Remembering the Sultana disaster: This 14-foot model greeted Arkansas museum visitors for years. It was one of two made for a film about Civil War tragedy

The old Sultana museum (Picket photo), Gene Salecker with model and a still from film abouit the disaster

About 25 years ago, an Ohio documentary maker who was passionate about the steamboat Sultana tragedy put his dreams into production, filming scenes in a river, swimming pool and a recreated ship’s cabin, among other locations.

The late Tom Koba’s production apparently never enjoyed widespread distribution, but he did leave behind two models of the Sultana. The actual vessel exploded and caught fire in April 1865, killing about 1,200 people. Hundreds of Federal soldiers, many recently freed from Confederate prisons, including Andersonville and Cahaba, were on their way home.

Sultana author Gene Salecker worked from the remains of those boats to create new models, one of which was the star at the Sultana Disaster Museum in Marion, Ark., before the museum closed two months ago as a larger, permanent venue is built a few blocks away.

A giant version of the doomed vessel will be the centerpiece of the new museum. “People will be able to actually walk up onto the recreated deck and see our actual 1842 steamboat engine (right) and a display on the fateful boilers, as well as other featured displays,” said Salecker, who has purchased numerous artifacts for the museum over the years.

Museum executive director Jeff Kollath said Salecker’s model, which was disassembled recently, will be placed in the main area, too. Salecker will put it back together in October, a month ahead of the museum’s grand opening.

“People can see pictures or drawings of the Sultana, but can only imagine what it really looked like,” said Norman Shaw, a founder of the Sultana Association of Descendants and Friends. “With Gene's large model, they can examine one up close. Also get an idea (of) how it operated.”

History is fortunate a photograph of the overloaded Sultana, taken shortly before the disaster, survives.

Blue tape in the gym shows shape of new Sultana model (Gene Salecker)

Sultana author Jerry Potter said Salecker’s model “is an incredible tool to give people an understanding of the layout of the Sultana. Gene has done an amazing job of restoring it. Now, it is going to its final home.”

I asked Salecker to talk about the Sultana models and how they have been used. His responses have been edited and ordered for brevity and context.

Q. Did you build the model? If so, when did you build it and why?

I built the existing model during the summers of 2013 and 2014 while I was still teaching and had the summers off. However, the foundation of the model came from someone else.

The 14-foot model (actually, two of them) were the brainchild of Tom Koba, of Berlin Heights, Ohio. Tom was an independent filmmaker who had worked with the state of Ohio on a couple of Civil War documentaries

I met Tom at the Ohio Civil War Show in Mansfield after my 1996 book was published. Tom bought a copy and was instantly hooked on the story. He would come to the show each year and pick my brain, hoping one day to make a documentary on the Sultana.

Scenes from filming in 2000, of survivors and fiery water (Courtesy Gene Salecker)

I believe Tom began his film in about 2000. He lived on a large farm and actually built a full-scale main saloon, boiler and coal bin area, some of the decking, etc. At one point, he rented out a public pool and at night, he put up some fake deck pieces, lit them on fire and had people rushing from the burning "boat" and jumping into the water. He hired professional stunt people to set themselves on fire and jump into the water, and a professional makeup person to put "burns" and "scalds" on many of the people. He also used local re-enactors as some of the ex-POWs.

Tom hired a couple of retired gentlemen to build him the two 14-foot models. One was to be detailed and the paddlewheels could move by radio control. He planned to run this on a river near his farm and take shots of the crowded boat going up the river. The second boat was not as well detailed and was meant to be exploded and burned.

Original Sultana model several years after film production (Gene Salecker)

At one of the Sultana Association reunions, Tom came and showed a few of us the finished "rushes." He was getting ready to edit the scenes when he unexpectedly died in 2007 at age 61.

In about 2012, I got a phone call from (his companion and business partner) asking me if I wanted the two 14-foot models. They had sat on her mother's front lawn, covered by a blue tarp .. . near Lake Erie. I rented a U-Haul truck and went and brought the two models back to my house in River Grove, Ill.

(The Picket contacted the business partner and will update this if she responds to questions about the project.)

In the summer of 2013, I moved the best model into my shed and began stripping off the old paint and mold and preparing it the way the Sultana had actually looked. It took me two summers and a lot of work but I completed the first model and brought it down to Marion for the grand opening of the interim museum in April 2015 (photo above).

Q. What materials are primarily used? How much of the original models were used?

A. I primarily used cedar and balsa wood. I also used chairs, spittoons, door handles, buckets, barrels, etc. from scale dollhouses.

Model that greeted museum visitors for 11 years awaits reassembly in new venue (Gene Salecker)

As for how much of Tom's original models I used, (it was) the hulls (Tom had them painted black and I had to strip, sand and paint them white.) I used the decking. I used all the slats in the railings and the upright railing posts. I used much of the paddlewheel housings but had to cut and redesign them. I used all of the stairs leading into the Texas cabins. I used his stage planks. In other words, to honor Tom, I used as much of the original model as I could but much of it needed a lot of modification. I would say I used about 60% of what was not too damaged by the elements.

Q. How did you/the builder come up with the specs and design?

A. All of the information about the Sultana (size, number of boilers, etc.) came from the January and February 1863 Cincinnati newspapers, which were reporting on the building of the Sultana. In 1979, I was working as a draftsman and drew up blueprints of the boat. No steamboat was built by blueprints so there were no existing prints for the Sultana. When someone wanted a new boat built, he went to the boat builder, gave him the measurements he wanted and etc., and the boat builder went to work. Steamboats were pretty standard.

Click on this 1865 panorama of St. Louise to see Sultana at center-right (credit below)

I used the information on the Sultana for specifics, and for the genera overall design of a steamboat, I referred to “The Western Rivers Steamboat Cyclopoedium” by Alan L. Bates, a retired steamboat engineer. Bates wrote his book, which is almost entirely of line drawings of parts of the steamboat, with "a nod to the modeler." When I was finished with my blueprints, I sent them to Alan L. Bates himself to check them over and he returned them with some comments and corrections. Those were what I used and referred to in building the 14-foot model.

(Photo above: Courtesy Herman T. Pott National Inland Waterways Library at the University of Missouri-St. Louis)

Q. Tell me about the second model you built.

A. I used the best of the two (Koba) models to build the one that was displayed in the Interim museum. A few years later, I used the second model to build an "after the explosion" model which has only been put on display once -- at the 2021 kickoff of the fundraising for the new museum. I had to make an exact duplicate of the first model and then strategically wreck it.

I tried to use as much of Tom's original model in the second one (above, courtesy Gene Salecker), also. However, since I had picked the best pieces from both models when I made the first one, there weren’t much undamaged pieces left. Of course, I used the hull and some of the decking but most of it had to be handmade to an exact match of the first model. That was the hard part -- being exactly like the first model except for the ruptured middle of the boat. The stern, the bow, the paddlewheel boxes, everything had to be exactly the same.

Fortunately, I took hundreds of photos as I worked on the first model so I used those as reference for the second model... and I made sure that I kept my measurements of everything.

(Editor's note: There is no room in the gallery for the  "after the explosion" version, which is in storage in Marion, Kollath told the Picket.)

Q. How has the model added to the story of the Sultana?

A. Melody Walker of the interim Sultana Disaster Museum used to say that the two things everybody photographs when they come to the museum is the many names on the Memorial Wall and the 14-foot steamboat model. People like to look at the model to get a better understanding of what the Sultana looked like. They can see how difficult it would have been for a soldier to leap from the top hurricane deck into the crowded water 25 feet below.

Photograph of the Sultana near Helen, Ark., a day before tragedy on the Mississippi (Library of Congress)

The model has added to the understanding of where the explosion came from (top, back end of the boilers in the center of the boat), and how the blast traveled upward at about a 45-degree angle, tearing everything before it, including the pilothouse. The model adds to the understanding of just what the ex-POWs and the others had to go through to reach the supposed safety of the water.

 As they say, a picture (or in this case, a model) is worth a thousand words. It is a great educational aide in helping to explain the tragedy of the Sultana.

Previous Sultana coverage:

• Documentary, events mark 150th anniversary

• Will victim's journal and Bible become part of collection?

• Descendants drop flowers in memory of the lost
• Model captures every detail of Sultana

• Disaster took lives of those who had endured so much
• Siblings recall learning of disaster

National Civil War Naval Museum hopes to arrange and display armor from ironclad's fantail by the end of March. The complex piece -- damaged by an arson fire in 2020 -- was built to protect CSS Jackson's rudder, propellers

Fantail before arson fire, Brandon Gilland with armor, charred wood, explainer on design (Picket photos)

A fire set by Union cavalrymen in 1865 and a second lit by an arsonist in 2020 took away the dignity – and much of the wood – from a remarkable section of the Confederate ironclad CSS Jackson.

But the blazes could not erase the story of the fantail crafted for the vessel, whose remains are on display at the National Civil War Naval Museum in Columbus, Ga.

The arson fire dashed hopes of conserving the fantail, the precisely built curved rear deck that protected the vessel’s rudder and propellers. It sat for years, lying upside down, in a pole barn outside the museum. Officials had hoped to move the component inside and build a pie-shaped replica.

The arson changed all that.

Crew of the CSS Jackson (Muscogee) aboard vessel on Chattahoochee River (Wikipedia)

Museum officials moved to the idea of using the surviving armor and replacement wood for a recreation that would highlight the artifact’s complexity and contours. No dice. That option ultimately proved too costly and unfeasible.

“Each piece looked like it was almost cut to fit. There are all kinds of sizes and shapes,” museum director Brandon Gilland told the Picket. In other words, it would take big bucks and precise knowledge and skills to fashion new pieces.

Now there’s a new approach.

The fantail after it was removed from the Chattahoochee River in 1961 (NCWNM photo)

To mark its 25^th year in a large building situated on Victory Drive and near the Chattahoochee River -- where the Jackson was built -- the museum will shortly begin a less ambitious project to display the 30 or so pieces of fantail armor, said Gilland.

“That fantail has been nagging at me for a while,” he said.

Volunteers, using equipment to lift the 400-pound sections, will arrange them in a half-moon shape. Beneath the armor will be cedar or some other material.

The finished product will likely end up flat on the floor next to the Jackson’s stern, though Gilland would like for the fantail to be slightly elevated, if possible.

They can't use the original wood, because the 1865 and 2020 fires basically ruined them

The goal is to have the modest display ready for the March 21 RiverBlast, an annual event that includes cannon firings, living historians, food, family events and more.

Since the surviving armor was treated about five years ago, the sections have sat in rows along the Jackson. Bolts and other fasteners are in crates, awaiting new life. Charred wood lie on pallets, also near the stern

I held a bolt and a couple fasteners and asked Gilland whether they could be reused. Perhaps some of the bolts, he said. To demonstrate, he placed a bolt in a hole in one piece of iron armor (Picket photo, above).

That momentary connection seemingly brought the project to life.

Structure proved to be more complex than thought

CSS Jackson flag captured by 4th Division, U.S. Cavalry (The American Civil War Museum, Richmond, Va.)

Remains of the Jackson and the twin-screw wooden ship CSS Chattahoochee are the star exhibits of the museum. Both were lost in April 1865 at war’s end -- the Jackson set afire by Federal captors and the Chattahoochee scuttled by its own crew.

They were recovered from the Chattahoochee River in the early 1960s. Neither saw action.

The fantail was the half-moon shaped rear deck of the CSS Jackson, which was never fully operational. The section of armor and timber is a remarkable example of design and construction prowess. 

After the 2020 fire, the upside-down fantail was the first to receive conservation attention. Each beam was documented. Using a process called photogrammetry, the archaeologists took hundreds of images of each layer in order to better understand the structure. (Gilland says the section with green labels at right may be the least damaged from the 2020 fire; Picket photo)

Jeff Seymour, director of history and collections at the museum at the time of the arson blaze, wrote about the ironclad’s fantail:

“As each level emerged, we were able to see elements of this vessel that no one has seen since 1864. As each level surfaced, several questions about how the Jackson was constructed were answered, but many more questions developed. Simply, this structure is much more complex than we thought heading into this project."

Seymour called the fantail “a very unique piece of naval architecture” that’s believed to be the only Civil War example out of the water. Because the rear deck was curved, builders had to customize the length of the armor and timber. (Seymour now works at the Erie Maritime Museum in Pennsylvania.

When I saw the fantail in 2019, before the arson fire, the artifact and the Chattahoochee’s engine components were in the pole barn outside the museum, exposed to the elements and slowly deteriorating.

I marveled at the fantail, which was charred in places from the 1865 fire. But the wood was in place and you could see how it was fashioned from layers of longleaf pine and other material.

Remnants of the pole barn after the 2020 fire; the roof is no longer there  (Columbus Fire and EMS)

The June 2020 arson, which has not been solved, charred the fantail’s timbers to their core, also destroying the piece’s shape. The Chattahoochee’s wrought iron and cast iron engines, the iron plates from the Jackson’s armor and the iron plating to the fantail survived, though they were exposed to the thermal heat.

To this day, dozens of pieces of armor belonging to one side of the Jackson are in the fenced area, poking through weeds and burned wood. Why not move them inside and conserve them? There’s no money to do that currently, said Gilland.

Video shows how the fantail was put together

The naval museum has the benefit of post-fire conservation work done several years ago by Terra Mare Conservation to serve as a guide.

The company treated and tagged the armor, digitally mapped the fantail and produced a fascinating video showing how it was designed and put together. Visitors can stand near one of the Jackson’s propeller and watch the looped production

Gilland expects the work to cost about $2,000, compared to at least $25,000 for a full recreation. Museum officials several years ago cited a much higher figure to do a full-scale recreation.

Fund-raising for the fantail work was part of a larger effort, most of which has been completed, including a few new exhibits, said Gilland.

Robert Holcombe, a naval historian and former director of the museum, previously told me besides the CSS Georgia in Savannah, the fantail may have been the only piece of wood from a Confederate ironclad with iron plating still attached.

Homemade behemoth had an inglorious end

Museum visitors can gaze at the hull of the flat-bottom ironclad from a viewing platform and on the floor (Picket photo below).

 A section is missing, but you get a good views of the vessel’s enormity – it was about 222 long and 57 feet across. Above the CSS Jackson’s hull is ghosting framework intended to show how the warship appeared above the water line. The rudder is missing.

The Jackson (originally named the Muscogee) was designed to protect Columbus – a critically important industrial center for the Confederacy -- from Union navy marauders and blockaders. Construction on the Jackson began in early 1863. It was built entirely in Columbus.

The Jackson’s casemate had a 35-degree slope and featured nearly two feet of wood and two layers of plating, mostly manufactured at the Scofield and Markham mill in Atlanta.

The vessel, armed with six Brooke rifles (two of which rest outside the museum), was finally launched -- after earlier unsuccessful attempts -- on Dec. 22, 1864, to local fanfare. 

Fantail bolts and fasteners were cleaned and place in boxes (Picket photo)

The two engines and four boilers – manufactured in Columbus – were not operational when the city fell, and there’s a question about how well they would have performed, anyway. At best, the Jackson would have done about 5 knots.

The ship still needed armor and was unfinished when the Federal cavalry arrived on April 16, 1865.

“The following day the nearly completed ship was set ablaze and cut loose by her captors,” a panel at the naval museum says. “After drifting downstream some 30 miles, the Jackson ground on a sandbar and burned to the waterline.”

This view shows differing lengths and widths for armor (Picket photo)

Brandon Gilland points to area to where armor will be displayed (Picket photo)

First of 20 Enfield rifles to be preserved emerges from wood treatment at Georgia lab. After 160 years in water, weapon made for South appears to be doing fine

Right side of treated rifle, bottom portion, nose cap at end of barrel, two rifles chosen for treatment (Georgia DNR)

Conservation in Georgia of 20 Enfield rifles has reached a significant milestone, with the first walnut stock emerging from treatment and appearing to be doing well outside a wet environment.

“I was thinking about it; this is the longest this rifle has been out of water in over 160 years,” said Josh Headlee, curator and historic preservation specialist with the state’s Department of Natural Resources.

“I want to give it a little time to monitor it closely and make sure nothing bad is going to happen to it. However, I think it’s going to work. The rifle seems pretty stable,” he said.

The British-made weapons – which went down with a Confederate blockade runner in Charleston Harbor -- have been displayed for nearly 15 years in a 300-gallon aquarium at Sweetwater Creek State Park in Douglas County as corrosive salts are removed.

The stack of Enfield rifles in lining and crate at Sweetwater Creek State Park.

Saltwater destroyed most of the iron components, including barrels, locks and bayonets. The trigger guards, butt plates and nose caps at the end of the barrels are made of brass and are still intact.

The state’s aim is to eventually exhibit the wooden remnants of the rifles.

Lab picked two rifles for initial treatment

Headlee in 2022 selected two rifles (left, Georgia DNR) to be treated with a solution made by Preservation Solutions. Conservators previously used SP-11 to treat an intact coffin found in 2013 on the edge of the marsh at Fort McAllister, a Confederate river outpost below Savannah.

Before chemical treatment, the rifles are kept in water, which protects their cellular structure. 

Without immersion in a preserver, pieces of wood will shrink, warp and crack. “They could literally just fall apart,” Headlee previously told the Picket. (Treated rifle above, Georgia DNR. View shows were the lock and hammer would have been.)

SP-11 is designed to displace water in the wood with preservatives that help to solidify the wood so it can be permanently exposed to the air.

The curator said he is watching the preserved rifle to see if there is leaching, cracking or splitting of the wood as it continues to dry.

If this weapon remains stable, Headlee said, the second Enfield will undergo the treatment. “We’re slowly picking the hard crusty layer off of it before we put it in the wood preserver,” he added. (Left side of the rifle, above)

The items are being treated at a facility at Panola Mountain State Park east of Atlanta.

Divers pulled up prized weapons decades ago

The Pattern 1853 Enfields were carried by the blockade runner CSS Stono and were bound for Charleston, S.C., in 1863. The rifles, stored in a wooden crate, were placed in an alternating butt to muzzle pattern, and blocks were used to prevent the weapons from shifting.

The Stono, laden with precious arms, munitions and goods from Europe, in 1863 ran aground on a submerged sandbar off Fort Moultrie in Charleston Harbor while trying to evade Federal ships.

An archaeological diver pulled up the box carrying the 20 rifles in the late 1980s. One end was damaged, apparently when the ship sank. Some of the Enfields were damaged.

Officials did not initially know how many of the highly prized Pattern 1853 rifles were inside, their position or condition. 

Each weapon originally weighed about 9 pounds and was approximately 53 inches long. The bore is .577-caliber. (At right, treated gun, Georgia DNR. It shows were the trigger guard and assembly would have been.)

The craftsmanship involved in the manufacture of the guns was very good, Headlee previously said. “Enfield was top quality.”

The Enfield was the second-most widely used infantry weapon in the Civil War after the Springfield.

The 1851 and 1853 Enfields, made for the British army, were an important technological advance from smoothbore to rifled muskets, increasing the accuracy and distance.

At least one of the weapons bears the mark, “T. Turner,” a reference to well-known English gunmaker Thomas Turner, who turned out quality weapons in the mid-19^th century.

Barrel plugs called tampions remarkably survived

 A tin and lead lining that sealed the cargo from salt air and ensured the rifles were not tampered with is in bad condition.

But there is a silver lining to all of this: Components made of brass withstood the onslaught of corrosive saltwater. Conservators are still trying to determine how to treat them.

Iron or steel screws holding the butt plates in place deteriorated over the years and the plates just slid off, said Headlee.

Conservators years ago found in the crate a bullet mold, tools and tampions -- cork and brass plugs inserted into the muzzle to ward off moisture.

The team counted 20 tampions (above, Georgia DNR) “in various states” of condition. Tampions are used on cannons and rifles to keep debris from falling into their barrels.

Headlee finds it remarkable much of the cork used for the Enfield tampions remains.

“They were just found in a grouping. We feel like they were in a box or bag in the crate.”

A closer look at chains and bayonet remnants

The Enfields featured a nipple protector, which kept the hammer away from the firing mechanism when not in use. A chain was attached to a plug placed over the weapon’s nipple.

Headlee last year sent me a photo of one chain from the Stono guns (above, Georgia DNR). “Some of them are still on the rifles.”

He reached out to Enfield experts in England and elsewhere about the half dozen remnants of iron bayonets found stacked together. They told him bayonets normally would be shipped in a separate box.

“Why bayonets (remnant below, Georgia DNR) were in this crate I have no idea,” Headlee said. “They are all but gone. The fact we have this much is amazing.” The pieces are about an inch and a half long.

The Enfield fired a Minie ball. No ammunition was found in the crate.

Eventually, if all goes as hoped, the 20 rifles will go on display somewhere in the state.

“Even up to the end of the (Civil War), the Enfield rifle was kind of the M16 rifle of the day,” said Headlee. “It had been used for years and years. Bang for the buck, it was as good as any standard weapon.”

Springfield and Enfield rifles were neck and neck in effectiveness, he added. “They were like a Ford and a Chevy.”

Interestingly, the  nose cap is the only metal piece still attached to the wooden stock of the treated rifle. It appears to be riveted in place and conservators don't want to risk breaking the fragile stock to remove it for treatment. 

There's a whole lot of fungus among the USS Cairo's wooden timbers. Scientists conduct study to help find ways to slow decay of historic ironclad at Vicksburg

The USS Cairo and an image of one of the fungus types found in the wood (Reprinted from Journal of Fungi); Claudia Chemello and Bob Blanchette examining Cairo timbers in 2024. (Paul Mardikian photo)

Confederate ships Little Rebel, Colonel Lovell and General Beauregard proved harmless, but Alternaria, Cladosporium and Curvularia are doing a real number on famed Civil War ironclad USS Cairo.

That’s because the latter are among a host of fungi eating away at the star attraction of Vicksburg National Military Park. The Cairo was the first armored vessel sunk by an electrically detonated torpedo and has been on display for decades.

A recent study found the wooden wreck is suffering continued fungal degradation, despite the application of chemical treatments over the years. Scientists who cleaned and examined the ironclad at Vicksburg National Military Park last year were alarmed by what they witnessed and have since analyzed.

“Finding so many fungi that cause wood decay alive in the ship timbers was a surprise,” said lead author Robert "Bob" Blanchette, a professor of plant pathology at the University of Minnesota.

Larger timber pieces inside the Cairo wreckage (Reprinted from Journal of Fungi)

“The wood surfaces are decayed and many of the timbers have had their strength properties compromised -- but many of the timbers are large and thick and still have moderately good integrity,” Blanchette wrote in an email to the Civil War Picket. “However, the presence of active decay fungi indicates they are progressively causing additional decay.”

The study, published in the Journal of Fungi, urges the Cairo -- which sits beneath a fabric canopy, but has open sides -- be moved indoors to a climate-controlled space to combat the toll from high humidity and heat.

Blanchette and his co-authors said keeping relative humidity below 55 percent would help arrest fungal action.

“An enclosed structure would also prevent dust, insects and animals from interacting with the ship. Undoubtedly, the condition of the wood will continue to deteriorate if the existing biodeterioration and biodegradation processes underway in the ship are left unaddressed,” they wrote.

The team was brought in by the National Park Service to evaluate the fungi and provide guidance on long-term preservation. The agency knows moving the ironclad indoors is necessary, but funding has not been secured.

Visitors can see gunboat during govt. shutdown

The Cairo and accompanying museum officially opened in 1980 (NPS photo)

The Picket reached out to the NPS and the park for comment on the study. An email said officials would respond to non-government shutdown queries once “appropriations have been enacted.”

Visitors to the park along the Mississippi River can still see the gunboat seven days a week. The Cairo museum has been open a few days but after Tuesday will be closed until the shutdown ends and money flows again to national historic sites.

Blanchette and Benjamin Held, also with the University of Minnesota, and Paul Mardikian and Claudia Chemello of Terra Mare Conservation say more study of the fungi is needed.

“Decades after various preservative treatments were applied, we now find soft rot and white rot fungi are in the wood,” Blanchette told the Picket. “Many of these fungi have not been studied and we do not know much about their biology and ecology. Others have received some investigation and some of these are known to tolerate various wood preservation treatments.”

The end comes in the Yazoo River above Vicksburg

The USS Cairo at anchor in 1862 (Library of Congress)

The USS Cairo’s fame has far exceeded its brief history. Built in a hurry in Mound City, Ill., and commissioned in January 1862, the ironclad sank only 11 months later. In between, it helped lead to the fall of Fort Pillow and Memphis, Tenn.

At 175 feet long and with a top speed of six knots, the vessel carried 13 guns and 251 officers and men. Seven shallow-draft City Class river ironclads prowled the Mississippi River and connecting shallow waterways, menacing Confederate supply lines and shore batteries, the National Park said.

Before the Federal attack on Haynes Bluff, Cairo skipper Lt. Cmdr. Thomas O. Selfridge Jr. led a small flotilla of gunboats into the hazardous confines of the Yazoo River on Dec. 12, 1862.

“Tasked with destroying Confederate batteries and clearing the river of torpedoes (underwater mines) the flotilla inched its way up the murky waters. As the Cairo reached a point seven miles north of Vicksburg the flotilla came under fire and the aggressive Selfridge ordered his guns to the ready and called for full steam, bringing the ironclad into action,” the NPS says.

“Seconds later, disaster struck. Cairo was rocked by two explosions in quick succession. The first tore and gaping hole into the port (left) bow of the wooden hulled ironclad. The second detonated a moment later near the armored belt amidships on the starboard side. The hole on the bow proved to be catastrophic.”

Selfridge ordered the Cairo to be beached and the crew to abandon ship. The Cairo slid from the river bank into 36 feet of water with no loss of life. About a half dozen sailors were injured.

Mud protected the ironclad for almost 100 years

The ill-fated ironclad disappeared into history for nearly a century.

Using maps and an old military compass, the legendary Ed Bearss, a historian at Vicksburg National Military Park at the time, and two comrades found the mud-encased ironclad in 1956.

A portion of the casemate rests on a barge in the 1960s (NPS photo)

Despite financial shortfalls, barge problems and a zero-visibility river that deposited silt at an alarming rate, the vessel was eventually raised in 1960 and 1964-65.

Hopes of lifting the ironclad and her cargo of artifacts intact were crushed in October 1964 when the three-inch cables being used to lift the Cairo cut deeply into its wooden hull. It then became a question of saving as much of the vessel as possible. The decision was made to recover the USS Cairo in three sections.

Barges carried the remnants to Pascagoula, Ms. The wreck was moved in 1977 to the Vicksburg park, where it was partially reconstructed and placed on a concrete foundation. The Cairo has been treated with a variety of chemical sprays and coatings since the 1970s. 

Frame that holds the Cairo's timbers in good shape

Diagram showing where samples were taken (Adapted from Library of Congress for Journal of Fungi article)

While submerged and under river sediments, bacterial degradation and soft rot took place, said Blanchette. After recovery, lots of different types of decay took place, including aggressive brown rot and white rot.

He and the other researchers gazed at the microstructure of the wood to see the effects of fungi. “Micromorphological characteristics observed using scanning electron microscopy showed that many of the timbers were in advanced stages of degradation,” they wrote.

They took 66 samples of wood – oak, pine and poplar -- from the wreck. “The large number of diverse fungal taxa that are present in the ship’s wood raises concerns about the future preservation of the ship,” the journal article said.

Blanchette (left) said fungi tolerant of preservation treatments applied to the Cairo found their way into the wood over time, causing decay.

 “The fungal isolation results and presence of so many fungi with the capacity to degrade wood also suggest that there is a need for additional studies to better understand how soft rot and white rot fungi tolerate and interact with aging wood that has been previously treated with wood preservation compounds,” the study said.

The park also asked the U.S. Forest Service to study the 1980s Glulam structure that holds the boat in place. It appears the frame is in pretty good condition, except for a few areas. (That team did not examine any of the ship’s timbers.)

Blanchette said his team did not find evidence of termites, though it did not include insects in the study. “As indicated in the Forest Products Lab paper, this must be monitored in the future since they can be a serious threat.”

The Forest Service also recommends moving the Cairo inside.

“The canopy currently is shedding precipitation from the actual frame, but the entire assembly is subject to substantial swings in relative humidity and temperature that could exacerbate issues with mold and decay fungi. The structure is also currently exposed to the risk of swarming insects such as termites, powder post beetles and carpenter bees.”