Natural Resources

• 

  Corset and Whalebone Scrimshaw Busk

  Description

  For much of the nineteenth century, ladies' fashion required very small waists. The most common way to achieve this was to wear a tight laced corset, which could be adjusted according to the specific garment it accompanied. Like this example, many of them were handmade to fit an individual, although they were also available in shops.

  One of the most intimate pieces of scrimshaw a whaleman could produce was a bone or baleen busk, or corset stiffener. These were carved and given to a crewman's loved one, who then inserted it into a matching sleeve on her corset as a unique memento of her beloved's feelings.

  One side of this whalebone busk contains three cityscapes, two of which have busy ports with lots of shipping. The other side has eight vertical pictures, topped by a full frontal portrait of a beautiful young woman. She may represent the recipient of this busk. Below her is a city scene with multiple church steeples over a flag in a precinct. A multi-colored circular geometric pattern is at the center, above a garden scene over a delicate basket of flowers. Next is a three-masted warship, and at the bottom is a large rural villa overlooking a walled garden. Can these pictures be woven into a story?

  date made

  mid-nineteenth century

  mid-1800s

  fashion

  19th century

  ID Number

  DL.374478

  catalog number

  374478

  accession number

  136263

  Data Source

  National Museum of American History

• 

  Scrimshaw Panbone Port Scene

  Description

  The absence of much pinpricking in this elaborate panbone picture indicates a highly skilled scrimshaw artist who was able to sketch the fantastic port scene freehand. The presence of palm trees indicates a warm climate, dominated by naval warships in a fortified harbor with its own lighthouse. Military camps dominate the land, and a smaller factory or mill town on the bottom of the scene is defended by a partial stockade.

  The artist has left no clues for the specific location of this beautifully detailed landscape, although the palm trees suggest somewhere in the vicinity of the equator.

  date made

  19th century

  1800s

  ID Number

  DL.374479

  catalog number

  374479

  accession number

  136263

  Data Source

  National Museum of American History

• 

  Scrimshaw Sperm Whale Panbone, mid 19th Century

  Description

  This large panbone, or section of the back of a sperm whale’s jaw, served as the canvas for a whaleman’s freehand drawing on two levels. In the center of the upper level is a three-masted whaleship with painted gun ports along its sides. Merchant vessels often did this, to look like powerful warships from a distance and thus protect themselves from pirates or other predators. The ship’s vertical whaleboat davits are empty, and the ship is sailing towards its little fleet of four whaleboats in various stages of harpooning a pod of five whales. Four of the whales are ‘blowing,’ or exhaling through the blowholes on top of their heads. One of the whales already has two harpoons sticking out of its back and is towing a whaleboat on a ‘Nantucket sleigh ride.' Behind the ship on the left is an old-fashioned two-masted topsail schooner sailing in the opposite direction. The sea in the foreground is calm, and the scene is placed against a shoreline of low, rolling hills. Below is another pair of sailing ships: a two-masted square-rigged brig follows a brigantine with a square-rigged foremast and a fore-and-aft main. Although engraved by the same very talented artist, the two levels of illustrations do not appear to be related. Judging from the extremely detailed and technical rigs and sails of all the ships, the scrimshaw artist may have been a sailmaker or rigger.

  Scrimshaw began in the late 18th or early 19th century as the art of carving whale bone and ivory aboard whale ships. The crew on whalers had plenty of leisure time between sighting and chasing whales, and the hard parts of whales were readily available on voyages that could last up to four years.

  In its simplest form, a tooth was removed from the lower jaw of a sperm whale and the surface was prepared by scraping and sanding until it was smooth. The easiest way to begin an etching was to smooth a print over the tooth, prick the outline of the image with a needle and then “connect-the-dots” once the paper was removed. This allowed even unskilled craftsmen to create fine carvings. Some sailors were skilled enough to etch their drawings freehand. After the lines were finished, they were filled in with lamp black or sometimes colored pigments.

  Scrimshaw could be decorative, like simple sperm whale teeth, or they could be useful, as in ivory napkin rings, corset busks (stiffeners), swifts for winding yarn or pie crimpers. The sailor’s hand-carved scrimshaw was then given to loved ones back on shore as souvenirs of the hard and lonely life aboard long and dangerous voyages.

  date made

  mid 1800s

  1840 - 1860

  ID Number

  DL.057605B

  catalog number

  57605B

  accession number

  2009.0206

  Data Source

  National Museum of American History

• 

  Carved Cod-in-a-Coffin

  Description

  This handmade object—a carved likeness of a miniature cod fish lying in a wooden coffin—was made by fisherman Dan Murphy of Dunville, Newfoundland. Made in response to Canada’s moratorium on cod fishing, Murphy sold these items at local flea markets and from his home. This folk art cod-in-a-coffin, carved from wood and lined with fabric, represents the death of many Newfoundlanders’ livelihood. The fishing ban was declared on July 2, 1992, in an attempt to replenish the distressed levels of North Atlantic cod. Since then, over 40,000 fishers and workers at processing plants in Canada have lost their jobs.

  The Canadian province of Newfoundland, like coastal New England in the United States, has a long history of cod fishing. When John Cabot first explored the region in 1497, he reported that cod off the rocky coast of Newfoundland were so plentiful that his crew could scoop up loads of the fish in buckets. Exploration and settlement of the area followed, and, over the course of the next four centuries, the North Atlantic fisheries became major industries that supported a significant number of families and communities in Atlantic Canada and along the New England coast.

  In the 20th century, as new technology increased the efficiency of harvesting, the population of cod and other species in the North Atlantic began to decline. Before the 1960s, around 150,000 to 300,000 tons of cod were caught each year. But with the rise of diesel-powered factory trawlers, millions more fish could be hauled in and trawlers from all over the world converged in the productive waters of the North Atlantic. In 1977 foreign trawlers were banned, opening the door for the expansion of Canadian and American fishing fleets. But within a generation, the stocks of cod were depleted to the brink of collapse. The Canadian government reacted by banning cod fishing. The moratorium was extended indefinitely in 1993, giving jobless fishers little hope for a return to their way of life. According to a 2007 study, the North Atlantic cod population was estimated to be at one percent of its 1977 numbers.

  date made

  1994

  date of fishing ban

  1992-07-02

  foreign trawlers banned

  1977

  maker

  Murphy, Dan

  ID Number

  1999.0078.01

  accession number

  1999.0078

  catalog number

  1999.0078.01

  Data Source

  National Museum of American History

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  Ship Model, Steam Schooner Royal

  Description

  This model represents a vessel powered by both steam and sail power. An auxiliary schooner, the Royal was one of several built after 1890 for use in the Alaska salmon fishery. Tenders like the Royal transported workers and supplies, and carried fish packed at remote canneries. The model shows a deckhouse with a pilothouse forward, a fish hatch, and a slide companionway to the forecastle.

  The Royal was built in 1891 by Matthew Turner at Benicia, California. Turner, born in Ohio in 1825, grew up on the shores of Lake Erie, where he learned about fishing and the ship-building trades. In 1850 he joined the throngs of fortune-seekers heading to the California gold rush. After some success in the gold fields, he returned east but was soon back on the West Coast, where he organized a trading company that shipped lumber and other cargoes. He also began building ships, and in 1882 he moved his operations to Benicia, on Suisun Bay, northeast of San Francisco. A prolific builder, Turner launched some 228 sailing vessels in his career. The site of Turner’s Benicia shipyard was registered as a California Historical Landmark in 1987.

  date made

  1891

  maker

  Turner, Matthew

  ID Number

  TR.076238

  catalog number

  076238

  accession number

  28022

  Data Source

  National Museum of American History

• 

  Temple Toggle Iron

  Description

  Very little is known of Lewis Temple's early life. Born around 1800 to slave parents in Richmond, Virginia , by 1829 he had moved to New Bedford, Massachusetts, where he married. By 1836, he had a blacksmith shop on a local wharf, where he made shipsmithing items like spikes, harpoons, rigging elements, cargo hooks, barrel hoop and other iron ship fittings.

  Temple developed a simple but significant refinement to the harppon: the so-called Temple toggle iron or gig. This feature at the tip of a harpoon offered a more secure way to hook into a whale. Unfortunately, Temple never patented his idea, which swiftly achieved widespread application throughout the world's whale fisheries. He died in May 1854, unrecognized and in debt.

  While Lewis Temple did not invent the toggle, his invention made it better. The first barb at the tip of the dart was designed to penetrate the whale's flesh, and the second barb also went straight in. A small wooden peg holding the lower barb in place would then break when the whale pulled away, allowing the barbed head to swivel away from the shaft. The new T-shape of the barb prevented the dart from pulling out of its wound.

  date made

  ca 1859

  inventor

  Temple, Lewis

  ID Number

  TR.330535A

  catalog number

  330535a

  accession number

  294088

  Data Source

  National Museum of American History

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  New England Whale Ship

  Description

  This model represents a typical Massachusetts whaleship of the mid-19th century, fully rigged and ready for a long cruise that might last for as much as four years. The name “U.S. Grant, Edgartown” on the ship’s stern is fictional—no ship by that name ever sailed for the whaling fleet. The ship’s bottom is lined with copper sheathing, to keep out the teredo navalis, a tropical worm that bored into the wood of ship’s hulls and weakened the structure, as the termite does to wooden structures on land.

  The whaleboats are the most prominent features. After whales were sighted by lookouts perched at the mast tops, the boats were dropped over the sides of the mother ship to chase them. Also over the side are the cutting stages, where the whale’s fat, or blubber, was sliced off the body in long strips.

  The main feature on the ship’s deck is the try-works, or giant pots set into a brick framework, where the whale’s blubber, was boiled down into oil. After the blubber became liquid, it was drawn off to cool and then poured into heavy barrels and stored below in the ship’s cargo hold.

  This model was purchased in 1875 at Edgartown, on the island of Martha’s Vineyard, Mass.; it was one of the first objects in the Smithsonian’s National Watercraft Collection.

  Date made

  1875

  model was purchased

  1875

  ID Number

  TR.025726

  catalog number

  025726

  accession number

  4353

  Data Source

  National Museum of American History

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  Whaler's Shoulder or Darting Gun

  Description

  By the later 19th century, guns had replaced most hand harpoons and lances, since they were far more efficient and deadly to the prey. They also could be shot from a safer distance from the prey than the hand tools could be wielded. The darting gun was one of the more popular types. Loaded with different darts, this versatile weapon could be used both for harpooning and killing whales.

  This particular gun was displayed at the 1883 International Fisheries Exhibition in London, England. After the display ended, it was donated to the Smithsonian by its inventor, Capt. Eben Pierce of New Bedford, Mass.

  date made

  1880s

  guns replaced hand tools

  late 19th century

  displayed at the International Fisheries Exhibition

  1883

  maker

  Pierce, Eben

  ID Number

  TR.316550

  catalog number

  316550

  accession number

  66767

  Data Source

  National Museum of American History

• 

  Whaler's Fluke Lance

  Description

  The most dangerous act in the dangerous business of whaling was “spading flukes.” The whaleboat drew up close alongside a desperate, unpredictable whale on the water surface, and a crewman used a boat spade or fluke lance to sever the whale’s tail tendons. This effectively immobilized the prey, for the whale couldn’t swim without its tail.

  According to James Temple Brown, who wrote the 1883 catalog of the Smithsonian’s whaling collection, the fluke lance was exceedingly rare and was regarded as “a monstrosity by all the fraternity”. This rare inscribed example was used aboard the starboard whaleboat of the bark Sea Fox.

  Date made

  ca 1880-1889

  authored whaling reference material

  Brown, James Temple

  maker

  Driggs, James D.

  ID Number

  TR.056358

  catalog number

  056358

  accession number

  012298

  Data Source

  National Museum of American History

• 

  Bait Knife

  Description

  This knife has a long, narrow, steel blade with a single edge and a pine handle. The blade is 8.5 inches long and the handle adds another 6 inches. It was made in Beverly, Massachusetts, in 1877, and was displayed in 1883 at the International Fisheries Exhibition in London. In a catalog of the exhibition, the knife is described as “the earliest style of knife used by Cape Ann fishermen to prepare slivers of menhaden for cod, haddock, or mackerel bait” (p. 840).

  Menhaden are herring-like fish, that spawn in large runs. At the time this knife was in use, menhaden were abundant and typically caught for bait in seines or stationary pound nets near the shore. Schooner captains fishing Georges and the Grand Banks purchased bait at ports in the Canadian Maritimes. The bait was frozen and kept on ice, which eased the work of slivering the fish.

  Describing baiting operations in the 1940s, Capt. R. Barry Fisher wrote, “The bait was used carefully. It was stood on its head, your hand holding the tail, and then with a bait knife you sliced down along the belly side toward the head. The two pieces together were placed side by side on a cutting board and you chopped away the head. Then you chopped these halves so as to get about twelve to sixteen usable pieces of bait. The tails and the heads were discarded. Four to six herring or mackerel were needed to bait one line of gear.” (A single line would have 52 to 54 hooks; a two-man dory crew would set about 30 such lines at a time in what was called a "trawl line.") A Doryman’s Day (Gardiner, Maine: Tilbury House, 2001) pp. 29-35.

  Date made

  1877

  ID Number

  TR.029407

  catalog number

  29407

  accession number

  12679

  Data Source

  National Museum of American History

• 

  Mackerel Plow (Knife)

  Description

  Used by New England fishermen aboard mackerel schooners in the 19th century, this unusual tool converted poor “leather-bellies” to fat “Number 1” fish with a few short strokes. Mackerel caught in seines at the beginning of the season—in spring and early summer—were generally lean, dry, and tough, and not worth much at market. But fishermen found a way to plump them up to command a higher price. After splitting a scrawny mackerel down its back with a larger knife, a fisherman would make several slashes parallel to the backbone with the small blade of the plow. Like plowing furrows on land, the slashes opened the flesh, causing the fish to swell and look fat, which could bring a higher price.

  Fishermen typically had their own mackerel plows, which were widely variable in size and design. All were handmade of wood and had very small metal blades. Many, like this one, had an open handle that fit the hand of its user. This example is embellished with pewter inlays, including five-pointed stars and the initials “EB,” presumably to identify its owner.

  Date made

  1880s

  ID Number

  TR.029368

  catalog number

  029368

  accession number

  12679

  Data Source

  National Museum of American History

• 

  Cod Hand-line

  Description

  Manufactured in Gloucester, Massachusetts, in 1882, this hand-line is of the type used in the 19th-century cod fisheries on Banquereau Bank, Grand Bank, and Western Bank in the North Atlantic. The wooden reel contains about 25 fathoms (150 feet) of 12-pound cotton line. A 4-pound lead sinker with brass fittings attaches to a bridle and two short lines (called “snoods”), with slot swivels at the ends. The swivels hold two hemp “gangings” and hooks. This rig saved time in removing fish and re-baiting because the fisherman could slip the gangings from the swivels and replace them with new line and freshly-baited hooks. The preferred bait for the cod fishery was frozen herring in winter and fresh herring, mackerel, alewives, and menhaden the rest of the year.

  Fishermen used hand-lines when fishing from the decks of schooners anchored across the tide. They stood at the rail, all on the side of the vessel opposite from the side hit by the tide. This allowed the lines to drift out from the schooner for more effective fishing.

  In “The George’s Bank Cod Fishery,” G. Brown Goode and J. W. Collins (1882) reported that when the fish were plentiful, fishermen often caught a pair of cod, one on each hook, and that a man could catch between 100 and 200 fish per day. At other times, a whole day’s effort might yield only three or four fish. From The Fisheries and Fishery Industries of the United States, Sec. IV. (Washington, D. C.: Government Printing Office, 1882) p. 194.

  date made

  1880

  1800s

  ID Number

  TR.054503

  catalog number

  054503

  accession number

  12679

  Data Source

  National Museum of American History

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  Knife

  Description

  A knife was an essential tool on a whaleboat, where the quick cutting of a tangled line snagged on a man’s ankle or on an object in the boat could mean the difference between life or death.

  Date made

  1880s

  ID Number

  TR.103026

  catalog number

  103026

  accession number

  12328

  Data Source

  National Museum of American History

• 

  Ship Model, Fishing Schooner Dauntless

  Description

  This model represents the fishing schooner Dauntless, built at Essex, Mass., about 1855. Its hull is of the “sharpshooter” type, meaning the bottom has a sharp V-shape, as distinct from the rounded hulls of most fishing craft built in New England. The model shows the typical deck arrangement for a schooner sailing to or from the offshore fishing grounds, with the dory boats nested together and lashed bottom-up on the deck. All of the sails are set, including the jib and flying jib on the vessel’s long bowsprit.

  Fishing on the shallow banks stretching from Georges Bank east of Massachusetts to the Grand Bank off the coast of Newfoundland was a dangerous enterprise. Thousands of lives were lost in the race to catch more fish and deliver them to market before the competition. The demand for fast schooners led to designs that favored speed over safety. The Dauntless is an example of a mid-century schooner with a fast hull and a great deal of sail. The sailing rig would have required crewmen to venture out on the bowsprit to furl the jib, a dangerous proposition, especially in rough weather.

  Details of what happened to the Dauntless and its crew in September 1870 are unknown. But the schooner was lost at sea with all hands aboard, while making a passage to the Bay of St. Lawrence from Gloucester. Those lost included Jas. G. Craig, master, John La Pierre, Martin Costello, John Todd Jr., George Todd, Daniel Herrick, Edward Smith, James Smith, James Welch, George Goodwin, and two others, whose names are unknown.

  Date made

  1894

  date made

  1855

  model built

  ca 1855

  schooner was lost at sea

  1870-09

  master of schooner's crew

  Craig, Jas. G.

  sailor

  La Pierre, John

  Costello, Martin

  Todd, Jr., John

  Todd, George

  Herrick, Daniel

  Smith, Edward

  Smith, James

  Welch, James

  Goodwin, George

  ID Number

  TR.076244

  catalog number

  076244

  accession number

  028022

  Data Source

  National Museum of American History

• 

  Pacific Steam Whaleship Orca

  Description

  The steam whaler Orca was built at San Francisco in 1882 specifically for the Pacific and Arctic whale fisheries. By the late 19th century, the Atlantic whale was too scarce due to overhunting, and whaling had moved almost completely to distant western waters to exploit the remaining whales.

  Measuring 177 feet in length and 628 tons, Orca had a 280-HP steam engine for propulsion. It also had a full suit of auxiliary sails for backup and fuel conservation. When built, Orca was the largest auxiliary steam whaler in the United States.

  The bark-rigged vessel was heavily built and braced, with a strongly raked bow to work in the Arctic ice pack. The heavy timbers and bow shape allowed it to be driven up onto the ice, where its weight helped to break through. Orca’s propeller had two blades so it could be aligned vertically with the stern timbers when not in use in order to protect it from the ice.

  Information collected by Mystic Seaport Museum in Mystic, Conn. indicates that Orca, along with many other Pacific whalers, resorted to shanghaiing, or acquiring crewmen from agents ashore who forced potential crewmen onto their ships in various ways. With around two dozen whaleships clearing San Francisco each year for the Pacific whaling grounds, the need for crewmen was great.

  Date made

  1894

  reference material

  Mystic Seaport Museum

  ID Number

  TR.076237

  catalog number

  076237

  accession number

  028022

  Data Source

  National Museum of American History

• 

  Scrimshaw Ivory Whale Stamp

  Description

  Carved from the teeth of captured sperm whales, whale stamps were used to record the type of whale and number of barrels of oil they yielded.

  The stamps were inked onto the page of whaleship logbooks or sailors’ journals, with an empty space in the whale’s body for writing in the number of barrels. This example in the form of a sperm whale is decorated with steel pin heads and a turned handle.

  date made

  1800s

  ID Number

  1978.0052.06

  accession number

  1978.0052

  catalog number

  1978.52.6

  Data Source

  National Museum of American History

• 

  Engraving Of Steam Snag Boat A. H. Sevier

  Description

  Snags—submerged or partially submerged trees and roots—were one of the main obstructions to navigation, particularly in the Mississippi River below St. Louis and in its larger western tributaries. A majority of the steamboat accidents up to 1849 were the result of collisions with snags. In 1828, steamboat builder Henry M. Shreve was appointed Superintendent of the Western Rivers, and the next year he completed the first steam snag boat, specially built to dislodge river debris. This mid-19th-century engraving taken from the Taylor & Crooks sketch book, St. Louis, 1858, provides an image of the 1840s generation of snag boats.

  These double-hulled craft incorporated an iron-sheathed snag beam at the bow, joining the two hulls. During operations, the boat was run full speed at the projecting snag, forcing it up and out of the water. The snag was then hauled onto the boat deck and cut into pieces. Snag boats were capable of removing snags weighing up to 75 tons.

  The A. H. Sevier, Snag Boat No 4, worked under the direction of the Superintendent of Western River Improvements, within the War Department. Built during the 1840s, each hull of the Sevier was about 150 feet long and 22 feet wide, with 12 feet between the twin hulls.

  In July 1855, the Sevier was auctioned off with all equipment and furnishings at St. Louis for $6,050. It was then chartered by the government in November for $50 per day, with the government responsible for repairs and damage above and beyond ordinary wear and tear. The Sevier continued to work on the Mississippi between the mouth of the Missouri to a point about 18 miles south of Vicksburg—almost 900 miles of operations.

  ID Number

  TR.336779

  catalog number

  336779

  accession number

  1979.0415

  Data Source

  National Museum of American History

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  Ship Model, Skipjack Gertrude Wands

  Description

  The skipjack is the last in a long line of sailing craft designed for work in the Chesapeake Bay oyster industry. First built in the late 1800s, this sloop-rigged, single masted vessel was easy to maneuver even in light winds, and its V-shaped hull allowed oystermen to work in shallow waters. This model represents the Gertrude Wands, a skipjack built by John Branford on the Eastern Shore of Maryland in 1899. It is named after a little girl who lived in the community of Inverness.

  Like bugeyes, skipjacks were built for oyster dredging under sail. But unlike the round-bottomed bugeye, the skipjack had a V-shaped hull, which was easier to build and did not require the huge logs of the traditional bugeye. Skipjacks were also smaller than bugeyes, ranging in size from 25 to 50 feet.

  By the early 20th century, skipjacks had replaced bugeyes and were the main dredging craft on the bay. An 1865 Maryland law restricting dredging to sail-powered vessels ensured the continued use of sailing craft for oystering. Only in 1967 was the law amended to allow the use of a gasoline-powered push boat on Mondays and Tuesdays of each week. A push boat is shown on davits at the stern (back) of this model.

  Maryland’s skipjacks are the last commercial fishing boats operating under sail in North America. In 1985, the skipjack was named Maryland’s official state boat. With the steep decline of the oyster population in the Chesapeake Bay, most skipjacks have become floating classrooms for public education programs about the bay. Several have been donated to museums for preservation. Still, many people who live in the Chesapeake region harbor a sense of longing and nostalgia for the days when the large white sails of skipjacks filled the horizon.

  date made

  1968

  date Gertrude Wands was built

  1899

  built Gertrude Wands

  Branford, John

  ID Number

  TR.328687

  accession number

  276670

  catalog number

  328687

  Data Source

  National Museum of American History

• 

  Shipbuilder's Half Hull Model, Whaleship Jireh Swift

  Description

  Half hull ship models were carved by shipwrights to a shape negotiated with the future owners of the ship. Once finished, the builder lifted the curved shape of the outer hull off the model and scaled it up to the dimensions of the full-sized ship on the floor of the molding loft. Then the ship’s timbers were cut to fit the lines drawn on the floor and lifted into position in the ship’s framework.

  African American shipwright and former slave John Mashow built the whaler Jireh Swift in 1853 at Dartmouth, Mass. near New Bedford. The vessel measured 122 feet in length and 454 tons. Its first voyage was to the northern Pacific and lasted nearly four years. The ship collected 45 barrels of sperm oil, 2,719 barrels of whale oil and 14,900 lbs of whalebone. Swift’s second voyage, to the same grounds, lasted more than four years and netted much more oil and bone for her owners. Nearly three years into her third voyage, on 22 June 1865 she was captured in the Arctic by the Confederate raider Shenandoah and burned, for a loss of more than $40,000.

  Date made

  1853

  maker

  Mashow, John

  ID Number

  TR.076323

  catalog number

  076323

  accession number

  015358

  Data Source

  National Museum of American History

• 

  Ship Model, Chesapeake Bay Log Canoe

  Description

  This model of a Chesapeake Bay log canoe was built in 1880 and displayed at the Great International Fisheries Exhibition in London in 1883. It shows a two-masted log canoe with a mustard-colored hull. Although this model may look more like a recreational sailboat than a traditional paddling canoe, its roots can be traced back to the dugouts built and used by American Indians. Native Americans along the bay used dugouts, made by hollowing out a single tree trunk, to spear fish, gather oysters, and travel from one village to another. Europeans adopted the log-canoe technology shortly after arriving in the region in the early 1600s. By the start of the 18th century, colonists had modified the standard, single-log dugout, by hewing and shaping several logs and fitting them together to enlarge the craft. They added masts and sails, providing the means to travel farther and giving the vessels their distinctive appearance.

  Despite the widespread use of frame-and-plank shipbuilding techniques around the Chesapeake, watermen continued building and using log canoes well into the 20th century. The canoes were ideal for oyster tonging in the many protected creeks and rivers that flow into the bay. This model includes a pair of hand tongs of the sort made by local blacksmiths for oystermen. A waterman would anchor his canoe over an oyster bed and lower the tongs into the water. With a scissoring motion, he would rake the tongs together until the iron basket was full and ready to be lifted onboard.

  In terms of construction, the log canoe is the forerunner to the bugeye, which is essentially an enlarged canoe built of seven or nine logs with a full deck added over the hold. While log canoes are no longer used in commercial fishing, they can still be seen in special sailboat races on the Eastern Shore of the Chesapeake.

  date made

  1880

  Date made

  1875

  ID Number

  TR.25003

  catalog number

  025003

  accession number

  4586

  Data Source

  National Museum of American History

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