Our first Wrecksploration dive was held on Sunday, June 10. We sailed from Freeport on board the Sea Hawk under the able command of Captains Frank Persico and John Lachenmeyer, and crew members Steve Shataka and Ned Witkins. The intended target was approximately 17 miles south of Jones Inlet in 110 feet of water. Seas were moderate at 2-3 feet, with a deep swell that made it seem a bit worse, but well within safe diving limits. Once Captain Frank located the wreck, mate Steve Shataka splashed to tie us in, as seven Wreckploration divers prepared to descend to the unknown. Participating in this dive were Wrecksploration officers and members, Adam Altman, Randi Eisen, Russ Lusterman, Steve Eisen, Steve Scigliano, Elliot Bertoni, and Bill Pfeiffer.

One by one we hit the water and headed down to the wreck. Visibility at the surface was poor, but once below the thermocline at 35 feet, it opened up to over thirty feet. Unfortunately, the clear water didn't hold all the way to the bottom, but dropped to a reasonable 10-15 feet, below average for the general area, but above average given the reports from other sites over the weekend and the past few weeks.

Over the course of two dives by each of the Wrecksploration members, as well as the Sea Hawk's Captains and crew, the layout and distinguishing features of the wreck were assimilated. The site of the wreckage was spread over about 180 feet, and was very low lying, with most of the bulk of the wreck well covered with sand. The wreckage was mostly wooden superstructure, with bronze pin construction. The was a mast on one end of the wreck, and two winches, along with a large pile of anchor chain on the other. We suspect that we have not yet seen the whole wreck, and that additional parts of it may not have been explored. Consensus agrees that the wreckage is likely that of a schooner barge, built in the middle to late 1800s. This is indicated by the wood structure, mast, and the bronze pin construction.

Schooner barges were the final evolution of the sailing ship before its obsolescence, as steam power revolutionized the shipping industry. Sailing ships, subject to the available wind, were unpredictable to schedule and costly to operate due to their expensive need for large crews of skilled sailors. In the late 1800s, it became evident that sailing ships could be more profitably operated by converting them into towed vessels. The upper masts and rigging were removed, loading hatches were added, and towing bits were installed in the bow and stern of the ships. The lower sails would be left in place and used to lighten the load on the towing vessel when wind conditions were suitable, or for self propulsion in the case the tow line parted or broke. Contrary to their name, most schooner barges were actually converted from square riggers, since their size and seaworthiness were more appropriate for open ocean towing. The name "schooner barge" comes, not from the use of schooners, but from the fact that the sails left in place on the converted ships were "schooner rigged" for easy operation. Chains of as many as ten schooner barges would often be towed by a single steam vessel, until legislation restricted the number to four for safety concerns. In the late 1800s to early 1900s, thousands of schooner barges operated along the Atlantic coast, and are among the most common type of shipwreck found in our local waters. Many have been found, many more have not, and most that are found may never be identified.

Our suspected schooner barge yielded several decent sized lobsters and a dozen or so scallops, but no significant artifacts. Captains Frank and John are anxious to revisit the wreck to get a better assessment of the entire wreckage.

Our return trip was spent enjoying the bounty of the day; the excitement of discovery energized us, and discussions of our dives filled the back deck, as we enjoyed the day, the barbacue, expertly prepared by mate Ned Witkins, and each others company. The seas had calmed some, and the return trip was an enjoyable one, all of us content in the achievement. Though we didn't make any history-changing discoveries, we did manage to explore something which may not have been seen in as much as a hundred years.

One of the principle benefits of discovering a new wreck is the honor of naming it. Our group discussed several names for the wreck,and unanimously agreed to name if the "J&F Wreck" in honor of Captains John Lackenmeyer and Frank Persico, and their contributions to the diving community.

Reports from each of the divers will be added to this summary once they have been compiled.

Click here for a Dive Report and sketch by Elliot Bertoni.

Back row L to R: Elliot Bertoni, Bill Pfeiffer
Front row L to R: Randi Eisen, Russ Lusterman, Adam Altman, Steve Eisen, and Steve Scigliano