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•NATIONALREGISTERBULLETIN

Technical information on comprehensive planning, survey of cultural resources, and registration inthe National Register of Historic Places.

U.S. Department of the InteriorNational Park Service

Interagency Resources Division

Nominating Historic Vessels and Shipwrecks to the National Registerof Historic Places

INTRODUCTIONFor over two hundred years,

the United States relied on ships asconnective links of a nation.Vessels crossing the Atlantic,Caribbean, and Pacific Oceans, andour inland waters made fundamen-tal contributions to colonial settle-ment, development of trade,exploration, national defense, andterritorial expansion. Unfortunately,we have lost much of this maritimetradition, and most historic vesselshave gone to watery graves or havebeen scrapped by shipbreakers.Many vessels, once renowned orcommon, now can only be ap-preciated in print, on film, on can-vas, or in museums.

To recognize those culturalresources important in America'spast and to encourage their preser-vation, Congress expanded theNational Register of Historic Placesin 1966. Among the ranks of prop-erties listed in the National Registerare vessels, as well as buildingsand structures, such as canals,drydocks, shipyards, andlighthouses that survive to docu-ment the Nation's maritimeheritage. Yet to date, the NationalRegister has not been fully utilizedfor listing maritime resources, par-ticularly historic vessels.

The National Register ofHistoric Places is an important toolfor maritime preservation. Utilizing

James P. Delgado and A National Park Service Maritime Task Force*

FIGURE 1: Star of India, built in 1863, is now berthed at the San Diego Maritime Museum.(Photo credit: Roscoe Smith, courtesy of Maritime Museum Association of San Diego)

uniform National Register criteria toevaluate significance and integrityis an important first step in plan-ning for the preservation of historicvessels. The National Register isthe best means of definingcategories and establishing prioritiesfor significance of historic vessels inthe United States. Listing providesan incentive for maritime preserva-tion by recognizing resources asworthy of preservation. Finallylisting affords a measure of protec-tion from Federal undertakings andcan be a source of funding whenmonies are available.

This bulletin is intended toguide Federal Preservation Officers,

State Historic Preservation Officers,certified local governments,maritime preservation professionals,and concerned citizens in identify-ing, evaluating, and nominatinghistoric vessels and shipwrecks tothe National Register of HistoricPlaces. General instructions forpreparation of nominations areavailable in National RegisterBulletin 16, "Guidelines for Com-pleting National Register of HistoricPlaces Forms." Particular emphasishas been placed here on thepreparation of National Registernomination forms for vessels. Forthe purposes of the NationalRegister, a historic vessel is any

craft built to navigate a waterway(oceans, lakes, rivers, canals),regardless of type of constructionor motive of power employed,which meets the National Registercriteria for evaluation. Because ofthe special nature of nominationsfor shipwreck sites, this bulletin isdivided into two sections. Section 1discusses the evaluation andnomination of maritime resourcesemphasizing historic vessels. Sec-tion 2 exclusively focuses on thespecialized documentation re-quirements for shipwrecknominations.

SECTION ONE:NOMINATING HISTORICVESSELS

TYPES OF HISTORIC VESSELS

There are five basic types ofhistoric vessels which may be eligi-ble for listing in the NationalRegister. These types are:

1. Floating historic vessels. Largevessels (usually greater than 40 feetin length or weighing over twentytons) that are maintained in and onthe water, including artificial moor-ing basins. (U.S.S. Constitution inBoston, Star of India at San Diego,and Queen Mary at Long Beach.)2. Dry-berthed historic vessels.Vessels that are preserved out ofthe water and are located in a dry-dock or setting close to or part of awaterfront. (S.S. Ticonderoga at Burl-ington, Vermont)3. Small craft. Floating ordisplayed vessels generally lessthan forty feet in length and twentytons in weight. (Chesapeake Baylog canoes are examples of historicsmall craft.)4. Hulks. Substantially intactvessels that are not afloat, such asabandoned or laid up craft that areon a mudflat, beach, or othershoreline. (Schooners Hesper and

FIGURE 2: U.S.S. North Carolina, a World War II battleship now preserved as a floatinghistoric vessel, is moored in an artificial basin dredged into the Cape Fear River's banks atWilmington, North Carolina. (Photo credit: courtesy U.S.S. NORTH CAROLINA BattleshipCommission)

*James P. Delgado wrote Section 1 of this bulletin and compiled the bibliography and source listings. Mr. Delgado is maritime historian for the National ParkService. Section 2 was drafted in December of 1985 in Santa Fe, New Mexico, by a National Park Service task force composed of Edwin C. Bearss, ToniCarrell, Calvin Cummings, James P. Delgado, Ron Ice, Diane ]ung, Roger E. Kelly, Daniel ]. Lenihan, Larry Murphy, Larry Nordby, Richard Sellars, YvonneStewart, Melody Webb, and Edward M. Miller, National Oceanic and Atmospheric Administration. Primary responsibility for editing and rewriting thepreliminary guidelines outlined by the task force participants was assigned to Toni Carrell of the National Park Service's Cultural Resource Unit.

Luther Little at Wiscasset, Maine)5. Shipwrecks. A submerged orburied vessel that has foundered,stranded, or wrecked. This includesvessels that exist as intact or scat-tered components on or in the seabed, lake bed, river bed, mud flats,beaches, or other shorelines,excepting hulks. (U.S.S. Monitor,which lies 16 miles off NorthCarolina in 230 feet of water, orPeter Iredale, whose steel remains lieon the beach near Astoria, Oregon)

Qualifications for EvaluatingHistoric Shipwrecks andVessels for the NationalRegister of Historic Places

Individuals recommended toprepare nominations for historicvessels and shipwrecks should beknowledgeable in maritime studies.Usually, such persons haveacademic backgrounds or ex-perience in such fields anddisciplines as marine survey,maritime history, archeology,historic preservation, and Americanstudies. Individuals competent toconduct work described in thisbulletin should be familiar with theterminology used to describewooden and iron vessel construc-tion, hull types, rigging, marinesteam, and other machinery. Theyshould also be familiar with thedevelopment, trends, andchronology of vessel types andmaritime trades in North America.

Evaluating Historic Vesselsfor the National Register ofHistoric Places

To qualify for the NationalRegister, a historic vessel musthave significance as one of thevessel types listed above and retainintegrity of location, design, set-ting, materials, workmanship, feel-ing, and association, and meet oneor more of the National Registercriteria A, B, C, and D.

Determining the significance ofa historic vessel depends onestablishing whether the vessel is 1)the sole, best, or a good represen-tative of a specific vessel type; 2) isassociated with a significant

FIGURE 3: C. A. Thai/er, an 1895 three-masted schooner, is a floating historic vessel mooredat the National Maritime Museum, San Francisco. (Photo credit: Richard Frear, NPS)

designer or builder; or 3) was in-volved in important maritime trade,naval, recreational, government, orcommercial activities. Thesignificance of a historic vessel canonly be determined through asystematic investigation of thevessel's qualities, associations, andcharacteristics. A typical investiga-tion for a historic vessel nominationshould include:

1. Identification of the specifictype of vessel and documentation

of her individual characteristicsbased on a physical inspection ofthe vessel and a documentation ofher history.2. Identification of the historiccontext(s) associated with the vesselbased on a documentation of herhistory.3. Determination that thecharacteristics of the vessel makeher either the best, or, a goodrepresentative of her type.4. Evaluation of the significance ofthe vessel based on the National

"1

FIGURE 4: S.S. Tkonderoga, a sidewheel steamer, is now a dry-berthed exhibit displayed onthe land at the Shelburne Museum. (Photo credit: courtesy, Shelburne Museum, Vermont)

Register criteria.5. Evaluation of the vessel's in-tegrity and a listing of features thatthe vessel should retain to continueto possess integrity.6. Evaluation of a vessel's specialcharacteristics that might qualifyher for National Register listingeven though she might be less than50 years old or some aspect of herpresent condition generally wouldnot qualify her for listing.

Type and Characteristics

The evaluation should beginwith the compilation of a narrativedescription of the vessel. Thisdescription should commence witha discussion of type, dimensions,materials, method of construction,layout, rig, and date of construc-tion. "Type of vessel" can meanmany things; for example, a vesselcould be described by her rig (bark,barkentine, schooner, ship) or byhull form (clipper, "downeaster")and materials used in the hull'sconstruction (steel, iron, wood).Vessels are also typed by theirtrade or occupation (cargo ship,container ship, hospital ship,freighter). A description of vesseltype should attempt to incorporateall of these aspects. For example,"As built in 1856, King Philip was awooden-hulled medium clipper; herthree masts were bark-rigged."

The description should also in-clude a vessel's registered dimen-sions and tonnage. The citation ofregistry information should be asfollows:

Baldutha is 256.0 feet longwith a beam of 38.6 feet, anda depth of hold of 22.7 feet.Baldutha is registered at 1835gross tons and 1583 net tons.

The description should includesome discussion of the vessel'smethod of construction. For exam-ple, "Baldutha is of single hull con-struction with riveted steel plateslaid as inner and outer strakes oversteel frames." A discussion of thelayout of the deck, includinghouses, should be included:

Tennessee's elevated forecastledeck mounted a pump-break

FIGURE 5: The deteriorating hulks of the four-masted schooners Hesper, and Luther Little lieoff Wiscasset, Maine. (Photo credit: James P. Delgado, NPS)

windlass. A capstan waslocated aft. Two hatches, foreand aft of the maindeckhouse, opened into thecargo holds. Amidships, themain deckhouse supported asmall pilot house. Aft, twosmall deckhouses providedaccess via circular stairways tothe grand saloon below. Thesponson decks were set wellabove the water; built onthem and into the wheel-houses were the heads.

The discussion of rig should in-clude the number of masts, thematerials from which the masts arefashioned, the material used in thestanding rigging (such as wire orhemp), and a discussion of anymissing spars, if, for example, aship is missing her topgallantyards. The description of the vesselshould include a narrative discus-sion of the vessel's setting andlocation. For example:

Charles W. Morgan is mooredin the Mystic River at Chubb'sWharf, a stone and earthmodern structure built in thestyle of a 19th century NewEngland wharf, at MysticSeaport Museum, a large com-plex of historic and reproduc-tion buildings and structureswhich interpret life in a seafar-

ing New England town of themid-nineteenth century.

Vessels may be located in avariety of situations; some may beafloat or beached on a shoreline;others may be located in drydock,artificial mooring basin, or bedisplayed on dry land, either in theopen or under cover.

There are special considerationswhen evaluating a hulk. Descrip-tions of hulks, which as a generalrule lack much of their rigging(many are dismasted), and havedeteriorated to a point where struc-tural integrity of the vessel nolonger remains, should concentrateon a discussion of surviving con-struction and its potential to yieldinformation about the materials andmethods used in the vessel'sconstruction.

Historic ContextsA vessel's significance is based

on her representation of vessel typeand her association with significantthemes in American history andcomparison with similar vessels.The World Ship Trust, in an effortled by historian Norman Brouwerof New York's South Street SeaportMuseum, has published the Inter-national Register of Historic Ships,an inventory of known historicvessels in the world. A con-

siderable portion of the book isdedicated to vessels in the UnitedStates. This inventory should beconsulted early in the evaluativeprocess.

The evaluation of a vessel mustinclude thorough historical researchinto a vessel's construction,owners, and career. Rather thanoffering a chronological discussionof a vessel's career, the historicalnarrative should be organized intospecific context statements whichspecify a vessel's place in thedevelopment of American maritimetrade, naval power, recreation,government use, commerce, orvarious designs of waterborne craft.

Specific historic contexts mayinclude a vessel's involvement inthe Pacific Coast lumber trade, avessel's role in the packet trade, orhow a particular vessel's design fitinto the development of GreatLakes bulk ore carriers. Thesignificance statement should beconcise and well-developed. Theamount of information presented inthe nomination will vary accordingto the vessel's significance to thelocal community, State, or theNation. It is not necessary todiscuss the development of localsteamboats, for example, whendiscussing a steamer significant inthe national development of marinesteam technology. If the steamerhas no demonstrated or outstand-ing importance in the national orstatewide development of marine

steam technology, however, then adiscussion of local steamboatingwould be essential.

The State Historic PreservationOfficer should be consulted beforebeginning work to determine if theState has information which willassist in the evaluation of thevessel. Local and regional maritimemuseums, the Council of AmericanMaritime Museums, the Depart-ment of Maritime Preservation atthe National Trust for HistoricPreservation, the National MaritimeHistorical Society, the SteamshipHistorical Society of America, theNorth American Society for OceanicHistory, Great Lakes Associationfor Maritime History, AmericanCanal Society, the World ShipTrust, and other maritime historicaland/or preservation organizationsand professionals also should beconsulted because one of theseorganizations may have alreadyresearched a vessel's career orevaluated her significance. A direc-tory listing, including address andtelephone number, of these andhundreds of such groups isavailable from the Maritime Preser-vation Department of the NationalTrust for Historic Preservation.

Representative of a Type

A vessel must possess certainfeatures to be a good representativeof her type, period, or method ofconstruction. These features vary.

In analyzing a 19th century PacificCoast schooner, a researcher wouldlook for an emphasis on Douglas firtimbering, heavily-fastened "over-built" construction, lumber loadingports in the stern, a beamy,shallow hull form, and a fore-and-aft rig. A vessel largely rebuiltthrough the years without attentionto preserving the original designfeatures (such as hull form, originalmaterials, method of construction,and, to a lesser degree of impor-tance, rig) that is not readily iden-tifiable would not be a goodrepresentative of her type. For ex-ample, the best representatives ofWorld War II naval vessels wouldbe warships unaltered in hull form,layout, equipment, and armament.

Significance

To be eligible for the NationalRegister of Historic Places, a vesselmust be significant in Americanhistory, architecture, archeology,engineering, or culture, andpossess integrity of location,design, setting, materials,workmanship, feeling, and associa-tion. To be considered significantthe vessel must meet one or moreof the four National Registercriteria:

A. be associated with eventsthat have made a signifi-cant contribution to thebroad patterns of ourhistory; or

B. be associated with the livesof persons significant inour past; or

C. embody the distinctivecharacteristics of a type,period, or method of con-struction, or that representthe work of a master, orthat possess high artisticvalues, or that represent asignificant anddistinguishable entitywhose components maylack individual distinction;

FIGURE 6: The wreck of the 1856 ship KingPhilip lies on the beach at San Francisco,California. Periodically exposed by winterstorms, her remains are being documentedby National Park Service archeologists.(Photo credit: Richard Frear, NPS)

orD. have yielded, or may be

likely to yield, informationimportant in prehistory orhistory.

Under Criterion A, associationwith "events that have made asignificant contribution to the broadpatterns of history," a vessel mayqualify for listing in the NationalRegister through her associationwith historic themes. Applicableareas of significance (listed inBulletin 16) would include the ob-vious "maritime" theme andseveral other "catch-all" categories.Therefore, historical informationmust be provided to explain thesignificance of the vessel. Commonareas of significance to considerare:

1. AGRICULTURE: Vessels en-gaged in agricultural trade andcommerce, such as vesselswhich transported produce tomarket.

2. COMMERCE: Merchantvessels which were involved inmaritime trade and commercialactivities; vessels which alsocarried passengers couldpossess significance in the areaof Transportation.

3. COMMUNICATIONS: Vesselsengaged in telegraph andtelephone cable laying opera-tions, and pioneer ship-to-shore, or ship-to-ship wirelesstransmissions.

4. ENGINEERING: Vessels im-portant for technologicaldevelopments in hull form,propulsion systems, and ship-board equipment.

5. EXPLORATION/SETTLE-MENT: Vessels involved in ex-ploration and the expansion ofthe Nation, such as riversteamers which carried sup-plies to frontier settlements onrivers in the Midwest, OldNorthwest, Great Lakesregion, and Alaska, or vesselsused in Arctic or Antarcticexploration.

FIGURE 7: The wreck of the passenger/package freighter Monarch, built in 1890 andwrecked in 1906, lies on the bottom of Lake Superior inside Isle Royale National Park. ANational Park Service diver is shown inspecting the wreck as part of a project to documentIsle Royale submerged wrecks by the National Park Service's Submerged CulturalResources Unit. (Photo credit: Larry Murphy, NPS)

6. GOVERNMENT: Lightships,dredges, snagboats, surveyboats, and similar vessels of anon-military nature.

7. INDUSTRY: Vessels associatedwith industrial enterprises,such as Great Lakes ore-carrying freighters and Alaskanfishing boats.

8. INVENTION: Vessels whichwere the result of a scientificprocess of experimentation,such as John Ericsson's "hot-air" propelled Caloric ShipEriccson of 1854.

9. LAW: Vessels involved inlandmark legal cases whichestablished tenets of admiraltylaw or seamen's right.

10. LITERATURE: Vesselsassociated with noted authorsor poets, such as Equator,which was chartered for aSouth Seas cruise by RobertLouis Stevenson.

11. MILITARY: Naval warshipsand other vessels, militarytransports, and support craft.

12. RECREATION/ENTER-TAINMENT: Yachts, racingboats, or house boats used forthe practice of leisureactivities, diversion, amuse-ment, or sport.

13. SCIENCE: Vessels on whichsignificant scientific experimen-tation or other research wasconducted, such as the barken-tine Galilee's use as a magneticcharting vessel by the CarnegieInstitute in 1901.

14. SOCIAL/HUMANITARIAN:Hospital ships, vessels in-volved in rescuing life andproperty from maritimedisasters and life-saving craftsuch as a Francis lifeboat or aUnited States Life-Saving Serv-ice surfboat.

15. THEATER: Showboats, movie

ships, and vessels used in ormodified for the filming of mo-tion pictures.

16. TRANSPORTATION: Ferryboats and vessels engaged inthe transportation ofpassengers; vessels which car-ried cargo could also possesssignificance in the area ofCommerce.

Under Criterion B, associationwith "persons significant in ourpast," a vessel will possesssignificance if a historically signifi-cant person's importance is tieddirectly to the vessel, such as Ad-miral Dewey's association withU.S.S. Olympia. Applicable themesunder criterion B may includenumbers 5, 8, 9, 10, 11, 13, and 14above.

Under Criterion C, a vesselpossesses significance if she em-bodies "the distinctive charac-teristics of a type, period, ormethod of construction, orrepresents the work of a master,possesses high artistic values, orrepresents a signficant anddistinguishable entity whose com-ponents may lack individualdistinction." Vessels are usuallyfound to be eligible for the NationalRegister listing within the followingcategories:

1. ARCHITECTURE: A vesselthat is a good representative ofa specific type of navalarchitecture such as PacificCoast lumber schooner like theC.A. Thayer or is the onlyrepresentative of the type,such as the Great Lakeswhaleback Meteor. A vesselmay also possess significance ifshe is a good example of anaval architect's work,"representing the work of amaster." Naval architects ofnational signficance in the 19thcentury include Isaac Webb,Donald McKay, William H.Webb, and John W. Griffiths.Naval architects of nationalnote in the 20th century in-clude Francis Herreshoff andWilliam Francis Gibbs.Examples of the work of anyof these men, as well as other

nationally, regionally, or lo-cally important naval architectsand shipwrights may be eligi-ble for the National Register.

2. ART: Many sail and steamvessels had distinguishedaccommodations, sometimesexecuted in luxurious taste,which set them apart from theutilitarian "working" areas ofthe vessel. These designfeatures, ship-board decora-tions, figureheads, joiner'swork, cabin interiors, andsaloons, particularly on riversteamers, ferries, and certainoceanic passenger steamers,could qualify the vessel for in-clusion in the NationalRegister.

3. ENGINEERING: Vessels maybe significant because of theirdesign, propulsion systems,specific types of marineengines, and modes of propul-

sion (such as paddlewheelsand all types of propellers) asrepresentatives of their type.The 1891 ferryboat Eureka, atthe National Maritime Museumin San Francisco, is nationallysignificant because she has theonly operable, 19th centurywalking beam marine steamengine afloat. The engine andboiler work of renownedmarine engineering firms, suchas New York's Novelty IronWorks, Maine's Bath IronWorks, and San Francisco'sUnion Iron Works may impartsignificance to a vessel.

Under Criterion D, a vessel issignificant if she has yielded or islikely to yield information impor-tant to history, i.e., the physicalcharacteristics (or remains) of thevessel provide important informa-tion about her use, method of con-struction, and operation. A vesselneed not be wrecked or an ar-

FIGURE 8: The yacht Doris sails on the Massachusetts coast, circa 1905. (Photo credit: HartNautical Collections, MIT Museum)

AIk. m

Mm

cheological site to qualify undercriterion D, but this is its mostcommon application.

Section 8 of the nominationmust address the period ofsignificance of which a vesselachieved her importance and meetsNational Register criteria. There areblanks on the forms where thedates for the period of time thevessel achieved significance areentered. Enter the most specificdates known. If a vessel's sig-nificance occurred in one year, asfor a shipwreck associated with animportant sea battle, enter thatsingle year. If a vessel achievedsignificance for several distinctperiods of time, enter each periodon a separate line in the order ofimportance. Avoid including datesof less than 50 years, unless theseevents and associations can bejustified as having exceptionalhistorical importance. Continuousfunction does not indicate the con-tinuation of the period ofsignificance. The nomination mustdiscuss significant events orassociations that occurred duringeach period of significance in thenarrative.

Integrity

The National Register tradi-tionally recognizes a property's in-

tegrity through seven aspects, orqualities: location, design, setting,materials, workmanship, feeling,and association.

Location

The National Register con-sideration of "integrity of location"should be construed to mean that avessel is located in a port or otherlocation with which the vesselhistorically had some association,such as a port of construction, or aport of call. Location should not beconfused with integrity of setting,which generally means that a vesselis maintained in the water. How-ever, it is recognized that preserva-tion of a vessel's original fabric maycompel the removal of the vesselfrom the water. This issue will beexamined in the discussion ofintegrity of setting.

Design

A vessel, like any other struc-ture, changes with time. Vesselsmay be lengthened, deckhousesadded or removed, and interiorspaces modified for new uses.Changes which occur over time,particularly those associated with ashift to different owners or trades,if those owners or trades arehistorically significant, acquiresignificance in their own right.

FIGURE 9: The Jersey Schooner-Oyster Dredge Boat Katheryn M. Lee continues to workactively in her historic trade at Liepsic, Delaware. (Photo credit: Stephen Del Sordo)

When changes to a vessel are inthe form of renewal and replace-ment, either to continue operationhistorically or to perform a restora-tion, the structure will remain eligi-ble if renewed features are replacedwith materials, which in their com-position, design, color, texture, andworkmanship retain the historiccharacter of the vessel. Thesechanges do not affect a vessel'sintegrity.

The noted maritime historian,Allan Villiers, once observed thathistoric vessels maintained and/oroperated in the water ultimatelybecome reconstructions or wrecks.While historic structures andbuildings on land also deteriorateand require maintenance andreplacement of original fabric, thecorrosive nature of the marine en-vironment greatly accelerates theprocess. Any historic vessel main-tained in the water will ultimatelylose all of her original fabric. U.S.S.Constitution, now berthed atCharlestown Navy Yard in Boston,retains as little as 10 to 23 percentof the wood that was in the frigatewhen launched in 1797 or whenshe earned her reputation as "OldIronsides." Yet this is largely in-distinguishable because of attentionto maintaining historic materialsand workmanship during her manyrestorations. These increasinglyrestored historic vessels retain theirintegrity in those cases when in-tegrity as evidenced by hull form,rig, use of materials, or craftsman-ship is maintained. It is importantto retain original fabric though, forthe greater the amount of historicfabric, the greater the quality of in-tegrity for the vessel.

Setting

Integrity of setting usuallymeans that a vessel is maintainedin the water. National Registerguidelines generally rule thatvessels out of water, particularly ifin an enclosed structure, were in-eligible for National Register listingunless they were in a "natural"waterfront setting, such as in adry dock. Yet limiting the NationalRegister only to vessels maintainedafloat or in the open air ultimatelydooms original fabric. In some

FIGURE 10: An in-kind historic restoration of the whaler Charles W. Morgan at MysticSeaport Museum. Here shipwrights are driving a drift into a breasthook. (Photo credit:Mary Anne Stets, courtesy Mystic Seaport Museum)

cases, the preservation of thatfabric may be essential. Craftsman-ship cannot be replaced, norarcheologically recovered. Fragileintact vessels can only be preserved"under glass." To preserve historicfabric in rare vessels, integrity ofsetting will be maintained if thecraft is associated with the water bymeans of a waterfront location.This setting must not detract fromappreciating the vessel as a water-borne craft or present her as amuseum object.

MaterialsIntegrity of materials means

that the physical elements thatwere combined in the vessel's

historic design and constructionhave been maintained. For exam-ple, integrity of materials would beretained when a vessel's steelplates are replaced in-kind withsteel plates, oak planks are replacedin-kind with oak planks, coppersheathing is replaced in-kind withcopper sheathing, and tarred hempstanding rigging is replaced in-kindwith tarred hemp standing rigging.This is not to suggest that failure tofollow strict in-kind replacementcould keep a vessel from beinglisted on the National Register.Modern materials for patching andrepair, such as epoxies andfiberglass, may be necessary topreserve a vessel.

Workmanship

Integrity of workmanship ismaintained when materials arerenewed in-kind. When original butdeteriorated riveted iron hull platesare replaced, integrity of workman-ship is maintained when the newiron plates are also riveted. Doublesawn timber frames should bereplaced with double sawn timberframes to maintain integrity ofworkmanship.

Feeling

Integrity of feeling means that thevessel evokes an aesthetic orhistoric sense of the past. Usuallythis depends on the presence of thevessel's significant physicalcharacteristics to convey her historicqualities. However, it must berecognized that extreme deteriora-tion of a vessel, such as major rotand inherent structural collapse,would not interfere with the abilityof the vessel to yield importantinformation through analysis of herconstruction and career, and shewould possess archeological integ-rity and be eligible underCriterion D.

Association

A period or accurate waterfrontsetting for a historic vessel isdesirable and adds to the integrityof setting for the vessel. A vesselloses her integrity of association ifshe is removed from the water anddisplayed out of sight of the water,such as a 19th century schoonerplaced on a lawn, surrounded by achain-link fence, in front of afactory.

The Need for SpecialJustification

Certain types of historic vesselsas a general rule do not qualify forthe National Register. These wouldbe 1) vessels less than 50 years ofage, 2) vessels owned by religiousinstitutions and used for religiouspurposes, 3) replica vessels, and4) collections of vessels. However,these properties may qualify forNational Register listing if theymeet the criteria and meet thefollowing exceptions:

1. A vessel achieving significancewithin the past fifty years ifshe is of exceptional sig-nificance. (A vessel must becompared with other vessels ofher type that have similarassociations and qualities toestablish exceptionalsignificance, or be associatedwith important but recentthemes or developments whichscholarly or professionalresearch has recognized assignificant to the maritimetrades or naval architectureand engineering. Vessels con-sidered eligible under thesecircumstances include N.S.Savannah, (1950) the firstnuclear-powered merchantship built in the United States,and the nuclear submarineU.S.S. Nautilus, the first sub-marine to navigate the seasunder the ice pack of theNorth Pole. Other vessels lessthan fifty years of age that theNational Register currentlyaccepts as being eligible arevessels which played an im-portant role in World War II).

2. A vessel owned by religiousinstitutions and used forreligious purposes may beeligible if her primarysignificance is derived fromnaval architecture (Criterion Cand/or D) or historical impor-tance (Criterion A).

3. In rare instances, replicavessels can be a contributingcomponent of a NationalRegister property if: 1) thereplication is based on schol-arly analysis of graphic, writ-ten, and archeological sources;2) the vessel's construction isaccurately executed, usingappropriate period materialsand construction techniques; 3)the replica vessel is presentedin a historically appropriatemanner as a part of a restora-tion master plan; 4) no othervessel with the same associa-tions has suvived. (Being partof a restoration plan meansthat the replica is an essentialcomponent in a group ofhistoric properties whichtogether constitute a historicdistrict. The replica must be

part of an overall restorationplan for the entire resource.For example, a replica craftmay be eligible as part of arestoration master plan for a19th century ferry landinghistoric district, which includesauthentic historic properties,such as landings, docks, andassociated commercialbuildings. In this case, thereplicated craft may be essen-tial to convey the transporta-tion significance of thedistrict).Individual replica vessels arenot eligible for the NationalRegister of Historic Placesbecause they are not authentichistoric resources. A replicavessel is a modern vesselwhich recreates either aspecific vessel or a class ortype of vessels. After thepassage of fifty years, a replicavessel may attain significancein her own right as a productof one generation's perceptionof its maritime history. In thiscase it may be possible for areplica to qualify on that basisunder Criterion A, B, C or D.If a replica vessel has achievedsignificance within the last fiftyyears, she will be required to

meet the special justificationdiscussed above.

4. Small craft and larger vesselsin collections may be indi-vidually eligible if they retainintegrity of setting. Collectionsof vessels are not eligible forthe National Register. (In ex-ceptional cases, vessels mayhave collective historicsignificance when they are ex-hibited in an appropriate set-ting, such as the vessels at theMystic Seaport Museum. Thismuseum collection, founded in1929, has historic significancefor its associations with thedevelopment of the Americanhistoric preservation movementand represents a landmark inearly twentieth centurymaritime preservation.)

Preparing the NationalRegister Nomination

While basic instructions forcompleting nominations are foundin National Register Bulletin 16,"Guidelines for CompletingNational Register of Historic PlacesForms," several sections of theform will require the specialized in-formation provided in the following

FIGURE 11: Stairway and stateroom hall on board the S.S. Ticonderoga. (Photo credit:courtesy, Shelburne Museum, Vermont)

10

guidelines. For the purposes of theNational Register, vessels areclassified as "structures" becausethey are made up of interdepen-dent and interrelated parts in adefinite pattern of organization. Inthe past, the National Register hasaccepted vessels categorized as ob-jects, but during the preparation ofthis bulletin, it was determined thata vessel better fits the NationalRegister definition of "structure."

The number and combination ofcharacteristic features required forNational Register eligibility willvary from property to property. Insome cases, a vessel need onlypossess a single quality orcharacteristic to be eligible. If avessel is not individually eligible forthe National Register, she may stillbe eligible as a contributing compo-nent of a historic district. For exam-ple, historic life boats may not beindividually eligible, but they couldcontribute to a Coast Guard stationhistoric district.

When she is registered, thelegal description of a vessel can beher merchant or naval registry. Foractive vessels still registered by theUnited States Coast Guard, citationof the current Consolidated Enroll-ment and License, with the officeaddress of the applicable CoastGuard District, will suffice. Formerchant vessels no longerregistered, the former enrollmentsand registries will be found in theNational Archives. They can be ob-tained by supplying the name ofthe vessel, the date of construction,and the port of construction to theJudicial, Fiscal, and Social Branchof the National Archives inWashington, D.C. National Ar-chives staff will locate all registryand enrollment documents for thevessel and will provide photocopiesfor a fee. Citation of the last docu-ment issued to the vessel will suf-fice for the vessel's legal descrip-tion. For naval vessels, the registra-tion data are at the Ships HistoryDivision. The annual publicationlisting Vessels of the United States(1869 to the present), Lloyd'sRegister, and other classificationsociety registers also provide a legaldescription. Nearly every floating,preserved historic vessel in theUnited States has been surveyed by

FIGURE 12: Lifeboat on board the S.S. Jeremiah O'Brien. (Photo credit: Joanie Morgan)

Norman Brouwer and his associatesfor the World Ship Trust.Brouwer's International Register ofHistoric Ships is a good place tostart the research. The book is con-stantly being updated and revisionsmay be obtained from the NationalMaritime Historical Society. TheHistoric Ship Register of the Inter-national Congress of MaritimeMuseums (ICMM) is another logicalplace to look. Some vessels mayhave been surveyed during local orstatewide heritage inventories.Shipwrecks may be listed in Statearcheological inventories.

In the narrative Description andSignificance portions of thenomination form, it is important todevelop fully the information andanalyses conducted in the evalua-tion process. It is important to beconcise. In the Description section,the integrity of the vessel needs tobe thoroughly documented, dis-cussing original form, materials,workmanship, and any changes.The National Register currently re-quires a detailed architecturaldescription for nominated buildingsand structures. A comparable levelof detail is required for vessels.

The International Congress ofMaritime Museums Historic ShipEvaluation Progam assesses vesselstructure along with historicsignificance and preservation con-siderations. The ICMM evaluationseeks descriptions of primary struc-tural material members. Not allstructural members listed by ICMMrequire discussion in a NationalRegister nomination; essentialfeatures such as the keel, keelson,frames, reinforcing members, hullplanking or plating, fastenings,decking, masts, rigging, deck fur-niture, interior spaces, includingjoinery, deck machinery, armament,decorations, coating andsheathings, boats, and tackle—all ofthese need to be described andassessed with comments in eachcase on original material, deteriora-tion, adherence to original con-figuration, and impacts by previousrestoration, repair, or alteration.

Alterations need to be dis-cussed and assessed in relation to ahistorically significant context. If avessel was built for a specific use—the grain trade, for example—andthen altered for another historicpurpose—such as fishing—these

l i

FIGURE 13: Builder's plate in the engineroom of the 1908 steam screw tugboat Her-cules. (Photo credit: Stephen A. Haller, NPS)

tions of source materials isdesirable but not required.

To aid in the National Registerassessment of significance and in-tegrity, good illustrative views ofthe vessel, her rig, her charac-teristic and significant designfeatures, and alterations need to bedocumented with individualphotographs. Instead of a site map,as is the case with land-base prop-erties, deck plans, inboard profiles,lines, and rigging plan should beincluded, if available. A USGS maplocating the vessel in a city or othergeographical unit, with UniversalTransverse Mercator coordinatesmarked, must be included. If avessel is engaged in active sailing,her regular mooring at the home

changes would be significant andwould not have an adverse effecton the integrity of a vessel. On theother hand, if a vessel has beenchanged for a later non-significantcareer, then those changes repre-sent a loss of integrity. It is impor-tant to remember that integrity isnot always construed as "as built."

In discussing significance, it isessential to link the vessel to inter-national, national, regional, or localhistoric contexts. It is also impor-tant to convey the vessel's par-ticipation in specific historicalevents and to discuss the vessel'simportant changes in design, suchas alterations to the hull or propul-sion systems and to use this infor-mation in the evaluation of historicintegrity. If applicable, a vessel'sassociation with significant in-dividuals, including builders,masters, officers, crew, owners, orpassengers should be discussed. Anassessment of the vessel's relationto similar properties is needed. Isshe a sole survivor? Is sherepresentative of a type? Is she thebest example of a type? Statementsof significance should be derivedfrom primary sources and scholarlysecondary historical assessments.Thorough historical research isrecommended in preparing a Na-tional Register form so that the bestavailable information is analyzedand presented. Footnotes for cita-

FIGURE 14: The assembly of instruments in the pilothouse of the S.S. Clipper represent thevarious navigational technologies used on the vessel during her career. Documentation of avessel for the National Register should include views which interpret changes or altera-tions. (Photo credit: Harry Weese and Associates)

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port should be the location citedand marked.

Major bibliographic referencesshould include sources referred toin the evaluation process as well assources cited. The reference shouldbe organized alphabetically, incategories such as manuscripts,published works, plans, andhistoric photographs and othergraphics. The boundary of thevessel should be all of that areaenclosed within her extreme dimen-sions. It is the vessel that is beingnominated, not the water or landthat surrounds her. A boundarydescription for a vessel usuallyrefers to the area enclosed by thevessel's extreme dimensions, for ex-ample: "The Showboat Jimmy 80' x40' at permanent berth at Pier 56."Acreage should be given as lessthan one.

Field Work, Research, andDocumentation Techniques

Field Work

Adequate field examination of avessel may involve more than onevisit to acquire a thorough under-standing of the vessel's construc-tion, layout, rig, and machinery. Ifevaluating a property for the firsttime, it is essential that a guidedtour of the vessel, with discussionsemphasizing condition, restorationor maintenance work, and thevessel's history, be provided byknowledgeable individuals intimate-ly associated with the vessel. Toursof engine rooms and other machin-ery spaces should be discussedwith a marine engineer. Themethod of construction should bederived from discussions with anaval architect. The field examina-tion of the vessel should be a slow,meticulous process which leavesthe evaluator with as complete anunderstanding as possible of howthe vessel was built, operated,modified, and maintained throughtime.

Research

Historical research should in-clude the examination of any extantdrawings or plans of the vessel,

FIGURE 15: Significant historical events that occur on board a vessel should bedocumented. In this view, sailors on board the U.S.S. Intrepid battle a shipboard fire on theflight deck off Luzon, the Philippines, on November 25, 1944. (Photo credit: NationalArchives)

such as lines, profiles, deck plans,sail plans, scantlings, engine,boiler, and machinery plans. Half-models and builder's modelsshould be consulted. If extant,builder's models may aid in identi-fying original features no longerpresent or modified. Historic photo-graphs, lithographs, and drawingsof the vessel, particularly includingviews of the vessel under construc-tion, deck views, and overall views,may be helpful in assessing methodof construction and features of thevessel. Local newspapers may havereferences to a vessel's launch anddiscuss her particulars. Variousvessel types, machinery, and somespecific vessels may also be dis-cussed and described in variousprofessional journals such as that ofthe Society of Naval Architects andMarine Engineers.

The registry and enrollmentpapers provide the dimensions ofthe vessel, tonnage, the number ofmasts, and the type of bow andstern decoration for Americanvessels. A run of these documentsmay provide evidence of alterationor change. Summaries of this infor-mation can be found in the annualList of American Merchant Vesselsof the United States. Lists ofvessels registered or enrolled at

various American ports were com-piled by the Works Progress Ad-ministration and the National Ar-chives. Consultation of these lists,particularly for the port of NewYork, will provide a necessary leadin beginning to research thesevessel "titles." Lloyd's of Londonpossesses detailed descriptions ofvessels surveyed by Lloyd's for cer-tification, and the National Mari-time Museum, Greenwich, England,is also a vital source for Englishvessels lost in American waters.

Logbooks, journals, and letterswritten on board the vessel mayprovide physical descriptions anddocument details of her career.Local newspapers may includediscussions of sailings, accidents,and marine disasters. Contem-porary accounts of a vessel's careeralso can be found in the annualreports of the United States Life-Saving Service (published between1878 and 1915). Insights into avessel's history also can be gainedthrough researching owners' nameslisted in the registries andenrollments. A variety of secondarysource works which assess local,regional, and national maritimehistory may discuss a vessel andher career. Especially valuable arearticles that are found in historical

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NORTH CAROLINA as outfitted during her overhaulSound Navy Yard, July-October 19U-

USS NORTH CAROLINA (BBSS)

FIGURE 16: Documentation of a vesselshould include a plan, if available. This isthe outboard profile and deck plan ofU.S.S. North Carolina as outfitted. (Photocredit: U.S.S. NORTH CAROLINABattleship Commission, drawing by Alan B.Chesley)

society and maritime museum quar-terlies, such as the American Nep-tune, Steamboat Bill, Sea History,Inland Seas, Waterways Journal, orthe Mariner's Mirror. A recom-mended bibliography can be foundat the end of the bulletin.

Documentation

As the field work and researchprogresses, files of notes, sketches,reproduced reference materials, andphotographs should be compiled. Ifa vessel has changed over time, achronologically arranged series ofplans or photographs may aid inunderstanding these alterations.Color slides of the vessel may aidlater when the nomination is beingprepared and a site visit is notpossible.

Numerous black and white pho-tographs of the vessel and herfeatures should be taken. The quali-ty of the photographs actually in-cluded in the nomination form willbenefit from as wide a selection aspossible. Exemplary historic photo-graphs and other graphics shouldbe reproduced for inclusion withthe nomination. Historic plansshould be included to aid indocumenting the vessel. If historic

plans do not exist, modern plans ofthe vessel might be prepared. Thisis highly desired but is not requiredfor nominations.

SECTION TWO:DOCUMENTATION OFSHIPWRECKNOMINATIONS

This section of the bulletin ad-dresses the evaluation and nomina-tion of shipwrecks. A shipwreck isany vessel that has foundered,stranded, or wrecked. This includesvessels that exist as intact or scat-tered components on or in the seabed, lake bed, river bed, mud flats,beaches, or other shorelines.

The unique nature of ship-wrecks has resulted in uneven andcontradictory treatment of this classof resource by historians and arche-ologists. The National Registercategorizes all submerged culturalresources as either sites or struc-tures; shipwrecks may fit either ofthese categories. Vessels may ap-pear in the material record as most-ly intact hulls. In this instance theyare historic structures. Vessels mayalso appear as broken or scatteredsections of a structure with local-ized deposition of apparel, arma-ment, cargo, and other artifacts, orother remains, widely separatedwith little or no continuity, or as asingle representative item. In thisinstance, they compare most closelyto archeological sites. Vessels may

also appear as discrete elements ofhull, machinery, artifacts, or otherremains, widely separated with lit-tle or no continuity, or as a singlerepresentative item. In this in-stance, they compare most closelyto objects or artifacts.

It should be noted, however,that for review purposes the Na-tional Register views each of theabove site manifestations as arche-ological sites. Further, if theseremains have been purposefullymoved to another location (e.g.,museum display or wharfside inter-pretive site), they are no longerconsidered archeological sites bythe National Register. Thedocumentation and evaluation ofsignificance for each of the aboveexamples (i.e., an archeological siteor a structure) requires a differentresearch approach. Clearly theresearch orientation, methods, andtypes of data collected may differbased on the degree of wreckpreservation or dispersal. While theindividual historian or archeologistmay have a clear understanding ofthe research questions and datagathering technologies necessary todocument these sites, the applica-tion of the National Register criteriato shipwrecks has not been well-defined or understood.

The study of shipwrecks maypose difficulties not encountered inthe study of land-based sites. Thesedifficulties result from environmen-tal conditions (e.g., currents, cold,depth, turbidity), research time

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constraints, and the degree towhich remains may be encrusted orburied. Further, simply becausemany shipwreck sites are under-water, they are unavailable to otherinterested, but non-divingresearchers.

Because of the above difficul-ties, nomination of shipwreck sitesrequires particular attention todetail and approach. Clarity andspecificity throughout the nomina-tion are essential. Lack of clarityand specificity are at the crux of thepast problems with shipwreck nom-inations.

Several factors must be ad-dressed during the preparation ofshipwreck nominations. Arche-ologists, historians, and interestedindividuals may be unfamiliar withthe application of National Registerconceptual and technical concernscritical for determinations ofsignificance for this class ofresource. These concerns fall in thegeneral areas of description,significance, and geographical data.Specifically, they are: a) descriptionincluding historic and present sitedescription, natural and culturalpost-depositional impacts, anddescription of loss or wreck event;b) significance including the directapplication of National Registercriteria, context, and integrity; andc) geographical data, includingboundary justification and verbaldescription. Each of the above canbe addressed in the entry categoriesof the National Register form.

The following discussion ofenvironmental categories and con-cerns is a guideline for the prep-aration of National Registernominations of shipwrecks.

1. DESCRIPTION

Shipwrecks exist in environ-mental conditions that at timesmake various forms of documenta-tion difficult. Nonetheless, nomina-tions should draw from all availabledescriptive information and shouldbe as explicit as possible.

The description section shouldopen with a summary paragraphwhich includes brief background in-formation about the vessel, hergeneral characteristics, present loca-tion, and condition. For example:

FIGURE 17: Features particularly significant to a vessel should be documented in the Na-tional Register nomination. The filter cover had been removed by the crew of the GermanU-boat U-505 when they scuttled their ship to prevent its capture. An American boardingparty bravely risked their lives to close this cover on June 4, 1944. U-505 was the only Ger-man U-boat captured by the United States during World War II and is now on display atthe Chicago Museum of Science and Industry. (Photo credit: courtesy, Museum of Scienceand Industry, Chicago)

George M. Cox was built in1901 in Toledo, Ohio, at theCraig Shipbuilding Company.Hull number 82 was originallyconsigned to the Holland andChicago Steamship Company.However, the vessel was pur-chased by Graham and Mor-ton Transportation Company,named Puritan, and given USregistry number 150898. Basedout of Chicago and used pri-marily in the excursion tradeon Lake Michigan, the vessel

was 233 feet long, 40 feetwide, and 21.9 feet deep. Shenow lies broken and scatteredin a shallow, gravel lined gul-ly and on an adjacent slope,separated by a reef southwestof Rock of Ages at the westernend of Isle Roy ale.

The description discussionshould consist of two parts: anoriginal (historical) description anda present (archeological) sitedescription. The historical descrip-

15

tion should discuss the vessel priorto her loss or what is known as thewreck event (primary deposition). Ifthe vessel identity is known, thedescription should include thecharacteristics of the vessel as afloating entity including, but notlimited to, as-built and modifiedcharacteristics. If the vessel identityis not known, the type, period,general characteristics, nationality,and function should be described.

The archeological site descrip-tion must include a discussion of allexposed and identifiable features,artifacts, machinery, and architec-tural components. These should beexplicitly documented and de-scribed. The description should alsoconsider buried features and arti-facts. If buried materials are to beaddressed in the nomination, theyshould be documented throughtesting or remote sensing and thedata that were generated should bediscussed. When exposed materialremains allow for reasonable in-ference concerning the nature ofburied features, the information ordata used to determine the nature,extent, and potential significance ofthe buried remains must be clearlypresented.

Environmental and human im-pacts will affect a shipwreck siteduring and after archeological dep-

osition. Environmental impacts mayinclude erosion, slumping, silt dep-osition, storm activity, encrustation,and deterioration of the vessel, herfabric, or other material remains.Human impacts may include con-temporary or recent salvage, dredg-ing, looting, or vandalism, as wellas archeological investigations andcollections. The effect of these post-depositional impacts must be de-scribed and discussed.

A narrative of the events lead-ing up to and including the loss ofthe vessel or the wreck event willalso be helpful. The discussion maybe used to explain partially thenature of site deposition and theextent of human impacts to thevessel while in a transition period,prior to human abandonment andup to its equilibration with the en-vironment. If the events sur-rounding the loss of the vessel con-tribute to the significance of thesite, they should appear in thatsection.

Graphic documentation is anessential element of a well-preparednomination. Nominations must in-clude a plan view site map. Othergraphic documentation could in-clude: contoured magnetometerdata, side-scan sonar images,photographs and/or drawings ofdiagnostic or significant features

FIGURE 18: Operator's flat in the engine room of S.S. Eureka. The 1891 walking beamsteam marine engine on board Eureka is the only operable 19th century walking beamengine afloat in America. (Photo credit: Edward de St. Maurice, NPS)

and artifacts, stratigraphic profiles,and historic views or plans of thevessel. In those situations wherephotography is not possible, i.e.,extremely turbid water, the Na-tional Register will still acceptnominations. However, a completeexplanation of the circumstancesand water conditions preventingphotography must accompany thedocumentation.

2. SIGNIFICANCE

The significance section shouldopen with a summary paragraphclearly stating the areas of vesselsignificance, the National Registercriteria used for evaluation, andhow these criteria apply to thevessel. The summary should be aconcise statement of facts, or sup-portable hypotheses, which addressanthropological research issues,followed by documentation that ad-dresses each of the areas ofsignificance and demonstrates theapplicability of the criteria selected.

Shipwrecks may be nominatedusing any or all of the NationalRegister criteria as discussed in Sec-tion 1 of this bulletin. The appli-cation of National Register criteriadetermines the significance of ashipwreck, which is partially de-rived from an understanding of theoverall cultural context and thespecific role of the vessel and hercomponent elements within thatcontext. The context statement nor-mally addresses two aspects ofvessel significance. The first is thehistorical overview of that class ofvessel, her function, role, and con-tribution to national, regional, orlocal maritime history, technology,commerce, or similar topics. Thisinformation is to be used in con-junction with the second aspect ofcontext: an assessment of thenominated vessel's specific role inhistory. The nominated vessel'srole and function can be docu-mented using categories, such as:

1) naval architecture2) marine technology3) engineering4) commerce5) transportation6) exploration/settlement or7) military

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FIGURE 19: A number of historic vesselsremain in operation around the UnitedStates. The last unaltered World War IILiberty Ship, Jermiah O'Brien, makes anannual memorial cruise on San FranciscoBay. (Photo credit: Donald Kearns)

If the vessel identity is known, andthis information is used to establishcontext and/or role, her identifica-tion must be documented beyondreasonable doubt.

Context statements may alsoaddress anthropological and ar-cheological perspectives. These caninclude: patterns of activity; con-temporary cultural milieu and itseffect on the role, function, orphysical manifestation of the vesselas a floating entity; the range ofvariability within a class of vessel;or similar topics, if they can beclearly demonstrated to contributeto context.

Most importantly context state-ments must be confined to salientpoints relating to historic and ar-cheological contexts. They shouldnot become an indiscriminate listingof facts.

Shipwreck integrity is notlimited to the survival of intacthulls. Integrity may also extend toa structure that exists in sufficientform to address architectural,technological, and other concerns.

It may also be applied to scatteredor broken remains, if data can begenerated that will permit thedevelopment of anthropological in-ferences and/or the formulation oftestable research questions. Arti-facts, soil stains, or casts of materialremains (resulting from encrusta-tion and later deterioration of theartifact) may also contribute tointegrity.

Intensive salvage, looting, orthe collection of artifacts, does notnecessarily compromise integrity.Instead, these activities may changeeither the focus of research or theNational Register criteria to be ap-plied. In the event of salvage,looting, or vandalism, the site's re-maining research value must bedemonstrated. If artifact associationwith the site can be authenticated,collections from the site may beused to aid in establishing the re-maining research potential of theshipwreck.

Isolated structural components,or other widely dispersed remainsscattered on a coast line or sea bed,may also possess integrity. Suffi-cient diagnostic attributes must bepresent to permit identification ofthe vessel type and historical con-text or discussion of significant con-struction details, marine engineer-

ing, or other technological aspects;or discussion of the spatial relation-ship with similar significant re-mains; and a discussion of eligibil-ity or significance.

3. GEOGRAPHICAL DATA

General guidelines for verbalboundary descriptions are providedin National Register Bulletins 12and 16; those guidelines should beapplied to shipwreck sites. Thepurpose of a verbal boundarydescription is to describe both thelocation and the physical extent ofthe nominated site. The open oceanor lake, however, can present aproblem in the description of ashipwreck site location becausethere may be no readily identifiablelandmarks or reference points. As aresult a somewhat different ap-proach from that normally used forlocating a terrestrial site is neededfor the description of a shipwrecklocation. Relocation of the vesseleither on a nautical chart, USGSmap, or on-the-water should bepossible from the informationprovided.

Four elements can be combinedto create an accurate verbal bound-ary description for NationalRegister forms. They are: 1) ageneral verbal description of the

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MONARCH 189O 1SOSMUHMMMl LM «#1

MEB CIATUUL WKUHff ^T

FIGURE 20: Site plan for the wreck of the Monarch, Isle Royale National Park, Michigan.(Photo credit: Submerged Cultural Resources Unit, NPS)

location, 2) a chart description, 3)UTM coordinates, Latitude andLongitude, or Loran C, and 4) thearea definition. An example of eachis provided below.

Verbal location: This should be thestarting point for the section, forexample:

America is located in the chan-nel between Thompson Islandand the main island, locally

FIGURE 21: Plan of the substantially intactwreck of the Civil War ironclad warshipU.S.S. Monitor (Photo credit: courtesy,National Oceanic and AtmosphericAdministration)

known as North Gap, out ofWashington Harbor at thewestern end of Isle Royale.

Chart description: Bearingsmust be accurate. The chart mag-netic variation should be indicatedand bearings referenced as true ormagnetic. This information shouldbe computed from current nauticalcharts and be complete enough toallow accurate field location, forexample:

The vessel is 0.7 statute milesfrom the northeast tip ofGrace Island on a true bearingof 331.5 degrees and 20

degrees true from the port-hand can buoy (C5) betweenBarnum and Booth Islands.The vessel is marked by aprivately maintained port-hand navigation buoy inNorth Gap channel. Americacan be located in the channelby rounding the tip of Thomp-son Island, entering Washing-ton Harbor, using the whitebeacon on Thompson as apoint of reference on a truebearing of 119 degrees andtraveling a distance of 0.2statute miles.

UTM coordinates shouldenclose all sites following standardNational Register guidelines out-lined in Bulletins 12 and 16. IfUTMs are not available, longitudeand latitude or Loran C coordinatesare acceptable.

Area Definition: This describesthe site and shape of thenominated area. When combinedwth the general verbal description,chart description, latitude/longi-tude, Loran C, or UTMs, thisshould provide an accurate locationof the vessel and the area to be in-cluded in the nomination, forexample:

The area included in the site isa square 2,000 feet on a side;the geographical center is thecharted vessel position; UTMs,latitude/longitude, or Loran Ccoordinates.

A detailed boundary justifica-tion is a required part of the

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FIGURE 22: The documentation for the 18thcentury Brown's Ferry Wreck in SouthCarolina included a site plan, a photographof the vessel remains, a significantdiagnostic artifact recovered from thewreck, an Improved Davis Quadrant, and amodel of what the vessel is presumed tohave looked like when afloat. (Photo credit:Gordon Brown, photographer and DarbyErd, illustrator, courtesy of Institute ofArcheology and Anthropology, Universityof South Carolina)

19

FIGURE 23: Documentation of the wrecked steel screw steamer Emperor at Isle Royale National Park included a view of surviving deckequipment such as this bow anchor winch. (Photo credit: Larry Muphy, NPS)

geographical documentation for theNational Register. General guide-lines for boundary delineation ofarcheological resources are providedin Bulletin 12 from the NationalRegister. The approaches advocatedby the National Register in thatbulletin should be fully applied.

Adequate determination ofboundaries and site limits may bedifficult for shipwreck sites. Thesite may be partially buried or coralencrusted; water turbidity or ex-treme depth may hamper site delin-eation; or, as a result of bothnatural and human impacts, remainsmay be broken into discontiguousscattered features. The latter situa-tion presents the most difficultproblem for boundary determina-tion and justification. If material re-mains from a shipwreck have beenwidely dispersed, anything otherthan a discontiguous site boundarymust be justified by empirical datasuch as site testing, magnetometrysupported by ground-truthing, orsimilar activities.

In all cases, a concise statementjustifying the site boundary loca-tion, the delineation of the area,and all factors considered in theboundary determination, must beprovided along with supportingdocumentation in the boundary jus-tification. An example of a justifica-tion for an intact vessel, resting onthe bottom, is:

America is an intact vessel withlittle structural damage. Theboundary for this site is basedupon visual examination ofthe bottom, accomplished by:1) swimmer survey of the im-mediate area, and 2) swimmersurvey on compass transectsof the surrounding area out300 yards from the vessel. Theship's physical remains andgeologic formation in the areaare stable; little deteriorationof the vessel, erosion, orslumping at the site hasoccurred.

An example of a justification fora partially buried shipwreck withscattered remains, is:

La Fontaine is a broken andscattered vessel that is partial-ly buried. The boundary forthe site is based upon: 1) con-toured magnetometer data in aplus or minus 4 gamma range;2) site testing through thelong and short axis of the siteas determined by magnetom-etry; 3) artifact density on thesurface and in the test loca-tions diminishing to sterilesoil; and 4) the location of anisolated feature (rudder) ap-proximately Vz mile from themain concentration of wreck-age. The rudder is treated as adiscontiguous element with a

separate boundary. Magneticcontour maps, test excavation,and artifact location maps areattached.

4. CONCLUSION

Many concerns encountered innominating a historic shipwreck aresimilar to those addressed innominations for other types ofhistoric vessels. Preparers of Na-tional Register nominations forshipwrecks should consult Section1 of this bulletin. A final wordabout documentation concerns thepotential of a historic vessel to be aNational Historic Landmark. If thevessel has national significance, thisshould be documented in thenomination. Designation as a Na-tional Historic Landmark will re-quire that the property be studiedby the National Park Service.Usually this occurs as part of amajor theme study. A well-documented National Registernomination for a potential National-Historic-Landmark quality vesselwill facilitate its review by NationalPark Service professionals. Furtherinformation concerning the NationalHistoric Landmark Program may beobtained by writing:NATIONAL HISTORICLANDMARK PROGRAMNATIONAL PARK SERVICE (418)U.S. DEPARTMENT OF THE INTERIORP.O. BOX 37127WASHINGTON, D.C. , 20013-7127.

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Recommended Bibliography and Sources

NATIONAL PARK SERVICEPUBLICATIONS

NATIONAL REGISTER BULLETINS

2 Nomination of DeterioratedProperties

9 Improvement of Documentationfor Properties Nominated to theNational Register

12 Definition of Boundaries forArcheological Properties

14 Guidelines for Counting Con-tributing and Non-ContributingResources

15 How to Apply the NationalRegister Criteria for Evaluation(Draft 1982)

16 Guidelines for CompletingNational Register of HistoricPlaces Forms

19 National Park ServiceProcedures and Policies forProcessing Nominations

21 How to Establish Boundariesfor National Register Properties

22 How to Evaluate and NominatePotential National RegisterProperties Jhat Have AchievedSignificance Within the Last 50Years

23 How to Improve Quality ofPhotos for National RegisterNominations

25 Directory of TechnicalAssistance

28 Using the UTM Grid System toRecord Historic Sites

The above publications may beobtained by writing to the NationalRegister of Historic Places, U.S.Department of Interior, NationalPark Service, P.O. Box 37127,Washington, D.C. 20013-7127.

PUBLISHED SOURCES

These are provided as an in-dication of the variety of sourcematerials available as well as certainhighly recommended works whichwill aid researchers. This listing isnot intended to be a comprehensivebibliography.

Adkins, Jan, Wooden Ship: TheBuilding of a Wooden SailingVessel in 1870. (Boston: HoughtonMifflin Company, 1978)

Albion, Robert Greenhalgh, TheRise of New York Port, 1815-1860. (New York: Charles Scribner'sSons, 1939)

, Naval and MaritimeHistory: An Annotated Bibliogra-phy. (Mystic, Connecticut: TheMarine Historical Association, Inc.,1972)

, William A. Baker,Benjamin W. Labaree, andMarion V. Brewington, NewEngland and the Sea. (Mystic,Connecticut: The Marine HistoricalAssociation, Inc., 1972)

"The American Clyde/' TheHarper's New Monthly Maga-zine, LVI (335), 1878: 641-653.

Baker, William Avery, The NewMayflower: Her Design and Con-struction. (Barre, Massachusetts:Barre Gazette, 1958)

, Colonial Vessels. (Barre,Massachusetts: Barre PublishingCompany, Inc., 1962)

, The Engine PoweredVessel. (New York: Grosset &Dunlap, 1965)

, Sloops and Shallots.(Barre, Massachusetts: BarrePublishing Company, Inc., 1966)

, A Maritime History ofBath, Maine and the KennebecRiver Region. (Bath, Maine:Marine Research Society of Bath,1973) 2 volumes.

, Maine Shipbuilding: ABibliographic Guide. (Portland,Maine: The Maine Historical Society,1974)

Bankston, J., An IntroductoryBibliography of MaritimeReferences for the New World

and the Spanish Empire Therein,1492-1821. (Bisbee, Arizona: ThePress, 1986)

Brewington, Marion V., Chesa-peake Bay: A Pictorial MaritimeHistory. (Cambridge, Maryland:Cornell Maritime Press, 1953)

Brouwer, Norman J., InternationalRegister of Historic Ships. (An-napolis, Maryland: United StatesNaval Institute Press, 1985)

"The Building of the Ship," TheHarper's New Monthly Maga-zine, XXIV (143), 1862: 608-620.

Butowsky, Harry A., WarshipsAssociated with World War II inthe Pacific: National HistoricLandmark Theme Study. (Wash-ington, D.C: National Park Service,1985)

Carrell, Toni, Shipwrecks of IsleRoyale National Park ThematicGroup Nomination (Santa Fe: Na-tional Park Service, 1983).

Chapelle, Howard I., The Historyof American Sailing Ships. (NewYork: W.W. Norton and Company,Inc., 1935)

, The History of theAmerican Sailing Navy: TheShips and Their Development.(New York: W.W. Norton and Com-pany, Inc., 1949)

, American Sailing Craft:Their Design, Development, andConstruction. (New York: W.W.Norton and Company, Inc., 1951)

, The Search for SpeedUnder Sail, 1700-1855. (New York:W.W. Norton and Company, Inc.,1967)

, The American FishingSchooners, 1825-1935. (New York:W.W. Norton and Company, Inc.,1973)

, The National WatercraftCollection. U.S. National Mu-

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seum Bulletin 219. (Washington,D.C.: Smithsonian Institution,1960.)

Colleta, Paolo E., A Bibliographyof American Naval History. (An-napolis, Maryland: United StatesNaval Institute Press, 1971)

Cutler, Carl, Greyhounds of theSea: The Story of the AmericanClipper Ship. (Annapolis,Maryland: United States Naval In-stitute, 1967) Reprint of 1930edition.

Davis, Charles G., American Sail-ing Ships: Their Plans andHistory. (New York: Dover Books,1984) Reprint of 1929 edition.

Delgado, James P., The MaritimeConnotations of the CaliforniaGold Rush: National HistoricLandmark Theme Study. (Wash-ington, D.C.: National Park Service,1986)

Desmond, Charles, Wooden Ship-building. (New York: Vestal Press,1984) Reprint of 1919 edition.

Estep, H. Cole, How WoodenShips are Built: A PracticalTreatise on Modern AmericanWooden Ship Construction witha Supplement on Laying OffWooden Vessels. (New York:W.W. Norton and Company, Inc.,1983) Reprint of 1918 edition.

Fairburn, William Armstrong, Mer-chant Sail. (Center Lovell, Maine:Fairburn Marine Educational Foun-dation, Inc., 1955) 6 volumes.

Flexner, James Thomas, SteamboatsCome True: Ameican Inventorsin Action. (Boston: Little Brownand Company, 1978)

Goldenberg, Joseph A., Ship-building in Colonial America.(Charlottesville: University ofVirginia Press, 1976)

Greenhill, Basil, Archaeology of theBoat: A New Introductory Study.(Middletown, Connecticut: WesleyanUniversity Press, 1976)

Gould, Richard A., ed., Shipwreck

Anthropology. (Albuquerque: Uni-versity of New Mexico Press, 1983)

Haas, Irvin, America's HistoricShips: Replicas and Restorations.(New York: Arco Publishing Com-pany, Inc., 1975)

Hall, Henry, Report on the Ship-Building Industry of the UnitedStates. (Special report in the TenthCensus of the United States) (Wash-ington, D.C.: Government PrintingOffice, 1880)

Haviland, E.K., "ClassificationSociety Registers from the Pointof View of a Maritime Historian/ 'American Neptune, XXI (1), 1970:9-39.

Heyl, Eric, Early AmericanSteamers. (Buffalo, New York:Author, 1953-1956) 6 volumes.

Holdcamper, Forrest R., "Registers,Enrollments and Licenses in theNational Archives," AmericanNeptune, I (3), 1941: 275-294.

, Biography of the List ofMerchant Vessels of the UnitedStates, XXIV (2), 1964: 119-123.

, List of American-FlagMerchant Vessels That ReceivedCertificates of Enrollment or Reg-istry at the Port of New York,1789-1867. (Washington, D.C.: TheNational Archives, 1968) 2 volumes.

Howe, Octavius T. and Frederick C ,American Clipper Ships, 1833-1858.

(Salem, Massachusetts: MarineResearch Society, 1926 and 1927)2volumes.

Johnston, Paul F., ed., Proceedingsof the Sixteenth Annual Confer-ence on Underwater Archeology.(Ann Arbor, Michigan: Society forHistorical Archeology, 1985)

Johnstone, Paul, The Archaeologyof Ships. (New York: Henry Z.Walck, Inc., 1974)

Kemble, John Haskell, The PanamaRoute, 1848-1869. (Berkeley and LosAngeles: University of CaliforniaPress, 1943)

, San Francisco Bay: APictorial Maritime History.(Cambridge, Maryland: CornellMaritime Press, 1957)

Kemp, Peter, ed., The OxfordCompanion to Ships and the Sea.(London: Oxford University Press,1976)

Kerchove, Rene de, InternationalMaritime Dictionary: An Encyclo-pedic Dictionary of Useful Termsand Phrases, Together withEquivalents in French and Ger-man. (New York: Van NostrandReinhold Company, 1961)

Levingston, Steven E., HistoricShips of San Francisco: A Collec-tive Guide to the Restored His-toric Vessels of the NationalMaritime Museum. (San Francisco:Chronicle Books, 1984)

Lubbock, Basil, The Down Easters,American Deep Water SailingShips, 1869-1929. (Glasgow:Brown, Son & Ferguson, Ltd., 1929)

, The Last of the Windjam-mers. (Glasgow: Brown, Son &Ferguson, Ltd., 1927) 2 volumes.

McGregor, David R., ClipperShips. (Watford, Herts, England:Argus Books, Ltd., 1979)

, Merchant Sailing Ships,1775-1815. (Watford, Herts,England: Argus Books, Ltd., 1980)

, Schooners in Four Cen-turies. (Annapolis, Man/land:United States Naval Institute Press,1982)

, Merchant Sailing Ships,1815-1850. (Annapolis, Maryland:United States Naval Institute Press,1984)

, Merchant Sailing Ships,1850-1875. (Annapolis, Maryland:United States Naval Institute Press,1984)

McKelvey, William J., Champlainto Chesapeake: A Canal EraPictorial Cruise (Berkeley Heights,New Jersey: Canal Captain's Press,1986)

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MacMullen, Jerry, Paddle-WheelDays in California. (Stanford,California: Stanford University Press,1944)

, and Jack McNairn, Shipsof the Redwood Coast. (Stanford,California: Stanford University Press,1945)

Matthews, Frederick C , AmericanMerchant Ships, 1850-1900: SeriesI. (Salem, Massachusetts: MarineResearch Society, 1931)

Morrell, Robert W., Oil Tankers.(New York: Simmons-BoardmanPublishing Company, 1931)

Morris, Paul C , American SailingCoasters of the North Atlantic.(New York: Bonanza Books, 1979)

Morrison, Samuel Eliot, TheMaritime History of Massachu-setts, 1783-1860. (Boston: HoughtonMifflin Company, 1949)

Muckelroy, Keith, MaritimeArchaeology. (Cambridge andLondon: Cambridge University Press,197 S)

Murphy, Larry, and Allen R.Saltus, Phase II Identificationand Evaluation of SubmergedCultural Resources in the Tom-bigbee River Multi-ResourceDistrict, Alabama and Missis-sippi. (Mobile: University ofAlabama, 1981)

National Museum of AmericanHistory, The Smithsonian Collec-tion of Warship Plans: A Catalogof Warship Plans, OrdnanceDrawings, and Ship ModelPhotographs Available from theDivision of Naval History, Na-tional Museum of AmericanHistory. (Washington, D.C.:Smithsonian Institution, 1982)

Purdy, T.C., Report on SteamNavigation in the United States.(Special Report in the Tenth Censusof the United States) (Washington,D.C.: Government Printing Office,1880)

Ridgely-Nevitt, Cedric, AmericanSteamships on the Atlantic.

(Newark: University of DelawarePress, 1981)

Robinson, Bill, The Great AmericanYacht Designers. (New York:Alfred A. Knopf, 1974)

Sawyer, L.A., and W.H. Mitchell,The Liberty Ships: The Historyof the "Emergency" Type CargoShips Constructed in the UnitedStates During the Second WorldWar. (London: Lloyd's of LondonPress Ltd., 1985)

Society of Naval Architects andMarine Engineers, HistoricalTransactions, 1893-1945. (NewYork: SNME, 1945)

Stanford, Peter, The Ships ThatBrought Us So Far. (New York:National Maritime Historical Society,1971)

, "Take Good Care of Her,Mister." (New York: NationalMaritime Historical Society, 1974).

Still, William N., Jr., Iron Afloat:The Story of the Confederate Ar-morclads. (Columbia: University ofSouth Carolina Press, 1985)

Underhill, Harold A., Deep-WaterSail. (Glasgow: Brown, Son &Ferguson, Ltd., 1952)

Watts, Gordon P., "TowardsEstablishing Research andSignificance Criteria for Civil WarShipwrecks," in Paul F.Johnston, ed., Proceedings of theSixteenth Annual Conference onUnderwater Archeology. (Ann Ar-bor, Michigan: Society for HistoricalArcheology, 1985)

Way, Frederick, Jr., Way's PacketDirectory, 1848-1893. (Athens,Ohio: Ohio University Press, 1983)

, Way's Directory ofWestern Rivers' Towboats.(Privately printed by Frederick Way,Jr., 121 River Avenue, Sewickley,Pennsylvania 15143)

Wilde-Ransing, Mark, "NationalRegister Districts as a Manage-ment Tool for Underwater Re-sources," in Paul F. Johnston,

ed., Proceedings of the SixteenthAnnual Conference on HistoricArcheology. (Ann Arbor, Michigan:Society for Historical Archeology,1985)

JOURNALS

American NeptuneInland SeasInternational Journal of Nautical

ArchaeologyThe Log of Mystic SeaportSea HistorySeaportSteamboat BillWaterways Journal

COLLECTIONS

This is a representative sam-pling of major maritime collectionsin the United States with a generalindication of source materialsavailable.

Maine Maritime Museum, Bath,Maine—Library, reference files, shipplans, manuscripts, photographs.

Mariners Museum, NewportNews, Virginia—Library, referencefiles, manuscripts, photographs.

Mystic Seaport Museum, Mystic,Connecticut—Library, manuscripts,photographs.

National Archives, Washington,D.C.—Manuscripts includingregistry enrollment and licensingdocuments, crew lists, reports ofmaritime disasters, inspections,Naval records.

National Maritime Historical Socie-ty, Croton-on-Hudson, New York -updates Brouwer, InternationalRegister of Ships, publishes in SeaHistory.

National Maritime Museum, SanFrancisco—Library, reference files,manuscripts, ship plans, photo-graphs.

Navy Historical Center, Washing-ton, D.C.—Library, biographicalfiles on Naval officers, shiphistories, photographs, ship plans.

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Peabody Museum, Salem,Massachussets—Library, referencefiles, manuscripts, ship plans,photographs.

Riverboat Photograph Collection,Murphy Library, University ofWisconsin, La Crosse, Wisconsin.

South Street Seaport, NewYork—Library, reference files,photographs.

Steamship Historical Society,Baltimore, Maryland—Library,reference files, ship plans,photographs.

THE COUNCIL OFAMERICAN MARITIME

MUSEUMS

CALVERT MARINE MUSEUMP.O. Box 97Solomons, Maryland 20688

THE CANAL MUSEUM318 Erie Blvd., EastSyracuse, New York 13202

CHESAPEAKE BAY MARITIMEMUSEUMSt. Michaels, Maryland 21663

COLUMBIA RIVER MARITIMEMUSEUMAstoria, Oregon 97103

EAST HAMPTON TOWN MARINEMUSEUMBluff Road, P.O. Box 858Amagansett, New York 11930

FLAGSHIP NIAGARAP.O. Box 1026Harrisburg, Pennsylvania 17108

THE GREAT LAKES HISTORICALSOCIETY480 Main StreetVermilion, Ohio 44089

HUDSON RIVER MARITIMECENTEROne Roundout LandingKingston, New York 12401

THE KENDALL WHALINGMUSEUMP.O. Box 297Sharon, Massachusetts 02067

MAINE MARITIME MUSEUM963 Washington StreetBath, Maine 04530

MANITOWOC MARITIMEMUSEUM809 South 8th StreetManitowoc, Wisconsin 54220

THE MARINERS' MUSEUMNewport News, Virginia 23606

M.I.T. MUSEUM ANDHISTORICAL COLLECTIONHart Nautical Collection265 Massachusetts AvenueCambridge, Massachusetts 02139

MARITIME MUSEUM ASSOCIA-TION OF SAN DIEGO1306 North Harbor DriveSan Diego, California 92101

MARITIME MUSEUM OF THEATLANTIC1675 Lower Water StreetHalifax, Nova Scotia B3J 1S3CANADA

MYSTIC SEAPORT MUSEUMMystic, Connecticut 06355

NANTUCKET HISTORICALASSOCIATIONP.O. Box 1016Nantucket, Massachusetts 02554

NATIONAL MARITIME MUSEUM,SAN FRANCISCOSan Francisco Maritime NationalHistorical ParkNational Park ServiceFt. Mason, Bldg. 201San Francisco, California 94123

NORTH CAROLINA MARITIMEMUSEUM315 Front StreetBeaufort, North Carolina 28516

OLD DARTMOUTH HISTORICALSOCIETY WHALING MUSEUM18 Johnny Cake HillNew Bedford, Massachusetts 02740

PEABODY MUSEUM OF SALEMEast India Marine HallSalem, Massachusetts 01970

PENOBSCOT MARINE MUSEUMSearsport, Maine 04974

PHILADELPHIA MARITIMEMUSEUM321 Chestnut StreetPhiladelphia, Pennsylvania 19106

RADCLIFFE MARITIME MUSEUMThe Maryland Historical Society210 West Monument StreetBaltimore, Maryland 21201

SAG HARBOR WHALING ANDHISTORICAL MUSEUMP.O. Box 1327Sag Harbor, New York 11796

THE SMITHSONIANINSTITUTIONCurator of Naval HistoryNational Museum of AmericanHistoryWashington, D.C. 20560

THE SMITHSONIANINSTITUTIONCurator of Maritime HistoryNational Museum of AmericanHistoryWashington, D.C. 20560

SOUTH STREET SEAPORTMUSEUM207 Front StreetNew York, New York 10038

SUFFOLK MARINE MUSEUMMontauk HighwayWest Sayville, New York 11796

THOUSAND ISLANDS SHIPYARDMUSEUM750 Mary StreetClayton, New York 13624

U.S. COAST GUARD MUSEUMU.S. Coast Guard AcademyNew London, Connecticut 06320

U.S. FRIGATE CONSTELLATIONConstellation DockBaltimore, Maryland 21202

U.S. NAVAL ACADEMYMUSEUMAnnapolis, Maryland 21402

U.S. NAVY MEMORIAL MUSEUMBldg. 76, Washington Navy YardWashington, D.C. 20390

U.S.S. CONSTITUTION MUSEUMFOUNDATIONBoston Naval ShipyardBoston, Massachusetts 02129

VANCOUVER MARITIMEMUSEUM1905 Ogden StreetVancouver, British ColumbiaV6J 3J9 CANADA

WHALING MUSEUM SOCIETYCold Spring Harbor, New York11724

CREDITS ANDACKNOWLEDGMENTS

This bulletin first took form as apresentation for the Association forPreservation Technology's shortcourse on standards for maritimepreservation, which was held at theNational Maritime Museum, SanFrancisco, in September 1985. Thediscussion and interaction with thevarious professionals attending thecourse considerably guided thepreparation of the bulletin. CarolD. Shull, William B. Bushong, BethSavage, Linda McClelland, andPatrick Andrus of the NationalRegister, and National Park ServiceChief Historian Edwin C. Bearsshelped define the final form of thebulletin in discussions at the Na-tional Register. Steve Haller of theNational Maritime Museum provid-ed a well-researched list of vesseltypes he had prepared. AliciaWeber of the National Park Serviceprovided a listing of vessels in theNational Register as of September1984. The cooperative effort of allthe task force members assembledat Santa Fe, New Mexico, resultedin the section of the bulletindevoted to shipwreck nominations;Toni CarreD of the SubmergedCultural Resource Unit worked theinitial draft into the final product.Glennie Wall of the NationalMaritime Museum reviewed theearly draft of the bulletin. Reviewcomments were provided by RogerE. Kelly, Peter Stanford, Carl HughJones, Nicholas Dean, Lynn Hicker-son, Marcia Myers, Stephen T.Rogers, Lou Wall, Anne Giesecke,Don Lanihan, Larry Murphy, ToniCarrell, Cal Cummings, JohnFitzhugh Miller, Gordon Chappell,Paul Putz, Peter Kurtze, StuartFrank, the New Jersey DivingCouncil, and others.

U. S. GOVERNMENT PRINTING OFFICE : 1992 O - 336-348 : QL 3

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