1992 Michigan Coastal Management Program / Final Report 8/1/93 Alva Bradley Shipwreck Site Documentation and Preliminary Cultural Resource Analysis

[From the U.S. Government Printing Office, www.gpo.gov]

4.1 't>

1992
Michigan Coastal Management Program
Final Report
8/1/93
Alva Bradley Shipwreck Site Documentation
and
Preliminary Cultural Resource Analysis

Submitted by
Glen Arbor Township
and
Manitou Underwater Preserve Committee
of the
Northwest Michigan Maritime Museum

77-

@'7ilL
ONE

CONTENTS

Project background/rational . . . . . . . . . . . . . pg.2

Grant application synopsis . . . . . . . . . . . . . pg.5

Detailed description of work performed:

National register nomination . . . . . . . . . . pg.7
Video Mosaic Imaging . . . . . . . . . . . . . . pg.7
Alva Bradley site mapping . . . . . . . . . . . pg.11
Photographic inventory of artifacts . . . . . . pg.11

Detailed project budget . . . . . . . . . . . . . . . pg.12

Summary and recommendations . . . . . . . . . . . . . pg.16

Acknowledgements . . . . . . . . . . . . . . . . . . pg.18

Attachments:
A. National register nomination
B. Video mosaic of port bow
C. Site map
D. Project safety manual
E. VMI training manual
F. Volunteer project evaluation
G. Project photographs

This document was prepared in part through financial
assistance by the Office of Ocean and
Coastal National Oceanic
and Atmosp-heric traLon authorized by
the Coastal Zone mariage"Ient Act of 1972.

PROJECT BACKGROUND / RATIONAL

The Northwest Michigan Maritime Museum was incorporated in 1981. At
that time there was already expressed public interest and concern
over shipwreck resources off the Benzie and Leelanau County coasts.
In 1985 the Coastwatch program was initiated to facilitate public
involvement in working to identify coastal shipwreck resources.
1986 saw the organization of the Manitou Underwater Preserve
Committee (M.U.P.C.) . This committee was charged with presenting
the concept of a Manitou State Underwater Preserve to area
communities and, with community approvals, pursuing state
legislation to authorize the establishment of the preserve. In
1988 the Preserve was officially established and became the first
State Underwater Preserve in Lake Michigan. The M.U.P.C. was
reorganized as a permanent committee of the Maritime Museum and
designated as the local management entity for the Preserve. A
$53,000.00 project was initiated to establish a management and
developmental program. $15,000.00 of this money was provided by
the Michigan Coastal Zone Management Program.

An important component in the 1988 project period was the
organization and training of a volunteer pool that would assist in
recovery and organization of data from the field. In addition to
being the only way to economically perpetuate field work after the
termination of the funding period, there were many other benefits
to this approach. The 1988 project period, though successful,
illustrated many unforeseen and/or underestimated complexities of
proposed plans. The overwhelming administrative needs of the
volunteer program could not be met in 1989 by the museum or
M.U.P.C. As such ' a plan to continue the assessment work utilizing
museum staff and local volunteers was implemented. The volume of
data recovered by this effort was not satisfactory to meet proposed
deadlines for assessment publication. Additionally, the "in house"
work had few beneficial effects in promoting desired public
recognition and involvement in Preserve development.

To continue to build public involvement and recognition, while at
the same time acquiring essential assessment information, an
Assistant Director position was created and filled at the museum to
allow the director more time to deal with Preserve needs. A staff
Field Assistant position was submitted to the Michigan Youth Corps
Program, in addition to the regularly requested office assistant.
A heightened effort to recruit. volunteers, especially those who
would be capable of leading documentation teams, was initiated.
Boats and other equipment were sought out for loan or donation to
assist during field operations. Finally, the museum assisted the
M.U.P.C. in drafting a $5,000.00 budget that would meet minimum
needs for fuel and cash expenses incurred during 1990 field
operations.

As the 1990 field season approached, the volunteer pool had grown
from 40 to 80. Boats and equipment were made available. An
Assistant Director was hired at the Museum, and the Michigan Youth
Corps approved the requested Field Assistant position. An
irregularity in 1990 planning was the substantiated report of
suspicious diving activity occurring on an apparent new find within
the Preserve. Plans for a remote sensing orientation project were
modified to address concerns. It was during this project in May
1990 that the ALVA BRADLEY was located. The State of Michigan
Bureau of History provided funding assistance and support, as did
the National Park Service. John Halsey of the Bureau of History
was on board the search vessel at the time of its discovery. The
ALVA BRADLEY had previously eluded M.U.P.C. divers. However,
navigation charts indicating that it was resting in 30 ft of water
provided little doubt that it had been stripped of relics and
devastated by wave and ice. Much to everyone's surprise the ALVA
BRADLEY presented itself as a likely undiscovered site with
remarkable integrity.

The sensitivity of the ALVA BRADLEY situation prompted
prioritization of work on that site, resulting in the majority of
field time being directed there. A week-long project in August
brought the National Park Services Submerged Cultural Resources
Team, The N.P.S. National Maritime Historian, Michigan Sea Grant
Program, Michigan Bureau of History, private consultants, Preserve
supervisors, M.U.P.C. and volunteers together. Work centered on
the ALVA BRADLEY magnetometer orientation. Field operations were
terminated in mid-November with the investigation of the Maleski
Pt. Fishery and the Annual recovery of the unified state
marker/mooring buoys.

The ALVA BRADLEY site posed itself as a mixed blessing. It created
a much desired, feature recreational dive site at Manitou. The
tremendous artifact collection, association of structure and
accessible depth, was unlike any other existing dive site in or
around the Preserve. There was considerable pressure to make this
site available to the public as soon as possible.

Responsible site management, however, dictated a methodical,
time/labor intensive inventory of artifacts and site documentation.
The M.U.P.C. chose not- to publicize the site for recreational
diving until site documentations are complete. Any conceived
effort to maintain total secrecy was fruitless, however. The
site's location is in a high boat traffic area and documentation
efforts required public volunteers working the site during daylight
hours.

Plans for a swift site documentation and inventory of artifacts
were soon abandoned as the size and complexity of the ALVA BRADLEY
site overwhelmed Preserve staff and volunteers. Both training and
experience had been targeted to sites where simple baseline
trilateration methods were appropriate. In light of the need for
additional expertise, James Delgado, National Park Service Maritime
Historian; Ken Vrana, Michigan Sea Grant Program; Irv Garrison,

N. 0. A. A. ; Larry Murphy, N. P. S. -S. C. R. U. ; Ken Pott, Lake Michigan
Maritime Museum; Phil Wright, S.O.S.; and others were brought to
the site. Their generous assistance and advice created a
methodology appropriate f or documentation of the ALVA BRADLEY by
M.U.P.C. staff and volunteers. Poor weather brought an early close
to work at the site during the remainder of 1990.

By August of 1990, word of the ALVA BRADLEY site had worked its way
into portions of sport diving circles. In that month the ALVA
BRADLEY's brass dinner bell was stolen from the site. The bell was
situated not 10 ft from an underwater plaque interpreting Preserve
values and regulations and was removed with a survey clip attached.
In October 1990 a Great Lakes sport diving journal published the
location of the ALVA BRADLEY along with descriptions of artifacts
and coins on the site. With the Sport Divers ethic and
understanding of management concerns obviously not fully developed
and the location divulged, the ALVA BRADLEY site had now become
vulnerable.

Larry Murphy, expressing the opinions of all professionals exposed
to the ALVA BRADLEY site, stated that "the ALVA BRADLEY site is
very significant; every effort must be made to document and manage
the site before negative impacts occur." Many persons, including
then National Maritime Historian James Delgado, feel the ALVA
BRADLEY would be clearly eligible for National Historic Register
listing. With thorough site documentation in place prior to any
human impact, local, state and federal managers will have an
unparalleled opportunity to monitor user and environmental effects.
This will allow management decisions to be made on actual site
observations rather than conjecture.

Efforts directed to the management of the ALVA BRADLEY site in 1991
include the continuance of manual documentation efforts by Preserve
volunteers. Additionally, a 1991 CZM grant, sponsored by Glen
Arbor Township, had been awarded for the development of a Video
Mosaic System and application of this system for documentation of
the site. It was anticipated that this effort would greatly
expedite documentation efforts at the ALVA BRADLEY and provide
countless other benefits to submerged cultural resource management
on the Great Lakes as a whole. Weather and other factors often
inherent to research and development projects prevented the
completion of a mosaic at the ALVA BRADLEY in 1991.

GRANT APPLICATION SYNOPSIS

The ALVA BRADLEY site is a case study for all states working to
manage submerged resources. How do you prioritize, fund and
administer archeological survey efforts? How do you balance the
often conflicting interests of museums, archaeologists, sport
divers, salvors, fishermen and the general public. What, if any,
are considered acceptable compromises to the resource itself? To
begin to answer some of these questions, the 1992 CZM project
focused on the following objectives.

PROJECT OBJECTIVES

1. To nominate the ALVA BRADLEY as an archeological site on the
National Register of Historic Places.

2. To develop the local resources to allow the completion of a
video mosaic on the ALVA BRADLEY site in 1992, and to be able
to cost effectively continue to apply this technology to other
appropriate sites in the Preserve.

3. To finalize a scaled site map and photographic artifact
inventory and to preliminarily evaluate the condition of the
ALVA BRADLEY and its artifact assemblage.

4.. To illustrate the results of these investigations in a report
that will serve as a planning document for the local preserve
committee and other managers in determining future strategies
at the ALVA BRADLEY and other sites.

PROJECT DESCRIPTION

Since the discovery of the ALVA BRADLEY, every effort has been made
to properly manage the site. Despite impedances, progress has been
continually gained. Additionally, local heritage resource awareness
@nd management expertise has been enhanced. The next logical step
in the stewardship of this-site is to complete a scaled site map
and mosaic. 70% of the work necessary for the development of the
scaled site map has been completed. Further work to complete the
map will entail investigation of wreck structure and artifacts
peripheral to the site and integration of structure detail. The
development of the site map and video mosaic will be intertwined as
each assists in the development of the other. Museum staff and
Preserve volunteers will conduct the bulk of this work.

The four person Video Mosaic team (VMI) will work with a core group
of four to six local Preserve volunteers and museum staff. The VMI
team will contractually provide:

1. System design and development consultation.
2. System capabilities evaluation.
3. Grid and construction assistance.
4. on shore deployment and operational training.
5. on site deployment, operational training and assistance.
6. Editing training, operational assistance and extended
editing consultation.
7. Consultation, on site assistance and evaluation of still
photo documentation efforts.
8. Assistance with overall operations when possible or necessary.

The newly developed grid system will incorporate the knowledge
gained from the 1991 research and development effort. It will
become the property of the Manitou Underwater Preserve Committee
(M.U.P.C.) on future site documentation efforts and made available
to other preserves.

To document as much of the artifact assemblage as possible before
additional impacts occur, a complete photographic inventory of the
collection will conducted. Artifacts will be assigned identifiers
correlating with numbered VMI image sectors. The data and imagery
will be of great service in documenting the "as found" condition of
the site, providing information for archaeologists and conservators
analyses, support for N.H.R. nomination and public site
interpretation.

National Register listing is important to Michigan"s submerged
Cultural Resource program as a whole. The process is an excellent
means of defining categories and establishing priorities for
significance. Listing provides an incentive for preservation by
recognizing resources worthy of management and preservation
efforts, affords a measure of protection from Federal undertakings
and can be a source of, or enhance, funding efforts. Finally, it
will bolster the National Park's efforts to heighten awareness of
submerged cultural resources and increase National Register
nominations.

Nomination of the ALVA BRADLEY to the National Register as an
Underwater Archeological Site will be an important foundation for
further work necessary at the site. Many management decisions
surrounding the ALVA BRADLEY will be based on "values" associated
with the site. The National Register nomination process will take
uniform national standards for significance and integrity and apply
them to the ALVA BRADLEY, an important step in assessing "value."
If and when the nomination is accepted, the ALVA BRADLEY will be
only the third site in Michigan waters to possess this designation.
The majority of the nomination work will be conducted by qualified
Maritime Museum staff, professionals and volunteers with
consultation provided by the State of Michigan Historic
Preservation Office, The National Maritime Initiative Staff in
Washington D.C. and supervising archaeologists at Manitou.

DETAILED DESCRIPTION OF WORK PERFORMED

NATIONAL REGISTER NOMINATION

Work commenced in April 1992. Jed Jaworski, Director of the
Northwest Michigan Maritime Museum, researched and drafted the
nomination. Steve Harold of the Manitou Underwater Preserve
Committee, Jay Martin of the Institute for Great lakes Research,
and John Allen and Thomas Stoltmann of the Northwest Michigan
Maritime Museum provided additional research and assistance.

During the lengthy research phase of the nomination, members of the
Bradley family were located and interviewed. Mrs. Morris Alva
Bradley provided a great deal of information. Mrs. Bradley related
the existence of an original oil painting of the schooner as well.
Like many "compelling" research projects it was difficult to
terminate the research phase, knowing that potential untapped
sources of information remain. Especially compelling is
information and memorabilia relating to Thomas Alva Edison which is
housed in museums and historic sites in other states. For instance
an oil portrait of Captain Alva Bradley hangs at the foot of Thomas
Alva Edison's bed in his Childhood home at Milan, Ohio. It would
be interesting to know what influence Captain Alva Bradley had upon
Edison's life.

Museum staff hours total in excess of 200 hours researching and
assembling the nomination. As few shipwreck site nominations have
been done on the Great Lakes, only three examples were available.
The State Historic Preservation Office was very helpful and
provided copies of existing nominations.

it is felt that the nomination submitted will support designation
of the wreck site to the national register. When designation
occurs, appropriate press releases will be made and a plaque placed
on site. The Michigan Coastal Management Program will receive full
recognition for its support of the nomination process.

VIDEO MOSAIC IMAGING

Efforts to implement the Video Mosaic Imaging (VMI) portion of this
project can be divided into three major phases: 1. planning, 2.
field implementation, 3. editing.

1. PLANNING

The 1992 Video Mosaic Imaging project benefitted from a CZM
sponsored VMI development project implemented at Manitou in 1991.
The 1991 project provided support for the belief that a Video
Mosaic Imaging system could be effectively developed and utilized
by non-professionals to document submerged sites. A contract was
entered into with Great Lakes Visual /Research, the developers of

the Video Mosaic concept. The terms of this contract and the
responsibilities of the parties involved with the proposed project
consumed a great deal of time. Two factors may be responsible for
this. One, GLV/R seemed to have a rather clouded development
concept for VMI, Secondly, the M.U.P.C. could not "lock in"
resources required in the contract. Preserve managers would like
to have simply purchased goods and services to support VMI needs,
ensuring their availability. However, depending on donated goods
and services is the reality in which the M.U.P.C. must presently
operate, for better or worse.

Concerns over safety and liability have also placed increasing
demands on Preserve operations. Determining who is responsible is
often viewed as who is "liable." Efforts to minimize potential
liability have proven to be time consuming and costly. Fewer and
fewer volunteers are willing to take responsibilities when there
cannot be blanket coverage or guarantees protecting them from
lawsuits. This reduces the pool from which qualified leaders can
be recruited. Aside from these matters overall planing was well
executed.

2. FIELD OPERATIONS

Field operations were considered a complete success by the Preserve
Committee. For narrative of field operations see Attachment E.

1992 VMI CZM FIELD TRAINING DIVE SUMMARY

----------------------------------------------------------------
DATE TANKS DIVERS PARTICIPATING TOTAL DIVE TIME

Mon. 8/3 10 7 8.8 hrs

Tue. 8/4 0 0 (weather cancellation) 0

Wed. 8/5 19 10 15.6

Thu. 8/6 18 12 14.8

Fri. 8/7 16 11 15.4

Sat. 8/8 3 3 (weather interruption) 2.2

Sun. 8/9 13 6 17.1

TOTAL: 79 73.9

3. EDITING

Defining editing nee ds f or VMI is a dif f icult task. GLV/R was
unable to. easily define hardware and software requirements for the
resources at our disposal which were primarily IBM related. Two
professional computer consultants were brought in to assist. The
Brauer Productions computer at our disposal is an IBM compatible,
with an Intel 80386DX processor. It is equipped with a 1411
multisync monitor and a standard VGA 640 x 480 resolution by 16
color video control card. This card is not capable of producing 64
gray scales on a black and white picture. To remedy this problem,
a Boca Research super VGA card was purchased. This card is capable
of producing the necessary resolution (640 x 480) and 16 gray
scales necessary. In order to do this, the card must be able to
handle 640 x 480 resolution and 256 colors.

It was decided originally by GLV/R that an existing paint program
(Deluxe Paint II Enhanced) could be used to assemble the Photo
Mosaic. This was not the case due to incompatibility with the video
card. The reason is that there is no official standard for IBM
compatible video systems having higher resolution (640 x 480) or
more colors (16) than the VGA standard. There is a unofficial
standard (VESA). The Boca video card will handle VESA, but the old
version of Deluxe Paint II Enhanced will not. A later version of
Deluxe Paint II Enhanced that will conform to VESA was purchased.

The Brauer system did not then possess enough Random Access Memory
(RAM) to run the composite or "mosaic" image with Deluxe Paint II
enhanced. For technical reasons the RAM could not be expanded.
Steve Alexander of Graphics Wizards was called in as a consultant
to determine whether the Brauer system could be made to meet
requirements. It was finalized that the computer could not be
expanded to accommodate VMI needs. With further experimentation a
means of assembling a mosaic was identified and implemented with
success. It involved the use of components of the Brauer System
and computers located at the Graphics Wizards suite. The system
successfully used is as follows:

The wreck imagery is captured and stored on super 8mm video tape.
At Brauer Productions this is feed directly into a Fortell 525 time
base corrector to "freeze" the image. It is then placed into a
Vision 111611 frame grabber/digitizer. The digitized image is then
stored on a high density floppy disk as a TARGA file. Two images
can be stored on one disk as each image is approximately 500
kilobytes. The disks are then transferred to the Graphics Wizards
suite were they are loaded into a Macintosh II CI with 8 megabytes
of RAM, a 120 megabyte disc and graphics accelerator card. An
Apple file exchange program facilitates TARGA file being
transferred from IBM to Macintosh systems. The Adobe Photo Shop
software program facilitates the assembly of the mosaic.
Experimentation also proved the mosaic could be assembled with
equal ease on an IBM system possessing the same capabilities as the
Macintosh. In this instance the Aldus Photo Styler program is
utilized.

With this system twenty-f ive images can be assembled at a time.
There were approximately 250 images secured during the project
period encompassing about 1/4 the wreck site. As such, there would
be ten "cut and pastel' mosaic sections of twenty-f ive images
assembled outside the computer. An average of twenty minutes is
needed to integrate a single image f ile into the mosaic. This
would place the total computer time needed to assemble the complete
mosaic in excess of 330 hours. To arrive at a realistic figure for
completion of the mosaic, figures for field acquisition bottom time
can be applied. This would place the total diving/editing time in
excess of 628 hours or 78.5 eight-hour working days. This figure
does not take into account planning and travel time or any addition
increases/deceases in efficiency that may developed.

To complete the mosaic of the ALVA BRADLEY wreck site additional
funds must be acquired to either contract for computer services or
purchase the hardware and software. A general outline of these
costs are listed below for comparison purposes. These are non-
negotiated flat rates/costs.

Contracted service:

Graphics Wizards computer editing suite (Includes operator)
326.5 hrs @ 45.00 . . . . . . . . . . . . . $14,692.50

Brauer Productions editing suite (includes operator)
25.hrs. @ $80.00 hr . . . . . . . . . . . . . $2,000.00

Total . . . . . . . . . . . . . . . . . . . $16,692.50

Equipment purchase:

Macintosh computer . . . . . . . . . . . . . $4,500.00
Printer . . . . . . . . . . . . . . . . . . . $8,000.00
Software . . . . . . . . . . . . . . . . . . . $400.00
Frame grabber . . . . . . . . . . . . . . . . $3,500.00

Total . . . . . . . . . . . . . . . . . . . $16,400.00

VMI SUMMARY

VMI provided a provocative alternative to time/labor intensive
manual site documentation. Its potential has been clearly defined
by the people who conceptualized it and embraced by many working in
the field of submerged resource management. Developing a tool to
easily acquire highly accurate site maps would fulfill a great need
at the dawn of the zebra muscle invasion on the Great Lakes. The
applicability -of VMI to the shallow wrecks of the Manitou Preserve
made it especially attractive. As such the Manitou Preserve has
been involved closely with its development.

After the 1992 project period, however, the M.U.P.C. experienced
reservations about the practicality of VMI at Manitou. It is now
realized that the demands associated with implementing VMI at the
ALVA BRADLEY site is in excess of previous expectations. These
demands have exceeded the resources presently available at Manitou.
Preserve volunteers, sub-contractors and M.U.P.C. members have all
dealt with their share of frustration trying to carry out the 1992
project. It is unlikely that the Preserve will be able to raise
the funds and organize the people and resources needed to continue
the operation in the immediate future.

In addition to the information and experience gained in piloting
the VMI concept, the 1992 effort produced many positive results.
Available now is a functional grid and trained and experienced dive
team to support VMI operations. The equipment and personnel will
be available for needs at Manitou and elsewhere. The images of the
port bilge section, while not yet completely assembled, will
provide accurate and valuable information. With each passing day
computer hardware and software is advancing in technology and
declining in price. since editing began on the 1992 VMI project,
advances in paint software have already been realized. Especially
attractive is the Adobe "Photo Shop" paint program which will run
on both IBM and Macintosh systems.

ALVA BRADLEY SITE MAP

The ALVA BRADLEY site map is not fully developed at this time.
This is a result of not being able to utilize VMI imagery as a
drawing resource. It is anticipated that the map will be completed
to the fullest extent presently possible by 9/15/93.

PHOTOGRAPHIC INVENTORY OF ARTIFACTS

Work in this area was aborted due to lack of sufficient resources.
VMI imagery has recorded artifacts in the port bilge section
surveyed during the project period. CZM funds allocated for this
portion of the project are not being requested.

DETAILED PROJECT BUDGET

1992 ALVA BRADLEY CZM Expense Record

----------------------------------------------------------------
CZM funded expenses: Last receipt # s8
---------------------------------------------------------------- VMI
grid design, const. training, deployment, operations.

Rct.# Date Expenditure Amount

34 Gas Crescent City, site prep. $39.30
1 8/7 Gas, B. Steven's van, tank shuttle $16.00
2 8/5 it $18.00
3 8/10 $18.00
4 7/3 Gas, J. Jaworski, proj. adm. $28.75
5 8/4 it it $10.00
6 8/7 If if $5.00
7 8/7 Gas, Chaos, tank shuttle $39.42
8 8/10 1, to $10.40
9 8/3 Gas, 1 1/211 pump $.65
10 8/3 Gas, Crescent City, operations $22.00
11 8/8 It It $15.00
12 8/9 Of to $15.80
13 8/6 Gas, Narcosis, operations $30.00
14 8/7 Gas, Ruffian, operations $40.00
20 8/21 11 of $40.00
21 8/5 If of $30.00
22 8/6 it it $20.00
23 8/21 Gas, Crescent City, site invst. $12.50
51 8/13 Gas, Narcosis, operations $217.25
55 2/4 GLV/R - grid, training etc. $6,500.00
61 2/4 GLV/R - -1 if $500.00
Total ------------------------------------------------- $7,628.07

Photographic supplies, cameras, editing

15 8/12 two 8mm video tapes $20.76
16 - 11 it $20.76
17 8/3 one 8mm video tape $10.38
52 8/10 V-9 video camera rental $200.00
56 10/2 Commercial editing facility $750.00
60 2/4 Commercial editing facility $250.00
57 1/13 Graphics wizard $17.69
58 1/13 Graphics wizard $250.00
59 2/4 photo duplication $84.00

Total ------------------------------------------------- $1,603.59

CZM expenses cont.

Administrative costs & misc.

18 8/6 Electric plug for hydrophone $2.70
19 8/5 Fuses for hydrophone $1.25
24 - Paper $7.80
25 - copies $1.40
45 3/3 Daily ledger, log sheets $11.96
46 3/11 File tabs $1.85
47 3/16 Sheet lifters $1.71
48 5/4 Daily ledger $3.64
49 6/9 Printer ribbon $3.84
50 3/18 Envelopes $3.50
35 3/18 Copies $1.35
26 6/16 Fax $4.68
27 7/2 Fed X mail $12.50
28 6/22 Postage $8.70
29 6/24 if $1.04
30 6/22 if $3.23
31 8/26 of $.99
36 4/17 $2.13
37 4/20 $2.59
38 3/10 $1.96
39 6/15 .58
40 6/13 .87
41 6/15 .39
42 4/27. $2.89
43 3/15 $2.08
44 8/27 $5.80
32 8/13 Telephone $73.51
33 7/13 $4.30
55 11/4 $5.32
56 9/4 $3.42
53 Project administrator 84 hrs @ $8.50 $714.00
54 Project Administrator 76 hrs @ $8.50 $646.00
59 National register nomination $960.00

Total -------------------------------------------------- $2,497.98

TOTAL ALL C2M EXPENSES.e .............................. $11j729.64

MATCHING FUNDS/IN-KIND SERVICES
1%92 ALVA BRADLEY CZX PROJECT
Establish-moorings,-site-preparation: ---------------------------

Vessel Crescent City- 2 days @ $350.00 day $700.00
Divers- 2 @ $25.00 hr. 4 hrs. $100.00
Standby- 2 @ $10.00 hr. 7 hrs. $140.00
Crew- 1 @ $10.00 hr. 9 hrs. $90.00
Capt.- 1 @ $22.00 hr. 9 hrs. $198.00

Total ------------------------------------------------- $1,228.00

Vessels utilized for VXI field operations:

Crescent City- 2 days @ 350.00 day $700.00
Narcosis- 4 days @ 350.00 day $1,400.00
Ruffian- 8 days @ 350.00 day $2,800.00
Good Harbor- 7 days @ 100.00 day $700.00

Total -------------------------------------------------- $5,600.00

Volunteer VMI divers:

8/2 VMI training- 10 @ $10.00 hr. 4 hrs. $400.00

8/3 in water- $25.00 hr. 9 hrs. $125.00
8/3 other- 5 @ $10.00 hr. 12 hrs. $600.00
8/4 other- 7 @ $10.00 hr. 6 hrs. $420.00
8/5 in water- $25.00 hr. 16 hrs. $400.00
8/5 other- 6 @ $10.00 hr. 12 hrs. $720.00
8/6 in water- $25.00 hr. 15 hrs. $375.00
8/6 other- 8 @ $10.00 hr. 12 hrs. $960.00
8/7 in water- $25.00 hr. 15 hrs. $375.00
8/7 other- 10 @ $10.00 hr. 12 hrs. $1,200.00
8/8 in water- $25.00 hr. 3 hrs. $75.00
8/8 other- 5 @ $10.00 hr. 8 hrs. $400.00
8/9 in water- $25.00 hr. 17 hrs. $425.00
8/9 other- 4 @ 10.00 hr. 12 hrs. $480.00
Total -------------------------------------------------- $6,955.00.

Matching cont.

Other:

Museum Staff- 120 hrs. @ $8.00 hr. $960.00

Jay Martin, Steve Harold, Thomas Stoltmann
Professional archival research and writing
50 hrs. @ $20.00 hr. $1,000.00

Lodging- 20 occupant days @ $25.00 day $500.00

Tank shuttle boat, van and operator
7 days @ $114.00 day $798.00

Great Lakes Scuba
Scuba tank fills- 79 @ $3.30 ea. $276.50

Scuba North
V-9 video camera rental $200.00
Graphics*Wizard
computer consulting- 2 days @ $45.00 day $90.00

Brauer Productions
underwater video camera- 90 days $2,000.00

N.W.M.M.M.
VM'I administrative- 32 hrs. @ $8.50 hr. $ 272.00
Total ------------------------------------- $6.096.00

,TOTAL MATCHING FUNDS .................................. $19..879.50

TOTAL PROJECT COST:
CZX funds $11,729.64
Match $19,879.50

GRAND TOTAL .......................... ....... oe ..... $31,609.14

PROJECT SUMMARY AND RECOMMENDATIONS

The process of administering this CZM project and other submerged
cultural resource programs at Manitou continue to provide useful
information. In the case of this project it is apparent that
strong organization is critical. Failure to fully achieve all of
the project goals is largely due to the learning curve associated
with VMI. However, the project was also hindered by the lack of a
strong administrative entity with financial resources.

The staff of the Northwest Michigan Maritime Museum have always
been at the disposal of the M.U.P.C. During this project period
the museum was involved in a difficult transition. Aside from the
field operations period, no museum staff have been available to
assist with the project. The demands of work and family limit the
amount of time available to M.U.P.C. members for hands on
involvement. Volunteers organized by the committee also have
limitations and require supervisory staff when utilizing VMI.

Keeping the projects momentum up became very difficult in the face
of technical and financial demands that exceeded the museum and
Preserve's present resources. The planning and organizational
period offered its challenges. No National Park Service housing or
boat dockage was available, contract negotiations with GLV/R were
difficult, boats and dockage were hard to acquire. The amount of
time and resources necessary to draft the National Register
nomination could only be vaguely estimated.

The VMI field training and operations went well during the initial
project period. Working on continued image acquisition and editing
posed setbacks. The amount of time utilized in accessing the site
and assembling and placing the grid makes a "weekend" approach to
image acquisition impractical. The VMI grid would likely not
withstand poor weather so it cannot left on site until weather or
opportunity permits work to continue. The situation (on the ALVA
BRADLEY) necessitates large project "periods" then to gather
imagery. This demands high levels of organization and resources.
This is problematic, given the volunteer nature and small budgets
of most cbmmunity-based preserve management entities.

The M.U.P.C. feels that VMI, as it is presently configured, does
not meet the goals for which it was targeted. The time, expense,
and high organizational demands negate its potential value. The
VMI system does work in the sense that volunteers can be trained
relatively easily to gather good imagery. With practice and
technical support, this imagery can be assembled into an accurate
mosaic. Although the system has not been utilized to document a
complete site, it is easy to see that a final product could be of
unequalled value. It appears that VMI would work best within a
professionally administered program. This project, however, has
illustrated volunteers can effectively and efficiently contribute
to VMI. As such community-based volunteer groups could perform VMI
with adequate funding and professional input and/or supervision.

As resources available to preserves increase and professionals
become more accessible, the application of VMI will become more
Practical. These observations are based on two years of experience
in helping to develop the system.

The M.U.P.C. is disappointed that the results of the project were
not more encouraging. The work involved in administering a
professional level of stewardship for sites like the ALVA BRADLEY
has become overwhelming. The M.U.P.C. will continue to work to the
best of its abilities to care for the site. We greatly appreciate
the contributions of the Michigan Coastal Management Program.
Their contributions provided valuable support to local submerged
cultural resource management efforts.

ACKNOWLEDGEMEMTS

------------------------------------------------

Glen Arbor Township

Northwest Michigan Maritime Museum and Staff/Volunteer members:
Thomas Stoltmann
James Schnider
Lesley Miller
Cathy Bietau
John Allen

M.U.P.C. Volunteer Divers:
Charlie Kehr
Katie Hayes
skip Hampton
Corwin Foster
Chuck Bradley
Robert Bradlet
Dan Bennet
Diane Bennet
Casey Cline
Chris Lang

M.U.P.C. Volunteers
John Kowall
John VanderKerkhof
Robert Stevens
Ken Vrana
Steve Harold
Ken Pott

Inland Seas Marine

Great Lakes Scuba

Scuba North

Brauer Productions
Richard Brauer
Bob Tomlinson

The Leelanau School

Sleeping Bear Dunes National Lakeshore

K & D Enterprises

The Graphics Wizard
Steve Alexander

Jay Martin

C. Patrick Labadie

Mrs. Morris Alva Bradley

Milwaukee Public Library
Humanities Collection Staff

Michigan State Archives

Michigan Bureau of History
Scott Peters

In addition to the aforementioned, many others contributed to
this effort; we greatly thank them all.

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.1 Attachment "A"
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NPS Form 10-900
(Oct. 1990) OMB No. wo24-oom
United Stqtes Department of the Interior
National Park Service
National Register of Historic Places
Registration Form

This form is for use In nominating or requesting determinations for individual properties and districts. See instructions in How to CompAste d*
ational Register of Historic Places Registration Form (National Register Bulletin 16A). Complete each item by marking 'Y' in the appropriate box or
by entering the information requested. If an Item does not apply to the property being documented, enter "NIV for "not applicable." For functions,
architectural classification, materials, and areas of significance, enter only categories and subcategories from the instructions. Place additional
entries and narrative items on continuation sheets (NPS Form 10-900a). Use a typewriter, word processor, or computer, to complete all items.

1. Name of Property

historic name Schooner ALVA BRADLEY, Shipwreck Site

other names/site number U.S. Official No* 1910.

2. Location

street & number North Manitou Shoal, Lake M-ichigan in not for publication
city or town North Manitou Island b vicinity
state Michi-Ean code vI - countyLeelanau code 089 zip code 49654

3. State/Federal Agency Certification

As the designated authority under the National Historic Preservation Act, as amended, I hereby certify that this 0 nomination
0 request for determination of eligibility meets the documentation standards for registering properties in the National Register of
Historic Placesand meets the procedural and professional requirements set forth in 36 CFR Part 60. In my opinion, the property
0 meets El does not meet the National Register criteria. I recommend that this property be considered significant
C1 nationally 0 statewide El locally. (C] See continuation sheet for additional comments.)

Signature of certifying official/Title Date

State of Federal agency and bureau

In my opinion, the property 11 meets 0 does not meet the National Register criteria. (0 See continuation sheet for additional
comments.)

Signature of certifying official/Title Date

State or Federal agency and bureau

4. National Park Service Certification
I hereby certify that the property is: Signature of the Keeper Date of Action
11 entered in the National Register.
E3 see continuation sheet.
El determined eligible for the
National Register
0 See continuation sheet.
El determined not eligible for the
National Register.
0 removed from the National
Register.
other, (explain:)._

Schooner ILVA 11PAT)IFT Leelanaus MI
Name of Property County and State

5. Classification
Ownership of Property Category of Property Number of Resources within Property
(Check as many boxes as apply) (Check only one box) (Do not include previously listed resources in the count.)
private 13 building(s) Contributing Noncontributing
public-local 0 district buildings
public-State 0 site
El public-Federal El structure sites
0 object structures

objects

0 Total

Name of related multiple property listing Number of contributing resources previously listed
(Enter "N/A" if property is not pan of a multiple property listing.) in the National Register
6. Function or Use N/A
Historic Functions Current Functions
(Enter categories from instructions) (Enter categories from instructions)
Transportationtqater-related Vacant/Not in Use

7. Description
Architectural Classification Materials
(Enter categories from instructions) (Enter categories from instructions)
N/A foundation JJ/A

walls

roof N/A
other N/A

Narrative Description
(Describe the historic and current condition of the property on one or more continuation sheets.)

Rnhopppr ILLVJA- B-R-A-nT---EY Leelsmau MI
Name of Noperty County and State
8. Statement of Significance
Applicable National Register Criteria 'Areas of Significance
(Mark 'Y' in one or more boxes for the criteria qualifying the property (Enter categories from instructions)
for National Register listing.) Maritime History
C@ A Property is associated with events that have made Transportation
a significant contribution to the broad patterns of Archaeology/Historic--Non-At)original--
our history.
Engtneering
0 B Property is associated with the lives of persons Invention
significant in our past.

IX C Property embodies the distinctive characteristics
of a type, period, or method of construction or
represents the work of a master, or possesses
high artistic values, or represents a significant and
distinguishable entity whose components lack Period of Significance
individual distinction. 1870-1894

(M D Property has yielded, or is likely to yield,
information important in prehistory or history.

Criteria Considerations Significant Dates
(Mark 'Y' in all the boxes that apply.)
Property is: 1871
April 1875
E3 A owned by a religious institution or used for 1888
religious purposes. 1894
Significant Person
El B removed from its original location. (Complete if Criterion B is marked above)

0 C a birthplace or grave.
Cultural Affiliation
El D a cemetery.

El E a reconstructed building, object, or structure.

El F a commemorative property.
El G less than 50 years of age or achieved significance Architect/Builder
within the past 50 years. Quayle & Max-Un -- ----

Narrative Statement of Significance
(Explain the significance of the property on one or more continuation sheets.)
9. Major Bibliographical References
Bibliography
(Cite the books, articles, and other sources used in preparing this form on one or more continuation sheets.)
Previous documentation on file (NPS): Primary location of additional data:
El preliminary determination of individual listing (36 El State Historic Preservation Office
CFR 67) has been requested 0 Other State agency
0 previously listed in the National Register 0 Federal agency
0 previously determined eligible by the National C1 Local government
Register 0 University
0 designated a National Historic Landmark IN Other
0 recorded by Historic American Buildings Survey Name of repository:
N,,,:,,,west Michigan Maritime Museum
0 recorded by Historic American Engineering

schooner AT L BRADIS1 Leelartau, M1
Name of Property County and State
10. Geogrifphical Data

Acreage of Property 2 acres around dte

UTM References
(Place additional UTM references on a continuation sheet.)

3
Zone Easting Northing Zone Easting Nonhing
2 Li I I I i I i L I I I I 1 4 L-J I I i I i i-i I I
Verbal Boundary Description El See continuation sheet
(Describe the boundaries of the property on a continuation sheet.)

Boundary Justification
(Explain why the boundaries were selected on a continuation sheet.)
11. Form Prepared By

name/title Jed K. Jawors1d and John Allen
organization Northwest Michigan Maritirrie Museum date 8-12-93
street 9 number P.n. Rnx .388 teleohone(616) 326-5152
city or town Empire state NI zip code 49630

Additional Documentation
Submit the following items with the completed form:

Continuation Sheets

Maps

A USGS map (7.5 or 15 minute series) indicating the property's location.

A Sketch map for historic districts and properties having large acreage or numerous resources.

Photographs

Representative black and white photographs of the property.

Additional Items
(Check with the SHPO or FPO for any additional items)

Property Owner
(Complete this item at the request of SHPO or FPO.)

name

street & number telephone

city or town state Ap code

Paperwork Reduction Act Statement: This information Is being collected for applications to the National Register of Historic Places to nominate
properties for listing or determine eligibility for listing, to list properties, and to amend existing listings. Response to this request Is required to obtain
a benefit in accordance with the National Historic Preservation A" as amended (16 U.S.C. 470 et seq.).

Estimated Burden Statement: Public reporting burden for this form is estimated to average 18.1 hours per response Including time for reviewing
instructions, gathering and maintaining data, and completing and reviewing the form. Direct comments regarding this burden esdmate or any aspect
of this form to the Chief, Administrative Services Division, National Park Service, P.O. Box 37127, Washington, DC 20013-7127; and the Office of
Management and Budget, Paperwork Reductions Projects (1024-0018), Washington, DC 20503.

NPS Fom OM Apprftal No. 1024-WI&
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United States Department of the Interior
National Park Service
National Register of Historic Places
Continuation Sheet

Section number 7 - Page 1

SUMMARY

The three-masted schooner ALVA BRADLEY, U.S. reg. #1910, was constructed at Cleveland, Ohio
in 1870 at the renowned Quayle & Martin shipyard. Built of oak, the ALVA,BRADLEY measured
694 gross tons, had a net tonnage of 616, a length of 189.5 feet, a beam of 32 feet, and a draught of
13.9 feet. The ALVA BRADLEY was one of the first vessels on the Great Lakes to use iron-wire
rigging. During a gale.on October 13, 1894, the vessel sprang a leak in northern Lake Michigan
and sank in twenty-six feet of water on the North Manitou Island Shoal. Subsequent salvage efforts
recovered most of the ALVA BRADLEY's deck machinery and cargo of steel billets. ,

Discovered in May of 1990, the ALVA BRADLEY today remains in nearly the same condition as
described by salvors' accounts in the fall of 1894. The sides of the vessel have broken off at the
bilge turns. The bilge and keelson remain intact and measure 182 feet in length with the stem still
rising off the lake bottom. The centerboard, rudder, bows, cabinwork, shipboard appliances, and
rigging are largely represented. A vast collection of artifacts lie scattered throughout the site. The
wreck rests within the Manitou State Underwater Preserve and is the subject of an ongoing study by
the Manitou Underwater Preserve Committee.

VESSEL HISTORY

The ALVA BRADLEY was built in 1870 by master shipbuilders Thomas Quayle and John Martin at
their shipyard in Cleveland, Ohio. The vessel was touted as "...'one of the best ever built by these
well known shipbuilders. Nothing has been spared to make this vessel first-class in every particular,
and the builders have succeeded in everything they undertook Toledo Blade, July 12, 1870)."

When launched the new custom house measurements listed the ALVA BRADLEY's length at 190
feet; breadth of beam at 32 feet; depth of hold at 14 feet, with a registered gross tonnage of 649,
and a net tonnage of 616. On July 16th, the vessel was enrolled at Cleveland, Ohio. Listed as
owners are Quayle & Martin, Alva Bradley, and Captain George Stone, the latter of whom
commanded her (Detroit Advertiser & Tribune, July 12 1870; ALVA BRADLEY Enrollment
Document).

On the afternoon of July 10, 1870, the ALVA BRADLEY departed from Cleveland on its maiden
voyage to load iron ore at Escanaba, Michigan (Toledo Blade, July 12, 1870). On the return voyage
to Cleveland, the ALVA BRADLEY carried within its hold a record breaking 1387 net tons of ore
(for the port of Cleveland) Cky&land Herald, September 9, 1870). Often referred to as "Old Man
Bradleys' Pet", the ALVA'BRADLEY quickly became one of Quayle & Martin's most valuable

NPS Fom If-"$-a OW Appmel No. 10"18
.(9-0
United States Department of the Interior
National Park Service
National Register of Historic Places
Continuation Sheet

Section number 7 Page 2

vessels (Miller 1989:4). In 1871 the ALVA BRADLEY was listed by Lake Underwriters in A-1
condition with a value of $45,000.00. In 1873 the vessel received an A-1 rating with a $40,000.00
value (Lake Underwriters 1888; Inland Lloyds 1888: 10).

The owner's of the ALVA BRADLEY spared little expense on their favorite ship, and continually
tried to improve the vessel. While laid up for the winter in 1871, the ALVA BRADLEY had its
hemp standing rigging replaced with a new set of iron-wire rigging imported from Great Britain
(Apparently the ALVA BRADLEY was the first vessel from Cleveland and possibly Ohio to use
wire rope.)(Runge Card file; Door County Advocate, November 10 1894). A gang of riggers,
specifically hired for the task, came to Cleveland from the East coast to work on the ALVA
BRADLEY. The schooner's new iron-wire rope, "...was cut to lengths at an importing house on
Broadway and cost a handsome price in gold (Runge Card File; Door County Advocate, November
10, 1894)." Skeptical of the ALVA BRADLEY's innovative new rigging, shipbuilders and sailors
throughout the region predicted disaster for any ship that used wire rope. Wire rigging did not
become fully accepted by shipbuilders on the Great Lakes until after 1874 (Martin 1990: 9). Hemp
lanyards, which permitted more spring in the standing rigging, were still the preferred rig in 1871.
Contemporary critics considered iron turnbuckles and wire rope too rigid and the "...worst thing[s]
ever put on a vessel (Runge Card File; Door CouM Advoc November 10, 1894)." Nonetheless,
the ALVA BRADLEY received its new rigging and sailed for over four years without a mishap--
proving the skeptics wrong (Runge Card File, Door County Advocate, November 10 1894; Detro
Free Press, October 16, 1894).

In April of 1875 the ALVA BRADLEY's trouble free career came to an end when the schooner sank
at Buffalo, New York for unknown reasons. On April 28 the large schooner was raised and placed
in a dry dock at R. Mills & Co., where extensive repairs were made (Cleveland Heral , April 29,
1875). Following these repairs the ALVA BRADLEY's listing changed to an A-2 condition with a
$30,000.00 value. Later in November of 1879 the schooner lost its sails during a gale on Lake
Michigan. The ALVA BRADLEY's 1879 rating still remained A-2, but the vessels value dropped
to $19,000.00. In 1882 the ALVA BRADLEY had its stem and deck replaced. Her Inland Lloyds
listing for that year was A-2 with a $24,000.00 value. In the spring of 1883 the ALVA BRADLEY's
ownership changed to the Bradley Transportation Co., of Cleveland, Ohio (Lake Underwriters 1888;
Inland Lloyds 1888:10).

The ALVA BRADLEY over its career proved a very stout and hardy vessel. The large schooner
endured numerous close calls with disaster, before finally meeting its demise. One suck near
disaster occurred on Lake Superior in late October of 1887. On Saturday, October 24, the ALVA
BRADLEY, with nine crew members and Captain A.B. Parsons aboard, cleared the Soo Locks,

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National Register of Historic Places
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Section number 7 Page

bound for Marquette, Michigan. The schooner carried Within its hold 1,075 tons of coal for the
locomotives of the Duluth, South Shore & Atlantic Line. Upon leaving the locks the ALVA
BRADLEY's crew found themselves' sailing in the wake of the schooner GEORGE SHERMAN
(#10218), which stayed in sight all that day (Miller 1989:1-2; Mu-quette Dailly Mining Journal,
October 24, 1887).

A storm struck early in the evening as both vessels rounded Whitefish Point. Gale-force winds rose
from the east, driving tremendous seas before them. By Sunday morning the wind had swung to the
north, bringing with it a blinding wall of snow. The ALVA BRADLEY made heavy weather of it
all morning, locked in the grip of a terrible blizzard. That afternoon, as the ALVA BRADLEY
came in sight of Shot Point, near Marquette, the vessel struck bottom and stranded. The thundering
surf quickly swept away the schooners yawl boat. Captain Parsons and his men now had no means
of escape from the helpless ship. Nearby, the GEORGE SHERMAN also lay stranded, her crew,
however; safely made it ashore (Miller 1989:2-3; Mu-quette Daily Mining Journal. October 24-26,
1887).

The crew of the ALVA BRADLEY found themselves in an extremely perilous situation. Ice coated
the entire vessel and the deck began to weaken. To keep from freezing the crew retreated to the
cabins below, where they spent the night. As dawn broke the citizens of Marquette noticed people
moving about on the still intact ALVA BRADLEY (Miller 1989:3; MaMm&M Daft Mining Journal,
October 26, 1887).

Hearing of the ALVA BRADLEY's plight the captain of the fifty-six year old harbour tug A.C.
ADAMS decided to attempt a rescue. The ADAMS, however, could not get in close enough to the
grounded schooner. Also, twenty-foot seas prevented the crew of the tug from launching a boat.
Dismayed, the towns people watching the failed attempt from the beach sent a telegram to the
Portage Life-Saving Station, asking for help (Miller 1989:3; MuAuette Da-i-ly Mining Journal,
October 26, 1887).

Aboard the ALVA BRADLEY, Captain Parsons and his crew waited and watched. Shortly after
noon the GEORGE SHERMAN began breaking up and the sailors concluded that their ship would
do the same. Mercilessly the waves pounded the ALVA BRADLEY causing the schooner to work
hard against the bottom. Yet, the vessel withstood the continuous beating from the twenty-foot seas
throughout the day and into the night (Miller 1989:4, MaQuette Daily Mining Journal, October 24-
26, 1887).

Meanwhile, the life-saving crew at Portage, 130 miles away, loaded their surfboat onto the South

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rescue attempt, up to that time, by the Life-Saving Service.). Arriving in Marquette at 10:00 p.m.
the crew of eight under the command of Captain Ocha, immediately set about preparing their
surfboat for the rough ride out to the ALVA BRADLEY. The captain of the A.C. ADAMS,
volunteered to assist in the rescue, by towing the surfboat out to the wreck. At 1:00 a.m. on
October 26, the tug with the surfboat in tow arrived off of Shot Point. Soon afterwards Captain
Ocha and his crew made it safely onto the deck of the ALVA BRADLEY. After loading the crew
of the helpless schooner into the surfboat Captain Ocha headed back to the A.C. ADAMS. The tug,
however, had turned back for Marquette leaving Captain Ocha and his crew to fend for themselves
in the open surfboat. The surfboat returned to the ALVA BRADLEY long enough for the crew to
rest up before attempting to land on the beach. The ALVA BRADLEY's crew returned to
Marquette by train to wait out the storm (Miller 1989:3; MaNuette Daily Mining Journal, October
26-27, 1887).

On Wednesday, October 28, Captain Parsons and his crew boarded the ALVA BRADLEY to salvage
their personal possessions. Finding the schooner in relatively good condition the captain ordered the
crew to clear the ice off the vessel. Several days later J.H. Gillett of Marquette arrived with two
steam pumps and eventually succeeded in dewatering the ALVA BRADLEY MaMuette Daily
Mining Journal, October 29, 1887). On November 4, the refloated schooner finally made it to
Marquette, where stevedores unloaded its cargo. Though the ALVA BRADLEY took a tremendous
pounding from the heavy seas, the well-built schooner only needed minor repairs to its hull before
being towed to Sault St. Marie, Michigan for winter lay up (Miller 1989:4; MaEqu= Daily MiOW9
Journal, November 3-6, 1887).

During the 1887-1888 lay up, the ALVA BRADLEY underwent extensive repairs--somewhat altering
the vessels appearance (This is also when the schooner was probably converted to a schooner
barge.). The schooner had its deck raised (double decked), hull refastened, and a steam "donkey"
boiler added to power the capstans, pumps, and windlass (Runge Card File; Inland Lloyds 1888: 10).
The raising of the deck increased the ALVA BRADLEY's depth of hold by 6.3 feet and its net
tonnage by 283. In April of 1888 the schooner's new dimensions were fisted as having a length of
192.2 feet, a beam of 32.0 feet, a depth of 20.2 feet, a gross tonnage of 934, and a net tonnage of
899. The ALVA BRADLEY had an A-2 rating and a listed value of $30,000.00. For the
remainder of the ALVA BRADLEY's days the schooner would remain in tow behind a steamer,
using its sails only to assist in favorable winds or in an emergency Injod Lloyds 1888: 10).

Not even a year after the ALVA BRADLEY's near loss, the newly converted schooner barge
became imperiled again. While in tow of the steam barge E. B. HALE (#135012) the ore laden
ALVA BRADLEY hit a submerged obstruction when passing Lime Kilns Crossing on Lake Huron.

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The collision carried away the schooner barges steering gear and holed its hull. Then the tow line
parted and the ALVA BRADLEY drifted downstream and sank in sixteen feet of water, about 100
feet west of Bois Blanc Island. The HALE proceeded on to Cleveland where her crew loaded two
steam pumps on board and immediately headed back to the rescue of the ALVA BRADLEY (D=D@11
Free Press, July 13, 1888).

On July 20, the ALVA BRADLEY was afloat and in Malden. On July 22, additional pumps were
put aboard and the crippled schooner was towed to Cleveland to discharge its cargo. The tug
FOREST CITY, (#120255), then towed the ALVA BRADLEY to Amhurstburg on July 23, where a
diver worked on the schooners bottom while five steam pumps kept the ship afloat. On the 25th the
ALVA BRADLEY left Amhurstburg in tow of the FOREST CITY for Lorain, Ohio with two pumps
steadily working. According to a Detroit Free Press writer, Captain John Quinn the manager of the
salvage operation "...has completed a job he may well be proud of" Detroit Free Press, July 24-25,
1888).

On August 7, 1888, Captain Wysoon of Cleveland took command of the ALVA BRADLEY. On
May 5, 1889 the ALVA BRADLEY crashed into the Chicago, Milwaukee & St. Paul Bridge near
Clybourn Avenue in Milwaukee, Wisconsin . The schooner caused $500.00 damage to the bridge
and carried away its jib boom and foretopmast 'Chicago Inter-Ocean, May 6, 1889). The 1889
Inland Lloyds listed M. A. Bradley as managing owner with the vessel rated A-2 and worth
$28,000.00 Inlod Lloyds 1888:10).

The Wreck of the ALVA BRADLEY

On October 13, 1894 the ALVA BRADLEY and the schooner S.H. KIMBALL, left the straits of
Mackinac in tow of the JOSEPH S. FAY, (#75315), onto a storm swept Lake Michigan. The
ALVA BRADLEY, now 24 years old, but recently refastened, was laden with steel billets bound
from Fairport, Ohio to Milwaukee, Wisconsin. About twenty miles north of North Manitou Island,
the ALVA BRADLEY sprang a leak and became helplessly adrift. It is not known whether the tow
line parted or if the crew of either the FAY or KIMBALL cast off the line. Nonetheless, Captain
Peter Olson, attempted to control the ALVA BRADLEY with the sails, but they were blown from
the boltropes. The distressed schooner's steam pumps worked continuously, but the water continued
to rise in the hold. As heavy winds ripped at the drifting schooner and enormous seas swept its
decks, the ALVA BRADLEY's crew found themselves in a perilous situation United States Life-
Saying Service Annual R-= 1896:114; Chicago Inter Ocean, October 16, 18-94).

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Meanwhile, on North Manitou Island a Life-Saving Service station lookout spotted a ship in distress
ten miles south of the station. The vessel the lookout saw, lay broadside to the seas and nearly on
its beam ends. At 11:00 a.m., station commander Peter Olson and a crew of six men launched the
surfboat into the heavy seas and started to the distressed vessels assistance. By constantly bailing and
dumping oil, the Life-Saving crew succeeded in reaching the vessel. Upon arrival Captain Olson
found the schooner E. R. BLAKE, (#8982) under control and with both anchors down and holding.
Captain Olson also observed that part of the schooner's deckload had gone overboard and its sails
blown away. The captain of the BLAKE, however, refused all assistance. After four hours of hard
and dangerous work, the life-saving crew succeeded in landing their boat on the south end of the
island. Just then one of the surfboat's crew spotted the ALVA BRADLEY drifting onto the North
Manitou Shoal (United States Life-Saying Service Annual 18%:114; Runge Card File).

Captain Olson observed the ALVA BRADLEY's crew struggling to anchor the vessel as heavy seas
swept over the deck. The Life-Saving Service commander ordered his crew to pull for the distressed
schooner, but apparently two of the crew refused. Undaunted, Captain Olson and the remaining
four men set out for the rapidly sinking ALVA BRADLEY. By the time the life-savers came
alongside the vessel, ten feet of water filled the ALVA BRADLEY's hold. After getting a fine to
the foundering schooner the benumbed crew of the ALVA BRADLEY (six men and one woman)
skillfully took to the surfboat. As the surfboat pulled away, the ALVA BRADLEY sank, resting
with her bulwarks awash and masts protruding from the raging lake. The entire compliment safely
landed on the south end of North Manitou Island at 8:00 p.m.. The exhausted mariners remained on
the south end of the island, returning to the Life-Saving Service station at noon the next day. The
crew of the ALVA BRADLEY were taken to Traverse City, Michigan by the steamer DOUGLAS,
(#157064) (Chicago Inter Ocean, October 16, 1894). Captain Petersen, deeply thankful to the life-
savers, remarked, "...the Life-Saving crew was just in time ... if not we would have all drowned"
(Olsen 1894).

Captain Peterson telegraphed M. A. Bradley, owner of the ALVA BRADLEY, and advised him that
the wreck rested on a sandy bottom with only two feet of water over the rail. He indicated that if
further damage did not occur, two pumps would raise the schooner. Considering all that the ALVA
BRADLEY had endured over twenty-four years of service, it is not surprising that Captain Peterson
believed in the stout schooners ability to survive one more sinking. With the schooners reputation of
survival in mind, M.A. Bradley called for the Swain wrecking tug FAVORITE (#9201), to proceed
to the wreck scene and raise the ALVA BRADLEY. The weather, however, proved most
unfavorable for any salvage attempt. On October 16 or 17 the FAVORITE, with a load of lumber
to box the schooners hull, finally reached the wreck. There they found only fifty feet of the ALVA
BRADLEY's bow intact and one mast standing. The rest of the vessel had broken up and the

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and mizzen masts had gone over. The unrelenting weather prevented the FAVORITE from
salvaging any part of the ALVA BRADLEY's outfit (Detroit Free Press, October 16, 18 1894).

At the time of the schooners loss, the ALVA BRADLEY had an A-2 rating with a listed value of
$20,000.00. M.A. Bradley did not carry insurance on the ALVA BRADLEY, but the cargo of steel
billets was insured for $18,000.00. To recover the cargo and equipment, M.A. Bradley contracted
the Parker & Millen Company of Detroit. Parker & Millen secured the contract by agreeing to
perform the work on a sliding scale--receiving a higher percentage on what they salvaged from the
wreck in the fall, than on what they recovered in the spring (They averaged about 40% of the
salvage value.) (Detroit Free Pres , October 19, November 3, 1894; Inland Lloyds 188$: 10).

On November 2, the Parker & Millen salvage vessel T. W. SNOOK, arrived at the wreck site where
they immediately set about the task of recovering the ALVA BRADLEY's cargo. Within two hours,
however, foul weather forced the SNOOK to seek the shelter of Sleeping Bear Bay. In those two
hours over the wreck, the crew of the SNOOK had salvaged over forty tons of steel billets and the
ALVA BRADLEY's anchor chains and deck machinery before being blown off. After several days
of waiting out the gale at Glen Haven the captain of the SNOOK decided to call off the salvage
operation for that year. He later reported that the rest of the cargo was in easy reach if weather had
permitted. Also, the captain of the SNOOK noted that the ALVA BRADLEY's stem had collapsed,
and the schooners sides had broken at the bilge turns--only the bow and deck beams held the vessel
together Detroit Free Press, October 18, 19, November 3).

The last document issued to the ALVA BRADLEY was at Cleveland, Ohio, on April 20th, 1894.
M.A. Bradley surrendered the ALVA BRADLEY's documentation at Cleveland on April 27, 1895;
cause of surrender, "vessel lost" (Runge Card File).

Crew Members of the ALVA BRADLEY

Except for the ALVA BRADLEY's last captain, very little is known at this time about any other
former crew members. Peter Petersen, the captain of the ALVA BRADLEY when the stout
schooner met its demise, was born in Sande@ord, Norway, on July 27, 1865. Petersen grew up on a
farm, but instead of following the family tradition he decided to pursue a career as a sailor. As a
young man Petersen sailed for seven years "before the mast," traveling to the East Indies, Russia,
Holland, Sweden, and South America. In the early 1880s Petersen emigrated to the United States
and settled in Cleveland where he resumed his career as a sailor. Petersen first went "before the
mast" on the SPEEDWELL, then he transferred to the FRANCIS POND and moved on again to the

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ZACH CHANDLER. Next he shipped out on the HENRY A'. KENT, eventually becoming the
vessels first mate. In July of 1892, Petersen married Matilda Nelson, of Cleveland, and had one
child, Frances Matilda Petersen. After four years on the KENT, Petersen
transferred to the WILLIAM HOME for a short stay until he joined the Bradley line as mate of the
ADRIATIC. Petersen then took command of the schooner barge ALVA BRADLEY until it wrecked
in 1894. From the ALVA BRADLEY, Petersen became master of the MOPRAVIA, where he
remained for one and a half years. Petersen's last command we know of was on the JOHN SCOTT
RUSSELL, which he commanded in 1899 (Mansfield 1899:280).

ALVA BRADLEY Site Discov=

On May 6, 1990 at 6:30 p.m., members of the Manitou Underwater Preserve Committee(MUPC), a
Michigan Sea Grant Preserve specialist, and State of Michigan Archaeologist, John Halsey
discovered the wreck of the schooner barge ALVA BRADLEY. The MUPC discovered the site
while returning to Leland from a side-scan sonar search at the northwest end of North Manitou
Island--the possible location of the early steel steamer WILLIAM H. GILCHER (#81326). After the
unsuccessful attempt to locate the GILCHER the survey vessel headed for the North Manitou Shoal
in the hope of finding the ALVA BRADLEY, MUPC divers in the past had failed to locate the
actual site of the ALVA BRADLEY--only finding fragments of the wreck scattered over the shoal.
On the one and only pass the survey vessel intended on making before returning home a large ship-
like image appeared on the screen. Subsequent ground truthing dives revealed a large wooden vessel
over 150 feet in length, devoid of machinery, and carrying steel billets at the time of its stranding.
The actual location of the wreck lies 1.5 miles due east from the ALVA BRADLEY's reported
position. The observations made by MUPC divers and initial measurements indicated that the wreck
was the ALVA BRADLEY.

ALVA BRADLEY WRECK SITE DESCRIPTION

The wreck of the ALVA BRADLEY today rests in 26 feet of water on the North Manitou Island
Shoal. Glacial in origin, the shoal extends 3 miles out (southeast) from the south end of the island,
and is comprised largely of glacial till, sand, gravel, rock, and boulders. The depth of the shoal
averages about 20 feet with some offshore areas having a depth of less then 5 feet. At the time of
the ALVA BRADLEY's loss a lightship marked the south end of the shoal, but today a lighthouse
atop a crib structure marks the area. The shoal, today as in the past, is one of the greatest menaces

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to vessels moving through the narrow Manitou passage. The ALVA BRADLEY lies nearly in the
middle of the shoal, approximately 1.5 miles offshore from the south end of North Manitou Island,
at the west end of an area known as "Millers Beach". The wreck rests on a nearly level bottom
comprised of small and medium sized glacial rock with a light clay/sand overburden. Water
visibility ranges from 3 feet to 25 feet, with a 14 foot average. The bow faces approximately 30
degrees north.

The ALVA BRADLEY is constructed almost entirely of white oak with iron fasteners. The vessels
intact 182 foot long keelson rises approximately 6 feet off the lake bottom. Features on the keelson
include the three mast steps, sacrificial capping below hatch areas, and the centerboard trunk, with
the lower half of the broken centerboard enclosed within the trunk. The foot of the bow stem stands
intact and rises approximately 6 feet above the keelson, representing the greatest relief on the site.
Eighteen feet ahead of the bow foot lies the stem which rests flat on the bottom with the bobstay
chains attached and leading towards the foot. The bilges are fully intact from bow to stem with
ceiling and planking in place on most sections. A majority of the port side rests several feet from
the. port bilge Where it broke off at the turn of the bilge. A small 36 foot section of the vessels port
side lies just 3 feet away from the cant frames at the port bow.

The starboard side, also broken off at the bilge turn, lies in two sections. The aft one third is still
attached at the cant frames and illustrates the shape of the stem. The structure flattens as it runs
forward and separates from the bilge. Visible in this separation and partially pinned under the
starboard side rests the rudder with its post running forward. Ahead of the rudder lies the forward
two thirds of the starboard side. The after end of the forward section touches the break in the
starboard bilge, but then runs away from the bilge on a 30 degree angle. Both port and starboard
sides have a majority of their hanging knees attached. Lying flat on the bottom between the forward
end of the starboard side and the starboard bilge rests the top half of the centerboard and a piece of
structure may be associated with the bow.

Ma or debris fields consisting primarily of rigging components are found between the bow and stem
j
and off the port bow.
These debris fields include blocks, deadeyes, cable, chain, eye bolts, jib hanks, chocks,'and hawse
pipes. Resting in the area of the port bow is a major assemblage of tools and materials that may
have come from the "bosun's locker." Also, piping, rigging, stove parts, and fasteners lie scattered
about the port bow. Featured in this area are sections of the ship's wheel, ornamental cast iron
stars" and scrolls associated with the ship's name board. The starboard bow contains similar
"material with the addition of a heavy gear which may be a part of the steam powered capstan. The
majority of the remaining cargo of steel billets also rests in the bows.

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Quantities of artifa cts rest in between the frames throughout the site. Identified material includes
coins in a leather purse, a pistol, a brass dinner bell, tools, steam pipes, valves, plumbing, rigging,
and serving ware. A major concentration of galley/cabin associated material was located in and
around the port bilge. Also, a cabin door lies wedged under debris in the port bilge. These "light
wood" cabin components rarely exist at a shallow water site. Sampling indicates that quantities of
artifacts exist at the site, hidden between structure, rocks, and beneath sand overburden.

Post D=sitional HyWhesis

The present condition of the ALVA BRADLEY remains very similar to what the crew of the
FAVORITE reported three days after the disaster occurred in 1894. The stem has disappeared
without trace and the deck and deck beams are largely missing. Also, the vessel's sides are broken
off at the bilge turn. By combining the historical wreck site descriptions with present data collected
at the site, a hypothesis regarding the post depositional process may be made.

When the vessel sank it came to rest on small and medium glacial rock with a sand overburden
approximately 26 feet in depth. The captain, upon leaving the vessel noted two hatches open with
her bulwarks awash and masts standing. The severe weather that contributed to the ALVA
BRADLEY's demise did not diminish for several weeks, making salvage work almost impossible.
The cabin was likely smashed and carried off by the seas shortly after the sinking. The missing
cabin works created a large opening on the after deck, allowing cabin (e.g. cabin door) and deck
debris to spill into the bilge of the schooner. The door, for example, likely became pinned under,
or entangled in a heavy object which dragged it into the bilge. This opening near the stern,
combined with two or more open hatches allowed the sea to play upon the vessel's huR by creating a
surging action.

The surging force eventually washed out the transom causing the rudder to fall outboard and under
the starboard quarter. The starboard quarter is the only attached side on the site today and may have
been the first section of hull to give away. The, then intact mizzen shrouds, probably, tempered the
quarters collapse, thus, keeping it connected. The shrouds and mizzen mast then failed, destroying
the overall integrity of the masts and rigging, which, until then, acted as a truss that supported the
sides of the vessel as the deck deteriorated. With the strength provided by the masts gone, the deck
beams rapidly failed as the sides of the vessel began to surge back and forth along with the
mainmast. The stressed condition of the hanging knees makes it apparent that some type of surging
action fractured the ALVA BRADLEY's sides at the bilge turns. The hull, soon collapsed outward
and rested splayed open on the bottom. Given the heavy load and fully submerged condition of the

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ALVA BRADLEY at the time of its grounding the schooner probably did not work or pound on the
bottom. Only about 50 feet of the schooner's bows remained intact after the sides of the hull
collapsed. Owing to the powerful structural components incorporated in the bow and the remaining
foremast and stays, the bow sections of the ALVA BRADLEY's hull failed last.

The crew of the SNOOK are known to have removed the majority of the cargo, anchors and chains.
They also removed the windlass, capstan, spars and some rigging. Most of the billets found at the
site remain in the bow. This indicates the bow remained intact when the salvers departed, as they
were unable to clam the billets in the bow on account of the narrow space between the cant frames
and keelson. By spring, the bow most likely deteriorated to point that it collapsed. Lake survey
charts from the period indicate an obstruction rising 10 feet off the bottom. This obstruction was
probably the stem, which at some point eventually gave way and now rests just forward of the
wreck.

Historical Human Impac

The original salvage efforts are probably the last human impact that effected the site prior to the
ALVA BRADLEY's discovery in 1990. Owing to the abundance of artifacts present when first
discovered, it is highly unlikely that any recreational divers had ever visited the wreck until recently.
items "missing" from the site are those that most likely drifted off, broke up, or had contemporary
salvage value at the time of the ALVA BRADLEY's loss. It is difficult to gauge initial salvage
impacts without further specific study. No obvious clam shell scars or signs of blasting and
dredging are apparent.

Site Management Mat=

The ALVA BRADLEY rests within the boundaries of the Manitou Underwater Preserve, established
in 1988, it is one of nine state Underwater Preserves in Michigan. An underwater preserve is
designed to protect areas of bottomland which encompass a concentration of sensitive and valuable
resources.

In 1988 the Preserve was officially established and became the first State Underwater Preserve on
Lake Michigan. The Manitou Underwater Preserve Committee (M.U.P.C.) reorganized as a
permanent committee of the Northwest Michigan Maritime Museum and was designated as the local

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management entity for the Preserve. A $53,000.00 project was initiated to establish a management
and developmental program. it was within this preserve that the ALVA BRADLEY would be
found.

Management of the ALVA BRADLEY site presented two major problems. The first being the
documentation of the wreck and the artifacts within and around it. The second problem involves
protecting and preserving the site for future generations to enjoy and learn from.

In an effort to address the problems of cataloging and documenting the site, one solution proved a
great help. An important component of the management of the ALVA BRADLEY site, involved the
organization and training of a volunteer pool that would assist in recovery and organization of data
from the field. These volunteers, many from the local community, have provided the man-hours and
assistance needed to begin the development and research on the ALVA BRADLEY site. The
volunteer pool has grown since it was introduced in 1988, its growth is one of the greatest assets to
the management of this site.

The site of the ALVA BRADLEY presented itself as a mixed blessing. It created a much desired,
future recreational dive site within the M.U.P.. Unlike any other existing dive site in or around the
M.U.P., this shallow water site has a tremendous artifact collection combined with associated
structure. Recreational diving interests applied considerable pressure to make this site available to
the public as soon as possible. Responsible site management, however, dictated a methodical,
time/labor intensive inventory of artifacts and site documentation. Until completion of the site
documentation process the M.U.P.C. chose not to publicize the site for recreational (livers. Any
effort to maintain secrecy, however, proved fruitless. The site's location is in a high boat traffic
area and documentation efforts required public volunteers working the site during daylight hours.

When discovered in May of 1990; the ALVA BRADLEY presented itself as a largely undisturbed
site with remarkable integrity. The site was video taped during the first dive appioxiinately two
weeks after its initial discovery. The sensitivity of the ALVA BRADLEY situation prompted
prioritization of work on that site, resulting in the majority of M.U.P.C. field time being directed
there. In June, concrete blocks with sub-surface pendants attached were placed near the. site to
provide moorings for research vessels.

Next a week long project in August of 1990 brought Larry Murphy and the National Park Services
Submerged Cultural Resources Unit, James Delgado, the N.P.S. National Maritime Historian, Ken
Vrana of the Michigan Sea Grant Program, Ken Pott of the Lake Michigan Maritime Museum, Phiff
Wright of Save Ontario Ship Wrecks, and M.U.P.C. supervisors, committee members and

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volunteers together. These groups worked together to assess and do an initial documentation of the
wreck site. The generous assistance and advice given by these outside experts created a
methodology appropriate for documentation of the ALVA BRADLEY wreck site by - M. U. P. C. staff
and volunteers.

At first traditional methods of underwater site documentation were employed. General dimensions
were acquired by utilizing 100 and 200 foot fiberglass tapes on reels and recording measurements on
mylar slates with pencils. First a tape was laid from bow to stem on the center keelson. All
features of the keelson were noted and their positions recorded. Measurements were then taken from
features on the keelson to the broken bilge turn and side sections to determine general sjze placement
of structure. Measurements were taken at roughly right angles to the keelson; no square or level
was used. Similar rough measurements were taken to determine the overall extent of the site.

With a general idea of structure and artifact concentrations, each piece or section of structure was
given a letter designation. Certain artifact concentrations were also alphabetically labeled. Point
pins and point clips were then strategically affixed to designated areas. With this done, a baseline
was to be established. Because of strong currents and the total length of the site being 270 feet,
traditional nylon baseline material was not considered. Lightweight stainless steel downrigger cable
affixed to driven steel posts were placed for a baseline. As this cable was tightened with turnbuckles
to remove sag the cable repeatedly snapped. The attempt was then later repeated using stainless
aircraft cable. In this instance a come-along was needed in lieu of the turnbuckles inability to take
up all the necessary slack. As all slack was removed a 200 ft. span of baseline clips snapped under
the tension. Shortly thereafter the steel posts pulled. The steel posts were then doubled, but failed
as before. At this time the 200 foot-plus baseline was abandoned as inappropriate for the site.
Because of difficulties in documenting the site and the rapid loss and movement of artifacts by sport
divers traditional documentation methods were put aside in favor of Video Mosaic Imaging for the
1991 season.

By August of 1990 word of the ALVA BRADLEY site had worked its way into portions of sport
diving circles. In that month the ALVA BRADLEY's brass dinner bell disappeared from the site.
The bell, not 10 feet from an underwater plaque interpreting State Underwater Preserve values and
regulations was removed with a survey clip attached. In October of 1990 a Great Lakes sport diving@
newsletter published the location of the ALVA BRADLEY along with descriptions of artifacts and
coins on the site. With the sport diver's ethic and understanding of management concerns obviously
not fully developed and the location of the wreck divulged, the ALVA BRADLEY site had become
vulnerable.

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Efforts directed to the management of the ALVA BRADLEY site in 1991 included the continuance
of manual documentation efforts by Preserve volunteers. Special low impact "Manta Ray" mooring
@ystems were installed to safely moor vessels at the site. Because sport divers were now arriving in
increasing numbers, state unified marker/mooring buoys were affixed to the Manta Ray anchors near
the bow and stern. It was hoped that this would prevent divers from anchoring or grappling the
wreck. Large numbers of divers visited the site and despite signs requesting cooperation, more and
more artifacts were being relocated on the site or removed. To hasten site documentation efforts a
1991 CZM grant application was submitted by the M.U.P.C. and sponsored by Glen Arbor
Township to develop a Video Mosaic Imaging System. With funding approved, the system would
be applied at the ALVA BRADLEY site. It was anticipated that this effort would grea0y expedite
documentation efforts and provide countless other benefits to submerged cultural resource
management on the Great Lakes as a whole. Weather and other factors often inherent to research
and development projects prevented the completion of a mosaic at the site in 1991.

The Village of Glen Arbor and the Michigan Coastal Zone Management Program again sponsored
grant monies, in August of 1992, that were matched by the M.U.P.C. to fully develop local
resources to allow the completion of a video mosaic at the ALVA BRADLEY and other sites. A
portion of these funds were also assigned to assist in the completion of a National Register
Nomination for the site.

All professionals exposed to the ALVA BRADLEY site express opinions that, "The ALVA
BRADLEY site is very significant; every effort must be made to document and manage the site
before negative impacts occur." Many persons, including former National Maritime Historian James
Delgado, feel the ALVA BRADLEY is eligible for a National Historic Register listing. With
thorough site documentation in place prior to any human impact, local, state, and federal managers
will have an unparalleled opportunity to monitor user and environmental effects. This would allow
for management decisions to be made on actual site observations, rather than conjecture.

For the M.U.P.C. to make a sound management decision regarding the ALVA BRADLEY's artifact
collection, additional information must be acquired. Options for the management of the site,
including care and disposition of the artifact collection, must be fully understood. The ALVA
BRADLEY site is a case study for all states working to manage submerged resources. How do you
prioritize, fund, and administer archeological survey efforts? How do you balance the often
conflicting interests of museums, archaeologists, sport divers, salvers, fisherman, and the general
public. What, if any, are considered acceptable compromises to the resource itself.?
If proposed management plans cannot be implemented at the ALVA BRADLEY site, there is little
doubt that a deplorable loss of heritage resource will occur. Neither the Museum nor M.U.P.C.

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have been able to generate sufficient local funding to address these concerns. It is not that local
funds will not ultimately be available. Rather, a satisfactory level of local awareness must be gained
and creative approaches to fund raising implemented before success can be realized. There are few
who question the ability of the tri-county area to perpetuate the work that has been initiated at
Manitou.

STATEMENT OF SIGNIFICANCE

SUMMARY

Under criterion "A" the ALVA BRADLEY shipwreck is being nominated as a classic representative
of a 200 foot Great Lakes schooner. This vessel and the technological advances and adaptations
associated with their development on the Great Lakes, have had far reaching impacts on the broad
patterns of our history. The development and history of the Great Lakes region is directly related to
that of the schooner.

Under criterion "C" the ALVA BRADLEY represents a distinct class of vessel; the full rigged, 200
foot Great Lakes Schooner. This type of vessel became the epitome of the Great Lakes schooner.
The ALVA BRADLEY is also an example of a Great Lakes schooner converted for use as a
schooner barge. The ALVA BRADLEY illustrates important adaptations in Great Lakes wooden
sailing vessels. Reportedly the ALVA BRADLEY was the first Great Lakes ship fitted with metal
shrouds, and also one of the first to use iron-wire rope for standing rigging. Also under the "C"
criterion, the ALVA BRADLEY represents the work of renowned master shipbuilders Thomas
Quayle and John Martin (Quayle & Martin) and builder/entrepreneurs Alva Bradley, Phitfip Minch,
and Issac Nicholas.

Under criterion "D" The ALVA BRADLEY wreck site, through underwater archaeological research,
will provide information important to Great Lakes history on vessel construction, use and adaptation,
and crew lifeways. The information capable of being extracted from this site is significant as the

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site has not been pilfered and rests in only 26 feet of water. Although over 200 of the ALVA
BRADLEY class of schooners were built, no examples remain except those resting on the
bottomlands of the great lakes. Of these, few (if any) have the integrity and accessibility of the
ALVA BRADLEY site.

HISTORICAL CONTEXT

Great Lakes Schooners

Great Lakes schooners and schooner barges evolved to meet the demands of the Lakes environment
and the transportation needs of people and goods on the Great Lakes and connecting waters.
Observations by naval experts as early as 1788 defined the fore-and-aft rig as the most suitable for
lake vessels. At first square rigged vessels and than combination rigs, such as, barks, barkentines,
brigantines, and hermaphrodite brigs sailed on the Lakes. The topsail schooner, however, came to
dominate the lakes trade by the 1860s. In 1870, eighty percent of all sailing vessels on the Lakes
employed the use of a schooner rig (Carrell 1985:12-14).

The typical schooner of the 1850s and 1860s had evolved to meet the demands of the Great Lakes
environment. The vessels had to have a shallow draft and be highly maneuverable to navigate in the
shoal infested and confined waters of the Great Lakes. Also, economically, schooners had the
advantage over square rigged vessels due to the smaller size crews it took to operate a gaff rigged
sailing ship. Typically less than 120 feet in length (the size of the largest lock in the canal system),
Great Lakes schooners had square sterns, flat sides, long jib booms, and short mizzens. Most Lakes
schooners had swing centerboards with boxy shallow draft hulls. The typical Lakes three-'n-after
had its largest sail inboard, and a considerably smaller mizzen mast. The smaller mizzen did not
blanket the other sails and in an emergency could be swung out, allowing the vessel to quickly turn.
A well built schooner could do 13 knots in a good wind and still quickly jibe over (Carrell 1985:13;
Palmer 1984:34-36).

As commerce increased and harbors, channels, and canal systems developed, evolution in vessel
design and construction leaped forward to meet the demands of a growing region. With the opening
of the Soo Canal in 1855, a dramatic. increase in shipping on Lake Superior took place. During the
ALVA BRADLEY's first year of operation Marquette, Michigan, located on Lake Superior's south
shore had 390 vessel arrivals. Twenty years later that number had grown to 1,032. The

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development of the iron and lumber trades in the region combined with navigational improvements
(e.g., bigger locks, light houses, channel markers, and other aids to navigation), prompted the
construction of larger vessels in excess of 200 feet. By the 1880s steamers soon began taking most
of the passenger and package freight business from the schooners. The schooners, however, which
had dominated the bulk trade following the civil war, still remained competitive until the 1890s
(Labadie and Murphy 1987:30; Carrell 1985:13-15).

In the late 1860s and early 1870s ship owners began to adapt schooners for towing behind steamers.
This arrangement called a "consort" system allowed the shipment of larger cargos in a more efficient
and reliable manner. The schooners, adapted as towbarges, became known as "schooner barges".
In 1868 there were 64 register schooner barges on the Great Lakes. By 1874, at least 216 schooner
barges plied the Lakes behind small steamers (Carrell 1985:14-16; Labadie and Murphy 1987:46-
50).

The peak of the sail era occurred in 1868 with 1,855 vessels with a total register tonnage of 294,000
tons. In the 1880s the decline of the schooner was precipitous. Because of the panic and world-
wide depression in 1890, and success of the consort system, many sailing vessels were forced into
retirement. Also, steam powered ships quickly began to dominate the Lakes trade. The advent of
the bulk freighter brought about the final demise of the schooner and consort system. By 1890 only
54 schooner barges were register. In 1889, the last schooner slid off the ways of a shipyard, and by
the early 1930s only three sailing vessels remained in service on the Great Lakes. No Great Lakes
schooner has survived to the present excepting shipwreck remains and one quickly deteriorating
raised relic (Labadie and Murphy 1987:46-50).

The Great Lakes schooners contributed significantly to the settlement and industrial growth of the
Midwest. Between 1860 and 1875 the major means of transportation for people, raw materials, and
manufactured goods on America's- inland seas was conducted almost solely by the Great Lakes
schooner. Additionally the Lakes schooner illustrates adaptations in design and operation reflective of
the Great Lakes environment and the prevailing technology of the time.

The 200 Foot Schooners

The ALVA BRADLEY was built at a unique time in Great Lakes sail history. Confident in a strong
post Civil War economic recovery, builders and shippers in the Great Lakes region rushed to invest
in new shipping opportunities. The ravenous appetites of the iron mills in the east for iron ore lead
to the discovery of vast ore deposits along Lake Superior's shore. Between 1854 and 1894 four

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major iron ranges opened in Minnesota and the Upper Peninsula of Michigan. Also, the growing
cities of the east needed the grain grown in the newly settled plains region of the country. The
demand for transportation of these products exceeded the abilities of the existing Great Lakes fleet.
When the deepening of the restrictive St. Clair channel became a reality, it touched off a wave of
new ship construction targeted for the iron ore and grain trades (Labadie and Murphy 1987:45-50).

The deepening of the Soo canal to 16 feet in 1870, and the St. Clair River channel to 12 feet a year
later, allowed Great Lakes shipyards to build larger ships to meet the increased freight demand. To
capitalize on this new opportunity, a distinct class of schooner developed. Between 1871 and 1874
over 200 wooden schooners with lengths in the 200 foot range slid down the ways of shipyards
around the Great Lakes. The increased carrying capacity of these vessels had investors feeling
assured of high and consistent profits. Contemporary builders of 200 foot schooners did not
consider them a distinct vessel class, however, historically they can be classified in such a manner.
These ships were remarkably uniform in design and seldom varied in size by more than 50 tons.
These large and impressive schooners had flat sides, clipper bows, draughts of close to 12 feet, and
hulls framed and planked with white oak. Built over a four year period virtually all of these
schooners entered the bulk cargo trade (e.g. grain, lumber, coal, and iron ore) on the upper Great
Lakes (Labadie, personal communication, 1991).

With the era of sail quickly coming to a close, the increase in carrying capacity allowed the new
schooners to compete with steamers for a short time longer. With the advent of this larger class of
schooner, navigational improvements, and the development of the bulk freighter, freight movement
through the Soo canal jumped from I million tons in 1860 to over 9 million tons in 1890. By 1911
cargo shipments had increased on the Great Lakes to over 80 million tons, a growth of over 1300
percent. While the bulk freighter contributed greatly to this increase, the initial surge in shipments
began with vessels like the ALVA BRADLEY (Labadie and Murphy 1987:41; Labadie, personal
communication, 199 1).

The ALVA BRADLEY and other 200 foot schooners represented the height of nineteenth century
wooden sad technology. Built at the zenith of the sail era, the ALVA BRADLEY reflected the
culmination of almost one hundred years of innovation and adaption in Great Lakes schooner design.
The vessel was designed to take advantage of the larger locks and deeper channels, which allowed
the ALVA BRADLEY and others of her class to successfully compete with the smaller and more
costly steamers (Labadie, personal communication, 1991).

The Alva Bradley as a Schooner Bu"

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Between 1871 and 1888 the ALVA BRADLEY operated as a'full rigged schooner, relying only on
the wind and an occasional harbor tug. The sight of a big three-'n-after pressed under full canvas
has provided inspiration to many a painter and poet, and it is undoubtable the ALVA BRADLEY
was an inspiring sight under sail. Economics more than aesthetics, however, dictated Great Lakes
vessel design and in 1888 the ALVA BRADLEY was "reduced" to a schooner barge.

The schooner barge evolved, when it became apparent that towing several heavily laden vessels
behind a steamer was more efficient and profitable than operating them individually. The early
consort" system developed when tugs began towing a series of vessels through channels. During
the 1860s and early 1870s schooner barges were towed up and down the lakes from port to port.
Eventually, cargo carrying steam barges replaced the tugs. Occasionally schooner barges hoisted sail
to assist the steam barge or in the event of an emergency. Thus, the consort system allowed larger
cargos to be moved at less expense. This concept was rapidly implemented and by the 1880s the
success of the schooner barge/consort system had irrevocably changed Great Lakes shipping. (Toni
Carrell 1985:14-15)

To successfully adapt to the changing economic conditions of the time many schooners underwent
conversion to barges. The schooners, however, had to undergo a number of alterations and
adoptions before they could fulfill their new role. The steam donkey engine, introduced in 1867,
was important to the development of the schooner barge. Generally, the steam donkey engine was
placed near the chain locker below deck. Its stack protruded up through the main deck aft of the
windlass. The donkey engine provided steam power for the operation of the capstan, windlass, and
pumps. Also, innovative captains employed the engines for cargo handling. Reduction of the masts
or removal of topmasts and rigging were also common adaptations. The bowsprit was often cut off
at the stem and tow bitts installed. These modifications allowed for a significant reduction in crew.
Hatches were often enlarged and deckhouses modified. The result was a diminished, but economical
vessel to operate. In time, new vessels were built specifically as schooner barges. The purposefully
built barges had more refinements and special features that lowered operation costs and made them
easier to handle (Carrell 1985:14-16).

The specifics of the ALVA BRADLEY's transition to a Schooner barge are not found in the
historical record, making it necessary to acquire the information from the wreck site. In the future,
the site should yield extensive information on the changes and special adoptions made to the ALVA
BRADLEY in function and design.

Captain Alva Bradley

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Alva Bradley, the son of Leonard and Roxanne Thrall Bradley, was born in Ellington, Connecticut,
on November 27, 1814. In 1823, the family moved west to Ohio. The family traveled by wagon to
Albany, New York, where they caught a canal boat to Buffalo. In Buffalo they booked passage on a
schooner bound for Cleveland and from there traveled to Brownhelm, Lorain, County, Ohio, where
they settled on a farm two miles east of the Vermillion river and one mile west of town (Tassel and
Grabowski 1987:119).

Young Bradley grew up in meager surroundings, his family always struggling to make a living. "He
often suffered during winters for lack of sufficient clothes. He earned his first set of boots by
chopping wood, and when his first pair of suspenders, knitted by his mother, were worn out, the
next pair were paid for by chopping hoop-poles. Alva would walk over four miles to school,
crossing the ice on the river and climbing the banks on the sides, never missing a day in class"
(Cleveland Lead , November 30, 1885). Bradley worked on the family farm until he turned
nineteen and left home looking for adventure on the Great Lakes Cleveland Lead , November 30,
1885; Tassel and Grabowski 1987: 119).

Bradley first shipped out in 1835, serving before the mast on the schooner LIBERTY. After that he
shipped on a number of sailing vessels; including the YOUNG LEOPOLD, EDWARD BANCROFT,
and the EXPRESS. After two years of serving before the mast, Bradley made mate. In 1839 he
became captain of the 15 ton sloop OLIVE BRANCH, which carried cargo between the southern
ports of Lake Erie. Bradley than became master of the 45 ton COMMODORE LAWRENCE,
owned by the Geauga Furnace Company 'Cleveland Leader, November 30, 1885; Tassel and
Grabowski 1987:119).

In 1841, Bradley and his new business partner Ahira Cobb, a merchant from Birmingham, Ohio, had
the 104 ton schooner SOUTH AMERICA built for them at Vermillion, Ohio. Bradley sailed the
SOUTH AMERICAN as master for three years between Milan, Ohio and Buffalo, New York and
occasional across Lake Erie to Canada. In Canada, Bradley picked up lumber for the shipyards in
Vermillion. In 1844 Bradley and Cobb had the 135 ton schooner Birmingham built, he commanded
for three years. In 1848 Bradley and Cobb had the 185 ton schooner ELLINGTON built for them.
The following year Bradley shifted his command to the 305 ton propeller INDIANA, which he and
Cobb had built for the Buffalo and Chicago trade. The INDIANA was one of the first propellers
built on the Great Lakes, and now its walking-beam-engine stands on display at the Smithsonian.
The year 1852 saw the launching of the smart new 190 ton schooner OREGON, which Bradley
commanded for its first season (Cleveland Lead , November 30, 1885; Tassel and Grabowski
1987:119; Cleveland-Plain Deal , December 3, 1885).

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In 1853, Bradley and his partner formed Bradley & Cobb, shi :pbuilding Company. At this time he
gave up his seafaring life and settled down with his wife Ellen Burgess Bradley in Vermilion.
Bradley eventually had three daughters and one son. During his years of sailing Bradley never had a
serious accident and "[ilt is said that he was enterprising, active, vigorous in mind and body, and a
prudent business man..." (Cleveland Plain D , December 3, 1885).

Bradley and Cobb continued their shipbuilding at Vermilion. In the spring of 1853 Bradley and
Cobb launched the 238 ton CHALLENGE and in 1854 the 190 ton BAY CITY. In 1855 they built
the 359 ton C.C. GRISWALD and a year later the 390 ton schooner, EXCHANGE. In 1859
Bradley moved his family to Cleveland. Not until 1861 did the Bradley & Cobb Shipb!jilding
Company launch another vessel, when the company built the 418 ton S.H. KIMBALL. In 1863 the
company launched the 412 ton DAVID WAGSTAFF, and in 1864 the 370 ton J.F. CARD. In 1865
the two partners built and launched the 568 ton schooner ESCANABA. Two years later the 850 ton
schooner NEGAUNEE was built at a cost of $52,000.00. The NEGAUNEE went into the lucrative
Lake Superior iron ore trade (Cleveland Lead , November 30, 1885; Cleveland Plain
December 3, 1885; Tassel and Grabowski 1987:119).

Soon after launching the NEGAUNEE, Bradley and Cobb took on Philip Minch and Isaac Nicholas
as partners. With more resources available to the company it grew and flourished, but the partners
decided against building steamers. "They sighted fires, explosions and other steam related mishaps
as an indication that steam technology had not yet sufficiently advanced for their interests"(Qcxdmd
Plain Dealer, December 3, 1885). At this time it seems that Bradley sold his interests in the
shipbuilding company to Cobb Cleveland Plain Deal , December 3, 1885; Tassel and Grabowski
1987:119).

In 1868 Bradley, Minch, and Nicholas, began to plan their future business dealings. They realized
that steamers would eventually overtake sailing vessels on the Great Lakes. All concerned among
the partners had substantial savings and could easily retire, but the future still looked bright--at least
for the next ten years. The promise of navigational improvements combined with the post Civil War
economic boom surely enticed the partners to stay in business. With the expansion of the Soo canal
and deepening of the St. Clair River channel imminent Bradley, Minch, and Nicholas decided to get
out of the shipbuilding business and move to Cleveland to operate a trading fleet. The Vermilion
River could not handle the larger ships the partners planned on having built for them. Also, in
Cleveland the steel furnaces, boiler and engine works, and skilled labor necessary to build the ships
of the future were close at hand. In various Cleveland shipbuilding yards the partners commissioned
the building of six wooden steamers, five steel propellers, the first iron bulk carrier on the Lakes,
and several wooden tugboats (Tassel and Grabowski 1987:119; Cleveland Plain Dealer, December 3,

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1885).

By 1870 the group established relations with the Quayle & Martin shipbuilding company, where the
plans for the 200 foot schooner were conceptualized. At what point the two companies began
working together and under what terms still remains unclear. Alva Bradley surely was attracted by
Quayle & Martins reputation for the size and quality of the vessels their yard turned out. During the
early part of the schooner ALVA BRADLEY's career Quayle & Martins name appears on the ships
enrollment papers Cleveland Plain Deale , December 3, 1885; Cleygland Leader, November 30,
1885; Tassel and Grabowski 1987:119).

Ship Builders (bayle & Martin

Thomas Quayle was born in the parish of Kirk Michael, on the Isle of Man, May 9, 1811. At the
age of sixteen Quayle and his family emigrated to the United States, settling on land in the townships
of Newburgh and Warrensville, in Cayahoga County, Ohio. The Quayle family cleared the land,
built a log cabin, and farmed the land (Cleveland Past and Present).

Before emigrating young Quayle had served as an apprentice to an english shipbuilder, and shortly
after reaching the United States he sought employment in the shipyards of Cleveland. He apparently
was an excellent worker and rapidly advanced through the ranks. In 1847 he formed a partnership
with John Cody and for three years they concentrated on building large barks, brigs, and schooners.
By 1849, the two partners split and Quayle then enter into a partnership with Luther Moss under the
firm name of Moss & Quayle. Their company built the NILE, MILWAUKEE, FOREST QUEEN,
DUNKIRK, and schooner CRESCENT. Quayle then established a partnership with John Martin
(Cleveland Past and Present).

John Martin was born in Antrim County, Ireland, December 15, 1824. He emigrated to North
America with his parents who settled in Montreal, Canada. There he learned the shipbuilding trade,
attending school at night. After working at a Montreal shipyard for two years Quayle moved to
French Creek, New York, from there to Detroit, Michigan and finally in 1843 to Cleveland.
In Cleveland he established a partnership in the shipbuilding business with a Mr. DeGroie. A
number of events transpired to allow John Martin to ultimately establish a partnership with Thomas
Quayle. One of the shipbuilding firms of which John Martin was a member was deeply in debt, but
owned the brig CORTLAND in which he had an interest. Martin took the brig and sailed her until
the debt was reduced to $2,500.00, then he sold the vessel and dissolved the partnership. After
jobbing and doing survey work for a couple of months Quayle built the brig JOHN G. DESHLER

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for Handy, Warner & Co. The profits earned from building the brig allowed Martin to enter into a
partnership with Quayle under the firm name of Quayle & Martin Cleveland Past and Present).

Together, Quayle & Martin went on to build at Cleveland, some of the largest and finest vessels to
ply the Lakes. In one year Quayle & Martin launched thirteen wooden sailing vessels. Quayle &
Martin also became involved in trans Atlantic shipping--unusual for a Great Lakes firm at the time.
Their first venture in overseas trade involved taking charge of the cargo of staves on the bark D.C.
PIERCE and brig JOHN D. DESHLER bound for Liverpool. The venture proved successful, and
the following year the pair took over two other cargos in the same vessels, selling one in Cork and
the other in Glasgow. Thus began the exodus of Lakes vessels to the Ocean, and six vfssels built by
Quayle & Martin plied on salt water with good success Cleveland Past Present).

One of these vessels, the bark C. F. KERSHAW had a number of innovative designs embodied in its
construction and outfit. The vessel was described as, "...equal in all particulars to the best seagoing
vessels, she is ahead of anything on the lakes." At 142 feet in length, the hold had no arch, with a
five inch thick ceiling bolted edgewise. The vessel incorporated iron spikes sunk into the wood and
covered with oak caulks to prevent rusting, as fasteners. The centerboard had iron sheathing around
it and the vessel had extremely high bulwarks--much higher than on traditional Lakes craft. The
vessel was the first on the lakes to be fitted with Cunningham patent topsails and had a Robinson
patent steerer. Prior to the vessels departure from Cleveland to liverpool. on July 19, 1857 an
observer referred to the KERSHAW as "...the best vessel that ever sailed the inland waters. Her
model is beautiful and symmetrical. She is the perfect picture of neatness and strength" (Clm&land
Past and Present).

Another noteworthy vessel that Quayle & Martin built was the 201 foot bark WILLIAM T.
GRAVES (1867)--the largest vessel of its day. The launching of the GRAVES gave Quayle &
Martin a reputation for building vessels of unprecedented size and quality. In 1871 Quayle and
Martin converted the Wm. T. GRAVES into a bulk freighter. Thus giving the GRAVES the status
of being the first schooner to undergo conversion to a bulk freighter. (The wreck of the Wm. T.
GRAVES rests on North Manitou Shoal just a half mile from the ALVA BRADLEY site). In 1870,
the year the ALVA BRADLEY's construction began, Quayle & Martin launched the 1173 ton
propeller B.W. BLANCHARD. This vessel had the reputation of being the "...finest and most
luxurious passenger ship on the inland seas" (Cleveland Past and Present). These types of quotes
seem most prevalent concerning the work of Quayle & Martin.

On May 1, 1860, Quayle and Martin played host to an engineer sent out by the Russian government
to gather information and models of shoal water craft and tugs. The Russian government needed to

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obtain information upon which they could base shipbuilding plans in their own country. This event,
combined with Quayle & Martins saltwater ventures expanded the influence of this partnership well
beyond the Great Lakes region (Cleveland Past and Present).

Both men established families in the Cleveland area. Quayle married Mrs. Ellenor Cannon, also of
the Isle of Man and together they raised eleven children. Martin married and raised three children.
Both men actively participated in the Cleveland community, were highly respected, and elected to
several Municipal government offices. In 1873 Martin held the position of front runner in the
Cleveland mayoral races, but the partnership and any mayoral opportunity ended On April 15, 1873,
with the death of John Martin. At the time of his death the city flags and the bunting on the vessels
in the harbor flew at half mast in his honor. The entire city council followed his remains during the
funeral procession to the cemetery. The mayor of Cleveland did the eulogy at his funeral (CloTlod
Past and Pr se-n-t).

Quayle then took his two sons, Thomas E. and George L. into the business under the name of
Thomas Quayle'& Sons. The renamed company continued to build the largest and sturdiest wooden
vessels on fresh water, including the COMMODORE, then the largest vessel on the take. Quayle
retired from the business in 1879 after a continuous and active life as a shipbuilder for thirty-two
years. His sons continued the business admitting a third son, William H.. The three sons per7
petuated the firms reputation and in 1880, they launched the HENRY CHISHOLM. Built for
Captain Alva Bradley, it held the record for a short time as the largest bulk freighter on the lakes at
the time Cleveland Past and Preseno.

Quayle & Martin constantly sought to create the largest wooden hulls possible with the technology
available to them. At 270 feet the HENRY CHISHOLM represented the near maximum size a
wooden vessel could achieve. The vessel incorporated in its hull 150* tons of iron to strengthen its
wooden structure. Iron and steel vessels began making there appearances in the 1880s, but
skepticism with these new and un-tested materials, combined with high costs kept the devout wooden
shipbuilders at the firm busy. The prosperous future of iron and steel shipbuilding became apparent
in the late 1880s however, and unlike some other shipyards, Quayle & Sons did not tool for the
"new age" of ship building. In 1890 the fm of great "wooden" shipbuilders dissolved 'after thirty-
seven years of continuous operation. In 1895 Thomas Quayle died at age eighty four (Ckydajn
Past and Prese-nA).

Fulfilling the role of innovators Quayle & Martin pushed the accepted limits of vessel size,
construction, and operational capabilities. Their lifes' work contributed directly to the growth of the
midwest, and establishment of cross Atlantic trade utilizing Great Lakes vessels. They have forever

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influenced the course of history on the lakes.

The relationship between Captain Alva Bradley and Quayle & Martin will require more extensive
research to understand.

Thomas Alva Ediso

Thomas Alva Edison (1847 to 1931) is recognized as being one of the worlds most influential
inventor/entrepreneurs. The name Edison is irrevocably linked with the electric light bplb, the
telegraph, telephone, phonograph, and motion picture. Edison holds 1,093 patents, the greatest
number held by one individual. Few, however, realize that the schooner ALVA BRADLEY shares
the same name sake as Thomas Alva Edison (Tassel and Grabowski 1987: 119, 135).

Edison's father Samuel Ogden Edison Jr., established a home in Milan, Ohio in 1838. A native of
Canada, Samuel Edison became involved in a political scandal and had to hastily depart for America,
leaving his family behind. In the booming town of Milan, Samuel Edison planned on entering the
lumber business, but he needed investors and capital. Captain Alva Bradley loaned Samuel Edison
the money he needed to open up a lumber mill (Tassel and Grabowski 1987:119, 135).

Bradley became the Edison families major benefactor and good friend. In 1839, after the mill
opened up, Bradley sent one of his vessels to Canada to pick up the Edison family members left
behind. Bradley also, provided ships to Samuel Edison for picking up quality Canadian lumber for
the mill. Alva Bradley became a close friend to the Edison family and often stayed in their home.
When Samuel's wife Nancy gave birth to her seventh child, the proud parents christened him
Thomas Alva Edison, his middle name given in honor of the man who had helped the family out so
many times. Thomas was usually called Alva or "Al" by family members and close friends (Tassel
and Grabowski 1987:119, 135).

It is not known at this time just what the relationship between Alva Bradley and Thomas Alva
Edison became. Captain Bradley was 33 years old when Thomas Edison was born, giving the two
ample opportunity to interact with one another. The Edison house in Milan still stands today, and
hanging on the wall at the foot of Thomas Alva Edison's bed is a painted portrait of Captain Alva
Bradley (Tassel and Grabowski 1987:119, 135).

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REFERENCES

Carrell Toni
1985 Submerged Cultural Resource Study: Apostle Islands National Lakes
Southwest Cultural Resources Center Professional Papers No. 7,
Santa Fe, N.M.

Chicago Inter Ocean
1894 October 16.

Cleveland Herald
1870 September 9.

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1875 April 29.

Cleveland Leader
1885 November 30.

Cleveland Past and Presen

Cleveland Plain Dealer
1885 December 3.

Detroit Advertiser & Tribune
1870 July 12.

Detroit Free Press
1888 July 13; July 24-25.

1894 October 16, 18, 19, 27; November 3.

Door CouM Advocate
1894 November 4.

Inland Lloyds
1888 The Inland Lloyds Vessel Registe . W.R. Smellie, Cleveland, OH.

Labadie, C. Patrick
1989 Submerg@d Cultural Resources Study: Pictured Rocks National LakeLho-r-f,
Southwest Cultural Resources Center Professional Papers No. 22,
Santa Fe, N.M.

Labadie, C. Patrick, and Larry Murphy
1987 Lake Superior Maritime Tradition: Socioeconomic Context. In Submerg
Cultural Resources Study: Isle ftale National P , edited by Daniel
J. Lenihan, pp. 19-43. Southwest Cultural Resource Center Professional
Papers No. 6, Santa Fe, N.M.

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Labadie, C. Patrick, and Larry Murphy
1987 Major Vessel Types On Lake Superior: Sail to Steam.
In Submeri!ed Cultural Resources Study: Isle Royale National Park,
edited by Daniel J. Lenihan, pp. 19-4-3. South -west Cultural
Resource Center Professional Papers No. 6, Santa Fe, N.M.

Mansfield, J.B.
1899 Histo1y of the Great Lakes. V. 2. J.H. Beers and Co., Chicago.

Martin Jay C.
1990 Wire Rigging: A Technological Innovation Reaches the Great Lakes,
Unpublished Paper, On file at Northwest Michigan Maritime Museum,
Empire Michigan.

Muquette Daily Mining Journal
1887 October 24-29; November 3-6.

Miller, Al
1989 Quiet, Cool and Daring: Captain Albert Ocha and the Wreck of the
ALVA BRADLEY. The Nor'Easter: Journal of the Lake Supchor Marine
Museum Associatio 14:1-4.

Milwaukee Public Library Marine Room
1990 Runge Card File, ALVA BRADLEY file.

National Board of Lake Underwriters
1888 Classification. Printing House of Matthews and Warren, Buffalo, N.Y.

Olsen, Peter
1894 North Manitou Island Life-SavinL- Service Station Loiz. National
Archives, Washington, D.C..

Palmer, Richard F.
1984 Sailing Ships on Lake Ontario. Inland Seas 40:15-20

Toledo Blade

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1870 July 12.

U.S. Life-Saving Service
1896 Annual Roort of the Qperations of the U.S. Life-Saving Service
For the Fiscal Year Ending 30. U.S. Treasury Department,
U.S. Life-Saving Service. Government Printing Office, Washington, D.C.

U.S. Shipping Board
1918 The Buildine of a Wooden Ship. Chas. G. Davis, Cleveland, OH.

Van Tassel, David D. and John Grabowski
1987 Encycloj&dia of Cleveland HistoEy, Cleveland Historical Society,
Cleveland, OH.

GEOGRAPHICAL DATA

Verbal Boundaa Desc6plion

The ALVA BRADLEY rests in 26 feet of water on the North Manitou Shoal in Lake Michigan,
within the boundries of theState of Michigan, Manitou Passage Underwater Preserve. The wreck
lies approximately 1.5 miles offshore from the south end of North Manitou Island, Michigan. It is
directly off of the west end of Millers Beach. The Loran C coordinates for the ALVA BRADLEY
are 45002.27 North and 85059.26 West. The coordinates lie in the middle of the wreck site. The
boundary for the site extends for I acre in all directions from the Loran C coordinates.

Boundaa Justification

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The ALVA BRADLEY's hull is broken up but largely represented along with a vast array of
artifacts. The boundary is based on the probability of locating some structure, rigging, and other
artifacts moved by waves and ice in the vicinity of the wreck site.

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MANITOU PASSAGE
GREAT LAKES STATE BOTTOMLAND PRESERVE
282 SQUARE MILES

AIVA BRADLEY

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S T U D Y
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REGIONAL LOCATION

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ALVA BRADLEY
Port side of Bow
lmfflg@-

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Manitou Underwater Preserve Committee
of the Northwest Michigan Maritime Museum

SMALL CRAFTS

Em rg ncy
Op rat'ions
anua

esource Inventory
I

EMERGENCY OPERATIONS PROCEDURES
MANITOU UNDERWATER PRESERVE FIELD OPERATIONS

Contents:

Guide to manual use ....................................... pg.1

Emergency assistance available (who to call in an emergency) pg.2

Communications (how to call in an emergency) ................. pg.3

Emergencies (misc.) on site or underway (how to handle) ...... pg.4

Diving plan (emergency how to handle, who to call) ....... pg.5,6

HOW TO USE THIS GUIDE:

It is the responsibility of everyone associated with work
conducted at the Manitou Underwater Preserve to become familiar
with how to best handle emergency situations that may arise. All
cipgnts_@1_p__rp_qui red- t o- read this-manual and-become
thor.gu_gbl_y__f.@@miliar-with-its-contents. Additionally, you should
take the time to note the locations of emergency equipment on
boats and equipment used in support of site operations. Be sure
to note the locations of important shore access sites. Many
sites are in only semi-protected waters and many miles from the
nearest harbor of refuge. Island sites must be considered as
remote locations and all operations should reflect thi s.

Everyone's safety and well being (including your own) are
.dependant on the individuals that comprise the operations team.
Think safely, work safely, and be prepared to respond
appropriately should an emergency situation arise. Questions or
suggestions regarding safety should be addressed to project
safety officers.

EMERGENCY ASSISTANCE AVAILABLE: 2.

U.S. Coast Guard: Station Frankfort is the nearest motor
lifeboat station to the Preserve. Response time for the 44 ft
lifeboat (depending on location) can be three hours. The 22 ft
outboard up to one and one half hours. U.S. Coast Guard Station
Charlevoix is the next nearest station with a motor lifeboat
response time of no less than four hours. U.S.C.G. Air Station
Traverse city provides the best response time via helicopter with
a response time of aprox. twenty minutes. Evacuation of
seriously injured personnel and/or persons forced to abandon a
sinking vessel are best accomplished via C.G. helicopter. An
A.L.S. flight surgeon accompanies all missions.

Leelanau Co. Sheriff Dept.: The Leelanau Co. Sheriff dept.
maintains a marine patrol. Boats available are 22 ft. outboards
with a response time generally no less than one half hour. They
are available for emergency assistance only and are not well
suited for towing. Sheriff patrol cars can be dispatched to
shore access sites.

National Park Service: The National Park Service maintains a 27
ft. boat in Leland, a 21 ft. boat at South Manitou Island and a
16 ft. boat at North Manitou Island. Response time is variable
as N.P.S. boats may often be underway in the area. N.P.S. boats
are not well sui.ted for towing. Most Park Rangers are certified
E.M.T.s or advance first aid. E.M.T. Medical supplies are kept
on 'North and South Manitou Islands at the Ranger Stations.
N.P.S. patrols can be dispatched to shore access areas.

Michigan D.N.R.: The State D.N.R. conducts occasional marine
patrols, however generally does not maintain adequate response
times for emergency situations. They should be contacted for
enforcement of Preserve regulations.

Grand Traverse Sheriff: The Sheriff Dept. in Grand Traverse Co.
maintains an emergency dive team. Response time is variable but
generally no less than one hour.

Munson Medical Center / North flight: Munson Medical Center in
Traverse City maintains a fully staffed, 24 hr. facility.
Advanced Life Support Intercept service is available via
ambulance or North Flight helicopter dispatched from Munson in
Traverse. North Flight will not conduct maneuvers over water,
but can provide A.L.S. and evacuation from a shore access site.
There is no recompression facility at Munson.

Empire F.D. Water Rescue Unit: E.M.T.'s trained in water rescue
utilize a wave runner 3. and small utility boats. Fastest
mainland response to most Preserve areas, limited off-shore
capabilities.

Fire Dept. Ambulance, Glen Arbor / Leland: E.M.T. staffed Fire
Dept. Ambulance service is available at shore access points.

COMMUNICATIONS: 3.
Principal means of communication is via the VHF marine radio
telephone. Only those persons rehearsed in radio operations
should use these transmitters unless a situation warrants
otherwise.

U.S. Coast Guard - ch. 16 hailing and distress
ch. 22 Coast Guard working frequency
ch. 21 Coast Guard Helicopter working
frequency

Intership safety - ch. 16 hailing
ch. 6 working frequency

Leland Harbor Master - ch. 16 hailing
ch. 9 working frequency

Marine operator WLC Charlevoix - ch. 16 hailing
ch. 26 working frequency.

Leelanau Co. Marine Patrol - ch. 16 hailing and distress
or request Leland Harbor Master
contact land line.

National Park Service - all park vessels monitor ch. 16, for
South Manitou hail the PIPING PLOVER,
for North island the EAGLE, for boats
out of Leland the W.M. BURTON or BEAR.

Manitou Island Transit - ch. 16 hailing
ch. 9 working frequency
hail "Manitou Island Transit" for base
station in Leland, or ferries MISHE
MOKOWA and IIANITOU ISLE

Land line phone numbers:

U.S Coast Guard
Frankfort: 352-4242 or 352-9151
Charlevoix: 547-2995
Traverse City Air Station: 922-8210

Leelanau Co. Sheriff: 256-9829 outside 256 prefix -941-4111

National Park Service: 326-5134

Munson Medical Center / North flight: 922-9900

Empire F.D. Water Rescue Unit: 326-5151

Glen Arbor Fire Dept. ambulance: 334-9111
Leland Fire Dept. ambulance: 256-9311

Dept. of Natural Resources: 256-9374

EMERGENCY PROCEDURES ON SITE OR UNDERWAY: 4.

Radio Distress:
1. Switch to channel 16 - Coast Guard.
2. Give Distress Signal, "Mayday," 3 times.
3. Give boat name, type, and color.
4. Give position.
5. Describe emergency.

Medical Emergency: Assess injury, provide first aid, give
location and description of the injury to
responding EMS units.

Man Overboard: Hail and pass the word "man overboard", post a
lookout.to do nothinq but keeT) the overboard r)erson in siqht,
throw a ring and toss buoys or other flotation material
overboard, at night throw locator strobe attached to.ring buoy.

Severe Weather/ Rough Seas: Don life jackets, Secure all loose
objects in cabins and on deck. Close all windows, hatches and
openings. No one should be permitted on deck without the
knowle@ge of the Captain.

Fire: 1. If possible, use a fire extinguisher.
2. If practical, jettison burning materials.
3. Reduce the air supply
4. Assemble at opposite end of boat.
5. Make preparation to abandon ship:
(a) Put on life jacket
(b) Signal for help by radio or any means available

Vessel Taking on Water:
1. Put on life jackets.
2. Check bilge pump operation.
3. Pull up all decks and floor boards in search of leaks.
4. Slow or stop boat as needed. You may need to stay on
plane to keep hole above water.
5. Stop engine, close sea-cock for engine cooling,
disconnect bose and place end in bilge. Start engine
to act as bilge pump.
6. Cover large hole from outside boat with mattress, etc.
7. Use radio to call for help. Channel 16 - Coast Guard.

Dense Fog: Reduce speed, post a lookout on deck and sound horn
once every minute, turn on appropriate navigation lights. Hoist
a radar deflector and establish radio contact with
approaching vessels.

DIVING PLAN

Video-Mosaic Imaging Project
Manitou Passage Underwater Preserve - North Manitou Island Shoals
ALVA BRADLEY SITE (20 UM 30)

A) Site Conditions

1) Maximum Depth: 26 feet

2) Bottom Conditions: Mixed sand, gravel and rock.
Fairly level, although actual slope is
unknown.

3) Visibility: Can vary between 5 feet and 30 feet.

B) Safe Practices

1) Dive teams will receive diving assignments from one of the
project research team prior to entering the water.

2) Dive teams will check in with the dive coordinator prior to
entering the water. All dives will be logged on the diver
entry-exit board and project diving record.

3) Dive teams will follow the dive plan, except for emergency
situations or diver recall.

4) Divers have a responsibility to reject any diving assignment for
reasons of fatigue, unsafe conditions, emotional condition,
inadequate abilities, or other reasons. The project research
team and dive coordinator will honor the diver's decision not to
dive.

5) Solo diving will not be permitted under any circumstances.

6) Decompression diving is not allowed during the period of the
project.

7) All divers will wear a buoyancy compensator or vest while in the
water.

8) All divers will have an octopus regulator or second reguator
that is available for his/her dive partner if needed.

9) Divers will immediately return to the boat if the diver recall
signal is sounded.

10) Otherwise, divers will follow accepted safe diving practices as
taught by their certifying agency.

C) Emergency Procedures

1) Project participants have a responsibility to report any unsafe
conditions or emergency situations immediately to one of the
project research team, or boat captains.

2) In the case of a medical emergency, start first aid as soon as
possible, according to your skill level. All participants
should know the location of project first aid equipment and
supplies - ask one of the project research team or boat captains
if you are unsure of these locations.

(A first aid guide for arterial gas embolism is attached).

3) Contact the U.S. Coast Guard Group Sault Ste. Marie in the case
of a suspected emergency. Contact should be initiated on Marine
FM radio channel 16. Follow the instructions of the U.S. Coast
Guard for first aid, transport of the patient, or other
emergency instructions. If U.S. Coast Guard Group Sault Ste.
Marie does not respond, call for 1) "any Coast Guard Station,"
or 2) Grand Travers e County Central Dispatch.

4) Emergency Phone Numbers

Divers Alert Network (DAN): (919) 684-8111

Benzie and Leelanau County
EMS Dispatch: Dial 0

Munson Hospital Emergency Room,
Traverse City: (616) 922-9333

U.S. Coast Guard Station Traverse City,
Air Rescue: (616) 922-8210

National Park Service Headquarters,
Empire: (616) 326-5134

NOTE: All participants are expected to 1) behave in a safe and healthy
manner, 2) share in the. responsibilities of making project operations
safe and successful, and 3) be familiar with the project diving plan,
other project plans, and commonsense rules of safety. No horseplay or
other inappropriate behavior will be tolerated.

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Great Lakes Visual/Research
PO Box 27641
Lansing, NE 48909-7641
(517) 482-9657
8/27/92

Department of Natural Resources
Land and Water Management Divisions
Coastal Management Program
Manitou Underwater Preserve Committee
Northwest Michigan Maritime Museum

Field activities report from Great Lakes Visual/Research, Inc.
on the VMI training session, August 1992

Description of Major tasks involved

1)grid design
Grid design is an ongoing procedure, the grid used for this project is a descendent of
the grid used in 1991. Actual design procedures for this project began in May, 1992, the
design was finalized in June, 1992.
By changing the construction materials of the grid we were able to overcome the
serious weight problem the grid of 1991 suffered from. The material specified was a heavy
wall PVC pipe material, available at any plumbing store. No major other problems occurred
during this phase.
Task stands at 100% complete.

2)grid construction and testing
Grid construction began in mid June, 1992 and was on schedule for completion until
it became clear that the project, as it stood at the time, could not occur for reasons of safety
and inadequate preparation (as pre-@iously discussed). At this time, grid construction was
halted until it was known whether or not it could be used.
At the time when the project was re-scheduled and all logistical needs seemed to be in
place, construction of the grid began anew.
No problems occurred during this phase and the grid was completed fully in mid July,
1992.
At this time the main training team assembled at the Kellogg Biological Station,
situated on Gull Lake near Hickory Comers, Mi., to begin testing procedures. These
procedures included full grid construction underwater, leveling the grid on sloping surfaces,
leg/sediment penetration measurements, leg angle measurements, weight and mass of the
grid (subjective) - i.e. how easy is it to begin moving the grid, and how easy is it to continue
moving the grid once in motion, and how easy to halt movement of the grid once moving.
Additional tests of the prototype one of the camera mount (buoyancy, aspect tendency, mess
on the grid, ease of movement along the grid), also tested was the affect of buoyancy devices

on various points along the grid.
These tests went without flaw, though some modifications were noted.
The only problem faced was with controlling excessive deflection from center due to the
simple weight of the grid itself exerting pressure on the center joints. This was countered by
using a system of buoyancy control points placed at the main center joint position. Additionally,
ballast was required on the camera mount to counter the camera housing's aspect tendency to
hang at about 220* and at the keel end of the grid to make that end more stable, though this
modification was not implemented until actual on-site procedures began to verify this need.
This task stands at 100%.

3)video system assessment and integration
We first built a camera mount for the grid to accommodate our own system to act as a backup
system and since the camera system designated for use by MUPQ/NWNDAN1 was "status
unknown" for considerable time. Happily, we were able to obtain the camera housing in enough
time to build a mount for it, but not enough time to test it.
Additionally, we were not able to secure the camera itself, therefore optical testing could not be
done prior to arriving on-site. Optical testing determines how the grid is calibrated, and
subsequently how the grid is to be used for on-site operations.
Camera testing occurred on the second day of the field operations (this being the first time the
camera became available). At this time pan of our team learned the camera's functions and how
it assembled in the housing and then ran each MUPC/NVRvUvIM team member through all the
functions and drilled them on assembling the housing properly. The person who loaned the
camera for this project neither trusted the people using the camera (meaning that he did not know
all involved personally) nor was willing to show up on the project, and in addition required a
$3000.00 deposit in case the camera housing flooded. A regrettable situation that no one could
have foreseen, All personnel agreed that this situation was not acceptable and should be replaced
immediately. Nevertheless, operations proceeded as planned and the camera was slated for
deployment. This camera was deployed on the first day and used for a single image run in the
port bow area. This image data was used to verify optical properties.
The next deployment day, Jack Spencer of Scuba North came through with a new
camera/housing option with no strings attached. This camera proved to be considerably easier to
use and with more logical camera control points. At this time our team re-trained all personnel
to use this new camera system. The only drawback of this system was it use of a supplementary
lens that increases the angle of view of the camera. This is good for basic video usage, but these
lenses introduce a great deal of angular and optical distortions of the image on all edges. We
compensated for this by increasing the image overlap areas so that most of the edge distortions
will be eliminated by cropping.
If we can take it for granted that this camera will be used for the duration of the field season,
then this task stands at 100% complete.

4)computer system assessment
Computer assessment began early this year by phone which produced no results. I visited
Brauer Productions in Traverse City in June, 1992 to further assess the computer system
capability. At this time it became clear, that either the personnel involved did not read the VNH
tech manual or did not understand the specifications outlined. The system slated for use was not

GLV/R

acceptable in terms of software, RAM allocations and graphics display array. These items were
discussed and agreed to and the meeting was closed.
One day during the field operations, specific personnel were dispatched to Brauer Productions
to begin computer operations. It became immediately apparent that little progress had been
made since our previous meeting. Additional RAM had been procured but had not been
mapped" to allow the computer to use it properly. The graphics array card was not compatible
"with the software designated and the new software upgrade had not been pursued with vigor to
insure its arrival in time. Therefore, no computer construction operations were possible at all.
The single bright spot in this aspect is that the computer acquisition of images from videotape is
superb, and will produce images of good quality that will need minimal image processing after
composite image construction.
At this time it is difficult to assess the percent completion, though our fulfillment of agreements
stands as complete as could be accomplished and with phone consultation still to occur at any
time, this task is considered to stand at 100% complete.

5)deployment training and Conclusion
Training on the grid operations is the first task, and this began at noon on the first day. Our
strategy, as always, is to create teams of people who are all cross trained.
Training began with a general briefing of the VNH procedure and its rationale, the tasks and
responsibilities each person will be required to fulfill, the team concept, dive procedures
(non-impact, horizontal positioning, fin choice, hose tie-downs, dive cutoff point, no solo dives,
underwater chain of command, and communications). Each person also filled out diver profile
sheets. At this time all people were dismissed for about two hours in which to either have lunch
or to obtain materials to secure their dive gear (loose hoses will catch and dislodge some grid
apparatus). Also at this time our team evaluated the diver profiles to determine who could act as
team leaders and to see if anyone was not qualified to participate.
The next phase of this day was to divide the personnel into teams and take them individually
through grid construction and operations. Each team assembled and disassemble the grid
completely at least once and ran through leveling operations and to familiarize them with
communication on the grid at all points. Each team also was drilled on the squaring operation,
where the grid is moved so that it is perpendicular to the keel at all times. All operations were
open to discussion at any time and questions at any level was encouraged.
The next day involved establishing a baseline along the keel and to lower the main grid
components to the bottom, assemble the grid and then transport it to position one on-site. The
only operation here that had any trouble was when the grid was transported on-site. At this time
the dive team was composed of five divers, two stationed at either end and one in the middle.
The grid was to move from the assembly point to the port side detached structure, move outboard
of this structure then back inwards along this structure to a point parallel the main site rib line
and as far forward as possible with the keel end of the grid astern. This plan was followed well
and the grid moved easily in the water, unfortunately the team lost its bearings and had difficulty
in finding the site at all. In the end the site was found and the grid was moved to a point just off
the port side detached structure. At this time team members ended their dive due to air pressure
cutoff. A second team was briefed and sent down to move the grid to position one on the site.
This was accomplished with little difficulty. A third team of four assembled topside to move the
grid to proper image run positioning and to accomplish at least one image run to use for camera

GLV/R

calibration verification. This team was briefed by team two after they had moved the grid on site
and attempted rough grid positioning. Team three descended and found that the port side
detached structure imposed a serious obstacle to positioning the grid perpendicular to the keel.
The outboard legs were re-positioned so that the forward leg moved to a point about 12 feet on
the grid while the aft leg moved to a point 19 feet along the grid. This allowed the grid to
straddle the structure without impacting it. The camera run was now commenced, and as
anticipated, only required about two minutes to complete. At this time, the team leader judged
that the dive be ended.
The next day was cancelled due to weather. Though our team stayed all day in Leland to
further brief divers and team leaders on camera operation and assembly and grid operations.
The next day was a full day were all teams were taken down in their pre-determined rotations.
At this point the teams are comprised of four divers, two from MUPC/NWN54M personnel and
two of our members. One of our trainers operates the camera position while the other runs
oversight on all positions. 'Me two MUPC/NWNRvZ4 members operate the ends of the grid and
take all directions from the camera position operator.
The next day MUPC/NWMMM members increase to three per team and rotate through the
camera position and one of our trainers continues overall oversight. At this time the trainers will
intervene only if they see an omission of procedure. Two GLV/R personnel depart that night
(thursday)
On the last day the MUPC/NWNB4M personnel comprise the full team of either three or four,
depending on the skill levels. GLV/R personnel assist as necessary and run briefings. On-site
operations are observed by the trainers on a spot basis. At this time the port side, main site is
over 90% complete.
It is believed at that time that the team concept had worked exceptionally well again. The
more often people work together the more efficient they become. The grid and its movements
are all highly designed and completely systematic. Once this system is understood, it is simply a
matter of establishing good communication between the team members. We have found that it is
best to allow each team to develop its own method of communication as each team will produce
its own character and energy. A pre-determined, standard set of coniniunications will work only
as an early basis, it is certain that most divers will forget those communication standards in the
beginning and by necessity develop their own as they are working. Each team will always find
its own technique and this should never be discouraged.
By using the team leader concept, all new team members will look immediately to that person
for guidance. Even if a new person with significant dive experience comes on to the project,
carrying the attitude that they will perform like no other before, will quickly see that their
experience will not apply to precise work such as the grid demands. There is always something
that demands action and attention. The end positions of the grid are not exciting areas to be
assigned to, but both ends are critical. It is the task of each end person to maintain a vigilant
watch over those ends to check for many potential problems. It is their responsibility to note and
correct any errors and to communicate to the camera position operator. If this does not happen,
then the team breaks down. It is also the responsibility of the team leader to assess the skins of
their teammates and to correct their errors. The team leader must assess the grid at all times.
Essentially it is the team leader's task to ensure that their team members are up to speed.
Our team left with confidence that the team leaders we had designated would perform
admirably. As in all projects there is always some people who are more suited for this type of

GLV/R

work than others. It is a difficult decision sometimes, but it is crucial to evaluate the divers and
to use only the ones with the greatest skill, availability, energy and leadership qualities. In this
project we felt that we spent too much time training people who failed this assessment according
one or more of these criteria. It is a waste of precious time to do this.
On the other side, the participants who prove to be excellent must be trained and encouraged so
that it is possible to put them right into the fire, so to speak. It is this person that a training
project must target to be of the greatest effectiveness. These people can train the other less
skilled or transitory participants and use them accordingly throughout the field season. While it
is our goal to make the VNH process the most efficient site documentation system available, it is
a mistake to think that any site can be My documented in a week's time, particularly during a
training session. The longer view must be taken.

Our end assessment is that of the NRTC/NVINIMM personnel involved, five could easily be
used as team leaders. Of these two are excellent, two are questionable, and one was not available
to us for full training. Of the other participants only about 50% could be considered to be truly
reliable for a full season of work. In total, three full, competent teams could be assembled at the
end of the training project. This was our target.
However, leadership at the MUPC/NWNDAM level must come forward and continue working
and refining their own teams as well as allowing those teams to train new, qualified people as
often as possible. Ideally, multiple teams can exist and develop and build their own
documentation systems so that the VNII procedure can be deployed on multiple sites per year if
needed. But as stated, this can only happen if the leaming process continues.

At the time of this writing reports from MUPC/NWWDVM indicates that progress is exceptional
and that the training project was a success and that evaluations will continue.

This training project phase stands at 100% complete.

Financial report is attached.

Submitted, 8/28/92

Harley J Seeley, Sec/Treas, GLV/R, Inc.

GLV/R

Grid Construction

I)Lay out components as shown if Figure A.
2) Note ninn-erical markings on each piece. Place items with matching marks next

to eachother.
3) Item I and l a will already be attached
4) Irisert and bolt items 2 and 2a.
5) Items 6 and 6a will already be attached
6) Insert and bolt item 5 and 5a
7) Attach. and bolt items 3 and 3a. And then items 4 and 4a.
8) Attach and bolt items 7 and 7a. Repeat for items 8 and 8a.
9) Lisert item 9a through item 9. Insert item 9b through item 9a and bolt so that
the elbow is horizontal. Repeat for items 10, 10a and 10b.
10)xElevate these legs so that the grid is about 1.5 feet off the ground.
11) Insert item 11 a into item 11 and bolt. Repeat for items 14 and 14a.
12) Lasert item 12a through item 12. Repeat for items 13 and 13a.
13) Ellevate these legs to match height of the rest of the grid and insert through pins
and lock-down.
14) Insert item 14b into item 14 and bolt. Repeat for items I I and I I b.

Grid is now fully assembled.

GLV/R

Initial Grid Deployment

1) Assembled grid transported to Leland, all bolts checked.
2) Tie grid together internally to prevent excessive flexing.
3) Put grid on transport vessel.
4) Send diver team to establish sterile off-site area for grid and establish a bouy.
Second dive team to check and/or establish baseline.
5) All divers out of the water
6) Lower grid to the bottom at the bouy location.
7) Outer legs bound together and lowered to bottom
8) Dive team follows surface line and movers legs to the grid and detaches line.
9) Flotation tubes bound together and lowered
10) Divers move tubes to grid and detaches line
11) Keel legs bound and lowered to bottom
12) Divers move keel legs to grid and detaches line.

GLV/R

Off-site grid assembly

1) Final check that bolts are secure.
2) Turn grid vertical and insert keel legs so that the 3" tees are on the bottom
3) Turn grid back to horizontal. Raise keel legs so that grid is approximately 2 feet
high and insert and bolt the through pins
4) Insert outer legs into rear 4" vertical tees, elevate to about 2 feet and insert and
bolt through pins.
5) Insert and bolt lower bouyancy tubes
6) Insert and bolt upper bouyancy tubes.
7)Attach 2 jugs at keelside, 2 at middle and 4 at Outer end of the grid.
8) Inflate jugs slightly.

GLV/R

Moving grid onto site

1) Diver team of three. One on each end and one in middle.
2) Keel end person controls all movement. Center diver assists where necessary
and relays communication to Outer end diver.
3) Establish route from grid construction area to first deployment area on site.
4) Execute move to a position parallel to the keel, just off the ribs with the keel end
most aft.
5) Adjust outer legs to a position 4-5 feet up.
6) Middl-e person moves toward the keel end of the grid to assist keel end operator.
7) Inflate lift jugs to neutral bouyancy
8) Keel end divers move grid 90* to rest on the keel.
8a) Outer end diver simply lifts and rotates grid to match movement of keel end

operators.
9) Adjust keel leg elbows to the vertical position and bolt.
10) Dive team assesses outer leg position and adjusts legs to avoid structure impact
at position one.
11) Adjust grid height to level target height and both ends
12) Outer end diver iniates the grid move to position one. Nfiddle diver now
assists the outer end diver.

13) Keel end diver matches movement of outer end.
14) When the grid is roughly in position, the keel end diver takes control and
initiates the grid movement to actual position one on the baseline.
15) Outer end diver adjust position to match keel position.

GLV/R

Image run check list
Middle position is called operator one or Opl, keel end diver is operator 2 or Op2,
outer end diver is called operator 3 or Op3.

1) OpI moves camera carriage to the center of the grid
2) Opl positions self in center of grid and perpendicular so that both ends can be-
observed.
3) Op2 initiates move of grid along baseline.
4) Op I signals to Op3 to begin move
5) Op2 places aft leg at correct position on the baseline.
6) Op I signals to 03 to stop.
7) Op 1 moves to baseline and places template in position on baseline.
8) Op3 adjusts outer end of grid to match template distance.
9) Op2 keeps aft leg in position at the baseline.
10) Op2 records position of aft leg on the baseline on a slate.
10a) Op2 and 3 check grid to structure height at their positions and ad usts as

necessary
11) Op2 and 3 deflate lift devices if necessary.
11 a) Op I powers up camera and starts recording
I I b) Op2 and 3 off grid.
12) Op I checks the camera mount.
13) Op I makes sure camera carriage is at the correct markings on the grid
14) Op I places stadia reference on site perpendicular to keel
15) Signals through the lens that position is ok
16) pause for 5 seconds.
17) Repeat steps 13 - 17
18) At end of image run, Op I shuts down camera
19) Op2 and 3 back at stations.
20) repeat all steps until battery fails or any one diver reaches air cutoff level.

GLV/R

1013

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Manitou Underwater Preserve Committee
Of the Northwest Michigan Maritime Museum
Box 388 911712LakeStreet 0 Empire, MI 49630 * 616-326-5533

Dear Video Mosaic Imaging (VMI) Project Participant,

At long last the computer hardware is in and we can now begin to
assemble the images of the Alva Bradley gained during our first
project period. Initial review of the images gathered give us
reason to believe our first attempt at VMI will be a success.

Project teams worked successfully until Sunday, August 9th, when
the entirety of the starboard bilge was recorded and the grid
recovered. Although the weather was to take a turn for the
worse, Sundays team worked in 20 ft water visibility with glass
calm surface conditions. A far cry from Saturdays weather which
also disabled the rudder on the regrettably indispensable
RUFFIAN.

The commitment by volunteers such as yourself is unquestionably
our greatest asset in attempting to conduct a project like VMI.
As such we would like to know how you felt about your volunteer
experience during this first project period.

Please take the time to answer the following questions, including
your insights and recommendations. Remember to take into
considerationthe constraints/resources the Preserve must
realistically work with. While an 80 ft live-aboard dive boat
would be great-chances are slim.

After we are certain that data already recovered is adequate and
any procedural or equipment corrections made, we will be
scheduling further field work. We look forward to your continued
involvement.

On behalf of Michigan Coastal Management Program and the Manitou
Underwater Preserve Committee, we would like to thank you again
for your time and commitment to this important project.

Sincerely,

Jed Jaworski
Project Administrator

1. Did you find the Video Mosaic Imaging procedure and
equipment easy to understand and implement?

2. what do you feel the strengths and weaknesses of the Sunday
orientation at the Leelanau school were?

3. What do you feel the strengths and weaknesses of the field
operation were?

4. Do you feel that safety concerns were adequately addressed?
ie. equipment, procedures, Project staff expertise.

5. What changes would you recommend regarding VMI procedures
and/or equipment?

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