Hampton Roads Naval Museum

By Joseph Miechle

Hampton Roads Naval Museum Educator

As you make your way to the Hampton Roads Naval Museum in Downtown Norfolk, you are likely to cross Boush Street at some point. As you take in some of the city's other attractions and sights along the way, you might ask yourself, “Why is this street named Boush Street and who was that guy anyway?"

McCullough's Docks, 1902. At the end of City Hall Avenue, present-day Boush Street is located approximately where the bridge in the center of the photograph crosses the water. (Image from the Chrysler Museum of Art exhibit Crossroads: Transportation in Norfolk)

Much of what we now know as Norfolk was deliberately planned out from the very beginning. Originally “Old Norfolk” consisted of eight distinct parts, one of which was purchased by Mr. Samuel Boush, a prominent citizen of Norfolk who contributed significantly to the city's early development.

Norfolk's historic 1739 Borough Church as it appeared after it was renovated, equipped with a wooden cupola and renamed St. Paul's Episcopal Church in 1832. To the left are the Cumberland Street Methodist and Baptist churches. The spire over the latter is that of the Old Christ Church on Freemason Street. (Print by John Childs after a drawing by J.L. Meyer. St. Paul’s Church of Norfolk by The Altar Guild of St. Paul’s Church. Norfolk, Virginia, 1934)

Boush donated land in the southeast portion of his tract for the use of St. Paul’s Church. He was appointed Norfolk’s first mayor by King George II in 1736. He also contributed the bricks for St. Paul’s construction. He would not make an impact as mayor or see the church construction finished, however, as he died only months after becoming mayor in November 1736. The westernmost street, as laid out in his parcel of land, still bears his family name.

Originally, Boush Street ran roughly north to south ending at Bute Street to the north and Town Back Creek to the south. Town Back Creek (or just Back Creek) originally ran west to east along roughly what is now City Hall Avenue. The photograph from the early 1900s shows the Boush Street bridge crossing what would later become City Hall Avenue. Boush Street currently extends south to Town Point Park and the Hampton Roads Naval Museum. From there it turns east and its name changes to Waterside Drive. It also extends north to Virginia Beach Boulevard, where the road continues north but changes names to Llewellyn Avenue.

Prior to expanding to its current boundaries, the City of Norfolk was surrounded by other smaller boroughs. Samuel Boush also owned land north and east of the 1700’s Norfolk city boundaries. This area also bore a street with the Boush name, however it was renamed after the annex, so as to not be confused with the current Boush Street.

The unpublished Nimmo Map, appx. 1800 copy of 1762 map. (Courtesy of Slover Library SMC Collection, Norfolk Public Library)

The map shown above is an early copy of an original drawn by Gershom Nimmo in 1762. When Samuel Boush died in 1736, his will gave the land to his grandson, also named Samuel Boush. The grandson had the map commissioned with detailed measurements and lot numbers. St. Paul’s churchyard is seen in the southeast corner. It may be difficult to place the map into modern context but currently MacArthur Mall occupies the majority of the land on the Nimmo map between Brewer Street to Cumberland Street and Freemason Street to Sycamore Street.

Photo of assumed Samuel Boush burial site at St. Paul’s Church, Norfolk, VA. by HRNM Educator Elijah Palmer.

While it is known that the first Samuel Boush is buried in the church yard at St. Paul's church, the exact location is currently not known. What is known is was summed up by Bishop Meade in his 1857 book, Old Churches of Virginia, which refers to the “[Samuel Boush] tombstone at the door of the church." Could the photograph above be the final resting place of Samuel Boush? The church hopes to find definitive proof through archaeological research in the future.

Special thanks to City Historian Peggy Haile McPhillips and archivist Troy Valos of the Norfolk Public Library.

By Elijah Palmer
Hampton Roads Naval Museum Educator

The Jamestown Exposition in 1907 was filled with many sights to see. From the vendors selling souvenirs along the "War Path" to the Baby Incubator Exhibit to the popular "Merrimac-Monitor" building, guests had many options to fill their visit. But a significant focus of the exposition was on the modern fleet that had been built up under the guidance of Teddy Roosevelt. Indeed, it was from Hampton Roads that the Great White Fleet would begin their grand round-the-world tour. Several of these ships were anchored off Sewells Point, showcasing the Navy's modernity. Yet one Navy vessel was in stark contrast to the new white ships surrounding it. The odd one out was the last remaining Civil War monitor, USS Canonicus.

USS Canonicus at the Jamestown Exposition in 1907. Note the many naval vessels in the background (Library of Congress photo)

Over 40 years old by that point, USS Canonicus had seen better days, but was an approximate example of Ericsson's invention that had made history on March 9, 1862 in the waters of Hampton Roads. In fact, some souvenir photographs claimed that this was one in the same craft, both forgetting history and pointedly ignoring the bold white letters displayed on Canonicus' side (perhaps this was simply for profit as the pictures were from an angle that hides the lettering). But to confuse this monitor with the original one was shortchanging Canonicus' own exploits.

Built in Boston as the first in her class, USS Canonicus was sent to join the James River Flotilla in the spring of 1864. The crew of the ironclad spent over six months patrolling and engaging Confederate defenses with their dual 15-inch Dahlgren guns, often coordinating with sister ships such as the ill-fated USS Tecumseh. In December 1864, Canonicus was sent to join the North Atlantic Blockading Squadron as it prepared to assault Fort Fisher in North Carolina.

During the first attack on Fort Fisher (December 24-25, 1864), Canonicusfired nearly 150 shots, receiving only a handful in return from the Confederate defenders. The attempt to capture this formidable fort failed, largely due to poor coordination between the Army and naval forces, as well as overconfidence in the effectiveness and accuracy of the shore bombardment.

The second assault on the fort started on January 13, 1865. The naval part of this attack was a massive armada of over 40 ships on the firing line, with over a dozen more in reserve. While all ships were moved in closer to achieve better accuracy, Canonicus and three other monitors were positioned nearest to the fort. The gun crews on Canonicus fired nearly 300 shells during the three days of battle, with most being expended on the 13th. However, due to its proximity to the Confederate batteries, the monitor was hit nearly 40 times. While no significant damage or casualties occurred, the ship's flag was shot down twice. Both times, Quartermaster Daniel Stevens replaced the colors under the heavy fire from Fort Fisher's guns. He was awarded the Medal of Honor for these actions.

An illustration from 1907 showing Stevens' actions. The caption is a bit confusing, but perhaps should read "For the third time the flag was raised" as Stevens only replaced it twice, but it was originally raised for battle.

Near the end of the war, Canonicusand a handful of other ships were sent to Cuba in search of the feared oceangoing Confederate ironclad ram CSS Stonewall. However by the time the ships arrived, the Confederate vessel had been surrendered to the Cuban government as the war had ended. Serving off and on until the late 1870s, the monitor was put into reserve until its last moment to shine at the Jamestown Exposition came in 1907. Canonicus, the last remaining Civil War monitor, was scrapped in 1908, finally closing that chapter of naval history.

The monitor shown sandwiched between the "ABCD ship"Dolphin and Admiral Dewey's flagship Olympia in this 1898 poster hanging in the museum's gallery. (photo by HRNM educator Joseph Miechle)

In 1951, Lieutenant James E. Norton, CHC, is hoisted onto an awaiting H-03C after holding Sunday morning Catholic services aboard the cruiser USS Newport News (CA-148), a ship designed before rotary-wing aircraft came into common use. From the very beginning, U.S. Navy Chaplains have had to find a way to serve Sailors and Marines wherever they serve. (National Archives photo via Naval History and Heritage Command/ Flickr)

The second article of Navy regulations as adopted by the Continental Congress on November 28, 1775, specifies that:

"The Commanders of the ships of the thirteen United Colonies, are to take care that divine service be performed twice a day on board, and a sermon preached on Sundays, unless bad weather or other extraordinary accidents prevent."

The regulation did not specify just who would conduct the services, and during those years ordained clergy would simply accompany ships at sea whenever possible. A professionalized chaplaincy would not come into being until after "An Act to Provide a Naval Armament" was passed by Congress on March 27, 1794, which specified that "there should be employed on board each of the said ships of 44 guns... one chaplain."

Although uniform regulations and other details about the roles of chaplains would not come about for another generation, no amount of regulations could encompass what logistical constraints members of the Navy Chaplain Corps have had to overcome in the almost 240 years since their founding. As in every other category of military mission, however, American industry has met the challenge of providing gear that is tough enough to withstand the arduous duties its users perform in times of war and peace, and that includes the duties of Chaplains. For your enlightenment this month we proudly display two Korean War-era field kits for performing divine services wherever the need arises.

The "Protestant/Catholic Chaplain Kit" includes the case, Ciborium, bottle for wine, communion stand with cups, bread plate, Bible/missive holder, a set of two bottles/cruets for water/oil, a cross/crucifix, candles with holders, followers and stands, a paten, an intinction cup/chalice paten, a chalice, three corporals and three altar cloths.

Newly-commissioned Chaplains of the early-1950s would be issued kits such as these, specific to their religious affiliations, as much as was practicable at the time. For example, the Protestant kit shown was designed also to be usable for Catholic services.

In the "Jewish Chaplain Kit," the case acts as the Ark, with two covers and a detachable bottom; a Torah with cover; two prayer shawls, Yarmulkes; a Yad; a Bimah (velvet cover); several sets of candles with holders and stands; and a Kiddush cup with cap.

On May 7, 1952, Lieutenant August F. Mendonsa, CHC, USNR, assisted by Corporal Alvin J. McGee, USMC, sets up an altar on sand bags in preparation for mass at the front lines in Korea. (U.S. Navy Photo by Aviation Photographer's Mate 3rd Class H.W.H. Aring/ NHHC Photo via Flickr)

Lieutenant August F. Mendonsa, CHC, USNR, conducts a Communion Service for a company of Marines posted on the front lines in Korea. It is likely that Mendonsa's field altar case is at the lower left of the frame. (U.S. Navy Photo by Aviation Photographer's Mate 3rd Class H.W.H. Aring/ NHHC Photo via Flickr)

Known alternately as portable altars, field altars, or field kits, by the end of the Second World War, these indispensable implements of the chaplaincy were designed and built with such a high degree of combat readiness that many were designed to float and also be attached to a pistol belt or rucksack so that chaplains could even carry them during parachute jumps and amphibious landings.

Our current Artifact of the Month display at the Hampton Roads Naval Museum (Photo by HRNM Public Information Officer Susanne Greene)

During the over 60 years since these two kits were made, our military has become much more diverse. Today's chaplains might carry kits not only made to provide Catholic, Jewish and Protestant services, but also to serve Muslim and Orthodox Christian service members as well, enabling them to provide worship opportunities regardless of faith or denomination.

Wherever called upon, regardless of the difficulties or dangers, U.S. Navy Chaplains have been right with the Sailors and Marines they serve, from the calm of peacetime patrols to the thick of combat, right from the beginning. These artifacts are a testament to their ability to serve a higher calling anywhere, any time, with the tools they are given.

By Elijah Palmer
Hampton Roads Naval Museum Educator

While the majority of the US Navy in the Civil War was involved in blockade operations along the Southern seaboard, a few ships were needed to patrol the high seas because of the success of Confederate commerce raiders. In July 1863, USS Wyoming was finishing its cruise spent searching for CSS Alabama in the Pacific. Commander David McDougal, captain of Wyoming, received orders to head back to the United States. However, just before the crew was to leave from Yokohama, they heard of a nearby attack on the American merchant steamer, Pembroke. Perhaps contrary to expectations, the aggressor was not Raphael Semmes and the Alabama, but Japanese forces flying their national flag. This was alarming, as the United States and Japan were not at war, having signed a treaty only a few years before.

USS Wyoming (from Official Records)

Commander McDougal

Deciding that such an affront could not go unpunished, Commander McDougal postponed his return to the United States, instead taking his ship to what he termed "the scene of the outrage."* Pembroke had been attacked near the heavily transited Shimonoseki Straits (known now as the Kanmon Straits), a key waterway between two of the main Japanese islands, Kyushu and Honshu.

(image from http://www.shimonoseki-fc.jp/)

USS Wyoming arrived at the straits on the morning of July 16, 1863. Near the town of Shimonoseki on the north side of the channel, the crew spotted three Japanese vessels which were identified as those that had attacked the Pembroke. Remarkably, these ships were originally American and British-built merchant vessels which had been outfitted for combat. McDougal noticed that while these ships flew the Japanese flag, they were also flying the colors of the powerful Prince of Nagato (a feudal domain also known as Choshu), who was "bitterly opposed to foreigners." This fact explained the antagonism previously displayed by these forces, who were acting independently from the Japanese government. When USS Wyoming approached these ships, previously unknown shore batteries opened fire upon it. A Japanese eyewitness onboard the American frigate reported that the fire intensified when the American flag was hoisted. The American ship was faced with fire from three ships as well as six shore batteries, yet McDougal did not back down even as most of his inexperienced crew had become "quite pale." Even though afraid, these green sailors would prove themselves this day.

McDougal's map of the battle (From Official Records)

While the shore artillery included modern Dahlgren guns (given to the Japanese by the US), most of their shells were aimed at the center of the channel, which Wyoming dodged by hugging close to shore. For sheer number of cannon involved, the American ship was outnumbered, but was able to take advantage of better gunnery skill as the Japanese shore gunners'"aim was wild" and "their shot mostly went ten to fifteen feet overhead."Wyoming's crew returned fire with "XI-inch shell from pivot guns and solid shot from broadside guns" as it headed towards the Chosu vessels. The American ship first passed between two of the ships, a brig and a bark, exchanging broadsides at pistol range,** receiving damage and casualties, but crippling the Japanese vessels. Commander McDougal then targeted the Japanese steamer Koshin (formerly known as Lancefield), which the Wyoming's 11-inch Dahlgren cannon crews put out of action when "two well-directed shells exploded [Koshin's] boilers...proved by the vessel being immediately enveloped in steam and smoke."

USS Wyoming (center) attacks between the Japanese ships

Koshin's (Lancefield) boiler exploding, causing an estimated 40 casualties. Wyoming to the right.

The battle was over in about an hour, with the Pembroke's attackers crippled or destroyed, and with punishment meted out to the artillery on shore as well. Wyoming suffered heavy damage, being "hulled 11 times, and with considerable damage to smokestack and rigging aloft." In addition, around a dozen sailors and marines were killed or wounded. McDougal praised his men, stating that "the conduct of the officers and crew was all I could desire."

Due to the continued threat of CSS Alabama, USS Wyoming put off returning to the United States for another year, only arriving in Philadelphia in July 1864, in dire need of repair. However, the threat of another Confederate raider, CSS Florida, forced McDougal and his crew to return to sea. For all their likely grumbling, this endeavor proved to be short-lived as a faulty boiler prompted its return to the navy yard for repairs, likely to the crew's great appreciation.

Commander McDougal believed that his actions against the Choshu had taught them "a lesson that will not soon be forgotten," but he was being too optimistic. European ships would continue to be harassed at the Shimonseki Straits, causing international ire and resulting in action the following year. (to be continued)

*All quotations taken from The Official Records of the Union and Confederate Navies, Series 1, Vol. 2 and The Narrative of a Japanese, Vol. 1 by James Heco.
** Sailors and marines shot "100 rounds of musket-ball cartridges, 50 of Sharps rifle ball cartridges, 50 pistol-ball cartridges, 50 revolver cartridges."

By Katherine A. Renfrew

Hampton Roads Naval Museum Registrar

The late 19th century and advent of the 20th century saw a surge in the construction of seaside resorts. With the expansion of the railroad, per capita income grew considerably and a predominately agrarian society transformed into a growing urban one creating an ever-increasing demand for summer resorts.

One such resort was the Pine Beach Hotel located on the present site of Building W-143 on Naval Station Norfolk. Built in 1902, this grand building can be considered the beginning of the development of the naval facilities in the Sewell’s Point area.The three-story shingle style building boasted several cupolas and verandas; and was made completely of wood. During the 1907 Jamestown Exposition it accommodated thousands of visitors, and was considered “one of the most popular of Norfolk’s many watering places.”

In 1917 the U.S. Navy purchased the building along with the 100.8 acres attached to the Pine Beach Estate, 367 acres of the former Jamestown Exposition Grounds and 6 acres by Maryland Avenue. The hotel served as a temporary hospital, BOQ, Marine Barracks and finally as the Marine Corps Supply Depot. The hotel was deemed a fire hazard; and its location, in the heart of the Supply Depot area, was too valuable a piece of property for it to remain. By June 1942, the building was razed. In its place, Building 143 had begun construction.

Pine Beach Hotel, Pine Beach, VA - View of West Front, 1907. This photograph depicts a portion of the then future property of the Naval Operating Base. The Secretary of the Navy approved the site and plan in the early part of June 1917. Construction began on July 4, 1917. National Archives and Records Administration, NS-Norfolk-1907-04 (RG 71-CA, Box 324, Folder C)

Pine Beach Hotel Postcard, Norfolk, VA – The Pine Beach Hotel was located just outside the Jamestown Exposition grounds and was convenient for guests visiting the fair. (Collection of the Hampton Roads Naval Museum)

Pine Beach Hotel, located on block west of Virginia Avenue and north of 102nd Street, 1907.National Archives and Records Administration NS-Norfolk-1907-03 (RG 71-CA, Box 324, Folder C)

Naval Operating Base, Norfolk, VA – Looking N.W. to Western Bulkhead from hospital, July 22, 1918. National Archives and Records Administration NS-Norfolk-1918-16b (RG 71-CA, Box 327, Folder D)

Naval Operating Base, Norfolk, VA – Officer’s Quarters, (Formerly Pine Beach Hotel) looking at west side, Bldg. #96, Unit W, May, 4, 1922. National Archives and Records Administration NS-Norfolk-1922-55 (RG 71-CA, Box 326, Folder A)

Naval Operating Base, Norfolk, VA – Aerial view of the former Pine Beach Hotel and Main Gate, August 17, 1925. National Archives and Records Administration NS-Norfolk-1925-01 (RG 71-CA, Box 322, Folder A)

Aerial view of Naval Operating Base, Norfolk, VA - Arrow points to Building W-143, the Fleet Industrial and Supply Center, where the Pine Beach Hotel once stood, June 19, 1953. National Archives and Records Administration NS-Norfolk-1953-22 (RG 71-CP, Box 81, Folder 2258)

This brief history of the Pine Beach Hotel is the first in a series of blogs illustrating the development of Naval Station Norfolk. Unless otherwise noted, the photographs in this series represent the results of a research project seeking images of Hampton Roads naval installations at the National Archives and Records Administration. This research, performed by the Southeastern Archaeological Research, was funded by Commander Navy Region Mid-Atlantic as part of an ongoing effort to provide information on historic architectural resources at navy bases in Hampton Roads. The museum is pleased to present these images for the benefit of the general public and interested historians. As far as we know, all of these images are in the public domain and none of them have been published before.

Shortly after USS Wyoming's attack on Shimonoseki, the French also launched a punitive strike with two ships and some marines against the anti-foreign Choshu clan holding the straits. However, this was only a minor setback for the rebel Japanese and the important trading passage remained closed to foreign ships. For the time being, negotiations replaced military action in trying to resolve the issue.

USS Jamestown (from Official Records)

The situation in Japan remained uncertain for many months in late 1863 and early 1864. The Choshu and other anti-foreign factions were opposing the Japanese government in many places. The situation was dangerous for non-Japanese, as they were attacked in many instances (the American minister to Japan had to be protected by troops). Various foreign governments attempted to negotiate with the Prince of Nagato (Choshu), but met with little success. By May 1864, the American minister to Japan requested Captain Cicero Price to bring the Gosport-built USS Jamestown to Yokohama as soon as possible "in view of the probability of a combined movement against the Prince of Nagato."* It seemed at this point that the Europeans and Americans were getting tired of fruitless negotiations as the Shimonoseki Straits remained closed. In July, Price reported that war was being threatened, as the British and Dutch were massing ships and troops. The next month, an American steamer was attacked near the Choshu lands, which did not surprise Price: "[He] is the most rebellious of the daimios, and it is he whom the combined treaty powers propose to attack."

The international fleet at Yokohama in 1864. Photograph by famed photographer Felice Beato, who would accompany the U.S. Navy's expedition to Korea in 1871 (from ocw.mit.edu)

Deeming that the straits could "only be opened by force," the treaty powers planned their attack. The British had nine ships, the Dutch had four and the French had three, but Jamestown was the only available American ship. However, the strong currents at Shimonoseki meant that the sailing sloop, lacking steam engines, would be nearly worthless in fleet maneuvers in those tight quarters. Yet the other foreign governments "wished...that the American flag should appear in the strait on the occasion of the attack...to show that we were in accord with the movement."

After thinking over the situation, Price and the American minister chartered a merchant vessel, the Ta-Kiangfor the purpose of "carry[ing] a landing party, and in any and every way to assist in the common object," all while staying out of range of the enemy cannons (the owners of the Ta-Kiang had to protect their investment). Price sent a crew of 18 under the command of Lieutenant Fredrick Pearson, along with a 30-pound Parrott rifle, to the merchant ship. Pearson was ordered to defer to the British admiral in charge of the expedition and to do whatever was necessary in supporting the attack, with the caveat that Ta-Kiang was "not a man-of war, or prepared to attack the forts."

A 30-pound Parrott Rifle on a naval carriage (from Cincinnati Museum Center)

On September 4, 1864, the international fleet arrived at the entrance to the Shimonoseki Straits. The next afternoon, the fleet moved closer to the Japanese shore batteries and both sides opened fire. The battle lasted for over an hour, until the batteries were silenced. A British night landing took care of some of the guns as well. The battle was resumed early on the morning of September 6, with more cannon fire. At 8:30 a.m., Ta-Kiang towed two boats close to shore as part of a general landing. Pearson later reported that the crew fired eighteen shells from the Parrott rifle, so it is likely that these shots were fired in support of the landing. British, French and Dutch troops captured the Japanese batteries by noon, although they were contested throughout the day. Some of the wounded European troops were transported aboard Ta-Kiangas well.

A Japanese depiction of the battle

European troops with a captured Japanese battery

The "gunboat diplomacy" of the treaty powers worked, as the rebellious Prince of Nagato agreed to open the straits to "all ships of all countries." In addition, he was forced to promise that the destroyed batteries would not be rebuilt. To ensure compliance of this new agreement, the Europeans left three warships to patrol the area. While not playing a terribly major role in this engagement, the American sailors "[performed their] part to the satisfaction of all concerned." They were able to contribute to the mission, and more importantly "show the flag," which the Navy has often done across the globe.

*All quotations taken from The Official Records of the Union and Confederate Navies, Series 1, Vol. 3.

By Diana Gordon
Hampton Roads Naval Museum Educator

This WWI poster, "U.S. Navy- Help your country! Enlist in the Navy" was created for the Navy Recruiting Station in New York City and is part of the museum’s collection. The artist, Henry Reuterdahl, was a Swedish-American painter who knew the traditions of the Navy. He served as a Lieutenant Commander in the Naval Reserves, and had been handpicked by President Roosevelt to accompany the Great White Fleet to artistically document the journey. As an editor for Jane’s Fighting Ships, Reuterdahl created several posters for recruiting stations across the United States. One of these posters, the famous “The Navy Put ‘em Across,” is on display in the museum’s World War I gallery.

In this poster, more specifically a lithograph, Reuterdahl created an inspiring view of the U.S. Navy by positioning gigantic ships cutting through the chaotic waves at the top of the poster. The artist used strong vibrant colors, which immediately catch one’s eye and draw the viewer in. The swirling blue and white ocean dwarfs the extra details of the seagull in the left hand corner, but it leads the viewer to the powerful battleships steaming ahead.

The imagery purposely echoes the mighty voyage of the Great White Fleet in 1907-1909. The Great White Fleet was a battle group consisting of sixteen battleships, painted white, which traveled the globe to demonstrate American naval power.The artist positions the WWI battleships with the exact angle of the vessels from some photographs of the Great White Fleet. Both works of art form a battle line, steaming full ahead, almost as though the ships will sail right out of the picture. Both photograph and poster feature the iconic designs of the battleships from this era. The Great White Fleet, painted white as a sign of peace, with steam stacks and masts, were reflected in the cage-masts and turrets of the gray WWI battleships. The energy of the steel ships, as they approach with waves crashing and steam billowing, portrays a sense of strength and mightiness. This energy would have appealed to a young man’s sense of adventure and desire to be a part of something greater than himself, such as the U.S. Navy.

Reuterdahl’s time in the Navy, especially the Great White Fleet, heavily influenced his recruiting posters during World War I. His ability to create a sense of power and adventure was influential in U.S. Navy recruiting efforts in WWI.

By Joseph Miechle

Hampton Roads Naval Museum Educator

Your family military records may yield interesting results.

One of the most commonly asked questions at the Hampton Roads Naval Museum is, "How do I find out what ship my family member served on?" This is a wonderful question and one we would be happy to help you with. Since literally millions of U.S. Navy veterans are alive in the United States and millions more have passed away, this is generally a question we cannot quickly answer for you. But fear not! We can point you in the right direction.

If your family member is still alive they should be your first point of contact. Many parents and grandparents that served in the armed forces would be more than happy to share their treasured stories with you, and would likely have much more to tell than a written record could ever provide you. The search gets a bit trickier if your family member has passed away, but it is not unobtainable. Your first action should be to locate some proof of death since in order to request a loved one’s records you must prove they are no longer living. Good examples are an obituary in your local newspaper or a death certificate from a funeral home (if available).

USN Signal School, Norfolk, Virginia, 1918

Your next step is to request the records from the National Archives in St. Louis. They have a well written set of instructions for you to follow at the following web address:

http://www.archives.gov/st-louis/military-personnel/index.html

You should generally be able to find your family member's records from the link above if they left the service between 1912 and 1953. For earlier records there is a separate link here:

http://www.archives.gov/veterans/military-service-records/pre-ww-1-records.html

You may be able to find your family member's records back to the Revolutionary War based on pension requests. Be forewarned though, there was a fire at the National Archives building in 1973 that destroyed a great number of service records. You may hit a dead end, but again fear not, as we offer another avenue of approach.

Basic Training photograph of author's grandfather, Ft. Lewis, Washington, circa 1950.

You may want to check the records of some of the National Veterans Service Organizations such as the Veterans of Foreign Wars (VFW), American Legion, and Disabled American Veterans. You may even try the Grand Army of the Republic (GAR) for Civil War records. These Veteran Service Organizations (VSOs), usually keep a record of membership at the post or local level. You may have to check with several posts in both your family member’s hometown as well as the town or city they resided in when they passed away. Phone numbers and contact information for these VSOs can be found online with a quick Google search. You might also try a local historical society. They often have genealogists on staff or a genealogy club with members who can assist you in your search among the town archives, library and newspapers.

Once you have obtained your family member's service records and know what ship they served on, you can use the internet to your advantage. The U.S. Navy has uploaded brief records of many ships to Wikipedia and also has the Dictionary of American Naval Fighting Ships online at the Naval History and Heritage Command’s website (www.history.navy.mil). You may also try sites such as NavSource (www.navsource.org) for photographs of the ship and links to organizations that represent them. Feel free to visit the Hampton Roads Naval Museum with your new information and we would be pleased to assist you in obtaining additional information. Happy hunting!

Artist’s Study of The Return of the Mayflowerby Gribble

By Diana Gordon
Hampton Roads Naval Museum Educator

Recently, our collection gained a preliminary study of The Return of the Mayflowerby Bernard F. Gribble. This famous painting illustrates Norfolk-based Destroyer Squadron 8 heading into Queenstown, Ireland, in May of 1917—only a month after the United States declared war on Germany. Gribble created several different studies of The Return of the Mayflower before he finished the final piece. In art, studies are often done in preparation for the final product and are used to understand problems of the different elements of a piece, such as light, form, and composition.

In comparison to the final rendition of The Return of the Mayflower, the study offers a different perspective, one of less urgency and hope. The composition of this work is the exact opposite of the finalized piece. For instance, the British fisherman’s boat is located on the right hand side of the canvas instead of the left-as found in The Return of the Mayflower. Having the fisherman’s boat located on the right shifts the viewer’s eye to that corner and away from the United States destroyer steaming straight ahead, moving away from these signs of hope. In addition, the local fishermen waving to the Navy ships seem less urgent in their desire to see these signs of hope. The fishermen, each outlined and defined, seem to be casually waving to the ships as they approach. Gribble even added a dog to the fisherman’s boat, which removes some of the serious tones of the piece. In the final masterpiece, Gribble shows the fisherman less defined and more chaotic in their movements, as though they would do anything to see a glimmer of hope and salvation in their world of despair.

Final rendition of The Return of the Mayflower, by Gribble

As many artists often do, Gribble created different studies of his final work with slightly different compositions. A master in oils and watercolors, Gribble stayed true to his skill and continued with darker color tones and dramatic atmospheres in his study of The Return of the Mayflower, but the piece lacked the strong sense of urgency and hope displayed in his final rendition.

This piece is a valuable new addition to our collection. Come by and see it today!

By Jerome Kirkland
Hampton Roads Naval Museum Educator

John Ericsson may best be remembered as the designer of the Civil War ironclad USS Monitor, which set off a revolution in ship design with its revolving turret. The fame he gained with his “floating battery” resulted in the creation of songs such as the “Ericsson Gallop,” the “Monitor Polka,” and “Give Us a Navy of Iron.” Ericsson and his Monitor certainly deserved being immortalized in songs of the day, but many people do not remember the other contributions Ericsson made throughout his life.

John Ericsson and his invention, USS Monitor

After six years as a surveyor in the Swedish Army, John Ericsson left his native Sweden and moved to England to pursue his interest in mechanics. While there, he teamed up with John Braithwaite to develop a steam locomotive to compete in trials for a contract. Their entry, Novelty, quickly became the crowd favorite, sustaining the high speed of 28 miles per hour, but boiler problems developing late in the competition saw them take second place. The winner of the competition, the Rocket, is now considered the first “modern” steam locomotive.

Braithwaite and Ericsson went on to improve steam engine designs that were used in locomotives and fire engines. Their steam-powered fire engine gained notoriety while fighting the “Argyll Rooms fire” in London, on a cold February night, by outlasting all other fire engines on the scene by five hours.

Ericsson and Braithwaite's steam-powered fire engine and a period add for Ericsson’s Caloric engine.

While in England, Ericsson fine-tuned an invention he first made in Sweden, the “Caloric Engine.” This engine worked much like a steam engine, but instead of heating water to produce steam under pressure (a very dangerous operation in those days), it used heated air to work the piston. This arrangement was less effective but far safer, making it popular for less demanding work, such as pumping water. This invention became successful enough to supply Ericsson a steady income throughout his life.

One of Ericsson’s other major inventions was a screw propeller, meant to replace the side wheel paddle for steam boats and ships. The screw propeller was more efficient, less prone to damage, and allowed the steam engine powering the craft to sit lower in the hull. For river boats, this made the boat more stable and allowed more upper deck space for cargo and passengers. For military boats and ships, a steam engine below the water line allowed the ship to be protected from enemy shells, and the propeller could not be hit like a side paddle wheel could. Despite all the advantages of his design, Ericsson was unable to convince the conservative British Admiralty to use his designs on military vessels. As Ericsson was losing hope for selling this design, he met Captain Robert Stockton from the United States. Stockton convinced Ericsson to build him a screw propeller steamship and sail it to America, where his designs would receive more attention. Thus, Ericsson built the Robert F. Stockton, a propeller-driven steamship, and sailed it to America.

By the time Ericsson arrived in the United States, he already had fourteen patents to his name. Shortly after his arrival, Ericsson began work on what should have been one of his greatest accomplishments, the USS Princeton. Princeton was a twin propeller steam-powered sloop. Ericsson designed and supervised the construction of most of the ship, its engine, and one of its two 12-inch cannons. Stockton, with his focus on political gain and prestige, claimed most of the credit. Upon launching, Princeton took on the British paddle steamer SS Great Western, considered the fastest steamer on the seas, and easily beat it. Princeton returned to port in Philadelphia and completed outfitting, eventually making it to New York to receive her two 12-inch guns.

After receiving her guns, Princeton took on hundreds of dignitaries for a demonstration cruse. The list included President John Tyler and most of his Cabinet. During a demonstration of the 12-inch guns, the "Peacemaker," the gun designed by Stockton, exploded. Luckily, the president was belowdecks at the time and was not harmed; however, eight men were killed, including the Secretary of State and Secretary of the Navy. Despite having claimed most of the credit for Princeton, as well as designing and supervising the construction of the gun that had blown up, Stockton tried to blame Ericsson. Using his political connections, Stockton was able to shift most of the responsibility to Ericsson and even blocked the Navy from paying Ericsson for the ship, which went on to outperform the rest of the U.S. Gulf Fleet during the Mexican-American War.

This bad experience with Stockton and the Navy almost stopped Ericsson from working with the Navy again. Luckily, a group of Ericsson’s friends convinced him to submit his design for a revolving turret “floating battery” to the Navy. This design, which became the USS Monitor, was accepted and completed just in time to meet the CSS Virginia (formerly the USS Merrimack) in the Battle of Hampton Roads.

After the Civil War, Ericsson could have retired financially secure and with his fame assured, but he still had more to offer. In the 1880s, he developed a warship that was fast, armored, low in the water, and fired an “underwater rifle.” Calling his ship the Destroyer, he claimed it could take on any ship of the day. Destroyer was never accepted by the Navy, largely because the “underwater rifle” had to be aimed by pointing the ship in the direction you wanted to fire and the shell was not self-propelled, so it had a limited range.

(top left) The low-riding Destroyer with a round coming out of the underwater rifle. (top right) A view inside the hull of the watertight cannon with a shell ready to load. (bottom) A cut-away view of the ship's hull and underwater cannon.

With the Navy turning down Destroyer, Ericsson later developed a self-propelled and guidable torpedo. Although able to change direction and depth, it was bulky and unable to compete against the much faster Whitehead torpedo. Ericsson also helped John Holland in his early submarine work by providing technical support.

These are but a few samples of Ericsson’s many contributions to engineering and naval science.

By Katherine A. Renfrew
Hampton Roads Naval Museum Registrar

Building N-23, one of the remaining nineteen Jamestown Exposition buildings of 1907 is an imposing two-story Beaux Arts style building. Its architectural features include: a stuccoed façade, with three central bays and two-story Ionic columns which support an intricate cornice on the north end. The south end is built of brick with arches that are ornamented by keystones and quoins; and the entire building has a cruciform footprint.

During the exposition the auditorium was the focal point of the fair with two massive wings attached by long colonnades. The center structure was destroyed by fire in 1941 and replaced/rebuilt with a new building, N-26. The eastern wing, now building N-21, housed the higher education exhibits while the western wing, now building N-21, was devoted to primary and secondary education exhibits which were displayed along the east and west walls in partitioned alcoves. The auditorium complex was known as, "Raleigh Court."

The U.S. Navy acquired the building in 1917 for use as an operating base and training station. Clarence Neff, a local architect, was appointed supervising engineer of the Norfolk Operating Base and directed the rehabilitation of both the interior and exterior of the building. After this extensive renovation, the outer brick shell was the only part of the original structure that remained. Neff, however, managed to retain key architectural elements preserving the "spirit of the original design." The central group of buildings, served as the Fifth Naval District Headquarters with communications in the center building (Building N-26); and administrative offices - naval training station (Building N-21) and the Commandant's offices (Building N-23) in the adjoining wings.

After World War II, the building became home to many more commands and personnel including the Red Cross, Atlantic Division (Naval Facilities Engineering Command) and the Naval Doctrine Command. Today, it is the headquarters for Carrier Strike Group (CSG) 4 and is a contributing resource in the Naval Administration/Recruit Training Station Historic District. Even though the district is not listed on the National Register of Historic Places it has been determined to be a significant resource. It is eligible for listing due to its leading role in the development of naval recruit training. In addition, the building was one of the first structures to be renovated for the naval operating base; and its original architect John Kevan Peebles (1876-1964) and later, Clarence Amos Neff (1873-1952), were both well-known Norfolk architects.

The University and College Education Building (now Building N-21), the Auditorium (now Building N-26) and the Primary and Secondary Education Building (now Building N-23), Raleigh Court was the heart of the Jamestown Exposition, circa 1907. Library of Congress, 3c03105u

Many of the buildings fell in disrepair after the Jamestown Exposition. This image depicts Building N-23 shortly after the U.S. Navy took ownership, July 18, 1917. Naval History and Heritage Command, NRL 5867

View of the complex, facing north, after the Grand Basin was filled in May 2, 1922. National Archives and Records Administration NSNorfolk-1922_40 (RG 71-CA, Box 323, Folder C)

Aerial view of buildings including Buildings N-24 and N-25A (located on the other side of Building N-23) with the baseball field behind, October 5, 1926. National Archives and Records Administration NSNorfolk-1926_01 (RG 71-CA, Box 322, Folder A)

Building N-26 catches fire, January 26, 1941. National Archives and Records Administration

NSNorfolk-1941_33 (RG 71-CA, Box 314, Folder B)

View looking southeast during fire. Firefighters managed to prevent the flames from spreading to Buildings N-21 and N-23, January 26, 1941. National Archives and Records Administration

NSNorfolk-1941_43 (RG 71-CA, Box 323, Folder A)

Aerial view of Fifth Naval District Headquarters with a newly constructed Building N-26, rebuilt after being demolished by fire the year before, November 15, 1942. National Archives and Records Administration NSNorfolk-1942_03 (RG 71-CB, Box 91, Folder Norfolk NOB - Aerial Views)

A view of the Fifth Naval District Headquarters (Building N-23 is on the left), circa 1969. Library of Congress, 11-80-G-K-82043

This brief history of Building N-23, NSN is the second in a series of blogs illustrating the development of Naval Station Norfolk. Unless otherwise noted, the photographs in this series represent the results of a research project seeking images of Hampton Roads naval installations at the National Archives and Records Administration. This research, funded by Commander Navy Region Mid-Atlantic, is part of an ongoing effort to provide information on historic architectural resources at Navy bases in Hampton Roads. The museum is pleased to present these images for the benefit of the general public and interested historians. As far as we know, all of these images are in the public domain and have not been published previously.

By Diana Gordon
Hampton Roads Naval Museum Educator

The museum's Artifact of the Month display features holiday menus and cards from a variety of ships from the first half of the 20th century. Among those currently on display are menus from the USS Agamemnon (ID 3304), USS Augusta (CA-31), and USS Wisconsin (BB 64).

The USS Agamemnon was originally called the SS Kaiser Wilhelm II, a German passenger ship, and was seized by the United States during World War I. There was a need for transport ships when the US entered the war so the vessel was used to transport soldiers over to Europe. When the armistice was signed, Agamemnon carried the troops back to Hampton Roads throughout 1919.

The Christmas menu from USS Agamemnon is from 1918, when the ship was readying in Brest, France, to transport soldiers back to the US. The menu cover features traditional holiday motifs: a snowy view, the green holly, and chiming bells, all motifs that would have reminded the crew of home while they enjoyed their Christmas dinner.

Also on display is a 1931 Christmas menu from USS Augusta, which was used as a presidential flagship at times. Similar to the USS Agamemnon menu card, it displays the traditional holiday motifs--a snowy mountainside with the quiet city below, the blooming holly, and red and green bells.

The display also features several menu cards from USS Wisconsin during different years of the ship's service. One in particular is from Christmas Day in 1951, when the battleship was involved in fire support missions during the Korean War. This card features a non-traditional holiday picture: USS Wisconsin is featured steaming ahead, as Santa Claus (colored in red) descends from a hovering helicopter above. This menu is different as it does not feature motifs of peace and reminders of home, but of humorous times aboard the ship. In addition to the comic cover, the menu presents a list of all the different courses served during the Christmas meal, including Virginia ham, snowflake potatoes, and mincemeat pie.

Stop on by and see the rest of the holiday collection!

By Elizabeth Poulliot
HRNM Director

Another successful year is closing at the Hampton Roads Naval Museum. Readers of this blog can look back and see the myriad of interests that we pursue from our home in downtown Norfolk: the history of the Naval Station; maritime art & artists; the Civil War; local history; naval technology and even the weather. I want to give a year-end nod to the talented staff that takes our shared history and makes it new. I also want to thank you, our readers, visitors, members, friends and fans for supporting the museum and the Navy.

The good news is that another successful year is beginning! Make your 2016 special by joining us at the following events that we are calling The Year of the Spy:

May 19, 2016. Robert Hunter & Richard Haver lived history as they confronted master spy John Walker and brought an end to what many top officials call the most damaging espionage ring in U.S. history.

June 23, 2016. Professor David Fidler from Indiana University specializes in international law. He will discuss former NSA contractor Eric Snowden's disclosures and their aftermath.

July 14, 2016. Mr. Alexander Rose, the producer and writer for the AMC Drama series, Turn: Washington Spies will connect espionage and our nation's beginning.

In September 2016, we will feature a special commemoration for the 20th anniversary of the closing of the Naval Aviation Depot (NADEP). And, as always, Brick by Brick: LEGO Shipbuilding comes around February 6, and Family Fun activities take place in our museum gallery throughout the year.

Don't forget you can become a museum friend by joining the Hampton Roads Naval Historical Foundation. Go to www.hrnhf.org to enlist! In addition to receiving The Daybook quarterly, members have a chance to attend special Behind the Scenes Tours. The Foundation offers discounts for all members at its gift shop, located near Naval Station Norfolk.

Happy New Year to all! See you at an upcoming event.

U.S. Fleet Forces brass band performs at the Hampton Roads Naval Museum

By Elijah Palmer
Hampton Roads Naval Museum Educator

(Photo by HRNM Educator Diana Gordon)

Shown here is a model of USS Maryland (ACR-8). Although not currently displayed in the main museum gallery, visitors can view it as part of the museum's 1907 exhibit on the third floor of Nauticus. The Maryland model was built by master ship model maker Greg McKay. For nearly forty years, McKay was a celebrated name among model shipwrights. His handiwork was not only appreciated by the Navy, but also by commercial shipyards and museums. The Hampton Roads Naval Museum is fortunate to have several of his models in the collection, including USS Roanokeand CSS Florida.

The original USS Maryland was built at Newport News Shipbuilding and was commissioned in 1905. After serving with the Atlantic Fleet, she was sent to the Pacific where she stayed until the American entry into World War I. By that time, Maryland had been renamed Frederick so that a new battleship being built at Newport News (BB-46) could take the name USS Maryland. All the cruisers in this class were similarly renamed, including the famous USS San Diego,which was lost to a German mine. During the war, the cruiser patrolled and escorted convoys. After the Armistice, Frederick made several trips to bring doughboys back to the United States from Europe. Her postwar career was brief, however, as she was decommissioned in 1922, likely due to both her obsolescence and postwar budget cuts.

(Photo by HRNM Educator Diana Gordon)

While the Maryland/Frederick might have been obsolete by the time she was retired, she was also a casualty of the times. During this era, naval technology was rapidly developing and changing. The US Navy experimented with many different designs, and naval building only increased after the Spanish-American War popularized the Navy. Some aspects of the armored cruiser's armament, such as the 6-inch broadside casemate guns, were a carryover from some of the earlier Steel Navy ships such as USS Chicago or USS Nashville. Yet her 8-inch turrets and streamlined appearance also evoke later designs, showcasing the cruiser's place in early 20th century naval evolution.

(Photo by HRNM Educator Diana Gordon)

Representing the Navy through a medium like photography can be a difficult task, as most images show either the whole ship from afar, or closer views of her embarked Sailors. Models like this one help us to visualize ships in a sort of happy medium, giving a sense of their scale and an appreciation of design features and details. Our museum is very grateful that our collection includes a great number of ship models to share with visitors, enriching their knowledge of the Navy's history.

This chart, complete with the Old Point Comfort Light (which began operating in 1803) was completed by Chaplain David P. Adams in 1816 from surveys he conducted throughout Hampton Roads during the latter half of 1815. (Photograph by M.C. Farrington, HRNM)

From deep in our archives comes an extraordinarily precise rendering of what Hampton Roads looked like two hundred years ago. Normally, the chart is behind several layers of physical security and is available by appointment only. As our featured Artifact of the Month, however, it can now be seen by any visitor to the Hampton Roads Naval Museum.

During the construction of the current Naval Station Norfolk Chapel in 1941, then-Command Chaplain William W. Edel discovered the chart. He taped it together and had it framed for display, subsequently obtaining permission from then-Secretary of the Navy Frank Knox to name the chapel for Adams. The chart remained mounted to a wall to the right of the sanctuary until 2013. (Photograph by Diana Gordon, HRNM)

Ironically enough, for three-quarters of a century the chart was available for viewing to anyone who chanced upon it, mounted upon a wall at the David Phineas Adams Chapel at Naval Station Norfolk. Unfortunately, it was also exposed to a host of threats to its existence during that long period, including ultraviolet light and every barometric and humidity change, with nothing to protect the chart except for the ordinary glass covering the ordinary frame enclosing it. That all changed in 2013 after Commander Denis Cox, who was command chaplain at the time, made it his mission to save the chart. Through the assistance and support of the Hampton Roads Naval Museum, the Hampton Roads Naval Historical Foundation, and Conservator Pamela Young, the chart has been conserved and now has an infinitely greater chance at surviving for centuries to come.

The 1816 Hampton Roads Chart as it now appears inside a display case at the entrance to the Hampton Roads Naval Museum. (Photograph by Michele Levesque, HRNM)

It took thirty hours of meticulously removing adhesive tape that had been indiscriminately applied to the chart. New “rag stock” paper also had to be created from scratch to replace its missing cotton fibers. The efforts brought the chart back from the brink of destruction, yet the restored artifact is faithful to the original.

The chart's creator, David Phineas Adams, was a man of numerous talents. He had risen from humble origins in Lexington, Massachusetts to graduate from Harvard University and for a time edited a literary magazine in Boston. He had also been a professor of mathematics and astronomy at Columbia College (now Columbia University) in New York before serving under Captain David Porter aboard the frigate Essex as chaplain on his epic voyage to the Pacific during the War of 1812.  When not battling the Royal Navy or capturing British merchant vessels, Essex and her small squadron of prize vessels engaged in exploration and discovery, and Adams became one of the first Americans to explore and chart the Galapagos Islands, decades before Charles Darwin and HMS Beagle would make them famous.

After USS Essex was ultimately cornered and captured by the British on March 28, 1814, Adams was sent by his captors on an arduous journey from Chile all the way to England bearing affidavits concerning the capture. It was not until February 24, 1815, that Adams finally reached home soil here in Norfolk.

Although the war was over, Adams stayed in the Navy as a chaplain, taking up an assignment by then-Captain Stephen Decatur later that year to undertake a survey of Chesapeake Bay for the Board of Naval Commissioners. "The well known talents and precision of this gentleman leaves no doubt of the accuracy of his lines of bearing, distance, and soundings," wrote Decatur of the completed chart.

We think you will agree.

By Joseph Miechle
Hampton Roads Naval Museum Educator

When the Great White Fleet departed Norfolk in 1907 on their around the world voyage, an immense amount of planning was necessarily involved. The new battleships were steam powered and required massive amounts of coal. A battleship traveling at 16 knots required 338 pounds of coal per minute to maintain speed, and the fleet generally consumed roughly 7,200 tons of coal per day. The supply ships of the era could not provide this type of replenishment at sea and the Navy relied on friendly ports of call to meet demands. The Navy concluded that should a global conflict emerge, their ships would be vulnerable should they run out of fuel in unfriendly waters.

In response to these logistical challenges, the Navy developed the Proteus-class of colliers to address the growing demand for fuel for a global fleet and in doing so, unintentionally helped generate some of the greatest nautical mythology of the 20^th century. Enter the infamous USS Cyclops (AC-4). She was launched in 1910 and saw service prior to World War I with the Naval Auxiliary Service. The ships’ first and only captain was Lieutenant Commander George Worley. Cyclops supplied US warships with the coal they needed throughout the Atlantic area until the United States entered World War I on April 6, 1917. She was officially commissioned as a U.S. Navy vessel less than a month later but continued to serve the Navy rather ordinarily until sometime after departing Barbados for Baltimore, Maryland on March 4, 1918. Somewhere along her route she seemingly vanished from the earth. Speculation about what could have become of the ship and Worley began almost immediately.

Because the United States had officially entered World War I, and Worley was thought to be of German descent and a known German sympathizer, some speculated that he had sailed his ship (laden with manganese ore) to waiting German agents and surrendered it to them. There were also stories that the collier may have been sunk by German U-boats operating in the Atlantic Ocean or by a bomb being smuggled aboard in Brazil. These theories disintegrated when Germany had no U-boats claim to sink the ship and neither the crew nor ship emerged from Germany after the war. There was also a theory that the crew had mutinied against Worley because of his abrasive command. Cyclops was also carrying a few prisoners, and some stories include a prisoner uprising. These theories also fail to hold water as no trace of the ship nor crew has ever been found.

USS Cyclops was featured in the movie The Bermuda Triangle (1978).

Postwar theories as to what happed to Cyclops evolved from the mysterious to the absurd. These included natural phenomena such as cyclones, rogue waves, extreme weather, and methane bubbles from the ocean floor affecting the ship’s buoyancy. The supernatural theories are some of the most spectacular because the ship is presumed to have been lost in the infamous maritime anomaly known as the Bermuda Triangle. Theories include alien abductions, gigantic sea monsters, time travel, and capture by citizens of the lost city of Atlantis. There is little evidence to support such outlandish hypotheses, so what really happened to the Cyclops?

When Cyclops departed Bahia, Brazil in February 1918, it is known that one of the ships' engines was not operational. The ship was also loaded (perhaps improperly) with an unfamiliar, and much denser, load of manganese ore as opposed to the coal it was designed to transport. Merchant captains operating near the Bahamas, where Cyclops is thought to have been operating, reported heavy seas and a sudden cyclone. As the Proteus-class ship was reported to list excessively in heavy seas, rough seas and an unstable load probably caused the ship to completely roll over at night and quickly plunge beneath the sea. The theory of rapid sinking is strengthened by the fact that no distress call was ever heard from the ship. The storms might also explain why no flotsam from Cyclops was found, as sailors would have lashed most everything down.

The mysterious George W. Worley.

To perpetuate the strange history of Cyclops we should mention that all four Proteus-class ships built were lost to extraordinary circumstances. USS Proteus and USS Nereus were both sold to Canada and disappeared without a trace in the Atlantic Ocean less than a month apart in 1941. The fourth ship of the class, USS Jupiter, was converted to the U.S. Navy's first aircraft carrier, USS Langley, in 1920 and after her conversion to a seaplane tender was lost to enemy action in the Pacific Ocean in 1942.

In 1973, a former Navy diver claimed that while diving in search of USS Scorpion (SSN-589) in 1969, he stood on the deck of USS Cyclops off the coast of Virginia. Was this an exaggeration? Was it Cyclops or perhaps one of her sister ships? The verdict is still open as USS Scorpion was later located at another location and the U.S. Navy ceased recovery operations in the area. This only added fodder to the mystery of Cyclops’ ultimate fate.

Fascination with the Bermuda Triangle and the craft associated with its mysteries continues to grow. But what has any of this to do with a lion? To add further controversy to the already epic stories surrounding USS Cyclops, we are presented a fascinating sidebar to history.

At the time, it was not unusual for U.S. Navy ships to have mascots. Cats, dogs, and goats typically filled these roles. There were, however, more exotic mascots representing our warships and shore stations a century ago. USS Langley featured a honey bear (also known as a kinkajou), a turkey kept watch with a goat named Billy aboard USS Louisiana, and a black bear going by the name of Whiskey could once be found at Naval Air Station Norfolk. But perhaps the most outrageous ship mascot of them all sailed aboard USS Cyclops. Lt. Cmdr. Worley apparently somehow obtained a lion in Rio de Janeiro at some point prior to December 1910, which he then brought aboard ship. The Navy did not approve and Worley advertised in newspapers for a zoo to take custody of the 150 pound beast that, “[P]lays with the men like a kitten would.” It is unknown whether there were any takers, or if the lion ultimately went down with the ship.

Visitors at the 2015 LEGO Shipbuilding event work on building a ship for the contest. (Photo by HRNM Educator Diana Gordon.)

The Hampton Roads Naval Museum is proud to announce that the fifth annual Brick by Brick: LEGO Shipbuilding event will be held from 10 am to 5 pm on Saturday, February 6, at the Half Moone Cruise and Celebration Center, right next to Nauticus at One Waterside Drive in Norfolk. This year's “blockbuster” LEGO Shipbuilding event promises to be the biggest one ever because it will take place in a venue that provides three times the space than in years past. This FREE program invites LEGO shipbuilders of all ages to share their creations with fellow enthusiasts on one exciting day – and compete for fabulous prizes!

This popular signature event is presented in partnership with the Hampton Roads Naval Historical Foundation, Nauticus, and the Naval Historical Foundation. Children and adults alike can bring their pre-constructed LEGO ships to display and enter in the contest prior to 2 pm on February 6th. There are two separate contests: one for those who make ships at HRNM, and one for those who build their ships at home. HRNM will award prizes for five winning age categories in each competition, along with our fan favorite, voted on by YOU!

HRNM educators will be on hand to share the science behind building ships. In addition, visitors can create historic naval ships from HRNM’s own diagrams. Each year, staff members add new ships to the on-site brick fleet. New ships this year include USS Maine, USS Seawolf, USS Liberty, USS Monitor, and CSS Virginia.

USS Maine in a historic image and in the LEGO version.

This year, we will also be offering STEM activities for elementary and middle school children. First Lego League of Virginia will be on-deck for a LEGO robotics demonstration, to include some hands-on programing, and Engineering for Kids will be providing hands-on LEGO robotics activities as well. Finally, SeaPerch will have a demonstration table for their remotely operated underwater vehicle competitions.

Several LEGO-related activities will accompany the event, so be sure to bring your creativity to the Hampton Roads Naval Museum. We have activities available for all age ranges--from toddlers to adults. Crafts, free-play areas, and more will be open from 10 am to 5 pm on the 6th.

Advance registration is available on Eventbrite. You can also purchase t-shirts to support this and future LEGO Shipbuilding events. Contact 757-322-3168 or donald.darcy@navy.mil with any questions. We'll see you here on February 6th!

By Joseph Miechle
Hampton Roads Naval Museum Educator

Sailors washing clothes on laundry day in the early 1900s.

For those who have spent any time in the service, you most likely have had personal experience with or have heard about the "dirty shipmate," or one who seemed to think bathing was optional. To those without this experience, it may only seem like a minor inconvenience. However, in tight quarters aboard ship, nobody wants to deal with another person's lack of hygiene. The threat of spreading infectious disease related to poor hygiene is very real, not to mention the pungent aromatics. Sailors during the American Civil War had much the same experiences that still trouble our sailors today. How the crew of the USS Flambeau dealt with an "offending shipmate" may have been slightly different than in today's Navy.

*Note* For ease of reading, punctuation and grammar have been changed, but original spelling has been preserved.

From the diary of Walter Jones, USS Flambeau, off the coast of Florida or Georgia, September 15, 1863:
One of our recruits don’t seem to realize that he must keep himself clean. In fact he is so lousey that the men sleeping next to him have made a complaint to Jimmy Leggs, who made an examination and found that not only his head was inhabeted[sic] but also his clothing. The matter was referred to the 1st Leut. who gave the order to have him scrubbed and his clothing thrown overboard. Accordingly the victim was taken to the lee scuppers where the ship’s barber cut his hair close to his head. He was ordered to remove all his clothing, which was thrown over the side. Next two [illegible] cooks armed with scrub brushes, soap, and sand under the direction of Jimmy Leggs proceeded as they said to give him a Russian Bath. And such a scrubbing as he received he will probabbally never forget. After Jimmy had pronounced him clean the head pump was [illegible] on him to rinse him off and his appearance was certainly improved. New clothing was given him for which he will be charged. After he had dressed he was given a lecture by Jimmy, telling him of the benefits of cleanliness, and also cautioning him to keep himself clean in the future, as the next time he would be Holy Stoned. It will be a long time if ever that he will have the respect of the ship’s Co. He will ever be known all out as the man that was scrubbed. Double fines, court martial, triceing up has not the terors[sic] to the average sailor that a scrubbing has.

Jones manuscript courtesy the Mariners' Museum, Newport News, Virginia.

*Special thanks to HRNM Educator Elijah Palmer for transcription assistance.

The entrants' creations for this year's contest were no less varied than those of real vessels taking to the sea from Hampton Roads. For example, the cruise ship passengers (left) lining the rails of Jett Starcher's entry could have appeared at the Half Moone Cruise and Celebration Center in downtown Norfolk (coincidentally where the event was held), while the two Sailors (right) aboard their MK V Special Operations Craft by Joseph Joiner are an everyday sight at Joint Expeditionary Base Little Creek-Fort Story. (Photo by M.C. Farrington)

On Saturday, 2,079 visitors attended Hampton Roads Naval Museum's Fifth Annual "Brick by Brick: LEGO Shipbuilding" event at the Half Moone Cruise and Celebration Center in Downtown Norfolk. Over 100 of them entered their ships into the event's shipbuilding contest, which was divided by age classes and by where the models were created. If the models were made outside the museum using parts provided by the builder, they were judged in the "Home Built" section, while models made between 10 am and 2 pm (the judging deadline) at the event with parts provided by the museum were judged in the "Museum-Made" section.

Category: Home Built

Fan Favorite:

"Brick of the Sea" by Jett Starcher.

After the judging on Saturday, February 6, Jett Starcher begins preparing his entry, dubbed Brick of the Sea, for transport. According to Starcher, about 200 hours of work went into the model cruise ship, which was constructed not only with a fully detailed bridge and pool deck, but also with ten interior compartments, including a galley and dining room, gym, movie theater, several staterooms, and an engine room. (Photo by M.C. Farrington).

Ages 4-6:

Rex and Geoffrey K's model of RMS Titanic looms over the works of other entrants in the four to six year-olds division of the shipbuilding contest (Photo by M.C. Farrington)

1^st place: "Titanic," by Rex & Geoffrey K.

2^nd place: "SS Aurora," by Edward B.

As HRNM Volunteer Coordinator Tom Dandes (left) assists William Bassett in preparing the Lego ship Aurora for transport home, his son Edward reacts to his win. (Photo by M.C. Farrington).

Ages 7-9:

"Noah's Ark" by William S. (Photo by M.C. Farrington).

1^st place: "Noah's Ark," by William S.

2^nd place: "USS Enterprise," by Keith S.

Ages 10-12:

"Blue Mist" by Luke L. (Photo by M.C. Farrington).

1^st place: "Blue Mist," by Luke L.

2^nd place: "Tonto," by Bow C.

Ages 13-16:

A highly-detailed scale Vietnam-era riverine Command and Communications Boat (CCB) took first place for the 13-16 year-old division. (Photo by M.C. Farrington).

1^st place: "CCB Monitor," by Jack K.

2^nd place: "Skidbadnir," by Nathan C.

Ages 17+:

Another highly-detailed historical model rendered with Legos was this winning Civil War-era diorama by Mark Anderson. (Photo by Diana Gordon)

1^st place: "Merrimac at Gosport Navy Yard," by Mark Anderson.

2^nd place: "HM Brig Sophie," by Jack Beute

Category: Museum-Made

Fan Favorite:

"Fisherman's Speed Boat"

Ages 4-6:

1^st place: "Puller Ship," by Conner B.

2^nd place: "USA Battleship," by Zac O.

Ages 7-9:

1^st place: "USS Strouss," by Tristan S.

2^nd place: "USS Emerson," by Emerson D.

Ages 10-12:

1^st place: "JC Coast Guard," by Caroline P.

2^nd place: "USS Virginia 2060"

Ages 13-16:

1^st place: "Voyage," by Hode.

2^nd place: "USS Massachusetts," by Scott E.

Ages 17+:

1^st place: "USS Dove," by Grace A.
2^nd place: "Underwater Drone," by Cardell A.

CONGRATULATIONS to all the winners!

If there are any questions about them or for any other questions relating to the contest, please call Special Events Coordinator Don Darcy at (757) 322-3168.

By Katherine A. Renfrew
Hampton Roads Naval Museum Registrar

COLORED and WHITE signs were a common sight across the southern landscape during the early 20^th century. Prominently displayed in storefront windows, waiting rooms and public accommodations, these signs were a physical reminder of racial segregation in American society. State and local laws known as Jim Crow laws governed how African–Americans and white people interacted with each other. The premise “equal, but separate” was in no way “equal."

The United States military was no exception as evidenced in these two images of comfort stations located on Naval Station Norfolk during the 1920s. These were most likely used by civilian employees working on the base. It wasn’t until 1948 that President Harry Truman signed Executive Order 9981 eliminating segregation and ordering full integration in the armed forces. The order declared that "there shall be equality of treatment and opportunity for all persons in the armed forces without regard to race, color, religion, or national origin." Despite the order, it took another dozen or so years before the military was completely desegregated.

TOP: Comfort Station looking at the east side and north end of Building 20, located in Unit E, Naval Station Norfolk (NSN), May 8, 1922. ABOVE: Closer views of the signs.

(National Archives and Records Administration

NS-Norfolk-1922-17 (RG 71-CA, Box 323, Folder A)

TOP: Another Comfort Station looking at the east side and north end, Building 10, Unit O, NSN, August 2, 1922. ABOVE: A closer view of the most legible sign.

(National Archives and Records Administration

NS-Norfolk-1922-44 (RG 71-CA, Box 323, Folder C)

This brief history of the comfort stations, Naval Station Norfolk, is the third in a series of blog posts illustrating the development of the facility. Unless otherwise noted, the photographs in this series represent the results of a research project seeking images of Hampton Roads naval installations at the National Archives and Records Administration. This research, performed by the Southeastern Archaeological Research, Incorporated (SEARCH) was funded by Commander, Navy Region Mid-Atlantic (CNRMA), as part of an ongoing effort to provide information on historic architectural resources at Navy bases in Hampton Roads. The museum is pleased to present these images for the benefit of the general public and interested researchers. As far as we know, all of these images are in the public domain and none of them have been published before.

Who Was Samuel Boush?

The Last Civil War Monitor

Artifacts of the Month: Divine Military Gear

Unexpected Enemies in the Civil War: The Japanese (Part One)

Pine Beach Hotel

Unexpected Enemies in the Civil War: The Japanese (Part Two)

Before Social Media: Naval Recruiting One Hundred Years Ago

What Ship Did Grandpa Serve On? How to Find Your Loved One's Military Records.

1918 Artist's Study for "The Return of the Mayflower" by Bernard Gribble

The Many Inventions of John Ericsson

The West Wing of Raleigh Court: Building N-23, NSN

Artifact of the Month: Holiday Menu Cards

A Special Message from the Director

USS Maryland (Armored Cruiser 8) Ship Model

Artifact of the Month: Our Bicentennial Chart

The Cyclops and the Lion

The 5th Annual Brick by Brick: LEGO Shipbuilding Event

Filthy Sailors Make for Poor Shipmates: The US Navy and Personal Hygiene

Brick-By-Brick 2016: The Winners

Signs of Segregation at Naval Station Norfolk