[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







                                           17



                                       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.







                                            2









         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,



                                            3








         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.















                                           4












                             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:





                                         5









         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.






                                           6












                       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.




                                          9









         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

















                                          10












         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








                                             12









          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


















                                            13










                             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.







                                             14









          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




















                                              15









                         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.





                                          16









         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.
















































                                           17












                                  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.













































                                          19



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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&
               (9-M
               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,


                                                     Page 2







             NPS Fwm                                                                OM Apprftal No. 19"18
             (W
             United States Department of the Interior
             National Park Service
             National Register of Historic Places
             Continuation Sheet

             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


                                                     Page 3







              NPS FWM                                                                     CNO Ap"W 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 4

             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.


                                                         Page 4







              NPSFom If-M-a                                                              OM Ap"al No. 16"111
              (9-0
              United StatqS Department of the Interior
              National Park Service
              National Register of Historic Places
              Continuation Sheet


              Section number       7      Page

             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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             NPS Fom 16.9we                                                          OM Appr"al No. 10"19
             (9-M
             United States Department of the Interior
             National Park Service
             National Register of Historic Places
             Continuation Sheet

             Section number             Page 6

            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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             NPS Fom                                                                 OMB ApprftW 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

            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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            NPS Fom 1*_%$-a                                                OMB Ap"al No. 1024-MIS
            (94M
            United States Department of the Interior
            National Park Service
            National Register of Historic Places
            Continuation Sheet

            Section number 7       Page 8

           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


                                               Page 8







             NPS Fom 16-"I@a                                                            OMA Appr"W No. 14"18
             (W
             United States Department of the Interior
             National Park Service
             National Register of Historic Places
             Continuation Sheet

             Section number         7    Page

            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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              NPS FMM 16-9me                                                            OM Appmad No. 10"18

              United States Department of the Interior
              National Park Service
              National Register of Historic Places
              Continuation Sheet


              Section number 7          . Page 7)

             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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              NPS Fwm                                                                  OM Apwftal No. 14"18
              (9-W
              United States Department of the Interior
              National Park Service
              National Register of Historic Places
              Continuation Sheet


              Section number      7      Page i i

             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


                                                      Page I I






             NPS Form 1.6-9Wa                                                          OM10 Appnwal No. 10"18
             .(9-0
             United States Department of the Interior
             National Park Service
             National Register of Historic Places
             Continuation Sheet

             Section number              Page 12

             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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              NPS Fam If-"&a                                                            OW Ap"al 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 13

             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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             NP9 Form I#-"$,a                                                          OM Appnwal No. 10"18
             (9-W
             United States Department of the Interior
             National Park Service
             National Register of Historic Places
             Continuation Sheet

             Section number       7      Page i n

             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


                                                          Page 24







             NPS Fom 16-01@0                                                          OM Appr"al No. 10"18
             (9-W
             United Sbtes Department of the Interior
             National Park Service
             National Register of Historic Places
             Continuation Sheet


             Section number       a - Page-, i

            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).





                                                      Page 25









             NPS Form                                                         OMB Approval No. 1 24-  18
             (9-88)
             United States Department of the Interior
             National Park Service
             National Register of Historic Places
             Continuation Sheet


             Section number      9    Page 1




























                                                  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.



                                                   Page 26







             NPS FWM                                                               GM4 Appnwal No. 10"18
             (9-0
             United States Department of the Interior
             National Park Service
             National Register of Historic Places
             Continuation Sheet

             Section number       9    Page 2


              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.


                                                    Page 27







             NPS FWM 10-9"-a                                                       OMIS Appr6vW No. 10"18
             (9-0
             United States Department of the Interior
             National Park Service
             National Register of Historic Places
             Continuation Sheet

             Section number      9     Page     i

             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


                                                    Page 28







            NPS Fwm IMWa                                                          OMP Ap"al No. 10"18
            (9-M
            United States Department of the Interior
            National Park Service
            National Register of Historic Places
            Continuation Sheet

            Section number in         Page,_

              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


                                                    Page 29








              NPS FOM ISM$-&                                                            OMIS Appr"al N& 10"18
              (94M
              United States Department of the Interior
              NationaJ Park Service
              National Register of Historic Places
              Continuation Sheet


              Section number        In 2 Page 9

             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.





































                                                       Page 30





                                                                     MANITOU PASSAGE
                            GREAT LAKES STATE BOTTOMLAND PRESERVE
                                                                         282          SQUARE MILES



















                                                                                                                               AIVA BRADLEY






                                                                                                                01

                                                                    or

                                                       .01









                                                                                                                  47












                                                                                                                                                                       "414


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                                                                                                                    -p                                                 Sir   F


                                                                                                                                                      46




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                                                                                                                                                    fate












                                         \014








                            s U PE           C>
                                                              C4   4,04


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                                                                   4






                                                        ALVA
                                                  G"s   13RADLEY





           S T U D Y
            AREA





                                  w
                                  be




                                                                           4KC
                                                                         ERIE 0
                                         -1-@ D I
                                                            0 H 10
                               REGIONAL LOCATION



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                            23-










                                                    A

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                                            M@










                 M-M





           Em






                         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







                                                                                                                    2


                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






                                                                                                                   3


               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






                                                                                                                  4


               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







                                                                                                                  5


               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
















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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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