Emma C. Berry (sloop)

Emma C. Berry
History
Builder: Palmer Shipyards
Launched: 1866
Status: Museum ship
General characteristics
Tonnage: 15 GRT
Length:
  • 39.2 ft (11.9 m) (registered)
  • 39.2 ft (11.9 m) LOA
Beam: 14.6 ft (4.5 m)
Depth of hold: 5.7 ft (1.7 m)
Sail plan: Noank smack
Emma C. Berry (Sloop)
Location Greenmanville Avenue, Mystic, Connecticut
Coordinates 41°21′35.22″N 71°57′59.56″W / 41.3597833°N 71.9665444°W / 41.3597833; -71.9665444Coordinates: 41°21′35.22″N 71°57′59.56″W / 41.3597833°N 71.9665444°W / 41.3597833; -71.9665444
Built 1866
Architect James A. Latham
Part of Mystic Bridge Historic District (#79002671)
NRHP Reference # 94001649
Significant dates
Added to NRHP October 12, 1994[1]
Designated NHL October 12, 1994[2]
Designated CP August 31, 1979

Emma C. Berry is a fishing sloop located at the Mystic Seaport Museum in Mystic, Connecticut, United States, and one of the oldest surviving commercial vessels in America. She is the last known surviving American well smack. This type of boat is also termed a sloop smack or Noank smack. Emma C. Berry was built in 1866 at the Palmer Shipyards in Noank, Connecticut by James A. Latham. Well smacks were designed to keep the catch alive in an internal water-filled compartment known as a wet well. Seawater circulated through large holes in the bottom planking. The Noank design was imitated in other regions of the United States, but well smacks had appeared in England previously in about 1775.[3][4]

The boat was named for Captain John Henry Berry's daughter.[5] In 1886 Emma C. Berry was rigged as a schooner, and in 1916 a gasoline engine was added. She was restored in 1931 to her original condition. Emma C. Berry was declared a National Historic Landmark in 1994.[2][3]

Construction

The Emma C. Berry was built in 1865 by John Latham in the R. & J. Palmer Shipyard in Noank, Connecticut for John Henry Berry. The ship was named after his daughter and constructed in a similar way to other Noank smacks.[6] The ship was launched in 1866 with a sloop rig and two head-sails.[6]

Owners

Originally, John Henry Berry had a 1/2 stake with Moses Wilbur, William Latham, Charles Spencer and Amos Lanplear each owning 1/8 stake.[6] Ownership changed by September 1866 with, including Berry having no stake in the ship.[6] In 1870, the ship was owned by Henry Chapel with 5/8 and Henry Brown with 3/8. In 1872, Robert Westcote was the sole owner and master of the Emma C. Berry.[6] Henry Chapel became the managing owner in 1886 and later the sole owner in 1887 and the Emma C. Berry was re-rigged as schooner.[6] It changed ownership several times throughout the 1895 through 1910 when it became owned by the Marston Lobster Pound Co. (5/8), Sargent Land and Co. (1/8) and by Charles A. Baker (2/8).[6] Just two years later in 1918, S. A. Skilling and Son had a 6/8 stakes and Clarence A. Baker retained his 2/8th stake.[6] From 1918 through 1929 various individuals came to own the Emma C. Berry.[6] Her career as a fishing vessel ended around 1924 and she was left on the flats of Beals, Maine. In 1926, the Emma C. Berry was purchased by Milton Beal and used as a coastal freighter.[7] F. Slade Dale purchased the ship in 1931 and restored it and registered the ship in Philadelphia.[6][7] Dale retained ownership until it was donated to the Mystic Seaport in 1969.[6] Captain Dayton O. Newton Bandmaster at Admiral Farragut Academy (Pine Beach, NJ) and Captain of the Schooner Adventure (Camden, ME) met Dale in the early 1960s and offered to assemble a volunteer crew of Admiral Farragut Academy cadets to work on the "Berry". Newton convinced Dale that the "Berry" should sail back to the yard in Noak 100 years following her launch. In 1965 Captain Newton and volunteers sailed the Berry on a shakedown cruise up the Hudson to Troy, NY carrying a cargo of historical documents to the Albany Historical Society. During this shakedown cruise, Pete Seeger came aboard for a concert from the Berry raising funds for his soon to be built Cleawater.

Alterations

The Emma C. Berry has undergone numerous alterations in rigging, modification and repairs throughout its extensive career before undergoing an extensive restoration to return it to its original configuration.[6] The original sloop was rerigged as a schooner in 1887 and Will Beal installed a Knox gasoline engine around 1916.[6][7] Woodward and Hopkins changed the ship to a freighter and Milton Bael would later remove the well.[6] In 1963, a $5000 "restoration" of the ship was used to make the Emma C. Berry seaworthy.[6]

The tonnage of the Emma C. Berry varies according to the official records. In 1894 and 1897, at 15.76 gross tons and 14.96 net tons.[8][9] In 1912 and 1915, it registered 15 gross tons and 14 net tons.[10][11]

Restoration

After its arrival at the Mystic Seaport, the Emma C. Berry underwent the first phase of its restoration, lasting from 1969 to 1971.[3] The restoration restored the original sloop rig and wet well and renewed the stanchions and rotting frames and floor timbers.[3] After additional research and a collection of photographs were acquired, the Mystic Seaport began a second restoration from to restore the deck, horn timbers, spar ironwork and sails.[3] The Mystic Seaport drew upon literature and other sources to accurately restore the Emma C. Berry to its original configuration and period. The painting of the hull black follows the Rattler, an 1855 Noank smack built by R. & J. Palmer; previous to it hulls were painted "bottle green".[3] A claim further evidenced by the painting of the 1867 Noank smack Mary E. Hoxie by Elisha Baker, depicting the black hull.[6]

The choice to restore the ship to its original sloop condition was not universal. Jack Wilbur, a Noank boat builder and master mariner, believes the return to the sloop rigging was nonsensical because it went against the way the ship survived and lived from its early years, as a schooner.[12] Wilbur states that the schooner rig preserved the Emma C. Berry longer than the entire lives of those who made the decision.[12]

Importance

The National Historic Landmark nomination form states that, "[t]he sloop smack Emma C. Berry is the last known surviving American smack." Important as the last surviving American well smack and with a lengthy service life, the ship is typical of the Noank smacks of the era and has been restored to the original configuration.[3][5] In 1992, the Emma C. Berry sailed from the Mystic Seaport down to Fisher's Island Sound under sloop rig, for the first time in 106 years.[3]

See also

References

  1. ↑ National Park Service (2007-01-23). "National Register Information System". National Register of Historic Places. National Park Service.
  2. 1 2 "Emma C. Berry (Sloop)". National Historic Landmark summary listing. National Park Service. Retrieved 2007-10-03.
  3. 1 2 3 4 5 6 7 8 d'Estang, Nancy (9 February 1994). "National Historic Landmark Nomination: Emma C. Berry" (pdf). National Park Service. Retrieved 2012-08-30. and
    "Accompanying 5 photos, from 1868, c.1890, c.1920s, 1988, and 1992" (pdf). Retrieved 2012-08-30.
  4. ↑ March, E J (1970). Sailing trawlers – The story of deep-sea fishing with long line and trawl. David & Charles. ISBN 978-0-87742-004-0.
  5. 1 2 "Emma C. Berry at Mystic Seaport". Retrieved 2012-08-30.
  6. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 d'Estrang, Nancy (1993). Emma C Berry: Work Progress Handbook - Record of Known Work 1866-1992.
  7. 1 2 3 "Emma C. Berry: Noank Smack". Mystic Seaport. Retrieved 21 March 2014.
  8. ↑ Merchant Vessels of the United States. United States Department of the Treasury - Navigation Bureau. 1894. p. 111.
  9. ↑ Twenty-ninth Annual List of Merchant Vessels of the United States, with the Official Numbers and Signal Letters Awarded Them by the Commissioner of Navigation, in Accordance with the Provisions of Section 4177 of the Revised Statues. U.S. Government Printing Office. 1897. p. 57.
  10. ↑ Annual List of Merchant Vessels of the United States, Volume 44, Part 1912. U.S. Government Printing Office. 1912. p. 31.
  11. ↑ Merchant vessels of the United States. Dept. of Transportation, Coast Guard. 1915. p. 24.
  12. 1 2 Jones, Stephens (2001). Working Thin Waters: Conversations with Captain Lawrence H. Malloy, Jr. UPNE. p. 237.
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