Newsletter - Save Ontario Shipwrecks
Transcrição
Newsletter - Save Ontario Shipwrecks
Newsletter November 2005 - 4 ISSN NO 1180-1972 SOS NEWSLETTER Newsletter of Save Ontario Shipwrecks, Inc. http://www.saveontarioshipwrecks.on.ca HEAD OFFICE P.O. Box 2389 Blenheim, Ontario NOP lAO Fax : 519-676-7058 EDITORS Shirley and Nino Mangione 149 Walden Drive Kanata , Ontario K2K2K8 613-599-4052 [email protected] PUBLISHED FOUR TIMES A YEAR February, May, August, November This issue published November I, 2005 Cover graphics by B.M. Prince. We encourage reproduction of our Newsletter contents. Credits should read: From the SOS Newsletter, date of issue, a publication of Save Ontario Shipwrecks. Opinions expressed by contributors to the Newsletter are not necessarily those of the Editors or the Board of SOS. The SOS Newsletter is published by Save Ontario Shipwrecks (SOS), a non-profit charitable organization dedicated to furthering public knowledge and appreciation of Ontario's Marine Heritage. Save Ontario Shipwrecks gratefully acknowledges the support and financial assistance of the Ministry of Culture Word Find B E R L I N K E R M A N T A I D N T A 0 B M A E T S 0 B L R E Y R G 0 0 L S S I U S P N E K R V I G 0 U R T B U G 0 L 0 Algoma Berlin Brunswick Bunke Captain Carlingford Catwalk Coal Displacemen Engine Favorite A M R F N I L A U N C H S Y V A G U D W S L I E R N N B N M W G G L W I T 0 M A R G Q y Y H 0 E H A M I L 0 R A N P E T T N E M E C A L P S 0 B R L N M R Y 0 Q x T K S S D C y W A E E P K R T K A A S I T I C D L N L D E S I K N U B T E J S Ferry Gladstone Helm lnkerman Jetty Kamloops Keystorm Launch Loran Lyman Davis Munson S P 0 0 L M A K L A W T A C X D N U 0 B P U M L E H G U 0 F Myron North Wind Ratline Rothesay Spar Steambarge Steam boat Superior Topside Upbound Wake HELP WANTED melnber now YlWW.SavcOnt.uioShipwrccks"on.C3 E T I R 0 V A F E R R y W R C FROM THE BRIDGE Jim Hopkins, SOS President The Province of Ontario is now proceeding with the next of phase of developing its marine heritage program. This work is centred on the Ontario Heritage Amendment Act, 2005, a part of Bill 60. As you read this column , the consultation phase of this process will just be concluding. For some, this will be the most controversial area, but in my opinion the potential lies here, for Ontario to truly take a leadership role in Great Lake marine heritage preservation. Divided into 5 phases, it will be the first two that may leave some people or groups upset. The first deals with proposed heritage value criteria for all marine heritage sites in Ontario. It will not be so much the criteria that will be called into question but what it will be used for since the Ministry of Culture in now "empowered to prescribe specific marine archaeological sites in regulation for specific protection." In other words, some sites will be off limits. This is what those who deal in fear mongering will try and prey on. "They want the wrecks to themselves" they will say, "I should be able to dive that." It must be remembered that this is all about common sense and it is with that in mind that SOS has crafted its position regarding changes to the Heritage Act over the past three years, we have sent a clear consistent message and will continue to do so. We have said "yes there are wrecks that deserve special protection, but to be credible the list must be kept to an absolute minimum," otherwise any "special" designation would be trivialized be the numbers designated as "special". The criteria as put forward by the province for heritage sites to be considered for the "special" designation status (please see the SOS website for details) is in my opinion well laid out and all-inclusive. Examining the criteria many would be surprised to find that out of the box, only three sites were place on the protected list, the Hamilton, Scourge and the Edmund Fitzgerald. At the present time I cannot think of another site that should be put on this list. This is after all about developing stewardship of our heritage, not restricting access. The second area that will disturb some is licensing. Maybe it is just me, but I find it odd that some divers will spend hours, in many cases years developing 2 their dive skills and further spend time to develop their archaeological skills , but then complain if they have to take the time to fill out an archaeological license to do survey work. Here again SOS has promoted a common sense approach based on the United Kingdoms Protected Historic Wrecks Act. There would be 4 levels of licensing from basic to what would amount to a full-scale archaeological survey. It would be most important that the basic level involve a simple application that can be quick to fill out and quickly approved so as not discourage use. The last three phases will be (3) General standards and guidelines, (4) Outreach Programs and (5) Information. Technology Development." Item three is relative to licensing and why it is required, so that information collected across the province is done so in a standardized format. In years past when Peter Englebert was at the ministry, SOS chapters played an active role in this area, collecting information and monitoring wrecks in their region and submitting the work to the ministry. With a marine archaeologist again in position, there will be much work for us to do here. Chapters running NAS courses will be able to put their graduates to work , monitoring and documenting wrecks in their area. Outreach and Information technology development have a huge potential. This ranges from developing programs for school children and educational programs for divers to the province developing a marine heritage website. This website would be so valuable. It would offer a place for marine heritage information collected across the province to be placed, for all to see, not filed away in a closet somewhere. A look at websites in Minnesota and Wisconsin show the economic reasons shipping existed, coal, iron, lumber etc. and the types of ships involved from freighters to fishing boats. As I mentioned at the beginning, the potential here is endless as are the possibilities for SOS to participate. It is time for all organizations to work towards developing a well balanced set of guidelines that not only protects our marine heritage , but also is respectful of the rights of divers and further to contribute to the knowledge of all. I am pleased to say SOS is well positioned to do so. 3 SOS HAMILTON by Walt Irie At our last meeting Mike Babiski gave us an interesting presentation about his collection of antique diving helmets along with a history of diving in Canada. I've attached photos of the helmets along with a dive boot which weighs 25 lbs! Mike will be giving us another presentation this fall on the history of John Dade equipment (a Canadian manufacturer of diving equipment from the 1800's) along with stories of the men using it. We will be working with Mike on doing a hard hat course in the New Year. Erika Laanela, the Provincial Marine Archaeologist is looking for volunteers to assist with a survey of the Steamboat Geneva Sept 23rd to 25th up at Lake Couchiching (north of Lake Simcoe). The wreck is located in waist deep water close to shore . Please contact Erika for information if you're interested in assisting with the project. http://www.ricelakeinfo.com/trentww.htm#geneva I've attached a picture of the wreck site. Erika can be contacted at [email protected] or by phone (416)314-7154. Mike Babiski How do you like them boots Paul? 4 Franca Paul Ted 5 30 Years Later THE WRECK OF THE EDMUND FITZGERALD by Jim Hopkins November 10th will mark the 30th anniversary of arguably the Great Lakes most famous shipwreck, the loss of the Edmund Fitzgerald. Over the passing years so much has been written about the ship, her crew and her loss, it would be difficult to write anything new here, but I thought none the less, that something shou ld be written , remembering not only the ship and her crew, but the place they hold in the annals of Great Lakes history I was 14 in the fall of 1975, when just after supper I set out for the public library a couple of blocks away. 30 years later I only remember the cold and blowing snow that night because of the headlines in the Sudbury Star the next day. They read that a freighter and 29 men were missing near Sault Ste Marie . As I walked that evening, little did I know that approximately 150 miles away as the crow flies, the last Great Lakes disaster and one of it's true mysteries was unfolding. The Edmund Fitzgerald (US. 277437) was built by the Great Lakes Engineering Works at River Rouge Michigan. Measuring 729' x 75' x 39' the ship was launched on June 7,1958. On September 24th of that year her she loaded her first cargo, taconite pellets bound from Silver Bay Minnesota to Toledo Ohio under the command of Capt. Bert Lambert. For her entire career the Fitzgerald was to sail for the Columb ia Transportation Division of Cleveland based Oglebay Norton. Although considered the flagsh ip of the Columbia fleet, the Fitzgerald was in fact a "rental" . She was owned by the Northwestern Mutual Life Insurance Company of Milwaukee and was named after Mr. Edmund Fitzgerald who was chairman of Northwesterns board of directors when the Fitzgerald was built. Although not considered unsinkable in the sense that the Titanic was, it was believed that technology had moved forward to the point that Great Lakes shipping in 1975 was considered very safe. Of course there were accidents, the loss ofthe Eastcliffe Hall in 1970 and the Roy A. Jodrey in 1974, but both of these wrecks followed groundings in the St. Lawrence, they were the result of human error. The last two significant storm losses were the Carl D Bradley on November 18, 1958 in Lake Michigan and the Daniel J Morrell on November 26, 1966 in Lake Huron. Both of these were older boats, the Bradley having been built in 1927 and the Morrell in 1906. The captain of the Bradley was thankful his ship was 6 making her last trip of the season. Over the course of the shipping season he had been describing the hull of his ship as "ripe" and she was to undergo a refit as soon as she laid-up at the end of the trip. In the case of the Morrell, her steel hull had been constructed of poor quality steel and it had become brittle, a determination that was made only a couple of days after her loss. In a twist of fate, the Morrell's sister ship, the Edward Y. Townsend had been following her up the lake. The Townsend's crew was surprised when they arrived at the Sault and the Morrell had not yet arrived . While awaiting news of her missing sister, the Townsend was inspected and it was discovered that her hull had fractured, she was condemned and was sold for scrap. Safety measures were strengthened over the years following the loss of these ships one of the most important being that the radio equipment on the bridge have a back up source of power there, instead of relying on the electrical plant at the stem . In the case of the Bradley, First Mate Elmer Flemming was issuing the May-Day call when the ship broke in two severing the power to the bridge and silencing his efforts. In the case of the Morrell, the power was severed prior to the crew sending a message. Ironically, it was radio communication that so enlightened us about the Fitzgerald story and equally added to the mystery. Throughout the trip down storm ravaged Superior, Ernest McSorley, captain of the Fitzgerald had been in regular contact with Bernie Cooper, master of the Arthur M. Anderson that had been passed by the Fitzgerald and was now following her down the lake. We know that both of the Fitzgerald's radar sets were down and that she was relying on the Anderson for help to work her way toward Whitefish Bay. We know the ship had railing down and had started to take on water, McSorley radioed he had his pumps running, working ultimately in vain to rid the hull of water. We also know that McSorley was frustrated by the fact that beacon at Whitefish Point was not working. Through the intermittent snow squalls the crew on the bridge of the Fitzgerald were straining their eyes through the pilothouse glass, looking for the landmark that would mean safety for their ship. There they stood, looking, hoping, surrounded by some of the best technology available including an alternate power source for the ships radios, yet when destiny arrived, the great ship and her crew passed silently to eternity not leaving a solid clue as to what happened. There have been may theories over the years, the first US Coast Guard inquiry 7 blamed improperly sealed hatches, others thought she may have ruptured her hull on shoal near Caribou Island. But a few years ago I read an interesting article published in Inland Seas, written by a former Fitzgerald crewmember. With so many pictures used in books and paintings showing a proud staunch ship, the flagship of the fleet, perhaps more like a yacht than a freighter, the Inland Seas article changed that for me. The Fitzgerald was described as a heavily used workhorse, since after all, she was a "rental." The Fitzgerald was described as often being overloaded, leaving harbour trailing a stream of mud behind as she dragged her hull out into the lake. In many shipping seasons, she was more often than not, the first Columbia ship in service and the last into layup. Could this hard work have led to her demise? 30 Years later, we will never know. And what if this disaster had not occurred. Only five of the Fitzgerald's crew would not be retired. Captain McSorley and four other would be over 90 years old, eleven would be in their eighties. Perhaps the Fitzgerald would still be gone, following the path of her sister, the Arthur B. Homer that was cut up for scrap several years ago. What we are left with is an enduring story that has left an indelible mark on Great Lakes history. The vision of captain McSorley, his face near the pilot house window, his eyes straining to see the Whitefish Point beacon, a signal of safety for his ship and crew, but unknowingly, sailing into history. 8 SOMEONE HAS BEEN STRIPPING THE J.B.KING Letter to Bob Ligthart Hello Bob, In the last week I have personally dove the J.B.King twice and noticed that the large brass ship's steering wheel and 2 of the 4 brass equipment plaques (that I have seen in the past) have been removed from the ship. The wooden wheel on the "life boat" is still there. They were there last year when I dove the King in late august / early Sept. The removal would have taken at least 4 to 6 dives to do the work and had to be done at night. I have talked with a friend of mine who lives out on McDonald point (Dr. Wyatt) and he told me he remembers seeing and hearing a boat out there last year mid / late Sept. late at night / early morning (l to 3 am) he gave me a rough description from what he can remember of the boat. The really disturbing part is I believe it is a member of our charter boat association (believing who it is and proving are two different things) , I have no proof like pictures, boat registration number, etc. I find this to be extremely disturbing in this day and age that this is being done to any wreck especially this one where so many folks died . I have CC the executive of the association (those that I have e-mail address for) and HOPEFULLY they will take a firm stand and make a loud firm statement (to all members) regarding this specific example and that and stripping / moving or damaging any of the wrecks is not acceptable. I feel that currently my only recourse is to make this as public as possible in the hope that the individual will stop and ideally be embarrassed into returning these artifacts back to the wreck site where they belong and not sell or use them for his personal gain. I also realize that it is probably too late or just wishful thinking on my part. Best Regards, Tom Scott 9 10 Top Ten Largest Wrecks Yet To Be Found (The Big Ones Still Out There) by Jim Hopkin s A while ago while doing some research I came across an interesting discussion topic on Brendon Baillodds Great Lakes Shipwreck Research Group web-site, what are the 25 largest wreck s not yet discovered? A list was agreed upon which I believe is accurate and from that I have put together this article on the top ten big ones still out there. A couple of these I have seen from time to time popping up as being "found" but to the best of my knowledge, none of these ships have been found , yet! (l) James Carruthers (C131090) 529': Built in 1913 at Collingwood Ont. The Carruthers when launched was the largest ship in the Canadian Great Lakes Fleet at the time. Despite her size, the Carruthers career was to be a short one. 9n November II, 1913, 5 months after completing her maiden voyage , the James Carruthers was lost in the Great Storm of 1913 while down bound on Lake Huron with a cargo of grain from Fort William Ont. None of her crew of 25 survived. _(2) Henry B. Smith (A203143) 525' : The freighter Henry B. Smith was launched at Lorain Ohio in 1906. Seven years later, 1913 had not been kind to her master Jimmy Owen. The Smith was well behind in her expected tonnage delivered and management was being hard on poor 12 Jimmy. During the height of the Great 1913 storm, the Henry B. Smith was tied up safe at the ore chutes in Marquette Michigan, taking on her next cargo . People were amazed when loading had completed, the Smith backed away from the dock and sailed out into the fury while her deck crew was still working to secure the hatches! Jimmy Owen paid the price for such foolishness for he, his ship and crew have yet to be found. (3) D.M . Clemson (A 157703) 468' : The steel freighter D.M. Clemson sank in a Lake Superior blizzard while carrying a cargo of coal from Lorain Ohio to Superior Wisconsin on December I, 1908. The Clemson had been launched at Superior five years earlier in 1903. All 24 aboard the Clemson died in the accident. (4) Henry Steinbrenner (A96584) 427': The Henry Steinbrenner was built for the Kinsmen Transit Company by Jenks Shipbu ilding of Port Huron Michigan and was launched in 1901. The Steinbrenner sank off Isle Royale on May II , 1953 when she lost hatch covers in a storm and foundered. 17 of the 30 men aboard the Steinbrenner were lost. (5) Cyprus (A204527) 420 ' : After completion at the American Shipbuilding Company Yards in Lorain Ohio, the steamer Cyprus sailed on her Ist voyage on September 21, 1907. Just over two weeks later on October 9th, the Cyprus sailed from Superior Wisconsin with a cargo of iron ore for delivery to Lackawanna, New York. Two days later after fighting heavy Lake Superior seas, the Cyprus capsized and sank leaving only one SurVIVOr. (6) Hydrus (A200315) 416': The Hydrus along with her sister ship Argus were both lost on Lake Huron during the Great Storm of 1913. Hydrus was launched at Loraine Ohio in 1903 and was carrying a cargo of iron ore when she was lost. All 28 members of the Hydrus's crew perished. (7) Scotiadoc (C 173186) 416' : The steamer Scotiadoc was in transit from Fort William to Midland with a cargo of wheat when on June 30, 1953 while sailing in a thick fog near Lake Superiors Trowbridge Island, she collided with the steamer Burlington and sank. The Scotiadoc was built by the American Shipbuilding Company and was launched at Cleveland Ohio in 1904. An interesting point pertaining to the ships name, The Patterson Steamship Co. always added the suffix "doc" to the names of their ships which stands for "Dominion of Canada" . (8) Senator (A ll 6725) 410' : The steamer Senator was launched as a bulk freighter at Wyandotte Mi. in 1896. In 1929 she took on a new role, that of automobile carrier following modifications completed by the Reid Wrecking Co. On October 31, 1929 the Senator collided with the steamer Marquette in a heavy Lake Michigan fog. Shortly after the collision the Senator settled to the bottom of Lake Michigan taking with her ten crewmembers and over 200 brand new Nash automobiles. (9) Marquette & Bessemer #2 (A202514) 338' The Bessemer was a large railcar ferry built in 1905 at Cleveland by the American Shipbuilding Co. The Marquette & Bessemer #2 left Conneaut Ohio on December 7, 1909 for her regular run to Port Stanley Ontario carrying 36 coal cars. At the time a gale was blowing and over the course of the evening the Bessemer was reportedly seen or heard several times . However officially, she has not been seen since. (10) Clifton (All 6484) 328' Constructed as a whaleback freighter, the Clifton was converted into a selfunloader in 1924. Just months after her conversion, the Clifton disappeared in a Lake Huron storm killing all 24 aboard . 13 CRYSTAL & TRADEWIND MOORED by Ian & Barbara Marshall The NDA with several members of Freeflow & FEURU made a run out to the Tradewind and Crystal wrecks with Osprey Dive Charters out of Barcelona NY. As since there were no mooring lines on the wrecks, we decided to install some. After Jim located the Tradewind, Steve & Jay descended the shot line, located the windlass and shot a bag to mark its location. The mooring line was then dropped in the general area and Ian & Barb descended to chain the line to the windlass. Job completed, the Southwind moored to the new line and the rest of the divers completed the dive. There is a five gal jug supporting the chain off the windlass and the surface marker is a white jug, not the SOS Buoy. The line is weighted at 30' to prevent the excess scope from floating on the surface. Although not the ideal system, it's better than dropping anchors, grapples or concrete blocks, as people have been doing up to now. We also removed over 400' of old mooring lines (a mixture of 3/4, 1/2, 3/8" lines) which were laying all over the wreck and tied into the railing and anchor. There are still lots of 1/4" line lying on the wreck. It looks like someone used to dive the wreck by dragging concrete blocks into the side of the wreck and simply cut the line when they were done. We simply did not have the time or the air to remove more line than we did. When we moved on to the Crystal wreck, it was easy to find as there was a small private boat anchored into the wreck. Its single occupant (diver) made sure that his unattended boat didn't drift off by placing a second grapple securely into the wreck during his dive. We repeated the same process as on the Tradewind and the same type of mooring is now installed. As a side note, it looks like the NY State has finally given permission for mooring buoys on their side of the lake. The City of Dunkirk has agreed to sponsor a number of buoys and you should see them on the wrecks in US waters starting next season. These will be the same buoy as SOS uses but have the US required white with blue strip markings. They will also be lighted and have radar reflectors. Jim Herbert will be setting the buoys using 3000# steel blocks and maintaining them throughout the year. 14 . LONG-LOST STEAMBOAT EMERGES FROM RIVER By Jim Salter, Associated Press Bridgeton Mo. - The Montana emerges like a giant skeleton near the banks of the Missouri River here, a relic from the pre-railroad era when steamboats were a vital form of transportation. The muddy bottoms of the Missouri and Mississippi rivers are watery graveyards to hundreds of sunken steamboats including the Montana, which sank more than 120 years. The Montana is embedded in mud and normally concealed by the rivers waters . But rain has been rare in the area this summer and the water level has dipped low enough to reveal the ships remains. "I was impressed with how much is still there," said Steve Dasovich, a maritime archaeologist who contracts with the state to preserve the Montana. "All the spokes of the paddlewheel are still there. The level of preservation of the wreck is impressive." By 1860, more than 700 steamboats regularly traveled the Mississippi. The Port of St. Louis logged more than 22,000 steamboat arrivals between 1845 and 1852, with the boats lining up for miles along the cities riverfront. The life expectancy of the boats was not long - about 18 months, Dasovich said. Downed trees and other river debris, ice fire and explosions tended to do in the wooden boats. Some believe up to 500 wrecked and abandoned steamboats still sit at the bottom of the Mississippi between St. Louis and Cairo, Illinois alone. Greg Hawley, co-owner of the Arabia Steamboat Museum in Kansas City, said 289 documented boats sit at the bottom of the Missouri, but historians believe the real number is closer to 400. The Montana was built in 1879, at the end of the steamboat heyday. Dasovich said the Montana and its sister ships the Dakota and the Wyoming were massive vessels, "last-ditch efforts to combat the railroad trade. They just could not keep up." The Montana was among the largest on the Missouri - 280' long, including its giant paddlewheel. The boats three decks, pilot house and smoke stack made it stand 50' tall. It turns out it was a little too big. In June 1884, the Montana tried to pass under a railroad bridge between the Missouri towns St Charles and Bridgeton, just a few miles from where the river connects with the Mississippi. The boat struck the bridge and took on water 15 Long Lost ....continuedfront page 15 before running aground on the St. Louis County side of the river. No one was hurt but the Montana split in half. From a distance, the Montana wreckage looks like a tangled muddle of logs and debris. Closer inspection show rusted steel poking through the rotted wood in brown water. Wooden spokes from the big paddlewheel are still visible Dasovich believes the bottom half of the wheel itself may still be intact on the river bottom Hawley, whose museum focuses on the Arabia steamboat that sank in 1856 but includes information about steamboats in general, said the paddlewheelers are an important part of American history. "There's a great heritage there that is by and large an untold story," he said. "The great treasures of our nations past are buried along our river systems." ~ Ship lost in 1885 Discovered Michigan Group Reports Discovery Michigan Shipwreck Associates have announced the discovery of the passenger steamer S.S. Michigan in Lake Michigan this past summer. The group has been performing side -scanning work off the western shores in the lower section of the lake for the past several years . The Michigan was found upright in 270' of water with her cabins collapsed. • The Michigan (US. 91382) was built in 1881 by the Detroit Dry Dock Co. of Wyandotte Michigan and measured 203.75 ' x 35 ' x 11.58'. On February 9, 1885 the Michigan left Grand Haven Mi. to assist the steamer Oneida that was stranded in ice. Unfortunately for the Michigan and her crew, she also became trapped in the thick winter ice. The Michigan drifted in the ice flow until March 19, when ice finally punctured her hull and she sank. At the time several of her crew were still aboard and they had to walk across the ice flow to the tug Arctic. Several technical dives have been made to the site with the vessels identification being confirmed by an engraved capstan. The group has yet to release the coordinates of the ship pending completion of their survey work. 16 PRESERVING A 460 YEAR OLD WRECK Source: European Synchotron Radiation Facility An International team of researchers has analysed the sulphur and iron composition in the wooden timbers of the Mary Rose, an English warship wrecked in 1545, which was salvaged two decades ago. The team used Synchrotron X-rays from the Stanford Synchrotron Radiation Laboratory (USA) and the European Synchrotron Radiation Facility (France) in order to determine the chemical state of the surprisingly large quantities of sulphur and iron found in the ship. These new results provide insight to the state of this historic vessel and should aid preservation efforts. The Mary Rose served as English King Henry VIII's principal warship for 35 years until she went down outside of Portsmouth in 1545. In 1982 the hull was recovered from the sea and is currently undergoing a conservation process. Magnus Sanstrom and his colleagues showed recently that the accumulation of sulphur within shipwrecks preserved in seawater is common by studying the Swedish warship Vasa, which remained on the seabed for 333 years . Their research concluded that sulphur in contact with oxygen could pose conservation problems. Over time, sulphur can convert to sulphuric acid, which slowly degrades the wood until hull stability is lost. The Mary Rose was examined to determine the potential threat and it was found that about 2 tons of sulphur in different compounds is rather uniformly distributed within the 280-ton hull. By studying thin wood slices perpendicularly cut, they found high concentrations of organo-sulphur compound which may have helped preserve the ship while it was submerged in the seawater. This helped to understand how accessible and reactive the different sulphur compounds found are to acid-producing oxidation . At the Mary Rose Trust they are already investigating new treatments to prevent acid formation . For slowing down the organo-sulphur oxidation reaction and prevent new acid formation, wood samples from the Mary Rose are being treated with antioxidants in combination with low and high grade polyethylene glycol (PEG) Another approach to slow down acid formation in PEG treated conserved archaeological wood is to maintain it in a stable climate . It is hoped that keeping a constant low humidity of 59-55% without variation of temperature will stop changes in sulphur speciation. To maintain a stable microclimate within the wood structure a surface coating offers a possible solution although the effectiveness of this approach has yet to be tested. "This ongoing research is considered to be an important step forward in devising improvements to the current Mary Rose hull treatment programme", according to Mark Jones, curator of the Mary Rose. 17 OMS RESOLUTION NOT LOST AT SEA, AS MOST HISTORIANS THOUGHT by Randy Boswell OTTAWA - HMS Resolution, one of the greatest ships in maritime history and the vessel sailed by James Cook on his epic 1778 voyage of discovery to Canada's west coast, was long thought to have been lost at sea in the decades following the legendary captain's death . But now, thanks to a series of archival finds by scholars in the U.S., Australia and France, a new account of the ship's fate is emerging. It involves a strange case of mistaken identity and a remarkable coincidence by which Cook's other famous command, the Endeavour , was apparently sunk just a stone's throw from the Resolution's own final resting place in the harbour at Newport, Rhode Island. What it all means is that artifacts from both of the ships that Cook sailed on his historic expeditions could soon be identified and displayed in museums around the world . And historians in Canada will have to rewrite the life story of the Resolution, which finally determined the Pacific bounds of the country nearly three centuries after its Atlantic shore had first been traced for Britain by John Cabot's Matthew. history's explorers. He served as navigator with the British arm~da tha~ seized Louisbourg and Quebec CIty dunng the fall of New France. He later charted the coastline of Newfoundland. His first major voyage of exploration aboard the Endeavour from 1768-71 revolutionized Europe's understanding of the South Pacific and led to Britain's claim on Australia. His second and third voyages, carried out on the Resolution from 1772-75 and 1776-79, put New Zealand, Hawaii and the northwest coast of North America on the world map. Cook's arrival at Vancouver Island , on March 30, 1778, was the first European landing on the western shore of the future Canada. It was a moment that eventually made possible a country stretching from sea to sea and initiated an era of prosperous trade with the native inhabitants ofNootka Sound . "We were followed, by many of the canoe s, to our anchoring-place; and a group, consi sting of about ten or a dozen of them, continued alongside the Resolution the greatest part of the night," noted an official account of Cook's voyage drawn from his journal. "For people on the West Coast , it's a little bit like the Mayflower," says Guy Mathias, curator of the Vancouver Maritime Museum. "The arrival of the Resolution is a story that figures prominently in any history of first contact." "Hence we flattered ourselves, that we were so comfortably situated, as to be able to get all our wants supplied, and forget the delays and hardships we had experienced, in almost a constant succes sion of adverse winds and tempe stuous weather, ever since our arrival upon this coast." Cook, who cut his teeth as a naval officer in Canada, is a giant among Both of Cook's ships were known to have been renamed and put to other 18 uses after he was killed in a 1779 clash with Hawaiian natives. The Resolution was generally thought to have been lost to the French before disappeari ng from the historic record. Knowledge of the Endeavour's post-Cook travels was similarly sketchy, but most scholars accepted the view that the ship ended up in Newport, where it was believed to have sprung leaks and been abandoned at a wharf in the 1790s. Not quite, according to the latest research. The new findings about Captain Cook's ships have been revealed as part of a naval heritage project headed by Rhode Island marine archeologist Kathy Abbass, who has been combing the bottom of Newport harbour in search of historic wrecks from the city's heyday as a major port in the 18th century. Abbass's research at the naval archives in London has confirmed the Endeavour did end up in Newport, but that it was not left as a rotting wreck on the shore. She found documents showing that after Cook returned the ship to England in 1771, it was renamed Lord Sandwich and deployed as a troop transport in Britain's unsuc cessful struggle to retain control of its American colonies . Abbass also learned the Lord Sandwich had been scuttled at Newport in 1778 along with several other old ships, sunk intentionally by British forces during the American War of Independence to block enemy vessels from entering the harbour. Over the past three summers, Abbass has led dive teams hunting for signs of the Endeavour among the scuttled ships, gradually narrowing her search. "I do know that the chain of evidence is incontrovertible that the Endeavour became the Lord Sandwich and was sunk in Newport Harbour," Abbass told CanWest News Service . "What happened to her after that is the question . And can we find her , and if we do find her, can we prove it , are the bigger questions ." Meanwhile, Australian researchers Mike Connell and Des Liddy had come up with a convincing theory about the other ship, the one abandoned at the Newport wharf. Using naval registry documents in Britain and other records found by French maritime historian Thierry du Pasquier, Connell and Liddy retraced the story of that vessel and determined that it was not the Endeavour, as traditionally believed, but the ship Cook sailed to Canada . "After evaluating all of the evidence ," Connell and Liddy wrote in an Australian history journal, "it can now be concluded with certainty that the vessel wrecked in Newport, Rhode Island is James Cook's sloop Resolution and not Endeavour." Their path of discovery also led to archives in Britain, where they found that the Resolution had sailed to the East Indies in 1781 and was captured by a French warship. From du Pasquier, Connell and Liddy learned that the war prize returned to France, became known as the Marie Antoinette and was sold to a whaling company. In 1789, on the cusp the French Revolution, the ship was prudently renamed La Liberte. The next key piece of evidence about the fate of the former Resolut ion was 19 found in the 1792 journal of John Barrow, a prominent 18th-century figure in the British navy who also wrote one of the earliest biographies of Cook. On a trip that took him to the Cape Verde Islands off the west coast of Africa, Barrow observed a small fleet of French whaling ships as they arrived at the same port. "One of them was the old Resolution of Captain Cooke, now transformed to a smuggling whaler under the French name of La Liberte," Barrow had written. "And what was still worse, bearing the French republican flag. I am not ashamed to confess that my feelings were considerably hurt in witnessing this degradation of an object so intimately connected with that great man ." In 1793, La Liberte ended up in Newport and drew attention among the locals as one of Cook's old ships, gradually becoming known as the former Endeavour. After the disabled vessel was abandoned at the wharf, city residents began taking pieces of wood as mementos. A storm that blew through in 1815 swept away much of the ship, appar ently leaving behind only the remains of hull. "Somehow, that history got confused," says Abbass. "It was not a fraud. It could have been an honest mistake, it's identified as Capt. Cook's vessel and they think it's the Endeavour, not the Resolution." Souvenirs stripped from the rotting hulk 20 of the former Resolution have become museum pieces around the world, all identified as relics from the Endeavour. Abbass says she's even seen slivers of wood in framed testimonials certifying their authenticity as Endeavour artifacts. One box fashioned from the ship's timbers is held by the Newport Historical Society; another was given to the novelist James Fenimore Cooper for having set one of his stories in Rhode Island. The ship's stem post is exhibited at a museum in Sydney, Australia. When astronaut Andy Thomas became Australia's first man in space in 1996, he celebrated his trip aboard the space shuttle Endeavour by taking a fragment of the post with him, believing it was a link to Cook's ship of the same name. Objects accurately labeled as Resolution relics are understandably rare. The State Library of New South Wales in Australia has one remarkable artifact, though, a miniature coffin carved from the ship's oak timbers by Cook's crewmen after their captain was killed in Hawaii. A lock of his hair was placed inside the tiny casket and the curious item was given to his widow. Abbass, now focused on finding traces of the real Endeavour, doubts there's much left of the Resolution. "She's probably under landfill," she says. But at a spot along the Newport shore, apparently near the site of a modem condominium that looks out over the storied harbour, the last remnants of the Resolution may still rest in the Rhode Island sand. .~ . EXECUTIVES President SOS Manitoulin Nort hern Region Director Jim Hopkins* 38 Shamess Cres. Espanola, ant. P5E IB9 [email protected] Vice President Easter Regi on Director Webmaster Brian Prince* 137 King St. East Brockville, ant. K6VICI7 [email protected] SOS Hamilton Walt Irie 169 Victoria Street Ingersoll, Ontario , N5C 2N2 (5 19) 877-4356 wirie @sympatico .ca (705) 869-3532 (613) 342-3900 Secretary / Treasurer SOS Ottawa Margaret Barker* 23 Dundegan Kanata, a nt. K2L IP7 (6 13) 836-5 157 margaret.barker@sympat ico.ca Membership Director Bernie Roy, 18 Ada Cressent; R.R. # 2. Tobermory, ON, NOH 2RO broyl OO@amte lecom.net , 519-596-2607 Board Director.. Jonathan Ferguson* 1911 ~ 730 Dovercourt Rd. (416) 536-1247 Toronto, ant. M6H 2W9 jo nathanferguso [email protected] Board Director Bylaw Committee Chair Gordon Dewis* 609-45 Holland Ave. Ottawa, a nt. KIY 4S3 [email protected] SOS Central Regio n David Taylor* 15 Dalewoo d Cres., Hamilton, Ontario L8S 4B5 taylordw @mcmaster.ca (613) 482 -1075 (905) 526-9026 SOS Huron Shores David Schelken 29 Louisa St., Box 366 Seaforth , ant. NOK I WO huro [email protected] .ca SOS Ohio Joyce Hayward 1791 C.R. 296 Bellevue, Ohio, 44811 [email protected] (519-527-2933 (419) 483-3074 SOS Port Dover Jim Murphy Box 299 Port Dover, a nt. NOA INO 519-583-2884 buckmurphyOO [email protected] SOS Quebec Jeff Vaillancourt 21 I I Pilon Street St. Lazare , Quebec J7T 207 (450) 424-56 71 sosquebec @videotron.ca http://www.jeffnjoband .com/sosquebec /sos.htm SOS Sarnia John Charest 1150 Afton Drive Suite # 108 Sarnia, ant. N7S 5B8 (519) 383-7536 john.charestrgsympatico.ca SOS Thousand Islands Bob Ligthart R.R. # 1, Box 19 Athens, ant. KOE I BO [email protected] SOS Toronto Elaine Wyatt* 501 Hillsdale Avenue East Toronto, Ontario M4S IV I [email protected] (613) 924-2285 (416) 485-0205 * Board Directors rCI CONTENTS Page WO'd Ffnd j View ['Dm the Bridge - Jim Hopkfns SOS Hamilton - Walthe, Inc 2 4 30 Ye"", L"te, - Jim HOPkins 6 Someone Has Been Stripping The J.B.King - Tom Scott 9 NAS Coo'Se 10 Top ten l"'gest wrecks..... - Jim Hopkins Crystal & Tradewind MOored - lau & Bam"", M''Sh.1l 12 14 Long Lost S'eamhoat. .. - Jim Sal'e, Shfp Lost in 1885 Discove'ed 15 16 heselYing a 460 ye.,. old w'eck 17 HMS Resolntion - Randy Boswell 18