FORUM: MARINE ARCHAEOLOGY erly excavated and conserved-underwater, unless means can be found to study and di splay them ashore. "The lesson to be learned from thi s," concludes CNHS, " is that independent historical organizations like the CNHS can play an imp9rtant role in keeping an eye out for the interests of the people, even in the presence of many good laws and sincere agencies designed to help protect our national treasures." An encouraging example of hi storic shipwreck preservation and management comes from the Great Lakes region, where protection laws are not only on the books, but enforced and well publicized. The many regional publications of the Great Lakes area have extensively covered efforts being carried out to protect these wrecks, and what happens to violators of these rules. Great Lakes Sailor (October I 989) carries a report titled "Recreational Salvaging: No More 'Finders Keepers.'" Author Tom Bex recounts hi s own experiences pulling wrought-iron spikes from a wooden hulk , but stresses, " no more." The bottomlands of the Great Lakes, along with the shipwrecks they hold, are protected by the laws of Ontario and Great Lakes states, whereby recreational divers and salvors caught with salvaged goods are prosecuted. Michi gan, it is reported, has prosecuted a number of salvage-law violators. Groups like Save Ontario Shipwrecks (SOS) lecture and lobby for underwater preservation and establishing underwater preserves and parks, where divers can see but not touch. The state of Michigan has established five such preserves already, ranging in size from 133 to 376 square miles. But looting continues in the Great Lakes, despite legislative efforts, public awareness and voiced concern. And shipwreck looting is not a uniquely American phenomena. Australia too has seen the need to protect her underwater heritage, as recounted in Australia Sea Heritage (Winter 1989). In 1963, public interest was sparked when several spear fishermen di scovered the 17th century Dutch merchantman Vergulde Draek on a limestone reef lOOkm north of Perth. The vessel was believed to have been carrying eight chests of silver coins when she was lost. After much looting by divers, some with explosives, the wreck became the subject of the first full -scale underwater excavation by the Western Australian Museum, and the need for
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site protection was realized. In 1964, innovati ve legislation was passed to protect shipwrecks in Australian waters. Later, after some debate over which territory had jurisdi ction over which waters, the Commonwealth Government passed the Hi storic Shipwrecks Act in 1977. This act requires that anyone who finds the remains of a ship must inform the Minister of the region . The motivation for divers to comply with this legislation is that the Act provides a reward and recognition to all di scoverers of shipwrecks that are declared hi storic. Over $60,000 has been paid out in such rewards in the past ten years. " It sure beats working" But what of deepwater wrecks that lie in international waters, unprotected by any regulation? Remote technology like that which discovered the Titanic and Bismark is now be ing developed for salvage purposes. On September 16, I 989 the ben ignlynamed Columbus America Di scovery Group began bringing up gold from the 1852 William H. Webb-des ign paddle wheeler Central America using such technology. The Central America was en route to New York, carrying about three tons of gold, including new lyminted coins from San Francisco, when she sank, September 13, 1857. This story has gained national media attention, but not much has been reported on the tragedy that surrounds the sinking of the Central America. She was essentially a passenger ship that floundered for two and a half days before she went under with over two thirds of her passengers, four hundred and twenty peopl e. The popular news ang le is that a sa lvor and investors will become very rich when all the gold is brought to the surface. In the words of Barry Shatz, a project director for the expedition , as noted in the New York Times, September 17: "It sure beats working for a li ving. " Is thi s the image the salvage industry wants to project to the public? Now that salvors have developed the technology to rai se booty from wrecks in thousands offeet of water, do we tru st that they will do the right thin g and excavate with archaeology in mind? Quotes like the one above do not in spire confidence. It is also di sheartening when we hear that the US Maritime Administration sold all title and salvage rights of the Liberty Ship John Barry. A $5 1,000 bid was accepted from inves tors Brian Shoemaker and Hugh O 'Ne ill who hope
to sa lvage the wreck which sank wi th three mi Ilion Saudi Arabian coins aboard in 6000feetofwaterin the Indian Ocean during World War II. The cl imate of ship salvage has become one of beating the odds to acquire much wealth. When the push for profit destroys tangible ev idences of important episodes in history however, it is apparent that protective action is needed. Just as the invention of SCUBA led to the pill aging of the many hi storic wrecks found in the shallows of the Mediterranean (virtuall y none remain today), the march of progress in the field of deepwater sa lvage technology threatens the primary source evidence embodi ed in hi storic wrecks that have laid undi sturbed for centuries on the ocean fl oor. The chall enge is to convince the public that these wrecks belong to all mankind , and that their hi storic va lue is both ric her and longer lasting than their monetary one- that their historic worth should enrich our understanding of our forebears, not line the pockets of a goldfeve red few. That is the NMHS pos ition. How do we best act on it? ..ti (To be continued.) Mr. Netter is Editor of the Sea Hi story Gazette.
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