General Ship Repair maintains the rich shipbuilding tradition so long associated with the South Baltimore neighborhoods of Federal Hill and Locust Point. Charles “Buck” Lynch founded the company in 1924, moved to this location in 1929, lost the company to bankruptcy during the Great Depression and managed to buy it back at auction. Today, the fourth generation of the Lynch family operates the company at one of the last remaining industrial sites along Key Highway.
General Ship has repaired a variety of vessels through the years, including schooners, steamships, paddle wheelers, and supertankers. Among the notable vessels that have been worked on recently are the Pride of Baltimore II and Mr. Trash Wheel. Workers perform maintenance work on ships in dry docks at this site in addition to sending crews out to other facilities. As of 2020 the facility, which includes a 17,300 square foot shed and two 1000-ton floating docks, repairs mostly workboats. The company serves as the tug and barge repair facility for the Port of Baltimore. The machine shop on site allows General Ship crews to weld and fabricate steel parts here.
Key Highway was once home to a variety of industries including molasses production, oil reprocessing, canning, and locomotive repair. While access to the waterfront remains more limited here than around other parts of the Inner Harbor, residential and mixed-use development has boomed in South Baltimore for the past decade. The Lynch family has considered relocating the business for the past few years, selling the waterfront property to be redeveloped into luxury housing. However, as of October 2020, General Ship Repair remains a bastion of shipbuilding in South Baltimore. What do you predict the Locust Point peninsula will be known for in the 21st century?
The Key Highway Yards along the southern side of the Inner Harbor played a pivotal role in Baltimore’s shipbuilding industry from the 1820s until 1982. Passersby today see almost no traces of this industrial history at the upscale Ritz Carlton and HarborView communities. One of the only remnants of shipbuilding along this stretch of Baltimore’s waterfront lies underneath the 30-story HarborView Towers, completed in 1992: the dry docks used for ship repair were converted to become a parking garage.
Boatbuilding brothers William Skinner Jr. and Jeremiah Skinner moved from Dorchester County to Baltimore in the 1820s to establish the Skinner yard at the base of Federal Hill. William later sold his share of the company to his brother and purchased his own shipyard on Cross Street specializing in sailing ships and steamboats. The Skinners contributed greatly to the city’s prominence in American shipbuilding, with William remembered as having built the first Baltimore clipper ship. The for this site describes the Skinner yard as “the largest and most important of the period.”
William’s descendants carried on the family business and consolidated other small shipyards, eventually creating a 35-acre complex at Key Highway. Business boomed during the Civil War and continued through the turn of the century. Although World War I brought another wave of activity to these shipbuilding operations, the company went into receivership and Bethlehem Steel Company acquired this yard in 1921.Â
During the Bethlehem era, this was known as the “upper yard.” The “lower yard” referred to the shipyard adjacent to Fort McHenry, which is still in operation today. Workers at Bethlehem’s shipyards at Locust Point as well as Sparrows Point and Fairfield—together the largest ship repair operation in the United States—participated in the. Baltimore shipyards churned out a record-setting number of Liberty and Victory Ships between 1941-1945. The Key Highway yards repaired over 2,500 ships during WWII.Â
Enjoying a stroll along the harbor today, one could almost miss the fact that this place was once a hub of heavy industry, lined with massive equipment and bustling with workers. Although the shipyards are no longer visible at this location, you can experience this chapter of history at the Baltimore Museum of Industry. The 1942 Clyde Model 17 DE 90 whirley crane outside the museum, restored and painted bright green in 2019, worked on Pier 3 between the 1940s-1980s. Can you imagine the sense of awe one would have experienced seeing a whole fleet of these massive cranes hard at work along the shipyard?
In south Baltimore, Latrobe Park still has traces of Olmsted design elements. Originally only 6 acres in size, this park was created to serve the working class neighborhoods on the Locust Point peninsula. Unlike much larger plans for Patterson and Clifton Parks also begun in 1904, what distinguishes Latrobe Park was the amount of active recreation that had to fit in a tight space.
In 1904, the Board of Park Commissioners retained the Olmsted Brothers firm to provide a plan that would accommodate a children’s play area, a men’s running track, and a small women’s fitness section. A broad promenade would overlook the park with trees and plantings while a grand stair with a fountain at its base would be the central entrance. In the middle of a wide lawn a grove of trees would provide a shaded haven for the public to sit and relax, or listen to band concerts. This design combined old sensibilities of parks as natural retreats with new ideas that parks could promote recreation.
Construction began in 1905 and much of the Olmsted design materialized. Over the years, the park has grown and added tennis courts and a baseball field. Today, a berm constructed for the I-395 Fort McHenry Tunnel obscures the view of the water, but the shipping cranes of the marine terminal are visible. Recently, there has been a resurgence of interest in Latrobe Park. Through great community effort, neighbors upgraded the playground and planted trees.
One of the most striking monuments related to the Battle of Baltimore is the nearly forty-foot tall statue of the Greek god Orpheus greeting visitors to Fort McHenry since 1922. Dedicated to Francis Scott Key as well as the Old Defenders, the sculpture takes a more allegorical approach than monuments to others involved in the Battle of Baltimore.
The U.S. Congress appropriated $75,000 for a sculpture at this site in 1914 to mark the centennial of the Star-Spangled Banner-though the song did not become the national anthem until 1931. The Fine Arts Commission hosted a national contest to select the design, with Charles Niehaus' twenty-four-foot depiction of the Greek god of music and poetry selected as the most fitting memorial to Key. The bronze statue of a nude Orpheus playing the lyre stands atop a white marble base fifteen feet high. The low relief frieze on the base include a likeness of Key as well as other figures from mythology.
World War I delayed the project for a eight years. President Warren G. Harding dedicated the monument on Flag Day in 1922 with a live broadcast from WEAR—the first time a president had been heard on the radio. Congress paid Niehaus $33,121 (above the original appropriation) for Orpheus with the Awkward Foot.
Fort McHenry continued to serve as a military installation into the twentieth century. The Fort was briefly used as a city park from 1914 to 1917, when it returned to federal service as General Hospital No. 2 around World War I. When President Harding visited the Fort to dedicate the monument, the buildings had grown increasingly dilapidated. The Baltimore News American described the contrast between the empty fort and the new statue in August 1924:
"Deserted barracks and shacks gradually sink into ruin and weeds flourish where a great American victory of arms was won in the War of 1812. A movement is gaining headway to restore the ancient fort and transform it into a Federal park, worthy of its traditions and sightly to the tourists who come from distant places to visit the spot where a brilliant chapter of American history was written."
The movement to restore the fort, with vocal support from locals in Baltimore, successfully reinvigorated the site. President Calvin Coolidge signed legislation in 1925 preserving Fort McHenry as a national park under the War Department--the first national park related to the War of 1812. Baltimoreans and visitors could stroll the grounds, walk along the water, and access this historic site freely once again. The National Park Service assumed stewardship in 1933.
Six years later, the fort became the only NPS site with the dual designation of National Monument and Historic Shrine. Park service officials sought to distinguish historic sites of military importance with expansive natural landscapes in the west by using the categories of "National Monument" and "National Park." Outspoken locals pushed for the inclusion of "Historic Shrine" as it described the fort as a place of inspiration (for Key). James Hancock, President of the Society of the War of 1812, explained his position in a 1938 letter to Congressman Stephen Gambrill. The Fort, he argued, was "a distinctly historical place where people can go to review and renew those patriotic impulses that had much to do in making the national character."
The defense of Baltimore took place both on land, at North Point, as well as by sea at Fort McHenry. However, interest in the Star-Spangled Banner story in the twentieth century—embodied by Orpheus—came at the expense of North Point. Decades of federal resources have focused public attention to the Battle of Baltimore on Fort McHenry.
Baltimore’s Locust Point was a rapidly growing neighborhood between the Civil War and 1920. One major factor in the neighborhood’s growth was an immigration pier and depot built in 1867 by the B&O Railroad and the North German Lloyd Shipping Company. Over 1.2 million immigrants landed at the pier between 1868 and 1914, making Baltimore the third largest port of entry in the U.S. at the time (after New York and Boston). B&O extended their railroad tracks up to the pier for the many travellers who purchased a combination ship and rail passage. Most of the earliest immigrants came from Germany but, by the 1890s, a larger number of people came from the Russian and Austrian Empires.
Seeing the ever growing number of immigrants, the local German United Evangelical Christ Church decided in 1904 to build a mission house, known as Immigrant House. The mission offered immigrants room and board, clothing, help in finding work, English lessons, and religious ministry. Sailors from the North German Lloyd ships could also stay there when their ships were in port. By 1916, the pastor reported that 3,710 people had stayed at the mission since it opened 12 years earlier.
While “The Great Wave of Immigration” from Europe ended in Baltimore with the outbreak of the first World War, Immigrant House remained a boarding home for sailors until the 1930s and truck drivers until the 1950s. Since then, the building has been used for church offices, storage, daycare, and Sunday school. The original boarding rooms on the second and third floors remained unoccupied and unchanged, though in deteriorating condition. Baltimore City designated both the church and Immigrant House as local landmarks in 2006.
The Baltimore Immigration Memorial, Inc. (BIM), formerly the Baltimore Immigration Project, was established to preserve and publicize the history of the 1.2 million immigrants who came here. In 2006, this group led the effort to design and install a sculpture garden, Liberty Garden, at the end of Hull Street on the grounds of what is now the property of Under Armour. The immigrants had disembarked at Piers 8 and 9, which were once located nearby.
BIM and the Locust Point Community UCC have since worked together for the creation of the Baltimore Immigration Museum on the ground floor of Immigrant House on Beason Street, not far from the Liberty Garden. The museum’s initial exhibit tells the story of global immigration in the nineteenth century, with an emphasis on the U.S. and Baltimore between 1830 and 1914. The stories of Baltimore’s major immigrant groups are told, as well as the story of anti-immigrant movements of the past.
Future projects at the Baltimore Immigration Museum will focus on migration and immigration since 1914, including the history of the migration of African Americans to Baltimore from 1914 to 1970, as well as the “new” immigrants, both Latino and Asian, who have arrived in Baltimore since the liberalization of U.S. immigration laws in 1965.