Remembering slavery and our history: saving Shockoe Bottom

Many of us don’t want to think about the past, especially the unpleasant and embarrassing parts of the past.  Not wanting to remember also applies to thinking about history.  I was reminded of this the other day when I came across Maurie D. McInnes’ essay in the New York Times “Disunion” series. 

We don’t know exactly when the last sale of enslaved persons occurred in Richmond, Va., known as “the great slave market of the South,” but it must have taken place before April 3, 1865. On the previous day, the order had come to evacuate in advance of the arrival of Union troops who liberated the city.

Amid the chaos, a slave trader named Robert Lumpkin still had a jail full of people he was hoping to sell. According to the journalist Charles Carleton Coffin, who was there to witness the fall of Richmond, after learning of the order to evacuate, Lumpkin “quickly handcuffed his human chattels,” about 50 men, women and children, and marched them four blocks south to the Danville-Richmond Railroad depot on the banks of the James River. He was hoping to whisk them away, and find buyers for them in another city.

When they arrived, however, “there was no room for them on the train which whirled the Confederate Government from the capital. Soldiers with fixed bayonets forced them back. It was the last slave gang seen in this Western world.” Lumpkin was angry, but there was nothing he could do. So, “with oaths and curses loud and deep,” Coffin reported, Lumpkin was forced “to unlock their handcuffs and allow them to go free.” These 50 people were worth about $50,000, according to Coffin, “but on that Sunday morning were of less value than the mule and the wagon which had drawn the slave-trader’s trunk to the station.”

Richmond was a major slave trading hub and Robert Lumpkin, one of the most prominent traders.  His jail and auction house were located in Shockoe Bottom, a low point along the James River.  Abigail Tucker wrote about the archeology of the site and Lumpkin in a 2009 Smithsonian Magazine article, “Digging up the past at a Richmond jail”.  She writes

Lumpkin, a “bully trader” known as a man with a flair for cruelty, fathered five children with a black woman named Mary, who was a former slave and who eventually acted as his wife and took his name. Mary had at least some contact with the unfortunates her husband kept in chains, on one occasion smuggling a hymnal into the prison for an escaped slave named Anthony Burns.

The slave trade was important to the economics of both North and South before the Civil War.  McInnes reminds us

The economic engine of the slave trade helped to fuel America’s prosperity. The profits from the trade in enslaved people flowed to many places. Traders were not the only ones to profit from America’s internal slave trade. Slave owners in the Upper South profited because they received cash for the people they sold. Slave owners in the Lower South profited because the people they purchased were forced to labor in the immensely productive cotton and sugar fields. The merchants who supplied clothing and food to the slave traders profited, as did steamboat, railroad and shipowners who carried enslaved people.

Capitalists in the North profited by investing in banks that handled the exchange of money for people, or in insurance companies that provided insurance for the owners’ investments in enslaved people. So did foreign investors in Southern securities, some of which were issued on mortgaged slaves. The hotbed of American abolitionism — New England — was also the home of America’s cotton textile industry, which grew rich on the backs of the enslaved people forced to pick cotton. The story of America’s domestic slave trade is not just a story about Richmond or New Orleans, but about America.

When I read McInnes’ column the current controversy about preserving the site of Lumpkin’s jail and auction house came immediately to mind.  The National Trust for Historic Preservation explains

Today, Shockoe Bottom is an urban archaeological site imminently threatened by “Revitalize RVA,” the controversial plan to construct a minor league baseball stadium, a Hyatt hotel, a Kroger grocery store, and residential and commercial office space at the site. The ill-considered stadium project, which is heavily promoted by the mayor of Richmond, members of the City Council, and influential real estate developers, threatens to destroy the remarkable archaeological remains which survive below the asphalt.

ShockoeBottom_Douglas_5.24.1866_crPreservationVirginia

The cruelty of slave traders like Robert Lumpkin, the wealth America enjoys, and the stories of the men and women held in the jail and sold at Shockoe Bottom deserve to be remembered.

I can’t remember another time I have used this blog to urge readers to take action, but I hope you will go the the National Trust link and sign on to save Shockoe Bottom.

 

Reproduction of Douglass note from Preservation Virginia.

The Longfellow Bridge, Part 3 or we don’t build the way we used to build

When I did my first post on the Longfellow Bridge almost four years ago, I didn’t realize it was the first in an occasional series, but that is what it has turned out to be.  The first post was about design and reconfiguring the roadway for car, the train, bicycles, and walkers.  In the second, I wrote about the final design, the construction schedule and traffic patterns during the long period of rebuilding.  And since the construction is now underway, this post is about rebuilding the historic structure.

Longfellow Bridge under construction May 2014

Longfellow Bridge under construction May 2014

I had a chance to look at the bridge the other night when we drove over to Kendall Square on Memorial Drive.  You can see the old ironwork and that one pair of the salt and pepper shakers has been removed.  So it was interesting to read the story in the Boston Globe a few days later on some of the difficulties engineers and contractors have been confronting.

It turns out that they just don’t make bridges the way they used to.

One year after the launch of the sweeping Longfellow Bridge reconstruction project, contractors are getting an education on the construction practices of yore, poring over century-old bridge building manuals, reviving obsolete metalworking techniques, and scouring the region for building materials that have long disappeared from the market.

Rockport granite, with its inimitable grain? That stuff stopped being excavated during the Great Depression.

And the art of riveting metal? Its heyday — which calls to mind black-and-white photos of fighter planes and posters of a bandanna-wearing woman named “Rosie” — has long faded into the past.

The Longfellow is historic and contractors bidding to work on the bridge were required to agree to replicate old techniques wherever possible.  Riveting for example.

The art of riveting went out of fashion a half-century ago. The practice involves heating rivets, cylindrical metal shafts with round heads, up to 2,000 degrees, until they glow bright red, then quickly jamming them into a hole before they have a chance to cool. It’s slow, costly, and dangerous. That’s why construction largely switched to nuts and bolts that can more easily be screwed into place.

“The technology never totally went away,” Sullivan [Charles from the Cambridge Historic Commission] said. “But you no longer see pictures of people standing on the frame of the Empire State Building throwing rivets through the air.”

So how did the contractors learn the technique?

Some of the contractors attended a seminar on riveting in Michigan. Others looked to 1930s-era manuals on rivet techniques — their best guide on the subject.

And the Rockport granite?

But rivets aren’t the only challenge of this project. Finding the right replacement granite has proved elusive.The particular granite hails from quarries in Rockport that began to close just after the Wall Street crash of 1929.

Concrete was cheap and easy to make, and became a more popular option for construction.

Now, Rockport granite is impossible to find freshly cut from the earth: Anything now on the market has been reclaimed, stripped from an existing structure. And most pieces available are thin slabs — not the great big blocks necessary for the work on the Longfellow.

As part of a new design for the bridge deck, contractors had already planned to strip the existing granite curb between the vehicle lanes and the T tracks. They had hoped to repurpose that granite to construct new stone stairs and barriers on the side of the bridge.

But the stone alongside the train tracks is known as Deer Isle granite, which has a lavender hue — not the black-white-and-gray speckled look of Rockport granite.

“People who know stone said, ‘Oh, it’s Deer Isle, that’s not going to work,’ ” Roper [Steve from Mass DOT] said. “They’re different grains, and they will not look good if you put them side by side.”

So where can you find Rockport granite?

What they didn’t know: Biz Reed, co-owner and executive vice president of Wakefield-based Olde New England Granite, had exactly what they needed. In 2010, on a whim, Reed’s company had purchased 3,000 tons of historic Rockport granite that had been stripped from the Hines Memorial Bridge in Amesbury during a reconstruction project.

He had no idea what the company would do with such a large amount of such a particular form of stone, but they couldn’t pass it up.

“Little did we know it would be the right match for the Longfellow,” Reed said. “We just happened to be in the right place at the right time.”

When Reed got word that a team of MassDOT officials, historical preservationists, and construction contractors were all on the hunt for the Rockport stone, he gave them a call.

So piece by piece, rivet by rivet, the Longfellow Bridge is being restored to her former self – with room to ride, walk or bike.

Longfellow before

Photograph:  Longfellow under construction David L. Ryan/Globe Staff

Photograph:  Longfellow Bridge from Wikipedia images