Last week we blogged about the Civil War sailors whose remains were being interred at Arlington National Cemetery on March 8. The funeral, for unknown sailors who were lost when the USS Monitor capsized, was solemn and stirring, and reflected the nation’s great esteem for our fallen patriots. The unknown sailors were lost along with 14 of their shipmates when Monitor sank off Cape Hatteras, N.C., on Dec. 31, 1862.
All 16 sailors will be memorialized on a group marker in section 46 of the cemetery, which is between the amphitheater and the USS Maine Mast memorial.
Rear Admiral Gerd Glang, Coast Survey’s director, was honored to represent NOAA in the officer escort for the caissons. Glang and Rear Admiral Anthony Kurta (USN) served as Escort Commanders, and were joined by Capt. Gary Clore (Navy Chaplain) and Cmdr. Nathaniel Standquist (U.S. Navy Ceremonial Guard), as the nation paid a final tribute.
Dr. Kathryn Sullivan, acting NOAA administrator, spoke at the chapel service preceding the procession and burial. (See NOAA: Remains of USS Monitor sailors interred for highlights of Dr. Sullivan’s remarks.)
Thanks to public affairs officers David Hall (NOAA Office of Marine and Aviation Operations) and Lt. Lauryn Dempsey (U.S. Navy), we are able to provide a photographic montage of the burial ceremony.
After a moving memorial service in the Fort Meyer Chapel, the caskets are transferred for the funeral procession. (Photo: Lt. Lauryn Dempsey, U.S. Navy)
Casket teams position the caskets on the caissons, while the escort team salutes. (Photo: David Hall, NOAA)
Members of the elite Caisson platoon at Fort Myer draw the caissons to the burial site. (Photo: David Hall, NOAA)
Capt. Gary Clore (Navy Chaplain); Rear Admiral Anthony Kurta (USN); Rear Admiral Gerd Glang (NOAA); and Cmdr. Nathaniel Standquist (U.S. Navy Ceremonial Guard). (Photo: David Hall, NOAA)
- The funeral procession arrives at the burial site. (Photo credit: David Hall, NOAA)
After the graveside religious service, casket teams remove the flags from the coffins. (Photo: David Hall, NOAA)
Folding the flags. (Photo: David Hall, NOAA)
A final moment. (Photo: David Hall, NOAA)
On Friday, March 8, a NOAA Corps admiral will have the honor of doing something extraordinary. Coast Survey’s director, Rear Admiral Gerd Glang, will be the NOAA Escort Flag Officer for the full honors funeral of two unknown sailors who went down with the Civil War ironclad USS Monitor in 1862. Rear Adm. Glang will join Rear Adm. Anthony Kurta, U.S. Navy, as the two officers escort the caissons during the somber event at Arlington National Cemetery.
The interment will be open to the public.
Facial reconstruction of the two sailors found in the Monitor’s turret (U.S. Navy photo by Mass Communication Specialist 2nd Class Gina K. Morrissette)
The Monitor sank southeast of Cape Hatteras, North Carolina, during a New Year’s Eve storm, carrying 16 crew members to their deaths.
The wreck was discovered in 1973, and confirmed in 1974 by John Newton and a team from Duke University. The ironclad was lying upside down with the turret separated from the hull, resting in 230 feet of water approximately 16 miles off Cape Hatteras. In the late 1990s through 2002, experts recovered iconic Monitor artifacts, which are now conserved at the Mariners’ Museum in Newport News, Virginia. Two skeletons were discovered in 2002 when the turret was raised from the seafloor, and efforts to identify the remains have been unsuccessful so far.
To protect this national treasure, Congress created the nation’s first national marine sanctuary. The Monitor National Marine Sanctuary was designated in 1975.
The U.S. Coast Survey was intricately involved in the Civil War, creating the Slave Density Map, making thousands of copies of maps and charts for the war effort, embedding with the Armies and supporting naval operations, writing and distributing Notes on the Coast (which were essential for the blockades), and documenting the war’s successes and failures. Coast Survey had no involvement with the battle between the Monitor and the Merrimack (or Virginia), but NOAA historian Albert Theberge tells us that the unpublished autobiography of Joseph Smith Harris, a Coast Surveyor and future railroad magnate of the late 19th century, has an interesting story…
Harris was assigned as the officer-in-charge of the Coast Survey steamer Uncas, which was supposed to be Admiral Farragut’s primary Coast Survey vessel during the bombardment of Fort Jackson and subsequent attack on New Orleans. The Uncas left New York in late February 1862 but had to put into Hampton Roads because of storms and low coal. It was determined at that time that the Uncas was not seaworthy, so Coast Survey secured a second vessel. That vessel, the Sachem, left New York, apparently in company with the Monitor, on March 4, 1862, for Hampton Roads.
The trip was exceedingly stormy. Harris writes:
“Her [Sachem’s] captain, a former merchantman, told me of their voyage down… On their way down, probably on the night of March 4th, the Monitor telegraphed to the Sachem to come and take off the crew as the vessel was sinking. Just then the band which encircled the head of the Sachem’s rudder slipped, and the vessel became unmanageable. It took perhaps an hour to secure it, and when the Sachem was laid along side the Monitor, it appeared that the panic was past. A heavy sea had gone down the smokestack, the gas forced out from the furnace had overpowered the engineer and the assistant engineer, and left the engine in the hands of a young man just making his first voyage who became badly scared. By the time an hour had passed the fear had passed too, and they were willing to try their fate further, but the Captain told me that if the rudder band had held the Monitor probably would have been abandoned that night. On how small occurrences great events turn! In that case the Merrimack would have had no competent antagonist, and the Government might have lost control of Hampton Roads. The Captain, whose name I immediately forgot, seemed like a reliable person and I have no doubt he told me the truth.”
Theberge explains that “Harris was not one to embellish his stories, as is shown by his description of what he saw in Hampton Roads” during the battle between the Monitor and the Merrimack. “Although Harris reported that he entered Roads on the night of March 9, he apparently erred in his date” as he reports:
“We headed about for Hampton Roads which we reached early on the evening of March 9th. [Theberge points out that this had to have been March 8.] We noticed during the latter part of the night a bright light evidently from a fire ahead and supposed a barn was burning, but it turned out to be the U.S. frigate Congress, set on fire by the C.S. steamer Merrimack, and in the morning about 8:00 A.M. we saw firing from vessels a few miles to the S.E., which I thought was artillery practice of our own vessels, but which was the battle between the Monitor and Merrimack…”
Tomorrow’s interment of the two unknown sailors from the Monitor represents the nation’s enduring commitment to our men and women who serve in uniform. We are proud that Rear Adm. Glang will represent NOAA, the NOAA Corps, the National Ocean Service and Coast Survey in honoring the memory of fallen comrades at sea.
Coast Survey Civil War Collection
War Record of J.W. Donn
Coast Survey and Army Operations during the Civil War
by Lt. Madeleine Adler, NOAA, Navigation Officer, NOAA Ship Ferdinand R. Hassler
Three-dimensional model of the seabed in the vicinity of USS New Jersey (north) and USS Virginia (south) created with Hassler multibeam echo sounder data.
NOAA Ship Ferdinand R. Hassler recently submitted a multibeam echo sounder survey of two sunken World War I era battleships to the Office of Coast Survey. Hassler, which was commissioned earlier this summer, surveyed the site of these two wrecks while transiting through the area during test and evaluation operations in 2011, and has been using the resulting dataset for calibration purposes since then. Although the wreck locations were well known, they had never been surveyed with modern techniques.
The ships are USS New Jersey and USS Virginia, which were intentionally sunk during aerial bombing experiments in 1923. U.S. Army Colonel Billy Mitchell, a pioneer of military aviation, urged the Navy to investigate the effectiveness of aerial bombing against surface vessels. As part of a series of tests, the Navy anchored the two obsolete “White Fleet” battleships off Cape Hatteras in September 1923 to serve as targets. Bombers under Mitchell’s direction sank both ships in short order. The success of these tests had a significant influence on subsequent development of U.S. air power and air defense for naval vessels.
Hydrographic survey systems require thorough calibration and testing before data can be accepted for application to NOAA nautical charts. New Jersey and Virginia rest in water approximately 100 meters deep, making them excellent test targets for Hassler’s Reson 7111 mid-water depth multibeam echo sounder system. Hassler surveyed the wrecks during a trial voyage from Pascagoula, Miss., to Norfolk, Va., in 2011, and the crew used this dataset and others to calibrate the echo sounder. Hassler’s survey systems are now fully operational, and the survey is ready for submission.
Coast Survey will use the survey of USS New Jersey and USS Virginia to update nautical charts of the area, and NOAA’s Office of National Marine Sanctuaries personnel will study it to further their understanding of marine archeology and the seafloor in the vicinity of Monitor National Marine Sanctuary.
NOAA Ship Ferdinand R. Hassler was commissioned on 8 June 2012, and continues to survey mid-Atlantic coastal waters for charting, fisheries and ocean exploration.
Surveyed wreck site (lower right corner) overlaid on Chart 11555. Site is 16 nautical miles southeast of Cape Hatteras, North Carolina.
Coast Survey’s Navigation Response Team 4 is conducting a year-long survey of the sea floor in the Port of Houston and Galveston Bay navigational areas, re-measuring ocean depths and searching for dangers to navigation. Coast Survey will use the data to update future nautical charts to help mariners protect lives and increase shipping efficiencies. Recently, the team also found an opportunity where they could support marine archeological preservation.
Last week, the navigation team worked with federal and state partners who help us understand the rich history – and the secrets of human sorrows – lying on the seafloor. In collaboration with NOAA’s Flower Garden Banks National Marine Sanctuary and the Texas Historical Commission’s Marine Archeology Division, the navigation response team — with the State Marine Archeologist onboard — re-mapped the location of two historically significant wrecks. (Some of the data was collected under an antiquities permit, as Texas requires for investigating historic shipwrecks in state waters.)
“With the often-shifting sediment around here, there are periods of covering and uncovering, so archeologists like to periodically map historically significant wrecks to see what’s changed,” explained Nick Forfinski, the navigation response team’s leader. “We were ‘in the neighborhood,’ surveying for maritime commerce, and we were able to obtain up-to-date images of the wrecks while we were here.”
The steamship City of Waco is one of the historical wrecks that Forfinski’s crew was asked to survey. The steamship burst into flames and sank on Nov. 8, 1875, and 56 people died. The sunken ship was ordered to be demolished in 1900, to protect navigation in the area.
“The collaboration between NOAA experts and the Texas Historical Commission brings a unique combination of expertise and resources to learning more about the hidden history in the Gulf of Mexico,” said Texas State Archeologist Pat Mercado-Allinger. “We are grateful to the NOAA Team for this opportunity to remap this historically important shipwreck.”
Forfinski’s team captured some fascinating images of the City of Waco, created from data they gathered during last week’s hydrographic survey.
This image was created from data acquired by NRT4’s multibeam echo sounder. NOAA hydrographic survey units use multibeam echo sounder systems to acquire full (and partial) bottom bathymetric coverage, to measure depths over critical items such as wrecks, obstructions, and dangers-to-navigation, and for general object detection.
This image was created from data acquired by NRT4’s side scan sonar. A side scan creates a “picture” of the ocean bottom. For example, objects that protrude from the bottom create a light area (strong return) and shadows from these objects are dark areas (little or no return), or vice versa, depending on operator preference.
Using hydrographic surveys for multiple purposes, like “piggybacking” wreck mapping on to a navigation safety project, makes for smart resource sharing. It positions America for the future while helping to preserve its past.