Seaway: Asea 1oule 2. Anmiinawarerway {or ocean shipping 3. The headway of 2 ship 4 Arougn sea ‘Seaways encourages the sterlcal accuracy of shipmedelingand mart ume research. Irincuc 6 interesting and infor mative histories, plans, photographs, anddetalls Cofhistorc shipping, pot allandsteam, Seaveavs Is designed to be used ‘with other nautical jour- nals and ship model magazines. sim Raines Editor Yara Wilson Associate Editor Robert Wilson Design Doug Romney Design Consuitant Michelle Raines Circulation Joseph Lyon & ‘Associates Printer Scawavsis plished Simenthly by Taar Winds AMishing. Sob- scripions rats a as follows nada, $26, OFF Shore, 538. Sutseptio, Comopor™ mee, and advenising shold be PO. on 750% Salt ake Cay, UF 84127-9593 Copyright © 1989 by Four Winds Pring AU Right Resend JanuaryiFebruary, 1990 Volume 1, Number 1 On the Cover Lines of the Lady Washington Maritime Review 9 ‘Tracking the Sea Bird Alan D. Frazer 16 Baltimore Stepnen Heaver Jr. Building the Lady Washington Richard L. Miles 42 Butcher Boy Craig Arnold By the Wind 5 Tampa Bay Ship Model society Walker Roberts 14 Friends of Historic Ships Gene Barron SEAWAYS Journal of Maritime History and Research On the Ways 35 Colonial Ship Building Richard L. Miles Model Shipwright 52 The Marble Head ‘Schooner—Sir Edward Hawke. RC. Aller Seaways 58 Capt. Raynaud Richard L. Miles Departments 4 Editor's Note 60 Letters to the Editor 62 Shipwright’s CornerWe're off! ‘One year ago Yanuaty, 1080) | began the endeaver 10 publish Seaways magazine. Since then, a great number of people have contributed to make this and future issues a reality. in this first issue Of SAWAYs, youll find articles dealing in research, restoration, and construction of various types of vessels. Itry 10 give ample coverage to historic shipping both sail and steam, and when available, plans are included. Of course no single publication can cover all the information avaliable on the. subject. [have tried t0 focus on an area of maritime history and research ihat will serve as an additional source to your Current readings. At the end of most articles the name and address of the writer is listed for those who desire more information Feature antic fall under one of five headings: Marlilme Review—The plans, histories, and details of hisioric ships and cratt ‘on The Ways—this year—a sixpan sctics on Colonial Shipbuilding, Model Shlpwright— Features the research, plans, and details of finely built ship models. Seaways—Includes the writings and interviews of experienced maritime authorities, By The Wind—Covers various nautical history organizations, such as maritime muscums and Classic boat and ship model clubs. 1m thankful for hase of you who have subscribed 19 and adventised in Seaways, sight unseen. Im also grateful 10 those writers who have accepted less than “usual” pay in orcer £6 help launch, Seaways, Future plans include an “openended’ anicle, which is 10 say, those maritime subjects that do no’ fall under any heading, Le. Naval architecture, building materials, lofting. sail making, etc. ‘Seaways will also include more mode! shipwright articles and a QuestiorvAnswer column on full scale ship construction by noted shipwnghts. Write and let me know your needs as a maritime Ca tata Jim Raines, Editor PS. Please mention Seaways to our advertisers,By the Wind Tampa Bay Ship Model Society By Walker Roberts le ship modeling is alive and wet in For- idats Tampa Bay—roughly the ciies of Tampa, St. Petersburg and Clearwarer. At the cener of modeling activity is a ¢lub, the Tampa Bay Ship Model Seciety “The lub’ iocusis scale sail, All other mod: clers arewe'come—awo members work insicam, another prinanly modes tugs, andboats nbotes Show upnow and again-—bur general, the Cub only scems t0 attract those who prefer 10 re Search and build scale model sailing cratt and thet relaied small boats. “Those who do other forms of modeling do not appear to be attracted to the scale sai culture. Like most clubs, one mustsuspect,the-Tampa Ray Ship Mode! Society has had its ups and downs. "it was bom in 1973 and survived as a strong club until about 1985. During these 12- aid years itwas tun more or less by one parson acting as president and secretery 1h 1085, three of its members about all that were jeft—febuilt the club with the: democratic team as its new foundation. As the ciub now operates, no single person, if they lef, would damage ihectub’s viabilty, ahd ihe responstotity for the club's success fésts broadly on the memhership~on a half dozen persons at any given time. ‘Membership has steadily grown since 1985. curently, inere are 15 duespaying members thal can be expected 16 renew year afier year, and the bulk of these are very active modelers The size of the clas meetings has also #rown, ‘There is a seasonal ebb and flow, with summer meetings arracting twelve to titeén people ang wwinict meetings consistently drowing more than wenty. “Themeetinasare only moderately smuciured ‘The program chairman has the responsibility of having the equivalent of one good seminar for each mecings, On occasion, dhere will be wo oF three smaller sersinars on limited topics. A‘least January/February, 1990 ~ SEAWAYS: lie sf. Jack Kitzerow's Slogp 2 FIRE BRODRE was bult In 1794 9 Dermat. 44 feet on deck. It salled as a eargo crat for 150, the deck. The mastis of Pacitic yew, the deck o' loquat, and the remainder of the crat of agar half of each meeting istaken up witha round table, discussion of what each person has gotten ac- complished during the last monih, and i is not uncommon for questions to be raised or advice, sought al this time. Visitors are urged to tell the lub about thernselves. ‘The club is not pushy about dues. Many modelers come most of a year before deciding (being nudged?) 10 pay dues and join. Indeed, the S24.a year dues are payable in May, but prorated afier October, 60 it ism herd for the secreiary! treasurer to suggest that potential members join inFeoruary when dues would only be $6 (for the, March, April and May meetings) This dues policy encourages visitors and, especially during the winter, vistors are numer. ous. Ithasbeen found that. possibly, ten visitors. flow through for every new member that finally Joins and becomes an active modeler. ‘wuh'sucha flow necded, promoiton is essen- tial. The club's mectings arc listed in local daily newspapers, and there are periodic mailings toa list of about 30 nearby weeklies. ‘The clubs minutes are mailed to most hobby shops in the. area and fliers arc included, which hobby shops Can Stick in with mociel Kits, e1c ‘The only important society philosophy is t0 avoid model contests, Clubmembers shaw their models, but do not enter judged contests—ex- cept as individuals. 11 is felt that contests are divisive, partially because judging is so arbitrary. With Certain imponant exceptions, the club is home grown. Two fine modelers, Jack Kitzerow,and Bill Nagle, have retirecito Floriéa andbrought their skills with them, But, for the most part. members have been attracted to the hobby, and. to the social aspect of club membership, and have developed thelr skill, Almos’ all members have staned with kits ond found thern lacking — especially when compared with the accomplish- menis of other members, Indeed, at least half of the members are bulld- ing fully framed, scratch craft. Most Of the Club cuts and shapes iis own wood—more often than not local wood—and many members draw or redraw theit own plans. On the Sunday aftemoon that this was writ ten, several club members were available to De interviewedabouttheirhobby. Each approaches it differently Jack Kitzerow was a member of the Chicago Nautical Rescarch & Model Ship Society befare he retired 10 Florida n 1985. ‘The former graphic attist started modeling in the carly 1970's with kits, but soon moved to work in plank on frame. Jack is the cluo’s wood expert. He has long been drying and cutting his own ‘model wood, andin 1988 discovered loquator Japanese plumb, ‘which the club members (cel 10 be heequivalent to apple or pear but whiter, and approaches boxwood in character but is more flexible. Cur. rently, he is building the Stoop de FIRE BRODE, which he has redrawn from a book on Danish waicr craft. Jack is an expert photographer of models and has had several pictures ofhis work published nationally and intemationally. Bill Nagle came to Florida in 1986 from the Long Island Ship Mode! Soceety, where he had served as president, He moved 10 Spring Hil, about 40 miles north of Tampa, and not only attends all of our meetings, but started a Spring SEAWays: Hill club, the Suncoast Ship Model Society. ‘The veteran of 17 years of ship modeling recently finished the MEDIATOR, a 1/4 inch scale of the 1741 Chesapeake Bay bullt sloop. It was built at the request of the Mariner's Museum at Newpon News ands on display in its new wing, ‘Since his mantle has all of the models it can hold, he now builds most of his models as commissions, He is now building the LORD BYRON, a thieemasted barque commissioned bya Madison Avenue gallery for @ London client Ithasrequited extensive research, but since their areno plans for ihe LORD BYRONNeis redrawing OTAGO plans in his reconstruction. John Kelso is rather typical of the society's membciship, He (00K up modeling scale sal three years ago when he retited from the acto: space industry. He had been the chief scientist in Honeywells Annapolis ‘ab and had spent 14 years as vice president and director of research in electronic physics for IT in Columbia, Md, He describes himself as of the nitpicking school, fascinated with the detail in a mocel. He is building wo models of the BOUNTY. one a kit onwhich he gets any mistakes out of his sysiem belore he switches to work on the same craft in ruc scratch plank on fare. will be unpainied, using color contrasting woods, Emory Massman is a licensed seaman with years of experience as an officer on tugs. In his 2oyears ofmodeling he has built some scale sail, but he focuses mainly on miniature tugs and stcamboats. He likes 1:200 scale and smaller and wishes to build an ocean liner t0 1600. He is currenily working on two Rhine River freighters, and the CARROLL MORAN, a 100-00t tug, te first built after World War It with 1ulk-pllot house controls. Bl Nagle's Chesapeake Ray Sloop MEDIATOR, clea 1741 ow residing in Mariners suseum, Newpor News, Vigna 6 [Emory Massmans tain 1:87 scale, the 86-001 ug was bull during Ww and the exAtmy tug ST 701 January/February, 1990Sraways. - 7 Fred Hemingston retired in 1978 from his job as production manager of the Chicago Tribune and moved to Florida. He had been butlding models before retirement, and has worked his way from plastic. through solid hull, to plank on, bulkhead, and is now building plank on frame. His current project is the FALIFAX from Ha- fold Hahn's plans. He says hie is committed to 17th and 18th century sailing caf. Latty Pritz. is one of the rapidly developing stars of the club, His real model building com: menced when he joined the society about 18 months ago. He Was $00n building a plank on frame PERMAQUID friendship sloop which was greatly admired. Heisnow building the HANNAH, in 1/8 ineh scale and the CHALEUR IN 3/16 inch scale from Habn’s plans. Both are tully framedon a bullding board, in maple, chemy, magnolia and ear. Larty retired asa foremanin an Ohio rubber plant and came 10 Florida in 1076. Ray Dillon, like Massman, is another salt who brings his teal life experience to bear for dub members, He has served as a rigger on ine UNICORN, YOUNG AMERICA, WAVERTREE, VICTORY CHIMES andothers, having sailed as 3 bosun and before the mast between 1978 and 1985, He is building the brig, MARIE SOPHIE, fully framed to 1/4 inch scale against Underhill plans. The rigging plans co not meet his criical specif. cations, and he repos 10 be “working out the details.” He has modeled seriously since 1953. He ‘The25ioo: slenciship Soop was Dulin ernen 1. aN January/February, 1990 recently gave a club seminar on using the Anker laiheand duplicating equipment to cut stanchions, Robert Sigles, compirolicr for a local trucking, firm, is the club president, Two yeats ago he bought a kit andjoined the society. His ten years of reading and researching sailing ships sufi ciently educatedhim as to what he shouldexpect famodelthat he soon put inc kit]back into its box and bought Hahn's plans for the Hannah, He is now building a fully framed HANNAH. 1/4 inch scale, on a building board. He hes ‘The MAREE SOPHIRISa I/tinch scaleof me 126%00 German bre bultin 1879, Hulltby Ray Dilon, the nul sully frerned, ‘and serach bull trom Unoth pton., {// [Bit Lada plankon bulkhead kc mode! othe tuna fshermanSrEAWAYS bought thenecessary saws 10 cut his own planks and othenwise works jotally from scratch. Bill Ladd has been in Fiorica 30 years—a native by local standarcs—moving down from, Long island Sound, He has now retired, having worked a career as a computer programmer for IBM and General Telephone. Bill has been modeling since 1985 when he began bullding kis. He Is Currently working on a Latina kit of the schooner SWIFT but observed that kits still require that "youuse some creativity" to overcome their limits. He Is going tO seriously consider scratch building his next model, and is contemplating, whether he should go all the way to plank on frame. Walker Robens, along with Ray billon and Jack Kitzerow, rebuilt the society in 1985, and he has been secictaryarcasurer each year since inet time. Consisiont with his career in journalism, Robertsis fascinated hy history, especially that of the American schooner 1g, Hehas built numerousmodels, mostly scraich, and many plank on reme. He dreams of wrting, books about the fourmested schooner and the fourmasted barque. He also dreams of building a scries of schooners, 18 inch scale, which re- fect the evolution of the cratt “The Tampa Bay ship Model Society atits Sepiember meeting. From he tt ‘Aplonicon ame ik madol of he FAIR AMERICAN by Coons Mourer, ‘The FAIR AMERICAN is a 1780 Revolutionary Wat bug of 16 guns. Lengh of deckis €8 feet, siting, are BILNagle, Ray Dilon Larry Fritz, Bob ‘Sigor the Prasicont, Walker Roberts, Fred Honingsion. Standing ftom nl are Jack Kizor0w, Harold Jensen, Ted Sealey (9 _gUesp, Joe Shuman, Joka Kelso, fll Ladd, Emory Massman, ond George Meurer, The finished models from | Ktzezow's de FIRE BRODRE, and Lads's MARE NOSTIUM, LORD BYRON, Meuiers FAIR AMERICY cf ate Nage’s In treme are brit CIIALEUR in 3416 scale and his HIANRAM in 14-scul6 and Sigie's HANNALn Linch Seale 8 January/February, 1990Maritime Review Tracking The Sea Bird: Some Random Thoughts on Research, Focused on a Commuter Steamboat By Alan D. Frazer Research is a way of Ife for many ship mod ers. Probably most who havegonebeyonaihe Kitstage—ond some who ave stil here —recog nize that additional facts and knowledge will mekea teal difference in the accuracy and quelity of ther models. This is basic research, an intor mation gathering process in which the modeler Seeksallthe solid cata available, within hisorner limits of time, effort anc Cost, on a panticular ship, Oneboo or anicie may satisty the thitst, oritma 4 deeply Into newspapers and Unpublished materials, known coleciively as primary sources,” such as original plans end specifications, (ox Books, business correspondence and dairies, ‘The Modeler may De interested only in specilic Gowils of the vessel's conseuction and appear ance, but these sources may incidentally—or accidentally!—also teach much about her history and what she accompished. ‘Ata sccondicvel, andif dexzils onthe specific vessel are still elusive, the research broadens into materials on similar craft. If,forinstance, you are modeling a beamengined sicamboat’ and ‘can find nothing on the engine ©: yout chosen vessel, youmay find useul facs or drawings on another engine of similar size and perod.. For such substitutions t0 be valid, the researcher must know the limis within which technology would be shared. in general, vesse's of similar sizeandiype, rom the same region and the same era, ray havehad much in common; even more so f they were from thesame designer, bulkier or owner Bul you cant, for example, use te Saul plan of the Coast Guare's EAGLE 10 model a ship of the Spanish Atmadat ‘The modeler who gets into wider aspects of ‘inesubject, her work and hertimes, isonihe way 10 being hooked on serious research; he may even become a research junkie! At that point he 's likely to spend more tirne on the research tha onthemodel; he may never build another model, or even fist this one. BUthe is ikely tobecome an expen on the vessel and why she was bull, the people who buik and owned and sailed her. theplaces andirades (or races or baitles)in which January/February, 1090 she salled, the technicalities of design. construc: tion and scamanship which she embodied, and maybe the broad history of her place and time. Within reason, there Is much 10 be said for this. Aman called me recently, seeking amap as background fora model of the clipper SEA WITCH, He had done his research, he said, and knew the. history of the ship and her 1ecord passages trom New York to San Francisco and on to China, and three trios home from Canton to New York in 82 days or less! AS we talked about the map he needed 10 plot her voyages, he Mentioned that it had 10 cover North America and the Paeilic, and as far south as Panama. Panama?! ‘The poor fellow may have built a fine model, but cleatly he. had stopped too soon with hisreséarch! Lacking the context that there was no Panama Canal in her lifetime, he can have no feeling at all for what she did, the life of a Cape Hom ship and hermen, orthe extra tens of thousands of miles that had to De covered in’ those record passages, And almost surely he was unaware that sailing ships. movedinot in direc lines but following vast circu. lar pattems of wind and currents. ‘The wind wes. frec, but they had to go where it blew, and that meant even more miles. From New York 1oward the Pacific, for in. stance, they didnot head straight for the bulge of Brazil, ‘but curved eastward across the North Allantic 10 the area of he Azores, Cananes and Cape Verde Islands, near Portugal and the West Coast of Africa, and then toward Brazil to pick uo the counterclockwise flaws in the South Atlantic which wouldiake them 10 ether Cape Hom orthe Cape of Good Hope. And perhaps SEA WITCH went out from New York 10 anion at times via Good Hope andthe indian Ocean, returning with the westerlies across the Pactlic Via Cape Hom? Ifo, this man’s need was for a map of ihe world! So f you care at all what your model repre- sents and want some knowlecge of how the vessel worked in its world, | would urge some of this broader research. It doesnt have tobe much; one well-chosen book may suffice andwill proba: bly help you to understand and appreciate the detaiis of the vessel as you ind them elsewhere. Others may disagree, but I think the best singleSEAWAYS: - ‘Kaurey decorates SEA BIRD'S fore deck as she plows New ‘York Harbor soon afer ner 1894 rebuliang, (Pnowograph courtesy of The Marirars! Museum, Newpert News, Vega) work for global material on sailing ships is Alan Villiers’ The Way of a Ship (New York, Scribner’, 1953), For stcamboals on the Westem Rivers (Mississippiand its tibutarics), none is better than Mark Twain's Lye on the Mississipoi, and for steamers on Easiem waters, Ralph Nading Hill's The Voyages of Brian Seaworthy (Montpelier, Vermont Life Magazine and The Vermont Histor cal Society, 1071) is not bad despite Its juvenile melodrama. all of these writers had “been there" and knew what they were talking about. That doesnt guarantee accuracy or truth, but it sure helps. Perhaps it's no coincidencethat woof my three volumes are autographed. with personal inscriptions (No, Inever met Mark Twain), but an autographed first edition gives no edge lor re- search, With those generalities on research purposes and philosophy, let's consider some details of a project | undenook years ago, Ihold it up, notas: @ model, but 10 illustrate some resources end where they can lead. And you probably dont want 1 mode! the SEA BIRD, much less repeat my research, so Iil alk more of the process than of the results, first ‘met the stcarnboat SEA BIRD in a 1966 book, Steamboat to the Shore, by George Moss (Rumson, New Jersey, Jervey Close Press). My, she was pretty: asmail. Victorian, beam-engined side-whecler with omatc wheel fans, gazcbo-lIke pilot house, tall stack and lots of fying flags. She Fan for 60 years on the same route. net merely an excursion boat but part of the transportation system between New York City and the reson and farm towns on the Navesink and Shrewsbury Rivers In New Jersey, including my birthplace at Highlands. 1 tumed oul that myparents had both known her belore they knew each other. Win Jusi those few photogiaphs and farnily sentiment, Itucked her away as the subject for a 10 yery pretty model, of atyperarelymade. tlooked. for her casually, and picked the brains of know!- edgeable steamboat pcopie, about where plans might be found. A decade passed and I hed. gained a few photographs, inciucing just one. from ‘The Mariners Museum in Newport News, Virginia, There, eventually, | leamed an impor- tanticsson, Arihat time, if you looked up a ships. name in the Museum's Card catalog, it listed only, the photographs inthe main files. What tooktime. to leam was that some imporant collections were Kept togetner, just as they had come to the. Muscum and not cataloged! And | hadn't asked. ‘The only way to access all SEA BIRD images, or those of any other vessel, was to get into those collections, with the help of the archivists, and dig. We eventually mined nearly thity SEA BIRD views there, counting a few duplicates. While those collections at The Mariners Museum are ow well cataloged, similar situations prevail elsewhere, While always hunting for plans.t continued gathering photographs wherever [couldfind ther Other sources were The New Jerscy Historical Society, Siamship Historical Society Collection at the University of Baltimore Library (Balirmore, Maryland), Monmouth County Historical Associa. tion (vertical file of "Steamboats’ and the John Mis Collection), Red Bank Public Library, New ‘York Historical Society (vertical file of “Steam: boats" and the Murdoch Collection), Peabody ‘Museum of Salem (Massachusens). and at least seven private collections. All sources are in New Jersey exceptasothenvise shown, andaddresses may be found in librery or museum directories, available at most public libraries To generalize this experience with respect t0 other vessels, sources worth checking are: ‘the National Archives; the Smithsonian instkutions Divisions of Transportation and Naval History: major maritime museums of national or intema- tional scope, such as Mariners, Mystic Seapon, Peabooy, and San Francisco; regional, local, of specialized maritime museums and collections relevant to your own subject, like Dossin Great Lakes Museum, Gieat Lakes Historical Society, Manitowoc Maritime Museum, the HowardSteam: boat Muscum, New Bedford and Kendall Whaling, Museums, Thousand Islands Shipyard and Aci rondack Museum (especially 00d for small craft, as the Matiner’s Museum also now is for Chris. Crafl and Hacker motomoats); state, regional or local museurns, libraries and historical societies. We cant list them all. but you get the idea and should be able 1o come up with your own list of repositories pertinent to your projéct. While youTe att, askalso about plens, specifications, models, paintings and drawings. And try 10 have them include any dates or other Inscriptions from the backs of eny photographs that tum up. ‘These may give you Valuable information or lea you to other sources. January/February, 1990Collections and accessibility will vary greatly. but try any source that might have a connection with what you want. You never know where youll find something important. A lule muscu or library may have a fine assonment of images, especially "your ship happened to be apopular local fixture forycats, as the SEA BIRD wasin her comer of New Jersey. Be very specific about what you want, but keep your requests simple and reasonable: nothing gives curators. archi. vists or librarians more belly laughs than 1cquests that verge on ‘send me everything you have on, ships." ‘That is So simple that its downright silly, butit's not reaconable! Sadly, institutions do not usually have adequate staff to conduct extensive research for you. ‘They may only be able to give you general replics as to whelher they have anything, but unableto search large collections 10 lind every available image. Rescarch is easier if you pick subjects where repositories are conven- ienily close foryouto visit, perhaps repeatcaly or for exiended periods. However, my SEA BIRD, experience shows thar collections relating to a ‘local’ subject are sometimes found far trom that locality When you teach a cetaln critical mass, you can analyze a photo collection 10 determine changes made over the ship's lifetime, or th sequence of the photographs and changes. Thus you Can perhaps pin down variaiions irom the plans jif youhave plans) and determine paricular derails that were present at the period you wish to model. Iwas able to find that SEA BIRD was heavily overhauled in the Fall of 1894, and 10 fix anumize: ofimages at or soon alter that time. She apparently never looked prettier, and that wasihe petiod 1 resolved to model.’ Conversely, by comparing these with other photographs, 1 was able to idcniify details thai were gone by then, or did appear untillater. For instance, | could date one scene as being beiween 1891, and her wheel fans and stack had not yet been rebuilt. Another view, the first showing her with a second pair of lifeboais not present right after the refit, may have been as early as 1805 although local historians disasiee on whether this view was aken beiore or alter“The Great Storm of October 14, 1896" and cach ciles the Image lscl( as. evidence! But every photo is 2 source of detail aboutthe vessel or her life; | found images of SEA BIRD at various landings along the Navesink and at ine Battery, at her New York pier, and enroute against various backgrounds of New York, Brooklyn, Jersey City, the anchorages of New York Bay, and ‘ihe rural shores of Monmouth County. t'also found two views of her funeral pyre ata Bronx lumber pier in 1932, and one of her abandoned wreckage there. five years later. Along the way picked up a few views of her running mates, HELEN (whose engine later powered ELBERON bP MIDLAND BSACH, which ran with SEA BIRD. January/February, 1990 ———____— SEAWAYS $$ under both names) and ALBERTINA. 1 was deeply into her history, far beyond what was needed to build an adequate model, but satisty- ing in the sense I gave me of her place and culture. | ulimately gave up on the probability of finding plans for SEA BIRD—and there may well never have been any, for she was of the period when even a steamboa: could be built without them @lthough there probably were plans for her engine; The Mariner's Museum has drawings for beam engines as carly as 1839, ndSouth Sreet Scaport Muscum has Pletcher engine drawings from the 1850's and later, bur none have been found from SEA BIRDS engine builders, Murphy, McCurdy & Warden, Aiming to model her just from photographs and known dimensions, 1 sought a method of photo analysis which might ‘work on an object of all curved and stanted lines, toreconsttuct a reasonably accurate set of draw. ings. With few straight or parallel lines, the usual analysis of perspective vanishing points would Rot work. So my approach was to eliminate perspective through anaiysis of the camera posi- tion, and to project irom there, through the image plane, 10 the three-dimensionel reality. 1 cant go deeply into details here, butthe method seems to work. With cate, viewpoinis can be found from. which the naif model closely matches every pho- togteph of he original steamer, and | believe the modal is accuraic withina few scale feet. [would like 10 1s: the process with photographs of a vessel for which plans are available. Preferred photographs forthe process include one or more, near broadsides from a lair distance, plus close inquarering views, bow and stem. Omer photo graphs are used 10 flesh out details of architec- ture, proportion, fitings and fumiture. Useful deialis may aiso be found in newspa- per accounts, and this was certanly true for SEA. 1by about 1927, new owne's had simpllied her side levering 0 a solid patiern with shading. in place of te previous shaded ouline, (Phetogapn couriesy 01 ‘The Manners! ‘Museum, Newport News, Vifginia) ALSEAWAYS anaes BIRD, Some reports from The Red Bani Register bewween 1892 and 1027 were quoied by June Methot in her book, Up and Down the River (Navesink, N.j., Whip Publishers, 1980). ‘These Were run Gow on microfilin for comple texts, and a few more stories were ound in the proc ess. Here lieamed thaiher bottomwas coppered. and found a detailed report of what was done in the 1894 rebuild carried out atthe Fietcherworks in Hoboken, New Jersey, where, among other things, new pacidle wheels were built; at South, Sureci Scapon Museum, Notman Brouwer found for me a Fletcher drawing for 2 wheel of the pesiod and sinti ‘built for the infamous GENERAL SLOCUM). 1 also found that she bumed Pennsylvania “pea” anthracite coal, ac counting for the total absence of smoxe in her photographs. Ongoing reports of channel depth problems gave me some insight to suppor a guess that SEA BIRD Grew about 66 inches. Stories when SEA BIRD wes sold in 1926 sup- plledmuchonher past and the personaitties who had been involved with her. And friend, looking forferryboat datain newspaper microfilmsat The New Jersey Historical Society (where | was work ingatthe time), found adetailedrepon ofher neat desutuction by fire in 1867, when just a year old. ‘Closely related to newspaper repors are the famous ‘lack books" of the Eldredge Collection, also at The Motiner’s Museum, ElwinM, Eldredge culled many periodicals, over many years, to extract [acs abou! dimensions, construction, repaits, operations, transfers and eres of thou: sands of steamboais and ships. This is a price- less resource for researchers, providing exier- sive data which could take many hours 16 dupl- cate, even fora single vessel and if you had the old periodicals. Many of the resources discussed here are obviously Imited in their periods, You wont tind The Saikiest of SEA BIRD photographs: destroyed by fire on May 9, 1952 (er Gin bitheny) at Charles I, Gates Lumb Co. s2Secerand Kasi iver. Bone, New York. (PhoOgtaNH Courtesy of The Nariners' Museum, Newport NowS, Vigna 12 too many pholographs much before the Civil War, and newspapers published far less detail before about the 18508. So if you insist on modeling another U.S.S. CONSTITUTION or pri vaicer schooner there is llile viegin territory © be explored. But for steam sail and small craft of ihe lest 125 yeas or so, there is boundless opportu- nity to find something that hasnt been done before, and 10 find t well documented with rather litle effon.. Ihave my eye ona revenue cuter of the 1880, from published govemment plans. and specs. Then there's @ cutaway model of a beam-engined train ferry of 1853, just waiting to be made irom one great drawing. What about SEA BIRD? Her model has pro- gressed well, but, Imsorry, it may not be done for awhile, Alan D. Frazer has been a ship modeler for ‘over forty years, specializing recenuly in scratch- builtsmaicratt and steamboats requiring varying amounis of research. He is a director of the Sieamship Hisiorcal Socety of America, for whase quarterly newsletter he edits a research column. He is now a museum curatorin Virginia. SEA BIRD + Bullt1866 by Edward Lupten at HuntersPoint (.onst Island City, N.Y), + Eng. bull by Murphy, MeCurdy & warden. + First owners Edward Mintum end Moses Taylor. + Birst sixty years she ran for the Merchant's Steam Beat Co. + Burned May 9, 1932. Known Facts of Dimensions Length botwoon Porpendiculars .. + Beam (Hull only) le70r 30.4 * Depth of Held BOF + Gross Tonnage 489.00 + Net Tonnage 253.0 sng. Verical Pear 42" bore X 10" stroke Colors Research sources for colors are extremely limited. she was mosily while. = Canvas awnings red and white stripes. + Rall caps, window'sash, andilifeboat ¢unaels appear to be brown or bright wood, ‘+ Hull bellow guard has narrow stripes, one blue and one yellow. + Stem scrolls and wheel fan have yellow or git deco. rations, + Stack and bose, walking beam, cross h and omer engine pans are black. gine Frame—red of brown (darkwood?) Pilot house ‘oo!—arey oF light blue. Side letters—black with mediumlight blue or green shading, ad guide, January/February, 1990SEAWAYS BUTERPE: Diaries, Letters & Logs of the STAR OF INDIA asa British Emigrant Ship Story and Photo by Joseph Ditler In the latter half of the nineteenth century, thousands emigrated from the British Isies 16 colonize the globe, This migration has been described as the glory years of the British Empire. One of the flly-riggect vessels used in this migra: tion was the iron-hulled EUTERPE. At 205 fee! (Low) she was considered small at the time. But she became home for many In search of a new land, Life wasbom and lives ended onher decks. Eversooftena book is written that illuminates a cerlain time period. _BUTERPE is just such 2 book. Itis atime machine effeciively allowing ihe reader to not only sec life In the fading twilight of the great sail cra, but to smell andiaste it as well. The text descriptions are unbelievable at times. Comprised and written by Cralig Amold. libra jan of the San Diego Maritime Museum, and Contriowor to Seaways Magazing, EUTERPE is the first thorough lookat life on boardan emigrant sailing ship. Emigrant diaries and ship's logs give the reader a picure of life on a squere rigger carefully balanced between the personal views Of ihe emigrants and the technical repons of the ship's officers and crew. ‘he author focuses on EUTERPE's voyages in (874, 1875, 1879and 1884. Itis broughy tolife with blow-by-blow descriptions of the 22-week (average) voyage when first-class fare meant one Was enittled to one pig, ane sheep and a dozen hens and ducks. he dry saciness of leaving home and family (most would never return) was whetted by the thought of anew lifejust over the horizon. Amold discusses in delall why one might emigraie, the advantages of such an adventure, and eve itemizes specialty stores catering to the em grant's needs. The well-equipped traveler had to have not only warm clothing for ihe cold at the beginning and end of tne trip, Dut clothes ‘or tne swelicting heat of the 1ropics 100, EUTERPE springs to life with actual commen. tary borrowedfrom those who sailed ihe old ship ‘The author’ attention to deiail has a staggering January/February, 1990 effect on the reader. There is no comparison the fiction of Triston Jones or Stetling Hayden, This and actual hardship. At one point a Ibes the main mast yerd armas dipping inthe sea. The ship laborecthroughthe stom de- spite a man falling to his death ftom the rigging and waves breaking across the upper decks: forcing water below. ‘AMOIG, ONCOF the most ou'spoken of nautical historions onthe Wes: Coast, has soiled on STAR, OF INDIA, and spends much of his time combing the hidden rooms, comers and bilges of this fine ships many decks. He is also editor of “Mains! Haul” the muscunrs journal of matitime history. BUTERPE is the first of what is expected to be a ong line of publishing ventures by Craig Amold. His newest book MEDEA, is scheduled for re- lease some time this year |1990), EUTERPE can be ordered by writing tne San. Diego Maritime Muscum at 1306 Nomth Harbor Drive, San Diego, Califomia 02101 EUTERPE by Craig Amold, 238 pages, pancr- back, San Diego Maritime Museum Association Publishing Company, San Diego, CA. Sells for 315.95, EUTERPE” Diaries, Letters & Logs of the “Star oF Indi tsa British Emigrant Ship 13,By the Wind The Friends of Historic Ships By Gene Barron ‘The Friends of Historic Ships of San Fran cisco, founded in 1969, is a non-profit volunteer group dedicated to the maintenance and preser Vallon of the museum's ships and collections, The San Francisco Maritime National Historic Paik has the largest fleet of historic vessels by tonnage in the United States. ‘The major vessels include a fulltiggec ship, a steam schooner, a threemested lumber schooner, a walking beam steam-powered ferry boat, nwo sicam powered ‘gs, an operational Liberty ship: there are also miscellaneous small craft and an impressive Collection of ship plans, photographs, brary = SEAWAYS: = holdings, etc ‘These old vessels require a great deal of maintenance and preservation work; a continual autle with dry rot and ine ever present salt air keeps the work force busy all year. The Parkstatt is hard pressed to effectively combat the ele- ments. ‘There are, however, dedicaicd volun- teers, both menandwomen, youngand old, who spend their weekends chipping paint, repairing Higging, caulking, and even cleaning old bilges of their foul smelling contents. Working with park personnel, some truly amazing transformationshave taken piace onthe. ships, In the lest two years alone over 22,000 houts of volunteers have been logged, represent ing an impressive amount of maintenance work completed at tremendous savings 10 taxpayers ‘The sicam schooner WAPAMA, ihe last of her kind in existence, is perhaps the best example of the volunweers’ hard work. Never overgenerous inallocating funds for the preservation of histone ships, the govemment has pulleditspurse strings even tighter. WAPAMA had been placed on a barge f) 1979 for extensive hull repairs when news was received that he repair funding nad becn “re-allocated.” Virtually abandoned, she sat on the barge for more than six years, a victim of the elements. When ihe ship was brought 10 the ‘Aimy Corps of Engineers Bay Model in Sausalito the volunteers were finally given the go-ancad :0 sce what could be salvaged. Through volunteer effons over the past two years, the ship has gone from derelict condition 10 a national award-win- ning maintenance project. After winning the prestigious Presidential Award for Cultural Pres- HERCULES, 1907 oceangoing ug bullin New Jersey. Hauled log rats down he West Coast 01 vessels ou to see, San Francisco Martine Nationa: Historcal Park. 14 January/Pebruary, 1990Seaways ervation—1988, the WAPAMA had its operating budget out in halit ‘The Filends Of HtstoricShips suive todo more, than just physical labor by soliciting tax-dedu ible funds and materials which are dspersea Where the need is greatest. Doners may spccity a panicular vessel or project to receive their Conttibutfons, (rom paint 10 computers or protes- slonal services. The “Friends work to meet the needs of the museum in every possible way. This cooperating volunteer spirit is essential 0 achieving the best possible care for these great ships. Perhaps you have a fancy for steam tugs, or lumber schooners. You are more than weicome to come aboard, if an operating Liberty ship ot steam ferry boat catches your eye, thercis plenty to De done. ‘There is a large collection of small craft just walting for somcone to help out. For example, the lasi scow schooner, ALMA, Could use more volunteer crew members. Just come down to the ships or the museum and find @ project right up your alley. 1! you or anyone you know hes experience oF past association with any ofthese ships there isanon going oral history project staffed by volunteers who would love t0 hear from you. If you would lke to join Friends of Historic Ships and share in the satistying work and great fun just write oF call: Friends of Historic Ships. (lo WAPAMA, Bay Model 2100 Bridgeway Sausalito, CA 94965 (415) 332-8409 WAPAMA, 1915, Steam Schiooners le the WAPAMA carted both cargo and passengers gradually replacing oicer sain schoone'slike €.A, Thayer, San Francisco Mariime National Histonea: Par, BALCLUTHA, Launched 1886 in Scotland and is typical of /hundicds that called yearly in Sanranciseo, Sen Francisco Maritime Natonal histerical Park EPPLETON HALL, 1914. Bull n England is reminiscent of ine pedal gs ihat towed ships inio San Francisco Bay during {Gold Rush times,” Sen Francisco Narime National /Ustorical Park January/February, 1990 15Maritime Review Seaways The Restoration of the Tug Baltimore, 1906 By Stephen Heaver, Jr. The Mayor and City Council decided that ft was timetoreplace themunicipal tug. To the best of ourknowledge, the old BALTIMORE had been around since 1857 andiechnologyhad advanced considerably. So it was that bids were coliecied and the Skinner Ship Building and Drydock ‘Company was choscn to build a beautiful now BALTIMORE. In fect, the authorities were so impressed with Skinner's bidthey agreed tornake her an electric boat for an extra $1,500, bringing the grand toral to $29,997.55. She was to nave clecin lighis throughout and a search light atop the wheel house. Power was to be supplied by 55 kw. D.C. dynamo, driven by a sophisti cated American Blower Co. steam engine, On 81h December 1906 the steam tg BALTE MORE was put through her sea trials and she made a clean sweep. She came out of het sraving dock at the foot of Federal Hill. Key Highway, just on the scuthem side of ihe harbors inner basin. We do not know who was at ihe helm, or at the throw for that matter, but It was probably one of the Harbor Boards captains, possibly from the ice-breaking padidie wheelers ANNAPOLIS of LATROBE, We can only imagine what the crew and company officials thought that day but we do know that she made 11 Knots at 156 p.m. The BALTIMORE was placed in serv: icewhere she remained with ttle outward change until 1963. She represented the new spitit of @ bustling waterfront that was growing by leaps and bounds. “The city was recovering from 2 devastating fire on 7-8 February 190% which had leveled most of the business district and a good deal of the marine enterprise on the nomh shore opposite the Skinner yard. The BALTIMORE was in the rignt place at the right time. ‘When Mayor E. Clay Timenus was persuaded, thar anew city tug would be appropriate he was not concemed about the type of hull that she would have. The original BALTIMORE of 1857 had a charcoal iron hull and a keel of wood 16 clamped in iton made in Scotland. ‘This vessel ‘caught the aitention of the iron indusiry as she was very rare. Wooden hulls were stil quite common for work boats panly because the mate- tial was pleniiful and workers were skilled in iis use. The speciiications for the new iug did not fequire wood or iron so it was atthe discretion of the bidder. Skinner went with the riveted ion, perhaps because they anticipated the ice-break ing duty that the tug was toperform. ‘The James ‘Clark Company sought to rebid ihe job when they realized that wood was not requited. In tetto- spect, the charcoal iron was the best choice not only for ice breaking duty but for longevity. It's conceivable thai had the hull been made of wood orsteelwe would have nothing to restore today. “The BALTIMORE Is about 89 by 19° with & draft of 10’af. She is a typical inland waterways Lug of the late nineteenth cenuury with what we today might describe.as yachtlike features: jong wooden house with after bitt well past riciship, small wheel house with large rectangular sash, ‘and a jaunty angle built nto the doors and win’ ‘dows throughout. ticr iron hullhos preserved the Sheer line intended by her designer. Her large lifeboat (copacity of 11), engine room skylightand the galleys Charie Noble present interesting Ccontrasist0 an otherwise clean protiie. One ining more, however. her stack. The riveted steel ‘stack reaches some twenty-one feet above the house top (boat deck). Smoke stacks were ceptedasnecessary encumbrancestoiheproper operation of the boier. ‘Thestacknor only cattied off the waste producis ofthe fires in the fumaces but enhanced the flow of fresh oxygien into the fires. A stack which was too histh would cause the oxygen, gases and heat to pass 100 quickly through the boller. Efficiency would be lost Naval architects were expeciedio calculate th factors into a design which wouldalso be est cally pleasing Her first captainwas most likely aJ.D. Gumby who was transferred to the LATROBE in 1908, Chattes Berigtoid was then promoted to captain January/February, 1990and he served as her master until 1031 when he died. Capn Charlie, as he was known, had becn ‘on board since 1906. He must have loved the BALTIMORE as we glean from newspaper ar- ticles, and kept her spic end span, 1c spoke English, italian andGermanwhich came inhandy when the BALTIMORE was sent out (0 greet visiting ships or when he had to move a vessel because it was moored incorrectly. He espe- cially enjoyed the school tours and the frequent guests of the Mayor who were shown the won ders of the barbor, In adcition to patrolling the inner basin to the anchorages in the Patapsco River, the BALTIMORE also pushed or towed derricks and pile drivers and during January and Febtuary brokeice. The latter eperaiion called for aheavy spoonshaped wooden form to be sus- pended fromthe bows with three chains per side. ‘Over the years this wes teplaced twice. The second time (1936) sieel superseded the wood, In 1939, ner uniformed crew was dismissed and she was retired but Somehow not forgotten, Many days saw her towing siudge from the municipalairpost construction. Then in 1941 she was suddenly put back into passenger service where she remained until 1962 when the MV, AYMPH was commissioned. During the latter years her captain was Rudolph Pipla and we know thar there were others but the story is incomplete. Names such as Insley, Falkennan, oruary, 1990 January! “The finest pistue that we have oF the early years, this was taken about 19111 andis tom the collection of Obert Rol Barlow and Klusewitz are heard in conversation but records are scarce for captains and non existent for engineers and crew. ‘Aller World War Il the BALTIMORE and her coal-burning boiler must have served ihe city’s needs as a tour boat and ice breaker as she had during the preceding thiny-nine yearsb in 1947 she underwent her first major overhaul. ‘This did not involve any changes in the passen- ger accommodations or in the coal and ash handling arrangement, both of which were pretty elementary. Passengers were scattered on the boat deck in folding chairs and a long bench ahead of the stack on folding chairs arranged on the after ponion of the main deck and, of course, in the saloon. The latter was varnished oak tongue and groove with builtin benches with seat cushions. About fifteen could be accommodated here and we suspect that this was designed originally for the mayor and his guests. Roller blinds, oveinead decorative lamp fixtures and a beamed overhead, peinicd a leaf green, com- pleted the picture. Two castiton radiators pro: vided siearn heat in ihe winter andthe doors had brass box locks with French drop handles on the inside and knobs on the outside. ‘One may well wonder why some more pel manent seating and weather protection was not added if the BALTIMORE was engaged s0 suc. cessiully. One never wonders why conver- 17Seaways — ences for the engineering crew are not added Coal was loaded, as ii had always been, at the Canton Coal Pier through three scuppers per side. Bunkering was done in stagtes from side-to- side so as to minimize the list. Altogether about thisty tons cold be carried alongside the boiler and since she may have bumed five tons pcr diem when breaking ice, there was quite a large reserve. Coaling was done about once a week which means thet the bunkers were cleaned out only togo intothe yard, ifthen, The engincer kept a canvas night cap with which to cover the cylinder heads of the main engine in order to protect the bright finish from being cirtied. Any. thing that couldbe covered was covered toretard the spread the inevitable gritty dust that sctiled upon everyining during this operation. Once clear of the famous Canton Coal Pic, with its Continuously dumping coal cars, hoppers and chutes, the entire vessel was washed down usingfire and quenching hoses. ‘The unpleasant ess of this job paled in comparison to Ine business of hauling ash from the boller ‘About 5:00 in the moming the fireman, o: stoker as he was sornetimes called, attived to clean his fires and prepare t0 get up steam for a 7:00 depanure. Bits of unbumed Coal, clinkers and ash were drawn from the pits under the 1wo furnace grates that ran two-thirds of the length of theboiler. Perhaps 12 10 20 five-gallon pails were filled with this organic debris and hauled by rope through an opening in tnedeck and dumped over te side. This was nor an easy job by any standard. Some gs had ash hoppers that Pumped the ash overboard with fire water. Not the BALTIMORE. The only creature comion available exclusively 10 the Crew was a private head with toilet and lavatory supplied with cold seawater. infact, weare notsure if even this was private becauise of the two heads, one was designated for officers and one for crew. Which one did the passengers use? Getting back 10 Our history, the city of Balt more decommissioned its Harbor Board in 1956 when the responsibility for the port was tumed over to the newly formed Maryland Por Admini- stration, At that time our boat continued 10 pertorm ner duties, possibly with the same crew. The following year she was converted 10 oll and the stack lowered by six feet, Set up to burn Bunker C or heavy oil, preheaters were installed over the service pumps and a warming pipe ran ihrough the 1,200 gallon oil tank. Accorcing to oral reports, ihis lasted one year before she started to bum the lighter No. 2 oil which cid no: require preheating. Neighbors complained about the smoke produced by the heavy oll, or so ihe story goes, In 1963, alter 57 yeats of continual service, the BALTIMORE was sold at auction, Captain 18 Rogers of Harbor Towing Co. bought her for $6,500. After a brief ime Samucl duPont bought her and following some mainienance at General Ship. steamed to Cecilton on the Sassafras River ‘on the other side of the Chesapeake Ray. There she joundanew home. Mr.duPont and his femily enjoyed her as @ stcarn yach until the Spring of 1070 when she senk in fifteen feet of water. No cause ever was determined ‘The fulure began to brighten for the old gal in. 1981 when another steam boat hobbyist, Stephen Heaver, J1., brought he duPonts and the Bali- more Muscum of Industry together. ‘The director of the museum, Dennis Zembala, enthusiast cally endorsed the idea of restoring the 1906 tug. to working order and won the support of the Board of Directors. In April of that year plans towarda formalagrcement and for raising tne tug, were begun. Finally, on the eighth of October, volunteers assembled for what was going to be along ordeal. Many a Cubic yard of foulsmelling Sassafras mud and marine life was slurried by pumping in harbor water and mixing wth rakes and shovels, thon pumped out by diaphram (postive dispiace: ment) pumps, Saturday after Saturday 2 heary crew of about eignt worked at cleaning up the mess end minimizing the damage to wood and. metal. The odor emanating from the tug was so bad that it ould be smelled several hundred feet upwind. In tme, paris which had been stripped out and refurbished Could be reinstalled, ‘temporary lights were rigged by the electrical crew. Prog. ress could he measured on a monthto-monih basis but all operations were conducted from the trunks of our cars, Everything irom first-aid equip- ment to Shovels was taken home each week arid, brough: out again. ‘There simply was no clean space anywhere on the BALTIMORE. The ‘Againin Bet. Stel dry dock can be seen the deterioration of fhe house and hel. Pywoed over hohouse windows ie rom the salvage attempis tooether. Photo by Richard chiles. January/February, 1990Seaways: Deparment of Baltimore Ci and electricity during nos ‘own dock was built and the fledgling museum provided some storage space and toilets. The museum had just opened its doors to the public that past November and the 1865 Plat oysier canning facility which was Its nome still needed. many improvements. Gradually, work days were stepped back to a more reasonable iwo Saturdeysper month which continues 10 be the case even today. Volunteers are always needed and no special skills are required. OF the original twenty men (as of 1982) tenare siill helping, ‘There are about fifteen men, and women that show up for work days and projects are now divided between restoration, i.e, new, and maintenance of old areas that are weathering. We cook meals In the galley, take fours through the boat and operate her when the boilers steaming, Itwouldbehardto findabeuer sroup of people. The physical plant modifications are beter documenicd as we have copics of contracts witht various local yards. Here is a synopsis: 1900 (April Marine Ratiway and Boiler Works of Balti- more City for misccllancous valve adjusiment and valve gear overhauled and bottom painting: 1909 (December) Caihell BrOS. & Co. low pres: sure crank pin rebabbitied; 1911 Spedden Ship. building Co. hauling and painting: 1922 Rethle- hem Shipbuilding Corp. new scotch boiler, main engine rings and boring, new engine room stec! flooring; 1933 Spedden Snipoulding Corp, haul ing and painting, mise. haul plates, rivets and zines; 1030's wheel housepaneling was replaced, With tongue and groove, main house was com- pletely resheathed but in original configuration; 19408 sky light and focsle Gog house were repacedwita ventilator and hatch respectively; 1047 major overhaul including a new electrical system with a second generator made by Pyle ity provided docking arly years before our National Turbine Co. of 5 kw. and anew search light; 1957 Coal furnaces converted 10 oll burners made by Todd anda 1,200 gollon tank built into the facsie bulkhead: 1960's 2) converted sky light ‘and focsle entrance back 10 original configure- tion; 1977 Maryland Shipbuilding and Drycock Co, hauled and painted, painied propeller with glass flake; 1985 Daltimore Museum of Industry Converted fumaces back 10 coal, lengihened stack six fee! 10 conform to original specifics tion: ‘Today the BALTIMORE looks much the way she did prior 10 World War I with two exceptions, ‘The search light from 1047 is still in service with the rationale that the entire electrical system, including the back composition circuit board (which replaced: the white marble of 1906) 18 based upon the 1947 rebuild. itis important 10 add here that the armored cable that runs along. the 1947 routing is no longer bronze but alumi um and that it carries three conductors so that wenowhaveaneuiralanda ground which brings the boat up to code for passenger service. The other aspect is the color of the stock which might have been a medium to light red, lis very difficult to determine shades of red in ablack & white photograph becausethe colorred, is photographically recorded in shades of gray to black, After careful deliperation and consultation with photographers it was decided that the tugs stack was most likely red. Part of this rationale, was based.upon the assumption that the hull was, black and the lire buckets mounted over the umbrella at the base of the stack were dark red. Lightreflection from the water and shadows were also taken into consideration. t's possible thet the color was government buff similar to the Coast Guard tan, and it iS this color that was sctiled upon due more to tradition than anything, else. Selecting colors {or the restofihe vessel went “Taken In 1986 botore the engine was restxred. The lower “engine room looking forward intough the rain engine 10 ihe bolle. PreK by Ci, Benois January/February, 1990 Gerry Trobrcke is tightening ihe steam chest onour donkey umn: the old fashioned tenn for general service pump, ThE fs the fe pump, blige purrp, emergency baller (eed pump and everythirg pump, Photo by CH. Bena 19SEAWAYS, Se something like this: the house exterior is and always has been, while, Victorians loved white, especially for their pleasure boats, despite the fact thavit Is much harder to keep clean, ‘The use of white goes deeper than just social condition. ing. When coal tar derivative painis were intro- duced in the second half of the 19th century. colors such as white became immediately avai able. ‘They were cheap, easy 10 apply (relativel speaking) and sparkling. ‘They wore new. What more needs 10 he said? ‘The window sash were made of pine and finishedin stain and vamish, in the saloonand in the wheel house ne stiles and sills were similarly fin'shed. During a shon period nthe 1940s (the panels berween the wheel house sash were also stained and vamished. ‘The overhead of the saloon, whee! house, upper engine room, and galley were painted alleat green which we have matched to remnants of paint in the wheelhouse (the only area not under wate. ‘The remaining ‘overheads were done in white because they ar work areas and probably would not have h special attention. ‘ak tongue and groove was used on the bulkheadsin the wheel house andsaioon. These are singie boards with a quarter inch bead. W have stained and lightly varnished them. The balance of the house interior has tongue and groove thai has vee Joins. ‘The engine 100m and galley were originally vamished but due to dete- Tioration of graining, they have been painted white above the chair rail and bushey buff below. Pethaps someday they will be wood grained, another popular turn-oFine-century treatment for boats, Sash ia the whee house andsaloonare hung with coil springs made by the same company that made the originals, The other sash are hung with weights, and all run down into lead now galvanized) boxes with deck drains Below deck color schemeisa locnore com plicated! Orginal paint was nonexistent except forthe main engine, andevenihat may have been only very Old paint. ‘This tug 1s. at once a working tug and a showpiece for the city. Therefore, it is difficult 10 put her into one category or another. One thing is clear, however, that the love ‘of color shared by Victorians had not been id by CAH. Esha, 20 Each year about 2,500 visiors come. totally obscured by the economic pressures 11s- ing in the teens and forever changed by the Great War. Primary research materials have yet 10 be found fn thisarca so the information had to be es- sembled much as one would do with the piece: of apuzzie. Tidhiis of elderly seamen, snippets from books and newspapers, comespondence between researchers, all were assembled then mixed wih a knowledge of camiage, sign, ma- chinery and locomotive painting, Common sense playeda large role, 100, because the painting was done in the field by lessthan-experts in 1906, he fine cues of a and Hig rll. ‘The Kes Consirucied of an ton bar wrapped into the G strake. then Feintorecea wie another wrapot Fonin aU coniguration and slirheted together. Photo by Ca Eehole sboard ding the Inner harbor open house. Packo January/February, 1990Seaways ieee soos AYOWILIVa uos{o uaoUS uP AouunoyrFnog £q usespar 21 January/February, 1990- Sraways, Enamels had not been in- vented andthe jepans and oi popular at the tum of the century typically used pigments not always ponte lar today. ‘The inside of the hall orasit is more commonly called the skin, is painted alight cream. “A mediun cream would do. The lighter color enhances the poor lightng conditions below deck. Aluminum paint did not become popular until later. The same Color is used for the overhead. ‘The wooden floor bares are done In a gray and the engine room Stee! floor plates are fin- ished in oll and mineral spirits. All of the duplex PUMPS and ciner roratIve engines are coated with a medium dark gray as are their foundation plates, ‘The vertical ponion of the foundation is cream. ‘When restoring the main engine, tracesof cream, dark green and bright red were found, So the condenser is cream, ihe foundation and throttle are dark green; so are the crank webs. The eccentric webs are red as is the top of the steam ches. Piston head covers are aluminum and there is some evidence that ney may have been nickelpiated. ‘The sides of the chest were origi nally insulated with asbestos, pine lagging, russia iron and brass bands, Since russia iron and steam ton are no longer made, we have substi tuted a period teaiment of stained and vamish ‘2k with the original brass. Mineral blocks have replaced the asbestos, needless to say. Some blackis used for rim and vulnerable edgesas hat was customary due t0 the ubiquitous nature of lampblack. ‘The overall effect is quite believable. ‘Sometimes visitors ask about ihe bulbs used inthelamp ficures. Itwas unusual for atug ofthis period to have electric lights but we know a good ‘deal about the BALTIMORE system thanks to an electrical inspeciors report of 1907. Her fxtur date (rom the 1847 rebuild, as explained catller, ‘and they were all remounted exactly where they were found and the circuits laid in the same as well. Dr. Hicks of the Mt. Vernon Muscum of In- candescent Lighting explaned the formula for lamps of 1900: passageways 8 candle power {c.p.)=10 watts (w.); general | 6 ¢.p.=25w.; special 32c_p.=S0w. |60w. available). In some locations such as around the main engine the wattage has been increased to 60 or 75 for safety of operation and for visibility for 22 “The volunicer se gainers fora record picture i 1985. Author Stephen Heaver, J Ish fist one siting on tne eit. Proto by W. Eager. visitors looking from the upper deck ‘The machinery is typical of inland waterways lugs in 1906. ‘The propulsion is provided by a compound verical engine with an open frame, ‘The steam pressure of 150 pounds per squere inch gauge (p.s ig) hasbeen reducedio 115and the safety vaive rebuilt, Steam enters the high pressure valve chamber and is admitted to the high pressure cylinder by an outside admission spool valve. (Most spool valves have inside admission.) Most of the energy of this steam is consumed as it pushed the 12" pision in one Girection or the other. Then the steam enters a horizontal chamber known as the receiver where ittravels 10 the opposite end of the engine end admitted 10 the low pressure cylinder at bout 17p.8.ig. ‘The admission this tine is controlled by aD" valve which has a small vacuum-pulled piston that balances its iremendous weight. The LP. piston Is 25" In diameter and the disiance of travel on both H.P. and LP. pistonsis 22". Rated horsenower was 330 (indicated) at 156 revolu tions per minute. ‘Themain engine has 1wo auniliaries: arevers- Ingram 10 contol he velve eccentrics, and an alr pump operated by a walking beam connected to the LP, cosshead, Thereisa surfacecondenser thatis suppliedby a large centrifugal pump driven by aneat litle rotalive engine at about 1301.9.m., epending upon ine temperature ofthe sea waicr and speed of the mein engine, In addition, there is a 5.5 klowatt (kw.) dy- amo that generates 110 volts direct current (dc). The last patent date is 1904. and we know. this to be original equipment built by Westing- January/February, 1990SEAWAYS: sing a harbor erase as we diftofl For MeHenry with old tes burning ak Sinding in for te dete house who very kindly restored it for us. ‘This is driven by a high speed (500 r.p.m) rorative en- gine built by ihe American Blower Engine Co. as thelrMadel A. Ithas 8 ccnulfugal flywheel gover nor ang variaisle cut-off spoot valve. Lubrication isprovided by a sump pump withgraviy distin tion, In 1947, a § kw. turbine gencrator wes installed on the main deck, upper engine room, and this tulllls ihe requirement for a reserve dynamo. Algo to be found on the starboard side of the lower engine room with the Westinghouse se’ January/February, 1990 the smoke box. The: Photo by C.H. Echo's jorated cxiginal erator and circulating pump is the donkey pump, which has a capacity of something in the neigh: bothood of 300 gpm. This fire main capacity can be channeled Into fire hose siandpipes port and starboard and to the monitor pipe atop the wheel house. it is complete with a suction manifold connectedto every comparimentin ihe ship. One final item is sieam operated on this side: ‘The injector. ‘This gadget has no moving, paris, uses stcam tolift wate: and push it into the boiler at high pressure, and imparts heat ro the water en route so that there Is no slug of cold 23Seaways — water entering the boiter ‘Down the port side will be found two duplee pumps, one ior the boiler feed and one ‘or the Sanitary ard bearing, Cooling service. ‘To cor plete the compiment of major pans there Is a Dikgeejector, iter box (hot wel), gtcasc extractor (which is probally not original, and preseater for the feed water. Communication between the wheel house and ine engine room is done by gong and jingle bell, and a speaking tube. There Is also a Voice pipe borween the whoo! house and the saloon. ‘The a bell control pedestal on the boat Geck just zhead of the main mas: ‘Steering is all manual starting with the five foot iniaio ship's whee! and going through wite rope, forged tod, and heavy chain, ‘The rudder quad. rantis covered by onenwood decking ancican be rigged with block and tackle foremergency sie: ing “me sicam tug BALTIMORE was designed as fa day boat so no sleeping cuarers will be found inher and ne: crew complement did not inckice cook. During thenight acity watchman checked the fires every hour and on a windy night, might acd a few scoops of coal now and then, “There are no connections between compartments 50 that erew have to go out into the weather 1 pass from one area to another. “The one exception is the escape hatch ftom the focsie to the saloon. ‘An open well wih wooden ladder connceis the maindeckio the boat deck on thestertooard Sie Restoration has been in progress sco 1082 ‘with the goal of canying nassensters forhite. The “American Bureau of Shipping and the U.S. Coast Guard have been working with us in irkerpreting the regulations end Lloyds of London is carrying the lead insurance. Our broker, Alexander and Alexander, administer the maritime historic vi sel program for the National Historic Trust. With: ‘out the support of all of these agencies the Smooth progress of the tug wouldnotnave been, possible. Since 1985 the boiler, whichis very unusual Gesign of scoich boiler with a special scam Gtyer, has been operated several times per an- num, ‘The Coal that is preferred by the stoKers is ascmibiturninouswhich comestrom local mines found in westem Maryland, Pennsylvania and West Virginia. These three scams have excellent beat production witha minimumof ash and sulur content, Records show that Chesapeake Bay boats used ihe seme Coal two generations ago. Visitors may arrange a tour of the BAI (ORE. which is owned and operated by the altimore Muscum of Industry, by calling the museum. Those interested in more details of our construction of operation my wre or Call but please be patient as this portion is handled by. volunteers! Stephen Heaver, Jr. has been interested in steam Since he was a tecnager in the 1960s. He holds a stationary license and is working toward, his marine license. Being project director, a.k.a. Chairman ofthe Tug Committee, is a labor of love. as in real life he is a musician and teacher. Working on old machinery, however, comes naturally as he has worked with his father on antique fire apparatus since the age of 12. ‘Special thanksare extended io Charles Smith, crew Fistorian, who didthe basic research in the City Archives, Peale Museum and Maryland Fi torical Society. that they should be closer 0 8 f. Proto by CH. Echos. 24 “Sho le light in the Dow asthe fore peak tank is empiy. The sie loo name: flume Muscum, Maryland, now yanuary/February, 1990~ SEAWAYS Maritime Review Building The Lady Washington: The Importance of Research—Part 1 of 2 By Richard L. Miles When a vessel is built, the shipwright must always have in hs mind the image ofthe finished product. Once he has set out to build a ship, he has made himself responsibe for every man who will ever walk its Gccks, tend is rig, Or adie tt from afar, It is the tesponsibiliy of every bile ensure sweetness of Ine, proportion of rig, and workability of arrangement intended in the orig: naldesign. For even the finely scaled draughts Of the Naval Architcet need 10 be properly inter. preted into form and function Inthe case of the Historical Shiowright, behis ships painted on canvas, modeled 10 scale or ize working replica, the responsibil ity ioensurcaccuracy becomes llablity. Though, the amateur builder may only be passing time, ‘once built, his model becomes an ariffact. Inthe very nature of his hobby, a shin modeler creates information which becomes a contribution to uncollecied archives of maritime history, Even though the scale model shipwright and marine artist may never be concemed with men working their ships, they musi be able to men tally place themselves on the decks or in the Aigging before incy canproducea functional ship. Accuracy of design will only lend to their eredbi ity as artists and historians, Building ships from the past initiates a differ ent kind of interpretive ski. The Historical ship- wright Is most imesalone, his"biuepnnis’ iinere are any) are most often better than a century old, and the architect isa bit more than @ phone cal away. He must rely on his skils as a historian, and through research, reconstruct what once Wwas. in order to discover inc original intentions of men long put to rest, the Historical Shipwright must virtually become a Channeler, opening his mind 10 a way of thinking and a type of common knowiedite that no longer exists. I the builder chooses 10 buiid a representa- live type, oF typical vessel of ihe period, cenaln liberties may be taken as long as they prove tobe January/February, 1990 historically correct. General descriptions can be derived fromcurrent publications andanwork, as well as contemporary works such as models, draughts, paintings, andthe offical documents of similar vessels. Such information can reveal appearance, proportion, rig, color scneme and dimensions, as wellas,tclhiale information which comes from careful study of the aforementioned sources, In the example of spectic vessels, however, the liability of ihe historian inxeases dramatt cally. Simpic questions that could be easly answered in the generic model, now become a point of question. Although the specific vessel model must obey all the ruies of the generc model, itnow has the additional burden ofindivid- ual detailing. Once a speciic vessel is named, the real hardcore research begins. Whena particular vessel isthe subjectof your ‘model, specific details become the focus of your rescarch, and the generic features are only the figst stage in developing an accurate representa: tion. 1s at this point that the hobbyist becomes aseiioushistorianand his works givencredence. To illustrate a panicular path of research, let us use the specific exemple of the eighteenin century merchant vessel LADY WASHINGTON. Some immediate knowledge is gained througha general introduction, Such iniroductions may convey more information than some. will ac- knowledge. in the case of the LADY, the first bit 1 injormation 1 received was a phone call trom hatiirne artist Raymond E. wallace, In this Con. versation, several jacs were insianily scratched on my note pad ‘The slo09, LADY WASHINGTON, was the consortto the ship COLUMBIA during the histori first American crcumnavigation @hee ard fas inone sentence). As an armchair historian 1wes familiarwih the COLUMBIA, and the accompli menis of Yankee Captain Foden Gray._I must openly admit, however, that be‘ore this phone conversation | knew nothing of the LADY WASH- INGTON. However, Lnow know Ihc LADY 10 be: alate 18ih century sloop, an Americanmerchant vessel. a consort 10 COLUMBIA @ ship more 25— - —————— Sraways — - 26 January/February, 1990- Seaways. 7 ‘The Slop LADY WASITINGTONal anchor. ‘TYaced from a photograph of the oilgiral paining!by second mate, Robert Haswell Drawn by Richard (. ses, likely 10 be the subject of common record), These facis alone were chough to paint her portrait the mind of a maritime histerion. Having what most woulld consider to be an extensive Maritime Library, lrolled my chair over fo the bookshelves and begen pulling every book ihat might reveal anything about the adventures: of Rober Gray orthe ship, COLUMBIA. Iwes fully aware that any information on the consort vessel would, at best, bein footnote fashion, but nad to slant somewhere. Gordon Speck’s Norihwes! Explorations, (Biniords & Mon, 1954) and Pictorial History of American Ships, (AS. Bams & Co. 1053) were the only books inmy collection which even mentioned COLUMBIA, but as luck would ave itthey both carried information onthe LADY. ‘On page 33 of Piciorial History of American Ships the LADY WASHINGTON is descrbed as ninely-ton sloop, This was all that was men: tioned, but it was another valuable piece of information. Inow could not only visualize her general appearance, but Inow knew her approx mate proportions, ‘Northwest Exploraiions noi January/February, 1990 only confirmed the tonnage, but contained an extensive Bibliography that Incuded FW. Ho- ways Voyages of ihe Columbia, the book which ulimately became the mainstay of our research. Given the information thus fer, an avid histo- Han could construct a genericmodel which would probably be fairy accurate. infact, an imprompia overview of chapter one of The Hisiory of Ames- can Salling Ships by Howard |. Chapelle will reveal several exampiesof ships of similarrig and tonnage. These paint a very clear picture of what our ADY WASHINGTON should look like. Keep in mind that Rigwas notas important to general hull appearance as was size. The small schoone:s pontayed by Chapelle could just have easly as you will soon surmise {Tom in aiicte, rags weie charged quie fess larly 10 suit the vessels intenced use, or the masters personal preferenc Howay’s work, The Voyages of Columbia, isa candy store of information. Not only does it include actual written accouns of ine voyages— 7—_—_—_——— Sranars = fen Reconstruction of the sloop LADY WASHINGTON fiom Haswell's original, based upon complied ressarch, (Note: yards and square sals are fore shortened by persrecive, fo match orignal) Drawn by Richard L narratives, logs and official ship's papers—it in- cludes contemporary illustrations. The most significant of which 's the platc on page Iwo, illustrating in full profile the sloop LADY WASH! INGTON. This watercolor painting by Rober Haswell, amtist and second mate of the LADY WASHINGTON, is by far the single most signiti- ent source of historical information available on. the subject, confirming the adoge that a picture is worth a thousand words Ina single profile painting, Haswell illustrated with amazingly accurate proportions, the LADY WASHINGTON at anchor. Although this illustra: tion confirmsthe fact tha! our LADY was atypical vessel, many specific details now separate her fromthe genericsioop of the period. We cansce in this painting a figurehead, head rails and a raised poop deck with a tgellant rail. Alsoclearly shown is Ner rasish mast, ndusive of top mast and three yards. ‘Smaller vessels of this period often did not afford the luxury of figureheads and many were witha flush, singlelevel deck. The proof of both 28 les. in Haswell painting tells us that this was an elegant litle ship, Also Clearly shown is tne enclosed poopdeck bulwatks, instead of the typical, open tgallant railing found in period Graughts of similar vessels. Contrarily. here is a tolal absence of a quarter badge or window which is typicel of vessels in the LADY's styling. TWO other books Currently in print are Early Maritime Arists of the Pecific Northwest Coast 1741-1841 by John Frazier Henry (University of Washington Press) and Captain Gray in the Pacific Northwest by Francis E. Cross & Charles M. Parkin, Jr. (Maveric Publications), Togemer hey contain nearly all the collective works of Haswell and Davidson (both being artisis on these voy- ages), ‘These sources surfaced late in the re- search. Each was another bounty of visual information, consisting of plates (each panting filling nearly an entire page) and directly relatcd text, ‘These two books, combined with Howay's Vouages produced all the known information available, and affimed ihat there were no known original plans available of the LADY WASHING- January/February, 1990Seaways — ‘The briganvine LADY WASHINGTON ‘or carly.) Drawn by Richard L. Mes. TON. ‘Although this may sound discouraging, the Information produced was bount ‘Once combined with the generic knowledge of the period, we were able to produce plans of remarie able detail. ‘These, of course, based on the assumption that all the genetic sles applied end all known specific dtails were included. When: ever a specific question is raised. it must be determinedwhether the answer is spceificto ihe general type, specific 19 the historicel period, or speecitic 10 the exact named vessel. Known practices of Merchant Ship hull design and building 1echniques were epplied 10 our design in the generic sense. By simply overiay- ing Haswells profile painting wih compatibie petfod draughis, we were able to dexermine ine mosi likely underbody lora vessclof this specific design. Since there is no evidence 10 the con: trary, wemake such concessions when there are Ao other means (i.e. original draugits). Such compromises are acceptable, but shoud still be Ine subject of continuing research. January/February, 1990 ‘a reconstrucied fiom contemporary sources. (Note: some details have been icit out the resultant composite profile crawirg is probably 2s close as we could ever expect to get tooriginal LADY WASHINGTON draughts. ‘That is to say, if there were any. It was common in Colonial America, as throughout the world, at this time, 1o build without the aid of plans. ‘The actual lofting of lines was laken offmodels, and the lines laid down on the lot floor. These models were at this time, the solid block or BatteninFrame type. ‘Most of the plans available today on Colonial American vessels are British Admiralty draughts. ‘The Brilsh measured these vesselsas they were built, bought, or in many instances, captured 2s War prizes, Most often, however. these drauhis were not building plans. They were drafted trom survey measuremenis of the vessels as they were dry docked or being converted for military use, In which case, they might represent the finished conversion rather than the original stock vessel, ‘This mixture of American and British, mer chant and military, nas created much confusion when it comes to’ these Colonlel vessels. ‘The 29Seaways - ) fi i The Lady Washington on he: maiden voyage, Puget Sound, June 1980, Photo by Brandon Ferd. Admiralty draftsman's job was to make improve- ments t0 what would now become one of His Mojesty’s Ships. 1 Is the responsibil of ihe historian 10 so" out thesehybrid docuren.s and delineate particular design features. Even though merchant ships may have been welkarmed for self-defense, their bulwark and deck arangeinenis would have reflected the needs of a corgo ship. Even the sparring and rigging reflect the vessers lineage. American merchant ships were known for their light, lofty spats and excess of canvas aioli, whereas the British fightng machine was considered siout, 8 required icatutc for a vessel that hactto withstand the rigors of baw. Again, referring to Haswells profile painting we can Confitm that these generalizations did indeed apply 10 the LADY WASHINGTON. ‘The proportions of her soars, as shown, depict a rig 30 typical of Yankee merchantmen, Although this Painting shows no gun ports, further research Indicates that she was pierced for Geck guns. In reading the excerpts from Haswell first log (s recorded by Howay), we find an entry which describes the building of the bulwarks with pons for an additional number of cannon. Since this entry is dared January 28, 1789 we must assume that !aswell's profile painting was done after this date. As previously mentioned, the figs of these vesscls were often changed to sul! their use or the Masters personal preference. In reading Howay’s Voyages, we can sce this practice wes even an obsession te some. Captain John Ken: dick, the commander of the intrepid first expec tion, had itset in his mind carly on, thatthe LADY was destined to be a brig. As early as October 1788, Haswell log mentions Kenahicks plans 10 January/February, 1990— —— Seaways make it so. ‘Whelher this desire was duc 10 personal preference or performance, we can only specu late. One can only assume that there existed a centain logic in the drastic re-rigaing of a vessel Convertingihe LADY WASHINGTON from asloop 10a brig would be no small undertaking. This, would involve every design aspect oF the vessel, from deck arrangement 10 outboard profile. So, onthe poi of speculation, ler'slook at the logical possibiliies. Initially, the LADY was 10 be consort 10 CO- LUMBIA, and in ihis role, the sloop would be a handy vesscl. Engaged in coast wise trade, the ship rig of the COLUMBIA would not be nearly as handy as the fore-n-aft rigged LADY WASHING: ‘TON. The prevailing, onshore-offshore winds of coastal routes are, more often than not, the Scourge of square riggers. ‘Thus the sloop would be the ideal cratt for scurrying up or down the coast. This, combined with her smaller size. would make her theperfect choice for upriver and shoal water excursions. ‘So why change her to @ orig? I the stoop rig wes ideal for this purpose, what was it that Captzin Kendrick had in mind? For this answer, the information must be interpolated, for Ker- drick obviously had ulterior motives. By reading the joumals, logs end letters found in Howay's book one can work as a detective and piece together the logic by which Kendrric operated. ‘The LADY WASHINGTON original purpose had lite to do with her ultimate re-rigging, Capiainkendrick, as described by the officers under his command, had no sense of ugency abouthim, His efforts were always in a direction contrary 10 accepted business practices. In July 1789, he exchanged commands with Rober Gray and from that moment on treated LADY WASHINGTON as ifshe were his own vessel and any business transactions as ifho were his own company. Operating in this capacity, the LADY wes no longer @ consort vessel, she was now vinually in competition with COLUMBIA asa blue water trader. It wes aS an ocean carrier that the brig was considered superior to the sloop. Kendrick had planned{from ine beginning to commandee! LADY WASHINGTON and set uphis owntrade busines beween China and the Nonhwest Coast of America. Converting the sloop to a brig would produce a finer by the wind sailer for trade wind navigation. His early attempts to change the ris, had been suspended by higherpriorities. He had hoped 10 have the ships owners, pay for the conversion. Ir was nor Until the winter of 1790, after the sham sale of the LADY to himself, that Kendrick finally succeed in converting the sloop. Unfortunately, there are no known paintings of he Brig LADY WASHINGTON, and the writen, January/February, 1990 accounts, oftentimes, contradict each other. in Voyages of ine Columbia, she is described as a brig by John Beit, a brigaiine by John Hoskins, and a snow, by Captain Bishop of the ship RUBY. Although today’s maritime history buff clearly knows the difference between one rig and the next, it apparently wasnt so Gut and dried to the seamen of the cightcenth century. ‘This confur sion, from what we consider the source, makes it exiremely difficult to be totally accurate in our reconstructions, In fact, this has led to both serious disagree- memts and heated discussions among many historions, as well as the design and building crew of our fullsize replica. LADY WASHINGTON, AS co-designer, I was initially subcontracted 10 design the hull and balance the rig, but as a historian, my research was independent ‘Throughout the design time, the rig type was an Issue of debate. Itwas not until after the shipwas fully rigged as a brig that t was conceded that the original LADY was most likely a brigantine. Mm fact, Was upon whe insistence of our Masicr Rigger, Charlie Finger, that I pursued this ‘question, foritwashis relentless study of Howay's work which broustht about the final resolution, Although the term, brig, was used repeatedly t0 describe Kendricks plans of conversion, Mr. Ringers background as a maritime historian and ship rigger, gave him particular insight into the probable conversion of the LADY's rig. ‘Through rational deduction, this twice rein- camated merchant seaman had composed the only logical scenario. Charlie was convinced, early on, that Kendrick lacked sufficient stores to outfit a fulbrigsed brig. He also felt that he LADY'S original masi would best be utlized in an una tered siate. By incorporating the sloop mast, as the main mast of a brigantine, Kendrick woud, have half of his desired conversion. The manu facture ofthe foremast and yard assembly would then be the bulk of his labors This theory, by which Charlie based his own research, Was by far the most logical argument supporting the brigantine as the LADY WASHING- TONS final rg. It was, however, his continued study of Hoskins’ Narrative in Voyages of Colum- bia, which transformed theory into documented history, Even thougn Kendrick nad professed repeatedly that he would convert the sloop to a brig he had to succumb to the realities that ship Hager Chatlle Finger would recognize 200 veers later. In August 1781, John Hoskins wrote in his Joumal the account of his reunion with his old ‘commander and shipmate John Kendrick, now Capiain of the brigantine LADY WASHINGTON. Hoskins describes the almost apologeticattitude of Kendrick’s disclosure regarding the sloop's conversion. Te passage reads as follows: “...ne 31Se.agg99¢ $$ $i LADY WAS 32 January/February, 1990Scale: 1/8=1" sHINGTON Seaways Plans by Richard L. sles Rearawn by Doug Romney January/February, 1990 33— Sraways wes So unfortunate as to loose the last season, being detained in selling his skins and alternghis vessel from a sloop 10 abxigantine, this pelagic, cheapest wayhe could refit, as she stood in need, of every article, both of sails and riggins...” ‘Although authentic as an eightcenth century colonial brig, our replica, LADY WASHINGTON, may be Just a bit more Yenedc than originally. planned, provingthat youcan never do toomuch research, ‘The resurgence of fullscale working replicas, thas lent additional credibility to the authenticity of historical models. Through the experience of ‘actual ship construction and the application of historical seamanship practices, Insights into practical design are possible, Thus very vessel built, be it sailing replica or scale model, should reflect the builders thorough research and pract- cal experience. This insures workabilty of ar rangement and historical accuracy not possible othenwise. ‘As general research continues, even more Information becomes available to the nistorcal shipwright. The published works of historian, model builders and maritime artists, combined with the hands on. living experience of working COMPLETE. 2 THe GOLDEN PLANK-ON-FRAME and SOLID HULL PLANS Attemes, a, eat aang lone v2 ion (700 about Seaways Magazine. reenple Pass along the subscription card in this issue. 34 CITADEL BY HICKMAN Catomcatinyoaronn dimen wlth Scope inrlezonetor ey smemy Forcompletedetdlsendatliaddnsne, HL Hicananny 18s Monepor Deve, Cincineaty ont sz2z8. Sen $800 cash stumpsforesampleot sailing ships, all contribute to the pool of avaliable knowledge.’ Even though there may be some contamination irom various sources, this must be sifted through by common denominator infor mation, or repeated data comparison. Remem- ber thai even Howard |. Chapelle and Charles 6. Davis ave been found to make error. ‘Thus itis the responsibly of (oday’s historian to interpo- late, not just interpret the information as it is pre- sented Although books may be considered by some to be a secondary information source, the library isthe mainstay of themodelers research, Those 0f us who do not have the archives of the worid al our disposal can find nearly all that is needed there. ‘Through the combined works of Howay, Chapelle, MacGregor and many, many others, the historical shipwright has at her disposal the Pubic Archives of every published historian. ttis this combined knowledge that gives the builder of today the ability to produce a real workable ship that will grace the water, library mantles and display cases o/ the word's uncollected archives of markime history. Richard Miles is a noted west Coest authority on historical ships and thelr construction. He has worked as aboat builder and ship- ‘wright for over twenty years, spe- Galizingin antiquerestorations and historical replicas. ae |G His restorellons Include the 1 S087 sen 10th century square 1opsail ketch, it Foie 720 ARGUS. andl. Francis Herreshots fae 30 private Sail Cer, FLUTTERBY. Mr. xale_$20.0 Miles was the designer andbuilder ee of ine Down East schooner yacht, ROS ane MOONRAKER, and was the Hs ‘en tw Si ant forie Ship Deéctor to the Nautical aes we ae Heritage Society during the bulld- 2srests = NB" sale $ BOD Build your own ing of their replica Topsail Schoo- |] Ser oct meray re er, CALIFORNIAN. | erate swe, || 4 SHOWCASE OF toa ||_wettoat wa 03667 DISTINCTION the codesigner and builder of the | scacuan taming art novning | BIS. LADY WASHINGTON, poss i ‘etsodes of emule taste end of bly the first fully square rigged oe highest quality. sailing vessel 16 be U.S. Coast Tell a Friend Guard certified for carying pas- senders (Passengers for ite) Currently, he is designing the rep- a lica ship COLUMBIA as a school ship to be builtin 1990. Richard L. Miles 6210 Kayjala Rd ‘Aberdeen, WA 98520 January/February. 1990—— Seaways Shinbuildingin America justpriortothe Revo- On the Ways lution, had made few techaleal advances Shoe the eginning of New World colenization. Ship- yerds ot the time were usualy Just 2 clcarg Along a riverbank that provided easy access 10 5 both timber and water” the steeper riverbanks Colonial were preferred over beactiype bay locations for the purpose of launching : ey as Bullaings, ininere were any, were just shacks Shipbuilding Sct up for ihe mon who worked here, A shack might be a storage shed Jor valuable tools of maybe jus! a combynation ofice and cookouse. Part 1 of 6 The ships were built entirely without cover and Wore continued in all but ine worst of weather, Blocked up to 0 workable hoigh, the kee! would bea simple square timber set on the centerline of a fourtdation of sills By Richard L. Miles ‘The sills were timbers much akin to railroad whieh formed the building stage on which the ship would be bull. ach sil would be Bpproximately the same length as the maximum eam othe ship, These timbers would set ud on station locations, with & number and center line sttuckon them. ‘The blocking set under the Raising fame nurnbet ono, the mid boey frame ofthe LADY WASHINGTON. “This tame is known as the Square frame, having Ite OF no bevel. Now tie double Hyer OF LOS. PHOxo by Bria DaRsalcan, January/February, 1990 35SEAways: keel would also be marked with a centerline and ‘was usually only a few fect long. These timbers would all be level athwartships and would follow he desired grade for launching. ‘These timbers, combined with the latter and bilge shoring, would, collectively be knows as the stocks. At the head of the stocks, the lofting floor or sctieve board (as the British called iy, would be erected. This fla! platform would bc less than & foot above grade and would serve as a fullsize drafting board for the life-size drawing of the ship. Sometimes, the floor would be inside a building as ihe main floor, or added as a lolt on the rafters above. Inthis timeofiow:tech shipbuilding, the lofting, may be only as compleie as the Master Ship: wright deemed necessary. Depending on the particular builder, the lofting could range trom a Complete scr oflincs, as uscd today, or be justithe stem, stem in profile, and the body plan. The dimensions were scaled directly of a helf hul model, Prints or draughts were rarely the posses- sion of the Colonial Shipwright. ‘The hall model used in this perlodwas nowine ‘The square frame Installed, shown clearly are the Installed (ittongin Keel holis, (these aro not recornmended) Foto by Brion Daldaicon, 36 waterline ift ype we commonly think of today. It was, Instead, a solid block carefully carved by the Master Shiowrignt io asnape of his own liking and, design. Allhough itwas probably nearly identical ro every other similar vessel of is time, 1 would more than likely have a panticular design feature that an individual builder would claim as his halimart, These models were fasience toa backboard and sawn clean through ai every station with a thin-bladebacksaw. Slicedup inmuch the same mame! as aloef of bread, the model would only be helc togeiner by the backboard. Saw cuts or keris would act as slots for the insertion ofa piece of heavy paper or a thin wooden card. The shape, or shadow of tha particular station would then be traced upon the card. Measurements were thentakendirecily trom hiscard and scaled up on the loft floor. Many times the builder would simply cemove one section ata time and trace iss shadow onto a common card. Bevels were taken direcily off the model at each station with a small bevel square, and transferred to a bevelboardfor easy relerence. A ere i Kocks, frame cariage bolts, laminated compass timber foor, and pre- January/February, 1900SEAWAYS builder would xeep ihe modelsand bevel boards of each vessel hency should he everbe required to bul another vessel of similar size and propor lon. Solid block and baucnfreme models were also used by some builders in this period, butthe transfer of lines and measuremenis was usually more complicated, ‘The profile of the bow and stem sections were similarly waced onto cards and likewise transferred to the loft floor. Both stem and stem assemblies were drawn aut in full detail, showing. every scarf join ( a joint in aligning pieces) and Intersection’ with the detail of an X-ray photo- graph. Palemns or measurements of the Individe ual timbers and their respeciive joins were trans ferred directly 10 the cants or compass timhers spectically selected for that use. ‘The thickness of a panicular piece was known as sided. This Was usually a constant dimension (¢, 2-Inch planking isa sided dimension), whereas the curved or fitted dimensions would be molded, or ‘Once hewn to shape by saw, adze and axe, these pieces were testiitied into ther respeaive joins, and finely finished with chisel and hand planés. ‘Traditionally, the stem knee was joined first to the keel. Oftentimes, this was done as the keel timber was laid on its side in order to allow the bolts ta be driven irom the bottem side up. Depending on the penicular atrengement of wypleal midbody Frame section, showing He vlalorship ‘between Keel floor and keelson, ‘The slaggered bulls cf the {utlocks are cary ilustared. ‘The tunnel ovations, securing ‘each fttock 1 the nextare aso shown, January/February, 1900 the lower stem works, there migh! be an outer knee or Gripe scarfed’ into the keel. But more lien than not the stem was fashioned from an ideal timber, curved at i's base, which allowed the keel and stem to come together with the stem knee bonding them on their inner faces. Ships of larger proportions may have had as many as ight individual pieces in ine lower siem works aione, In any case, an inner stem knee always accornpanies the installation of the keelson. ‘The upper stem works usually follows the erection of the stem proper and is done from Siaging, ‘These additional pieces include the apron, knightheads, and head or beak works. The stemis bolted ditecly 10 the stem knee, asis the keel, with bolts staggered slightly off conter line. The apron, iftherc:s one, is affixed similarly andrides thestempiggy-back, whereasthe knight- heads are bolted though the stem and often times through each other. Rolls, upto and inchiding this point inhistory, were wrought iron and, as with all hand-forged work, were consitiered quite expensive. ‘They Incorpora‘ed a peenec-over mushroomshaped, head and were normally drified. ‘That is to soy, they were not typically through bolts. Instead, these drift balisaciedas giant nails when holding, the timbers together. ‘Through bolting was prac “The proper keel balt arrargement of the replica saling ship, ‘mis difers only slightly trom the authersic method: fst, 16 ewer keel bolt would have been a arity Second, ine Upper keel Bolt would have gone deep into the lower Kee! tener Both vatiations ate ce tothe use of a cast lead lower Keel limber. ‘The broken line represents the butt of the after a7— SEAWAYS —— ticed when the builder considered it warranted, ‘These through bolts were identical to drifis, ex cept for the addition of added length. ‘This addi Wonal length was clenched over, or peened-over plate washers on their inboard ends. Nails, also being manufactured from hardtoget iron, were used only when absolutely necessary. ‘As mentioned before, the keel was timber, square or neatly so in section, simply cut 10 length, with a scarf join fashioned at the forward, end. “The afer ed was simply mortised to receive the tenon of the stem post, ‘The stem, knee is affixed fonward, afier the stempost is stepped into the Keel. ‘On occasion, the kee! might be mace up of we pleces, onc atop the other. Thus combined they would dourle the molded dimension of the timber), collectively referred io as the keel The deadwood piéces act as fillers atop ine keel, both foreand alt. These pieces fil the space between keel and keelson normally occupied by he floors amidships. The complete structure of keel, floor and keclson, create a siructural girder upto several feet thick. This girderacis much like a modem beam and is the primary longitudinal member of the wooden ship. ‘Once the stations were drawn lifesize onthe. loftfloor, each representing a key frame, patterns were take off, one pattem representing only & portion of te frame known as afutiock. Since ihe Cross-sectional shape of a ship is curved, cach frame mast be consiructed of several furtocks, ‘These curved sections are butted together 10 form the total shape of a frame, which is com- prised of two layers of futiocks. ‘This doubling allows continulty of consuucilon by staggering the buts of cach layer. Every ceciion was fas: tened 10 the futtock next to it and consequently, though indirectly, 10 those both above and be: low. (Note: ‘The lofting of irames and their con- struction willbe coverediin greater detail in alater anicie on Lotting,) “The furtocks were fastened by tree nails or trunnelsas they were later called. These wooden bolts were simply pegs made up of anexiremely hard, gnarly wood, such as locust. ‘Trunneis were Usually manufactured by an apprentice who would Saw oul a number of pieces one, 10 one and a hall inches square. ‘These pieces wouldbe abi: longer than necdedtopass through both futtocks, and would be cight-sided hy pian. ing off ne comers. This was cone in a bench top device known as atrunnel stop. This was simply a board with V-shaped grove, which was cut iis lengih to hold the stock, comer up. ‘Once the trunnels Were cight-sided, the ap- prentice would sicp them into an octagonal hole. atop the bench. ‘This would act as a vice to hod the stock vertical while it was being rounded ‘This rounding was performed with a tool known as @ moot, which cut like @ hand-held pencil sharpener,” This device was similar in appcer- ance to. a modem handheld pipe threader and although made of wood, it was operated much in \Midbody faring complete. The lofting ofthe cant frames and ihe after haf tames coninus as futocks stack up and frames bled. Pow ky Brlan DalBaicon. January/February, 1990SEAWAYS: the same manner. The section remaining in the. bench top would be left octagonal and would act as a head for these wooden nails. ‘ONCE the patticular {UtOcKs for a given frame were complete, they were arranged on the fram: ing platform ox cirectly on the mold loft. “This allowed precise alignment for the boring and consequent driving of the tunnels. ‘The pilot hole, a8 with all fastenings used in ship construc tion, is bored undersized to allow the driving of the fastening, but is constrictive enough to be wateniight. Aller the frame is fully assembled, either whole or in port and starboard halves, it is overtumed and wedges are driven into the trun- nels, swelling the ends, thus making them a through fastening. ‘The completed frame includedthe floorand a specialized futock acting as the centerine con- nection between port and starboard frame as- sembles, This timber was usually of prime compass or a curved timber cut from the natural crookofattree. It lapped ontocachassembyy and ‘was ttunnelfastened as well Normally, on smaller vessels the frame as- sembles, complete with floors, were stepped into their respective locations and drifted with a singlebolt. These keel bots were driventhrough the floor and almost all the way through the keel, Fach was located off-center, alternating from port to starboard in cach Consecutive timber. This would allow for the Second keel bolt, which would be driven in on the opposite side through, Forward view of a, and ine Knignniesds forward nuary/Pebruary, 1990 LADY WASHINGTON without! cant fram Pao by Brian DalBaicon, the entire agsembiy once the keelson was in- stalled. On larger vessels, the floor was diifted to, the keel first, then the frame assemblies were stepped and fastened to the floor in place. “The keelson acted as a cap fo this structure: and was not normally installeciuntil all he frames with floors were secured. Completed, the keel- son was scarfed into the bow and stem assem lies and ine final kee! bolts were drifted into the. keel through the floors. ‘This backbone assembly, ‘would be finalized by the installation of the inner stem and stem knees, These timbers could be single pieces, or made up in sections as men- tioned earlier, anc once installed were drited neatly all the way through the toial assembly. A this point the backbone of the ship is com. plete, ‘Theinstaliation of heremaining of the mi¢- body or square-body frames followed the key station frames and were stepped before the keclson. ‘The nom-station frames can be con- siucied by the same technique or simply fited by shipwrights agaist ibbands or batiens, which are. connecting and falting the station frames alicady in place. Te last of the main null (raming 1s conducted ‘on the ends of the vessel. This framing consists of three types—half jrames, cant frames, and stem frames. The first two are basically the same. Each is built, as are mid-body frames, in halves, assembled’ from futtocks. ‘These nal frames, however, are not joined by floors, in- stead, they are diiiied to the fore and aft dead- Note the completed siein faring atgp the wansom timber, 39SEAWAYS. wood and knee assemblies ditecily. In the bow these frames ate canted: that is to say, they appear to slat forward. ‘This is an illusion, how- ever, forthe cant frames are set plumb, asare the oihets. it thelr relative position 10 the ships center line which gives these frames their canted, appearance. Rather than being square 10 the keel, these frames radiate from a focus much liken to the ribs of an inverted umbrella. This allows them to better fk he semi-spherical shape of the bow, thus minimizing ine bevel and conse quent material loss. Well into the bows, these frames are filled in with solid blocking up to the knighiheads, producing a substantial structure for the securing of planking and attachment of head gear. ‘The after half frames, although identical in construction, are oniy canted inships ofrounded stems. Normally, they were maintained square fo the keel up 10 and inclucing the transom, limbex(s), which was the last complete athwari ship frame. This timber is the key member Supporting the stem works or frame assembly Attached to this transom were the counter tim: bets, which were the predecessors to the hom limbers in modem sailing yachts. ‘The counter timbers were ideally a single natural crook. making up the counter and stern timber in a single piece. More often than not, however, they were built up from two or more inio place. Note the completed cant Yarning and the bosking in 6 iaching ihe cans 10 the Geaciweod. Proto by pieces and fited to the transom as a unit, ‘These. frames were parallel 10 the keel, square to the transom and diifted into place. ‘The joint used Was similar to a cartin joint (which will be de- scribed in the sccond part of this article). Finally, some blocking and partial framing would fillhe gaps between the last halfframe and the stem works, Until such time as the clamps, stfingers and planking are installed, this entire: Works must De temporarily aligned and secured, with ribbands, baviens and shores. In the case of the replica Colonial vessel LADY WASHINGTON, the aforementioned prac tices were altered on occasion, ‘These altered practices were a combination of improved bulld- ing practices and modem Coasi Guard requite- ments. Some changes include: a cast lead keel timber for extenal ballast), threaded steal, keel and backbone assembly bolts, catriage bolis in lieu of tunnels inthe furtockassembly, laminated ‘compass timbers floors), and a keelson Dult Up of several layers instead of the prefered singic timber, the laterbeing twelve inches wide (sided), twentyswo inches thick (molded) and fifty-five feet long. ‘he Next part of this anicie will address the fairing of frames, the deck andits framing, as well as the Installation of siringers, clamps, beam ceiling and planking. bows, Shown alsa ae in Daltaleon. January/February, 1990NAUTICAL ANTIQUES Although ananiique, sriily de- fined, is on artifact that Is over 200 years old, the term Is used ralher loosely teciay. The field ef nautical antiques encompasses Just about Anything shatwas once usccon, or 's felued 10, a ship. ‘This ranges from beantifal brass insuments, mahogany and oak lumiture, ephiernera (memorabilia on paper, Such as ships’ menus, sailings 00. tices, etc), relics of the whaling trade, to Sand burnished biis and pieces remaining from a sunken wreck. In the 19th century, whaling ships went en hunting voyages for asiongas three years. Salons fash ‘onad various mementos for thelr (oved ones ashore from materials athand—olten whale bone or teeth, whiling away Idle hours, @ sallor might laboriously scratch a scene [often copied trom ladies' journals Of the day) on awhale's tooth with @ sharpened nall, and edd color with tohaceo Juice or tar One of these decoraicd teeth (known as scrimshew) recently sold for 540,000 at auction! “As so offen occurs with any valuable iter, reproductions socn appeared on themarket. Although most“repros" are easy to spot, Some GF Ox tromely aficult o identify, even by Knowledgeable collectors. A buyers best strategy is fo become familier with as many genuine ex. arnples as possible, Most collectors are not in a position 10 pay $40,000 for a deco- rated whale tooth, Justa in any Ee Display Cases George M. Creations Crane Rd., RD 12 ‘Carmel, NY 10512, (914) 628-4249 Call or write fora free brochure January/February, 1990 other collectible field, there area great vatlety of more readlly afforc: able possibilities. China used ‘bord ships is one such sub-ficle Divershelmets, flere suns. swords, telescopes, postage stamps com: memoraiing maniirne events, na al medals and decorations, ship? lantemns, brassnameplates.marine ari, fine ship models, even post cards—anelstisendless, Morefas Clnating to some than the ems themselves Is the history behind them. For example, where in the evelopinent of a sextant ever the yearsdees a particular example ft? (Gr consider brass, the poor man’s gold. Many ship tings are alld bress, and techniques of po! Ishingand zppiying clear bakedon enamel eliminate any tedieus po! Ishing. During the later part of World War ll, brass was repleced by aluminum and paste. When the last of these almost 50 year old shipsare scrapped, the only brass arilacts willbe these recycled from excolleciors hoards, ‘Mat the value of nautical an- tiques will increase is a certainty, Tip litle known aspect of the co! lectibie fleld was praciically un- known ten years ago. “As the word spreads, values will rise, as with any other commodity whoro a lie ited supoly Is sought after by an everincreasing number of collec: Sources concerina and Squeezebox Magazine, P.O. Box 2343, Beling- ham, WA’ 98221. Quaneerly, $10. Conéertinas, accordions, and sea chanteys, RIT ea Ey eve er el Antique Investor If you ae there... oF long to be Eomeerierersti Peng PRO recess raat eons ener has eae eee Enero Pee Seay aia Bee ed ferret enrreena Mestovetnernt wan tonibcrbe ve Nestea as (binonhiy) sa te 6 year 5 Qveonas Return payment Nautical Brass, P.O, Box 7445W, Montrose, CA 91021-0744. Quarterly, sa6year firs! class, $30 thirdciass, specializes in nautical antiques and maritime history. Sea Herliage, 254-26 75 Ave.. » Oaks, NY 11004. Primariy mantime art and sea chanteys. whalebone, P.O, Box 2894, Fairfax, VA 22081. Blmonthly, $36, For the collector of scrim: shaw, Pacific Maritime Books send for lst REIGEL PUBLISHERS 1000 Calle Venezia San Clemente GA 92672 Warner Hoods West Fine Woods for Shipmodelers 1 Precinnenterpwcogr «Coston its * Doneste Simpunas: ® none Wir aaes P.0.Bor8i78 (219) 326-5177 Torrance, CA 90510 Eves. & When Drop Usa Line! | SEAWAYS Wants 10 know your needs as a maritime historian. P.O. Box 27503 Salt Lake City, UT 84127-0593 41Maritime Review Butcher Boy: 1902 westcoast Workboat By Craig Arnold In the early years of this century, there was a growing demand in West Coast haidors for work boats of a rugged type which could perform a variety of tasks, San Diego was no exception 10 this demand, and one of the general types which found favor here was the double-ended salmon boat In those circa-1000 days, if you were up and. about at 4a.m..and standing on the Coal Bunkers Wharfat the foot of G Street, San Diego, you could, see the ghostly shapes of sails glicing siowly own thebay under the ofisnore wing. Once out of the harbor mouth, they trolled along the kelp BUTEHER DOVin her early cays, ealingipas the Down taken inte eady 19008, Orginal rig and cabin, lus the original ‘wo and bowser. 42 beds. On a good day, they had their fil of barracuda or yellowtail by noon, then caught the nomth west breeze (or the tun back inno port. TH fish, once cleaned and iced, would be sold at market or peddled door-to-door the next day, The double-ended salmon boat was iceal for this task. Sometimes referred 10 as Dago boat they were snug Graf Indeed. Generally speaking, 8 craft of this type was about 25 fee! long, flush: decked and with three small hatches, The smal- esi hatch, farthest aft, wes where the helmsrnan sai Amidships was the fish hatch, and forward Was a naich ether for ish or, for hose boats with, more than one man, a pait of bunks. Many of these boats were sailed by one man, whohad 10 January/February, 1990handle tiler, sheets and other lines all at once. requited no small skill at seamanship 10 do So. Fishing and sailing at the same time, it was Vital 19 maintain a straight course, The double: endedboats, with theireasy lines, couldbemade to do this with 2 minimum of effon at the tiller. Although unable 10 1um as sharply as a racing, sloop, they were remarkably swift and agile. Tougih they were 100, and strongly built to take a good deal of abuse and keep sailing, Other jobs lay at hand besides fishing. in those far-Oif days, the great Cape Hom fleet of windiammers—American, Brilsh, Geman and others—beat around Old Cape Stif from the east em seaboard or Furope, and clawed their way up 10 our West Coast por ‘The men on board were the scourings of the seven seas, and they were hungry. By the time thoy reached a port like San Diego, they nad likely been many weeks at sea, subsisting on ‘toiten wheat and weevily bread’—as the old chantey “John Kanakanaka’ has it, A bk of fresh meat, in place of the usual sak junk, would be of great interest to ther ravaged gulets. Hence, the employment of the so-called meat boat. In San Diego Bay end other harbors, meat ‘boats took fresh meat to the squareriggers who hauled in and anchored out. BUTCHER BOY was onc of he names commonly given tosuch boats, and there was more than one of that tile at San Diego in various periods. ‘he boat we are concemed with, however, daesfrom 1902. Charles. Hardy, known locally as Boss Hardy, operated, among other interests, the Bay Cly Market. Here was the source for fresh meat, but how to get it to the customers, riding on their anchor chains off Spanish Bight or Dutch Fiats? BUTCHER BOY running downwind off Point Loma. San Dieso, with latcut ol fashioned spinnaker sct. fom lack of mougnt:o be In 19208, January/February, 1990 Sraways a stem-looking type who habitually ched Collar Sohigh youdhave io stand (01 2 Stoo! 10 spit over it, pondered the problem. At length he decided nothing would do but that hig market must have is own meat boat. This wasin 1886;a year earlier, whenhed opened his burcner shop Hardy nad gone a-pedaiing 10 the square tiggers in a Whitehall boat So it came albout that Hardy's first BUTCHER, BOY, about which little is known, was built in 1886 and served the Cape Hom ileet for some 15 years. By 1901, however, Hardly was in need of a new meat boat. Sometime in that year, he approached Manuel Goularte, a native of the Portuguese Azores who ran a boatyard on the San Diego waterfroni. Goulatte, his wife, and a confederate, one Manuel Madruga, set’ about designing a workboat for Mr, Hardy's needs. ‘The obvious model was the socalled Sacra- mento River salmon boat, which appears closely, related to the Columbia’ River salmon boat of fishing legend, In fact, some maritime auinors: honor both names for the same boat, pethaps to give equal crecit to both regions. Regardless of geographic origin, this was 10 be a Classic double-ender built of bending oak and Pont Orford (Oregon) cedar. ‘Me late mantime BUTCHER BOY hedlirg well as she runs downwind in an cearyrace. thispho! ‘owned the boat, ben ates fom tne pedocerry Macotullen on 1017 ant 1020, 43Sraways ~ ‘BUTCHER BOY soiling iter in historian Jerry MacMullen felt hat the boat shows a definite Azores influence; he seemed cenain that Goulanc and Madruga were iniluenced by their Portuguese heritage in designing the craft Be that as If may, the boat that rose in the Goulante yard berween January and April, 1902, was 20 feet, || inches long; 8 feet, 6 inches in beam; and had a dratt of 2 feet, 7 inches. she carried 604 squere fect of sail in her bg mainsi ‘and Ji, all of which was sewn by Mis, Goularte, ‘The spats of BUTCHER BOY measure as fallows: mast, 35 feet, © inches; boom, 30 feet, 01/2 inches: gaff, 13 fect, 6 inches; bowspril, 10 fect, 1 inch—theiatter spar measured fromboat's siem {0 tip of spar. She was framed In oak, planked with cedar, and copper fostened throughout. She carried 3 long bowspri, long overnanging boom. a srmall cabin forward onher flush deck, @ main fish-hold (or‘fish box’) amidships, and at the stem a small 44 Thor career, possily in 19308 oF 1940, with female Sea Sou, hatch or cockpit, on the edge of which the helms. man sat. Her mast was spruce, stepped 7 feet from the bow. BUTCHER BOY carried 2,000 pounds of lead ‘outside On her shallow Keel. ‘The tead ran ner entire length and projecied two inches abatt the forward edge of the rucder—which certainly helped when running through kelp. Her flush deck plus her cabin made her an exceedingly Comionablc boat for ordinary purposes. (the Cabin is still a bit cramped: later owners installed ahead, which KenReynaré, who sailed hertoher present home, said “only @ dwarf could use.) Years laicr, the two hatches were joined 10 form aroomy Cockpitand the cabin was enlargied and extended afi, ‘This acrangemen! gave her four benhs below by running two of them out under the cockpit seats, Looking just as she does in the accompany- ing photo showing her passing the Down Easter January/February, 1990Seaways hore in. This phola is holieved to cn JF, PACKARD, this little sloop was launched 2, and immediately entered the Hardy, to set about peddling 110 the squaretig, men, t appears that meatboat work was more a matter of delivery than soliciting orders. The: Cape Hom captains were all acquainted with Boss Hardy by thistime, and placedorders ai the Bay City Market almost while thelr anchorchains were siill roaring out the hawsepi BUTCHER BOY, loaded with meat on the wa terfront (Ilardy's market was at Fifth and Broad- way), thense! her sails and, with gulls screaming, inher wake, sped forth on her ertands. 1s casy topicture the lean faced crew of a"lime juicer just in from Callao or Valparaiso, lining the bulwarks as BUTCHER BOY comes alongside, necks cran- ing, cyes searching, mouths watering for the fresh beef about 10 be slung abcard. And Boss Hardy had the jump on any competitors in this trade: not only was he the first man 10 ship Atizona cattle 10 San Diego by rall, he ran an advanced meatfreezing operation, and even a steam-powered machine! (in his later years, Hardy managed Rancho Santa Mangarita—now Camp Pendleton of the Marines—where he replayed his youthful cow- boy days to full satisfaction. He died in 1931. At length, around 1905, Hardy decided 10 Sell BUTCHER BOY. His reason for doing so was doubtless purely economic, and may have had something to do with the fact that stink pors (steam-powered boats) were rapidly taking over January/February, 1990 fa snug cove, his tine fv te Channel islanls Of Soumern Calfornla, The pace is Emerald Cove Korn 14088 oF 19505 all sons of harbor work BUTCHER BOY's second owner was Kent Hamilton, a well-known San Diego yachtsman., Hamilion could eppreciaic her good lines and nose for a breeze, much in the manner a Ken- lucky horse-buyer can see the same things ina colt So the sloop now entered upon her long career as a privaie yacht, No more would BUTCHER BOY'S dock rock of the slaughter house: now she ran in tonier company. Hamilton rebuilt BUTCHER BOY somewhat to his own taste, although his modifications are tought tohave beenminer. Hispurposein dong 0 soon became clear: Hamilion became com modore of the San Diego Yacht Club, and he and BUTCHER BOY vied for the Lipton Trophy in these waters, (inall, thesloop would be the clubs flagship three times.) BUTCHER BOY 100k part ina famous match against the superb yacht DETROIT off the Hotel Del Coronado in 1905, This match, for which DETROIT was shipped io San Diego, washanclly ‘won by that sloop, being larger, faster, and built from the keel up for racing, Little BUTCHER BOY put up a sturdy battle, however, and dogged the big eastem boat's hee's most of the way. Al tough not designed for racing, she showed promise. (Today a diorama of models at the San, Diego Manitme Museum cepict a tense moment In this match) BUTCHER ROY finally passed from Hamit. ton’s hands into, successively, the ownership of 45— Seaways z William Barker, Charles Terman, Walter Jahres, and Jerry MacMullen—San Diego yachismen all ‘MacMullen bought the boat in 1917, when he. wes twenty. Then a joumalism student at the University of Califomia, he wes destined to be- come one of the premier maritime historians of the Wes! Coast. His hundreds of newspaper ar ticlesand four books on shipping elevatcdhim to near legendary status among old sca dogs and landlubbers alike. MacMullen had this boat until 1930, end he never tired of singing her praises then oriater. As eaily as 1934, he wrote for Yachting magazine about BUTCHER BOY. “While her long keel made her slow in stays, she wasa celighttostecr at sca, and was fest and comfortable. And when it got nasty, she went trough ihe water wintariess pounding and fuss thon her modem rivals. Of course, such a model isnotthe best thing or smart windward work, but with a quartering or beam wind, there was noth ing which could stay with her. 'sne gloried in a fresh breeze, and yet was remarkably good at ghosting along in light airs.” ‘One of young Jerrys colorful escapades with this boat occurred scmetime in the 1920's. seems that a local yacht club (which Jerry kept nameless in an amticie) decidedupon an overnight jaunt t0 La Jolla—then a somewhat isolatcd but already ritzy gatellite of San Diego. Accordingly, the yachtsmen sailed the few miles from San Diego Bay to La Jolla Cove, wherethey anchored theirboatsand, altera fashion, scrambledashore. BUTCHER BOYS owner was present when “ihe then commodore,” as Jeny relates, “a lusty and profane man, all dressed up in his shore- going best, had upset his skiff while coming in through the surf. When he scrambled ashore, he aS saying—very loudly—things more sulted 10 the cars of the crew of a lumber schooner than those of the conservative La Jolans who had gathered togreethim, Laterin the evening, being himself one of the problem children, ihe commo- dore joined the wackier members for a bit of a good time.” “The aforementioned “good time" tumed out to. bea rousing drunk capped by stealing alot of old Spanish costumes from a hotel basement. ‘The ‘more ebullicn’ yachtsmen domed this gear and swaycdupand down the sedate sircetstill dawn: “As they marched,” Jerry resumes, “they sang. and their singing was no’ 00d. Not only were they off-key at times, but the wording of some of their numbers was both inappropriate and im: proper, La Jolla was shocked, and not without reason. Finally most of the visitors tired of thelr fun, of just plain passed out.” The next day, a commitiee of distinguished LaJollans approached the bloodsho-eyed com: 46 Acloseup of BUTCHER BOYS stems she lies at anchor ‘peaceful California sexing ‘apparent the ‘A bow view of tie sloop. Again, the dé January /r* ebruary, 1990Kouuiorr Soc Kj usrexpoR vss AOU YWHAHOLNASeaways BUTCHER BOY high and diy for ropaiss in an unidentified boayard, Prom tie dk jing Of WO aul in @ companion pow, lets thought the holo cates frem Ihe 1940s, when Certain modifications to the Bont were macs modore, and firmly requested thai neither he nor his seagoing mymnidons ever set foot in La Jolla again, In 1930 MacMullen sold the boat 10 a Los Angeies yachisinan, end she left her San Diego home for 41 years. in 1035 she was purchased by young Grant Allen, who whiled away a pleas ant summer with a pal sailing from San Pedro to Catalina and back. “The reason for purchasing the boat recalled Allen recentiy,/was to Sail 110 the South Pacific and live the romaniic life os portrayed in various Hollywood films. We go! as faras the Isthmus at Cataina Isiand where better sense prevailed and we retumed to San Peco.” lich ought the boat for Just $800 in those depression days, 1n September of that year he resold it for $850 in orcler io resume his education at UC Berkeley, Like Jerry MacMullen and numerous athers, Grant Alien loved 10 sail this sloop. His recolle¢ tion is worth quoting at length: “Being gatl rigged did not allow the BUTCHER BOY 10 point as high into the wind as Marconi tigged sloops, but wnen sailing offine win there was no boat in San Pedro or vicinity that could Comeclosetothe speed of the BUTCHER BOY. "During 1035 the cockpit arrongoment was single, ovalrounded at ine siem, and with a Coamiing approximately eight inchés high. “BUTCHER BOY hed kerosene running lights 48 and wo kerosene lamps below decks mounted on gimbals. ‘The boat had a faitly large mains!, which hada single row of reef points; these were used whenever the wind exceeded 25 no's, “rhe point | remember most about the boat ‘was how beautifully and easily she handled with the wind from about 45° forward of the beam to about 45° abaft the beam. Even with the low freeboard she was very dry and there certainly ‘wasnoboat in ihe area that Cold matcher speed. with such wind ditcctions." Grant Allen's comments are cectainly in line with McMullen’ as to the boat's sailing qualities. Before and after Allen had her for the glorious summer, BUTCHER BOY was owned succes. sively by W.W. Pedder, Harty Batcher, and Bob Daniels—all yachtemen in the Los Angeles area, In 1940 sne was acquited by Rolland "Rollie Kalayjian, a jolly sailor of Armenian descent, who decided to make some changes. Rollie de- scribed 10 this writer how he rebully parts oF ne. boat, raising the freeboard and making other mocifications, The boat was originally equipped witha centerboard; this was now long gone, and. inits place, Rollie installed a rocker fore ancbaft keel from the forefoot 10 the stemposi, He also added be:ween 600 and 800 pounds of Iced ballast. BUTCHER ROY still had her original cast. iron ballast blocks in piace benween her floor timbers; the blocks appeared custom-made for January/February, 1990: Seaways, the boat, and were fitted with liting rings, Rollie said they fit very saugly into place, more evi- ence Of the carctul workmenship that went into her building. On the chainplate bols, Rollie found old sio-machine tokens doing duty as washers. In the argot of BUTCHER BOY's youth, these were dubbed Chinese coins—and gave tis 10 a long.circulated, but unfoaunately false, story that she actually had Chinese money embedded inher innards During the period (1940-48) while the boat was in Rollic's ands, he kept her at San Pedro. ‘she participated each May ina race from that port 10 Coronado, and she also kept herself in trim with midwinter regattas at San Miguel Island, Rolli¢ sold ihe boat to Al,Upton, who kept her inLosAngeles waters until 1952, then soldher to another party. Atthis point the history ofthe boat becomes murky for some 16 years. We kiow she remained under private owners in the Los Angeles atea, presumably atSan Pedro. In 1968, she was purchased by one Ed Peterson. A fow years later, vetcran San Diego yachtsman Joc Jessop heard that she was still in existence somewhere in L.A. Joe began a personal search. He finallyheard thal BUTCHER BOY—or what scemed to be BUTCHER BOY—was at Playa del Rey. lying quietly in the basin. Jessop and Ken Reynard ithe man who super vised restoration of the bark STAR OF INDIA) took a jaunt north from San Diego to see whether this really was the fbled BUTCHER BOY. At first sight, they were dubious. ‘She was a dounie- ender, all right, but she Just didn't look that ald Closer inspection and comparison with various documents reveated that, yes indeed, this was the famous BUTCHER BOY. The boat now sponed a trunk cabin “with all the discomions of modern convenicnees," ac- cording to Reynard, There were three cramped, bunks, the aforementioned head “that only a dwarf could use,’ a four-cylinder Gray Seascout engine that Cold not easily be reached, andoiher annoyances. As a final touch, there was @ Princess telephone—‘about as useful as radaron a dugout Canoe.” groused Reynard, ‘The boat's Owner at this time (1971) was a faraway bank. Funding for the BUTCHER BOY'S purchase for ihe San Diego Marlime Muscum had been raised by the Star of India Auxiliary, Reynard and Jessoparranged an inspection haul oul, which was "mulfed," according 10 Reynard, After further negotiation, Reynard obiained con: ol of ihe boat from ine benk, and decided 10 sail her to San Diego, where @ proper hauF-out could be done, Reynard later cescribed BUI voyage south to her old home: ‘CHER BOY'S January/February, 1990 BUTCHER BOY comeshome! From laf right Joe JesS0p, Ken Reynard, Bill Cooper and an uncentiied helper make her scugataSan Dlegodockc. 1971—after an absenceot at yours trom tne cty of rer birth ‘Ken Roynardat ihe heim of BUTCHER BOY, San Diego Bay, cally 10708. 49— Seaways ‘Avision fom the past From the heyeay, the classic west ‘Coast salmon boat, BUTCHER BOY, sells again off Point Coma in tie 9708. “When a few riddles of the Seascouthad been solved, we stowed some chow and otherneces- ‘saries aboard and shoved off, carying only a ‘small bit of cetgo—a twopound hunk of bacon to be delivered in San Diego by BUTCHER ROY, performing againa service shchadnot donc in 65, years.” Reynard and a companion first went to Catal ina under power: “I thought my math had slipped a litle," he said, ‘because We averaged 6.9 knots with that ile egg-beater, and lwouldhavebcenquite con- tent with 5.0 or 5.5 At Avalon we topped off with gas, set sail, and were off in a light Nwesterly— and she stepped right out, t00, with herhandme- own suit of sails of whicn the main constituted about a double reef in the mainst of yore. “The smell of gas persisied and we found the deckiill pine leaked at the deck. and couldnt be: got at, at all, We found a piece of hose and Siphoned out several gallons to end the danger— gas docs not iasic good! We were off Point Loma: by 11:45 p.m,; about 6.7 knots under sall, and only a moderate but fair wind! Her legendary speed was reall “Next day, a beautiful Sunday with fresh breezes, ie fleet of yachts assembled to watch the Lipton Tiophy race, defended successiully by Gene Trepte and his BRUSHFIRF; but the litle galtligged cutter drew more than normal atten: tion among the spectators whollttie realized twas holding her back—ior as eagerly as she seemed 50 to want to race 100, it wouldn't do to lead these modem yachts around the course” Reynard brought her safely in, to the staresof the curious and admiring, and ever since that day, she’s been patt of the small craft collectionof the San Diego Maritime Museum. Today she resis on supporisin ineshedof ne. B Street Pier, a stones throw from STAR OF INDIA, BERKELEY, and MEDEA. ‘The Maritime Musctm hopes eventually to have BUTCHER BOY as the centerpiece in a permanent exhibit of small craft, alongside the Kettenburg PC racer WINGS, thé Monterey fishing boat 8UCCANEER, and other examples of west coast craft the Mu! seum has acquired over the years. BUTCHER BOY represen's the last flourish of the west coast salmon boat, a development that beganin the 18608. Sne is among te last few harbor workboats in exisience dating from the tum ofthe century. Workhoat, racing yacht, and pleasure craft, she symbolizes a parade of color ful moments in west coas: maritime lore. SOURCES Allen, Grant. “Memories of the BUTCHER BOY, Mains! Haul, San Diego Marline Museum, Fall 1988. Jessop,’ Joe. Leiter to Jesry McMullen about BUTCHER BOY, 1971, MacMullen Collection, San Diego Maritime Museum ‘alayjan, Roland. ‘Telephone interview with au- thor about BUTCHER BOY, Gciober 8, 1689, (a Dow, Charles R. The Ships, The House and The Men 4 History of the San Diego Yacht Club. Praze Industries, Sen Diego, 1977. MacMullea, Jemy. “The BUTCHER BOY Comes Home", Mains Haul, San Diego Martime Museum, June 1971 —__________. notes trom the Butcher Shop”, Mainsi Hleul, San biego Mantirme Mu scum, September 1071 a _saimon Boat ‘Saga’, The San Diego Union, May 29, 1960. ine La volta inva. sion: Once was Toe Olien’, The San Diego Union, ‘September 1, 1963. ——________ navyas p.: Boss Hardy Deserves Some Cred", The San Diego Union, July 25, 1065. “TheSalmonBoat Yachting magazine, June 1934. Reynard, Ken.’ “BUTCHER Boy", Unpublished. monogaph in MacMulen Callection, San Diego Marl time Museum, Authors Note: Ship modelers consicesing con- struction of a model of BUTCHER BOY are inviles 10 oniact the author ior more information. ‘The author ‘can be reached at the Sen Diego Maritime Museum, 1492 N. Harbor Drive, San DicgoCA 92101, telephone (619) 234-0153. Appointments may be made 10 view ‘and photogreph the restored beat. January/February, 1990SrAWAYS — - SEAWAY. oe Advertising Rates and Information Jounal OMaline History and Rese Seaways is a new, bimonthly joumal directed to the model shipwright and marine historian. itis a Serious approach to ship model construction and will provide research material that will give a model authority and historical accuracy. It covers historic shipping both sail end steam, and fea- tures [ull Scale ship construction details, ship plans, photogrephs, histories and research. ‘These include carly Exploration Vessels, Proighters, Wholers, Tugs, Down Bastets, Junks, Neval Ships and Cra, River Roats, California Clippers, Ferries, Istand Craft, Classic Boats and Yachts, Fshing Boats, Lumber Schooners, etc. Feature Articles MARITIME REVIEW Maritime Review is about real snips and crafts and is directed to the model shipwright and marine historian, It contains interesting and informative histories, plans, photo gtophs and details, including cimensions, material's, colors, flags and peculiarities of the vessel ON THE WAYS—On ‘The Ways isa six-patt scries covering the construction of one vessel per yeer, from keel to muck. It includes 8-10 pages with photogrephs and drawings. This is the “how to" article. It includes the details, rules and construction methods of the vessel being featured. ‘This series is the main emphasis Of this publication. MODEL SHIPWRIGHT—Model Shipwright is not necessarily a "how to” anicie. This article will go through the research and explore finshed model construction details. including plans and photo- aphs of various siages of consiruction. SEAWAYS—Seaways Consists of inicrviews and writings of experienced seamen, and includes information about shipboard appearance, the positions of the yards end sails under various ‘weather conditions, where ships personnel worked and stood their watches, etc. BY THE WIND—By The Wind features various nautical history orgenizations such as maritime muscums, and clasic boat & ship model clubs. Advertising Rates and Issuance Size Requirements e ag Seavavs is published bimonthly. Closing dates nasal ven || for advenising are tsted below. a Sreo) | Pe. Issue ing baie [rete covers aa x11 ao] January/February : October | [rae oie a] MarchvAprtil...scssonnn “December 1 Bs. ae va] PP] Meyer February | ae 251 |p| v JulyAugust ‘April eve aol as SepiemberOctober dune 1 sees — are site] RovemiberDeceMber vars. August | restore “a| LJ aaa et Subscriptions ise rey 8 1 2 Sa year years = us. seats $18 $34 a Canada $25 $48 P.O. Box 27509 Ott shore a8 $08 bi sie tis Sattar cy.uT Single Issue ea $3.50 msve aia x10 isa January/February, 1990 5