December 2012 Vol 22
Dear MSRA members, A long time has passed from our last edition of The Explorer, but that does not mean the organization has not been active. In fact, MSRA has spent significant time over the past year on several projects as well as revamping our image and as such this is an expanded version. With this newsletter, we are pleased to announce a new image for the organization as seen in our newsletter header, a slightly new name—Michigan Shipwreck Research Association—to reflect our growth, and a new web site viewable at michiganshipwrecks.org. Since the last newsletter, we have conducted two searches, one with NUMA and one with MSRA, and although difficult to see a bright side of those searches, we have to consider that we know an additional 80 square miles where there are no shipwrecks and airplane wrecks hiding. Thanks to receding water levels, we have however, been involved in surveying several new shipwreck “discoveries,” as discussed in three articles in this newsletter. Since the last newsletter, MSRA board directors Craig Rich and Valerie van Heest have each had another book published. You can read about them here. And, MSRA’s exhibits, “Shipwrecks: A Deep Look and “Unsolved Mysteries: The Shipwreck Thomas Hume,” have moved to a new location for a 2-year run. In April, the organization with host the Annual Mysteries & Histories: Beneath the Inland Seas event—the 15th annual event. You can read about it here and mark the date. So as you can see, although we have been silent for some time, we have not been inactive. We are looking forward to an exciting 2013 season and continued growth of the organization. Jack van Heest Board of Directors, MSRA
MSRA to Launch New Image
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he start of 2013 will mark the launch of a new image after a dozen years in existence since the founding of the organization in 2001. Changes include the adjustment of the name from Michigan Shipwreck Research Associates to Michigan Shipwreck Research Association. Although a subtle change, the switch from Associates to Association reflects that the organization is much larger and more active than just the individuals who make up the board, whom the group’s original name referenced. There are so many members, affiliates, and partner organizations—all who contribute to the work of the organization— that it is truly an association. The new name will headline a new web site which will debut in January. The home page, seen above, reflects MSRA’s mission of research, exploration, documentation, and interpretation as seen in the three major headers: Shipwrecks, Virtual Museum, and Mysteries & Histories (the annual outreach event). Under shipwrecks, you can continue to read about all the region’s ship (and airplane) wrecks, both lost and still missing, as you could before, but there are new maps and more vessels. Additionally, we will launch a new Virtual Museum where the various exhibits designed by MSRA are “on display” after their initial run in a “bricks and mortar” establishment. In this manner, the information will continue to reach those interested. We will also make access to the information about the annual Mysteries & Histories event much easier. You may count on the event lineup to be up and available for perusal each year no later than mid-February. The Explorer’s banner (above) has changed too. Robert Underhill’s exquisite image of the profile of the Thomas Hume provides a striking backdrop for the delivery of the latest news from this organization dedicated to exploration. The beam of the diver’s light serves as a symbol of the light we hope to shed on various aspects of Michigan’s maritime history through the study of shipwrecks.
NEW BOOKS FROM IN DEPTH EDITIONS The Publishing Partner of MSRA
LOST & FOUND Legendary Lake Michigan Shipwrecks By Valerie van Heest The many shipwrecks presented in Lost and Found became even more famous after their discoveries than at the time of their losses, gaining notoriety as historic attractions, archaeological sites, and in some cases, over bold salvage attempts or precedent- setting legal battles. Through riveting narrative, the award-winning author and explorer takes the readers back in time to experience the careers and tragic sinkings of these ships, then beneath the lake to participate in the triumphant discovery and exciting exploration of their remains and the circumstances that led to their status as legendary shipwrecks. Most assuredly, the compelling sagas of these important vessels did not end when the waves of Lake Michigan washed over them.
THROUGH SURF AND STORM: Shipwrecks of Muskegon County Michigan By Craig Rich As Michigan’s premiere lumbering port during the 19th century, Muskegon served as the eastern terminus for a huge fleet of scows, schooners, side-wheelers, steamers, and propellers for the past 180 years. Fierce Lake Michigan gales, sudden snow squalls, waterspouts, and even a rarely recorded Lake Michigan tidal wave, or seiche, capsized vessels, stranded them on shore, froze their rigging, tore their sails, and tossed their crews into the icy cold water. These vessels and the men and women who served on them are an important part of our history. From the lumber barons and fleet owners of the 1800s to the charter fishing boat captains of the modern era, the men and women who make a living on the lakes paint a colorful maritime history of Muskegon County, Michigan. Please check out these books and others at michiganshipwrecks.org.
2012 Search Expedition Recaps
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or MSRA, which has grown and evolved from our initial shipwreck discovery of the H.C. Akeley back in 2001, and which has discovered 13 shipwrecks since, it is always difficult to report a year of complete and total absence of any new discoveries, but that is, unfortunately, what we have to do. During two consecutive expeditions, one in April and May with Ralph Wilbanks and the team from NUMA, and one in June with David Trotter, the teams covered more territory than ever before, but did not turn anything of substance. During the MSRA/Trotter search, an anomaly that could represent something on the bottom at 200 feet showed up on the side scan. We knew immediately that it could not be a shipwreck, but we had to see the target in person to rule out ship or airplane debris. We returned to the site with dive gear, but could not locate anything using a fish finder, which suggested the target may only be hard bottom. We will make another attempt in the summer of 2013 to scan the area again to see if we can obtain a more detailed image, then make a dive if the sonar still indicates the presence of something. Such thoroughness resulted in the identification of an anomaly found by NUMA in 2011 that we dubbed the “double target.” We announced the “find” to our members in the spring of that year and posted the sonar image in the last newsletter. Now we have identified the object, thanks to a dive by Jeff Vos and Bob Underhill, MSRA technical divers. The anomaly is two nun buoys, connected via a chain. A nun buoy is conical in shape, typically red in color, and marks the right side of a channel leading into a harbor. They were likely dropped off a government or contractor’s boat accidently some time ago, based on the colonization of mussels on the buoys. It is always best to know rather than guess what a target is, even when the answer is rather mundane. Double Target” Nun Buoy by Robert Underhill
New Shipwrecks Exposed in Grand Haven
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ow lake levels in the fall of 2012 resulted in the exposure of several shipwreck hulks along the edges of Harbor Island in Grand Haven, Michigan. MSRA members Bill and Shirley Martinus called the wrecks to the attention of MSRA and, in turn, MSRA contacted Kenneth Pott, director of the Tri-Cities Historical Museum and a maritime archaeologist. Together the two teams visited the sites to take preliminary photographs and measurements with the hope of identifying the vessels. Visits to the site on Friday December 7 revealed the hulks of five vessels. West of the launch ramp are two barges, a 126-foot+/-schooner, and a 120-foot boat of some type yet identified, all partially embedded in the ground that used to be underwater. Another significantly larger wreck measuring forty feet wide is located east of the launch ramp. Only about 12 inches of the lower hull is exposed above the ground and 165 feet of the vessel from amidships to the stern is visible. It appears that another portion of the wreck is buried in shoreline land where records indicated some fill had been added in the past. The remains appear to have been burned down to the waterline of the vessel. The hull is about 18 inches wide, constructed with wooden frames spaced about 20 to 24 inches apart with 5-inch wide iron straps crisscrossing the hull on the outside of the frames under the exterior wood cladding. MSRA affiliate, maritime historian William Lafferty, narrowed the possibilities down to two possible wrecks: the 185-foot L.L. Barth abandoned at Grand Haven in 1927 or a significantly larger vessel, the 290-foot Aurora, burned in 1932. Excavation east of the visible portions revealed structure at least 20 feet beyond the length of the L.L. Barth. A later divining-rod survey suggested that the vessel structure extends 110 east under land, for an overall length of about 285 feet. That length is consistent with the water line length of the Aurora. The Aurora was a very significant ship when built in 1887. When launched by Murphy and Miller of Cleveland in lateJuly that year, the 310-foot, steam-driven propeller was the largest and most powerfully built wooden vessel on the Great Lakes. The 3000-ton vessel was initially owned by John Corrigan of the Aurora Mining Company of Milwaukee which paid $150,000 for its construction. It was used to ship iron ore from the Gogebic Range Ironwood, Michigan, to Cleveland and coal from Cleveland on the return trip. It also was used to transport grain. According to records detailing its build, the Aurora was constructed with Kentucky Oak. Frames were spaced on 21inch centers and the hull was 18 inches wide. Iron straps 5” wide by ¼” thick were hot riveted into the hull and bent around the turn of the bilge. The firm Bassett & Presley, of
The propeller shaft cradle at the stern of the vessel. Photograph by Bill Martinus
Location of the Aurora near the launch ramp on Harbor Island
The Aurora as it looked as a steamer.
The stern of the Aurora. Photograph by Bill Martinus
Annual Holiday Party MSRA members gathered
at the Van Heest’s home on December 8 for the annual holiday party. As usual, the conversations were delightful, spiced up this year by the survey just one day earlier of the Aurora, which made for some exciting discussions. A number of members visited the wreck the day after the gathering to experience it themselves.
The “Ah-ha” moment for me came when came when MSRA members Larry and Chris Hatcher excavated an area 200 feet from the stern and saw iron strapping three feet below the surface. The wreck could only be the Aurora because the L.L. Barth was only 185 feet long. --Valerie van Heest
New Shipwrecks Exposed
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Cleveland, supplied the iron. The technology of using iron straps allowed the builders to construct wooden ships much larger than possible in all wood. This construction details of the wreck are all consistent with what had been recorded about the Aurora. On December 12, 1898, the Aurora burned to the water line at Bois Blanc in Detroit River where it had been fast in ice for several days. The owners chose to rebuild the 11-year-old vessel into a barge to be towed, spending $50,000 in the rebuild. In that capacity, the barge changed hands several times, eventually, coming under the ownership of the Morton Salt Company in 1916. The company laid up the vessel upon the downturn in the economy in 1927. The Construction Materials Company of Chicago later acquired the barge to use out of Grand Haven, in all likelihood to transport stone to Chicago as its other vessels did during that period. On a date in 1932 yet to be discovered, the barge burned to its waterline, and was left in shallow water on the north side of Harbor Island to rot. It has not yet been determined if the burning was done on purpose or by accident. Erosion of the Grand River since 1932 is evident with the discovery. After the fire, river sediments and likely dumping built up over the forward half of the vessel, eventually several trees and marsh shrubs sprouted over the wreck and the river course shifted. The current environmental changes revealed the portion that had only been covered with water. Since receiving a large amount of news coverage, hundreds of people have visited the wreck sites. MSRA and the Tri-Cities Historical Museum are now in planning stages of how best to interpret this site for benefit by the public. The City of Grand Haven has indicated that it owns the wreckage. A schooner about 126 feet long has not been identified yet. Photograph by Valerie van Heest
A double ended vessel, NOT a typical centerboard schooner, about 121 feet long has not been identified yet. Photograph by Valerie van Heest
Vermont Exposed...Again
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uring the summer of 2011, beachcomber Cynthia Melinn called a wreck in shallow water north of Holland to the attention of MSRA. MSRA members used the wreck to introduce a group of children to shipwrecks and maritime history, surveying the wreck with their assistance. Unlike most wrecks that remain in the surf line, and have been sheared down by the action of the waves and ice to just the lowest portions of the vessel, this one is different. All that was visible was the top of the centerboard trunk (a feature that is about 8 feet above the keelson), the tips of the frames which make up the sides of the vessel, and a small piece that appears to be the stem at the bow. The presence of these architectural features suggest that the bulk of the ships sides and lower hull may be buried under 8 or 10 feet of sand. Based on the dimensions from stem to end of centerboard trunk, the vessel is consistent with the dimensions of the Vermont. In addition, homeowners in this area, who have seen the wreck come and go as the sands shift, all believe it to be the Vermont, a story passed down from several generations. The 100-ton, 87-foot Vermont, built in 1845 in St. Joseph, Michigan, had a safe career on the lakes until December 10, 1855. It was bound from Chicago to Grand Haven with a load of lumber camp supplies and 100 bags of oats in the company of the schooner Telegraph, when a sudden storm came up. The Telegraph was able to negotiate the shifting sand bars and enter the harbor, but the wind shifted as the Vermont came in and blew the vessel ashore well south of Grand Haven. Twenty year old Richard J. Connell, a native of County Meath, Ireland, was First Mate on the Vermont when it
The Vermont in August 2012. The bow is nearest the beach. Photograph by Rob Goudie
The Vermont in August 2012. Photograph by Rob Goudie
Valerie van Heest, Bill and Shirley Martinus and Greta Davis survey the Vermont in August 2012. By Jack van Heest
Cynthia Melinn, Valerie van Heest, her children Cella and Taya and Greta Davis survey the Vermont in the summer of 2011 when most of it was underwater. Photograph by Jack van Heest
Cella and Taya van Heest expose a partially buried hull frame. Photograph by Valerie van Heest
Vermont Exposed...Again
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wrecked. Connell swam ashore from the foundering ship and reportedly was pulled from the surf by four Indians. He then was assisted to safety by local resident Philip Dushane, and later returned to rig a breeches buoy that allowed the remaining 18 of his fellow crewmembers to be saved, including Captain Robert Genie. When Grand Haven’s first U.S. Life Saving Station began operation in 1871, Captain Connell stepped up to head the service and he remained as keeper until 1881. Connell’s greatest feat occurred when the ship Ironsides sank in a storm off Grand Haven harbor on September 15, 1873. Captain Harry Sweetman and at least 22 others lost their lives when their lifeboats capsized in the rough waters, but 20 passengers and crew were saved. The storm pounded the Vermont to pieces in the days to follow. At the time of the loss, the Vermont was owned by Clark B. Albee and valued at just $5,000. It was called a “total loss.” Unsubstantiated reports say she was raised in 1859, but the first time the wreckage became exposed in 2001, refuted that. In September, 2012, area residents Bill and Shirley Martinus, who have kept an eye on the wreck over the last many years, contacted MSRA to report that significantly more of the vessel was visible above the sand during the late summer. Once again, MSRA surveyed the wreck, surprised to find both the stem and the stern rudderpost visible, allowing confirmation of the overall length as near 87 feet, the dimensions of the Vermont. Much more of the sides were visible that a year prior. MSRA documented a tin tankard that appeared very old, found wedged between the planks that form the centerboard trunk. Photographs will be shown to experts to ascertain if there exists the possibility that the tankard dates from the age of the wreck. In addition, the additional exposure of the wreck revealed a portion of two chain plates on the port side forward of the centerboard trunk and a length of bent chain plate on the port side (the side that protrudes higher out of the sand) aft of the centerboard. These were at one time the fasteners that supported deadeyes, through which lines passed to secure the masts. The presence of chain plates at these two spots is consistent with a two-masted schooner, another element to identify the wreck as the Vermont.
Shipwreck City of Green Bay Exposed By Nicholas Grenke | ngrenke@mlive.com Dec. 15, 2012 (Reprint)
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ust one crew member survived when the City of Green Bay, battered by waves and hurricane-force winds, was driven into Lake Michigan’s shore south of South Haven more than 100 years ago. Six others perished in the Oct. 3, 1887, shipwreck, and the remains of the vessel have been at the bottom of the lake ever since, protected in the Southwest Michigan Underwater Preserve in about 5-10 feet of water. Historically low water levels, however, have exposed portions of the City of Green Bay to the elements, and a group of South Haven residents is concerned that the wind and shallow waves will eventually tear apart what’s left of the ship. Led by Maureen Lewandowski, they hope to preserve the site, and will be holding meetings to gain support for the effort. “One can see the limitless possibilities that are available to teach and inspire our youth,” Lewandowski said in an email. The informal meetings are planned for 2-4 p.m. Dec. 16 and 19 at South Haven Charter Hall, with another pair of meetings at the same location set for 10 a.m.-noon and 2-4 p.m. on Dec. 17. Currently, it’s illegal to remove any part of a shipwreck from the lake, because they are considered state property. However, the Lottie Cooper in Sheboygan, Wisconsin, was raised in 1996 because of its historical importance and as an attraction for tourism to the community. “To save a shipwreck, one has to involve the whole community, region and state,” Lewandowski said. But there are others who think the best place for the City of Green Bay is its resting spot at the bottom of the lake. “When you bring water-logged wood out of the water, it becomes soggy,” Valerie Van Heest, Director of the Michigan Shipwreck Research Association, said. “I have nothing against this woman’s effort, it is just that it is a hopeless effort when you consider in the last 50 years, only two shipwrecks have been raised.” Van Heest said that both the Lottie Cooper and the Alvin Clark, raised 1969 in Green Bay, were much more intact, and more significant historically than the South Haven shipwreck. Van Heest said a major permit would need to be granted from the State of Michigan to raise the ship. “In my opinion, she is proposing a multi-million dollar project,” Van Heest said. “On land, a shipwreck will deteriorate faster. In the past, the Alvin Clark cost $100,000 and it only lasted 25 years.” [Quote misunderstood--there have been no precise costs attached to the raising of the Alvin Clark] But Lewandowski pointed out that new preservation techniques are available. “I think technology has come a long way,” Lewandowski said. “It’s a great opportunity to bring the community together.”
The City of Green Bay as surveyed in 1996. Drawing by Valerie van Heest
The City of Green Bay above water for the first time in recent history in November 2012. Photograph by Valerie van Heest
Post article commentary by Valerie van Heest: I found the proposal of the recovery of the City of Green Bay well meaning, but ironic that this issue came up just a couple months after the release of my new book, Lost & Found in which I detail the recovery of the Alvin Clark and how the ultimately tragic fate of that raised vessel led, in part, to the establishment of laws that made the recovery of shipwrecks and artifacts illegal without a permit. In the last 26 years since the establishment of the Abandoned Shipwreck Act and the writing of various state laws regarding shipwrecks, very few permits have been issued for artifact recovery, let alone the recovery of an entire shipwreck. While such a project would be certainly exciting, MSRA won’t support the movement because of the hopelessness, based on past experience, of receiving state approval for such an endeavour.
Exhibits at USS Silversides Museum By Lisha Arino, The Muskegon Chronicle (Reprint)
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Unsolved Mysteries as it appears in the USS Silversides Museum in 2012.
he two travelling exhibits, "Unsolved Mysteries of the Schooner Thomas Hume" and "Shipwrecks: A Deep Look" explore ships that ended up at the bottom of Lake Michigan. "Unsolved Mysteries," takes a look at the circumstances surrounding the sinking of the Thomas Hume, a schooner named after one of Muskegon's famous lumber barons. According to Valerie van Heest, the shipwreck explorer and author who put the exhibit together, the ship used to transport lumber from Muskegon to Chicago about two or three times a week in the 1800s. But in 1891, the ship mysteriously disappeared. No one knew what had happened to the ship until it was explored in 2007, 12 years after it was discovered van Heest said. She said she was compelled to share the shipwreck's story when she heard about its discovery. "I just knew that the story had to be told and that the best place to tell it was in Muskegon," she said. To explain what happened to the ship and its importance to the area, van Heest said she used videos, photography and drawings. And because she couldn't use artifacts from the shipwreck –by law, divers are not allowed remove anything from sunken ships – she had replicas made and used antiques to show some of the everyday items the crew would have had on board. "Shipwrecks: A Deep Look," takes a closer look at three other ships that sunk in the Big Lake, the Rockaway, the H.C. Akeley, and the Hennepin, and uses them to show the evolution of cargo loading on ships. Van Heest, who also organized the exhibit, said it was about "how technology changed our lives." The ships all loaded cargo differently, she said, from the use of sheer manpower on the Rockaway to the automation of the Hennepin, which was the first ship ever built to self-unload. She used shipwrecks to convey the progression from manual to automated loading, because those are the only ships of their kind that still exist. She said that most other, similar ships either decayed or were sold and sent to scrap yards. "But the ones that exist, they're down there," she said. "It's an underwater museum." The exhibits are currently on display at the USS Silversides Submarine Museum, located at 1346 Bluff St., and will continue through 2013, according to the museum's curator, Paul Garzelloni. Both exhibits were brought to the museum by the Michigan Shipwreck Research Association with grants from the Michigan Humanities Council. The USS Silversides Submarine Museum is open seven days a week, from 10 a.m. to 4 p.m.
14TH Annual Event a Success!
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he 2012 Mysteries and Histories Beneath the Inland Seas annual program at the Knickerbocker Theatre in downtown Holland was a great success. This event is the largest fund-raiser MSRA conducts, providing support for operations, shipwreck hunting, and documentary production, and is presented in partnership with The Joint Archives of Holland. Our increased ticket price did as planned, reducing the numbers of people to just under 400 offering a more comfortable seating arrangement for all, but commentary suggested the price was a bit too high. Adjustments will be made
in 2013. Ticketing through email reduced the lines at the door, and an even more automated system will be used in 2013. After the event, MSRA members were invited to join the team and other presenters for an “after party” at Skiles Pizza, the second time we have used that restaurant. The good pizza, reasonable prices, and comfortable seating has prompted us to make this an annual tradition. MSRA extends its thanks to Hope College and the Knickerbocker Theatre—especially theatre manager Erik Alberg. Appreciation also goes to Geoffrey Reynolds of the Joint Archives of Holland (and an MSRA board member); and all of the MSRA members and others who attended. Because of you, MSRA had a very successful evening while providing another exciting event.
Mysteries & Histories 2013
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he date has been set and we are developing a line-up of programs for annual MSRA fund raising film festival on April 20, 2013. Please mark your calendar. For the past 15 years, this event has generated the necessary funding to conduct the annual search expedition and document whatever is found. Therefore, our membership as well as the public must be recognized for their tremendous help and support in the discovery of so many new shipwrecks. Tickets will now be handled by Eventbrite for the easiest and most convenient purchasing arrangement, which will reduce lines at the door and guarantee not overselling the show. If you forget your ticket at home, you may count on your name being held at the door.
Farewell Keewatin Excerpt from sskeewatin.com
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he Canadian Pacific Railroad made the decision to stop the last two Great Lakes Passenger ships in 1965. That meant the tremendous infrastructure of rail yards, freight sheds, laundry and green houses that supported the ships was also not needed. What had been known as the Chicago of the North in its hay day was destined to become a ghost town. Over the years the tracks and buildings were removed, many of the residents found work elsewhere. The town’s only Hotel burned down and most of the stores closed. Several years ago a visionary developer named Gil Blutrich became aware of the property and purchased it. Since he first heard that the mighty Keewatin was still in existence he has sought to purchase her to become the community symbol of strength and tradition. All of that came to pass when a waiter who worked on Keewatin as a teenager in 1963 and 1964 met Gil at the 100th Anniversary of Keewatin’s launch in Douglas Michigan where she had been a
The Knickerbocker marquee 2012. Photograph by Jack van Heest
Thank You for Your Support Farewell Keewatin Con’t
MSRA BOARD OF DIRECTORS Valerie Olson van Heest Geoffrey Reynolds Craig Rich Jack van Heest
MSRA said farewell to Keewatin on June 4, 2012 about eight miles off Muskegon. Photograph by Valerie van Heest
The Michigan Shipwreck Research Association, is a Michigan 501(c) 3 nonprofit corporation, whose mission is to Preserve and interpret Michigan’s submerged maritime history. To that end, the organization’s work includes research, exploration, documentation, and the creation of educational programming regarding historic shipwrecks within Michigan waters, with an initial emphasis on the southeastern quarter of Lake Michigan. MSRA works in cooperation with State Agencies. As a Holland-based volunteerdriven organization, MSRA relies on memberships, fund raising events, donations, and grants to continue its work.
floating museum since 1967. Eric Conroy had become a close friend of the American owner RJ Peterson and worked as a volunteer. He knew of Gil’s interest in buying Keewatin but the time needed to be right. Eric wrote a book on Keewatin in the winter of 2011 and sent a copy to Gil. Gils reaction started a series of meetings with Eric and RJ that ended in Gil purchasing the Keewatin through his development company SKYLINE INVESTMENTS. Since August 2011, Gil has worked with the Township of Tay where Port McNicoll is located to get zoning, planning and a great location for the grand ship. She will sit at the foot of a three acre park, the gem in the crown of a modern deep water marina and act as a silent sentinel for the new town of Port McNicoll. The ship itself will become a “not for profit” charitable foundation and will be operated by a Board elected from a group of volunteers known as THE FRIENDS OF KEEWATIN. This group is open to anyone who would like to contribute energy and support so Keewatin will see another 100 years at this site. Postscript: The Keewatin played a special role for MSRA in 2005: It served as the filming location, both inside and out, for our documentary Icebound Found! about the loss and discovery of the SS Michigan, a ship that was similar in many ways to Keewatin. Wherever will we find such a big “prop” again?
Leaving Saugatuck on May 31, 2012, being towed stern first to the channel where it would remain for several days.
Jack and Valerie van Heest Keewatin Chasing on June 4, 2012. Photograph by Larry Hatcher.
Larry Hatcher keeping up with the Kee on its journey home. Photograph by Valerie van Heest.
The Keewatin takes a rest at Macinac on its way home.
MSRA is funded in part by an annual grant from the Great Lakes Shipwreck Research Foundation, a Wisconsin 501c3 and from a sponsoring grant from the Gertz Foundation.