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Decision Time: The Centennial Columbus

Christopher Columbus Statue at the Centennial Exhibition, 1876. (PhillyHistory.org/Free Library of Philadelphia)

No one had a clue as to what Christopher Columbus actually looked like.

No matter, American artists from Benjamin West onward invented images of Columbus in a host of biographically inspired settings that played both into and off of the truth. Washington Irving’s best-selling biography first issued in 1828 would go through 39 American and 51 international printings popularizing, fictionalizing, mythologizing all the way.

Americans, Thomas Schlereth explains, “configured and contested Columbus differently as a national symbol” in an expanding nation determined to revise, augment, justify and glorify its founding narrative. Columbus served a purpose, appearing again and again, in everything and seemingly everywhere from “painting and philately, monuments and sculpture [to] civic iconography… national coinage, pageants and plays.”

Nineteenth-century America, you might say, discovered Columbus. And in a very real way, writes Schlereth, this century-long, re-creation of Columbus enabled and informed a “larger, many-sided quest for an American national character.”

Where the earliest American monument to the idea of Columbus came in the form of a 40-foot tall obelisk dedicated in Baltimore in 1792, 19th-century Americans would come to expect representations of the person Columbus in the form of statues and busts populating “city parks, civic spaces, and government buildings.”

In 1844, Congress dedicated the “first piece of statuary that was ever purchased by the government,” according to William Eleroy Curtis. Luigi Persico’s Discovery of America presented Columbus “clad in a totally inaccurate suit of European armor” carrying in his right hand an orb (“America”) beside “a semi nude Native American female, the Indian princess of colonial America, [who] crouches awkwardly by his side, ready to flee.”

The Discovery of America, also known as The Discovery Group, 1844. Marble sculpture by Luigi Persico originally at the Capitol in Washington, D.C. (Wikipedia)

While some accepted the Persico’s sculpture “as an appropriate symbolization of their nation’s manifest destiny and racial supremacy,” as Vivien Green Fryd tells us, others debated the sculpture’s merits, its meaning and its message. Here was another example of “the nation’s perennial search for self-identity.” This time, and in many to follow, it came in a fictional form, figure and face of the so-called “Discoverer.”

By the 400th anniversary of 1492, Schlereth points out, American cities, including Philadelphia, would have 28 monuments to Columbus—more than any other country. Columbus appeared “atop pedestals, fountains, triumphal arches, socles, and freestanding columns.” And for the most part, these depicted Columbus as “independent, destined, and triumphant; he invariably appears as a young, clear-thinking conqueror, the prescient visionary of the first voyage, not the beleaguered mariner of the last expeditions.”

Columbus was no longer abstract; no longer an idea. He was, as Claudia Bushman points out discussing the Persico group at the Capitol in Washington, embodied in a Caucasian male representing racial domination, a statement in stone that, among other things, “underscored and supported the government’s Indian removal policy.” And in the context of the other sculpture flanking the same staircase at the Capitol, Horatio Greenough’s sculpture of a violent encounter between a hatchet-wielding Native American warrior and a Caucasian pioneer family (The Rescue—popularly known as Daniel Boone Protecting His Family), the pair of statues became the target of ongoing controversy.

Both sculptures, according to Bushman,“proved offensive to Americans” and in 1939 a joint congressional resolution proposed “that The Rescue be ‘ground into dust, and scattered to the four winds, that no more remembrance may be perpetuated of our barbaric past, and that it may not be a constant reminder to our American Indian citizens…’.”

The resolution failed to pass. But in 1958, “when the capitol building was to be extended, the government removed all the sculptural works in the vicinity. Most of the art works were later returned to their placed, but the two offending works…disappeared forever.” Word has it they reside in a Smithsonian storage facility somewhere in Maryland. And, since a crane accident in 1976, The Rescue is reduced to a “pile of fragments.”

As for The Discovery Group, its figures stare into the empty space of a warehouse that presumably looks something like the final scene in Raiders of the Lost Ark. Will Philadelphia’s Columbus have a similar fate? Should it?

[Sources: Bushman, Claudia L. America Discovers Columbus: How an Italian Explorer Became an American Hero (Lebanon, N.H.: University Press of New England, 1992); William Eleroy Curtis, “The Columbus Monuments,” The Chautauquan, Vol 16, Oct 1892-March 1893; Vivien Green Fryd, “Two Sculptures for the Capitol: Horatio Greenough’s ‘Rescue’ and Luigi Persico’s ‘Discovery of America,’” The American Art Journal, Vol. 19, No. 2 (Spring, 1987); Thomas J. Schlereth, “Columbia, Columbus, and Columbianism,” The Journal of American History, Dec. 1992, Vol. 79, No. 3.]

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Legendary Lifting at Cramp’s

Cramp’s Derrick at Chestnut Street Pier, May 24, 1898 (PhillyHistory.org)

“The cornerstone of Philadelphia’s Iron Age,” wrote Nathaniel Burt and Wallace E. Davies in a remarkable chapter on the city’s industrialization, consisted of three companies: the Pennsylvania Railroad, Baldwin Locomotive Works and Cramp Shipbuilding Company.

Today we focus on the last, a company formed in the 1840s that employed 5,600 by the mid-1890s at its 31-acre shipyard in Port Richmond. According to The Scientific American, Cramp had “some 282 vessels” to its credit by the end of 1894 and would, by the time of its final closing after World War II, have 500.

Passenger steamers were Cramp’s bread and butter. They built 112 from the Albatross in 1849 to the Evangeline in 1927.  The latter was known for its service on the Clyde line’s Miami-Havana service. Another, the Great Northern, set speed records from Honolulu to San Francisco and for a round trip crossing of the Atlantic: 14 days, 4 hours, 30 minutes.

Cramp’s fast ships attracted clients from around the world to Port Richmond. The Zabiaka, built in 1880 as part of an order for the Imperial Russian Navy, would be clocked as “the fastest cruiser in the world.”

Vessels for another client,  the United States Navy, included 65 destroyers from the Smith in 1909 to the Paul Jones in 1920; 31 cruisers from the Chattanooga in 1864 to the Youngstown in the 1940s; 23 submarines from Thrasher in 1912 to Wolfish in the 1940s and 22 battleships – from the Indiana and the Massachusetts in 1893 to the Wyoming in 1911.

Two dozen cargo steamers, could—and often did—serve civilian or military purposes. In 1907, Cramp launched the 375’ Massachusetts for the New England Navigation Company. Through a series of owners and name changes, this ship became the Ogala with the U.S. Navy’s the Mine Division. The Ogala happened to be stationed at Pearl Harbor on December 7, 1941. It was sunk and subsequently put back into service.

In 1874, Cramp launched ten, 240-foot-long colliers—coal carriers—including six for the Philadelphia and Reading Railroad Company (appropriately named Reading, Harrisburg, Lancaster, Williamsport, Allentown and Pottsville). Over time, Cramp produced 58 barges, 27 tugboats, seven tankers, a handful of ice boats and, of course, ferryboats.

Steam Crane Atlas placing a 70-ton boiler in the hold of Armor Cruiser New York. “The work of raising the boiler, carrying it a distance of 80 feet and lowering it into position was accomplished in the remarkably short time of twenty-six minutes.” Scientific American, December 29, 1894. (GoogleBooks)

Cramp also made a tool that helped modernize scaled-up shipbuilding. This “monster floating derrick,” the “largest piece of machinery of its kind in the world” staked its claim to “some really remarkable performances” handling with dispatch the heaviest boilers and canon, up to 125 tons. The four boilers of the battleship Indiana, each weighing 72 tons, were choreographed from wharf to vessel in half a day. The 80-ton boiler for the Navy’s cruiser Minneapolis was moved into position, more than 100 feet, in 26 minutes.

The “lifting and traversing gear” of this floating 116-foot tall derrick, its “boom, mast, braces, collars, helmet, and all its lifting and traversing gear… [were] formed of the toughest steel possible.” Its iron pontoon measured 73-by 62-feet by 13-feet deep. The diameter of this derrick’s distinctive cone: 40 feet at the base. This derrick could lift “with ease the heaviest boiler constructed”—as much as 125 tons.

What to name a giant of such strength and speed? Cramp turned to ancient mythology and chose the name of the god responsible for nothing less than holding up the celestial heavens. Their machine at the heart of Philadelphia’s Iron Age would be known as Atlas.

[Sources: Nathaniel Burt and Wallace E. Davies, “The Iron Age, 1876-1905,” in Russell Weigley, Philadelphia: A 300 Year History (W. W. Norton & Company, 1982)]; Farr, Gail E., and Brett F. Bostwick with the assistance of Merville Willis.  Shipbuilding at Cramp & Sons: A History and Guide to Collections of the William Cramp & Sons Ship and engine Building Company (1830-1927) and the Cramp Shipbuilding Company ((1941-46) of Philadelphia.  Philadelphia: Philadelphia Maritime Museum, 1991. (pdf); Jeffery M. Dorwart, Shipbuilding and Shipyards, The Encyclopedia of Greater Philadelphia; The Cramp Ship Yards, Scientific American, (New York) December 29, 1894, 62, no. 26; Millington Miller. “Cramp’s Shipyard and the New United States Navy”, Frank Lesley’s Popular Monthly,  vol. 38, July to December 1894; “Building War-ships at Cramps,” The Philadelphia Inquirer, June 17, 1894; “Warships Nearly Finished,” The Philadelphia Inquirer, Aug 3, 1900; Waldon Fawcett, “Mechanical Appliances in Modem Shipbuilding,” Technical World, vol. 2, no. 1 September 1894; Waldon Fawcett, “Floating Cranes Steel and Iron,” American Manufacturer and Iron World, vol. 69, No. 18, October 31,  1901.]

William Cramp and Sons Ship and Engine Building Company. August 15, 1917 (PhillyHistory.org)