Thursday, December 29, 2011

A response to ELISSA being included on Fyddeye America’s 10 Most Endangered Historic Ships of 2011

I spent a lot of time yesterday responding to this "endangered" vessel list , instead of doing productive things toward her upcoming rehabilitaion. I know that whoever thought that including ELISSA on such a list would be helpful - it really is not. It is very frustrating to be working with a great group of shipmates toward a defined and reachable goal and then be confronted with headlines and sound bites decrying the “unseaworthiness” of ELISSA’s hull. While ELISSA’s hull has been burdened with repairs to correct unforeseen and unanticipated electrolytic corrosion, she is far from “endangered”. To see ELISSA appear between the two bookends of Wapama and Falls of Clyde is a gross disservice. Those vessels along with a majority of the vessels on the “endangered” list were victims of bureaucratic bungling, lack of adequate planning, lack of knowledge or incompetence among other ills. ELISSA has been well cared for and is iconic in the field of maritime preservation. Inclusion on this list is a big disservice to those who have cared for her over the years.

There are many inaccuracies in the reporting about the corrosion issues with ELISSA. Kurt and I have discussed these at length and I would now like to give rebuttal to the erroneous reporting of the facts:

1.) The corrosion of ELISSA’s hull plates was first discovered by Texas Seaport Museum staff, not the Coast Guard, who immediately recognized that they had a highly unusual circumstance on their hands. They were concerned enough to bring Kurt Voss, past director of ELISSA, to Galveston from Tampa, to verify that the type of corrosion they found was something we had never seen before. We also enlisted the aid of two highly-qualified volunteers from the American Bureau of Shipping, who had been deeply involved in the ship’s 2006 dry-docking.

2.) These discoveries were made last January, during the ship’s twice-every-five-years dry-docking--a schedule that has been adhered to since 1981. At every dry-docking the hull has been gone over very thoroughly and has never shown any indication that would have warned of the extent of electrolytic corrosion discovered at the last dry-docking in January 2011.

3.) The deterioration of the hull plates was the result of electrolytic corrosion, most likely caused by stray currents in the water due to damage to the shore-side electrical service of the museum and adjacent restaurant caused by Hurricane Ike. The damage found was definitely not the usual electrochemical self-corrosion (“rust”), nor was it galvanic corrosion.

4.) I ahve been seeking advice from a panel of ship preservation experts from across the globe about how best to make the necessary repairs, with the aim of preserving as much of the original 1877 iron as possible. Several of the members of this group include Kurt Voss, Walter Rybka, Doug Maclean, and myself – all of us very familiar with ELISSA and her maintenance history

5.) Galveston Historical Foundation has formed a capital campaign to raise the repair costs, led by a group of community leaders, GHF staff, and professional fundraisers. To date, nearly $200,000 has been raised.

6.) Plans to dry-dock ELISSA this summer and have her sailing by the fall are still very much on track.

7.) When Kurt Voss was aboard the ELISSA on December 26, he remarked that “she looked the best I’ve seen her in years. Nearly all the varnish had been recently refinished, paint was fresh above and below decks, running rigging was in great shape, and the entire ship was neat and orderly”. The ship’s volunteer program, long a national standard, has obviously risen to the occasion are taking good care of ELISSA while the funds are raised to get her sailing again.

8.) And finally from the “endangered” vessel article – “U.S. Coast Guard found severe hull deterioration and declared the ship unseaworthy, and thus unable to earn her keep.” I want to state in the strongest terms that at NO time has ELISSA ever carried passengers for hire or relied on her annual sea-trials to earn her keep.

Kurt and I know that these endangered lists can bring much-needed attention to ships that are facing profound challenges. We fear, though, that ELISSA’s inclusion on this latest list may have done a disservice to an organization and a program that are making diligent progress to make repairs caused by a natural disaster, not by neglect.



Keep ELISSA Sailing

Thursday, December 22, 2011

ELISSA and the music tree

Shipmates,

Last Monday marked the 134th anniversary of ELISSA’s maiden voyage from Cardiff, Wales to Pernambuco, Brazil. ELISSA’s cargo on her outbound maiden voyage was coal – a ubiquitous cargo that found its way into the holds of many a fine ship. What I find interesting is the cargo she loaded for her return passage to Great Britain several months later. On February 28, 1878 she had a cargo of lumber from Pernambuco bound for Greenock, but not just any lumber – she loaded lumber from Brazil’s music tree, the perambuco, the source of the finest bows for violins, cellos and violas in the world. Most musicians of that time and today eschew any other type of material for their bows in favor of the traditional pernambuco wood bows because of their "feel" on the strings. The pernambuco tree was also renowned for the beautiful rich red dye that was extracted from its limbs and root ball.

Today the pernambuco tree is one of the most endangered trees in the world, almost as rare as ELISSA and her few remaining riveted iron sisters. Most serious musicians and virtuosi insist that no other wood or modern material can come close to the organic and resonating feel of a perambuco bow upon tuned strings. And nothing can be more essential to expressing the true soul of a sailing ship than the interplay of the wind and rigging. I know everyone who has laid aloft on ELISSA while she is under sail can attest to this notion. When you are aloft you can feel the life blood of the ship pulsing through the rigging like arteries carrying the life giving wind to all parts of the vessel. Sometimes one can feel the rigging and spars pumping lightly as if the ship was breathing. Those of us lucky enough to have experienced the very breath of ELISSA high aloft in her rigging or feeling the deck heave in joyful sighs as she scuds to windward know what a rare gem we are all entrusted with protecting. I think that the following words written by Leonardo da Vinci can be true of all of us who have tasted sailing aboard ELISSA:

For once you have tasted flight,
You will walk the earth with your eyes turned skyward;
For there you have been,
And there you long to return.

I want to thank everyone who brought a gift last Saturday evening for the “gifts for ELISSA” fun muster. We had a wonderful evening, with good food and bagpipes piping the Sun to sleep, and collected over $3,000.00 toward the ongoing maintenance of ELISSA. Please also know that I am very thankful for the greatest gift of all – your time – as a crew member of ELISSA. Without these gifts of time, of money, of donations in kind we could not experience ELISSA as she longs to be known… as a graceful barque underway.

Happy Holidays to all of you and a warm huzzah from your ship

Fair leads,

Jamie



James L. White
Director

Texas Seaport Museum / 1877 Barque ELISSA
Pier 21, Number 8
Galveston, TX 77550
409-763-1877
409-763-3037 FAX
www.tsm-elissa.org

"Of all the living creatures upon land and sea, it is ships alone that cannot be
taken in by barren pretences, that will not put up with bad art from their masters"
(Joseph Conrad ~ Mirror of the Sea).

Friday, September 2, 2011

ELISSA ~ Is it worth it?




Is it worth it?

Last week I was walking down the ramp outside the Texas Seaport Museum and was slowed down by a knot of people chatting and blocking the walkway. In front of them, I saw an older gentleman and his family walking up from the front gate. As I tried to move past them, I overheard a question from the older gentleman as he approached the group of tourists chatting. He asked this group “Is it worth it?” I paused for a moment to try and eavesdrop on the response but could not hear the reply and carried on my way. Throughout the day, I thought about this man’s question, “Is it worth it?“. It might be the most productive time I have spent as Director reflecting on why ELISSA is important to me and “Is it worth it?”

Yes.

Yes, it is worth all the early morning long drives to Galveston, the sweaty and aching muscles, the long and sometimes soul numbing staccato of the vital act of rust busting, the disappointment of cancelled daysails, and all the other large and small difficult trials, tasks and challenges we all perform in our courtship of a queen. For ELISSA is royalty. From her comely and arching cutwater to her supple and flowing lines she evokes the regal grace and beauty of sailing royalty. Was it worth all the toil, dirt, sweat and Ρετσίνα (Retsina) to the original restoration gang in Piraeus? Was it worth the financial gamble of Peter Throckmorton and Karl Kortum securing the funds that first assured her future other than dying in the knackers’ yard? Is it worth our efforts today in the sacrifices we give to ensure there is an ELISSA in our world? Well?

I think we all voice the same answer to this gentleman’s question “Is it worth it?” and should pause to reflect from time to time on such a simple query. ELISSA is a most rare and precious gem with ever accumulating facets to her beauty and brilliance. This Saturday is the orientation and welcoming session for the new 2012 Sail trainees and volunteers – even though we will not be getting hours at orientation unless we are doing maintenance, we all have the wonderful and vital task of welcoming new potential crew members…new facets to add to ELISSA’s sparkle. I hope as many of ELISSA’s crew and volunteers can be at the ship this Saturday, 27 August for this orientation. It is very important for potential new volunteers to experience some of the magic first hand that we have all felt over our voyage with ELISSA.

Speaking of our voyage with ELISSA, I am very hopeful that funding will be secured for a project that has been very dear to my heart – creating an oral history archive of the ELISSA’s crew, volunteers, and admirers throughout the years. Shannon Guillot has requested funding for this digital storytelling project that will collect stories and combine them with other media, photos, drawings, even possibly a chantey or two. Our vision with this project is to have a place where we can reflect on how ELISSA has changed our lives and how we have been an agent in ELISSA’s ongoing voyage. These stories are so essential and necessary to tell ELISSA’s story. Every one of us is a color on ELISSA’s palette and a vibrant and valuable element of the whole picture. This oral history archive could be hosted on GHF/ELISSA’s web site or an outside server. Richard Michael and Eli Kuslansky are working on bringing together ELISSA‘s Stockholm tar stained Diaspora and I think this would be a good step in that direction. Your stories are as much a part of ELISSA’s history as every seagoing gouge and weathered scar in her iron hull plating and original teak deck furniture… what a wonderful lead in to the celebration of the 30th anniversary of her original restoration. Your stories are very important and with the passing of each shipmate, all the more poignant. I am sure that Don Birkholz is regaling the gang at Fiddler’s Green with stories of Greece and a barque named ELISSA.

If you can, please join me in welcoming our potential new crew members into ELISSA’s family this Saturday at 1:30 PM. You can earn hours for doing maintenance and at the same time earn my gratitude by sharing sea stories with the potential new greenhorns.

Full and Bye,

Jamie




ELISSA ~ a French curve in iron and sweat

Shipmates,

Imagine that this is a cool and brisk fall day along the east coast of Scotland on October 27, 1877. We are standing in front of hull number 294 looking up at the graceful Aberdeen bow and filigree of wires that make up this small barque’s head rigging. Just a few weeks before, this slipway was awash in the sounds of the riveter’s hammer and caulker’s mallet; of riggers hailing from aloft and painters applying their craft to this graceful hull. To one side of this scene stands a man…Henry Fowler Watt….. oblivious to the din and fixing in his mind’s eye this hull…his hull, cleaving through the waters of the Atlantic making a fast passage around the Cape and onwards toward the Spice islands and India. He watches as these sorcerers, these magicians under the guise of shipfitters convert flat plates of iron into the pleasing shapes of a graceful hull…a French curve in iron and sweat.

It starts as a small trembler, barely discernable above the din of a working shipyard, but slowly…ever so slowly hull no. 294 begins her long journey to us, her penultimate crew. The penultimate crew - for if we bestow our sweat, love and talents to ELISSA…there will always be a next crew. Excitement and whiskey is in the air as the graceful hull slowly at first but gaining momentum, glides into her element. ELISSA is launched. Today, we can almost recall the spicy scent of freshly cut teak; of the rigger’s ballet of swaying aloft finely fashioned spars and freshly tarred rigging being turned in round beautiful lignum vitae deadeyes. In our mind’s eye and sailor’s soul we can sail back in time to stand alongside Henry Fowler Watt and marvel in reverent appreciation at the birth of this graceful ship, the Aberdeen built barque ELISSA.


We can sit atop a mooring bitt and marvel that this piece of living sculpture from the Victorian age has been passed down through many hands and hearts to us… to look after…to love…to restore again to her seagoing shape and form. The original restoration of ELISSA was a fine beginning, and nurtured the craft and skills the ship needs for her continued well being. Those skills are now entrusted to us to utilize to our fullest extent and to pass along to the next generation of caretakers. We have the duty to add our efforts to this continuum of excellence…ELISSA’s tradition of craftsmanship that began with Henry Fowler Watt’s insistence on having his ship, our ship, built not to the standard Lloyds 100 A1 level of quality but to Lloyds Special survey.

Being built to Lloyd’s Special survey meant ELISSA was crafted to a level of quality above expediency and resulted in ELISSA being built to a level far above the standard 100A1 classification.. We have a wonderful opportunity to add our talents and spirits into the collective crew of the ELISSA. We are joining with that first riveter who drove in the first of many rivets that still hold us all and our ship together.


As we get ready to begin another year’s sail training, let’s remember from time to time that cool October so many years ago… and join in helping to keep alive a ship so dear to us all. I came across an article that is not as sensational as the Chronicle piece from several weeks back – it is a more factual and even telling of the challenges we face and will accomplish with everyone’s help. Historic tall ship Elissa needs help

http://www.yourhoustonnews.com/bay_area/news/article_97f8517b-b51d-50c6-a400-04c06cc84a88.html

Full and bye,
Jamie

ELISSA ~ Why her iron is so important

Shipmates,

I have been asked why is the old iron on ELISSA so important and why don’t we just replace it all so we can get back to sailing? This is a very good question and one that possibly several of you have asked. I believe ELISSA is a noun and a verb and that by sailing she preserves the skills that will allow her to renew herself again and again and by just existing in today’s world provides us all the chance to touch a relic from the Age of Sail. The problem becomes more than a semantic question of when does a historic vessel become a replica? The original fabric contained in each historic plate left on ELISSA is priceless and we should always strive to retain the original iron…”the patina of time”, as Karl Kortum liked to say, within economic and safety constraints. Once any piece of original wrought iron fabric of ELISSA is lost due to lack of attention or maintenance or the sands of time, it cannot be replaced.

Why ELISSA’s iron is important:

Built in Aberdeen, Scotland by Alexander Hall & Company in 1877, ELISSA was built to Lloyd’s 100A1 standards –the highest standard of construction of the finest wrought iron. Wrought iron is a low carbon iron intentionally contaminated with silica during smelting with the resulting glass fibers becoming oriented by rolling/working the hot billet of material. This gives the material its characteristic fibrous texture. When iron weathers, the material takes on the appearance of tree bark. This is caused by the silica slag helping to slow down or stop the corrosion process, resulting in the wonderful texture of a weathered wrought iron.


The hull is riveted of individually formed Lomore wrought iron plates, in-out plated over a transverse iron frame. Wrought iron is a low carbon iron intentionally contaminated with silica during smelting with the resulting glass fibers becoming oriented by rolling/working the hot billet of material. Wrought iron can be thought of as the original fiber glass, but instead of resin and glass it was iron and slag. The inclusions of slag made for a ductile and very corrosion resistant material, far more impervious to the vagaries of the elements than modern steels. Usually if you look at an older steel sailing ship wreck, it is only the iron bits that remain - anchors, stern and rudder posts, stems, etc.


Wrought iron is no longer produced on a commercial scale and is impossible for us to source in replacing the damaged hull plates. Instead, we will be using modern mild steel to replace any bad plates that cannot be repaired or restored using localized repairs, i.e. clad and or plug welding, high strength epoxies, etc.


ELISSA’s original hull plating is priceless and in the eyes of many ship preservationists –the true cross.

…and we are trying our very best to preserve and save as much as is possible and still prudently put to sea. Remember with ever effort you expend in rust busting and other preservation activities you are saving something that is irreplaceable – ELISSA’s original fabric.

Monday, July 18, 2011

ELISSA ~ the Hull Truth

The following is a response to the recent press and media attention surrounding an article in the Houston Chronicle about the Elissa being unseaworthy:
_____________________________________________________________________________________________________________________


ELISSA – the Hull Truth

As director of the Texas Seaport Museum and the 1877 barque ELISSA, I would like to join with ELISSA’s immediate past director, Kurt Voss, in thanking everyone for their concern about ELISSA. Kurt and I would like to give context and clarification to some of the rumors and reports that are floating around about ELISSA’s current state and future.

Until this year, ELISSA has conducted day sails annually for the past 29 years – quite a remarkable accomplishment for a 133-year-old sailing ship. Being “not seaworthy,” as recently reported in the press, does not mean she is sinking or in a neglected state – all it means is that she needs to affect some repairs to areas of her hull plating to which the U.S. Coast Guard has called attention. The suspect plating is less than 16% of her entire hull plating. She is indeed facing considerable challenges, but nothing on the scale of her 1975-1982 restoration. Once before, Galveston Historical Foundation brought together the talent and commitment necessary to get her sailing. We’ll do it again. With all the scuttlebutt that’s been flying, however, we want to provide some clarification.

The ship’s hull was originally built of riveted iron. About 25% of the iron was replaced with welded steel in Greece during 1977-78. That steel—which was of the highest quality was custom made in Houston, Texas by Armco Steel Company, to specifications supplied by restoration director Walter Rybka. Over the years, about another 10% to 15% of the original iron hull plates have been replaced. Most of that replacement was made necessary by a 1984 collision, when a floating dry-dock broke its moorings in a storm and drifted down on the ship, crumpling the stern. Those repairs were made with riveted steel.

U.S. Coast Guard regulations require that ELISSA be dry-docked twice every five years, which has been done religiously since 1981. During every dry-docking the ship is thoroughly inspected by the Coast Guard, as well as the professional staff of Galveston Historical Foundation. For the past decade, representatives of the American Bureau of Shipping have also participated in those inspections. Isolated corrosion has been found and remedied from time to time, occasionally requiring partial replacement of a few of the hull plates, but no widespread problems were ever encountered. In short, ELISSA’s hull below the waterline has always been thoroughly maintained.

When the ship was hauled this past January, the first sign of a problem was the disappearance of an unprecedented number of the 55 sacrificial zinc anodes scattered across the underwater surface of the hull (these are used to control galvanic and electrolytic corrosion). Although a certain number of anodes are replaced at every dry-docking, their rates of deterioration were never before a surprise. After water-blasting the hull to remove marine growth, more problems surfaced -- problems that had never been seen before. Inspectors found many small pits (some of which penetrated entirely through the hull), as well as numerous wasted rivets (another first). Upon further investigation by the U.S. Coast Guard, GHF staff, representatives from the American Bureau of shipping, and Kurt Voss (who has seen the ship out of the water at virtually every dry-docking since 1981), all concurred that what they saw was severe electrolytic corrosion and that it taken place since the last dry-docking in January 2008.

After a professional marine electrical contractor verified that the shipboard electrical system was not the source of the problem, a few temporary repairs were made and the ship returned to her berth in Galveston. Because ELISSA is a National Historic Landmark, the ship’s management decided that a comprehensive repair plan should be formulated, one that would utilize input from the best experts in the field of historic ships, who, in turn, would incorporate methods that meet the highest standards of maritime preservation. Financial realities may dictate certain compromises, but we plan to do our best to meet those lofty goals and retain as much historic fabric as possible while utilizing modern ship repair methods and materials.

At present, this panel of experts is in the process of developing detailed specifications. That is the primary reason why the ship remains temporarily “grounded.” Rather than use expedient modern repair methods, GHF’s goal is to retain as much of the original hull as possible and use traditional construction methods on any plates that are too far gone to save. That will be a time-consuming and expensive process, but the ELISSA deserves nothing less.

The million dollar question is: what caused such severe and unprecedented electrolytic corrosion? The damage done definitely was not caused by neglect or poor maintenance (the ELISSA volunteers donate over 30,000 hours a year in maintaining ELISSA in sailing trim), and whatever the source, it happened since January 2008. Professional experts are pursuing the answers, but all signposts point to the destruction caused by Hurricane Ike in September 2008. Live electricity was in the water near the ship for an undetermined length of time (please remember that only essential personnel were allowed on the Island until nearly two weeks after the hurricane struck). At present, the ship’s shore power system is being scrutinized for any anomalies and bi-weekly electrical potential readings of the hull and water are being performed and logged. Regardless of what turns out to be the culprit, professional marine electricians have determined that the problem has been arrested and no further damage is taking place. Logically, whatever the source, the experts agree that the electrolytic corrosion that attacked ELISSA’s hull was a direct consequence of Hurricane Ike.

Galveston Historical Foundation has launched a capital campaign to raise the necessary funds to get ELISSA sailing again. The Foundation has employed professional fundraisers to work with its staff and volunteers to find the $3 million necessary to make the hull sound. For further information please contact Jamie White at jamie.white@galvestonhistory.org . If you’d like to lend a hand immediately, please text ELISSA to 50555 to make a $10 donation through your cell phone. Or visit our website and make a donation to Keep ELISSA Sailing campaign at Keep ELISSA Sailing.

Our goal is to have ELISSA sailing by the fall of 2012. Given what Galveston Historical Foundation has accomplished with this ship in the past, you can be confident that this goal will be met.

James L. White
Director
1877 Barque ELISSA
www.tsm-elissa.org

"Of all the living creatures upon land and sea, it is ships alone that cannot be
taken in by barren pretences, that will not put up with bad art from their masters"
(Joseph Conrad ~ Mirror of the Sea).


Wednesday, June 22, 2011

Keep ELISSA Sailing


 

Without volunteers, ELISSA would not be able to sail and cast her magic into this and future generations of her admirers, sailors and suitors. From maintenance to revenue generating overnight programs to administrative work, you, the ship's company, provide vital assistance to the staff of TSM in helping to keep ELISSA sailing. The critical and manifest importance of volunteers is a characteristic of ELISSA and the larger historic ships' community as a whole. Since restoration to full working order and sailing trim almost 30 years ago, ELISSA has provided the public and her crew with unparalleled heritage maritime experiences through sea-going daysails off the waters of Galveston and along the Gulf Coast. ELISSA has left a long wake since her restoration and it is her crew, her volunteers and supporters who have breathed life into her sails and brought her decks alive with the seaman's cry of "mainsail haul".


 

Ships are expensive…without you, our volunteers, ELISSA would be but a rust stained memory upon a beach in Piraeus, Greece. Historic buildings leave foundations and other evidence of their existence, while ships leave only bubbles and a fading wake to tell of their existence. Thanks to the efforts, struggles and determination of you and previous and future volunteers, ELISSA still leaves a wake and will continue to do so as long as we answer her call.


 

She is hailing us now


 

"Keep ELISSA Sailing" is the name of our fund raising campaign to raise the estimated 3 to 3.5 million dollars needed to restore her back to her halcyon days. As you are all aware, ELISSA was beset by severe electrolytic corrosion of her underwater hull plates – up to 56 of her hull plates need repair or replacement per United States Coast Guard directive. In addition to the hull repairs, it has been determined that we should replace the tired and leaking deck at the same time work is going on with the hull plates in shipyard.


 

Together we are looking at a large shipyard bill requiring outside assistance to raise the needed funds for this work. We are in the final stages of securing the services of the fund raising firm of Harriet Latimer and Associates based in Houston. Latimer and Associates have a history with ELISSA and a track record that leads us to believe that the needed funds could be raised in about 12 to 15 months.


 

Hiring a professional fundraiser is expensive and this expense will be paid by eliminating several positions at TSM. The positions of Education Coordinator and Waterfront Manager have been eliminated to help fund the monthly fundraising expense. It is expected that we will refill these positions once ELISSA is back sailing. I would like to thank both Charlie Wright and Christine Hayes for the work and devotion they have given on behalf of ELISSA. It is never easy laying off staff, and it is especially hard when they are shipmates. But, we need to think about the best interests of ELISSA and sadly we must say fair winds to both of them. I want to mention that they are welcome as volunteers - to help lay hands upon braces and I would like to think our wakes will cross again.


 

I want to emphasize that the work still remains and we will need to count on our current and future …and past volunteers to help out with our educational and overnight programs and earn day sail hours for their efforts. I have asked Roy DeGesero to fill in for Charlie as interim Volunteer Waterfront Manager. I hope that some volunteers that have not been by the ship in some time will see fit to lend a hand once again. It would be nice to see Bob Bracht or Bill Jenko in the rigging again! I will be taking on a larger role in the maintenance and rigging of ELISSA and look forward to working with all of you in the future. After all, I was a shellback square-rigger sailorman before taking the helm of TSM. John Schaumburg will be assisting me and the fundraisers and helping out with keeping the retail and database sides of TSM and GHF functioning properly.


 

Since the fundraising efforts will require 12 to 15 months to raise the needed funds for dry-docking, we have decided to go to shipyard in mid July 2012 – after the 30th anniversary of ELISSA opening to the public. After an anticipated 3 to 4 months in shipyard we would like to take part in sailing the 2012 Lakewood yacht Club "Harvest Moon Regatta". I realize that this means another year without going day sailing and I am sorry about that sad fact. But it is in the best interests of ELISSA that we undertake these necessary and Coast Guard mandated repairs. 30 years from now, the ELISSA's crew will be talking about our dedication and devotion to keeping ELISSA sailing for them and future volunteers. Making sacrifices for ELISSA and being devoted caretakers will be a legacy we can feel great pride in. What we as a crew must keep in mind is that even though we did not have the opportunity to go day sailing this year…we did have the fortune of learning how to sail a square-rigger something that not many other people on the planet had the privilege of doing.

also…

I want to emphasize that all your hard work getting ready for the 2011 daysails has not been forgotten and we will arrange for some 2011"only" crew daysails to hoist "Bravo Zulu" for a job well done and for your tenacity and earnest efforts of this past year. We will have a sail for rewarding the Youth Crew in addition.


 

Unfortunately, we will be putting the Youth Crew on hold for the year due to the necessity of prioritizing ship and museum operations in light of the needed efforts regarding fundraising and limited staff. I fully expect to have the Youth Crew back on deck after the needed hull repairs are completed. To make up the lack of a full youth crew program, it has been proposed to hold a series of youth sailing camps – possibly on a quarterly basis. We need help to set these up and run them successfully and I hope we can muster enough crew to make this happen. Our youth program is important, but we are in an anomaly of a year and we cannot do all the programs we have in the past.


 

We fully intend on having a non-abridged or in any way abbreviated sail training this year and in fact, require it to satisfy the Coast Guard for our manning requirements to bring ELISSA to dry-dock. The orientation for 2012 sail training will take place on Saturday August 2011 and finish on June 9, 2012,

Seamanship Training 2011–2012 will begin on August 27, 2011, and will consist of 20 day-long sessions and one half-day session (Class 0), the last of which will be on June 9, 2012, just weeks before we go to shipyard. It is anticipated that once we return form shipyard, we will have a couple of refresher classes before we put to sea and sail our beautiful ELISSA. The schedule takes into account holidays, so that there are no more than two weeks between classes.

Here is the 2011-12 sail training schedule:

MMC & Instructor training             August 6, 2011

MMCI training                     August 27, 2011

Seamanship Training Schedule

Class 0        08/27/2011

Class 1         09/10/2011

Class 2        09/24/2011

Class 3        10/08/2011 (Volunteer Appreciation Party)

Class 4        10/22/2011

Class 5        11/12/2011

Class 6         11/19/2011

Class 7        12/03/2011 (Dickens)

Class 8        12/17/2011

Class 9        01/7/2012

Class 10        01/24/2012

Class 11        02/04/2012

Class 12        02/11/2012

Class 13        02/25/2012

Class 14        03/03/2012

Class 15        03/24/2012

Class 16        04/14/2012

Class 17        04/28/2012

Class 18        05/12/2012

Class 19        05/19/2012

Class 20        06/09/2012

As stated earlier, TSM needs office help to assist in keeping things up and running. We will need volunteers to assist Becky with filing and answering the phones, with helping to schedule overnight programs and school groups on Seagull II in addition to other duties to help supply our fundraisers with any information they may need. It is anticipated that we will need up to 6 or so volunteers that can commit to 2 or 3 hours a day ( remember that these hours will count toward securing a berth during daysails, but to be crew you will have to still adhere to the protocols and procedures in place). Any help you can give will be of great benefit to all of TSM and will be greatly and deeply appreciated by me. I will be needing help in getting the shipyard repair bid specification packages put together and other assistance in my role as director.


 

I know I am asking a lot of you and that far too often there is the illusion on the part of some people in non-profits, who ought to know better, that volunteers are a "free resource", requiring little or no supervision or resources. I want to assure you that nothing could be further from the truth – I know how valuable an asset you are and will strive to do my best in keeping the good of the ship and gratitude for your efforts foremost in my mind. You are the life that flows through every stand of wire, every fiber of cordage aboard ELISSA…and magic spark of a waterborne dream. Let's continue to dream and sweat together in hoisting aloft topgallants and royals to the collective and collaborative refrain of …

Keep ELISSA Sailing.


 

Your shipmate,

Jamie


 

James L. White

Director

Texas Seaport Museum / 1877 ELISSA

"Of all the living creatures upon land and sea, it is ships alone that cannot be

taken in by barren pretences, that will not put up with bad art from their masters"

(Joseph Conrad ~ Mirror of the Sea).