coindding with the boom years of the oyster fjs1eri0s in 1'1a1yl.'1'ld - the 1880s and 1890s .
Ki ih tl1e inventi0n of tre [:asoJ ine engine I'.lany 1og C"lnor~s \. ... re , c>. t rtr-d to pmv2r for oysteri'1g "'nd inteast in racing the ca-:ioes 1 urad in tl.e first t".>O decades of the 20th c ·ntury. The 1evival of Ch esapeake Bay log c2noe r. ci~g ~~s spearheaded by the Miles River Yacht Club, formed in 1924, .·:hich oq;ani.zed a series of races to be held in the St. Michaels area . The older canoes that .ad survived intact b egan to race again and were joined by a group of new ·~nte s built in response to the enthusiasm the reviva l of r cing was zencrating . A number of the old canoes that had b e n cnnverted to power were converlt·d back to sail again so they could join the racing fl eet. In 1933 the Ch esapeake Bay Log Canoe Association was org anized to foster and d evelop the sport and proce~dP d to adopt a formal code of racing rules and restrictions that would help pres~rve the craft in its traditional form . The success of the ir efforts has b een rani- f ested in recent years, a s three new canoes were added to the racing fleet - all built on traditional lines and according to traditional building practices . There is little doubt that the survival of the old log canoes is only due to the revival of interest in racing generated by the Miles River Yacht Club, and that the future existence of this traditional Chesapeake Bay vessel is entirely dependent on its continuing popularity as a racing craft .
There were three distinctly regional types of log canoes developed in the Chesapeake area in the 18th and 19th centuries - the Poquoson, Pocomoke , and Tilghman Island style canoes . While examples of all three types survive in local museum collections , as converted-to-power workboats, or as d erelicts in the backwaters of the Bay in both Maryl and and Virginia , only the Tilghman Island type has survived under sail . Of the 21 canoes in the 11ominated group , all but one were originally built as Tilghman-style canoes and the exception , originally built as a Pocomoke canoe , has since been converted to a Tilghman-style rig .
See Continuation Sheet No . 3 c - • o ' •¥-, 1 J ·vin·a ~ 2) r-p ,,.. .. S4 ... t ... -.. r Thr p,a tic Gr oug ...... ·ce ;=o NPS · e on y
recei cd
ChPsapPake Bay Sailing Log Canoe Flee t 7 Continuation s -et l ' eni nu fo er r- ge 3
c; ·-~~t RAL DI SCRJYfJ ON ( continued)
T1e Poqu~son L&~oe type w~s developed on the western shore of Virginia in On the lower Eastern Shore of H;Hyl:~nd , nd into Virginia a different style of canoe v.as buj ] t , known as a Porc.1r:;o"ke , or .';:iticoke , c3·1oe , after the rivt.rs around ,.,hi ch the building v:as centered . T ,, se car1oes were low-sidc'd ;:ind usually narrow double ·en ers , \,·ith curved , r2king stt- 1ns . The hull was made disti·1ctive by the use of a lap-strPked s ~er strake, or ri~ing strake, which formed ~ust of t.e t•)J~jdcs ;i',ove 1-re ;ater line , and by the use of ldgh and prominent co<•mings , running nuarly the len~th of the boat. The rig was an unusual and striking one - with t (0 asts that r~ked sharply aft and a third, s h ort mas t set in the bow which ra1- ·d ~harply for-.ard . Tliis sail paln was call e d the " sbck-up rig" and sec":1s · o 1- ~11e dc:r ! '<"d f om t~e ri:-riagua of earlier times. The third style of c-:;noe, and the one that survives under sail in the pres.::i;t day Maryland racing fl,'et , is i.no"n as a Tilghman-style canoe . It -vas built on the Eastern Shore of l ciryland in an area extending north from the Choptank River to Kent Island, with building centered around Til ghman Isl and. These c2nres have a two-masted rig with a bobsprit and j i b. In canoPs built prior to 1~8 5 there i s usuall y a straight, aln:us t vertical stem and a stern post with a marked rake. After t hat da te most of t he Tilghman canoes adop ted the longhead, o r c lipper, bow popular ized by the much larger bugey e s and in mo st cases the b ows are decorated with trailboards . The Tilgh ma n style ca n oes were i nitially fitted with fal se keels - a deep p] a nk set on edge running t he full l ength o f the bottom, but the centerboa r d was i ntroduced t o this type of canoe i n 1872 and ~a s i n fairl y corr~o n use by the 1880s . All of the ve ssels in this nomination are tra ditional Ch e sape ake Bay log canoe s, built of wood acco r ding to the establis h e d type and following very similar lines. They a ll s h ow t raditional Bay-area log constr uctio n, wi t h hulls cons t r ucted of from 3 to 5 h ollowed-o ut l ogs, u s ually of native loblolly pin e, f a ste ned toget her with iron bolts . The logs are left thickest around the centerboard and the keel area and then thinned towards the sides, usually to a finish thickness of about l". The depth of the hull is built up by attaching carvel-fitted rising planks to a series of interior frares, often ma de of n atural crook k n ees. In sha pe, the log cano es h a ve l on g , nar row hulls, a raking ste rn with l o n gh e ad bow, and a sharp stern . All but one member of the group is double-ended, the traditional design. The exception is an experimental vessel built by an important local boatbuilder (John B. Harrison) in the 1930s. The canoes range in length fr om 27'4" to 35 '6" a nd all are quite n a rrow in )portion to Se e Co n t inuation She et No . 4 >' , >C'IOO- a o~s t...oc., • .s ' ? ) E.cp '; .11 : 4 Th< m .... e For PS u~ en 'f received <.ia:e ent Chesapeake Bay Sa iling Lo g C,noe Fl eet Co;i1 in..iation s Pet I c1TI r' nber 7 ge 4 (,•NH.AL DESCRIPTION ( continued) th2ir length, the average ratio being ab 11 t 6 . 5 to 1. The ·ossPls vdry in deck C)nstruction. 'TI1e working l og canoe had a cun;pl tPly lpc•n deck to al]o.,.· fo r maYimum stowage of fish o r oysters. The racing c no1 s 1 ""e mother nf'ed - protection from t1e water - and many are half-dPck·rl , ~ith d~cking fore and aft wjth a n open area letween protected onl y by r- row' ~ c~rd s. Other -t. ers of the flret r~t.dn the open-1 Pck.P d Lb:i8n , ,,,ith onl y -rnrrow '"ash C'ar..;s along the sides. Tie surviving Chcs~pE~ke B~y saiJJng c~roes al l carry a 'fj lgL';ian-style saj l ing rig , consisting of t-w o unstayed in- sts ( t he forc·. .::is t j s occasionally stayed) with s h arp-headed fore and main sails with c l 1. s and sp1its and a l arge j i b. The b oats are sa jle d wi t h l a r ge crews (7 t o 11) and ba1anced with htavy centerboards a s well as moveable springboards wh i c h hel p cnJnt~r - ~Jance the force of the wind against the considerabl e sail area, keeping the boat from ov~rturn:i~g . Alt l• J6h the 1-iuilcers of the thousands o f l og canoes t ha t .._-or ·ed the Bay waters at Lhe turn of the century were generally anony~ou s watermen , once canoes began to be built vith racing i n mind, the individual builder gain~d in importan,~e and visibility . Me n ljke Rober t Lambdin of St. Mjchael s , \,110 put t he f i rst centerboard in a Ti lg rn:rn TsL:;nd canoe in 187 2 and \<'as f;,-,.-.. ,s for 1 js DASHAWA Y of 1877; T;-mes Lowr y, v.,ho bu ilt the MARY RIDER i n 18 77; CharJt>s Tcirr : and Willi am Sidney Co\ The se early canoes have continue d to play an important role in t h e history of the racing fleet, for they served as models for the newer canoes that b egan to be built with the revival of interest in log canoe racing that took place in the late 1920s and early 1930s. The two most p rominent builders of this e ra - J o hn B. Har rison and Oliver Duke - who are r e present e d by 7 of the s u r v i v i ng canoes, very self-consciously sought to emulate , or improve upon design f e atures of the best-known of the early boats . Harrison ' s experimental FLYING CLOUD a nd JAY DEE of 1931-1932 have proved to be among the fastes t of the racing fleet . Harrison, a traditional workboat builder who was b e st known for his bugeyes and skipjacks, was inspire d by the que st for speed to de sign and build two highly successful, experimental 11 ~ ca noes, the JAY DEE of 1931 a nd the FLYING CLOUD of 1932 . The vessels we re e x per ime ntal in that they had square sterns instead of the traditional sharp stern, but because the strict rules of the Racing Association disallowed anything but the traditional sharp-sterned boats from competing in the more important races, the FLYING CLOUD was converted See Continuatio n She et No. 5 ""t::. f(. i..' l()O a r.;82) (. ~ I..:; '.r.~ 8 E1p 1'> 31 64 n f r f .;rt ic Group i-or hPS use on'y recciv d ChPsapeake Ray Sailing Log Canoe Fleet Co;1' inua ion s .~t 1~ ~ n 1Jmber 7 ge s GF -FP~l\ L DESCRIPTION ( continued) to a s1arp-slerned dLsign not lcng after ier building . 01 · vPr Duke, a .1aval archit..-Lt 1.o. 10 built log canoes in his spare time , fol Q\,ed exlrt-,mely Lraditional d~sign s ,nd ·rethods in the 4 CdllOPS of his that ha e survived - the :t\ODDY (1930) , Fm:EE s . (1930s), PATRICIA (1 942 ), and OLT\ER 'S GIFT (1947 ); the latter tco vess~ls are 'ss than 50 )r:ns old , but are i 0 .cluded in this '1GiTiinaticm because of their ~xc~pliona l signific~~ce in llp "f•Pnting the l ~ter 1h1se of the work of Oli\er Duke , recognized as a mc.stc-r c1rS,[;'l"'r ;:;nd tT;;fL':>ran of r1cing Jog ca'li)PS . Thus a re\iva l of int0T•ht ;n 1acing ~as followed by a reviva l of inter~~t in building racing canoes in tl e .-1.ri.~ r of the ,,ell-k.10;..n builders of the past. \,'hen int Prest in racing r~ ived •gain in the late 1960s, a second building re\iva l fol O'..,,..-d - with each of the H w 11i ldf rs clearly inspired by designs of the pas t and self-consciously attc pting to rr(ate cn1oes according to tradition~l ~ethod s r in Wooden Boat, Ch esapeake~ Magazine , and Soundings . The photo 6 raphs and survey data were gathered in the summer and fall of 1983, and the spring and surruner of 1984. Dr. Hayward the n coordinated the survey material with historical data available a t the Maritime Museum, and working with Anne Wi tty, prepared the survey forms attached . Because only 21 sailing log canoes survive out of a fleet that once ntmbered in the thousands, and because these canoes are the only active representatives of a vessel type that dates to the earliest days of Maryland's history, it was decided to include all of the sailing log canoes identified in the Chesapeake region in the survey. Despite the fact that several of the canoes were built in recent years, they were included in the survey becau se of the overall importance and rarity of the vessel type , and because they represent the continuation of important regional traditions in form, construction and use . 8. Significance • • Thematic Group Period Areas of Significance-Check and justify below __ prehistoric __ archeology-prehistoric __ community planning __ landscape architecture __ religion _ 1400-1499 __ archeology-historic __ conservation __ law __ science _ 1500-1599 __ agriculture _x_ economics __ literature __ sculpture _ 1600-1699 __ architecture __ education __ military _x_ social/ _ 1700-1799 __ art _x_ engineering __ music humanitarian _x_ 1800-1899 _x_ commerce .-JC: exploration/settlement __ philosophy __ theater _x_ 1900- __ communications __ industry __ politics/government _K_ transportation __ invention __ other (specify) Specific dates 1882-1947 Builder/ Architect various Statement of Significance (in one paragraph) SIGNIFICANCE SUMMARY: The · sailing log canoes of the Chesapeake Bay are significant as a group because they are the last active representatives of the oldest indigenous vessel type on the bay - the working log canoe - which was developed in the 17th century by early European settlers from the aboriginal dugout canoe. They are also significant as a group because they carry on a tradition of racing on the Eastern Shore of Maryland that has existed since the 1840s and which has, in itself, ensured the survival of this rare and distinctive vessel type. Although no longer used for oystering, the surviving log canoes are important as the only sailing representatives of the vessel type that was once the mainstay of the Chesapeake oyster fishery at a time when that industry was the largest of its kind in the country. In the peak years of the Bay oyster fisheries (the 1880s) some 6300 log canoes were used in the region to tong for oysters. Later, with the invention of the gasoline engine, the log canoe became the first commercial power boat on the Bay, with an engine installed in the old log hulls and the sails removed. In terms of marine architecture, the sailing log canoes are of great significance as the only active examples of a type of vessel that shows a unique method of construction indigenous to the Bay region, and which has basically changed little over the past 350 years. Culturally, the Chesapeake Bay log canoes are significant for the central role they have played in the lives of Maryland ' s watermen, enabling generations of watermen who could not afford a larger vessel to earn a living with a log canoe and a pair of hand tongs. And as members of today's racing fleet, they carry on an important local tradition that began with the working watermen in the 1840s and has continued as a self-conscious appreciation and perpetuation of Eastern Shore traditions. / For History and Supporting documentation, see Continuation Sheet No. 6 .. ,.... ' 1m.: -""': B r: => l ... 1 84 'i ,. . ~ .. r Thematic C:ruup e a r c ived ·_ e ntered Chesapea eBa y Sailing Log Canoe FlPet I.em m 1 ~r 8 ge 6 HISTORY A..1\D SUPPORT : The C 1 •s; r~~ e Bay Jog canoe is the oldl st i'ldigc'lous \.essel ty-e on t e ~3 y , hdving }~en ~]apte d b y the first European settl ers from the aboriginal dug0ut canoe . Csed thrL1ghout the 17th and 18th centuries for trarsportation and har est-; 11g t 1e r ic.h aunty of the Bay, the Jog canoe r<>ally came i nto its , ,.-n as a vc~se l type with the growth of the Chesape3ke oyster industry in the IS h rentury . The C 1eS3"e"ke oystPr fi~1cry ates to the arly 1800s ~hc.n ~"'ss ]s from D,•l :1-.ct re, -:\L:'W .J ersey , Nt.w 'o k , 2nd 'E:w f'.ng <:.n d came to the 2rea to d. '&e for o;sll:'rS . ~p l et ion of the Bdy ' s nys t e r surplies a ppeared inevita ble dD d in 1820 the firs t conservation J~ s ~ere pasGed prohibiting dredging in ~ arylan d water s . Tirlse 1 1w s rt>strjcted the hn-vesting of o 'St<> rs to hand tongers op1~rc1ti ng f1 om siral l vi::c-sel s ] ike og c.anoes . C E 'l.p <' 1d erisy to construct, , 1d a ble to be c per;:ited by one or two nen, the log L.1noe became the i'lost LOi:cr•o n vcs~Pl usPd Jn t 1e G} Ster fisheries . Tl1e 18?0 cc.nse r a tion laws proved unenforceable, especially after the es tab] i sl1r- ... nt of Thomas Kensett' s first -oyster cannery in Bal ti more in 1828 . Kensett h"d be -n H'or•ied the first American patent for his proces s to " pr .- i-ve anhnal, ,,egetqhle , <>n d ot11er perjshabJe goo See Continuation Sheet No . 7 .. ~ r n 1 '\i:; .• c V.fl ' '"0 ... , 18 1-~ I ''P - ·31 84 - .. t of t · r 'Ihf;!ma tic Group ..... 'ce Fer PS r c_ d ca·~ en ered Chesapeake Bay Sailing Log Canoe Fl eet J3fion s1eet l'e n, 11 ber _____ age r,o,:· 8 7 HISTORY ,'\1';1) SUPPORT ( continued) The fact that dredging beca~e legal in 1865 did rot dim the popularity of the log canoe a s a n oystering essel and by the 1880s snrne 6300 were ~orking in Bay waters with another 175 bejng added to the f l eet ;:,,,ilua11y . \,11erPas the l arge vessels used in the dr d g ing fltet ~2re su>ject lo t~e vicissitudes of the annual fluctuations in uyster pd rrs "no t e c:;i?e of t 1e e;:,t rh , the log c;rnoes coul d survive hard t, 'c s br,r.-use tL~y ti->C:1Ji1~ d ljttle ·i a""l...-·t-·'nt and up-ket-p . More i nportantly, beccL;e t. 1e:y djd not .i.nvol ve a 1-:iq;e capital invest....,t:nt , the log canoes enable d tbe pn01 er resi '"nt s of 1 be F>1y r•'t;)un lo share in the b0unty of the growing oyster industry . It is pr0, db ly _ot a cojnc:idence that ma ny period illustrations and photogrFphs from the J 1te 19th century show bla ck water~en tonging from log canoes . Th,, ·>dvent of the gasoli ne engine actually help C' d save the Jog canoe as a ves~el t}pe , because it kept them economjcally viable . In fact , the log ccnocs b•"Cdrne the f:irst po ..;i er boats on the Bay b ecause the log hulls were easily con""l.erted to pn~e r by filling in the Lenterboard slot and drilling a hole through the str~1 n for the 11opellor shaft . Equipped iv:ith engines , the old l .,g c1n1 e s continued to be usPd for to~ging for cystGrs I eng after the J ;:,rge sailing d redgebuats - the bi..geyes , s l o,-.p s , c;c11ucners , pungjcs - h d disapp"'<".lred. The working wa termen first b egan to race the ir canoes in the 1840s , with organized race s held annually a t St. Michaels . The competition became so fierce that soon builders were designing canoes espPcia1ly for racing , with l:i ghter, thinner , narrower hulls and larger sail arGa s. The inhe rent instability of the canoes b ecame mo re pronounced with these changes, but some local builder d~v:ised an ingenious method of keeping the tender craft upright - 12' to 15'-long planks called " spring boards" or "hiking boards" which extended out over the weather gunwale with the inner end placed under the lee washboard. Several men sitting on the outer ends of these boards acted as counterbalances to the weight and force of the sail area aloft . After a brief hiatus during the Civil War years , log canoe racing began in earnest again in the 1870s, with competition being organized by the Chesapeake Bay Yacht Club after 1885. This was the era of some of the most famous canoes ever built - by men like Charles Tarr, James Lowery, Robert Lambdin, and William Sidney Covington - canoes that created standards of excellence for the sport . With the advent of the gasoline engine and power boating, interest in racing log canoes waned in the early years of the 20th century and tho ugh attempts were made to revive interest in 1910 and again in 1921, they were unsuccessful . Finally, in 1924 log c anoe racing began again in earnest under the sponsorship of the newly formed Miles River Yacht Club and in 1933 the Chesapeake Bay Log Canoe Association was organized to foster and d e velop the sport . The Association adopted a formal code of racing rules and restrictions intended to both preserve See Continuation Sheet No . 8 .. .,, 1- a r 2) r ~ P '"\) -., 4 e r T . r•r. a t i c C r .J p for P.; ., c 't rec... ived c:> e en~ered Chesapeake Bay Sailing Log Canoe Fleet .; 'ion she-et Item nurn ar 8 ge 8 HISH·RY A.m Slil'PORT (rant in .1ed ) the Lraditl.:.ns oft I(' sport and the ancient form of the ..,roes . The revival of interest in racing the canoes in the late 1920s and early 1930s Jed to a revi\al of int~rest in building canoes according to traditioral methods and several were a ded to the fleet in these ) Pd rs , ,,,ost of 1>-hich ~urvive today . The C'lnoco s corpete in a series of ar..r.u;,l riiccs !Je]d 1 rider t 1e fhe Cli..sapea1,e Bay log canoe only cont inues to exist as a saiJ ing vessel ~.c use of the activities of the Chesapeake Bay Log Canoe Association and the C<"l'ltir,u ' ng i..raditinn of racing on the E:::stc.rn Shore of :·~1ryland· . It is uot too st1·011g a stalt.. 0nt to sugd,,S t ti1at if the Milc.s R.her YaL'it Club :id t '1f ·n founred jn 1924 c-,nd revj\d'=d t e 1 op1·· ar 1og canoe ri:lc. ... s , the only l <~n..,es t ''lt ~oul d survive today are those in de1Plict condition in the several Bay-area museum collections . And yet , instead, the tradition of racing has perpPLuated a vessel type that has its roots deep in Ch~sapeake history , even though that vessel type i s no longer eco11omi ca lly 'j able . If, however , the ElilAl l group of racing afjcionados who support and · intain the curu::nt fleet of sailing log canoes dwindle or lose jnt erest in the sport , the traditional Chesapeake Bay sailing log canoe will cease to exist . The group of Chesapeake Bay log canoes is significant in terms of the following areas : Commerce - Since the 17th century the log canoe has played an important role in the Chesapeake fisheries, serving as a general fishing and crabbing vessel , but more importantly , as the ma jor vessel used by oyster tongers in the 19th and e arly 20th centuries . Additionally, outfitted with gasoline engines , the log canoes b ecame the first power boats to be used commercially on the Bay . Economics - As a cheap and easy-to-construct vessel , the log canoe has a lways played an important role in the Ch esapeake economy by providing a means of earning a living for the ordinary watermen ~ho coul d not afford a larger vessel, but yet wanted to retain an independen t lifestyle. Because so many log canoes were a part of the Chesapeake oyster fisheries in the latter part of the 19th century, the contribution they made to the large See Continuation Sheet No . 9 ,""":. • ..._.,a '. [ • p lO ·:i· 34 . .. J '"a·e e r T , . al ark ._ ice ror r <> e ·v d d •e cn'(.t .d Chesapeake Bay Sailing Log Canoe Fleet '"".r ~ 1 inu3!ion s eet l'em nur .ber 8 Page 1-lJsTORY AND SUPPORT ( continued) iar~~sts of those y2ars is considEr3ble . Hi~torically , the O)st0r i~~u~t r y bas been important to the economy of the state and articuldrly the Bay region for well over a century . Related i ndustd e s such as .canning a·1d can ~1king , label-1 18.king, and the fert]lil.er i,1dustry are a djrect Hsul t o f the prominence of the oyster fisl1,,ries in l'_,_ryl Engin'cri11g/teclnology -As .:Ya'Tp}es of a Joc~l, 1Pgi. 1"1 j u1.rltiun in mari'le archit0ct11re, originally 1'!Priv.=>d f rom the aburjgi .al ,1, t)\Jt c 1oe and ctdapted by loc8.l w~termen to l ·rir nEeds for a fishi1g t~d oyster tonging \"'':SPl , the Ch::sapeake Bo.y log canoes are particularly importdnt as survivors of a unique , indigenous vessel type that is o er 300 years old . Exploration/settlement - The earliest log canoes were used by the first European settlers for ~x ploration in the Bay area . Social - As the Jest survivi~g sai li ng Jog r2noes in the E3y rcsion , the vessels serve as a Jink to the p3st <-ra of the c;sti:-r fi.1.erit->s ..,nd Lo 11e ·.... atermen's live s. The tradition of rc.cing rarried on tLday is a t.elf conscious application and perpetnah o n of long-es ta bl isl12d traditions and life-styles of Maryland 's ~atermen . Transportation - BPcause of the f;i.ugrc.phy of the Chtsar ake Bay , "7ith its thousands of mi ] e s of shoreline , all local r iaft have always played a n i~portant role in local transportation. Because it was so easily and cheaply constructed, the log canoe served as one of the major local transportation methods during the 17th through 19th centuries. Two of the vessels included in the nominated group are l ess than 50 years old : PATRICIA (1942) and OLIVER'S GIFT (1947) . These canoes are incl uded in the nomination however because of their exceptional significance in representing the later phase of the work of Oliver Duke, a recognized master designer and craftsman of log canoes . The two later vessels are similar in design and construction to two other surviving Duke canoes which were constructed in the early 1930s, the NODDY and EDMEE S., also included in the nominated group . Three new canoes were added to the racing fleet in the 1970s, heralding what may be a second revival of interest in log canoe racing; however, as insufficient time has passed to deterw 'ne their significance, these most-recent canoes are excluded from the nominal d group . ~ -~. n-1 io o:. o.a 0 B 'lo ·s - '12) E1p 10-31-84 .• f e .a r Thc·r ·H i c G1 L up .-.H SU~ ly Chesape8ke Bay Sailing Tog 7 and ] 0 rage 10 l'he 'o)lov;ing ri•SOl1rcr.!S are included in this lhematic group r1, iu>tion: r-~98 Billie P. Rall (1903 r-499 Edmee s. (ex-CLcelia y-,e) (c;rly 1930s) T-501 Flying C oud (1932) T-502 IsJand Bird (1882 ) T-.)03 Island s occ::om (1892) T-504 Island Lark (1901) T- 505 Jay Dee (1931 ) T-506 ~1agi c (13 94 ) T-507 NL idy (1930) [ -"-.08 Pc•rsislt: 1c e (1890s ) < -- 09 'Rover (H 86 ) r-c; 1 o Sci I dy (J >te 19th century ) 'I-Sil s. c. Dobson (1895 ) 1(- Silv,.,r l-J;•el (1902) l'- r~~and T ."lge (1 R85 ) c. \-li 2 2 'yc::tery (1932) D-648 Patricia (19u2) AA-375 Oliver ' s GHt (194 7) 10. COUNTIE S COD E: Talbot 041 Dorchester 019 Kent 029 Anne Arundel 003 Queen Anne's 035 10 ..:.- a 0' !) ~...., ._( 8 [, r ,:> ""'. €4 3 f r f11 ~Jol.1 t JC Gr0 p k '"'' ic r PS use :y ft'C iv 'at.:: en ered Chesapeake Bay Sailing Log Canoe Fltet "i'1LJ'lt;on s eet Item num'- ,r 9 P:'19e 11 ~l\JOR BTBLIOG!\.APHJCAL 'R.n ERr:NCES : ------ Ba-._'r, 1·;11iam A. " The FJLs,0 rva1· ion of Ches1pP" .·e l'dy ':Jt,·n_1 ift ." Pqper presented at the ChPsHpeake Sailing Y~cht E, ?Ogium, · -, oJis , \)d., Lnuary 197 7. Beit7ell, E ~in~. life on the Potomac Ri ~P r. Pri.ately printPd, 1968 . Blair , Carvel Hall and Willets D}er Ans Pl. A Gui de lo fish n_g_ Boa~ L~ their Gear . 1968 . Chesapeak~~__,,__ :__ otes ;:rnd S'k.etd1es . c- · ri,'ge, ·ld .: Tiuewaler Publishers, 1970 . Bodine, A. Ac1brey . ChPs~:_p~.:ike 13~___.?nd Ti_dewater. Baltimore : Bodine and sso,i;1tes, 1954 . B0r.sal, J11k, "")ig r 1 1c:se C Br:~r}J,_y , \'c-nJPll P. J 11ey__!ive by the Wind : The Lore and Rowance of_ __!lle 1 st Sc'i!ing_ \'1. 'kl;oats . New York : Alfred A. Knopf, 1969 . Er«)', '.c.._ •"-rd . \.:' Bre"·inr,ton , ";iric0 n \/ . <:lwsapP_!lke Eay : A P~to_Ej al ''.a1~i_ti::ne_ H_istor~ . Cc"'llb ri c1 ge, ~Id . : Cornell Yaritime Press , 1953 . Ches;:ipcake Edy Bugeyes . N.3wport News, Va. : Vic-idners ' 1' useum , 1941. Chesapeake Bay Log Canoes, 2 vol. Newport News , Va .: Mariners' Museum, 1937 . Chesapeake Bay Log Canoes and Bugeyes . Cambridge , Md .: Cornell Maritime Press , 1963. "Chesapeake Sailmaking ," _Maryland Historical Magazine , 65 (1970), 138-148 . "The Sailmaker 's Gear," American Neptune (Oct . 1949), 278 . Brooks , William Reith. The Development and Protection of the Oyster in Maryland. Baltimore: Johns Hopkins , 1884. "Building A Ch esapeake Bay Log Canoe," Wooden Boat 6. Burgess, Robert H. Chesapeake Circle, Cambridge, Md .: Cornell Maritime Press , 1965 . Chesapeake Sailing Craft, Part I. Cambridge Md .: Tidewater Publishers , Inc. 1975. This Was Chesapeake Bay. Cambridge, Md .: Cornell Maritime Press, 1963 . Byron , Gilbert. St. Michaels : The Town That Fooled the British .... Easton, Md. : Easton Publishing Co., 1963 . Carey, George. A Faraway Time and Place: Lore of the Eastern Shore . 1971. See Continuation Sheet No . 12 ~ · QIJ:3 I~) 11 ....,.:, -..> •18 2) r.p io J1- &<1 0 r r Thr·r-atic Group r~ccived · tc entered Chesapeake Bay Sail ing Log Canoe Fleet C _ntinuation sheet ::.=;in r --· r her 9 Page 12 !'hryL~nd FoH.lore and Folklif10> , c~.~id g~ , "Md .: r;~ewate r Publishiers , 1970. C ~_~_g_g_ue of Shi£s and D1:: __~ndn_Q_s__§n d P1~_tograph__5-:___:__:Jli~t__9rj_£_ ~j__£an .:E-rchant Marine Survey . Srni t 1sonian Institution/U. S. NaU anal Nuseum . Washing~n , D. C.: G. P .O., 1937 . Cham erl in , GJoria , " Birth of Tenaccous , " ChP~e;ike "Ii"-_) '~~;:,0_zine , --~ugus t 1980 . Chapell e , Howard I. Arneri can Sailing_ Craft. Amer i can Smal l~qi1ing Cra_f_!_. ''ew York : W. W. . ~orto n, 1951. The Ba l tirnore Cl i~t:;.!:. · IfrJ oro , Pa .: Tre>n i tj on Press , 1935 . i=h_rsa_E_c~ke Ba_y__Cr;--bbj~g si;ff~ . St . Mirh;;Pls , Md .: Chesapeake Bay ?--1aritime Museum ( rL rint ed frC1m Y iChting , June & Oc t. 1943 ). " The MigraUons of an Amerjcan Boat Type . " ParPr 25, pp . 133-154 , from Contributions_ ~ jffi __0e_ Huse:u~ ~ His__!__~n~ __'!:_~ chnology_, U. S . National Museum Bulletin 228 . Washington, D. C.: Srnith..,onjan Jnstit>1ti,1n , 196 1. The Second National Watercraf t Coll e c t ion . Smilhsonjan Institution , Washington, D. C.: 1976 . 1iotes_on _ghes~eake _Bay _§k_ipj__?~ks . St . Michaels, Nd . : Chesape::ike Bay :Maritime :Museum . (reprint of 1944 American Neptune a r t i c l e , with new introduc tion by R. J . Holt). "V - Bot t om Fishing Launches ," Boa t, July 1954 . Ch3pr.ian, S. Vannort . " The Chesapeake Bay Log Canoe of t he East ern Shore of Mary l an d ~" Maryl and Historical Sodety , manuscript, Bal t i more 1940 . Cutler , Carl . Greyhounds of the Sea . New York : G. P . Putnam Sons, 1930. deGast, Robert. The Oystermen of the Ch esapeake . Camden, Me .: International Marine Publishing, 1970. We stern Wind , Eastern Shore . Ba ltimore : J ohns Hopkins , 1975. Earle, Swepson. Th e Ch esapeake Bay Country. 3r d e d. Baltimore: Thomen- El l is, 1929. Gibbon, Boyd. Wye Isl and , Baltimore: Johns Hopkins , 19 73 . Gibson , R. Hamm ond . East ern Shore : Ch ips and Shavi ngs . St . Mi ch aels , Md . Chesapeake Bay Maritime Mus eum, 1970. Gil l me r, Thoma s C. Chesapeake Bay Sloops. St. Mi chaels , Md.: Chesapeake Bay Maritime Museum , 1982 . Se e Continuation Sheet No . 13 N,.,S Form 10 ~· • "'<> 1 I " ·Cl' 8 \H2) Cr;> 1C 'll ·84 ~ s "c · r flw .. it i c l.rc up ?ti . al Park rvice For NPS '' i'y rc.:;elv.,d date cn'ered Chesapeake Bay Sailing Log Canoe Fleet r ·iri lte;-n n· •., ber 9 '"~ JCR '1 BL I UCRAP1H CAL (continued) \•:l~r1.·_i ,1p. \·? 1to_rc ra_f t : A_ Surve1._9f Survi':_i_ng_ I;:o1~a1 Roats of .\rr.t•rica .'."nd Furop~ . C· (h·n , ~re .: International 1':arine Publishing , 1972 . r;oode , Ceorge B1 m·.n . The Fisheries and Fishery Industries of the United States . 1 '.~hington, D. C.: G. P.O., 1887 . Gorsuch , Robert AJlan . Folk TnH.itjon in ~'c>nt Coun_!.y, '-'r,_1y_}_and : A CollPction of Folk Lite1ature . 1973 . Governor ' s Conferen ~e on ChPsaic.ake f<.y , C";.iri>nf;tvwn, '·ld ., J068 . T'roc, ed i nB~ · Annapolis : Technical Publicatit PS rep;:i1 t..i1ent , i·:, ::.ting 1.:>use Oc a n Research & Fnginee1ing CLnter , 1968 . GrC>enhi.11 , "sil. -'-ri ·1~nln_Qy of the f,(.at : _A_nd.J Tntr 'Jcto1y Stud_y_ . Middl(t J.,"'Tl, r rn .: \•:t•-=:lL_"..lTI l:ni\'C'lSity Press , 1976 . Gutl1orn, p, t ·r . 'l'he Sea Bri_f'ht _Skifi._a_nd Other Shor_e Boa~ . New Brunsi..'irk , K.J.: Rutg~1 s Cr "v ersity Press , 1971. Hall , Chd<'(,hc~r . "Rec.,todng a Working Skipjack, 11 1.JoodenBoa t 35 . (STA lEY • 'u!<~·'A1 1 ) . "1!:~11 , Henry . "Rt 1)ort on the ShijJ-Bunding I1Just1·y of the Urijted St.tPc; ," jn Je_!lth Census of the Uniu·d States : 1880. \·:asliinglon , D.C .: G . P.O . , 1884 . See Vol . 8, part 4, 1-276 . Tngersoll , Ernest. Jh~ Bi S_!.ory and Present ~ondition of_ the FishPry Tndustries : The Oyster Indust~ . \\'Jshjngrnn, D. C.: G.P.O., 1881. KP1 log,g , James L . Shell-Fish Indu_stri es . New York : Henry Holt & Co. , 1910. K1:: 1.ner , Charles. The Edna E. Loclavood . St . Michaels , Md .: Ch esapeake Bay Maritime Museum, 1979 . i.:.-ic;hic;s , John . Q)'.ste1ing from New York t o Boston . Middletown, Conn . : l·:E.sleyan University Press, 1974 . Lang , Varley , Follow the Water . Winston-Salem , N.C.: John F . Blair, 1961 . Line , Lila, "Rebirth of a Log Canoe : Flying Cloud Cornes Home," Chesapeake Bay Magazine, 1979 . Lipson, Alice J. Chesapeake Bay in Maryland . Baltimore : Johns Hopkins , 1973 . Melzer, Michael . The World of the Small Commercial Fisherman - Their Lives and Their Boats . New York: Dover Publications, 1980 . · Nichol, A. J . The Oyster-Packing Industry of Baltimore: Its History and Current Problems . So lomons, Md . : Chesapeake Biological Lab., 1937 . The Oysterman and the Fisherman . Hamp ton, Va .: The Oysterman Publishing Co., 1902-1916. Se e Continuation Sheet No . 14 ~~?SrJm'10'3':>0 • OMB ' lo - lR p-82) r rp ,,... ·31 84 f r fhP :ll i c r.1 p !=or PS SB 0 ly receiv d date en•ered Ch esapeake Bay Sa iling Lo g Canoe Fl ~e t C ' i u 1tion sl - t llr n nu1nber 9 Page 14 '.'AJOR B LBLTOC,R.APHJCAL RErTREl\:CES ( conbnued) 11 FP'L~r , Rand-=iJ l. " A Btmlhtildt•rs' Trade Sc 1no l, \·'" L' LnBoat 14. Peffer , ~. nda ll. Water~.n . Bal t imore : Johns Hopkjns , 1979. Quitme)er, Char les L. " The History o f t h e U.S. Oy ster Industry . " Unpublishl:"d r..,nl'script, n.d . " Rae ing Skipj acks in the Chesapeake," Vo_9~t:'nEo3 t_ 3. 11 " The r~marka b1 e survival o f t h e Chc.:>~r- ' dce B,ly (i, ,•c:r i"'c> , BoaLing_, 45 (May 1979), 70 . Sherwood, Arthur. Und•'!·stani ing_!_he \' ·:-..•C'ro e : A T..,v · n' s G1dde . c, nterville , Nd. : Tic1ev.·ater Publis ers, 1973. Sjel ing , Fn:d . ~aryldnd ' s C '" .2rdal r'i ' · 1g r.. ars , JI : The Oys_tP_!~ears . i='d1<-=>ticn;:i l SPrics No . 25 . Silt i s , Id .: St t e BoHr d of .'atural RcsourcPs , Dept . of Rc~~~rch ~nd ~ d ,. ;:; ti un , 1 9 "> 0 . Sinclair, Rayp·on d. The '.!:_jl~~rnap'.__s_ Tsl Find _Story l6lJ.:-..!J 54 . n.p., 1954 . Sucker, Harry V. Shpljfjp~-B~aJ-buil_~ing_ :_ The V-Rottom Boa t. 1'ew York: W. W. Norton, 1974. Su t ter, Richard E. , Thomas D. Corrig;m , and Pob~ rt H. •,.; 1hrman. Jhe C ~ ~rL:il_ FishiEE_and Seafood Pr oces~~- Ind·Jg1j_es oJ_ _!:.h_e_ Ch~ ·ap~ake Ba_y_Are~ . College Pa rk, Md . : University of Ma r y l a nd Agr i cultural Ex r>rimen t Stat i on, 1968 . Time- L j fe Library of Boating. The C aFsic Boat. (" fhe Sporting l\or ld of Log - - Canoes . " pp.156-165 . U.S. De pt . of the Interior, Fish and Wi]dlife Service, Bureau of Commercial Fishe rie s. "Commercial Fishing Ge ar of the United States . " Circular . o. 109 . Washing t on, D. C.: GPO., n.d . Vaughn, Roger. "Or Else You Get Wet," Na utical Qu a r terly 22 (Summer 19 83) . Vlach, John . The Afro-American Tradition in the Decorative Arts , (Ch . 6 , on boatbuilding , deals with log canoes and the African connection) . Warner, Willi a m. Beautiful Swimmers. Bo ston: Little, Brown & Co., 1976. We nnerstein , John , "The Almighty Oyster . " Oc eans, 13 (Ja n . -Feb. 1980) . The Oyster Wars of the Chesapeake Bay. Centreville , Md .: Tidewater Pub ., 1981. Whitehe ad, John Hurt III. The Watermen o f_ the _Ch esapeake Bay. Richmond : J ohn Whitehe ad, 1979 . (Pi c t o dal) . Wilson, Woodrow T. History of Crisfield . Baltimore : Gateway Pre ss, 1973 . Wistach , Paul. Tidewater Maryland . Centreville, Md.: Tid ewater Publishers, 1931 . Wo rks Prog ress Administration . The Histo ric_ Ame ri can .Me r ch a nt Ma rine Survey . De pt. of Transportation, . 1 a ti onal Mu se um of Ame rican History, Smithsoni a n Institution, Wa shington, D. C. ( a r chive). 9. Major Biblioge1Jhical References See Continuation Sheets No. 11, 12, 13 and 14. 1 o. Geographical Data Acreage of nominated property See individual inventory forms Quadrangle name ______Quadrangle scale ______UMT References ALL.JI I I I I I I I aw I...... _..,...... _,._.__I I I I I l I Zone Easting Northing Zone Easting Northing cl.i.J '~-----I l._._~._._- oLJJ I,____.___.._._ I __! ~' ~__._ __ ...... _ E Li_J I I .__I...... ~-- FLU I...... I __._~...... -'~I_.._...... --...-.-.. G Li_J I I !....__...... ~-- H LL._J I I Verbal boundary description and justification See individual inventory forms. List all states and counties for properties overlapping state or county boundaries state n/a code county See Continuation Sheet NgodlO state code county code 11. Form Prepared By name/tltle Mary Ellen Hayward, Curator Radcliffe Maritime Museum organization Maryland Historical Society date December 1984 street & number 201 West Monument Street telephone (301) 685-3 7 50 city or town Baltimore state Maryland 21201 12. State Historic Preservation Officer Certification The evaluated significance of this property within the state is: __!___ national __ state _ local As the designated State Historic Preservation Officer for the National Historic Preservation Act of 1966 (Public Law 8~ 665), I hereby nominate this property for inclusion in the National Register and certify that it has been evaluated according to the criteria and procedures set forth by the Heritage Conservation and Recreation Service. State Historic Preservation Officer signature ~/£11.{//te__ tltle STATE HISTORIC PRESERVATION OFFICER date I For HCRS UM only I hereby certify that this property Is Included In the National Register date I 1 1 Keeper of the National Register Attnt: ~ date Chief of Regl tratlon o. e 9 / • ;I'/ / /- T-503 C..\·H: .. s 11rPEAt£. St>.'/ '?fl.<11-l ~Lr (.-0&- (>f..JO 6-- f'.~e.,\ 'f:'12. . ISLAND BLOSSOM (MA~"{ \.-Al'--IDJ port side - under sail St. Michaels, Md. A.I;.,. Witty. 7 / 84 K- WSSAfG-A~ BA/ Sl~dL-IN&- 1-D h-- CAN o C. rl-f-..!S\ T, R . ISLAND IMAGE (MA~'-/ 1--1:..r-..JD) port side - bow Chestertown, Md. A.E. Witty 5 /84 ------ T-5 0 2 0 ...\ -6. S Pr'f ~A\~ e ~A 't '$ Al \...I /\J lY ~Db- c,.A.t--'~ FL-~ i=-1 '\, (<.. • ISLAND BIRD (.MA (L'( 1-A)'JOJ port side - bow ,· St . Michaels, Md. M.C. Wootton 7/84 ,.~ . ------ T-504 C-f·l·cSA-Pt=.P<\(. port side - stern St. Michaels, Md. M.C . Wootton 5/84 <:llf\z.o T-506 [,(..tt;4.,AfG-A~E. BAY 7~t..lt..Jb- \..0(:,.- Ql..µor:=:.. MAG IC ~ Tf<-· (MA-'2--i I-ANO J po1rt side :... stern St. M"1Cli~els', Md. M. C. Wootton 10/ 83 ------' ------~ ------ T-501 ~ £/t- f~~ BA? "i>~ l t-IN&- LO& CA.Noc F L-E..Er T (Z. . FLY ING CLOUD ( f'v. A R..( L.Ar-J D) port side - under sail St . Mi chaels, Md. A. E. Witty 7/84 I ,__... ___ _ T-501 ~~r\-f6~1::'.£ ~f SP..IL.tNlr \.-Ofr (Af\.)O"E- ~s£r •. fZ_, FLYING CLOUD U1\Af..~1.-Al\JO) port sid~ - bow Wittman.., Md. /'.. . M.C. Wootton 7/84 ------ a+~~ A- pGA-it-E. PiiAJ K- '71\i. l-\ rJ f9 l-06- LANDE Pl-~1 l. R..· MYS TERY Chestertown, Md. ('-AA(lYl..A~.q port side - under sail M.C. Wootton 7/83 D-648 D*E:--"bf\ ~'-( '7A-ll.-INC,.- \..O& CANOE. PATRICIA n,..e.p.i \. R' Cambridge, Md. lMA:~Y~r-Jo) port side M.C. Wootton 7/84 -· -- -~ ------ D-648 C.J\r:~P.~€P.~ ft>P.Lf '?A\ LllV<9- 1---0q CA.~£ PATRICIA PL-~\ T. (2... (MA~Y 1-A100) port side - unde~ sail St. Michaels, Md. A.E . Witty 7/84 r T-499 CH-f;:~!l-f'i;;f\~ 'BP.~ ~~ \,.[/\.l(,..- L-0&- (.A(\)DE- EDMEE S • rL-€-IZ-'\ \. R_ · S t. Michaels, MD ( ~A'2-~ 1.-A~D) starboard s:i)ie- M. C. Wootr- 1'1Don I 10 I 83 ~\I \ (.0 K- CH ~~Aff;A.~E- BR'/ 'SAi l-1 Nl:r l--Ol- LA.NOE. SILVER HEEL ~(,..6-G--1 T· ~, (MA?-( l.-Al\J D) port side - bow Chestertown, Md. M. C. lfootton 5/84 ff: \ z../ z.o ~A-f'OA~ 6P-"'/ T-498 '$Pil l-1 Nb- l-.c& CAtvbE. F" i..EE r BILLIE P · HALL \, ~ · l MA F-'f l-Al\JDJ .. starboard side - bow Oxford, Md. Wootton, 5/84 M. c. /" , M-375 Ll-\E.S/'.\t'E./\t:c 54.1 SP. l l-1 Nb- L--06.- 0L I VER' s GIFT CA.tvoi:;:. FUE..r .,--; fL ( MA~YWl.NP) s tarboard side - stern Davidsonville, Md. M. C. Wootton 5/84 ~i<4 l zo T-510 (..µ-E'.-~A rs..)).. K.E- 'f;>f> ...''j "$Ml-IN§- 1.-.D& ~f\....lOe._ ~I SANDY T· ~. \_MAP-YI-A.ND) port side - bow St. Michaels, Md . A.E. Witty~· J/84 ,,.,.. ' ------ T-508 Cl-h~:.~Afl~A~ fbP...Y 4?PIL-1Nb- L-O & CA 100€.. PL~C-1 r. ~. PERSI STENCE tf::ttA ~'( Lfl..(\)t>) starboard side - bow St . Michaels, Md. M. C. Wootton 5/84 T-509 LJ.t ~ s, p. P\?At.e 'P;;~ y <;MW r0b- l-D6- CAl\.)0£ ROVER Pi.--P.G-r T. e.. (_MA ~'1 1.-AND) I • " port side - H~w ' St. Michaef, Md. · M.C. Wootton 10/83 -tt 11 ( zo --·-·-- --- ~-- l-.\+E:~f~~ f!Jr.y T-507 9t\U-l t0&- \,-0&- (ANOS NODDY A..-~ '"\-: ~ · (_ lv\A ~'( J-ArvO) starboard side St. Michaels, Xd. M. C. Wootton 10/83 ____ ,, -----·- Ck+€5.Af/£At::-E iaA.Y T-511 ~~l 1..-11'}b- LOb- ~o £.. S.C. DOBSON Rr:e:r T · ~. lMA(L.y \Al'00) s~arboard sfde' - bow Oxford, ~d. . ·, M.C. Wo o tton 5/84 - - -~--- U-\ Es A PE'ti\ f:£ 'Bf'.'( T-505 Sp.\t..-IN(:,. l.Db- ~S rL-~c..1 1- ~ JAY DEE (_MA. f--'( 1.-Atv'C>) port side - stern Wittman, Md. M.C. Wootton 7/84 -...... J