Appendix A - Home - Springer978-1-4899-0139...The following loci descriptions were recorded on Anomaly Investigation Forms by the U.S. Navy Divers during the 1993 Systemwide Archaeological

Appendix A

Wrecking Vessels Operating in the Dry Tortugas, 1829-1909

Year Name of wrecker Name of vessel assisted

1829 MaryAnn Orono 1831 Pizarro Dumfies 1831 Pizarro Exerton (sometimes referred to as Exertion) 1831 Pizarro William Tell 1831 Spermacetti Concord 1831 Morning Star 1831 Spermacetti Florence 1832 Pizarro Henry Bennett 1834 Florida Constitution 1834 Hero Sea Flower 1834 Orion 1835 Caroline Galaxy 1835 Loreto 1836 Whale Eleanor 1836 Loreto America 1836 Francisco 1836 Charles Mallory 1836 Morro Castle 1836 Relief 1836 Globe 1836 Citizen 1836 Whale 1836 United States 1836 Brilliant

(continued)

133

134 Appendix A


1837 Mount Vernon Cumberland 1837 Urbania 1837 Albert 1838 Globe Bombay 1838 Index 1838 Whale 1838 Mount Vernon 1838 Prudence Ann 1838 Francis Park 1838 Charles Mallory 1838 Francisco 1838 Harrison 1838 Evergreen 1838 Morro Castle 1838 Whale La Maria 1839 Francis Parke BlackHawk 1839 George Eldridge 1839 Whale 1839 George Eldridge Allbree 1839 Whale 1838 Superior 1839 Globe William Henry 1839 Whale 1842 Euphrates New York 1842 Globe 1842 Whale 1842 Euphrates Horace 1842 Mary Washington 1842 George Eldridge Rudolph Groning 1842 Globe 1842 Robert Bruce 1842 Huron 1842 Energy 1844 George Eldridge Wellington 1844 Mary Jane Highlander 1844 Star ZotofJ 1844 Morro Castle 1844 Mary Jane 1847 Savannah Canton 1847 Andrew Gray 1847 Jane Eliza 1847 Champlin 1847 Convoy 1847 Marion 1847 Morro Castle 1847 Lavinia 1847 Sherwood 1847 Champlin

Appendix A 135


1847 Lafeyette 1849 Henry W. Myers Fidelia 1849 William Niles 1849 Jane Eliza 1849 Francisco Sarah Bridge 1850 B. F. Sherwood Lord Seaton 1854 William Chestnut Harriet and Martha 1854 Lizzy Wall Joseph H. Flanner 1854 William Chestnut Amesbury 1854 Vinyard Tartar 1854 Florida Tartar 1854 Frome 1854 Champion 1854 Guger 1855 Plume Pilgrim 1855 Globe 1855 Plume Western Empire 1855 William Pinkney 1856 Flying Arrow James Guthrie 1856 Plume Lady Arbella 1856 Globe 1856 Dolphin Isaac Carver 1857 Belle of the Cape Philiah 1857 Bride 1857 Plume 1857 Globe 1857 Globe Pacific 1857 Elisha Beckwith Arlington 1857 Truxton 1857 Globe E. Remington 1857 Plume 1857 L. Burrows 1857 Truxton 1858 Elisha Beckwith Martha Gilchrist 1858 Hermitage 1860 Elisha Beckwith Cerro Gordo 1860 Grover King 1861 Usquepang Pike 1861 Rattler 1861 Grover King 1862 Grover King L. R. Mallory 1862 Wanderer 1862 Cambridge 1862 Archelous 1865 Restless Mattey E. Taber 1865 Grover King 1865 F. O. Bwoke 1869 Isaac Washington Angie Amsbury

(continued)

136 Appendix A


1870 Chieftain Maria Ferguson 1870 Champion 1870 Invincible 1870 Liberty 1870 Nonpareil 1870 Fulton 1872 Invincible Somers and M.D. Scull 1872 Mary E. Hoxie Sonora 1873 Chief West Darby 1873 Relief 1873 In Time 1881 Mazeppa Tolomeo 1882 EmmaD. Lowe R. B. Gove 1882 Nonpareil William S. Farwell 1882 Arietas 1882 Madgie 1883 Rover Brothers Dolcoath 1883 Jerry Angel 1883 E. P. Church 1883 Alaska 1883 Cuba 1883 Cora Lalia 1885 EmmaL. Lowe Gutenberg 1885 Irene Cetawayo 1887 Meteor Sebulon 1887 Cora 1888 Emma Lowe Sabino 1888 Irene 1888 Cuba 1888 Pelican Governor 1888 Cuba 1892 Hollyhock Shannon 1892 Clyde Be,yamin Hale 1893 O. C. Williams Autilla 1893 Pocahontas Carmalita Composite f895 Clyde Harry B. Ritter 1898 G. W. Childs Osmond 1900 G. W. Childs Nellie M. Slade 1902 Admiral Dewey Vidette 1904 G. W. Childs Alice E. Clark 1906 Wave Strathcona 1906 Centennial 1906 Winfield 1906 G. W. Childs 1908 Dr. Lykes Fannie Prescott 1909 Resolute Nammie C. Bohlin

AppendixB Block 16 Loci Descriptions

The following loci descriptions were recorded on Anomaly Investigation Forms by the U.S. Navy Divers during the 1993 Systemwide Archaeological Inventory Program remote sensing survey.

BOI6-001: A I-inch diameter wire rope with an eye splice on one end was observed at this locus. The wire rope was in excess of 300 feet long.

BOI6-002: Nothing was located.

BOI6-003: A heavily encrusted spear gun and a tractor tire were the only materials observed at this locus.

BOI6-004: Nothing located.




BOI6-008: Locus contains 15 feet of stainless steel cable.

BOI6-009: Locus contains a large pile of steel cable that covers an area of approximately 20 feet wide by 9 feet long.

137

138 Appendix B

B016-010: Nothing located.

B016-01l: Nothing located.





B016-016: Locus contains a single anchor and an undetermined length of line.





B016-021: Locus contains wire rope and numerous 1- to 5-foot metal bars, possibly fasteners.

B016-022: An unidentified metal object resembling a mooring or deck pipe was observed at this locus.


B016-024: Locus contains a single 15 foot by 4 inch wood plank.

B016-025: Locus contains one chainplate, two shroudblocks, six bronze fasteners, and two pipes. This is associated with the wreck at B016-032, which is 435 meters at 210 degrees from this locus.

B016-026: Several fragments of large iron or steel plates and a single iron or steel rod were observed at this locus.

B016-027: A 4 foot by 6 foot, slightly curved iron or steel plate was encountered at this locus.

Appendix B 139

BOI6-028: Contains a single iron fastener, measuring 1 foot in length.

BOI6-029: Several iron fasteners and an unidentified iron object described as resembling a metal ladder were observed at this locus.

BOI6-030: A 6-foot-long cylindrical metal object was encountered at this locus. The object probably represents the remains of a donkey boiler, possibly associated with the material found at B016-032. It is approximately 150 meters at 35 degrees from this locus to the windlass at BO 16-032.

BOI6-031: This locus contained an 8 foot by 5 foot and a 4 foot by 4 foot fragment of iron or steel plate.

BOI6-032: The material observed at this locus represents the remains of a very large wooden-hulled sailing vessel. The materials include a large windlass and several hundred feet of stud-link anchor chain cable, an anchor sticking through a hawse pipe, and another unrigged iron anchor. The second anchor had a wooden stock, which has since deteriorated, though the possible iron stock bands are scattered around the anchor. Numerous cupric fasteners, copper sheathing nails, and Muntz metal sheathing were also observed. Several other pieces of machinery, possibly another small windless and a deck winch, were also encountered. Several pieces of iron reinforcing, two possible iron gudgeon straps, and many miscellaneous brass fittings and larger steam fittings were observed, along with a very large capstan. A great deal of rigging material was noted as well, including at least three flat-bar chainplates, and smaller (4-inch link length) chain attached to a fastener at one end, possibly representing headgear remains. This scatter was extremely extensive, and covered several hundred square meters.

Appendix C

Artifact Inventory

F -2 Windlass: The windlass is 13 feet, 4 inches in length and includes two drums, each of which is 2 feet, 10 inches in length. These drums are separated by a I-foot-wide pawl-rim, which is clearly distinguishable. On either side of the pawl-rim are 9-inch spaces that would have accommodated mounts for the windlass bitts. Sometimes these components are referred to as carricks or carrick-bitts. There is a single gypsy-type warping hub on the east end of the windlass. On the west end of the windlass is a 3 foot, 8 inch wheel with six spokes mounted on a lO-inch hub. The wheel is too heavily encrusted to determine if the wheel is a cogged gear but it is suspected that this is the case. This gear was used in conjunction with additional gears and components to operate under steam power. No wood components were found on the windlass but it is highly probable that each drum was once covered with wooden whelps which have decomposed since being deposited on the seabed floor.

F -3 Admiralty anchor: An Admiralty anchor is located 15 meters southeast from the datum. The anchor is lying in a northeast-southwest direction with its arms horizontal to the seabed. Its shank is 10 feet, 5 inches in length. The midshank diameter is 8.5 inches and the basal shank diameter is 1 foot. The widths and lengths of the palms are 1 foot, 7 inches and 2 feet, 4 inches, respectively. The distance between arm tips is 6 feet, 9 inches. A shackle is attached to the end of the shank.

A set of four anchor-stock hoops was found in close proximity to this anchor. These hoops indicate that the anchor once carried a vyooden stock that has decomposed due to exposure to seawater, shipworms, and other wood-boring species. One octagonal stock hoop is located 0.6 meters to the west of the anchor.

141

142 Appendix C

The outside dimension of the hoop is 1 foot square. Each of the four corners is 5 inches long. One round stock hoop is located 1.2 meters from the anchor. This hoop has a thickness of 0.75 inches and is 3.5 inches wide. Another set of two other hoops identical in size to those just described is located just to the east of the Admiralty anchor. The second octagonal hoop came to rest 1.2 meters away and the round hoop is located 1.5 meters from the anchor. The relative positions of these hoops indicates that the anchor came to rest with the stock perpendicular to the seabed and was tilted slightly to the east.

F-4 Hawser reel: This feature is a hawser reel that has fallen over onto its side. The outside width of the reel is 2 feet long. The outside length of the drum is 2 feet. The width of the flange is 1 inch. The drum contains a considerable supply of iron rope that is 2 inches in diameter. Adjusting for the expansion of the iron due to being submerged in seawater, it is estimated that the diameter of the iron rope is 1 Ys inches.

The reel is mounted on a stand that measures 2 feet in height, 1 foot, 8 inches in length, and 1 foot, 8 inches in width at the base. The width of each leg and cross-bar is 4 inches. The inside width of the stand is 2 feet.

According to tables published by the Marine Manufacturing and Supply Company (1942), the maximum capacity of hawser reels can be estimated using the formula: 1000L = (Y + B) . y. c . Z, where L is the length of rope in fathoms, Y is the depth of flange in inches, C is the length of drum in inches, B is the diameter of drum in inches, and Z is a constant provided in a table according to the diameter ofthe iron rope. For an iron rope with a diameter of 1 Ys inches, the Z value is given as 74. In order to use this formula, it is necessary in this case to estimate the values of Band Y. These values have been estimated as B = 10 inches and Y = 9 inches. The value of C, length of drum, has been determined to be 22 inches, as calculated by taking the outside width of the drum, 24 inches, and subtracting the width of each flange (1 inch· 2 flanges = 2 inches). Using these values, we obtain 1000L = (9 + 10) . 9 . 22 . 74. Thus, the value of L is calculated to be 278.39 fathoms, which can be rounded to provide an estimated length of 278 fathoms or 1668 feet.

F-5 Steam engine: A small horizontal steam engine is located 33.5 meters from the beginning of Baseline 3. It was most probably used as a donkey engine. The overall dimensions ofthe steam engine are 6 feet, 3 inches long and 3 feet, 6 inches high. The base of the engine narrows to 2 feet, 9 inches wide on one end and is 4 feet, 1 inch wide on the other end. A flywheel that measures 2 feet in diameter is attached to an eccentric crank-shaft which can be seen on the south end of the feature. The engine is equipped with two cylinders located on the north end of Feature 5. Each cylinder is 1 foot, 1 inch long and 1 foot wide. Two connecting rods, each 3 feet, 5 inches in length, attach the cylinders to the crank-shaft.

Appendix C 143

A fragment of wood, identified as Pinus (pine), was located at the base of the steam engine. The fragment is 2 feet, 3 inches long and 8.5 inches wide. A small sample was removed for analysis and species identification.

F-6 Wheel-like object number 3: This feature is located 12 meters south of Baseline 2 from the 40 foot marker. It is a wheel-like ferrous object with an outside diameter of 3 feet, 3 inches and an inside diameter of 2 feet, 4 inches. The width of this feature is 4 inches. There are six knobs evenly spaced around the inside of the feature. While the function of this object is unknown, it is speculated that it is the inside rim of the ship's wheel or perhaps a deck fitting.

F -7 Cast iron frames: These features are cast iron frames that are "ladderlike" in shape. F-7 is located east of Baseline 1 at a distance of 10.6 meters from the 75-foot mark. This feature is 3 feet, 9 inches long and 1 foot, 1 inch wide. Two cross-bars are attached between the "rails." The distance from the top of the object to the first bar is 1 foot, 8 inches. The distance from the first bar to the second bar is 2 feet.

F-9 Complex feature number 2: Complex feature number 2 includes two machinery mounts and various parts of a manually operated winch. It is located 27.5 meters from the datum. The overall length of this feature is 10 feet. A cylindrical mechanical component 6 feet in length lies 1.5 meters southwest of the major components that comprise the feature. One machinery mount is located 1.5 meters northeast of the major components and another lies 2.4 meters southwest. A gypsy style drum is visible on the east end of the feature.

It was common for ships to have a small iron winch on the mainmast or the mainmast bitts. It is probable that the materials observed on this feature represent a halliard winch. These small machines were introduced during the late nineteenth century in place of the rope purchase. According to Underhill (1969: 149) "the principal feature [of the halliard winch] is the drum, which not only does the hauling but also stores the wire taken in, so there is no need to feed it off the winch and coil it as would be the case with a capstan. A large hand operated flywheel at one end drives the drum through a worm and pinion gear, while the other end of the drum is a band brake." A hand-wheel was located a few feet from complex feature number 2.

F-IO Complex feature number I: This complex feature consists of a chainlocker pipe, a hawsepipe, and an anchor. This feature is in direct association with the windlass and the anchor chain-cable. The chain-locker pipe is an iron box-like frame 2 feet, 5 inches wide and 2 feet deep. On the exposed side there are two rectangular openings. One of these openings is 1 foot, 3 inches wide and 1 foot, 5 inches long. The other opening is 6 inches wide and 1 foot, 5 inches

144 Appendix C

long. The chain-locker pipe lined the opening in the deck through which the anchor chain-cable passed to or from the chain locker where the chain-cable was stowed while the vessel was underway.

The hawsepipe is in immediate association with the chain-locker pipe. It is 2 feet, 1.5 inches long and has a diameter of I foot, 4 inches. The lip of the hawsepipe flange is 3 inches wide.

A removable-stock anchor is in immediate association with the hawsepipe. The length of the shank is 7 feet, 2 inches. The midshank diameter is 4.5 inches and the basal shank diameter is 6.5 inches. The arm diameter on each side ofthe shank is also 6.5 inches. The width and length of the palms are I foot and I foot, 3 inches respectively. The thickness of each palm is I foot, 0.75 inches. The distance between arm tips is 5 feet. The removable stock is not in place.

An anchor ring is attached to the end of the shank. The ring is 1 foot in diameter and is 3 inches thick. The ring and the end of the anchor shank are partially inside the opening of the hawsepipe. This is the traditional position for bower anchors to be in when hove up close and secured for sea (Kemp, 1976:380).

The anchor chain can be traced from the anchor windlass through the chain-locker pipe. From there it continues through the hawsepipe and is attached to the ring on the anchor shank.

F-ll Anchor chain-cable: A stud-link chain is in direct association with the windlass. The links range in size from 9 inches long, 6 inches wide, and 1.6 inches in diameter to II inches long, 7 inches wide, and 2.5 inches in diameter. A random sample of 60 links were measured which provided a mean size of 9.8 inches long, 6.5 inches wide, and 2.2 inches in diameter. This chain is wrapped around each of the two drums of the windlass three times. The chain is arranged on the seabed such that it extends from the drums of the windlass in gen~rally straight lines. The chain extends to the north from the windlass to a maximum distance of 11.6 meters. To the east of the windlass, the chain-cable extends up to 6.1 meters. Lengths of chain as long as 12.2 meters extend to the south of the windlass, and to the west there are lengths of the cable lying 4.5 m away. Measuring the total length of the feature proved difficult as much of it is under the windlass or beneath the sediment making it inaccessible using nondestructive recording techniques. An estimated total length of 547 feet has been measured.

F-12 Shackle number 1: A shackle is located approximately 9 meters south of the windlass. It is connected to one of the ends of the lengths of the anchor chain. The overall length of the shackle is 1 foot, 3 inches and its outside width, as measured at the jaw, is 10 inches. It has a diameter of 2.75 inches. A bolt, or pin, is still secured through the shackle. The inside measurement of the jaw is 4.25 inches. The bolt is 11.5 inches long and 3.5 inches in diameter. It projects from

Appendix C 145

one side of the shackle by 1.5 inches. The bolt passes through a thimble that is 10 inches long and 3.5 inches wide.

F -13 Complex feature number 3: Complex feature number 3 is located 6.1 meters east of the 80-foot mark of Baseline 1. It is an assemblage of moderately concreted materials related to rigging, carpentry, and steam machinery. The assemblage covers an area that is approximately 4.5 meters long and 3 meters wide. Identifiable objects in the assemblage include pins with up to ten sheaves stored on them, turnbuckles, steam pipes, various pins, bolts, and fasteners. A pair of tongs is visible and located nearby is a deck-ring with pin and an ax.

F-14 Iron plating: This feature is located directly at the 25-foot mark of Baseline 6. It is a large piece of iron plating. Much of this object remains buried and efforts to uncover it without the use of a suction dredge proved fruitless. Still, it was possible to uncover enough sediment to indicate it is 1 inch thick and is made of either wrought iron or cast iron, most probably cast iron. Over 8 feet of its length was uncovered and 3 feet, 2 inches of its width.

F-15 Deck light: A nearly intact deck light is located 9 meters south of Baseline 2 from the 100-foot marker. The flange has an outside dIameter of 1 foot and an inside diameter of 6 inches. It is too heavily encrusted to determine if the flange is drilled to accommodate mounting bolts. The lens frame, found to be in the "open" position, is set into its own recessed flange with an inside diameter of 6 inches and an outside diameter of 7.5 inches. A glass pane is still in the lens frame, although it is badly cracked. A single hinge lug extends from the outside flange and is 2 inches long and 2.25 inches wide.

F-16 Doorlike object: Adoorlike object that appears to be made out of cast iron is located 7.6 meters south of the 100-foot mark of Baseline 2. While it is buried too deep to get full measurements, the top measures 2 feet, 3 inches long and 2 feet wide. It is speculated that this object could be a cast iron door to a galley stove.

F -17 Wheel-like object number 2: Wheel-like object number 2 is located 24.4 meters south from the 90-foot mark on Baseline 2. It has six spokes radiating out from a center hub. This feature is heavily encrusted and while only a few accurate measurements could be taken, they suggest that this feature is remarkably similar to the wheel-like object number 1 (F-53). The outside diameter of this feature is 3 feet, 2 inches. Each spoke is 11 inches long and 3 inches thick. It could not be determined if the wheel is cogged, as is wheel-like object number 1, and the center hub could not be accurately measured due to encrustation and heavy marine growth.

146 Appendix C

A long shaft, or rod, 6 feet, 5 inches in length extends from the center of the wheel. The diameter of the rod is 3.5 inches. This rod is eccentric, indicating that it was designed to work in conjunction with other mechanical objects.

F-18 Gimbal: A copper or brass gimbal is located 9.2 meters south of the 110-foot marker of Baseline 2. The mount for the gimbal is 7.5 inches long, 3.5 inches deep, and 0.5 inches thick. The gimbal itself appears to have been designed so that the ring is not completely closed. The bands, which are 0.5 inches wide, are flexible enough to allow for the repeated placement and removal of an object. Gimbals were common on-board ships and generally consisted of two concentric metal rings which formed the mounting and suspension for the ship's compass and chronometer, although they were also frequently used to accommodate table lamps and small cooking stoves. The rings of gimbals were mounted on a surface with one ring being fixed fore and aft in the ship's line and the other athwartships allowing the object in the gimbal to remain level irrespective of the rolling or pitching of the ship (Kemp, 1976:343).

F-19 Double block with hook: A double block with hook is located 18.3 meters south of Baseline 2 from the 120-foot baseline clip. The length of the block is I foot and it is 4 inches thick. Each sheaf has a diameter of 3 inches. The hook is 5.5 inches long and has a diameter of2 inches.

F-20 Fastener/Pin: This feature was located on the northwest edge of the complex feature number 3 area. It is a cuprous fastener 4 inches long and 0.7 inches wide. This small pin is of particular interest because it bears the inscription "Muntz's Patent Birmingham" along its length.

F-22 Anchor-stock hoop: One additional anchor-stock hoop is located 23 meters southwest of the datum and 24 meters west of the Admiralty anchor. This stock hoop is oblong and octagonal. The long sides are I foot long and the short sides are 8 inches long. Each of the four comers is 5 inches long. The feature is 0.75 inches thick. The width of this feature could not be accurately determined because it is deeply embedded in the sediment. However, a measurement of 2 inches in width was taken from a single point. It could not be determined if this is the actual width or if this measurement represents some amount of deterioration.

F-23 Anchor davit: An anchor davit is located 0.6 meters east of the 60-foot mark of Baseline 5. It is constructed such that it is a round bar 3 inches in diameter and approximately 7 feet in length. At one end is an extension that begins to curve inward. At the point of curvature the bar becomes square, 4 inches in width. The length of this section is 6 feet, 3 inches feet. At the very end of the square

Appendix C 147

section is a smaller extension that protrudes approximately 18 inches. The protrusion is now curved, but it appears that this is due to postdepositional damage and was originally straight. This feature is very similar to an illustration of a cat-davit that was found in a volume from 1876 (Nares, 1876).

F-25 Bitts number 2: Another set ofbitts is located west of Baseline 5, 24 feet from the 67 -7 foot marker. The base is 3 feet, 6 inches long, 2 inches wide, and 1 foot, 4 inches wide. Each pillar is 1 foot, 9 inches in height and each has a diameter of8 inches. There is a 1 foot, 1 inch space separating the pillar. Three pins extend down from the underside of the base. Two pins are located on the extreme outer ends of the base and each is 2 feet long and 4 inches wide. The third pin is located in the center of the base and is also 2 feet long and 4 inches wide.

F-26 Hawsepipe: Feature 26 appears to be a ,hawsepipe. It is located directly under Baseline 5 at the 67-7 marker. It is in very close association with F-23. It is 1 foot long and the opening has a diameter of 1 foot, 2 inches. There is a flanged lip on the open edge that is 4 inches wide. On the other end of the hawsepipe there is a mounting ring with an outside diameter of 4 inches.

F-27 Unidentified feature/steam pump: This unidentified feature is located 6.7 meters south of Baseline 3 from the 70-foot mark. It is possibly a steam pump. It is very heavily encrusted with marine organisms, making its identification speculative at best. Its overall dimensions are 4 feet, 11 inches long, and 1 foot, 10 inches high. Internal components that could identified include a worm gear and pistons. It is possible that 'this object is a duplex-type, direct-acting pump.

F -28 Side-by-side block: A double side-by-side block with a stiff swivel hook and becket is located 16.8 meters south of Baseline 2 from the 140-foot baseline clip. The feature is heavily concreted making accurate measurements of the sheaves extremely difficult. However, its overall length, including the hook, is 1 foot, 4 inches and it is 8 inches wide. The width of each sheaf is 0.75 inches.

F-29 Cargo boom: A cargo boom with a gin block on one end is located 18 meters south of Baseline 2 from the 90-foot marker. It is 19 feet, 1 inch long and 3 inches wide. A gin block, or pulley, is located on the north end of the feature. The wheel has a diameter of 1 foot,5 inches with an overall width 00.5 inches. The sheaf is 1 inch wide. The cargo boom is less than 3 meters from the double block with hook and approximately 6 meters from the side-by-side block. The relatively close association of these features and their obvious similar functions suggest that these features were probably used in conjunction for lifting heavy objects or for the running rigging.

148 Appendix C

F -30 Marble fragment number 1: This feature is an irregular-shaped, broken fragment of a marble counter top or decorative shelf. The object is 1 foot, 11 inches long and 1 inch thick. One side appears to have a polished surface, while the other appears dull. However, this could be the result of the postdepositional scouring effect of sediments being moved across the surfaces. It is in direct association with the doorlike object (F-16) and provides evidence that this area could represent materials found in the galley.

F-31 Marble fragment number 2: An additional fragment of the same marble material as that ofF-30 was located 9 meters west of Baseline 6 from the 30-foot mark. While it is located 26 meters from F-30, there is no doubt that the present marble fragment is composed of the identical material and is almost certainly another fragment from the same object. Marble fragment number 2 is 6.5 inches long, 4 inches wide, and 1 inch thick.

F-32 Lead sheathing: Apiece oflead sheathing is located 8 meters south of the 30-foot mark of Baseline 6. Tack holes are clearly visible in a linear pattern across the object. One edge is folded and crimped and also contains tack holes along its entire length. The distance between tack holes varies considerably. The overall length of the lead sheathing is 11 inches and its width was recorded as 10.5 inches.

F -33 Capstan number 1: A small capstan is located less than 1 meter southwest ofthe Admiralty anchor. Capstan number 1 measures 2 feet in height. The drumhead has a circumference of approximately 4 feet, 6 inches. Accurate measurement was not possible due to encrustation. The narrowest part of the drum is 1 foot in diameter. The drumhead has four capstan bar holes 9 inches apart. The base is almost square, with each side measuring 3 feet, 8 inches. Holes for deck attachments are visible in each comer of the base. Each of the holes is 1 inch in diameter.

A single-action gear is visible on the spindle. The gear is 2 feet, 2 inches in diameter. More detailed measurements were not possible due to heavy encrustation. This capstan appears to be a simple direct-action type.

F-34 Capstan number 2: Capstan number 2 is located 3 meters north of Baseline 2 from the 130-foot marker and has fallen over onto its side. This capstan is 2 feet, 10 inches high and the outside diameter of the base is 3 feet, 3 inches wide. It sits on a stepped base. The lower base of the capstan measures 3 inches thick with an inside diameter of 3 feet, 3 inches. The upper base is 3 feet in diameter. The drum head is partially buried in the sediment, so an accurate measurement of its dimensions could not be taken. It is known that the circumference of the drum head is a minimum of 4 feet, 2 inches. Five capstan bar holes are visible. They are spaced 6 inches apart and each is 2 inches square. The

Appendix C 149

narrowest part of the drum has a circumference of 3 feet, 8 inches. Four deck attachments are visible on the base, each of which is 4 inches square.

Two interconnecting gears are visible in the base of the capstan that are worked by a central vertical spindle. The diameter of each wheel is 2 feet, 8 inches and the outside width is 4 inches. Each wheel has four spokes or arms connected at a center spindle. Each arm of the spokes is 3 inches wide.

F -35 Donkey boiler: This locus consists of a Scotch-type donkey boiler. It is located at a depth of 15 feet and is 179 meters from the windlass on the Pulaski Site. It is cylindrical in shape with an outside diameter of 4 feet on one end and 3 feet, 4 inches on the other. It has an overall length of 7 feet, 6 inches. Part of the outer shell has corroded away, exposing the heating tubes that extend from the front plate of the combustion chamber to the front head of the shell. Each tube has a diameter of 3 inches.

F -36 Skeleton key: This feature is a skeleton-type key that was located south of Baseline 2 at the 70-foot mark. The stem is 2.5 inches long and 0.2 inches wide. The bow is 1.2 inches long and I inch wide with an inside diameter of 0.8 inches. The bit is too heavily encrusted to note any detail. However, it has a length of 0.8 inches and a width of 0.5 inches.

F-37 Bung: This feature appears to be a screw-threaded bung. It is 1.8 inches in diameter and 1.5 inches in height.

F-38 Square pin: This feature is a cuprous pin that tapers from the head, where it is 0.5 inches square, down to the point. Its overall length is 6.5 inches. Several pins of this type were observed scattered over the site. While there were a few assemblages of two or three of these pins, no true patterning of their distribution around the site was found.

F-39 Bolts and pins: This feature is a representative sample of cuprous pins and bolts collected from various locations within the Pulaski Site. Bolt number I and bolt number 2 are broken off at both ends. Bolt number I is 8.5 inches long and bolt number 2 is 10.25 inches long. Both are 0.5 inches in diameter. Square pin number I is a square pin with flat head. The pin is 7.5 inches long. The diameter of the head is 0.75 inches. The pin itself is 0.5 inches wide near the head and tapers to a point. Square pin number 2 is also a square pin, but with no head. The pin has a width of 0.3 inches at the top and tapers to a point. The length of the pin is 4.5 inches.

F-40 Twisted pin: This is a cuprous square pin 5.5 inches long and 0.5 inches wide. It is twisted and bent almost into a horseshoe shape.

150 Appendix C

F-41 Slide-bolt lock: A slide-bolt lock is located 1.5 meters south of the 70-foot mark of Baseline 2. Its overall length is 5 inches and its width is 2.5 inches. This slide-bolt lock was found within a short distance from the skeleton key.

F -42 Sheathing nails: These nails represent a random sample of several sheathing nails that were located in an assemblage in direct association with capstan number 1. The nails are fairly uniform in their dimensions, having a length of 1.3 inches. The heads have a diameter of 0.4 inches.

F-43 Unidentified needlelike objects: This feature is a collection ofunidentified needlelike objects of cuprous material. Needle number 1 is 1 foot, 6.7 inches long and 0.2 inches in diameter. Each end is spatulate and is 0.8 inches long and 0.4 inches wide. One end has an eyelet. Needle number 2 is 9.2 inches in length and tapers down to a fine point. One end is spatulate, 0.8 inches long and 0.4 inches wide. The object is too heavily encrusted to determine if it also has an eyelet. Needle number 3 is 8.5 inches long, tapers to a fine point, and has a spatulate eyelet on one end. Needle number 4 is 1 foot, 2.4 inches long and is spatulate on both ends. Only one end has an eyelet.

F-44 Iron frame: Locus B016-029 is 242 meters southwest ofthe windlass in the Pulaski Site. The object at this locus is an iron frame similar in shape to the iron frames described previously. This iron frame is 4 feet, 6 inches long and 1 foot, 2 inches wide and is closed on one end and open on the other. There are two cross-bars on the feature. The first is 2 feet from the closed end and the other is 3 feet, 1 inch from the closed end.

F-45 Drift bolt fragment: This feature is a fragment of a drift bolt that is 6 inches in length and is 0.5 inches in diameter. One end is peened over two clench rings.

F-46 Bitts number 1: This set ofbitts is located 1.3 meters west of Feature 2. Each pillar is 1 foot, 6 inches high and 8.5 inches in diameter. The pillars are 1 foot apart. The base of the bitts measures 3 feet, 6 inches long, 1 foot, 3 inches wide, and 2 inches thick. A pin that is 1 foot, 8 inches long and 2.25 inches in diameter extends from the underside of the bitts directly under one of the pillars. This pin was used to anchor the bitts securely to the deck. A hole to accommodate a second pin (now missing) is visible on the underside directly under the other pillar.

F-47 Cast iron frame: F-47 is very similar to F-7. It is located 12.2 meters north of the 60-foot mark of Baseline 2. Feature 47 is 2 feet, 9 inches long and 1 foot wide and has two cross-bars. The distance from the top of the feature to the first

Appendix C 151

bar is 1 foot, 8 inches. The distance from the first bar to the second bar is 1 foot. These objects could be stem plates that functioned to support the bob-stays. According to Underhill (1969:76), a ship could have single or double bob-stays. In the case of a ship with double bob-stays both stem plates are alike in form, but may vary slightly in size. The low end of the stay shackles to the bob-stay plate on the stem. The upper end of the chain is shackled to the iron strop of a lignum vitae heart and is set up with a lanyard to the bowsprit.

F-48 Muntz metal fragment: This feature is a fragment of Muntz metal that is 3.5 inches long and 1.7 inches wide. Two sheathing nail holes are visible and one edge appears to have been crimped.

F -49 Copper sheathing: This feature is a crumpled fragment of copper sheathing. Due to its condition, it has an irregular shape, but its overall dimensions are 8.5 inches long and 3.5 inches wide. There are six sheathing nail holes visible on the sample, but they do not represent any regular pattern.

F-50 Assemblage ofthree chainplates: Locus B016-025 is 450 meters southeast of the windlass of the Pulaski Site. This locus contains an assemblage of three chainplates in close association. One of these chainplates is flat-bar stock. The bar is 3.5 inches wide and 1.5 inches thick with an overall length of 8 feet. The opening for the dead-eye (missing) is 8.5 inches in diameter. The other two chainplates are of round-bar stock. The bars on both of these chainplates are broken. One has a measurable length of 4 feet, 3 inches and the other a length of 2 feet 7 inches. The deadeye opening on both chainplates is 8.5 inches.

F-51 Fire door: A hinged door or cover constructed of wrought iron is located 0.6 meters south of the 40-foot marker on Baseline 2. It is oval in shape and has a recessed flange. It is I foot, 10 inches long and I foot, 6 inches wide. The flange is I inch thick and is recessed 3 inches. A lip protrudes 1.5 inches around the entire object. On one side a 6-inch-wide hinge extends 7 inches from the feature. This object is most probably a fire door associated with a boiler.

F-52 Oil cup: An oil cup for a small steam engine or a steam governor was located during the first field season of 1994 and photographed. This object could not be relocated during the 1995 field season for further documentation.

F-53 Wheel-like object number 1: Wheel-like object number 1 is located 2 meters to the northwest of the windlass. It has six spokes radiating out from a center hub. The diameter of the hub is 8 inches. A 9-inch shaft projects vertically from the hub. A pin 8 inches long projects from the shaft. Each spoke is 11 inches long and 3 inches thick. The outside diameter of this feature is 3 feet, 2 inches.

152 Appendix C

The outside diameter of this feature matches the inside diameter of capstan number 1 perfectly. It is highly probable that this object is the gearwheel, with a portion of the spindle still intact, that operated to rotate the capstan.

F-54 Numerals "3" and either "6" or "9": This feature consists of two lead numerals that were probably used as depth markers on the stem post. The first number is a "3," the other is either a "6" or a "9." The "3" was originally located and photographed during the 1994 field season, but could not be relocated during the 1995 field season. During the dredging operations of the 1996 field season the "6" was found and the "3" was relocated. The overall length of the "3" is 6 inches with a width of 4.2 inches. The "6" was too twisted to get an accurate measurement.

F-55 Steam Box: A square steam box is located 0.6 meters west of Baseline 1 at the 100-foot marker. It is 1 foot, 11 inches long, 1 foot, 7 inches high, and 1 foot, 3 inches wide. It appears to have a strap of iron reinforcing around its length and two straps of iron reinforcing around its height. This strapping is 3 inches wide. A pipe with a diameter of 1.5 inches extends 4 inches from one side. On the other side the pipe extends 1 foot, 4 inches. This pipe has a fitting to accommodate another that would extend from it at a 90 degree angle.

F-56 Elbow joint: A pipe with an elbow joint is located 1.2 meters east of Baseline 1 at the 100-foot mark. The pipe is 2 feet long with a diameter of 3.4 inches.

F-57 Unidentified feature: This unidentified ferrous object appears to be a half-cylinder with wire rope coiled around it. Its function is unknown.

F -58 Deck fitting: This feature is a deck fitting that most likely accommodated a ventilation hood. It has an outside diameter of 1 foot, 8 inches. The inside diameter is 1 foot, 2 inches. It is 1 inch thick and 3 inches wide.

F -61 Iron plating: This feature is a piece of iron plating located 17 meters of the 140-foot mark of Baseline 2.

F-62 Unidentified feature: This feature consists of an assemblage ofunidentified iron rods or frames. They are located 1.5 meters north of Baseline 2 at the 120-foot marker. They could possibly be jack stays.

F-63 Parrel: This feature is comprised of a complete parrel and a half parre1 located 2.4 meters east of the 110-foot mark of Baseline 1. The complete parrel is 1 foot, 4 inches wide at its widest point and is 1.5 inches thick. One side of the parrel is squared, indicating that is was part of a lower mast head. Two

Appendix C 153

shackles are attached on opposite sides of the parrel. One shackle is 1 foot long, 7 inches wide, and 2 inches thick and the other is 8 inches long, 7 inches wide, and 1.5 inches thick. A length of wire rope is attached to one shackle. The wire rope is 1.5 inches in diameter. The half parrel is 1.4 inches wide and 1 inch thick. It has a shackle attached that is 6 inches long, 4.5 inches wide, and 1 inch thick.

F -64 Iron plating: Locus BO 16-027 is located 250 meters southeast of the windlass in the Pulaski Site. The material observed at this locus consists of a large piece of iron plating that is 3 feet, 7 inches long, 2 feet, 4 inches wide, and 1 inch thick.

F -65 Cache of drift bolts: A cache of drift bolts is located approximately 3 meters from the assemblage of three chainplates. This cache consists of 16 drift bolts that are scattered in an area approximately 2 feet square. There were no other drift bolts located in the nearby areas. It seems unlikely that this assemblage is the result of natural processes and it is highly probable that these artifacts were gathered up into their observed seabed distribution by sport divers or, perhaps, as part of an earlier survey.

F-69 Chainplate: This feature is an additional chainplate that is located 17 meters south of the 60-foot baseline clip of Baseline 2. It is 7 feet, 4 inches long and is 3 inches wide. The deadeye (missing) has a diameter of 6 inches.

F -70 Chain plates and sheer-poles: This feature is an assemblage ofthree flatbar stock chainplates and sheer-poles that are in close association with each other and are located approximately 12 meters east of the 70-foot baseline clip of Baseline 1. Two of these chainplates are of the same size. The width of each of these is 3.5 inches wide and the diameter of the deadeye (missing) is 7 inches. The third chainplate has a cleat that is still attached to the base of the plate. The width of this chainplate is 3 inches with a deadeye (missing) diameter of 6 inches.

F-71 Lead pipe number I: A lead pipe, located during the 1996 field season, is located directly under complex feature number 1 (F-10). One end is pinched and crushed. It has an overall length of 3 feet, 7 inches and has a 2.5 inch inside diameter with a 3 inch outside diameter. One end is fluted and is attached to a flange with an outside diameter of 5 inches. Nail holes are visible on the outside rim of the flange. It is speculated that this pipe was part of the bilge pump system.

F-72 Lead pipe number 2: A second lead pipe, discovered during the 1996 field season, is located 9 meters north of Baseline 2 from the 90-foot mark. It is very similar to lead pipe number I (F -71). It has an overall length of 3 feet. It

154 Appendix C

has an inside diameter of 2.5 inches and an outside diameter of 3 inches. It is speculated that this pipe was part of the bilge pump system.

F-73 Stud-link: A single stud-link is located under the east end of Feature 2. The link is 8.5 inches in length, 6 inches wide, and has a diameter of 1.5 inches. The stud has a length of 2 inches.

F-74 Coal: Many fragments of coal are distributed around the entire site. There is a higher density of fragments in and around the windlass and also along the west side of Baseline 1 and the south side of Baseline 2. These areas all have a much higher concentration of steam-related components. The fragments of coal ranged in size from 0.18 inches in length to 1.25 inches in length. One large piece, F-77, is described below. It is probable that the vessel was carrying a quantity of coal for its boiler and this supply has been slowly ground up through wave and current action.

F -75 Hawsepipe: A hawsepipe is located 3 meters west of Baseline 2 from the 90-foot mark. It has the same dimensions as the hawsepipe associated with complex feature number 1 (F-IO).

F -77 Large coal: A large piece of coal is embedded in the sediment and is in direct association with the anchor chain-cable. This piece is 11 inches long, 9 inches wide, and 6 inches thick.

F -78 Open link chain number 1: A length of open link chain is in direct association with the windlass. It has an overall length of 27 feet, 7 inches. Each link is 3 inches long, 1.2 inches wide, and 0.56 inches in diameter.

F-80 Fire door number 1: A cast iron firebox door shaped as a half-oval is located south of Baseline 2, 15 feet from the 40-foot mark. It has an overall length of 1 foot, 4 inches and is 1 foot, 2 inches wide. It has a raised inside flange 1 inch thick and 2 inches high. The outside rim is 3 inches wide. Along the west side of the feature are two hinges. One hinge is 6 inches long and 2 inches in diameter. The other hinge is 2 inches long and 3 inches wide.

F-81 Fire door number 2: A second cast iron firebox door similar in form to fire door number I is located east of Baseline 1,0.6 meters from the 80-foot mark. It is 1 foot, 1 inch long and I foot wide. There is a raised inside flange that is 2 inches high and 1 inch thick. This flange is set in 1.5 inches from the outer rim.

F -82 Spectacle clews: Three spectacle clews are located south of Baseline 2, 8 meters from the 90-foot marker. They are arranged approximately 3 meters

Appendix C 155

apart. The sizes of the three clews vary slightly. One clew has an overall length of 10.5 inches and is 8.75 inches wide. There are two thimbles; one in each of two eyes of the clew. The thimbles are 2 inches long. The other two clews show signs of damage due to stress and exposure on the seabed. Each of these is 9 inches long and 8 inches wide. Both clews have thimbles 2 inches long.

F -83 Decorative lead object: A lead decoration that represents a leaf or flame motifis located near the spectacle clews. The base of the decoration is 8 inches long. Additional measurements were not possible due to the folded and crushed condition of the feature.

F-85 Open link chain number 2: Another length of open link chain is located north of Baseline 2, 6 meters from the 30-foot mark. This chain is attached to a length of wire rope. The chain is 4 feet, 7 inches long. Accurate measurements could not be taken due to heavy encrustation, but each link is approximately 3.5 inches long, 3 inches wide, and 1 inch in diameter. This chain is attached to a length of wire rope that is 2 feet, 10 inches long and has a diameter of 1. 7 5 inches. This feature is located in close proximity to the parre!. This feature is possibly a yard tie assembly and could be associated with the parrel.

F-86 Open link chain number 3: More open link chain is in direct association with the windlass and capstan number 1. This feature appears to be separate lengths of different-size links. The links are respectively 2.5 inches long by 0.87 inches wide, 2 inches long by 0.87 inches wide, and 3 inches long by 1.13 inches wide. These chains are coiled in a heap on the seabed at the crown of capstan number 1 (F-33). A length continues under the fluke ofthe Admiralty anchor and is attached to an object that is heavily encrusted. This object is either a spliced eye on a pin or a turnbuckle. A length of chain is located a few inches away and is draped around the wire rope that runs under the anchor.

F-87 Shackle number 2: A second shackle is located 4 meters west of Baseline I from the 30-foot marker. It has an overall length of 1 foot, 4 inches and is 9.5 inches wide. A pin is inserted through the jaw that is 1 foot long and 4 inches wide. The pin is oval in crosssection, 3 inches long, and 2 inches wide. The shackle is approximately the same size as shackle number 1 (F-12). Shackle number 2 is not in direct association with any other features. It is, however, in close proximity to the Admiralty anchor.

F-88 Steam-pump water chamber: A hollow, teardrop-shaped ferrous object is located northeast of Baseline 2, 11 meters from the 20-foot mark. It is 1 foot, 5.5 inches long and 9 inches in diameter at it widest point. The base has a fitting

156 Appendix C

that is 2.5 inches in diameter. It is likely that this feature is a water chamber for a pump system.

F-89 Iron plate and charred wood: This feature is located south of Baseline 2, 10 meters from the 70-foot marker. It is made up of a large piece of iron plating and two associated areas on the seabed. The iron plate, which appears to be boiler plate, is 3 feet, 8 inches long, 2 feet, 2 inches wide, and 1 inch thick. The first area associated with the feature is located directly under the iron plate. The area is 1 foot, 3 inches wide and 1 foot, 6 inches long and contains small, fragmented pieces of wood that show signs of being charred. These wood fragments are too small and thin to be structural elements. The second area runs in a direct line from the charred wood area for a distance that exceeds 12 feet. This area contains a length of wood that is 1.25 inches wide. This component of the feature could represent structural elements and might also exhibit charring. It is probable, though, that the blackened surface of the wood is due to natural corrosion and oxidation from association with iron elements. The entire area ofthis feature was exposed by hand fanning and the exact dimensions and identification of the feature could not be determined due to the deep sediment.

It is sp~culated that the charred fragments of wood might represent kindling, perhaps used to light the coal in the boiler. This is supported by the evidence of several pieces of boiler plate and two fire doors in the same general area of the site.

F -90 Pulley: An iron pulley very similar to the gin block associated with the cargo boom (F-29) is located south of Baseline 2, 12.5 meters from the 100-foot marker. The wheel is 1 foot,5 inches in diameter, 3 inches wide, and 0.75 inches thick. There are six spokes, each is 1 inch wide. The wheel is set into aT-shaped fitting that is 2 inches wide. At the bottom of the "T' is a hook 4.5 inches long and-4.5 inches wide. The overall length of the feature is 2 feet, 2.5 inches.

AppendixD Stud ... Link Chain Data

Variables: Side: l=east of Feature 2, 2=west of Feature 2. Buried: l=yes, 2=no. Dimensions in inches.

Side Sample No. Length Width Diameter Buried

01 10.00 7.00 1.80 2 02 10.00 7.00 2.20 2 03 09.75 6.50 2.10 2 04 09.50 7.50 2.10 2 05 09.50 6.50 2.20 2 06 09.00 6.50 1.90 2 07 09.75 7.00 2.00 2 08 10.00 6.50 2.30 2 09 09.50 6.50 1.90 2 10 10.00 6.50 1.80 2 11 10.00 6.00 2.30 2 12 09.00 7.00 2.30 2 13 10.00 6.50 2.20 2 14 09.00 7.00 2.40 2 15 10.00 7.00 2.40 2 16 10.00 6.50 2.20 2 17 10.00 6.50 2.10 2 18 10.00 6.50 2.10 2 19 10.00 6.00 2.00 2 20 09.00 6.50 2.50 2 21 10.00 6.00 2.30 2 22 09.50 7.00 2.50 2 23 10.00 6.50 2.30 2

(continued)

157

158 Appendix D

Side Sample No. Length Width Diameter Buried

24 09.50 6.75 2.30 2 25 10.00 7.00 2.60 2 26 10.00 7.00 2.50 2 27 09.50 7.00 2.10 2 28 10.00 6.50 2.10 2 29 09.00 7.00 2.10 2

2 01 09.00 6.50 2.20 2 2 02 09.50 6.00 2.10 2 2 03 09.00 6.75 2.00 2 2 04 10.50 6.50 2.40 2 2 05 10.50 6.50 2.30 2 2 06 10.00 7.00 2.10 2 2 07 09.00 6.50 2.60 2 2 08 09.00 7.00 2.30 2 2 09 10.00 6.50 2.50 2 2 10 09.00 6.50 3.30 2 2 11 09.50 6.00 2.10 2 12 09.50 6.00 1.90 2 13 10.00 6.50 2.00 2 14 09.50 6.50 1.80 2 15 10.00 6.00 1.80 2 16 10.00 6.00 1.85 2 17 10.00 6.00 1.95 2 18 10.50 6.00 1.95 2 19 10.00 6.50 1.90 2 20 10.00 7.00 1.90 2 21 09.50 6.50 2.10 2 22 10.00 6.00 2.10 2 23 09.50 6.00 2.10 2 24 10.00 6.50 2.00 2 25 10.00 6.50 2.10 2 26 10.00 6.25 2.20 2 27 10.00 6.00 2.10 2 28 09.50 6.00 2.00 2 29 10.50 6.50 2.10

AppendixE Stud ... Link Chain Analysis

STUD,LINK CHAIN ANALYSIS FREQUENCIES

Table EI. Length of Stud-Link (inches)

Value Frequency Percent Valid·percent Cum percent

9.00 8 13.8 13.8 13.8 9.50 13 22.4 22.4 36.2 9.70 2 3.4 3.4 39.7

10.00 30 51.7 51.7 91.4 10.50 4 6.9 6.9 98.3 11.00 1 1.7 1.7 100.0 Total 58 100.0 100.0

Mean 9.778 Standard error .057 Median 10.000 Mode 10.000 Standard deviation .437 Variance .191 Kurtosis .260 S E kurtosis .618 Skewness -.180 S Eskew .314 Range 2.000 Minimum 9.000 Maximum 11.000 Sum 567.900 Valid cases 58 Missing cases 0

159

160 Appendix E

Table E2. Width of Stud-Link (inches)

Value Frequency Percent Valid percent Cum percent

6.00 14 24.1 24.1 24.1 6.25 1.7 1.7 25.9 6.50 24 41.4 41.4 67.2 6.75 3 5.2 5.2 72.4 7.00 15 25.9 25.9 98.3 7.50 I 1.7 1.7 100.0

Total 58 100.0 100.0

Mean 6.534 Standard error .050 Median 6.500 Mode 6.500 Standard deviance .385 Variance .148 Kurtosis -.733 S E kurt .618 Skewness .090 S Eskew .314 Range 1.500 Minimum 6.000 Maximum 7.500 Sum 379.00 Valid cases 58 Missing cases 0

Table E3. Diameter of Stud-link

Value Frequency Percent Valid percent Cum percent

1.80 4 6.9 6.9 6.9 1.85 1 1.7 1.7 8.6 1.90 6 10.3 10.3 19.0 1.95 2 3.4 3.4 22.4 2.00 6 10.3 10.3 32.8 2.10 16 27.6 27.6 60.3 2.20 5 8.6 8.6 69.0 2.30 8 13.8 13.8 82.8 2.40 3 5.2 5.2 87.9 2.50 5 8.6 8.6 96.6 2.60 2 3.4 3.4 100.00 Total 58 100.0 100.0

Mean 2.142 Standard error .028 Median 2.100 Mode 2.100 Standard deviance .214 Variance .046 Kurtosis -.586 S E kurt .618 Skewness .375 SE skew .314 Range .800 Minimum 1.800 Maximum 2.600 Sum 124.250 Valid cases 58 Missing cases 0

Appendix E

T TEST FOR INDEPENDENT SAMPLES OF VARIABLES

Group 1: Buried = 1 (yes). Group 2: Buried = 2 (no).

Table E4. T Test for Length

Number of cases Mean Standard deviation Standard error

Group I Group 2

19 39

9.8947 9.6897

Pooled variance estimate

Degrees of

.315

.449 .072 .072

Separate variance estimate

Degrees of

161

Fvalue 2-tail prob. t value freedom 2-tail prob. t value freedom 2-tail prob.

2.03

Group I Group 2

.109 1.78 56 .080 2.01 48.68 .050

Table E5. T Test for Width

Number of cases Mean Standard deviation Standard error

19 39

6.2500 6.6603


Degrees of

.300

.342 .069 .055


Degrees of Fvalue 2-tail prob. t value freedom 2-tail prob. t value freedom 2-tail prob.

1.29

Group I Group 2

.568 -4.46 56 .000 -4.66 40.25 .000

Table E6. T Test for Diameter

Number of cases

19 39

Mean

1.9974 2.2333


Degrees of

Standard deviation Standard error

.117

.274 .027 .044


Degrees of Fvalue 2-tail prob. t value freedom 2-tail prob. t value freedom 2-tail prob.

5.45 .000 -3.59 56 .001 -4.59 55.42 .000

Appendix F

Full Text of Adjudication of Materials Salvaged from Brig Shannon

Cargo from American brig Shannon District court of the U.S.

Southern district of Florida In Admiralty Be it remembered that on the 21 sl day of March A.D. 1892 John W. Saunders by his proctor L.w. Bi.l.el filed in the office ofthe clerk of said court his libel against the cargo from the American brig Shannon and against all persons intervening for their interest therein and a cause of salvage civil and maritime in the words and figures following to wit-

U.S. district court Southern District of Florida In Admiralty To the honorable James W. Locke judge of said court-The libel of John W. Saunders master of the licensed wrecking schooner Hollyhock of the burden of 74 tons and a crew of 10 men who libel for themselves, owners, and crew for all others interested with them against 45,000 feet of lumber, more or less, one anchor, 2 chains, one water tank, and one gaff saved from the stranded brig Shannon now ashore on Pulaski shoal on the Florida coast, the same being in the port and harbor of Key West, and within the jurisdiction of this honorable court, and against all persons intervening for their interest therein, in a cause of salvage civil and maritime alleges as follows-

163

164 Appendix F

that on Monday last, the 14th day of March A.D. 1892 libellant Saunders with his said schooner and crew left the port of Key West for said brig for the purpose of saving a load of lumber arriving on the 15th March and hauled said schooner along [?] and began saving lumber and by Friday the 16th day of March having finished loading said schooner left for the port of Key West arriving Saturday morning at about 10:00 am the 19th day of March-that upon arriving at said brig libellant found her stem underwater with the tide ebbing and flowing in said brig -that the said lumber with the other articles mentioned in this libel is now being landed at W.J.H. Taylor's wharf the master's consignee. Wherefore, the libellant prays that process in due form of law, according to the honorable court in cases of Admiralty and maritime jurisdiction may issue against the said lumber, chains, anchor, water tank, and one gaff and that all persons claiming any interest therein may be cited to appear and to answer upon oath all and singular in the matters aforesaid, and that this honorable court will be pleased to decree to the libellant a reasonable and proper salvage in proportion to the value of the said property so saved, and that the same may be condemned and sold if necessary to pay said salvage with costs, charges and expenses, that the libellant may have such other and further relief in the premises as in law and justice they may be entitled to recover. Sworn to and subscribed before me this 21 51 day of March A.D. 1892 E.C. Locke, clerk: John W. Saunders L.W. Bithel, proctor

Whereupon the following order is made; viz Ordered Let attachment and motion issue as prayed returnable 26 inst. March 21"t 1892 J.w. Locke, judge Whereupon attachment was issued to the Marshal of said district commanding him forthwith to [?] in his precincts, and the same to safely keep with the further of this court. Which attachment was made by him afterwards returned duly executed and with the return thereon endorsed is on file in said clerks office. Also motion was issued to said Marshal commanding forthwith to cite and admonish all persons whomsoever having or pretending to have any right, title, claim, or interest, in or to the said cargo from the American brig Shannon to be before an admiralty session of said court at it's courtrooms in an [?] on the [?] day of March 1892 at 10:30 o'clock A.M. to answer said libel and show cause, if any they have, why decree should not be pronounced as prayed. Which motion was by him afterwards returned duly executed and with his return thereon endorsed is on file in said clerks office.

Appendix F 165

Afterwards, to wit, on the 220d day of March the master of said brig Shannon by his proctor [?] Esq. Filed in said clerks office his claim to said cargo from the American brig Shannon and his answer to said libel follows, to wit-

US District Court, Southern District of Florida, In Admiralty. John H. Saunders re 45000 feet of lumber, more or less, from the Stranded Brig Shannon Claim And now comes George W. Peck and says he is the master of the American Brig Shannon, lately stranded on the Florida Reef, and as such master is the lawful [?] of the said Brig her tackle apparel and furniture and of the Cargo and he claims the same for the respective owner these of the [?] and subscribed to before me this 22 day of March George W. Peck B. Patterson, Notary Public

US Districk Court, Southern District of Florida, In Admiralty. To the Honorable James W. Locke, Judge of said Court -The answer of George W. Peck, master of the Stranded Brig Shannon to the libel of John W. Saunders and others against 45000 feet of lumber more or less, and part of materials, of the Cargo of the said Brig alleges as follows -This respondent in answer to the first article in said libel says he has no knowledge of the allegations therein contained, he being absent from the said Brig at the time, he therefore neither admits nor denies the same but asks that strict proof of the same may be made by libellants -To the second and third articles in the said libel this respondent says, so far as he is informed he believes the allegations therein contained are true and he admits the same-And further answering this respondent says, that after his vessel had run ashore on the Florida reef and all his efforts to float her had proven useless and the vessel had bilged, he came to the port of Key West, to make arrangements if possible to save her Cargo and during his absence the libellants went to the Brig. Wherefore this respondent prays that after the payment to the libellants of such a compensation as this Honorable Court shall deem proper, that the said Cargo or proceeds from the sale thereof may be returned to him for the benefit of the owners of the same and such other relief in the [?] as is right and just. Sworn to and subscribed before me this 220d day of March A.D. 1892 George W. Peck

166 Appendix F

B. Patterson, Notary Public

Shannon And in the same day a Hearing came on to be heard. And on Mar 26th 1892 an Order for Sale was filed as follows -

John W. Saunders re Lumber and Material from Brig Shannon

Salvage Upon application from both parties herein it is ordered that the marshal proceed to advertise and sell the property saved by libellant from said vessel, now under attachment of this court to await a further decree March 26, 1892 James W. Locke Judge whereupon a writ of vend it ions exponas was issued to said marshal commanding him, after due notice to sell at public auction the property saved by libellant from said brig Shannon and bring the proceeds into the registry of said court to await its further decree. Afterwards on the _ day of_ 1892, the said marshal filed his account sales showing that under said writ he had sold the property of the brig Shannon for the sum of$536.24 and had delivered said sum of$536.24 in the registry of the court. On April 6, 1892 a decree is filed as follows, viz.-

US District Court, Southern District of Florida, In admiralty J. W. Saunders et al. Re Position of cargo and lot of materials saved from the brig Shannon

Salvage This cause having been fully heard and court being duly advised in the [?] and it appearing that this [?] a small portion of the materials and is part of the cargo of the vessel which had been left and abandoned by previous salvors and that subsequently before any thing more could be saved the vessel went to pieces and the rest of the Cargo became a total loss and it also appearing that the cargo saved consisted of assorted sizes oflumber that was saved with considerable labor and that the entire proceeds of the property saved amounts to but $536.24 it is ordered that after the payment of all costs, expenses, and charges herein insured there be paid the salvors fifty per cent of the net proceeds and after payment of all costs and charges the residue be [?] the claimant for the benefit of all concerned. Key West, Florida. April 6th 1892 James W. Locke, Judge

Appendix G

Thble Gl. Cotton Freight Rates, 1826-1858"

Year Charleston New Orleans New York

1826 \.09 0.52 1827 0.62 0.81 0.59 1828 0.50 0.56 0.39 1829 0.62 0.66 0.45 1830 0.50 0.60 0.45 1831 0.62 0.87 0.44 1832 0.62 0.58 0.46 1833 0.50 0.67 0.37 1834 0.50 0.66 0.44 1835 0.50 0.61 0.35 1836 0.62 0.58 0.38 1837 0.62 0.79 0.55 1838 0.75 0.95 0.64 1839 0.62 0.63 0.48 1840 0.88 0.75 0.57 1841 0.50 0.55 0.36 1842 0.44 0.52 0.34 1843 0.56 0.51 0.45 1844 0.44 0.50 0.38 1845 0.50 0.54 0.36 1846 0.50 0.51 0.28 1847 0.50 0.57 0.44 1848 0.44 0.49 0.18 1849 0.31 0.49 0.28 1850 0.31 0.36 0.18 1851 0.31 0.43 0.17 1852 0.31 0.43 0.19 1853 0.38 0.60 0.28 1854 0.50 0.67 0.34

(continued)

167

168 Appendix G

Table Gl. (Continued)

Year Charleston New Orleans New York

1855 0.38 0.44 0.17 1856 0.38 0.62 0.23 1857 0.25 0.52 0.16 1858 0.38 0.48 0.15

• Adapted from Harley, 1988.

Table G2. Gross Revenue of Selected Cargoes·

Cargo 1863 1873 1883

Timber Gross revenue ($) 326,406 387.597 91,076 Total tonnage 48,763 45,152 16,791 Number of passages 52 53 16 Gross revenue per ton ($) 6.69 8.45 5.42

Cotton Gross revenue ($) 789,159 187,094 Total tonnage 49,864 16,125 Number of passages 61 21 Gross revenue per ton ($) 15.83 11.60

Petroleum Gross revenue ($) 14.908 153,054 70,660 Total tonnage 3,122 14,596 13,302 Number of passages 9 30 12 Gross revenue per ton ($) 13.42 10.49 5.31

Grain Gross revenue ($) 55,777 48,702 13,937 Total tonnage 4,486 3,790 2,014 Number of passages 5 5 2 Gross revenue per ton ($) 12.43 12.85 6.92

• Adapted from Sager and Panting, 1990.

AppendixH Sail versus Steam Casualty Ratio Data

Adapted from Annual Report of the Operations of the United States Life Saving Service (1885-1909).

Registered Registered Number of Number of Ratio

Year steam vessels sailing vessels steam casualties sail casualties Steam Sail

1885 5,399 16,532 606 1,186 1:8.9 1:13.94 1886 5,467 16,018 664 1,501 1:8.23 1:10.67 1887 5,481 15,735 455 936 1:12.05 1:16.81 1888 5,694 15,579 458 907 1:12.3 1:17.18 1889 5,924 15,479 481 883 1:12.32 1:17.53 1890 5,965 15,164 529 785 1:11.28 1:19.32 1891 6,216 15,199 586 721 1:10.61 1 :21.08 1892 6,392 15,435 597 801 1:10.71 1:19.27 1893 6,561 15,350 562 757 1:11.67 1:20.28 1894 6,526 14,945 574 862 1:11.37 1:17.34 1895 6,554 14,643 549 785 1:11.94 1:18.65 1896 6,595 14,274 614 603 1:10.74 1:23.67 1897 6,599 13,904 484 573 1:13.63 1:24.27 1898 6,712 13,666 528 570 1:12.71 1:23.98 1899 6,837 13,300 611 832 1:11.19 1:16.00 1900 7,053 13,271 589 534 1:11.97 1:24.85 1901 7,414 13,231 560 572 1:13.24 1:23.13 1902 7,727 13,073 595 600 1:12.99 1:21.78

1903 8,054 12,836 564 494 1:14.28 1:25.98 1904 8,463 12,486 616 450 1:13.74 1:27.75

1905 8,897 12,119 483 623 1:18.42 1:19.45 1906 9,500 11,618 672 468 1:14.14 1:24.83 1907 10,050 10,866 808 607 1:12.44 1:17.90 1908 10,926 10,300 696 421 1:15.70 1:24.47 1909 11,641 9,712 806 386 1:14.44 1:25.16

169

Appendix I

Insurance Data for Vessels Reporting Disasters

Adapted from Annual Report of the Operations of the United States Life Saving Service (1885-1909).

Thble n. Vessels Insured

Cargoes Cargo insurance Vessels Vessel insurance insured amount

Year insured amount (dollars) (dollars)

1885 269 4,341,035 160 2,383990 1886 367 4,457,260 210 1,771560 1887 225 3,3986 136 1,929,915 1888 229 4,140,495 132 1,460,795 1889 223 4,856,515 126 1,596,335 1890 279 5,832,810 154 2,008,340 1891 265 7,189,155 123 1,961,695 1892 285 6,912,450 III 1,707,780 1893 297 7,861,675 141 1,654,915 1894 295 10,183,740 126 1,785,340 1895 289 7,754,445 136 2,101,710 1896 234 9,456,110 100 1,236,225 1897 203 4,982,730 87 1,487,690 1898 248 8,151,855 105 3,339,925 1899 346 8,727,190 169 2,547,970 1900 252 11,268,825 108 2,980,060

(continued)

171

172 Appendix I

Table 11. (Continued)

Cargoes Cargo insurance Vessels Vessel insurance insured amount

Year insured amount (dollars) (dollars)

1901 215 9,829,015 88 1,929,305 1902 277 9,807,800 1\7 2,491,945 1903 218 1\,540,830 95 2,838,890 1904 222 10,229,660 83 1,681,060 1905 214 12,397,525 107 2,544,030 1906 210 11,044,920 1\2 1,924,085 1907 227 13,302,095 108 2,458,610 1908 239 18,527,620 108 4,373,250 1909 241 23,613,100 11\ 5,689,125

Table U. Vessels Not Insured and Vessels Insurance Unknown

Vessels not Cargoes not Vessels insurance Cargoes insurance Year insured insured unknown unknown

1885 455 199 110 167 1886 604 249 187 274 1887 324 133 91 181 1888 325 120 97 177 1889 334 137 105 169 1890 279 103 95 174 1891 261 114 123 165 1892 243 98 105 173 1893 227 87 110 166 1894 309 95 93 159 1895 243 107 11\ 162 1896 190 80 83 123 1897 202 85 1\2 lSI 1898 214 104 107 141 1899 351 142 145 203 1900 214 83 103 148 1901 230 94 11\ 152 1902 219 92 108 147 1903 190 82 1\9 138 1904 227 79 87 130 1905 231 79 85 123 1906 182 54 73 11\ 1907 308 96 1\6 138 1908 217 81 99 138 1909 169 55 91 130

Appendix I 173

'!able D. Vessels in Ballast, Totals, and Percentages

Total number of Percent Percent vessels Vessels in vessels reporting vessels in reporting disasters not

Year ballast disasters ballast insured

1885 308 834 36 54 1886 425 1158 37 52 1887 190 640 30 50 1888 222 651 34 49 1889 230 662 35 50 1890 222 653 34 43 1891 247 649 38 40 1892 251 633 40 38 1893 240 634 38 36 1894 317 697 45 44 1895 238 643 37 38 1896 204 507 40 37 1897 194 517 38 39 1898 220 569 39 38 1899 328 842 39 42 1900 230 569 40 38 1901 222 556 40 41 1902 248 604 41 36 1903 212 527 40 36 1904 244 536 46 42 1905 221 530 42 44 1906 188 465 40 39 1907 309 651 47 47 1908 219 555 39 39 1909 205 501 11 34

References

Admiralty Records, 189111895, Records of the u.s. District Court at Key West, Admiralty Records, Vol. XIV (1891-1895), pp. 112-114.

Albion, Robert G., 1938, Square Riggers on Schedule: The New York Sailing Packets to England, France and the Cotton Ports. Princeton University Press, Princeton, New Jersey.

American Engineering Company, 1913, American Engineering Company Catalog. Philadelphia. American Lloyd's, 1865, American Lloyd's Register of American and Foreign Shipping. New York. American Lloyd's, 1869, American Lloyd's Register of American and Foreign Shipping. New York. American Lloyd's, 1875, American Lloyd's Register of American and Foreign Shipping. New York. American Lloyd's, 1877, American Lloyd's Register of American and Foreign Shipping. New York. American Ship Windlass Company, 1863, Improved Method of Handling Anchors and Chains.

American Ship Windlass Company, Providence, Rhode Island. American Ship Windlass Company, 1891, American Ship Windlass Company Catalog. Providence,

Rhode Island. American Ship Windlass Company, 1897, American Ship Windlass Company Catalog. Providence,

Rhode Island. Annual Report of the Operations of the United States Life Saving Service, 1885-1909, U. S. Govern-

ment Printing Office, Washington, D.C. Ashton, T. S., 1969, The Industrial Revolution 1760-1830. Oxford University Press, Oxford. Atlantic Mutual Insurance Company, 1913, Casualty Reports CCLXXIL Baker, William Avery, 1973, A Maritime History of Bath, Maine and the Kennebec River Region.

Marine Research Society of Bath, Bath, Maine. Basalla, George, 1993, The Evolution of Technology. Cambridge University Press, Cambridge. Bauer, K. Jack, 1988, A Maritime History of the United States: The Role of America's Seas and

Waterways. University of South Carolina Press, Columbia. Bearss, Edwin c., 1971, Shipwreck Study-The Dry Tortugas. U. S. Department of the Interior,

National Park Service, Washington, D.C. Bernard, H. Russel, and Pelto, Pertti 1., 1987, Technology and Social Change. Waveland Press,

Prospect Heights, Illinois. Blunt, Edmund M., 1854, The American Coast Pilot; containing Directionsfor the Principal Harbors,

capes and Headlands on the Costs of North and South America. Describing the Soundings, Bearings of the Lighthouses and Beacons from the Rocks, Shoals. Ledges. &c. Edmund and George W. Blunt, New York.

175

176 References

Blunt, Edmund M., 1864, The American Coast Pilot: Containing Directionsfor the Principal Harbors. Capes. and Headlands on the Coasts of North and South America. Edmund and George W. Blunt, New York.

Bowker, Captain Francis "Bift'" E., 1995, Personal communication. Brehmer, Berdnt, 1987, The Psychology of Risk. In Risk and Decisions, edited by W. T. Singleton and

Jan Hovden, pp. 25--39. Wiley, New York. Brown, R., Bump, H., and Muncher, D. A., 1988, An in situ Method for Determining Decomposition

Rates of Shipwrecks. International Journal of Nautical Archaeology and Underwater Exploration 17(2):143-145.

Browne, Jefferson B., 1912, Key West. The Old and the New. Facsimile reproduction, University of Florida Press, Gainesville, Florida, 1973.

Bullen, Ripley P., 1974, Were There Pre-Columbian Cultural Contacts between Florida and the West Indies: The Archaeological Evidence. Florida Anthropologist 27(4): 149-160.

Bullen, Ripley P., and Brooks, Harold K., 1967, Two Ancient Florida Dugout Canoes. Quarterly Journal of the Florida Academy of Sciences 30(2):97-107.

Burgess, Robert H. (editor), 1967, Coasting Captain; Journal of Captain Leonard S. Tawes. The Mariners Museum, Newport News, Virginia.

Burney, William, 1830, New and Universal Dictionary of the Marine Improved and Enlarged Originally compiled by William Falconer. London.

Campbell, George F., 1974, China Tea Clippers. David McKay, New York. Canfield, George L., and Dalzell, George W., 1921, The Law of the Sea. A Manual of the Principles

of Admiralty Law for Students. Mariners. and Ship Operators. D. Appleton, New York. Canney, Donald L., 1990, The Old Steam Navy. Naval Institute Press, Annapolis, Maryland. Carr, G. G., et aI., 1976, The Medley of Mast And Sail: A Camera Record Accompanied by Comment

and Description, 5th edition. Teredo Books, Brighton, England. Chambers, J. D., 1968, The Workshop of the World. British Economic History from 1820 to 1880.

Oxford University Press, Oxford. Chapelle, Howard I., 1935, The History of American Sailing Ships. Norton, New York. Chapelle, Howard I., 1967, The Searchfor Speed Under Sail. Norton, New York. Clarke, Lee, 1988, Explaining Choices among Technological Risks. Social Problems 35(1 ):22-35 Cockrell, Wilburn A., 1993, Dry Tortugas Prehistoric Cultural Resources Potential. In Dry Tortugas

National Park. Submerged Cultural Resources Assessment, edited by Larry E. Murphy, pp. 63--96. U.S. Department of the Interior, Santa Fe, New Mexico.

Conlin, David L., 1994, The Loggerhead Reef Ship Trap: Maritime Site Formation Processes on DRTO-036 and Beyond. Master's thesis, Department of Anthropology, Brown University, Providence, Rhode Island.

Dake, Karl, 1992, Myths of Nature: Culture and the Social Construction of Risk. Journal of Social Issues 48(4):21-37.

Davis, Charles G., 1926, The Ship Model Builder s Assistant. Publication Number 12. Marine Research Society, Salem, Massachusetts.

Davis, Gary E., 1982, A Century of Natural Change in Coral Distribution at the Dry Tortugas: A Comparison of Reef Maps from 1881 and 1976. Bulletin of Marine Science 32(2):608-623.

Desmond, Charles, 1984, Wooden Ship-Building. Vestal Press, Vestal, New York. Diddle, Albert w., 1946, Adjudication of Shipwrecking Claims at Key West in 1831. Tequesta 6:44-99. Dodd, Dorothy, 1944, The Wrecking Business on the Florida Reef 1822-1860. Florida Historical

Quarterly 22(4): 171-199. Douglas, Mary, 1985, Risk Acceptability According to the Social Sciences. Social Research Perspec

tives. Occasional Reports on Current Topics. Russell Sage Foundation, New York. Duffy, James, 1955, Shipwreck and Empire. Portuguese Maritime Disasters in a Century of Decline.

Harvard University Press, Cambridge, Massachusetts.

References 177

Faden, W., 1790, An Account of the Surveys of Florida, &c. with Directions for sailingfrom Jamaica or the West Indies, by the West End of Cuba, and Through the Gulph of Florida. To accompany Mr. Gauld's Charts. W. Faden, London.

Fairburn, William Armstrong, 1945, Merchant Sail, Vols. I-VI. Fairburn Marine Educational Foundation, Center Lovell, Maine.

Fassett, Frederick G., 1948, The Shipbuilding Business in the United States of America; Written by a Group of Authorities. Society of Naval Architects and Marine Engineers, New York.

Flexner, James Thomas, 1992, Steamboats Come True, American Invention in Action. Fordham University Press, New York.

Flick, Carlos, 1973, Muntz Metal and Ships' Bottoms: The Industrial Career of G. F. Muntz. Transactions of the Birmingham and Warwickshire Archaeological Society 87:70-88.

Gilfillan, S. C., 1935, Inventing the Ship. Follett, Chicago. Goss, R. 0., 1968, Studies in Maritime Economics. Cambridge University Press, Cambridge. Gould, Richard A., 1989, H.M.S. Vixen: An Early Ironclad Ram at Bermuda. Bermuda Journal of

Archaeology and Maritime History 1:43-80. Gould, Richard A., 1993, Bird Key Harbor Brick Wreck (FOJE 029) 1990 Fieldwork. In Dry Tortugas

National Park Submerged Cultural Resources Assessment, edited by Larry E. Murphy, pp. 325-332. U.S. Department of the Interior, National Park Service, Santa Fe, New Mexico.

Gould, Richard A, and Souza, Donna 1., 1996, History and Archaeology of HM Floating Dock, Bermuda. International Journal of Nautical Archaeology 25( I ):4-20.

Gould, Richard A, and Yellen, John E., 1987, Man the Hunted: Determinants of Household Spacing in Desert and Tropical Foraging Societies. Journal of Anthropological Archaeology 6:77-103.

Griffiths, Denis, 1993, Marine Engineering Development in the Nineteenth Century. In The Advent of Steam, The Merchant Steamship before 1900, edited by Robert Gardiner, pp. 160-178. Naval Institute Press, Annapolis, Maryland.

Hamilton, Donny L., 1996, Underwater Archaeology. In The Oxford Companion to Archaeology, edited by Brian M. Fagan. Oxford University Press, Oxford.

Hannah, Alfred Jackson, and Hanna, Kathryn Abbey, 1950, That Destructive Little Reef. In Florida's Golden Sands, pp. 81-93. Bobbs-Merrill, New York.

Harland, 1. R., 1988, Names Associated with Chain Cable. Mariner's Mirror 74(2): 198. Harley, C. Knick, 1988, Ocean Freight Rates and Productivity, 1740-1913: The Primacy of Me chan i

cal Invention Reaffirmed. Journal of Economic History 48:851-876. Harris, Marvin, 1968, The Rise of Anthropological Theory. Crowell, New York. Harris, Marvin, 1979, Cultural Materialism, The Struggle for a Science of Culture. Random House,

New York. History Of The Dry Tortugas, 1960. Unpublished [author anonymous]. Holtzworth, Jonathan, and Holtzworth, Susan M., 1990, Cruisin' the Dry Tortugas Archives. Dry

Tortugas Archives Press, St. Petersburg, Florida. Hovden, Jan, and Larsson,Tore 1., 1987, Risk: Culture and Concepts. In Risk and Decisions, edited

by W. T. Singleton and Jan Havden, pp. 47-59. Wiley, New York. Hunt, Robert, 1878, Ure's Dictionary of Arts, Manufactures, and Mines Containing a Clear Exposition

of Their Principles and Practice, Vol. 1, 7th ed. Longmans, Green, London. Hurley, Neil E., 1994, Lighthouses of the Dry Tortugas, An Illustrated History. Historic Lighthouse

Publishers, Aiea, Hawaii. Hutchins, John G. B., 1941, The American Maritime Industries and Public Policy, 1789-1914, An

Economic History. Harvard University Press, Cambridge. Institute of London Underwriters, 1993, Casualty Statistics, Annual Report. London. International Correspondence Schools, 1900, A Textbook on Marine Engineering. International

Textbook Company, Scranton, Pennsylvania.

178 References

Kemp, Peter (editor), 1976, The Oxford Companion to Ships and the Sea. Oxford University Press, Oxford.

Knight, Edward H., 1876, Knights American Mechanical Dictionary. Houghton, Miftlin, Boston, Massachusetts.

Lanzendorf, Brenda, 1996, The Grounding and Abandonment of the "Maria Louisa ": A Behaviorist Approach. Master's thesis, Department of Anthropology, Brown University, Providence, Rhode Island.

Lawson, Edward w., 1949, The Discovery of Florida and Its Discoverer; Juan Ponce de Leon. Cullom and Ghertner, Nashville, Tennessee.

Lloyd's, 1876, Lloyd's Register of British and Foreign Shipping. London. Lloyd's, 1902, Lloyds Register of British and Foreign Shipping. London. Lubbock, Basil, 1953, The Down Easters. American Deep-water Sailing Ships 1869-1929. Brown,

Son & Ferguson, Glasgow. Lyon, Eugene, 1976, The Enterprise of Florida. Pedro Menendez de Aviles and the Spanish Conquest

of 156~/568. University of Florida Press, Gainesville. Mahan, A. T., 1907, From Sail to Steam. Recollections of Naval Life. Harper, New York. Marine Manufacturing and Supply Company, 1942, Equipment Supply Catalog. Marine Manufactur-

ing and Supply Company, Brunswick, Maine. Marvin, William, 1858, A Treatise on the Law of Wreck and Salvage. Little Brown, Boston. McClune, H. H., 1865, The Old Capitol Prison and the Dry Tortugas. Cooper, Sanderson, Lancaster. McEwen, W. A., and Lewis, A. H., 1994, Encyclopedia of Nautical Knowledge. Cornell Maritime

Press, Centreville, Maryland. Merchant Sailing Vessels of the United States, 1892. Washington, D.C. Milanich, Jerald T., and Milbrath, Sarah (editors), 1989, First Encounters. Spanish Explorations in

the Caribbean and the United States, 1492-1570. University of Florida Press, Gainesville. Mitchell. B. R., 1962, Abstract of British Historical Statistics. Cambridge University Press, Cambridge. Moore, Warren, 1980, Sail and Steam. Grosset & Dunlap, New York. Moyse-Bartlett, Hubert, 1946, From Sail to Steam. the Final Development and Passing of the Sailing

Ship. Staples Press, London. Muckelroy, Keith, 1978, Maritime Archaeology. Cambridge University Press, Cambridge. Mudd, Nettie (Editor), 1906, The Life of Dr. Samuel A. Mudd Containing His Letters from Fort

Jefferson, Dry Tortugas Island. Where He Was Imprisoned Four Years for Alleged Complicit in the Assassination of Abraham Lincoln. Neale, New York.

Murphy, Larry E., 1983, Shipwrecks as Data Base for Human Behavioral Studies. In Shipwreck Anthropology, edited by Richard A. Gould, pp. 6~0. University of New Mexico Press, Albuquerque.

Murphy, Larry E., 1990, Personal communication. Murphy, Larry E., 1993a, Nine-Cannon Site (FOJE 008). In Dry Tortugas National Park Submerged

Cultural Resources Assessment, edited by Larry E. Murphy, pp. 273-296. U. S. Department of the Interior, National Park Service, Santa Fe, New Mexico.

Murphy, Larry E., 1993b, Windjammer Site (FOJE 003). In Dry Tortugas National Park Submerged Cultural Resources Assessment, edited by Larry E. Murphy, pp. 245-272. U. S. Department of the Interior, National Park Service, Santa Fe, New Mexico.

Murphy, Larry E., 1993c, Fort Jefferson National Monument Archaeological Record. In Dry Tortugas National Park Submerged Cultural Resources Assessment, edited by Larry E. Murphy, pp. 201-243. U. S. Department of the Interior, National Park Service, Santa Fe, New Mexico.

Murphy, Larry E., and Jonsson, Randolph w., 1993, Fort Jefferson National Monument Documented Maritime Casualties. In Dry Tortugas National Park Submerged Cultural Resources Assessment, edited by Larry E. Murphy, pp. 143-165. U. S. Department ofthe Interior, National Park Service, Santa Fe, New Mexico.

References 179

Nares, G. S., 1876, Seamanship: Including Names of Principal Parts of a Ship Masts. Sails. Yards ... , 5th ed. Griffin, Portsmouth.

National Archives, 1864, Certificate of Enrollment for Brig R. B. Gove. National Archives, 1867, Certificate of Enrollment for Brig Shannon. National Archives, 1917, Report of Casualty of Schooner, Maria Louisa, U. S. Coast Guard Casualty

Reports, Microfilm Number T925. Paasch, H., 1890, lllustrated Marine Encyclopedia. Facsimile reprint, Argus, Chatham, Great Britain,

1977. Parker, W 1. Lewis, 1948, The Great Coal Schooners of New England, Vol. II, No.6. The Maritime

Historical Society, Mystic, Connecticut. Parker, W 1. Lewis, 1993, The Schooner in America. In Sail's Last Century: The Merchant Sailing

Ship I83~I930, edited by Robert Gardiner, pp. 118-132. Naval Institute Press, Annapolis, Maryland.

Patterson, Howard, 1891, Patterson's Illustrated Nautical Dictionary. Publication Offices, New York. Petroski, Henry, 1994, The Evolution of Useful Things. Vantage Books, New York. Prentice, Captain W R., 1902, On the Dry Tortugas, Stories of Military Prisoners and of the Lincoln

Conspirators. McClure's Magazine 1902(Apri\):564-570. Puseman, Kathryn, 1996, Identification of Wood from Sites at Dry Tortugas National Park. Florida.

Paleo Research Labs Technical Report 96-07 A. Paleo Research Laboratories, Denver, Colorado.

Rathe, Gustave, 1992, The Wreck of the Barque "Stefano" off the North West Cape of Australia in 1875. Canongate Press, Edinburgh.

Ray, Dixy Lee (editor), 1959, Marine Boring and Fouling Organisms. University of Washington Press, Seattle.

Record of American and Foreign Shipping, 1876. New York. Record of American and Foreign Shipping, 1879. New York. Record of American and Foreign Shipping, 1881. New York. Record of American and Foreign Shipping, 1882. New York. Record of American and Foreign Shipping, 1890. New York. Record of American and Foreign Shipping, 1892. New York. Record of American and Foreign Shipping, 1917. New York. Rolt, L. T. c., 1970, Victorian Engineering. Penguin, London. Romans, Bernard, 1774, Navigation Map of Florida, the Dry Tortugas and the Western Caribbean.

Reproduction. Ronnberg, Erik A. R., Jr., 1980, The Coppering of 19th Century American Merchant Ships. Nautical

Research Journal 26(2): 125--148. Rowland, K. T., 1970, Steam at Sea: A History of Steam Navigation. Praeger, New York. Sager, Eric W, 1989, Seafaring Labour, The Merchant Marine of Atlantic Canada. I82~I9I4.

McGill-Queen's University Press, Montreal. Sager, Eric W, and Panting, Gerald E., 1990, Maritime Capital. The Shipping Industry in Atlantic

Canada. I82~I914. McGill-Queen's University Press, Montreal. Sahlins, Marshall D., and Service, Elman R., 1988, Evolution and Culture. University of Michigan

Press, Ann Arbor. Schaniel, William c., 1988, New Technology and Culture Change in Traditional Societies. Journal of

Economic Issues 22(2):493-498. Schiffer, Michael B., 1979, A Preliminary Consideration of Behavioral Change. In Transformations:

Mathematical Approaches to Culture Change, edited by Colin Renfrew, pp. 353-368. Academic Press, New York.

Schiffer, Michael B., 1987, Formation Processes of the Archaeological Record. University of New Mexico Press, Albuquerque.

180 References

Schiffer, Michael B., 1992, Technological Perspectives on Behavioral Change. University of Arizona Press, Tucson.

Scott, Kenneth, 1946, The City of Wreckers, Two Key West Letters of 1838. Florida Historical Quarterly XXV(2):191-201.

Sharp, Lauriston, 1952, Steel Axes for Stone-Age Australians. In Human Problems in Technological Change, edited by Edward H. Spicer, pp. 6~ I. Wiley, New York.

Singleton, W. T., and Hovden, Jan (editors), 1987, Risk and Decisions. Wiley, New York. Sjoberg, Lennart, 1987, Risk and Society. Studies of Risk Generation and Reactions to Risk. Allen and

Unwin, London. Souza, Donna J., 1993, East Key Construction Wreck (FOJE 011) 1990 Investigations. In Dry Tortugas

National Park Submerged Cultural Resources Assessment, edited by Larry E. Murphy, pp. 303-324. U. S. Department of the Interior, National Park Service, Santa Fe, New Mexico.

Staniforth, Mark, 1985, The Introduction and Use of Copper Sheathing--A History. Bulletin of the Australian Institute for Maritime Archaeology 9(1-2):21--48.

Stone, David Leigh, 1993, The Wreck Diver's Guide to Sailing Ship Artifacts of the 19th Century, Underwater Archaeological Society of British Columbia.

System-wide Archaeological Inventory Program (SAIP), 1993, Unpublished Anomaly Investigation Forms. National Park Service, Submerged CultUral Resources Unit.

Throckmorton, Peter, 1964, The Lost Ships. Little, Brown, Boston. Tomilson, Charles (editor), 1854, Cyc/opredia of Useful Arts. Mechanical and Chemical. Manufac

tures. Mining. and Engineering. George Virtue, New York. Tversky, A., and Kahneman, D., 1974, Judgement under Uncertainty: Heuristics and Biases. Science

85:1124--1131. Underhill, Harold, 1969, Masting and Rigging the Clipper Ship and Ocean Carrier. Brown, Son and

Ferguson, Glasgow. U.S. Bureau of the Census, 1960, Historical Statistics of the United States. Colonial Times to 1957.

U. S. Government Printing Office, Washington. D.C. Vignoles, Charles, 1823, Observations upon the Floridas. Facsimile reproduction, University Presses

ofFlorida, Gainesville, 1977. Weinstein, Gerald, 1996, Personal communication. Wentworth, George E., 1865, Letter from George E. Wentworth, Major 82nd U.S. Infantry, Command

Post to Captain E. C. Woodruff, Acting Assistant Adjutant General, Department of Florida---Headquarters Fort Jefferson Florida. September 27. Fort Jefferson Letter Book, 1862-1880.

WhaJlon, Robert, Jr., 1974, Spatial Analysis of Occupation Floors II: The Application of Nearest Neighbor Analysis. Antiquity 39( I): 16---34.

White, Leslie A., 1949, The Science of Culture. Grove Press, New York. Williams, John Lee, 1837, The Territory of Florida; Sketches of the Topography. Civil and Natural

History from the First Discovery to the Present Time. Facsimile reproduction, University of Florida Press, Gainesville, 1962.

Williams, Joy, 1987, The Florida Keys,from Key Largo to Key West. Random House, New York. Wreck Report for American Brig R. B. Gove, 1882, Wreck Reports for Key West. December 31.

1873-January 4. 1882, Vol. I, p. Ill. Wreck Report for American Brig Shannon, 1892, Wreck Reportsfor Key West. January 25. 1882-Feb

ruary 1897, Vol. II, p. 86.

Glossary

aground: said of a ship when it is resting on the bottom. When put there purposely, a ship takes the ground; when by accident, it runs aground, or is stranded.

awash: the situation of an object almost submerged, as when seas wash over a wreck or shoal, or when a ship lies so low in the water that the seas wash over it. A falling tide which exposes a rock or bank which is submerged at high water makes it awash.

ballast: additional weight carried in a ship to give its stability and/or to provide a satisfactory trim fore and aft. in ballast: the condition of a cargo vessel which has discharged its cargo and taken on ballast to stabilize and trim it while sailing empty or light to the port where it is next to take on cargo.

bark or barque: a sailing vessel with three masts, square-rigged on the fore and main and fore-and-aft rigged on the mizen.

barratry: any fraudulent act on the part of the master (captain) or crew of a ship committed to the prejudice of its owners or underwriters, such as deliberately casting it away, deserting it, selling it, or even diverting it from its proper course with evil intent.

beam: the transverse measurement of a ship in its widest part.

bilge: that part of the ship where the floors and the second futtocks unite and upon which the ship would rest when it becomes grounded. Hence, when a ship sustains a hole in this part of the hull, it is said to be bilged.

181

182 Glossary

bitts: a frame composed of two strong pillars, fixed upright and bolted to the deck beams, to which were secured the cables when the ship rode to an anchor. Smaller bitts were fitted in square-rigged sailing vessels for securing other parts of the running rigging.

boatswain: a subordinate officer in general charge of ship's rigging, boats, cargo gear, deck gear, deck stores, and deck maintenance work.

brig: originally an abbreviation of brigantine. but later a type of ship in its own right after some modifications in the original rig. The true brig is a two-masted vessel square-rigged on both fore and main masts.

brigantine: a two-masted vessel, as a brig, but square-rigged on the foremast and fore-and aft rigged on the mainmast.

bung: a stopper for the hole through which a cast, keg, or barrel is filled or emptied.

caulk, to: the operation of driving, with a caulking iron, oakum or rope junk into the seams of a ship's wooden deck or sides in order to render them impervious to water. After the oakum is driven in hard, the gap between the planks is filled with hot pitch or some other composition to prevent the oakum from rotting through contact with water.

chainplates: strips of iron or bronze with their lower end bolted to the ship's side under the channels of sailing vessels. They carry the deadeyes or rigging screws to which the standing rigging is secured.

clew: either of the lower corners ofa square sailor lower aftermost extremity of a fore-and-aft sail.

clew-iron: a ring or kind of double-bowed shackle, in the clew of a sail, to which the sheet is attached.

clipper: the generic name used very loosely to describe types of very fast sailing ships.

crimp: one who makes it his business to persuade seamen to desert from a ship in order to sell them to another or to deliver them to the press gang on payment of money.

donkey boiler: a small boiler used to produce steam for auxiliary engines.

Glossary 183

donkey engine: a small auxiliary steam engine used for furnishing power for a variety of smaller mechanical duties on board a vessel such as heaving anchor, pumping water, handling cargo, and setting sails.

Down Easter: type of wooden sailing ship built in the New England, New Brunswick, and Nova Scotia yards from 1870 to 1900, well known for first-rate sailing qualities combined with a satisfactory carrying capacity.

draft: (I) depth a vessel sinks when afloat, as measured from waterline to lowest immersed part of hull or bottom, (2) depth required to float a vessel.

drift bolt: a tapered bolt usually driven obliquely in fastening ships' timbers.

fore-and-aft rig: the arrangement of sails in a sailing vessel so that the luffs of the sails abut the masts or are attached to stays, the sails except in the case of jibs and staysails, being usually extended by a boom.

forecastle: an area forward of the foremast that generally houses the crew.

gaff: a spar to which the head of a four-sided fore-and-aft sail is laced and hoisted on the after side of a mast.

ground tackle: a general term embracing all the gear (anchors, cables, etc.) carried by a ship to enable it to anchor or to moor.

grounding: act of running aground or coming in contact with the sea bottom.

hawsehole: the hole in the forecastle deck, or upper deck in the case of vessels without a forecastle, right forward in the bows of a ship, through which the anchor cable passes.

hawsepipe: the inclined pipe or tube which leads from the hawsehole of a ship, on the deck close to the bow, to the outside of the vessel.

hawser: a heavy rope or small cable with a circumference of five inches or more.

heading: the course or direction in which is ship is moving.

hermaphrodite brig: a two-masted sailing ship rigged on the foremast as a brig with square sails set on yards, and as a schooner on the mainmast, with a square topsail set above a gaff mainsail. It differed from a brigantine by the square

184 Glossary

topsail set on the mainmast, brigantines being fully fore-and-aft rigged on the main.

jackstay: iron rod or wooden batten fitted along a yard, gaff, or boom as a means of support.

Lloyd's: an association of underwriters with a continuous history of marine insurance underwriting since 160 I. It is the center of information regarding marine casualties and the daily movements of merchant ships. It is also the leading authority on the specification of ships in relation to the strength of building and cargo capacity.

midship: pertaining to, or situated in, the middle part of a vessel, or that portion of the hull at or in the vicinity of the midway point between stem and stem.

moon cusser: one who deliberately causes a vessel to be wrecked for the purposes of plundering it. This was usually done on dark nights by placing false lights on shore to lure unwary ships to run aground on the shore or rocks. On nights with a full or bright moon, ships' crews could easily see the danger and avoid capture, hence the term.

packet: a vessel engaged on a regular run in carriage of mail, passengers, or cargo.

parrel: an iron collar by which the lower yards of a square-rigged ship were held to the mast giving them freedom to be braced round to the wind.

range, to: the operation of drawing up the anchor cable from the chain lockers and laying it out on deck for inspection of the links or for rapid deployment of the anchor.

reef, to: the operation of shortening sail in a vessel by reducing the area exposed to the wind, an operation required when a vessel begins to labor because of the strength of the wind.

rig: a general term which embraces those characteristics of a sailing vessel in relation to its masts and sails by which its type is determined such as schooner, ship, bark, brig, etc.

rigging: term which embraces all ropes, wires, or chains used in ships to support the masts and yards for hoisting, lowering, or trimming sails to the wind. All

Glossary 185

rigging used in the support of masts and yards, and a bowsprit when fitted, is known as standing rigging.

salvage: (I) underwater recovery ofa ship and/or its contents, (2) a proportion of the value of a ship or cargo paid by the owner or his insurance company to those by whose means they have been saved when in danger. The proportion is based on the labor and danger of saving the ship or cargo and the state of the prevailing weather. No salvage can be claimed by the crew of a ship for their efforts in saving their own ship or its cargo.

schooner: a vessel with fore-and-aft sails on its two or more masts.

scuttle: deliberately to sink a ship by opening its seacocks or by blowing holes in its bottom with explosive charges so that it fills with water. A ship may be scuttled to avoid capture in wartime; it is not unknown for ships to be scuttled by unscrupulous owners to claim the insurance on them.

shanghai, to: or to be shanghaied, said of a sailor when he is shipped against his will, usually under the influence of drink or drugs, as one of the crew of a ship. The sailors were delivered to the ships by crimps, who ran the boarding houses in large ports in which seamen used to congregate, and who received payment from a ship's captain for every man they could ship aboard on the eve of sailing.

sheer pole: a horizontal steel rod fitted at the base of the shrouds supporting a mast. It is attached to each shroud just above its rigging screw and serves to keep any turns out of the shrouds when they are being set up.

ship rigged: a vessel having all masts fitted with yards and square sails.

shoal: a derivative of the word "shallow," indicating a patch of water in the sea with a depth less than that of the surrounding water. Shallows are the results of banks of sand, mud, or rock on the sea bed.

spectacle clew: a clew-iron made in the form of spectacles.

square rig: the arrangement of sails in a vessel where the main driving sails are laced to yards which lie square to the mast.

strand, to: a ship is stranded when it is driven ashore, or onto a shoal, by force of weather.

topman: a seaman stationed in one of the platforms on the topmasts.

186 Glossary

wreck: the hull of a ship which has become a total loss through stress of weather, stranding, collision, or any other cause, whether it lies on the bottom of the sea or on the shore.

wrecker: (I) one engaged in the salvage of goods or cargo from a stranded vessel, or of the vessel itself, (2) a ship employed in such service, (3) one who causes a vessel to be wrecked, (4) a plunderer of a wreck or wreckage.

wrecking: occupation or procedure of salving wrecked or disables vessels or their cargoes, (2) act offeloniously disabling or destroying a vessel, particularly that of causing the stranding of any craft for plunder.

yard-band: an iron band around a yard-arm fitted with the necessary eyes for connecting the brace, lift, foot-rope, and reef-tackle.

Aborigines, Australian, I Admiralty Court records, xii Albert, 28 Alfred,19 Allbree, 28 Alligator Reef, 21 America, 27 American Engineering Company, 51 American Ship Windlass Company, 50, 51,

100 American Shoal, 21 Anchors, 38

best bower, 63 bower, 60 kedge, 60, 92 number required, 60 Pulaski Site, analysis of, 60 removable stock, 63 stream, 60

Antonin, 86 Arawak watercraft, 12 Archaeological data acquisition platform, x Archaeological signatures, 5, 129 Archelous, 28 Audubon, James, 27 Auxiliary steam engines, 54, 125 Auxiliary steam power, 124 Avanti, 85,123, 128--129

B002--006, xii BOI3--030, xii, 127 BO I 6--030, 54 Barratry, 120-121 Baseline trilateration, xi Bird Key, 17,25, 98, 118

Bird Key harbor, 29, 90 Booby Key, 17 Branch, John, 23 Bush Key, 17

Cadiz, 13 Calusa Indians, as wreckers, 25 Cambridge, 28 Capstan, use of, 53 Carib watercraft, 12 Carysfort Reef, 21 Cayo Ocampo, 12-13 Chain

analysis of, 58, 63 messenger, 53 stud-link, 57, 126

Civil War, 110, III Construction wrecks, 25 Cuba, excavations in, 12 Cultural change, I Cumberland, 28

Dartmouth,70 Davit, anchor, 40 De Brahm, William, 19 Deck machinery, 49

Index

Donkey boiler, 39, 54, 74, 123, 127 Donkey engine, 50, 53 Donkeyman, 125 Dry Tortugas

as hazard to navigation, 20, 42 short-cut, 42 strategic importance of, 23

Dry Tortugas National Park, x-xi, 5,126,131 Dunkirk,23

187

188

East Key, 17, 19, 118 Site, 45

Elder, John, 125 Electric drive, 3 Endeavour, 42

Falconer, William, 49 Falls of Clyde, 5 Fitch, John, 2, 124 Florida, U.S. acquisition of, 19 Florida Straits: see Straits of Florida Fort Jefferson, 20, 21, 23-25

construction of, 23 construction wrecks, 25 as prison, 25 strategic importance of, 24

Fort Jefferson National Monument, xi Fowey Rocks, 21

Garden Key, 117, 118 Garden Key lighthouse

building of, 19 as hazard to navigation, 20

Gauld, George, 15, 24 Gauld survey, 16 Geographic information system (GIS), x, 69, 70 George Eldridge, 28 GIS: see Geographic information system Glades II Tradition, 12 Global positioning satellite, x Globe, 28 Gould, Richard A., 97 GPS, x Gribble, 38 Grover King, 28 Gulf of Mexico, 19 Gulfstream, 10, 13 G. W Childs, 28 Gypsy

drum, 50, 53, 74 warping head, 126, 127

Hawsepipe, 63 Hispafiola, excavations in, 12 Hollyhock, 81 Hospital, quarantine, 17 Hospital Key, 17 Hyde Windlass Company, 51

Industrial revolution, 104-105 Institute of London Underwriters, I J3

Insurance, marine, 43, I I 5-116, 119 Iron ballast, 93 Iron Ballast Site, xii, 126

Jamaica, 12, 23 John f. Treat, 90

Kedge anchor, use of, 60 Key Tavernier, 26 Key West, 26 Killean, 86

Labor conditions, merchant sail, 108 Lanzendor~ Brenda,90 Lighthouse

Dry Tortugas light, 21 Garden Key, 19 Loggerhead Key, 21 Tortugas Harbor light, 21 Twin-tower, 19

Lloyd's, 86, 1\0 Loggerhead Key, 17,21 Loggerhead Reef, 29, 42, 95, 118 Loggerhead Turtle Key, 17 Long Key, 17 L. R. Mallory, 28

Maine Maritime Museum, 127 Maori, 1 Marco Island, 12 Marguerite, 112 Maria Louisa, 101, 128--129 Maritime traditions, 2 Marquesas Keys, 42 Mayflower, ix Menendez, Don Pedro, 13 Middle Key, 17 Middle Key Shoals, 28 Morro Castle, 28 Mount Vernon, 28 Mudd, Dr. Samuel, 25 Muntz, George, 66 Muntz metal, 66-67, 128 Murphy, Larry E., xi, 97

Narratives, deliverance, 114 National Park Service, x, 127 Newcomen, Thomas, 104 New technology introduced, I Nine Cannon Site, xii, 42,101,126, 128 North Key, 17

Index

Index

Northwest Passage, Dry Tortugas, 21

One More Voyage Hypothesis, 115

Parrel,65 Peking, 5 Ponce de Leon, Juan, 9, 13 Port Royal, 15, 23 Potosi,124 Pottery, prehistoric, 12 Providence capstan windlass, 100 Providence steam capstan windlass, 50 Pruessen, 124 Pulaski Light, 33 Pulaski Reef, 6, 28-29, 38, 118 Pulaski Site, 95, 99, 101, 123, 128

Railroad, 105-106 R. B. Gove, 76--79, 83,121,128,129 Rebecca Channel, 42 Rebecca Shoal, 21 Reporter, 109 Ribault, Jean, 13 Rogers, Commodore John, 24 Rose, ix-x

SAIP: see System-wide Archaeological Inven-tory Program

Sand Key, 17,21 Savannah, 3 Shackles, analysis of, 63 Shannon, 79-81, 83,121,123,128-129 Sheathing, 66--67, 128 Shenandoah, III Sherman Zwicker, 127 Shipping policy, American, 108 Ship-traps, 42 Shipworms, 38, 66 Simonton, John w., 26 Sirius, 3 Smith and Rhuland shipyard, 127 Sombrero Key, 21 Southwest Key, 17 Spanish Armada, 3 St. Augustine, 13 Steamboat, 2 Steam engine, 40, 126

auxiliary, 3

Steam propulsion, 112 introduction of, x refinement of, 2

Steam technology, 2,123,125 development of, 3, 105

Stefano, 69 Straits of Florida, 10, 16, 19 Stream anchor, use of, 60 Submerged Cultural Resources Unit, x-xii,

29-30,39,93,98,127 Superior, 28 Surveys, 15

189

System-wide Archaeological Inventory Program, x-xii, 29, 45, 99

Tattnall, Josiah, 23-24 Technological adaptation, 5 Technological change, I, 103-104 Thomas W. Lawson, 112 Time capsules, shipwrecks as, 5 Trade routes

establishment of, 13 as short-cuts, 13, 19

Traditional culture new technology introduced, I seafaring as, 2

Triple expansion engine, 125

Urbania, 28

Wanderer, 28 Watt, James, 104 Wavertree, 5 Whale, 28 White Act of 1898, 108 Wildcat

drum, 50, 53, 57 warping hub, 127

Windjammer Site, xii, 101, 126, 128 Windlass, 3

on American schooners, 49 improvements to, 127 Providence steam capstan, 50 use of, 53

Wire rope, 95 Wrought iron, bulk carriers, examples of,

5 /fYoming, III

Documents

Appendix A - Home - Springer978-1-4899-0139...The following loci descriptions were recorded on Anomaly Investigation Forms by the U.S. Navy Divers during the 1993 Systemwide Archaeological