Cape Hatteras National Seashore

Bodie Island Life- Saving Station & Boat House

Historic Structure Report

2005

For

Cultural Resources, Southeast Region

National Park Service

By

Joseph K. Oppermann - Architect, P.A.

P.O. Box 10417, Salem Station Winston- Salem, NC 27108

336/721- 1711 FAX 336/721- 1712

joskopp@mindspring.com
Cultural Resources

Southeast Region

National Park Service

100 Alabama St. SW

Atlanta, GA 30303

(404) 562-3117

The historic structure report presented here exists in two 

formats. A traditional, printed version is available for study 

at the park, the Southeastern Regional Office of the NPS 

(SERO), and at a variety of other repositories. For more 

widespread access, the historic structure report also exists 

in a web- based format through ParkNet, the website of the 

National Park Service. Please visit www.nps.gov for more 

information.

2005

Historic Structure Report

Bodie Island Life- Saving Station & Boat House

Cape Hatteras National Seashore

Manteo, NC

LCS#: Life- Saving Station #07243

 Boat House #091897

Cover image: Bodie Island Life- Saving Station, 

before 1900. (Outer Banks History Center, North 

Carolina Division of Archives and History)


BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Table of Contents

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page 5 

TABLE OF CONTENTS 

Project Team................................................................................................7 

Executive Summary........................................................................................9 

Administrative 

Data..........................................................................................................13 

PART I – DEVELOPMENTAL HISTORY 

A. Historical Background and Context.............................................................I.A.1

 

Forces of Nature......................................................................I.A.1 

What’s in a Name? Bodie Island................................................... I.A.3 

The Graveyard of the Atlantic...................................................... I.A.4 

A National Life-Saving Service.................................................... I.A.4 

Getting Organized: 1871............................................................. I.A.5 

Expanding the Service...............................................................I.A.6 

Bodie Island Life-Saving Station.................................................. I.A.8 

An Evolving Architectural Landscape............................................. I.A.8 

Station Life............................................................................I.A.10 

Training and More Training......................................................... I.A.12 

The Rescue............................................................................ I.A.12 

On Patrol.............................................................................. I.A.13 

Maintenance........................................................................... I.A.14 

The U.S. Coast Guard and Changing Responsibilities.......................... I.A.14 

B. Chronology of Development and Use...........................................................I.B.1 

Original Construction 1879..........................................................I.B.3 

Completing the 1879 Site........................................................... I.B.4 

 The Lean-to........................................................................... I.B.5 

 The 1900 Lookout Addition.........................................................I.B.7 

 A Freestanding Boat House......................................................... I.B.8 

 A New Boat House and Other Improvements under New Management...... I.B.8 

 Construction of a New Coast Guard Station...................................... I.B.9 

 In a Supporting Role, 1925-1933................................................... I.B.11 

 World War II Renovations.......................................................... I.B.12 

 1953 and the National Park Service................................................ I.B.14 

 

Timeline............................................................................... I.B.17 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Table of Contents

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page 6 

C. Physical Description..............................................................................I.C.1 

General Description: The Station and Boat House in 2005....................... I.C.1 

Construction Characteristics: Original 1879 Station............................. I.C.2 

Construction Characteristics: 1916 Boat House.................................. I.C.13 

Summary of Conditions............................................................. I.C.16 

PART II – TREATMENT & USE 

A. Introduction......................................................................................... II.A.1 

B. Ultimate Treatment & Use........................................................................ II.B.1 

C. Requirements for Treatment ...................................................................... II.C.1 

D. Alternatives for Treatment ........................................................................ II.D.1 

E. Recommendations................................................................................. II.E.1 

General Recommendations.......................................................... II.E.1 

Specific Recommendations......................................................... II.E.1 

REFERENCES 

APPENDICES 

A. 1879: Probable Station Floor Plans 

B. 1900: Probable Station Floor Plans 

C. 1925: Probable Station Floor Plans 

D. 1945: Probable Station Floor Plans 

E. 2005: As-found Measured Drawings of Station 

F. 2005: As-found Measured Drawings of Boat House 

G. Historic Construction Documents 

H. Historic Site Plans 

I. Historic Images 

J. North Carolina Life-Saving Station Statistics 

K. Relocation Options Previously Studied by Cape Hatteras National Seashore 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Project Team 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page 7 

PROJECT TEAM 

Building Investigation/ Joseph K. Oppermann, FAIA 

Building Condition Assessment Joseph K. Oppermann – Architect, P.A.

 Winston-Salem, NC 

Research Joseph K. Oppermann, FAIA, Historical Architect

 John Larson, Architectural Historian 

 Joseph K. Oppermann – Architect, P.A. 

 Winston-Salem, NC 

Building Recordation Barry E. Seiler, Associate AIA 

 Jennifer Plocher Wilkins, Associate AIA 

 Joseph K. Oppermann – Architect, P.A. 

 Winston-Salem, NC 

Document Layout Jennifer Plocher Wilkins, Associate AIA 

 Sarah M. Craig 

 Joseph K. Oppermann – Architect, P.A. 

 Winston-Salem, NC 

Report Editor Jane Kelly 

 Message Makers 

 Winston-Salem, NC 

Project Manager Tommy H. Jones, Architectural Historian 

 National Park Service 

 Southeast Regional Office 

 Atlanta, GA 

Program Review Coordination Steve Harrison, Chief of Resource Management 

 Doug Stover, Historian/Cultural Resource Mgr. 

 Cape Hatteras National Seashore 

 Manteo, NC 

 

 Tommy H. Jones, Architectural Historian 

 National Park Service 

 Southeast Regional Office 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Project Team 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page 8 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Executive Summary

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page 9 

EXECUTIVE SUMMARY 

Travel by sea along the Eastern seaboard of 

the United States can be especially troublesome, but no section more so than the Outer 

Banks off North Carolina. The strong currents that allow ships to travel quickly also 

bring them close to shore. Shifting sands 

and notoriously rapid changes in weather 

have wrecked many a ship, thus earning the 

early moniker “the graveyard of the Atlantic.” 

Further north the conditions are not quite so 

severe, but can be treacherous nonetheless. 

Near the major ports of Boston, New York, 

and Philadelphia, private groups formed as 

early as the 1780s to provide assistance to 

seafarers in danger. There were many public outcries for a nationally coordinated rescue effort, until in 1848 a New Jersey representative secured from Congress a $10,000 

allocation for a variety of assistance. As a 

result, eight stations were constructed there 

under the supervision of the United States 

Treasury Department; the federal government had officially become involved. Additional allocations followed rapidly, expanding the financial assistance to include states 

along the lower Atlantic shore as well as the 

Gulf. Soon, the Life-Saving Service within 

the Department of Treasury developed a 

prototype station design. In addition to 

keeper’s and crew’s quarters, a selfcontained boat room for a lifeboat was a 

standard feature. Improvements were incorporated as new station types evolved, 

adding an open observation deck to monitor 

the coastline then replacing it with an enclosed tower in a later type. During the 

early years, there was a variety of ancillary 

structures about the site including privies, 

water tanks and kitchen buildings. 

 

In North Carolina, the first stations built 

were the 1874 Type. Seven of these compact, two-story Carpenter Gothic style 

buildings were stretched out along the coast. 

Then in 1878-79, eleven of the 1876 Type 

stations were added as infill between the 

earlier stations, establishing a pattern of five 

to seven miles between stations. One of the 

1876 Type stations is the Bodie Island LifeSaving Station, then known as Tommy’s 

Hummock Station. It was replaced by the 

much larger, more modern Chatham Type 

station built a short distance away in 1925. 

The new station, the last design type developed by the Life-Saving Service, featured 

such amenities as indoor plumbing, a selfcontained kitchen, and electric lighting. 

The United States Coast Guard, having absorbed the Life-Saving Service in 1915, was 

the administrating federal agency. 

In time, many of these buildings have been 

lost. A number have been destroyed by 

storms. Quite a few were sold as government surplus property in the mid-twentieth 

century, when the initial need of saving the 

lives of endangered seafarers had been 

largely eliminated. Of the ones sold to the 

private sector, some have been relocated. 

Some have had major modifications. None 

have provisions to guarantee the retention of 

their historic character. 

Today, in North Carolina just one 1876 

Type station remains in the public sector, 

the one at Bodie Island. There are just two 

of the Chatham Type stations in the public 

sector, one of which is at Bodie Island. The 

buildings are important because they are 

building types. The open beach setting is 

important to understanding both the influence of environment on building design, as 

well as life at a life-saving station. The site 

location is important because it forms a link 

in the five-to-seven mile distribution of stations along the coast. 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Executive Summary

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page 10 

The 1879 Station (1876 Type) at Bodie Island was moved to its current location by 

the National Park Service in 1955 and remodeled for use as a residence by park personnel. Although in 1991 the kitchen was 

remodeled, new appliances incorporated, 

and a new central HVAC system was installed, it retains in large part its 1950s residential appearance and is currently used as 

office for the park rangers. The investigating team found that a large amount of original and early building fabric remains. Further, the building is well maintained and in 

good condition. 

The adjoining boat house was moved during 

the same period and was modified for conversion to a garage. In this altered state it, 

too, was found to be well maintained and in 

good condition. 

The 1925 Chatham Type Station was seriously damaged by a hurricane in 1933 and 

rebuilt with some modifications on the same 

site. It has been unoccupied since the 

1990s. It has a recently installed roof which 

does the job of keeping out precipitation, 

and vented door and window covers add 

further protection from both weather and 

vandals. Nonetheless, the harsh ocean-side 

environment is a constant threat to building 

materials and systems. The exterior is losing fascia boards and other elements. The 

lack of adequate paint protection is leaving 

wood surfaces open to more rapid deterioration and damaging plants and insects. Termites have damaged sections of framing. 

Interior finishes are suffering from the damp 

and minimally ventilated conditions. None 

of the mechanical, electrical or plumbing 

systems can be expected to be operational. 

The investigating team also found that when 

in 1933 the basement was rebuilt with 

poured-in-place concrete, much of the 

original millwork was reused. In the two 

frame levels above, the hurricane damage 

was apparently much less severe. Therefore, a large amount of 1925 building material remains. 

The encroachment of the ocean is a major 

threat to the buildings and the site. A move 

to a location more distant to the coastline is 

imperative. In anticipation of the impending move, the National Park Service contracted with Joseph K. Oppermann – Architect, P.A. in April, 2005, for the purpose of 

preparing an historic structure report for the 

1879 Station (1876 Type) with boat house 

and another for the 1925 Chatham Type 

Station. The study team included Joseph K. 

Oppermann, FAIA, historical architect; 

John C. Larson, historian; Jennifer Plocher 

Wilkins and Barry Seiler, intern architects; 

and Sarah M. Craig and Mary S. Haywood, 

office interns. 

In the preparation of these historic structure 

reports, Tommy Jones provided copies of 

relevant documents from the files of the National Park Service, Southeast Regional Office. He also provided his transcriptions of 

Tommy’s Hummock/Bodie Island LifeSaving Station Journals. Steve Harrison 

and Doug Stover, Chief of Resource Management and Historian/Cultural Resource 

Manager, respectively, gathered architectural plans, historic photographs, maps, records and other documents from the files of 

National Park Service, Outer Banks Group, 

Manteo, North Carolina. Larson reviewed 

the historic documents, located other secondary sources, retrieved maps and other 

iconographic images from the collection of 

the Museum of Early Southern Decorative 

Arts, and compiled the historical summaries. Wilkins and Seiler took measurements of the building elements and prepared 

floor plans and detail drawings of specific 

elements. Oppermann and Larson investigated the physical building fabric to assess 

the respective evolutionary histories. No 

historic fabric was removed. No invasive 

methods of investigation were employed. 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Executive Summary

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page 11 

No equipment was tested. Oppermann with 

the assistance of Wilkins assessed the 

physical conditions of the buildings; Craig 

and Haywood assisted in the recording of 

building data. Photo-documentation of the 

buildings and site were prepared. 

The Cape Hatteras National Seashore General Management Plan (GMP), prepared in 

1983, calls for the relocation of the three 

buildings to Whalebone Junction, a site 

about six miles north of the original site. 

The GMP also recommends that the buildings serve as a visitors’ center. Since the 

adoption of this planning document, however, the recommended site for relocation 

has dramatically changed. The adjoining 

area has become heavily developed with 

resort structures and commercial establishments. The intersecting roadways are heavily trafficked. A new visitors’ center has 

been constructed. This relocation breaks 

the historic pattern of placement of five-toseven miles between life-saving stations. 

This site breaks the visual connection of 

these buildings to the major cultural landmark of the original site – the Bodie Island 

Lighthouse, as well as to the major natural 

feature – the ocean. For these reasons it is 

recommended that the buildings be moved 

to the site of the Bodie Island Lighthouse. 

In addition to maintaining an historical 

proximity of related structures and providing site characteristics that are comparable 

to the original site, the lighthouse vicinity 

enhances the visitor’s opportunity to understand the interrelationship of navigation and 

life-saving by experiencing the architecture 

that enhanced those operations. 

Because of the increasing scarcity of the 

1876 Type and Chatham Type stations, and 

because the numerous physical modifications make difficult an understanding of appearance during their respective periods of 

greatest significance, restoration is a recommended treatment for all the buildings. 

The recommended exterior and interior 

treatments to the 1879 Station (1876 Type) 

are restoration to the 1885 period, a time 

when it still retained original features distinct to the station type and had replaced the 

interior plaster with beaded board that still 

remains, though largely covered. The recommended exterior and interior treatments 

to the boat house are restoration to 1916, the 

date of rebuilding after a devastating storm. 

These two buildings, relatively small and 

containing much early building fabric, are 

ideal candidates for exterior and interior interpretation of their architecture and its role 

in the Life-Saving Service. 

The recommended treatment of the exterior 

of the 1925 Chatham Type Station is restoration to 1925, a period when the building 

was most representative of the last station 

design produced by the Life-Saving Service. 

The recommended treatment for the interior 

is rehabilitation. Though there is much 

1925-era building fabric on the interior for 

interpretation as well as the exterior, the 

building’s larger size and generous room 

sizes lend themselves well to adaptation for 

a variety of modern uses with minimal intervention. NPS operations such as gift 

shop, display areas, ranger and other staff 

offices, and ancillary spaces could all be 

accommodated with minor modifications, as 

well as such essential adaptations as handicapped-accessible public restrooms and or 

lift. An advantage to placing a gift shop in 

this building relatively close to the Bodie 

Island Lighthouse is that some operations 

currently housed there, such as the gift 

shop, could be moved, freeing up those 

buildings for other purposes, perhaps interpretation. 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Executive Summary

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page 12 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Administrative Data

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page 13 

ADMINISTRATIVE DATA 

Locational Data

Building Name: Bodie Island Life-

 Saving Station and 

 Boat House 

Building Address: Bodie Island 

 Nags Head, North 

 Carolina 

NPS Orgcode: 5190 

Location: Cape Hatteras NS 

County: Dare 

State: North Carolina 

Related Studies

Denver Service Center. General Manage

 ment Plan, Cape Hatteras National 

 Seashore. 1983. 

Noblitt, Philip and Mary Ann Peckham. 

National Register of Historic Places 

 Inventory: Bodie Island Lifesav

 ing/Coast Guard Station. March 

 1977. 

Torres, Louis. “Historic Resource Study of 

 Cape Hatteras National Seashore.” 

 Unpublished manuscript, Branch of 

 Planning Southeast/Southwest 

 Team, National Park Service, Den-

 ver Service Center, n.d. 

Real Property Information 

Acquisition Date: October 15, 1953 

LCS #: Life-Saving Station 

 (LSS): 07243; Boat 

 House (BH): 091897 

Structure Number: LSS: HS-1B; BH: 

 HS-1D 

FMSS Number: 28913 

Size Information

Total Floor Area: LSS: 1634 square 

 feet; BH: 548 square 

 feet

First Floor Area: LSS: 817 square feet; 

 BH: 548 square feet 

Other Floor Area: LSS: 817 square feet; 

 BH: 0 square feet 

Roof Area: LSS: 1205 square 

 feet; BH: 730 square 

 feet

Perimeter Length: LSS: 131 feet; BH: 

 109 feet

Stories: LSS: 1.5; BH: 1 

Rooms: LSS: 8; BH: 1

Bathrooms: LSS: 2; BH: 0 

 

Cultural Resource Data 

National Register Status: Listed 

National Register Date: February 

 1979 

Period of Significance: 1879-

Proposed Treatment 

Relocation; exterior and interior restoration 

of the 1879 Life-Saving Station to its 1885 

appearance; exterior and interior restoration 

of the Boat House to its 1916 appearance. 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Administrative Data

 2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page 14 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Part I.A Historical Background & Context 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page I.A.1 

PART I. DEVELOPMENTAL HISTORY 

A. HISTORICAL BACKGROUND AND 

CONTEXT 

Forces of Nature 

Nowhere along the Atlantic coast of the 

United States are the forces of nature a more 

ever-present and defining influence than on 

the Outer Banks of North Carolina. The 

winds, water, sand, and storms have continually shaped the landscape and the culture. This isolated spit of land, thirty miles 

from the mainland, has been buffeted by 

storms and has challenged navigation along 

its shore since the first recorded shipwreck 

of John White’s flagship Tyger at Ocracoke 

Inlet in 1585. Since then more than 650 

shipwrecks have been identified along this 

treacherous coastline.1

 In a complex relationship with the sea, the inhabitants of this 

land have been both threatened and nurtured 

by this turbulent and often hostile environment. 

The formation of the Outer Banks began fifteen thousand years ago when the ocean 

level was 300 feet lower than it is today, and 

North Carolina’s coastline was fifty to seventy-five miles east of its present location. 

Winds blowing from the west piled up sediment to create a large dune at the easternmost edge of the continental landmass. As 

the glaciers melted and the sea level rose, 

barrier islands paralleling the North Carolina 

 

1

 David Stick, The Outer Banks of North Carolina, 

1584-1958. (Chapel Hill: University of North Carolina Press, 1958), 173. Also, Graveyard of the Atlantic: Shipwrecks of the North Carolina Coast. (Chapel 

Hill: University of North Carolina Press, 1989), and 

Eric Hauser “Graveyard of the Atlantic” 

<http://www.coastalguide.com/packet/shipwrecks01.

htm> (19 July 2005). 

coastline were formed. Although the sea 

continues to rise at a rate of one foot per 

hundred years, the Outer Banks have remained intact because of the unique combination of natural forces including wind, 

waves, and weather. 2 The greatest of these 

forces is the convergence of the warm Gulf 

Stream from the south and the cold Labrador 

Current from the north. The clash of these 

two ocean rivers results in extremely turbulent waters and treacherous shifting sand 

bars that extend at Diamond Shoals up to 

twenty miles out into the ocean.3

 As the 

ocean continues to rise, the shoreline of the 

Outer Banks in the Bodie Island area erodes 

on the east side at a rate of nine to ten feet 

per year or upwards of 500 feet per fifty 

years. In particularly active areas, like Hatteras Island, fifteen and a half feet per year 

are lost to the ocean.4

 As the east side 

erodes, however, the land on the western 

side builds up gradually causing the island 

to migrate westward.5 

 

2

 Orrin H. Pilkey et al. The North Carolina Shore and 

Its Barrier Islands, Restless Ribbons of Sand (Durham: Duke University Press, 1998) p. 41- 45. Also, 

Karen Bachman, The Insiders’ Guide to North Carolina’s Outer Banks, 26th edition <http://www. insiders.com/outerbanks/main-history.htm#tod> (17 July 

2005). 

3

Eric Hause, “The Entire NC Coast, Graveyard of the 

Atlantic, Shipwrecks” http://www.coastalguide.com/ 

packet/shipwrecks01.htm (19 July 2005). 4

 North Carolina Division of Coastal Management, 

Long Term Average Annual Shoreline Change & 

Setback Factors, Updated Through 1998 (April 1, 

2004) http://dcm2.enr.state.nc.us/Maps/ER_1998/ 

Color_PDF/page_52.pdf (20 July 2005). 5

 Pilkey, 44-48. 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Part I.A Historical Background & Context 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page I.A.2 

Figure A-1 Detail of “A Map of the Province of Carolina,” 1730, collection of the 

Museum of Early Southern Decorative Arts, Winston-Salem, North Carolina 

By protruding so far out into the Atlantic, 

the Outer Banks are particularly vulnerable 

to summer hurricanes from the south and 

winter nor’easters. These storms continually 

resculpt the fragile landscape of the Outer 

Banks. Consequently, historical records dating from 1585 document more than twentyfour different inlets cutting across the 

Banks. Geographic formations indicate that 

almost half of the Outer Banks has been 

covered by inlets at one time or another. Today there are six inlets between Morehead 

City and the Virginia state line.6

 

By the 18th century, Native Americans no 

longer had a presence on the Outer Banks. 

European settlers were sustained by fishing, 

 

6

 Bachman, “Shipping and Settlement into the 1770s” 

web site Insider’s Guide to the Outer Banks. 

grazing stock, and farming. A number of 

runaways, outlaws, and those marooned 

from shipwrecks joined those that had migrated down from Virginia. All of these 

residents profited from the numerous shipwrecks cast up by the sea onto the long 

shoreline. Shipwrecks were a primary source 

of lumber as well as other supplies.7

 By the 

time North Carolina became a state in 1789 

about 1,000 permanent residents lived on the 

Outer Banks. That they were a selfsufficient and independent-minded people 

was the result of the rugged and isolated 

landscape they occupied. Their young men 

would be called upon to man the Outer 

Banks Life-Saving Stations. 

 

7

 Stick, Outer Banks, 75-77. 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Part I.A Historical Background & Context 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page I.A.3 

Figure A-2 Detail of “Map of North Carolina,” 1882, collection of the 

Museum of Early Southern Decorative Arts, Winston-Salem, North Carolina 

What’s in a Name? Bodie 

Island 

Bodie Island8 has not been an island since 

Roanoke Inlet closed in approximately 1811, 

and Oregon Inlet was subsequently opened 

by the Hurricane of September 7, 1846. 

Known at various times as Body’s Island, 

Bodies Island, Body Island, Micher Island, 

and Cow Island, its land mass in the 1770s 

extended from Roanoke Inlet at the north 

end, nine and one-half miles south to Gunt 

Inlet and contained approximately 1,900 

acres. The island was acquired from the 

Lords Proprietors in 1722 by Matthew 

Midgett. This section of the Outer Banks is 

especially susceptible to the opening and 

closing of inlets. At least six different inlets 

have been located between the present day 

Bodie Island Lighthouse and Rodanthe ap-

 

8

 The origins of the Bodie Island name remain unknown. Today, local lore likes to infer that the term 

relates to the bodies that were washed up on its 

shores. Jan DeBlieu, Hatteras Journal (WinstonSalem: John F. Blair Publisher, 1998), 31. Terrance 

Zepke, Coastal North Carolina: Its Enchanting Islands, Towns and Communities (Sarasota: Pineapple 

Press, Inc., 2004), 36. 

proximately seventeen miles to the south.9 

The instability of this landscape has resulted 

in the reshaping of the size and even the location of Bodie Island over the years. 

With the cutting of the Oregon Inlet in 1846, 

the lower part of the island was severed. The 

name, however, would linger, straddling the 

inlet long after the island was gone. When 

the current lighthouse was completed in 

1872 on the north side of Oregon Inlet, it 

retained the name as the Bodie Island Lighthouse. Two years later, in 1874, when the 

first Life-Saving Station was established in 

this area, it was named the Bodie Island Station even though it was located south of 

Oregon Inlet. In 1883 Bodie Island Station 

was renamed Oregon Inlet Station, and the 

Bodie Island designation was given to the 

1879 Tommy’s Hummock Station, which 

was located north of the inlet and nearer to 

the Bodie Island Lighthouse.10

 

9

 Stick, Outer Banks, 274-79. 10 Ibid., 280. Also, Sep. 1, 1883 entry Tommy H. 

Jones, notes transcribed from Tommy’s Hummock/Bodie Island Life-Saving Station Journals in 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Part I.A Historical Background & Context 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page I.A.4 

The Graveyard of the Atlantic 

Secretary of the Treasury Alexander Hamilton has been credited with first naming the 

ocean off the Outer Banks as “The Graveyard of the Atlantic” because of the extraordinary number of ships that were buried in 

the shoals there.11 The currents that could 

increase the speed of sailing ships also 

brought them perilously close to shore along 

the Outer Banks. A sudden gale or 

nor’easter could quickly land a vessel on the 

shifting sand bars. Once grounded and 

without assistance, the boat would be torn 

apart by the turbulent waters. Historian 

David Stick vividly describes the sea conditions “the northbound Gulf Stream and the 

cold currents coming down from the Arctic 

run head-on into each other, tossing their 

spumy spray a hundred feet or better into the 

air and dropping sand and shells and sea life 

at the point of impact.”12 

By the start of the nineteenth century more 

than a dozen ships a day were navigating the 

barrier islands with little hope of any organized assistance in the event of trouble. The 

conditions for mariners were only slightly 

better along the coastline of New England. 

There, near the major ports of Boston, New 

York, and Philadelphia, several private organizations had been established early in the 

nineteenth century to lobby the government 

for better navigational aids and provision of 

assistance for wreck victims. The oldest of 

these groups was the Massachusetts Humane 

Society. A volunteer organization formed in 

1786, they were the first to be created solely 

 

Record Group 26 National Archives, Atlanta, hereafter cited as Journal. 

11 Molly Perkins Harrison, It Happened on the Outer 

Banks (Guilford, CT: Globe Pequot Press, 2005), 10-

15. Also, “Under Sea Graveyard along the Outer 

Banks holds the USS Monitor” 19 July 2005 

<http://www.kittyhawkfreepress.com/atlanticgraveya

rd.html> (19 July 2005). 12David Stick, Graveyard of the Atlantic: Shipwrecks 

of the North Carolina Coast (Chapel Hill: University 

of North Carolina Press. 1952), 1. <http://www. hatteras-nc.com/atlanticgraveyard/> 

for the purpose of saving lives. Initially 

they built a series of small refuge huts for 

shipwreck victims. In 1807 they constructed 

an unmanned lifeboat station at Cohasset, 

Massachusetts, the first of its kind built in 

the United States. By 1872 the Society had 

built seventy-six lifeboat stations and eight 

huts. Although their work substantially reduced casualties along the Massachusetts 

coast, it also highlighted the need for a national program.13

A National Life-Saving Service 

In August of 1848, Representative William 

A. Newell of New Jersey secured an appropriation of $10,000 to procure “surfboats, 

rockets and carronades and other necessary 

apparatus for the better protection of life and 

property from shipwrecks on the coast of 

New Jersey between Sandy Hook and Little 

Egg Harbor.”14 The federal government 

was now involved, and eight stations were 

constructed using those funds, with the work 

supervised by the Treasury Department. 

Numerous appropriations followed during 

the next six years resulting in the construction of sixteen additional stations and initiated what became a long-term involvement 

in life-saving services by the Treasury Department. 

In 1850 stations were built on Long Island 

and in Rhode Island, and the first efforts 

were made to move southward with the 

placement of twenty-six unmanned lifeboats 

along the coasts of North and South Carolina, Georgia, Florida, and Texas.15 Most of 

the stations constructed during this period 

were in New England along the coast of 

Long Island, New Jersey, and Rhode Island. 

By 1856 there were fifty-six stations be-

 

13Eugene V. York, The Architecture of the United 

States Life-Saving Stations (Master’s Thesis, Boston 

University, 1983), 1-5, hereafter cited as York. 

14Robert F. Bennett, Surfboats, Rockets and Carronades (Washington, D.C: U. S. Government Printing 

Office, 1976), 5; also, York, 5. 

15 York, 6. 
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tween Cape May, New Jersey, and Watch 

Hill, Rhode Island. Combined with stations 

constructed by the Massachusetts Humane 

Society, services extended to the New 

Hampshire border and provided a reasonable 

measure of protection for the northeastern 

states. 16

Architecturally the stations were simple vernacular structures. One-and-one-half-story 

frame buildings, covered initially with shingles and later with siding, they were approximately sixteen to seventeen feet wide 

and twenty-eight to thirty-six feet long. A 

large boat room on the first level housed the 

surfboat and lifesaving apparatus. The second floor was used for storage. Although by 

1853 a paid superintendent was assigned to 

manage each station, these buildings were 

not occupied, and crews had to be gathered 

in the event of a shipwreck. Maintenance 

and management of these stations remained 

the responsibility of the Revenue Marine 

Division under the Treasury Department.17

Even though there were no life-saving stations in North Carolina, the hazard posed by 

the Outer Banks was recognized. The 90-

foot, 1803 Cape Hatteras Lighthouse was 

raised to 150 feet in 1854, and in 1859 two 

new lighthouses replaced the ones constructed earlier at Cape Lookout (1812) and 

at Bodie Island (1848). Another thirteen 

years would pass, however, before construction of the first Life-Saving Stations began 

on the Outer Banks.18

Getting Organized: 1871 

In the winter of 1870-71 a number of fatal 

shipwrecks along the Atlantic coast resulted 

in a public outcry over the lack of protection. In 1871 Congress began to appropriate 

funds to pay for the crews to live at the stations, and Sumner I. Kimball (1834-1923), a 

 

16 Ibid., 9. 

17 Ibid., 7. 

18 Ibid., 180-193. 

thirty-seven-year-old lawyer in the Treasury 

Department, was appointed to head the 

Revenue Marine Division. Kimball, more 

than any other individual, was responsible 

for the development of the Life-Saving Service. He reorganized the management and 

standardized the architecture of stations to 

reflect their basic form and function. He led 

the organization for the next forty-four 

years, until it was merged into the U.S. 

Coast Guard in 1915.19

Figure A-3 Sumner I. Kimball 

After conducting a thorough inspection of 

existing stations in 1871, Kimball embarked 

upon a program to expand and promote professionalism within the Service. Working 

within the Treasury Department, he sought 

to standardize station design by establishing 

the simple 1871 Type – often called the 

1871 Red House – as the basic pattern for 

stations to follow. In this type, the first floor 

 

19 U.S. Coast Guard web site: “Sumner Increase 

Kimball”, <http://www.uscg.mil/hq/g-p/history/faqs/ 

BIO_Sumner_Kimball.html> (19 July 2005). 
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Figure A-4 1874 Type exhibited at Chicamacomico 

Life-Saving Station 

Figure A-5 1876 Type station at Big Kinnakeet, c. 

1890s, North Carolina Collection, University of 

North Carolina – Chapel Hill, negative no. 83-659 

contained two rooms – the boat room and a 

combination crew kitchen/living area. Up 

stairs were quarters and storage. All of 

these stations were built along the coast of 

New Jersey, New York, Rhode Island, and 

Massachusetts. 

Expanding the Service 

In 1873, Congress allocated $100,000 to extend the life-saving activities into Maine, 

New Hampshire, Virginia, and North Carolina with twenty-three newly designed stations. The Carpenter Gothic detailing on the 

1874 Type that Kimball developed for the 

stations made it the most ornate of all the 

life saving station types. Seven of these stations were built in North Carolina. 

An additional fifty-one stations were authorized in June 1874 for the Atlantic coast and 

the Great Lakes. Frank Chandler was assigned to work with Kimball in the design of 

these stations. Chandler retained the basic 

form of the 1871 Red House and 1874 Type, 

but moved the design away from the Gothic 

toward the Stick Style. None of these, 

known as the 1875 Type, were built in North 

Carolina. With Chandler’s departure, J. L. 

Parkinson was appointed Assistant Superintendent of Construction for Life-Saving Stations. The Parkinson 1876 Type further 

simplified the Stick Style detailing. Although called the 1876 Type, most of these 

were not built until two to three years later. 

Eleven of the 1876 Type were built in North 

Carolina; Tommy’s Hummock (Bodie Island 

Station) was one. 

Shortly before leaving office, Parkinson developed another design with some significant modifications. The 1882 Type replaced 

the open observation platform on the roof 

with an enclosed tower and also incorporated a small lean-to on the long façade at 

the kitchen end. These two features were 

added to the Bodie Island Station; the enclosed tower in 1900, and the lean-to as 

early as October 1879. 

Albert B. Bibb, who followed Parkinson, 

around 1885, probably initiated some alterations to Bodie Island Station. Under his tenure, many of the earlier 1871 Type stations 

were modified with enclosed towers and 

dormer windows. His enlarged Shingle 

Style designs added large lean-tos on both of 

the long facades.20

Increasingly, the Life-Saving Service archi- 

 

20 York, 41-47. 
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Figure A-6 1882 Type elevations; York 

tects were moving away from the simple 

rectilinear form of the previous types to add 

office space and bathrooms and to separate 

the kitchen from the dining area. Larger 

quarters with private closets were provided 

the crew as well as the Keeper. Although 

such elements as a lookout tower and boat 

room remained constant, the architects that 

followed Parkinson often added porches and 

separate entrances to the Keeper’s quarters 

that differentiated the public and private areas and defined the hierarchy of the station 

through the allocation of its space. 

Victor Mendleheff, appointed in 1896, was 

the service’s architect when President Wilson on January 28, 1915, signed the act that 

merged the Life-Saving Service and the 

Revenue Cutter Service to form the U.S. 

Coast Guard. Although Mendleheff remained in the service of the Coast Guard for 

a number of years after the merger, it was 

his final design for the Life-Saving Service 

that continued to be used by the Coast Guard 

well into the late 1920s. Constructed for the 

first time in 1914 at Chatham, Massachusetts, this style became known as the Chat 

ham Type station; twenty-four of them have 

been identified.21 Seven of these were built 

in North Carolina by the U.S. Coast Guard. 

One of these was the 1925 Bodie Island 

Coast Guard Station that replaced the 1879 

Life-Saving Station. 

Bodie Island 

Life-Saving Station 

On Wednesday, January 15, 1879, Jesse T. 

Etheridge made his first journal entry at the 

Tommy’s Hummock Station. Things were 

less than perfect. The crew was not enlisted; 

the station was not finished, but the Norwegian schooner Success, with a load of rosin, 

had just wrecked off the coast. Etheridge 

did not hesitate to respond. With a volunteer crew and two trips in the rescue boat, he 

was able to bring the ship’s nine crewmen 

and captain safely to shore. The next day he 

enrolled the first four surfmen of the sixmen crew and returned to the Success to assist in the salvage operation. 

The exact date when Etheridge first learned 

 

21 Ibid., 54-60.
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Figure A-7 Chatham Type elevations; York 

of his appointment to take charge of 

Tommy’s Hummock is not known, but he 

must have watched with great interest in the 

fall of 1878 as the construction of his future 

station proceeded. Tommy’s Hummock Station was one of eleven that were being built 

along North Carolina’s Outer Banks during 

1878-79. These were placed to fill in the 

gaps left after the construction of the seven 

stations in 1874. The new stations established a pattern of a station located every 

five to seven miles. By 1905 twenty-nine 

stations line the North Carolina coast from 

the Virginia state line south to Oak Island 

and Cape Fear.22 

An Evolving Architectural 

Landscape 

Officially designated as Station #15 within 

District Six, Tommy’s Hummock Station 

was located on a three-acre parcel of land a 

little over one mile from the newly con- 

 

22 Richard L. Chenery III, Old Coast Guard Stations 

Volume Two North Carolina (Glen Allen, VA: Station Books, 2000), 10-11. 

structed 1872 Bodie Island Lighthouse and 

was the first station north of the treacherous 

Oregon Inlet. Station #14, built in 1874 at 

Nags Head, was further to the north. 

The wooden frame building occupied by 

Keeper Etheridge and his six-man crew was 

one-and-one-half stories tall and measured 

twenty feet wide and forty-five feet long. It 

was of the 1876 Type. A standardized design attributed to J. L. Parkinson, who was 

appointed Assistant Superintendent of Construction in July 1875. Three-quarters of the 

first floor was dedicated to a single large 

room for storage of the surfboat, dory, Lyle 

gun, flags, ropes, breeches buoy, and various 

storm clothes and life-saving apparatus. 

The building was aligned north-south so that 

the large boat room doors faced away from 

the nor’easters. The remaining quarter of 

the first floor contained kitchen/living space. 

Upstairs a large bunkroom for the crew was 

on the south end and the keeper’s room was 

on the north end; the space in between was 

for storage. After 1883, with eight men residing in less than 1,800 square feet, it must 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

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Figure A-8 Bodie Island Life-Saving Station, before 1900, unknown photographer; 

collection of the Outer Banks History Center, North Carolina Division of Archives & History

have seemed confining for the months that 

the station was occupied. Fortunately, much 

of the living was carried on outside. 

The station was supported with a freestanding privy, a water storage tank, flagpole, and drill pole. Telegraph lines were in 

place by 1881, with telephone service added 

by 1887.23 A key post and a Halfway 

House were located a distance from the station. These were essential elements in the 

station’s operation marking the territory 

covered by shore patrols as the midway 

point between Tommy’s Hummock and it’s 

neighboring stations.24 An oil house was 

constructed in 1888 to store their lamp oil. 

One of the earliest alterations to the building 

appears to have been the construction of a 

small six by seventeen foot lean-to on the 

 

23 Journal, Mar. 15 and 30, 1881; Aug. 9, Sep. 30, 

1887. 

24 Ibid., Jan. 7-19, 1890. 

west façade at the north corner.25 This small 

addition may have served as a vestibule during stormy weather. 

In 1892 a freestanding kitchen was constructed just to the west of the building. 

With no designated cook, food preparation 

remained a shared responsibility, but the 

removal of cooking from the station must 

have cooled the building a bit in the summer 

and given the crew a larger living space. In 

1900 the observation platform was replaced 

with an enclosed lookout. This modification 

was in keeping with all the stations that were 

designed after the 1876 Type. It not only 

sheltered the lookout, but also must have 

improved the ventilation on the second 

floor. The last major component for the station was a freestanding boathouse. The date 

of its first construction at the Bodie Island 

 

25 See discussion of lean-to under the development 

section of Tommy’s Hummock. 
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Figure A-9 1916 Boat House, c. 1955, unknown 

photographer; archives of the National Park Service, 

Outer Banks Group 

Station is not known but it was in place by 

1904.26

By 1915, when the Life-Saving Service 

merged with the Revenue Cutter Service to 

form the United States Coast Guard, the 

Bodie Island Station had been built out and 

refined. The boathouse was rebuilt in 1916 

and the water tank replaced, but the basic 

architectural presentation of the station had 

stabilized. The World War I years brought 

little architectural change to the station, although the Coast Guard crew size increased 

to a high of twelve. Most visible was the 

painting of the new Coast Guard designation 

of “175” on the roof of the boathouse reflecting the rise of aviation. Perhaps as part 

of the new image that the Coast Guard 

wished to present, the station was tidied up 

with the oil house and kitchen relocated and 

aligned with the north end of the station. 

This configuration was recorded in April 

1923 by M. P. Hite, as the Coast Guard prepared to invest in a major new facility for 

the Bodie Island Station.27

The new building designed for the station in 

October 1923 followed a plan developed by 

 

26 Journal, Sep. 12-17, 1904. 

27 “U.S. Coast Guard Bodie Island Station, April 6, 

1923” by M. P. Hite on file in archives of National 

Park Service, Outer Banks Group, Manteo, NC. 

the last architect of the Life-Saving Service, 

Victor Mendleheff. First constructed in 

1914 at Chatham, Massachusetts, it was 

henceforth referred to as the Chatham Type. 

This two-story frame building was a major 

improvement over the old station, providing 

additional living and workspace as well as 

electricity, radiant heat, and indoor plumbing. 

Station Life 

When Jesse Etheridge took charge of the 

Bodie Island Life-Saving Station in January 

1879, the rescue season, which began September 1, was well under way.28 The paid 

crew remained on station until the end of 

April, then reassembled the next September. 

This eight-month season continued until 

1894 when it was extended by two months, 

with the crew remaining until the end of 

May and reporting back the first of August.29 It was not until the summer of 1917, 

under the Coast Guard, that the station was 

manned all year round.30

The standard size of the crew needed to man 

the oars of the surfboat was six, with the 

Keeper at the helm. This crew was supplemented with one or two alternates or temporary surf men to insure that the station was 

always fully manned in the event of illness, 

dismissal, or leaves of absence. Keeping the 

station fully manned, however, was a challenge. For example, in November 1879, the 

Keeper was sick for two days; later he left 

when his child became ill and eventually 

died. One crew member was sent for four 

days to pay bills in Elizabeth City; another 

had a death in his family.31 Individuals 

 

28 When the first seven stations were established in 

1874, they were only fully operational four months of 

the year: December, January, February and March. 

Stick, Outer Banks, 169-73. 

29 Journal, Aug. 23, 1894, and May 31 and August 1, 

1895. 

30 Ibid., July 12, 1917; also annotation by Tommy H. 

Jones in Journal transcription. 

31 Ibid., Nov. 2, 11, 13, 14, 19-23, 29, 1879. 
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were injured and sent for physical examinations, or sent to assist other stations. Each 

absence compromised the ability of the station to perform its mission. 

In 1883, a seventh man was authorized and 

added to the crew.32 It was Etheridge’s job 

to submit annually a ranked list of proposed 

surf men and alternates. They were ranked 

by skill, with the No.1 Man often serving as 

second in command, although there seemed 

not to have been any difference in the pay. 

When the crew moved into the 1925 Station, 

however, the No.1 Man had his own private 

quarters. The Keeper’s job was yearround.33 If a crisis occurred during the offseason, it was his responsibility to gather up 

a crew as quickly as possible.34 If he had to 

leave the station, even for just a day, to pick 

up supplies, go to the post office, or attend 

to personal business, he had the responsibility of “leaving a good man in his place.”35 

When Etheridge heard on August 10, 1898, 

that his house had a fire, he was not able to 

get away on leave until two days later. In 

June and July of 1899, he took an extended 

leave, probably to make the necessary repairs, and left the station in the care of T. H. 

Baum.36

Training and 

More Training 

The Keeper was responsible for the training 

of the crew and the efficient operation of the 

station. Station life consisted of a rigid rou-

 

32 Stick, Outer Banks, 173. 33 In 1885 the Keeper was paid $700 per year; Journal, 22 Aug. 1885. In Oct. 1892, the rate was increased to $900 for the Keeper and $65 per month for 

a member of the crew. “Circular, Increase In Compensation of Keepers and Surfmen of Life-Saving 

Stations and Regulations Thereunder, Treasury Department, Office of the General Superintendent, U. S. 

Life-Saving Service, Washington, D.C. October 25, 

1892.” 

34 Journal, May 25, 1891. 

35 Ibid., Aug. 25, 1883, Aug. 14-17, 1884. 

36 Could this be W. H. Baum rather than T.H. Baum? 

W.H. was on the crew during this period of time. 

tine of daily drills and practice training sessions. One important responsibility was 

signaling or sending out warnings and information to ships. During the first month 

of the station’s establishment, the crew was 

busy building a rocket frame and lamp stand 

to signal warnings.37 Prior to the use of radios in the early twentieth century, shore-tosea communication was done with either 

flags or lights. Training included the semaphore flag system, which is an alphabet signaling system, based on waving a pair of 

hand-held flags in various patterns to represent letters. The flags are usually square, 

red and yellow, divided diagonally with the 

red portion in the upper hoist. Albert J. Myer 

of the U.S. Army Signal Corps devised a 

system in the mid-nineteenth century which 

used a single flag for "wig-wag" signaling, a 

form of Morse code based on waving the 

flag to the right or left.38 This type of signaling was slower than semaphore, but it could 

be read at a greater distance and was thus 

employed extensively for ship-to-shore 

communications.39 At night, occulting light 

signals were used. All surfmen were trained 

and tested in each of these methods. Other 

training included resuscitation and boat 

drills. 

The Rescue 

When it came time, however, for the crew to 

make a rescue there were really only two 

options. The surfboat could be rowed out to 

the distressed vessel to transfer the ship’s 

crew to shore, a challenging maneuver in a 

rough sea. If the ship was close to the shore, 

a line could be shot out to it from a Lyle 

Gun. This device was a mainstay in the 

Life-Saving Service. Although the idea of 

 

37 Journal, Jan. 29, 1879. 

38 Joseph McMillan, Sea Flags “Signaling at Sea” 

http://home.earthlink.net/~mcmillanj/signals/Signals.

html#history (19 July 2005). 

39Lt. A. C. Kidd, USNI Notes On Naval Communications (1924). http://www.gwpda.org/ naval/kiddnc24.htm (19 July 2005). 
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Figure A-10 Bodie Island Coast Guard Station, c. 1925, unknown photographer; 

archives of the National Park Service, Outer Banks Group

shooting tethered projectiles dated back to 

around 1800, it was not until West Point 

and M.I.T. graduate David A. Lyle (1845-

1937) began his research that a reliable, efficient design was developed. Thus, any 

line-throwing gun was most often called a 

"Lyle Gun" regardless of the manufacturer. 

About thirty companies made these guns 

from the late 1800s to 1952; best known 

were American Manufacture, Galbraith, 

General Ordnance, Naval Co., Sculler, and 

Steward. Production ceased in 1952 when 

rockets became favored. Lyle Guns were 

designed to shoot projectiles weighing approximately fifteen pounds, carrying rope 

over a thousand feet.1

 

The Bodie Island Station probably had more 

than one Lyle Gun. There was a practice 

firing on October 12, 1879, that missed the 

mark by sixty feet. The station received 

another Lyle Gun on May 8, 1895, along 

with two Lyle Gun carriages and twelve 

 

1

 Lyle Cannons, http://www.cannon-mania.com/ 

lyleguns.htm (19 July 2005). 

projectiles and other accessories. In May of 

1915, the station received a new gun to replace the “old Lyle Gun #47 of 1878.”2

 If a 

successful line connection was made, then 

an apparatus called a “breeches buoy” could 

be used to bring each person to shore. This 

device was basically a lifebuoy with canvas 

breeches for the legs. This rescue technique 

was practiced regularly on land by using a 

drill pole that was erected to simulate a 

ship’s mast. The competence of the crew 

was based on their speed and accuracy of 

deployment. The drill pole would remain in 

the station’s landscape at least into the mid1940s3

 as an illustration of the staying 

power and value of the Lyle Gun in lifesaving operations. 

 

2

 Journal, May 8, 1895; May 7, 13, Aug. 6, 1915. 

3

 “Topographic Survey Showing Present USCG 

Property at Bodie Island Life Boat Station and Area 

Proposed to Be Acquired for Future Expansion, August 26, 1944.” on file in archives of National Park 

Service, Outer Banks Group, Manteo, NC. 
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On Patrol

Training occupied the mornings, and patrols 

were conducted at night from 6 p.m. to 6 

a.m. in four-hour shifts. The schedule was 

later adjusted to run from sunset to sunrise. 

One surfman would walk the beach north to 

the Halfway House where he would meet 

the surfman coming down from Station 14 

at Nags Head. The other surfman would 

head south toward the Oregon Inlet and 

meet with the lighthouse station. By December 1885, a clock and key post system 

had been installed to verify the performance 

of the patrols. Under this system, the 

surfman on patrol carried a special clock 

and at appointed locations there was a post 

with a key attached. The patrolman inserted 

the key into the clock, which left a mark on 

a record sheet indicating the time.4

 The key 

post system was particularly useful at the 

south end where the inlet separated Bodie 

Island Station from the Oregon Inlet Station.5

 Although the northern terminus was 

the site of the Halfway House, there appeared to have been a key post somewhere 

along that route as well.6

The primary responsibility of surfmen on 

patrol was to watch for ships in distress but 

items ranging from lumber, mines, and 

cargo were often encountered. One of the 

least pleasant aspects was the recovery of 

bodies. From 1879 until the station was decommissioned in 1937, the station’s crew 

discovered eight bodies.7

 All but one were 

unidentifiable, but a coffin was built at the 

station and each body buried. At least one 

 

4

 “E. Imhauser’s New Watchman’s Improved Time 

Detector” advertisement and instructions provided in 

Journal transcription. 

5

 Journal, Oct. 28, 1879; Mar. 28, 1889; Feb. 26, 27 

1894. Photocopies of patrol schedule supplied in 

transcription. 

6

 Ibid., Apr.9, 1889. 

7

 Ibid., May 24, 1881; Nov. 22, 1882; Dec. 3, 1897; 

Oct. 28, 1905; Apr. 10, 1913; Sep. 20, 1915; Dec. 6, 

1927. 

Figure A-11 Advertisement for“Watchman’s Improved Time Detector,” contained with the Journal 

papers

of the burials was “on the beach,”8

 but no 

specific location or graveyard was denoted. 

Maintenance 

When not engaged in training or on watch 

for ships in distress, the crew spent considerable time maintaining the station and repairing the damage caused by wind, sand, 

and water. An immense effort was spent 

clearing away or trying to control the shifting sand. When too much sand piled up 

against the privy the crew was forced to relocate it. Shells, stones, and grass were continually gathered to place around the station’s footings in an attempt to control the 

undermining erosion created by wind and 

water. Just as it had done for hundreds of 

years, the beach continued to erode. When 

the station was constructed in 1879, it was 

placed approximately 303 yards (909 feet) 

 

8

 Ibid., Oct. 28, 1905. 
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from the ocean. By 1923 that distance had 

been reduced to just over 400 feet.9

 This 

encroachment caused the Boat House to be 

relocated several times. There were other 

problems as well. Storms washed the buildings off their piers and scattered firewood 

down the beach. The flag, drill, and telephone poles would attract lightning, be 

blown over or knocked down by storm 

surges. The flooding and termites raised 

havoc with the wooden piers and flooring. 

Most of all, the buildings needed continual 

painting. 

Gallons of white lead paint would be sent to 

the station to be mixed with various pigments. Contrasting light and dark colors 

accented the ornamental aspects of the 

building. Early photographs indicate a light 

color around the doors, windows, gable 

trim, and corner trim. The wall shingles, as 

well as the corner beads, were painted a 

darker shade. Additional colors were used 

either on the interior, for signs, or, perhaps, 

for shutters and doors. In the first major 

repainting after the initial construction, one 

pound of vermillion red with a gallon of 

turpentine was received on January 10, 

1885, followed in February with thirty-two 

gallons of paint and one bushel of lime, and 

then in October with a keg of white lead. 

Fifteen pounds of burnt umber was added to 

the color palette in January of 1890. A 

pound of Prussian blue along with twentyfive pounds of white lead and five gallons 

of linseed oil arrived in March of 1896. In 

1906 ten gallons of linseed oil, one gallon 

of turpentine, and 200 pounds of white lead 

were used. In the ever-continuing paint cycle, a hundred pounds of white lead arrived 

in 1914, probably for the cookhouse; the 

following year three gallons of red paint 

arrived, probably for the interior trim.10 In 

 

9

 See note 27. 

10 Journal, Feb. 28, Oct. 30, 1885; Jan 24, 1890; Mar. 

21, 1896; Apr. 17, 1906; Jan. 1, 26, 1914; Apr. 26, 

May, 1915. 

the dressing up of the station after World 

War I, the colors sent from the Coast Guard 

were ten gallons of white, five gallons of 

straw, five gallons of slate, and five gallons 

of green along with five gallons of linseed 

oil, two quarts of spar varnish, two gallons 

of turpentine, and a gallon of Japan drier.11 

During World War I the station’s number 

“175” was painted on the Boat House roof. 

Later references to “painting the background for the figures on the old station 

building” may indicate that the roofs were 

painted as well.12

The U. S. Coast Guard and 

Changing Responsibilities 

By 1915, when the Bodie Island Station was 

brought under the command of the Coast 

Guard, forces were already clearly at play 

that would change the type of work, if not 

the mission, of the station’s crew. Radio 

broadcasting, the outboard motor, airplanes, 

and the automobile would all have a major 

impact on the daily activities of the station. 

The mission of the Life-Saving Service was 

first and foremost focused on ship safety 

and rescue. Although the surfmen did provide other types of assistance, particularly 

to support neighboring stations or to help 

get horses and supplies across the Oregon 

Inlet, ship assistance was their primary mission. Almost every year from 1879 until 

1900, one or more ships required their help. 

However, between 1900 and 1917, at which 

time the crew went full-time, less than six 

assists were noted. After World War I, the 

station was increasingly called upon to assist land rather than sea travelers, as automobile drivers chose to use the beach to 

make the run from the paved road near 

Whalebone Junction down to the Oregon 

Inlet. 

 

 

11 Ibid., July 25, 1919. 

12 Ibid., July 3. 1916; July 23, 1929.
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In 1903 the equipment furnished with the 

surfboat included an outboard motor,13 and 

in January of 1907, two powerboats participated in assisting a rescue. A new age of 

transportation brought more mobility and 

accessibility. In 1904 a “party of 35 or 40 

picnic [sic] from Roanoke and get caught in 

a squall and stayed at the station for a 

while.”14 Increasingly this land traffic demanded more attention. By the end of the 

1920s, vehicles stuck in the sand or ocean 

became a common occurrence. The station 

not only pulled cars out of the inlet and out 

of the sand, but also often provided mechanical support to get the vehicles running 

again when they were damaged.15

With the establishment of the Coast Guard 

came a shift from strictly a rescue service to 

a gradual engagement with security and law 

enforcement. The station was issued a 

thirty caliber Springfield Model 1903 rifle 

and later two Colt revolvers. 16 These 

weapons were used to protect cargo and in 

the enforcement of prohibition. When the 

station was brought on line as part of the 

Coast Guard, the crew size remained at 

eight including the Keeper. In 1917, when 

the station’s operations became year round, 

the crew size increased to ten including a 

full-time cook.17 During World War I, the 

garrison increased slightly to a high of 

twelve. Duties included watching for German submarines and patrolling the shore for 

mines.18 After the war, the crew size settled 

at ten. 

A ten-man garrison continued to operate in 

the 1925 Station until it was decommissioned twelve years later on July 15, 1937. 

Coincidentally, the next month on August 

17, 1937, Congress authorized Cape Hat-

 

13 Ibid., Jan.1, 1903. 

14 Ibid., Aug. 11,1904. 

15 Ibid., Dec. 3, 1927. 

16 Journal, Sep. 30, 1918; Feb.21, 1922. 

17 Ibid., Crew list 1917. 

18 Ibid., Aug., 19, 29, 1918. 

teras as the first National Seashore, but it 

would take another sixteen years before the 

National Park Service would acquire the 

Bodie Island Station.19 With the entry of 

the United States into World War II in December 1941, the station was once again 

brought into service. It is not known what 

the crew size was during this reactivation. 

One can be certain, however, that Bodie Island was well integrated into the armed 

forces’ coastal defense system for the duration of the war. Subsequently, as part of the 

LORAN navigational aid system after the 

war, the Bodie Island Station once again 

reverted to the role it had had back in 1879 

of providing navigational aid and warning 

off ships from the dangerous coastline of 

the Outer Banks. 

By 1953 the Coast Guard no longer had 

need for the buildings at the Bodie Island 

Station, and the Cape Hatteras National 

Seashore, first authorized in 1937, was finally established on January 12 of that year. 

The Bodie Island Coast Guard Station was 

deeded to the National Park Service (NPS) 

on October 15, 1953. At first the NPS did 

not perceive the potential historic value of 

the then seventy-four-year-old 1879 Station 

or the twenty-eight-year-old 1925 Station, 

but saw them as structures available for reuse in meeting needs of the park. For the 

next two decades, major modifications affecting the historic character were made to 

both the 1879 and 1925 Stations as they 

were adapted to accommodate changing 

park uses. In 1979, however, the buildings 

were listed on the National Register of Historic Places, and by 1984, the General Management Plan called for the exteriors to be 

restored, albeit as part of relocation to 

Whalebone Junction for use as a visitor in-

 

19 William C. Everhart, The National Park Service

(New York: Praeger Publishers, 1972) 33, 147, 258. 

Cape Hatteras National Seashore web site, <www. 

nps.gov/caha/> Jul 24, 2005. 
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formation center.20 This concept was refined in the 1987 Bodie Island Master 

Plan.21 Further implementation was put on 

hold, however, to allow the Coast Guard to 

reoccupy the 1925 Station for three years 

(1988-91) pending construction of their new 

station on the north side of the Oregon Inlet. 

 

20 Cape Hatteras National Seashore, “General Management Plan, Development Plan, Amended Environmental Assessment” January, 1984, p. 35. 

21 David Heiser, “The Bodie Island Master Plan: A 

Site Analysis and Design Proposal for Visitor and 

Park Facilities,” December 1, 1987. 

With the movement of the park’s headquarters to Manteo and the vacating of the building by the Coast Guard, the 1925 Station 

again became vacant. The 1879 Station 

with Boat House remains in use as a NPS 

Ranger Station.
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B. CHRONOLOGY OF DEVELOPMENT 

 AND USE

hummock (hǔm' ək) n. Also ham·mock (ham'-). 

1. A low mound or ridge of earth; knoll. 2. A tract of 

forested land elevated above the level of an adjacent 

marsh.61

The site for the life-saving station called 

Tommy’s Hummock was selected on July 

17, 1878.62 It was located approximately a 

mile northeast of the 1872 Bodie Island 

Lighthouse, three miles north of the Oregon 

Inlet and just south of Stetson’s fishery. On 

July 25, 1878, the approximately three acres 

of land were transferred under a twenty-year 

lease to the United States government for 

the construction of the station.63 Situated on 

the last elevated spot at the edge of a long 

series of low flats that extended northward 

for the next five miles, the Tommy’s Hummock Life-Saving Station was a key link in 

an eventual chain of twenty-nine stations 

that stretched from the Virginia state line 

down to Oak Island just below the Cape 

Fear. Tommy’s Hummock was placed to 

fill a critical gap between the 1874 Nags 

Head Station to the north and the 1874 

Bodie Island Station to the south at Oregon 

Inlet. In 1883 Tommy’s Hummock assumed 

the name of the Bodie Island Station, probably because it was closer to the lighthouse. 

The earlier 1874 station was renamed the 

Oregon Inlet Station, which was a better description of its geographic location.64

Construction commenced in the latter half of 

1878. Allen A. McCullough of Norfolk, 

 

61 William Morris, ed., The American Heritage Dictionary of the English Language (Boston: Houghton 

Mifflin Co., 1980). 

62 Walton and Parker’s Report, 1878 (National Archives), copy in the research files of National Park 

Service, Outer Banks Group, Manteo, NC. 

63 Dare County Record of Deeds, Book A, page 226. 

64 Tommy H. Jones, introduction to transcription. 

“Tommy’s Hummock/Bodie Island Life Saving Station Journals”, Record Group 26, National Archives, 

Atlanta, hereafter cited as Journal. 

Virginia, was the builder and was to be paid 

$2,240 for completion of the project.65 On 

Wednesday, January 15, 1879, Station 

Keeper Jesse T. Etheridge commented in his 

station journal on the “Station not being 

ready,” but he was nonetheless required to 

collect a crew of volunteers to conduct their 

first rescue on the wrecked Norwegian 

schooner the Success. The following day, 

Thursday, January 16, 1879, the first four of 

what would become a standard crew of six 

signed the “articles of engagement” and the 

station was brought on line. Painting, however, continued on the building well into 

February. 

The architectural appearance of the 1879 

Station under Etheridge’s command resembled a well-established station design first 

formalized in 1871 as “red houses,” socalled because of their color: 

They are 42 feet long by 18 wide, and each 

contains a lower and an attic story. Each 

story is divided into two apartments. The 

boats, a wagon, and other heavy apparatus 

occupy the larger apartment below, while 

the smaller one is a living-room for the 

crew, provided with conveniences for 

cooking, &c. Above, one room is for the 

small articles of apparatus, and the other is 

provided with several cot-beds and suitable 

bedding.66

The basic 1871 prototype for a manned lifesaving station proved extremely effective in 

reducing the loss of life along the coast of 

the New England states. In 1873 an addi- 

 

65 Bodie Island Lifesaving/Coast Guard Station National Register Nomination, 1979. 

66 “Annual Report of the Chief of the Revenue Marine Bureau” (Washington D.C.: U.S. Government 

Printing Office, 1872), 28. 
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Figure B-1 Map of Lighthouses and Life-Saving Stations of the North Carolina Coast, 

by the North Carolina Department of Cultural Resources

tional $100,000 was appropriated by Congress to extend the life-saving stations to the 

states of Maine, New Hampshire, Virginia, 

and North Carolina67 with the construction 

of twenty-three newly designed stations. 

These 1874 Type stations were slightly 

enlarged to nineteen feet wide and fortythree feet long. The first floor plan was basically unchanged. Upstairs the space was 

further partitioned to provide three spaces 

instead of two; the difference being the creation of private quarters for the Keeper. The 

real difference, however, was an embellished exterior created with predominantly 

Carpenter Gothic detailing. These buildings, 

the most ornate of all life-saving stations, 

 

67 Seven of these 1874 type would be constructed in 

North Carolina: Little Kinnakeet, Avon; Jones HillCurrituck Beach, Corolla; Caffeys Inlet, Duck; Kitty 

Hawk; Nags Head; Oregon Inlet, Rodanthe; and Chicamacomico, Rodanthe. see York, 195-196. 

were characterized by board and batten siding, elaborately sawn scroll and pierce work, 

and turned wooden ornaments. Diagonal 

crossing boards defined the corners and occasionally buttresses were combined with 

functional appearing eave and gable brackets to give an open structural appearance to 

the building. The gable ends were decorated with Gothic hammer beams and arching collar braces trimmed with ornamental 

turned pendants. Most significantly, from a 

functional perspective, was the addition of 

an open observation platform centered on 

the ridge of the roof. Accessed easily from 

the interior, this feature provided an ideal 

viewing point from which to keep watch. 

In June of 1874, funds were allocated for 

fifty-one additional stations on the Atlantic 

coast and Great Lakes. To head this building campaign, Frank W. Chandler was appointed as project architect. Chandler’s 
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1875 design removed much of the Gothic 

ornamentation from the building and replaced it with the simpler Stick Style brackets and gable end king post collar beams. 

Importantly these 1875 Type stations had 

double observation platforms. One was centered on the roof as had been the 1874 Type, 

but an additional smaller platform was 

placed at the boat-room end of the building. 

These two platforms were connected with a 

narrow plank walkway. A small set of windows was added under the larger platform 

and bracketed gable hoods protected the side 

doors. 

This story and a half building largely retained the same floor plan as the 1871 red 

houses and the 1874 stations. The size 

ranged from eighteen to twenty feet wide by 

forty to forty-five feet long. The boat room 

occupied two-thirds of the ground floor with 

a large double leaf door on the gable end 

leading out onto a ramp down to grade. The 

other third was dedicated for use as a 

kitchen and general living area. There were 

three to four rooms upstairs; one end was the 

Keeper’s quarters, the other end the crew 

quarters, and the middle space was for storage or accommodating shipwreck victims. 

In July 1875, J.L. Parkinson took over from 

Chandler as Assistant Superintendent of 

Construction and began reporting directly to 

Kimball. Parkinson’s first building type 

closely resembled the 1874 and Chandler’s 

1875 stations. Over twenty-five of this 1876 

Type were built on the Atlantic coast between 1875 and 1881. Eleven of these were 

built in North Carolina during 1878-79.68

The Bodie Island Station was one of these. 

 

68 York, 204-205. Deal’s Island (Wash Woods) Corolla; Currituck Inlet (Penny’s Hill) Corolla; Poyner’s 

Hill, Corolla; Paul Gamiels Hill, Duck; Kill Devil 

Hills, Kitty Hawk; Bodie Island, Nags Head; Pea 

Island, Rodanthe; Cedar Hummock (Gull Shoal), 

Waves; Big Kinnakeet, Buxton; Creeds Hill, Frisco; 

Hatteras (Durants), Hatteras. 

Figure B-2 Station floor plan, 1879 

Original Construction 1879 

The 1879 Bodie Island Station conformed to 

Parkinson’s 1876 design, which had evolved 

from the 1874 design and Chandler’s 1875 

plan. It was at the larger end of the scale 

measuring twenty feet wide and forty-five 

feet long. The gable roof ran parallel with 

the ocean and had a single observation platform centered over the ridge on the south 

end.69 An interior brick chimney, which 

serviced the kitchen stove and the Keeper’s 

room above, was centered on the north gable 

end. A second chimney ran from the floor 

of the crew’s quarters, on the interior wall, 

and penetrated the ridge approximately 

eighteen feet from the south end and a few 

feet north of the observation platform.70

Distinctly different siding materials were 

used at the different levels to accentuate the 

one-and-a-half story design. The detailing 

included vertical board and batten siding on 

the half-story with a decorative sawn 60-

degree angled taper terminating in a diamond motif at the bottom of each board. 

The fenestration on this upper level consisted of two windows at each gable end and 

a hipped roof dormer centered on each side. 

These dormers were placed in the vertical 

plane with the exterior wall with their sills 

less than two feet above the floor level thus 

 

69 The ca. 1898 photographs of the station show a 

platform on the south end. Photographs on file in 

archives of National Park Service, Outer Banks 

Group, Manteo, NC. 

70 Journal, Apr. 18, 1779. 
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Figure B-3 Detail of gable end 

breaking the roofline at the building’s eaves. 

The gable ends still provided the decorative 

signature for the building; however the design of the 1876 Type was streamlined. 

Removed were all but two of the eave brackets from each façade; the bracket supports 

under the collars were also eliminated. Reliance was placed on the single king post 

above the collar and arching supports under 

the collar, all converging to a single drop 

pendant as the primary decorative element. 

The first story was covered with uniformly 

sized 51⁄2-inch sawn shingles framed with 

large beaded corner stiles. A base was 

formed with three parallel skirt boards. On 

the southern side, protected from the northeastern storms, was a pair of large boat room 

doors. A wide wooden ramp extended from 

these doors down to grade. On both of the 

long sides of the station, centered under the 

dormer, was a double-hung window with 

four lights in each sash. These provided light 

for the boat room when the large doors were 

closed. On the north gable end a four-overfour window on each side of the chimney 

gave light into the kitchen and living area. 

All windows were equipped with solid paneled shutters. 

The floor plan of the building was consistent 

with the model developed in 1874. Three 

quarters of the first floor was given over to 

the boat room. The remaining ten by nineteen foot room served as a combination 

kitchen/living area; the stair to the second 

floor also landed in this room. On the second level there were three rooms. The 

northern end was the Keeper’s quarters; the 

southern end was the crew’s quarters; and a 

storage room in between had light provided 

by the dormers. Because of the dormer on 

either side, it was possible for the storage 

room to be partitioned from the stair hall. 

The walls apparently were plastered originally but this material appears to have been 

removed in an 1885 renovation.71

Completing the 1879 Site 

The Bodie Island Station, as was the case at 

all the life-saving stations, had a variety of 

additional structures and features surrounding it that contributed to the station’s operation. Many of these were insubstantial 

buildings that demanded constant attention 

for repairs or replacement, but all played an 

important part in the station’s purpose. For 

example, Keeper Etheridge noted in the 

journal that they were “Bilding House fer to 

Light a lamp in when rough,”72 which may 

have been attached to the building (see “The 

Lean-to” on the following page) or freestanding on the beach. Another similar 

structure was the privy, which was knocked 

over by storms, buried in the sand, frequently moved and even caught fire one 

evening.73 For three days in April of 1888 

the crew was employed in the “bilding of oil 

house,” which stored the fuel for the lamps. 

In 1890 there was reference to a Halfway 

House north of the station, presumably 

halfway to the Nags Head station.74 An essential part of the station’s operational need 

was the collection and storage of fresh water. This was accomplished with large water 

tanks, mostly constructed of wood, but occasionally of iron. These were fed by the collection of rain runoff from the roof into the 

 

71 Ibid., Oct. 20-31, 1885. 

72 Ibid., Oct. 28, 1879. 

73 Ibid., Apr. 4, 1882; Dec. 23, 1985. 74 Ibid., Jan.7, 1890. 
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station’s guttering system. These water 

storage tanks were located close to the 

building – usually near the kitchen. In the 

case of the Bodie Island Station the tank was 

protected and perhaps cooled by a small board 

and batten structure with a hipped roof and capped 

with a gable end ventilator that ran the full length of 

the ridge. 

Also in the landscape were such items as a 

firewood pile to fuel the stove. This necessity was purchased in quantities of twelve to 

twenty-four cords at a time.75 With the wind 

and storms, firewood was frequently buried 

in sand or scattered down the beach. In an 

effort to control the erosion of the sand from 

around the station, a great effort was made 

to collect stones, shells, and grass to place 

around the building.76 A more substantial 

erosion control effort was noted by 

Etheridge, February 14, 1882, when he had 

the “Crew imployed Barrying Punchings 

Round the Station to keep sand blown ought 

from [sic].” 

 By 1881 the poles were in place and telegraph lines had been run. These same poles 

would carry telephone lines by 1887.77 Several other poles and posts were quite visible 

in the landscape. Located some distance 

away from the station were the key posts, 

which were used to verify that the surfmen 

were completing their shore patrol rounds in 

a consistent and timely manner.78 Perhaps 

the most symbolic and important element of 

a station was the flagpole, which seemed 

particularly vulnerable to storms, lighting 

and floods. There was also the drill pole or 

practice pole that resembled the mast of a 

ship and was used as a target in shooting out 

a rescue line with the Lyle gun.79

In the fall of 1892, a significant structure 

 

75 Ibid., Dec. 26, 1885; Dec. 19,1892; Nov. 3, 1922 76 Ibid., Feb. 4, 26, Mar. 24, Sep. 4, 1879. 77 Ibid., Mar. 15 and 30, 1881; Aug. 9, Sep. 30, 1887. 

78 Ibid., Dec. 25, 1885; for description of key post 

system also see Historical Background and Context. 79 Ibid., Apr 4, 1889; Nov. 24 and 29, 1890. 

was built that altered traditional room usage 

in the 1879 station. Cooking/kitchen activities were separated from the living room 

space and moved to a freestanding cook 

house on the inland or western side of the 

station.80 Considerably more substantial 

than the other support buildings, the cook 

house took over seven weeks to finish. The 

sea continually tested all of the buildings, 

and on August 16, 1899, a category four 

storm struck Hatteras. Called San Ciriaco, 

this hurricane pounded the Bodie Island Station for three solid days. Keeper J.T. 

Etheridge wrote in his journal, “sea water all 

over beach and was so high running all 

around Station...tore off 3 plank all around 

station so water could flow through –cook 

house swept off its blocks—one key post 

washed away.” Telephone poles and the 

drill pole also came down. 

The Lean-to 

Evidence indicates that a lean-to was not 

part of the original 1879 construction, but 

probably was one of the station’s first significant alterations. This feature does not 

appear as a common component in the drawings or buildings of the 1874 or 1875 station 

types, but it would be an easy and logical 

alteration to make as a station’s activities 

expanded. An extant 1925 lean-to was not 

retained when the National Park Service 

moved the building in 1955. Photographs 

made of the building during that move show 

not only the original board and battens of the 

exterior wall that were covered by the leanto roof, but also show the location of an earlier door.81 It is certain, however, that this 

addition was in place by April of 1892, thirteen years after the station opened, when 

reference was made to oiling the lean-to 

floors.82 The alteration could date as early 

as the first winter when on October 28, 

 

80 Ibid., Oct. 17-Dec. 6, 1892. 

81 See photograph neg. 55-20 dated A/1/31/55 titled 

“Supt. Residence being moved” on file in archives of 

National Park Service, Outer Banks Group, Manteo, 

NC. 

82 Journal, Apr. 21, 1892. 
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Figure B-4 1876 Type station at Big Kinnakeet; the 

lean-to and observation deck at the Bodie Island Station were similar. Collection of the OBHC 

Figure B-5 Moving the Station, January 31, 1955, 

photo by Albert Dillahunty, NPS archives, Outer 

Banks Group, negative number 55-20

1879, it was noted that the crew was “Bilding House fer to Light the lamp in when 

rough [sic],” or perhaps to the 1885 repairs 

and improvements contracted to J.H. Coster 

for several of the stations on the Outer 

Banks.83 Subsurface investigation of the 

extant building may provide the answer and 

make the lean-to assignable as a feature of 

the Parkinson or Albert B. Bibb period. 

A lean-to does appear in earliest photographs of the Bodie Island Station. Its shape 

 

83 National Archives, RG 26, Letters Sent, Vol. 27, 

358-59: Letter from S. Kimball dated October 6, 

1885. 

and size matches those on other Parkinson 

1876 Type buildings such as Big Kinnakeet 

Station in Buxton.84 This early lean-to simply extended the roof in a continuous line 

allowing for a smaller corridor-like room on 

one side of the building. There was a door 

on the eastern side and a small one-over-one 

window at each end. How this space functioned is not clear, other than to provide a 

vestibule during stormy weather. A drawing 

made for the renovation of the 1879 Bodie 

Island Station as part of the plan for the construction of the new Coast Guard Station in 

1925 shows the earlier, smaller lean-to 

measuring approximately six by seventeen 

feet that was to be replaced by the one that 

measured nineteen feet wide and fourteen 

feet long. This larger 1925 lean-to was the 

one removed in the 1955 relocation of the 

building. With the smaller lean-to in place, 

the building would have had an identical 

appearance to the Big Kinnakeet Station.85

The 1900 Lookout Addition 

During the very first season, complaints 

were filed that the “Cubalow leaks around it 

and wets the plastering.” 86 This probably 

refers to the observation deck that straddled 

the roof of the 1876 Type station. The leakage continued and apparently caused the 

plaster to be removed in November of 1885 

and replaced with boards. Thus, the second 

major alteration of the 1879 Station commenced in January of 1900 and continued on 

into the middle of May. It involved the construction of an enclosed lookout tower centered on the roof above the two dormers. 

This addition of a tower replacing the open 

observation platform was in keeping with J. 

L. Parkinson’s design of 1882. Seven stations of this type were constructed in North 

Carolina and a total twenty-five were built 

on the Atlantic coast between 1881 and 

 

84 York, 88. 

85 John Hairr, Images of America: North Carolina 

Lighthouses and Lifesaving Stations (Charleston: 

Arcadia Press, 2004), 120-21. 

86 Journal, Apr. 30. 1879. 
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Figure B-6 Bodie Island Station, July 18, 1917, NPS archives, Outer Banks Group

1891.87 With painted shingled walls, two 

windows on each side of the tower and a 

gable roof detailed with the same king 

post/collar beam construction used on the 

main roof, the tower addition was a sensitive 

design and functional alteration. How it was 

accessed from below has not been determined, but its installation probably impacted 

the center space between the Keeper’s and 

the crew’s quarters with an additional stair 

or ladder; it probably also improved the updraft ventilation. 

A Free Standing Boat House 

During the week of September 12-17, 1904, 

the Keeper recorded in his station journal 

 

87 York, 209. List of North Carolina 1882 type: 

Cape Hatteras, Buxton; Cape Lookout, off Harkers 

Island; Cape Fear Smith Island off Fort Caswell; Oak 

Island, off Southport; Although this tower is late in 

coming and Albert Bibb used this detail in many of 

his alterations, it is probably the presence of towers 

on other Outer Banks stations that was the design 

source. 

that the crew was working on a boat house. 

Whether this is a new construction or a repair is not clear, but the following year in 

April and May the crew was busy painting 

the building. As originally constructed, the 

1879 station provided a twenty-foot-wide 

room to house the boat and other rescue 

equipment. In the event of a wreck, the 

surfboat, mounted on a wagon, had to be 

hauled by hand from the boat room down to 

the beach to be launched. When the crew 

measured the site in December of 1880, the 

distance from the station to the low water 

mark was 303 yards.88 A way to speed up 

the launching effort and save the crew’s 

strength for the rescue was to keep the boat 

closer to the water in a freestanding boat 

house. Because of their exposed location, 

these had to be sturdy structures, but they 

were often enhanced with doors and windows. The working end, however, had a 

large set of doors that faced directly seaward 

 

88 Journal, Dec. 13, 1880. 
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with a wooden ramp to facilitate pulling the 

boat from the house. The problem along the 

Outer Banks was that erosion of the beach 

continually threatened the boat house. 

In 1908 it had become necessary to move 

the boat house farther back from the beach 

because the “Beach had washed away close 

to the house.”89 Erosion and water presented a continual maintenance challenge. 

The flooring and ramp needed replacing in 

1910; in February of 1912, a blizzard blew 

the building off its blocks; a week later 

Etheridge recorded that the crew was prying 

up the boat house and blocking it up on a 

new foundation without much damage. In 

January of 1915, it was again reported that 

the “boat house was dangerously near the 

surf.” On February 25, 1915, two men were 

sent “after Rolers to move the Boat House.” 

From March 16 to 20 the boat house was 

relocated and a new ramp constructed. 

Ironically, just as this work was coming to a 

close, on April 3 a gale swept in and the station journal noted “The Boat House blown 

down and badly damaged.” Temporary repairs were made, but on May 7, the assistant 

inspector for the Seventh District declared 

the “Boat House for Jersey Boat wrecked 

beyond repair.” 

A New Boat House and Other 

Improvements Under New 

Management 

On January 28, 1915, the Life-Saving Service was combined with the Revenue Cutter 

Service to form the United States Coast 

Guard.90 On Sunday, March 28, 1915, 

Keeper Capt. P. H. Etheridge, who had been 

on the job for only five months, left and 

turned the Bodie Island Coast Guard Station 

over to Surfman E. M. Midgett as acting 

Keeper. The following Saturday the gale 

struck the station. Six days later, on Friday 

April 9,Capt. Robert L. Wescott assumed 

 

89 Ibid., Oct. 15, 1908. 

90 York, 61. 

command of a station with a wrecked boat 

house. 

A year later, on April 10, 1916, work began 

on the construction of a new boat house and 

continued until the season ended May 31. In 

the fall work picked up again with the building being painted in October and the old 

boat house demolished.91 A map drawn of 

the site seven years later showed how the 

distance between the 1879 station and the 

ocean had eroded from 909 feet in 1880 

down to 400 feet in 1923.92 The new boat 

house was situated halfway between at 200 

feet from the station. In December 1916 the 

station received a new Beebe McClellan 

surfboat #1362, which on January 13, 1917, 

the crew hauled up from the landing and installed in the new boat house. They finally 

received a secondhand boat wagon in December of 1917 that was only in “fair condition” as a transfer from Station #167.93 After the declaration of war in April of 1917, 

the U.S. improved its coastal defenses by 

using aerial surveillance. The station’s 

number of “175” was painted on the roof of 

the new boat house to facilitate identification. 

In the fall of 1917, attention turned to construction of several other secondary structures. The first was a new water tank with 

new galvanized gutters to channel water into 

the reservoir. This tank was probably located on the west side of the building. 

In April of 1918, the 1892 kitchen was 

moved from west of the station to the north 

 

91 Journal, see months of Apr., May, Aug.- Nov. 1916 

as numerous entries reflect the work activities. 

92 Ibid., Dec.13, 1880. See map “U.S Coast Guard 

Bodie Island Station, April 6, 1923” by M. P. Hite 

copy on file in archives of National Park Service, 

Outer Banks Group, Manteo, NC. 

93 #167 was the Penny Hill Station; the second station 

south of the Virginia state line. Chenery, 10, 14; also 

the U.S. Coast Guard web site http://www.uscg.mil/ 

hq/g-cp/history/USLSS%20Station%20List.html that 

assigns #166 Wash Woods to the north and #168 

Currituck Beach to the south. 
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Figure B-7 Bodie Island Station, January 10, 1955, 

photographer Albert Dillahunty, NPS archives, Outer 

Banks Group, negative no. 55-17

and placed in alignment with the station. 

The move required a team of horses and 

heavy timbers to serve as skids and occurred 

April 3-6. By April 18, the crew was varnishing the inside. 

That same year in May and July, major work 

commenced on an oil house. It is not clear 

if this is a new structure or the one that was 

so badly damaged during the April 1915 

storm, but the work stretched out over several days including shingling and installation 

of a ceiling. In January of 1919, the crew 

moved what was referred to as the old oil 

house and continued to improve it with the 

installation of window screens in June. This 

moving and repair may have been a delayed 

response to the April 1915 storm or may 

have reflected a reorganization of the site 

after it passed into the hands of the U.S. 

Coast Guard who now manned the station 

year round. Clearly the aligning of the oil 

and storage house, the kitchen and 1879 station along with the new boat house must 

have presented a renewed and orderly appearance as the station changed over from 

wartime activities. 

Construction of a New Coast Guard Station 

After the war, a routine of maintenance and 

repairs rather than new construction occupied the station crew. An indication of the 

color palate of the station can be seen in July 

of 1919 when it received from the Coast 

Guard store at 507 Hudson Street in New 

York: ten gallons white paint, five gallons 

straw, five gallons slate, five gallons green, 

five gallons linseed oil, two quarts spar varnish, two gallons turpentine, and one gallon 

Japan drier.94 Other activities included 

building wooden walkways, installing 

screening, painting, repairing shingles, replacing the floor in the mess room and oiling 

the floors. A bit of excitement must have 

occurred when on June 11, 1921, James 

Doolittle and a second aviator named Andrews visited Bodie Island Station, while 

surveying the area for possible landing 

fields. During the period of June 28-30, the 

crew helped the “aviators to erect a temporary aviation field near this station.”95 How 

or if this field was ever used is not recorded. 

On a more practical note, in September 

1922, the crew prepared a stable for its government-issued horse. This seems to be the 

first time they had their own horse at the station, and it would continue to be stabled 

there until March of 1932 when the animal 

was sold. 

Increasingly the duties and activities of the 

station reflected the Coast Guard’s broader 

mission rather than life saving. The station 

was armed with at least one rifle and two 

pistols. During the war, it was part of the 

coastal defense system watching for submarines and mines that washed up on the 

beach. After the war, they assisted in the 

enforcement of prohibition. The crew size 

had been enlarged from seven to ten fulltime members with one designated as the 

cook. It was clear that the Coast Guard 

valued this location and planned to remain. 

As early as December of 1921, groundwork 

may have started for the future of the Bodie 

Island Station. At year’s end the crew was 

 

94 Journal, Jul. 25, 1919. 

95 Ibid., Jun. 11, 1921; Jun. 28-30, 1921. This activity 

may have been part of the preparation for the July 

test conducted by Gen. Billy Mitchell to prove the 

ability of aircraft to sink warships and defend the 

coastline. See Harrison, pp. 61-65. 
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Figure B-8 Detail of site plan from M.P. Hite’s 1923 

report, NPS archives, Outer Banks Group

sent out to measure all the land and buildings on the site. M.P. Hite, the Superintendent of Construction, visited the following 

May, and by 1923 it was clear that the intention was to construct a new Coast Guard 

Station at Bodie Island. On April 3, 1923 the 

crew helped Hite measure the site, and the 

map he produced on April 6 showed the 

proposed location for a new station in the 

northwestern corner of the original threeacre tract. It also gave an idea of station 

layout in the 1919-23 period, depicting the 

location of the 1879 building with two water 

tanks, the kitchen, and oil and storage house 

all aligned. The boat house was located 200 

feet east toward the ocean, and the privy was 

200 feet south of the station and approximately 130 feet beyond the property line. 

Construction of the new station occurred in 

1924 and 1925 with seemingly little impact 

on the station’s daily operations. On July 

16, 1925, the move was made into the new 

station.96

In a Supporting Role 1925-33 

With most operational functions transferred 

to the new station, the 1879 station seemed 

to function as a storage and support space.97 

It is probable that the observation tower was 

removed, since it had become redundant 

with the construction of the new freestanding tower in 1924. The surfboat and dory 

were stored in the 1916 boat house, and the 

old boat room appears to have been maintained as an alternate boat storage area. The 

small lean-to on the west side of the building 

was replaced with a nineteen by fourteen 

foot lean-to that contained a horse stall and 

storage area.98 In 1928 a pound for the 

horse was built near or around the old station; in January 1932 “the crew [was] employed taking down and taking away pound 

about old station.”99 The horse was sold and 

taken away in March. 

On Wednesday night of September 15, 

1933, the situation changed radically. 

Warned of a coming storm, the crew evacuated the Boat House and the boats were 

brought to the new station for safety.100 The 

storm hit that evening. By 6 a.m. Thursday, 

the waves from the storm surge had so undermined the foundations of the new station 

that at 8:30 a.m. the decision was made to 

abandon it and seek refuge in the Bodie Island Lighthouse for safety. The next day, 

the decision was made to evacuate the new 

 

96 Ibid., Jul. 16 and 17, 1925. 

97 Ibid., Apr. 7, 1931. 

98 “U.S Coast Guard Bodie Island Station North 

Carolina Oct 1923” sheet no. 4. 99 Journal, Jan. 3, 1932. 

100 Ibid., Sept. 15-17, 1933. 
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station entirely and reoccupy the old one. 

Remarkably the boat house seems to have 

made it through the storm. Work commenced immediately on the 1879 building to 

“make it sanitary to live in.”101 There is no 

indication of how much damage the storm 

had done to the old station, or how much 

work was needed simply because it had not 

been occupied for eight years. If the old observation tower was also a casualty of this 

storm, it was not specified in all the confusion that ensued. The map drawn by M.P. 

Hite back in April 1923 perhaps holds the 

answer as to why the early building had survived. Written in the vicinity of the old station is a notation stating that this area was 

located approximately twenty feet above sea 

level – this was Tommy’s Hummock – 

while the site of the new station was only at 

eight feet or less.102

Work on the old station was continuous for 

the next three weeks. It is not certain what 

alterations were made to the structure at this 

time. Two coal stoves were installed, so the 

installation of a second chimney to heat the 

south end of the building apparently was no 

longer obstructed by the observation 

tower.103 

Because the 1892 kitchen, which was moved 

in 1918 to the north end of the station, 

would cease to be needed as a kitchen upon 

completion of the 1925 station, the plans 

called for its demolition. The oil house just 

north of the kitchen was to be moved to the 

new station. Photographs of the site from 

the 1931-33 period show the oil house gone, 

but the kitchen building still in place. Since 

this was the same time that the lean-to was 

being used to stable the horse, this old 

kitchen may have been used as a garage for 

the tractor. It is also possible that the space 

in the new lean-to beside the horse stall, 

 

101 Ibid., Oct. 4, 1933. 102 M.P. Hite’s April 1923 map suggests leveling the 

hill to an elevation of 6.3 feet; the October 1923 site 

plan indicates a modification to eight feet. 

103 Journal, Oct. 19, 1933. 

Figure B-9 Station floor plan, 1925 

accessed through large double doors, housed 

the tractor. Nonetheless, on September 27, a 

decision was made to move the tractor to a 

private garage, so that the building could be 

used as a temporary kitchen. By September 

29 the crew was repairing the “garage and 

stable, which are to be used for kitchen.”104 

This may have simply been the lean-to, or 

possibly the old kitchen and the lean-to. 

Despite the damage to the foundation, the 

1925 station was not abandoned. On Thursday, August 16, 1934, exactly one year after 

the storm, the crew moved once again into 

the new station having “abandoned use of 

the old station as quarters at 3:30 p.m.” 

A map dated “16 April 1935”105 showed the 

old kitchen and oil house had been removed 

and only the single water tank located behind the building remained. Reference is 

made on October 22, 1934, to the crew “remodeling the old station kitchen which will 

be used for tractor garage when completed.”106 The 1933 storm had given the old 

kitchen a reprieve, but since it was no longer 

 

104 Ibid., Sept. 27 and 29, 1933. 105 “U.S. Coast Guard, Site Plan Bodie Island Station, 

Office of Assoc. Civil Engineer M. P. Hite, C&R, 16 

April 1935.” Copy on file in archives of National 

Park Service, Outer Banks Group, Manteo, NC. 

106 Journal, Oct. 22, 1934. 
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Figure B-10 “Bodie Island Station, Looking North, 

2 April 1935,” NPS archives, Outer Banks Group 

present on a map dated April 16, 1935, an 

assumption can be made that it was moved 

and used as a garage. 

As for the 1879 station, it was again relegated to use as a storage facility.107 A photograph dated April 2, 1935, shows an allwhite building with a patched roof where the 

observation tower had been located, and 

missing were the king post and collar detailing that had decorated the gable ends.108 

The large double doors remain at both the 

boat room and the lean-to. Surprisingly only 

four years after the massive repairs were 

made to the 1925 station, the Bodie Island 

Coast Guard Station was decommissioned at 

sunset on July 15, 1937.109

World War II Renovations 

Whether the station was mothballed or simply placed in the hands of a caretaker during 

the period between its decommissioning and 

the commencement of World War II is not 

known. However, as the German U-boats 

posed an increasing threat to American 

coastal shipping, the station certainly took 

on increased importance.110 A June 1943 

 

107 Ibid., Sept. 17 and 19, Oct. 19 and 22, 1934. 108 “Bodie Island Old Station, Looking North, 2 

April 1935” on file in archives of National Park Service, Outer Banks Group, Manteo, NC. 

109 Journal, Jul. 15, 1937. 110 Little information has been found on the wartime 

activities of the station. These records may be conplan111 depicts a site similar to the plan 

drawn by Hite in 1935. The 1916 boat house 

remained situated 200 feet from the ocean. 

The 1879 station had been converted to a 

galley and mess hall. The kitchen and 

oil/storage house had been removed from 

the north end of the building. The tall metal 

1931 flag/signal tower sat between the galley and the 1924 lookout tower with the drill 

pole to the front of the tower. The large water tank remained to the rear of the mess 

hall, but the one on the north side was gone. 

The conversion of the old station into a mess 

hall required little alteration. The open boat 

room became the dining hall, with sinks 

placed on the western wall close to the water 

tank. The large double door was replaced 

with a pedestrian door. The living area reverted to its original use as the galley with 

an oil-fired stove, hot water tank, and 

butcher block. The stair to the second level, 

however, no longer exited directly into the 

kitchen, but ran straight down along the east 

wall into a former closet in the northeast 

corner. This became a vestibule with one 

door into the kitchen and a new door opening through the east wall to exit the building. 

This modification segregated the living area 

upstairs from the kitchen and dining area 

below. The lean-to’s large service doors 

were walled up and replaced with a standard 

three-foot wide door. The retention of the 

pedestrian door on the west wall of the leanto confirmed the presence of a wall separating the utility room from an entry hall that 

led into the mess room. Most of the lean-to 

was used as a storage and utility room for 

the generator, battery rack, water pump and 

storage.112 At this point there were three 

 

tained in the archives of the US Coast Guard or perhaps US Navy since the Coast Guard Service was 

attached to Navy during World Wars I and II. 

111 “Bodie Island Lifeboat Station, Plot Plan, United 

Stated Coast Guard Civil Engineering, Norfolk Dist. 

June 11, 1943.” copy on file in archives of National 

Park Service, Outer Banks Group, Manteo, NC. 

112 “Bodie Island Galley and Mess Bldg., Layout of 

Existing Floor Plan, United States Coast Guard Civil 
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chimneys: the original north gable end that 

serviced the kitchen and the room above, 

one that vented a stove in the old crew quarters, and one servicing a stove in the mess 

hall on the exterior of the east wall. 

As the end of the war neared in Europe, the 

Coast Guard renewed its commitment to the 

Bodie Island Station to continue operations 

there after the war. The old 1879 building 

had a major renovation, but continued to be 

used as a galley and mess hall. The open 

mess room was partitioned to create a separate officer’s mess in the southwest corner. 

The northern end of the old boat room was 

partitioned to create a pantry. Two fourover-four windows were added on both of 

the long walls. A new walk-in refrigerator 

was installed in the lean-to, with the compression located outside between the doors 

on the western side. 

Most of the work appeared to upgrade the 

utilities. Two 8,000-gallon water tanks were 

installed – one to the seaside and one beside 

of the existing 2,000 gallon tank on the west 

side of the building. They appear also to 

have provided water for the 1925 station and 

were supplied in part by wells. Electricity 

was brought in the building with improved 

lighting and outlets, when the old generator 

and battery system were removed.113 These 

improvements were part of a plan to incorporate the Bodie Island Station into the 

LORAN navigational system, which assured 

the use of the station well into the Cold War 

period.114

 

Engineering, Norfolk Dist. Norfolk, VA, Jan. 30 

1945” copy on file in archives of National Park Service, Outer Banks Group, Manteo, NC. 

113 Unit No. 334, Bodie Island NC, Alterations to 

Present Dwelling, United States Coast Guard Civil 

Engineering Norfolk District, Norfolk VA, 6 April, 

1945” on file in archives of National Park Service, 

Outer Banks Group, Manteo, NC. 

114 LORAN stands for LOng Range Aid to Navigation and is explained fully in the chapter examining 

the history of the 1925 station. 

Figure B-11 Station floor plan, 1945

1953 and the National Park 

Service

On October 15, 1953, the Coast Guard 

turned the property over to the National Park 

Service.115 Because the 1916 Boat House 

and 1879 Station were threatened by beach 

erosion, plans were formulated the following 

year to relocate them approximately 700 feet 

northwest and convert them into a residence 

and garage. The only significant change to 

the 1916 Boat House was to rotate it to face 

inland, and to replace the double doors with 

an overhead garage door. The changes to 

the 1879 Station, however, were much more 

profound. 

The 1925 lean-to was removed, as were the 

interior and exterior chimneys. The three 

water tanks were left behind. The building’s 

original north-south alignment was retained, 

but the location of the boat room doors was 

filled with a set of side-by-side double-hung 

windows. Similar window sets were installed on the west façade where the door 

 

115 Bodie Island Life Saving/Coast Guard Station 

National Register Nomination. March 1, 1977, page 

2. This appears to be the same transaction that transfers the lands around the Lighthouse to the NPS. Historic Structure Report, Bodie Island Lighthouse & 

Oil House, 15. 
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Figure B-12 Detail of aerial photo, July 14, 1944, 

NPS archives, Outer Banks Group

way connecting the lean-to and the kitchen 

had been and also in the enlarged original 

window opening under the east dormer. 

On the north elevation, the original eastern 

window was filled in, and the western window became the site of an exterior chimney 

to serve a new fireplace. On the east façade, 

a side-by-side window set was installed at 

the location of the 1879 window. and the 

northernmost of the windows installed in 

1945 was converted into a doorway that led 

in the residential kitchen. Upon completion 

of the project, not a single original 1879 

window remained in place on the first floor. 

A new rear porch was added to connect the 

1916 Boat House, now a garage, with the 

1879 building, now a residence. 

The first floor interior was also significantly 

modified. A living room was created in the 

old kitchen, and half of the original wall between the boat room and the living room 

was removed. The stair was reworked again 

by removing the wall, vestibule, and doorway that had separated it from the kitchen. 

All the 1945 dining hall partitions for the 

officer’s mess and the pantry were removed. 

A new partition eleven feet north of the 

south wall created a bedroom with a full 

bath to the north, along the west wall. In t 

he northeast corner of the old boat room was 

a kitchen/laundry room. 

On the second floor, a long closet was constructed against the entire eastern wall of the 

old crew quarters. A pre-fabricated flue was 

installed to vent the furnace located in a first 

floor closet below. Closets built on the north 

wall of the old crew quarters hid this flue 

pipe. The National Park Service used this 

building as a Superintendent’s residence. 

In 1984 the Cape Hatteras National Seashore 

General Development Plan called for moving the Coast Guard Station to Whalebone 

Junction where the exterior of the buildings 

would be restored and the interiors adapted 

for use as a visitor center.116 It was believed 

that the buildings were under threat from the 

ocean. In response to this plan, David 

Heiser, North Carolina State University, refined the concept in 1987 by proposing the 

specific location of a site just south of the 

Hwys. 12 and 64/264 intersection.117 The 

proposal suggested that the 1925 Coast 

Guard Station be used as a visitor center, the 

Boat House for the storage of maintenance 

equipment, and the 1879 station be restored 

to its original appearance and used to interpret the Life-Saving Service. As of 2005, 

after eighteen years, this plan is still considered by many within the National Park Service as a viable alternative for the long-term 

preservation of the Bodie Island Station 

complex. 

In January of 1991, based on a comprehensive building inspection report of August 

1989,118 the NPS began a $76,000 renova-

 

116 Cape Hatteras National Seashore/North Carolina, 

“General Management Plan, Development Concept 

Plan, Amended Environmental Assessment” Jan. 

1984. 35. 

117 David Heiser, The Bodie Island Master Plan: A 

Site Analysis and Design Proposal for Visitor Center 

and Park Facilities, December 1, 1987. II-9, II-10. 

copy in archives of National Park Service, Outer 

Banks Group, Manteo, NC. 

118 “Report of Building Inspection, Several Buildings, 

Cape Hatteras National Seashore, August 21, 1989” 

conducted by A.D. Energy Engineers Limited. VIP 

Residence section, no page numbers. Copy in the 
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tion of the 1879 building. The work involved an electrical upgrade with new 

breaker box, some additional receptacles and 

rewiring, plus replacement of the HVAC 

system to provide air conditioning and heat 

with a heat pump system. The old oil furnace was removed and the 1955 chimney 

vent with it. All new kitchen cabinets, fixtures, and appliances were installed along 

with new water and waste lines. The structure’s interior was reworked with partial 

new drywall, mostly on the ceilings. 

On the exterior, carpentry repairs included 

repair and/or replacement of the board and 

batten gable ends, brackets, barge boards, 

gable ornaments, and sidewall skirt boards. 

Also, random-width sidewall shingles were 

removed and replaced with uniform 51⁄2 inch 

wide pre-primed shingles to match the remaining original shingles on the north and 

east elevations. Windows, doors, jambs, 

thresholds, sash weights were also repaired. 

Finally, the building was to be stripped and 

repainted.119 This work revealed the need to 

repair the foundation pilings. That follow- 

 

offices of Doug Stover, National Park Service, Outer 

Banks Group, Manteo, NC. 

119 “Rehabilitation of VIP House – Quarters 100” 

Description of work, schedule and budget; also 

“Weekly Field Reports - Bodie Island VIP Quarters 

#100” #1-15 on file in Building 100 file I George 

Perrot office, National Park Service, Outer Banks 

Group, Manteo, NC. 

Figure B-13 Station floor plan, 2005 

up project occurred in January and February 

of 1997. 120 

By 2005, the 1879 station building had 

ceased to be used for residential purposes 

but functioned as an office for the Bodie Island Ranger staff. Well-painted and maintained, the building remains today a distinctive architectural and cultural feature in a 

landscape otherwise dominated by natural 

beauty. 

 

120 George Perrot, “Bodie Island Lifesaving Station. 

Foundation Repair and Replacement. Completion 

Report” March 16, 1999. National Park Service, 

Outer Banks Group, Manteo, NC. 
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Timeline 

1850 Twenty-six lifeboats placed along the coast of North and South Carolina, 

 Georgia, Florida, and Texas.121

1871 Sumner Kimball initiates reorganization of the Life-Saving Service. 

1873 $100,000 appropriated to extend life-saving activities into North Caro

 lina.122

1874 Bodie Island Station (half a mile south of Oregon Inlet) established as one 

 of seven stations constructed along North Carolina coast.123 

1875 July J. L. Parkinson appointed Assistant Superintendent of Construction.124

1878 June 18 U. S. Life-Saving Service established as agency of the Treasury. Depart- 

 ment under the supervision of Sumner I. Kimball.125 

 July 17 Site of Tommy’s Hummock Station selected.126

 July 25 Land conveyed to U.S. for construction of the station.127 

 Fall-Winter Construction of station by Allen A. McCullough of Norfolk, Virginia.128

1879 Jan. 15 Jesse T. Etheridge was first Keeper of the station.129 

 Jan. 16 First crew hired; Tommy’s Hummock Station established as Station #14, 

District 6. 

 Feb. Station was being painted. 

 Apr. 18 Chimneys were failing. 

 Apr. 30 Reference to a leak around the “Cubalow” (watch station?) and wet plaster. First season ends. 

Sept. 1 Second season commenced. 

1880 Jan. 23-28 Masons repaired chimneys. 

 Dec. 31 Station platted as 303 yards from the low watermark, 1 mile “to breast of 

light house.” 

1881 by Mar. Telegraph lines were operational. 

 

121 Eugene V. York, The Architecture of the United State Life Saving Stations, (Master’s Thesis, Boston University, 

1983) p. 6. 

122 Ibid., p.15. 123 Ibid., pp. 195-196, Caffeys Inlet, Duck; Kitty Hawk; Nags Head; Oregon Inlet, Rodanthe; Chicamacomico, Rodanthe; Little Kinnakeet, Avon. Also http://www.beachbum.homestead.com/Life-SavingStations/ OregonInlet.html

(March 27, 2005) 

124 Ibid., p. 29. 125 20 Stat. L 163. 126 Walton and Parker’s Report [National Archives]. 127 Dare County Record of Deeds, Book A, page 226 indicates 20-year lease, page 423 indicates a sale from by W.S. 

Stetson. [National Register Nomination] 

128 National Register of Historic Places Nomination: Bodie Island Lifesaving/Coast Guard Station. North Carolina 

Department of Archives and History; Raleigh 1979. 

129 Unless noted otherwise all entries are drawn from Tommy’s Hummock/Bodie Island Life Saving Station Journals. 
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1882 Apr. 2 Privy was moved “on account of sand and sanding of.” 

1883 Tommy’s Hummock renamed Bodie Island Life-Saving Station, as old 

Bodie Island Station became the Oregon Inlet Station.130 A seventh crew 

member was authorized. 

1885 Mar. 30 - 

 April 25 Total repainting of the station. 

 Oct. 20 – 

 Nov. 14 Plaster was removed from station and boat room “lumbered up.” 

1887 Telephone service was available at station, supplementing telegraph.131

1888 Apr. 28-30 Oil House was constructed. 

1889 Apr. 7 Nor’easter; oil house and privy were washed off blocks, “tide all around 

station.” 

 Oct. Replacement of the sill under boat room platform. 

1890 Jan. 6-10 Moved telephone/telegraph poles back from beach approximately 400 

yards. Mention of “Halfway House” north of station. 

 Nov. 14 New drill pole. 

 Nov. 19 New flag pole. 

1892 Apr. 21 “Hard oiling” floor in part of lean-to. 

Oct. 7- 

 Dec. 1 Construction of a freestanding cook house behind the station.132

1893 Apr.10-24 Painted station, cook house, and water tank house. 

Aug. 23 Gale blew down flagpole and thirty poles north of station; water “all 

around the station.” 

Oct. 24 Rebuilt water tank house for an iron cistern, covered with a house. 

1896 Oct. 11 Water tank house destroyed; tank settled four feet into sand; boat room 

platform undermined, dill pole down. 

1897 Nov. 9 Put in a breakwater to stop water from running around building. 

1899 Aug. 17 Gale: water flowed through station; cook house was swept off blocks. 

1900 Jan. 17- 

 May 12 Construction of an enclosed lookout on the main building. 

1904 Sept. 12-17 Crew worked on boat house. 

 

130 Tommy H. Jones, introduction to Journal transcription. 131 Authorization for all stations to have a telephone: National Archives, RG 26, Letters Sent Vol.27, 358-59: Letter 

from S. Kimball dated October 6, 1885. 

132 See photograph “175 (Bodie Island) 7-18-17 7th Dist” also map “U.S Coast Guard Bodie Island Station, April 6, 

1923” by M. P. Hite on file in archives of National Park Service, Outer Banks Group, Manteo, NC. 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

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1905 Apr. 3 & 

 May 2 Crew painted boat house. 

1907 Dec. 11 Lumber gathered to build a watch house at station. 

1908 Oct. 15 Boat house moved back from beach for protection. 

1909 Nov. 13- 

1910 May 24 Improvements made to the boat room floor and ceiling of mess 

 room. 

Dec. 2 Received copper screens for windows and doors, beginning a process of 

screening doors and windows. 

1913 Apr. 9 New flooring installed in cook house. 

 May 2-26 Painted station, cook house, boat house, and water closet. 

1914 Jan. 3 Worked on watch house, “keeping it from washing down.” 

 Jan. 31 Flagpole blown down in squall. 

 Mar. 7 Received a “wind vain for steel storm warning tower.” 

 May 7 Prepared to put up storm tower. 

 May 19 New flag pole. 

 Oct. 27 Jesse T. Etheridge, Keeper, departed. 

 Oct. 28 New Keeper, P.H. Etheridge, arrived. 

1915 Jan. 28 President Wilson signed 38 Stat L 800 combining the Life-Saving Service 

with the Revenue Cutter Service to form the United States Coast Guard.133

Mar. 16 Boat house moved back for protection. 

Apr. 3 Storm: boat house blown down and badly damaged; watch house damaged 

but could be saved; key post washed down. Consequently, during May the 

boat room in the station was put into shape. 

Apr. 9 Robert L. Wescott arrives as acting Keeper. 

May 7 Boat house for Jersey Boat declared damaged beyond repair, as was the 

store or oil house by 7th District Assistant Inspector. 

Pre-Sept. Designated as Station #175 in U.S. Coast Guard District #7. 

Sinking of the Lusitania. 

 Nov. 8 Robert L. Wescott appointed Keeper. 

1916 Apr. 10- 

May 30 Construction of a new boat house. This work was renewed in August and 

on into November. 

Oct. 28 Demolition of old boat house commenced. Lumber was saved for a new 

storage building. 

1917 Jan. 13 Installed new Beebe McClellan surfboat into the new boathouse. 

Apr. 6 U.S. declares war on Germany.

Jul. 12- 

 

133 York, 61. 
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 Oct. 19 Construction of a new water tank. 

1918 Jan. Galvanized gutters installed at station. 

 Apr. 3-6 Moved the kitchen from the west side to the north end of station. 

 May-Jun. Crew worked on an oil house. 

July 3 Put station numbers [175] on the roof of boat house134 and July 17-18 built 

a platform for station numbers. 

Nov. 11 Armistice declared.

1919 Jan. 20 Old oil house moved.135

July 25 Received paints in the following colors: 10 gal of white, 5 gal of straw, 5 

gal slate, 5 gal green, 5 gal of linseed oil. 

Sept. 11 Created fire pump stand, paneled and covered. 

1920 Jan. 16 18th Amendment: Prohibition enacted.

Sept. 24- 

 Nov. 1 Renovation and repairs made to cook house: paint, shingles, chimney 

work. 

1922 Sept. 12 Created a stable for a government horse. 

1923 Apr. Site plan by M.P. Hite to acquire property, locate proposed station, water 

tanks, oil/store house and lookout tower.136

Oct. Plans prepared for new U.S. Coast Guard, Bodie Island Station.137

1924 Construction of the new Coast Guard Station.138 

1925 July 16-17 Moved into new station. 

1930 Oct. 22 Steel flag tower delivered. 

1932 Jan. 31 “Take away pound about old station.” 

 Mar. 7 J. N. Baum put in charge of Bodie Station replacing H.C. Smith. 

Mar. 12 L. A. Hobbs took possession of the government horse. No record of a 

horse at the station after that. 

1933 Sept. 15 Force 12 storm hit; oil house was washed down; “water undermined station causing it to settle leaving it in a very poor condition and not safe to 

live in.” 

134 See undated photograph of site from the north mounted on linen; numbers “175” painted on roof of boat house on 

file in archives of National Park Service, Outer Banks Group, Manteo, NC. 135 Also map “U.S Coast Guard Bodie Island Station, April 6, 1923” by M. P. Hite on file in archives of National 

Park Service, Outer Banks Group, Manteo, NC. 

136 Ibid. 137 “U.S Coast Guard Bodie Island Station, North Carolina, Oct 1923” Five sheets of drawings are on file in archives 

of National Park Service, Outer Banks Group. No architect is recorded on the drawings, however according to 

Eugene York in The Architecture of the United State Life Saving Stations the Chatham Plan may be attributed to 

Victor Mendleheff, 60. 

138 During the period of September 1924 to February 1925, Superintendent of Construction M. P. Hite makes 

monthly site visits. 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

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Sept. 17 1925 station was evacuated and crew reoccupied 1879 station. 

Nov. Plans drawn by M. P. Hite to renovate the 1925 station.139

1934 Aug. 16 Reoccupied the new station. 

 Oct. 22 Remodeled old station kitchen to be used as a tractor garage. 

1937 July 15 Station prepared to be decommissioned at sunset.140

1941 Dec. 7 Pearl Harbor attacked.

1944 1879 Station was serving as a galley and mess hall.141

1945 May 8 VE Day. 

 Renovation of the 1925 station and additional land acquired to the south. 

New electrical service to the site allows removal of the generators and batteries. 142 

Two new 8,000-gallon water tanks constructed at the 1879 Station.143

1953 Cape Hatteras National Seashore Recreation Area established. 

 Oct. 15 The Bodie Island Coast Guard Station turned over to the National Park 

 Service.144

1954 Mar. 30 1925 building was vacant.145 

May NPS making renovations for use as headquarters. 

1955 Relocation of the 1879 Station and the 1916 Boat House to their present 

location.146 Lean-to and chimneys removed. Breezeway constructed to 

link the buildings. 

Pre- 1962 Park Service had assigned numbers to the buildings: 1879 Station – Bldg. 

100; 1916 Boat House – Bldg. 100A, 1925 Station – Bldg. 102: Lookout 

Tower – Bldg. 103. 

1978 Feb. 6 Collapse of the 1925 Lookout Tower.147

 

139 Two sheets of drawings by M. P. Hite on file in NPS Archives, Outer Banks Group, Manteo, NC. 140 Last entry in Tommy’s Hummock/Bodie Island Life-Saving Station Journals, Record Group 26, National Archives Atlanta and edited transcription provide to the author by Tommy Jones, National Park Service, Atlanta. 141 “Bodie Island Galley and Mess Bldg., Layout of Existing Floor Plan, United States Coast Guard Civil Engineering, Norfolk Dist. Norfolk, VA, Jan. 30 1945” copy on file in NPS Archives, Outer Banks Group, Manteo, NC. 

142 “Unit No. 334, Bodie Island NC, Alterations to Present Dwelling, United States Coast Guard Civil Engineering 

Norfolk District, Norfolk VA, 6 April, 1945” on file in archives of National Park Service, Outer Banks Group, Manteo, NC. 

143 Ibid., “Alterations to Mess Hall and Galley.” 144 Bodie Island Life Saving/Coast Guard Station National Register Nomination. Item Number 8, Page 2 prepared 

March 1, 1977. This appears to be the same transaction that transfers the lands around the Lighthouse to the Park 

Service. 

145 See J.C. McCabe photographs, dated March 30, 1954, NPS Archives, Outer Banks Group, Manteo, NC. 146 See building and photograph files on Building #100 (1879 Station), Building #100A (1916 Boat House), NPS 

Archives, Outer Banks Group, Manteo, NC. 

147 Fredrick E. Kelly, “Cape Hatteras National Seashore, Building Number 103, Bodie Island C.G Observation 

Tower, Historic Structure HS-1C, Review of the Situation Leading Up to the Loss of the Structure” N.D. There are 
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1979 Feb. 9 1879 Life-Saving Station, 1925 CG Station, and boat house placed on the 

National Register of Historic Places. 

 Jun. Lightning strike damages south end of 1879 roof.148

1984 Jan. Cape Hatteras National Seashore General Management Plan called for relocation of buildings. 

1987 Whalebone Junction, Cape Hatteras National Seashore, Master Plan prepared for moving of the buildings to become a welcome center.149

1988 1925 building used by Coast Guard as barracks while the new Oregon 

Inlet Station was being built.150

1991 Apr. Comprehensive renovations to the 1879 Station, including installation of 

kitchen cabinets and appliances, electrical, HVAC, plumbing. 

1997 Jan. 6- 

 Feb. 20 Replacement of all deteriorated pilings under 1879 station (residence) and 

 boat house (garage).151 

 

extensive files on this building including photographs and measured drawings in the Blg.103 file in archives of National Park Service, Outer Banks Group, Manteo, NC. 

148 Contact sheet of photographs by N. Howell Subject: Bodie Island LSS- Roof Damaged by Lightning Strike Date: 

June ’79. located in the building files of George Perrot National Park Service, Outer Banks Group, Manteo, NC. 

149 David Heiser, The Bodie Island Master Plan: A Site Analysis and Design Proposal for Visitor Center and Park 

Facilities, December 1, 1987, pp. II-9, II-10. copy in NPS Archives, Outer Banks Group, Manteo, NC. 150 Chenery III, Old Coast Guard Stations, pp. 35-36. 151 George Perrot, “Bodie Island Lifesaving Station. Foundation Repair and Replacement. Completion Report” 

March 16, 1999. 
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2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page I.C.1 

C. PHYSICAL DESCRIPTION 

General Description: 

The Station and Boat 

House in 2005 

As one drives south on North Carolina 

Highway 12 from Nags Head, the 1879 

Bodie Island Life-Saving Station and 1916 

Boat House are visible to the east, about six 

miles south of Whalebone Junction and 

about one half mile north of the entrance to 

the Bodie Island Lighthouse. A paved drive 

leads to a small parking area and the boat 

house, now used as a garage. Wooden steps 

from a concrete platform lead to a screened 

breezeway connecting the station and boat 

house; the primary entrance door to the station is in the breezeway. Both buildings are 

well-maintained, and in their current configuration, appear much like a residence to 

the passing Outer Banks vacationers. 

The 1879 Station is a finely detailed structure, originating from the standard 1876 

Type design for a life-saving station. The 

simple rectangular structure is covered with 

painted wood shingles at the first floor 

level, and painted vertical board-and-batten 

siding at the upper half story. Boards feature a decoratively sawn angled taper terminating in a diamond motif at the bottom. A 

large 11⁄2” diameter bead at the intersection 

of each corner trim board further accentuates the vertical dimension. Decorative 

brackets under the eaves at each corner 

visually support the wide overhangs, and 

the fascia boards on the gable ends feature a 

curving sawn detail at the eaves. Additional 

detailing and decorated cross bracing in the 

gable ends, however, has been removed. 

The west elevation, facing Highway 12, has 

two paired double-hung windows to the 

north, and two additional double-hung windows to the south. A central dormer window with hipped roof lights the second floor 

Figure C-1 Station and boat house 

from the northwest 

Figure C-2 Bracket and fascia detail 

with a double-hung window. On all elevations, the exterior window casings consist of 

flat boards that meet in pyramidal corner 

blocks, with a subtly peaked casing above 

the head of the windows. The simple, 

block-cut sills of all windows are wood. 

The north elevation houses two original 

double-hung windows in the gable end, with 

a small louver in the peak of the gable. A 

painted brick chimney projects from the 

wall near the west corner, with a sloping 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Part I.C Physical Description 

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Figure C-3 Station and boat house 

from the southeast 

Figure C-4 South gable of the station

shoulder on its east edge, to clear the window above and continue through the roof. 

The screened breezeway intersects the north 

elevation near its east corner. 

The east elevation, facing the sea, is mostly 

sheltered by the breezeway with its primary 

entrance door near the north corner. An additional entrance door is just south of center 

on the east elevation. The terminus of the 

breezeway is directly south of this secondary door. A paired double-hung window is 

located in the breezeway between these two 

doors, with a single double-hung exposed 

toward the south corner. A central dormer 

window on the second floor is identical to 

and symmetrical with that of the west elevation. 

The south elevation has a paired doublehung window in the center of the first floor, 

where the original boat room doors were 

located. Two double-hung windows on the 

second floor are symmetrical with those on 

the north elevation. 

The boat house is approximately fifteen feet 

from and oriented perpendicular to the station. It is also a rectangular structure with 

painted board and batten siding. An overhead garage door fills its original boat door 

opening, now facing west. Boat or vehicle 

access is provided into the building by a 

sloping wooden ramp. 

The north elevation of the boat house features a central double-hung window and a 

four-panel door near the east corner. The 

east elevation contains a central doublehung window, with an additional window in 

the gable end above, providing light to the 

attic. The south elevation has a central double-hung window and a four-panel door 

near the west corner. 

A one-story breezeway of screen on exposed wood studs extends along the east 

elevation of the station and connects to the 

south side of the boat house near its west 

end. 

Construction Characteristics: 

Original 1879 Station 

Structural Systems 

Foundation and Cross Walls: The wall 

plates of the 1879 Station are 1’-0” to 1’-6” 
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Cape Hatteras National Seashore, Nags Head, NC Part I.C Physical Description 

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above grade, resting on three rows of square 

and round pilings, roughly 8” diameter, 

round and square, spaced at 4’-0” on center, 

running north-south at the east and west 

elevations and down the center. A small 

crawl space area, accessed through a panel 

adjacent to the west elevation, provides an 

opening for visual observation of this area. 

Exterior Walls: The walls of the station are 

frame. No access to the framing pieces allowed for their precise measurement, but 

they are roughly 2x4. The station’s walls 

are sheathed on the exterior with diagonal 

boards, visible from within the attic, then 

covered with wood shingles at first floor, 

and board and batten siding above. The 

original wood shingles are split, 1⁄2” thick, 

51⁄2” wide, with 6” exposure. Replacement 

shingles, located on the north elevation, 

have a sawn face, are 3⁄8” thick and widths 

of 5”, 51⁄4”, and 51⁄2”. 

Floor Framing: First floor joists are 13⁄4” x 

91⁄2”, running east-west, at 16” on center. 

Second floor joists are inaccessible. 

The ceiling joists of the second floor, visible 

in the attic, are 2” x 51⁄2” circular-sawn pine 

set at 20” on center. 

Roof Framing: The gable roof of the station 

is framed with 1 7⁄8” x 6” circular-sawn pine 

rafters spaced at 20” on center. Rafters are 

joined at the peak by a 2” x 6” ridge board; 

at the center of the building, where a lookout tower was previously located, the framing boards measure 2” x 5”. The deck 

boards over the majority of the roof are circular sawn, in random widths of 8” to 101⁄2”. 

At the roof patch over the center portion 

where the lookout tower once stood, the 

deck boards are 12” wide. The roof and attic framing reveal the positions of an earlier 

interior chimney at the north gable, the enclosed lookout tower at the center of the attic, and the open lookout tower near the 

south gable. 

Figure C-5 Attic of the station 

Figure C-6 Detail of north gable end and chimney

Exterior Features 

Roof & Rainwater Drainage: The roof of 

the station is wood shingle, with a 51⁄4” to 

51⁄2” exposure. The station does not currently have gutters or downspouts, though 

historic photos show that it did have halfround, hung gutters.

Chimney: The chimney on the north elevation of the station dates to 1955, when the 

building was moved to its current location. 

The bricks are machine-made, laid in common bond, with a simple two-course corbel 

at its top. 

Roof Cornice: At the gable ends on the 

north and south elevations, the large rake 

boards are chamfered and embellished with 

a bead and large cove molding meeting the 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Part I.C Physical Description 

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Figure C-7 Detail of fascia and rake boards 

Figure C-8 Detail of north gable, showing wood 

shingles and board and batten siding 

wood shingle roof. At the east and west 

elevations of the station, a cove molding 

accentuates the intersection of wood shingle 

roof and fascia board. 

Walls: The intricately textured wall surfaces of the 1879 Station stem from the 

Stick Style design of the standard 1876 

Type life-saving station. The square-end, 

wood shingles on the first floor elevations 

and diamond-pattern, board-and-batten siding on the second floor elevations serve to 

decorate and pattern the wall surfaces, a 

typical Stick Style characteristic. Early 

 photographs show how this texture was 

originally further accentuated with contrasting paint colors; the board and batten siding 

was a dark color against a lighter board dividing the two levels. The wood shingles 

were also a dark color, with light-colored 

corner boards highlighted with a darker vertical corner bead. Window trim, fascia 

boards, and the original gable end decorative elements were also of contrasting color 

intensities. 

A 1917 photo of the station shows continuation of the contrasting shades, while a 1935 

photo appears to show the building painted 

entirely white or a very light color. Photos 

of the 1955 relocation of the building exposed the original color scheme where the 

lean-to was removed, but the building has 

been painted white ever since. 

Doorways: Both entrances to the station are 

on the east elevation, sheltered by the modern breezeway. Both were added quite late; 

the current primary entrance, a sash door, 

was installed near the north corner sometime between 1923 and 1945. The kitchen 

entrance, also a sash door, was added in 

1955. 

Windows: The windows of both levels of 

the station are four-over-four double-hung 

wood sash, measuring 2’-8” x 6’-6”, except 

in the kitchen where the windows are half 

the length. Only on the second level, in the 

gable ends and dormers, are the window 

openings original. Of these, the two dormer 

windows and the easternmost window of the 

north elevation contain original sash, Type 

S-1, which contain both vertical and horizontal muntins of Type M-1. The remain-
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

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ing windows of the second level exhibit 

combinations of window sash types, including all three types of muntins found at the 

station. At the dormer window accessed 

above the breezeway, mortises in the casing 

for earlier shutter hinges are visible. 

All windows on the first floor are modifications. Most of these windows were installed 

in 1955, upon the relocation and rehabilitation of the building; the others were installed in 1945. All first floor window 

sashes are Type S-3, which feature a horizontal Type M-1 muntin and vertical Type 

M-3 muntin. 

Porches: A one-story breezeway of screens 

on exposed wood studs, constructed when 

the buildings were relocated in 1955, extends along the east elevation of the station 

and connects to the south side of the boat 

house. Two screen doors provide access to 

the breezeway; one is located on the west 

elevation adjacent to the parking area, and 

the other is on the south elevation. 

The walls of the breezeway are formed with 

conventional framing of 2x4s at 16” on center, every third stud a 4x4. Screens are attached to the exterior surfaces of the framing under trim boards. Flooring is formed 

of unfinished 1x deck boards. The breezeway roof is a shed roof sloping toward the 

east, supported with 2x6 rafters at 16” on 

center and covered with built-up roofing. 

Interior Features

Room 101: This is a large L-shaped room 

created in the 1955 rehabilitation, 22’-1” x 

19’-0” in the long dimensions. Now occupied by several ranger’s desks, it served as a 

living/dining area when the station was used 

as a residence. The primary entrance to the 

station is in this room, on the east wall near 

the north corner. Adjacent to this door is 

the stair to the second floor. Though in its 

original location, the stair was modified 

from its original enclosed configuration 

Figure C-9 Detail of dormer window with 

shutter hinge mark 

Figure C-10 Breezeway interior 

with winders at the base, to an open 

straight-run stair in the 1955 rehabilitation. 

The portion of the room’s south wall that is 

adjacent to the stair and kitchen, and the 

wall enclosing the closet under the stairs are 

the only original interior wall locations remaining on the first floor. 

• Flooring: The 31⁄8” wide varnished pine 

flooring, probably dating to the 1955 remodeling, runs east-to-west, on top of the 
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Figure C-11 Room 101 

Figure C-12 Staircase in Room 101

earlier flooring. A section of the earlier 

21⁄4” wide, painted oak flooring of unknown 

date running north-to-south is visible in the 

closet beneath the stairs. 

• Walls: A 1955-era, varnished knotty 

pine wood paneling covers the walls in the 

Room 101. Painted 1⁄4” plywood constitutes 

the wall surfaces inside the under-stair 

closet. 

• Doors: In the main entrance created in 

1945 on the east wall, there is a sash door, 

presumably of the same period. It is varnished on the interior face and painted facing the exterior breezeway. The casing is 

comprised of planks measuring 53⁄8” x 3⁄4”. 

A doorway on the south wall opens into 

Room 103, the hall, and a 6’-101⁄2” wide 

cased opening on the east wall leads to 

Room 102, the kitchen. The casing on both 

sides is made of 4” x 3⁄4” planks. These casings, like all other window and door casings 

in the station, meet with square ends at the 

corners. 

• Windows: Four 1955-era four-overfour double-hung windows are located on 

the west wall of the room in pairs of two. 

They are framed with 4” x 3⁄4” square-edge, 

plank board casings. All sashes are Type S3. The modern exterior storm windows are 

enclosed in an aluminum metal frame, while 

the modern interior wood storm windows 

are made of tempered glass with a varnished 

wood frame. Both date to 1991, when a 

new HVAC and plumbing system was installed and other repair work was completed. Interior storm windows throughout 

the station are secured in their openings by 

several small blocks of wood screwed directly into the jambs and head. 

• Ceiling: Gypsum board was installed in 

the 1955 remodeling, and replaced in the 

1991 HVAC installation. In addition, a 

varnished crown molding, 1955-vintage, 

separates the gypsum board ceiling from the 

wood paneled walls. Modern fluorescent 

tubes provide lighting to the room. 
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• Baseboards: A 1955-era varnished 

wood baseboard, Type B-1, extends around 

the perimeter of the room. 

• Finishes: The floors, baseboards, doors 

and casements, window sash and casements, 

crown molding, stair elements, brick mantel 

and hearth are varnished, as is the paneled 

wood of the walls. The gypsum board ceiling is painted.

• Other Features: A set of stairs installed 

in 1955 leading to the second level of the 

building lies immediately to the left as one 

enters the front door. The newel post, balusters, and handrail appear to be latenineteenth century in design and may be 

salvaged from another building. The turned 

newel post is varnished walnut, measuring 

53⁄4” x 53⁄4” x 3’-65⁄8”, as are the handrail and 

11⁄2” diameter turned balusters. The 9”-tall 

pine risers lead up to a landing with 21⁄4” 

varnished pine tongue-and-groove flooring. 

Rubber safety strips cover the 10”-deep pine 

treads. Underneath the stairs, a closet provides storage. Random width painted 

tongue-and-groove boards compose the underside of the stair carriage, visible in the 

closet. 

On the north wall of the room is a 1955-era 

fireplace, made with modern, machinemade 33⁄8” x 113⁄4” x 15⁄8” varnished Roman 

bricks and finished with a 5’-23⁄4” x 9” x 3” 

varnished pine shelf mantel. The firebox is 

made of firebrick, while the hearth is made 

of 73⁄4” x 31⁄2” brown brick. 

 

On the south wall of the room, a varnished, 

pine-paneled bookcase separates a pair of 

varnished, pine-paneled cabinets. All of 

these built-in units are sheathed with the 

same boards as the wall and date to 1955. 

Hard-wired smoke and motion detectors are 

present, and security system contacts are 

installed at the front door. Additionally, 

there is a hand-held fire extinguisher at the 

Figure C-13 Paneling detail in Room 101 

Figure C-14 Fireplace in Room 101

bottom of the staircase, BLH, Inc., Outer 

Banks ABC type #5. 

Room 102: This kitchen was created in the 

1955 rehabilitation and measures 19’-3” x 

7’-101⁄2”. 

• Flooring: Sheet vinyl flooring is in 
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Cape Hatteras National Seashore, Nags Head, NC Part I.C Physical Description 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page I.C.8 

Figure C-15 Room 102

place in the kitchen. 

• Walls: Modern painted gypsum board 

walls enclose the kitchen area. 

• Doors: The door, positioned on the east 

wall of the room leading to the breezeway, 

is a 1955-era sash door, varnished on its interior side and painted on the exterior. A 

6’-10 1⁄2” wide cased opening on the west 

wall leads to Room 101. Both casings are 

made of 4” x 3⁄4” planks. 

• Windows: A pair of 1955-era doublehung windows are over the sink on the east 

side of the room. They are cased with 4” x 

3⁄4” planks. 

• Ceiling: Painted gypsum board was installed in 1991, when the ceiling height was 

dropped in order to accommodate ductwork. 

Modern fluorescent tubes provide lighting 

to the room. 

• Baseboards: None are present. 

• Finishes: The door and cabinet trim are 

varnished, and the gypsum board ceiling 

and window sashes are painted. 

• Other Features: The laminated base and 

wall cabinets, dating to 1991, are trimmed 

with varnished, golden oak. There is an 

electric stove on the north wall of the room. 

A double bowl, stainless steel kitchen sink 

is on the east wall, and a refrigerator is on 

the west wall. Hard-wired smoke and motion detectors are present, and security system contacts are installed at the door. 

Though inaccessible, it is assumed that the 

building’s hot-water heater is located in the 

base cabinet in the southwest corner of the 

room. 

Room 103: This hallway provides access to 

a restroom and bedroom, now used as a 

ranger’s office. Created in the 1955 rehabilitation, this room measures 8’-2” x 3’-

51⁄2”. 

• Flooring: The 1955-vintage 31⁄8” varnished, pine flooring runs east-to-west 

throughout the room. 

• Walls: Painted gypsum board covers the 

walls. 

• Doors: A varnished, hollow-core slab 

door, 1955-vintage, provide access from 

Room 101, the living/dining room. This 

doorway, the one to the south to Room 105, 

and to the west to Room 104, are all cased 

with plank boards. 

• Windows: None are present. 

• Ceiling: A 1991-vintage light fixture is 

installed on the painted gypsum board ceiling. 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Part I.C Physical Description 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page I.C.9 

• Baseboards: A 1955-era varnished 

wood baseboard, Type B-1, extends around 

the perimeter of the room. 

• Finishes: Doors and baseboards are varnished, and the gypsum board walls and 

ceiling are painted. 

• Other Features: Hard-wired smoke and 

motion detectors are installed. 

Room 104: This room is a residential-type 

bathroom, installed in the 1955 rehabilitation and redone in 1991. L-shaped and 

measuring 8’-2” x 6’-10” in the long dimensions, it contains a mechanical closet which 

protrudes 3’-10” x 3’-3” from the room’s 

northeast corner, and is accessed from this 

room. 

 

• Flooring: Modern sheet vinyl flooring 

covers the bathroom floor. 

• Walls: The walls are painted plywood 

and date from the 1955 renovations. 

• Doors: A varnished hollow-core, 1955-

era slab door provides access from the hall, 

Room 103. Another opens from the mechanical closet located in this room. Both 

doorways are cased with plank boards 

measuring 4” x 3⁄4”. 

• Windows: One four-over-four doublehung 1945-era window, sash Type S-3, 

opens to the west. The casing is made of 

plank boards, 4” x 3⁄4”. The window has an 

aluminum exterior storm window and a varnished wood interior storm window. Water 

damage exists on the two sides of the window casing. 

• Ceiling: A heat lamp/light, 1991-

vintage, is installed in the painted gypsum 

board ceiling. 

• Baseboards: None are present.

• Finishes: The walls and ceiling are 

painted. 

• Other Features: A 1’-7” deep by 3’-53⁄4” 

long countertop sink and cabinet is on the 

south wall of the room, at the east corner. 

Adjacent on the south wall is a toilet. A 3’-

7” square angled tub occupies the northwest 

corner, next to the mechanical closet. All 

date to 1991. 

Room 105: This room measures 10’-51⁄2” x 

19’-0”, and was created in the 1955 rehabilitation. Now used as a ranger’s office, it 

served as a bedroom when the station was 

used as a residence. Two closets with sliding doors are on the north wall, in the northeast corner. 

• Flooring: The 1955-vintage 31⁄8” varnished, pine flooring runs east-to-west 

throughout the room. The early 21⁄4” golden 

oak flooring is exposed in the closets and 

runs north-to-south. 

• Walls: Painted gypsum board walls dating to 1955 are present everywhere except 

the closet’s perimeter, where varnished pine 

panels of the same period sheath the walls. 

• Doors: A varnished hollow-core, 1955-

era slab door on the north wall of the room 

provides access from the hall, Room 103. 

The casing is made of plank boards, 4” x 

3⁄4”. A 1955-era pair of varnished hollowcore, slab sliding doors are used to close the 

closets. 

• Windows: Two 1945-era four-over-four 

double-hung windows, sash Type S-3, are 

paired in the middle of the south wall, 

where the boat room opening once was. One 

1945-era four-over-four double-hung window, sash Type S-3, is near the center of 

both the west and east walls, opposite one 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Part I.C Physical Description 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page I.C.10 

Figure C-16 Window muntins in Room 201 

another. All the window openings are cased 

with plank boards, 4” x 3⁄4”. Water damage 

exists on the painted casing above the south 

windows, as well as on the west window. 

All windows have modern aluminum exterior storm windows and modern varnished 

wood interior storm windows, installed in 

1991. 

• Ceiling: Gypsum board was installed in 

1955, and replaced in the 1991 HVAC installation. In addition, a varnished crown 

molding, 1955-vintage, separates the gypsum board ceiling from the gypsum board 

walls. Modern fluorescent tubes provide 

lighting to the room. 

• Baseboards: Varnished wood baseboards, Type B-1 dating to 1955, extend 

around the perimeter of the room. 

• Finishes: Wood paneled walls are varnished; gypsum board wall and ceiling surfaces are painted. 

• Other Features: Hard wired smoke and 

motion detectors are present, as is a handheld fire extinguisher, BLH, Inc. Outer 

Banks ABC type #12.

Room 201: This room is largely in its original configuration; it was first used as the 

Keeper’s quarters and now functions as a 

ranger’s office. Measuring 12’-51⁄2” x 15’-

83⁄4”, it has a closet in the northeast corner, 

tucked under the gable roof. 

• Flooring: The flooring in this room, 

probably dating to 1955, is 31⁄4” wide varnished golden oak, running east-to-west. It 

is atop an earlier, probably original, painted 

pine tongue-and-groove plank floor in random widths of 4”-51⁄2” running north-tosouth. The pine floor is exposed in the 

closet. 

• Walls: Varnished knotty pine boards of 

1955-vintage are arranged vertically to 

panel all walls; the pattern continues on the 

sloped underside of the roof on the east and 

west sides of the room. In the closet, however, 1885-era painted beaded boards, in 

random widths of 2”-31⁄2” with a 1⁄8” bead, 

are arranged horizontally to cover the walls. 

• Doors: Hollow-core slab doors of 1955-

vintage with five-knuckle, 3” brass hinges, 

serve both the closet and Room 202, the 

stair hall. The casings for both doorways 

are of the same era and are made of 4” x 3⁄4” 

pine plank. 

• Windows: Two 1879 four-over-four 

double-hung windows are in their original 

locations on the gable end of the north wall. 

The easternmost window has a Type S-1 top 

sash and a Type S-3 bottom sash. The 

sashes of the westernmost window are both 

Type S-1. The casings are pine plank, 

measuring 4” x 3⁄4”. Both windows have 

modern aluminum exterior storm windows 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Part I.C Physical Description 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page I.C.11 

and modern varnished wood interior storm 

windows, installed in 1991. 

• Ceiling: Gypsum board was installed in 

1955 and replaced in the 1991 HVAC installation. Modern fluorescent tubes provide 

lighting to the room. 

• Baseboards: Varnished pine baseboards 

of 1955-vintage, Type B-2, created from 

sections of the paneling with cove detail, 

line the room. 

• Finishes: Walls, flooring, baseboards, 

and doors are varnished, while the ceiling is 

painted. 

• Other Features: Hard-wired smoke and 

motion detectors are installed.

Room 202: This room, the stair hall, provides direct access to the stairs to the first 

floor and entry into all rooms of the second 

floor. It measures 10’-51⁄2” x 8’-11⁄2”. 

• Flooring: The flooring, probably dating 

to 1955, is 31⁄4” varnished golden oak, running east-to-west, over an earlier floor. The 

flooring of the stair landing is 21⁄2” varnished pine. 

• Walls: Varnished knotty pine boards of 

1955-vintage are set vertically to panel the 

vertical as well as sloping wall surfaces.

• Doors: The doors to Rooms 201, 203, 

and 204A have identical casings made of 4” 

x 3⁄4” plank boards. 

• Windows: One 1879 four-over-four double-hung window in the east dormer has 

Type S-1 sash and also serves as a fire escape onto the breezeway roof. A varnished 

interior storm window is in place, somewhat 

negating its function as an emergency exit.

• Ceiling: Gypsum board was installed in 

Figure C-17 Room 202 

1955, and replaced in the 1991 HVAC installation. A 1991-era incandescent lighting 

fixture is in place. 

• Baseboards: Varnished pine baseboards 

of 1955-vintage, Type B-2, created from 

sections of the paneling with cove detail, 

line the room. 

• Finishes: Walls, flooring, baseboards, 

windows, doors, casings, and trim are varnished; the ceiling is painted. 

• Other Features: Hard-wired smoke and 

motion detectors are installed. A turned balustrade with handrail extends from the east 

wall to a turned newel post to form the top 

terminus of the staircase; this section may 

be an original 1879 feature. 

Room 203: This room, the bathroom, occupies the west half of the center portion of 

the second floor, opposite the hall. It measures 10’-51⁄2” x 10’-51⁄2”. 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Part I.C Physical Description 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page I.C.12 

Figure C-18 Closet in Room 204A, showing early 

flooring and beaded wall board 

• Flooring: Modern sheet vinyl flooring is 

in the bathroom. 

• Walls: Varnished, knotty pine boards 

were installed vertically to panel the vertical 

as well as sloping walls in 1955. 

• Doors: A hollow-core slab door opens 

from Room 202, the stair hall. The doorway 

casing is 4” x 3⁄4” plank boards. The door 

and the casing date to 1955. A pair of small 

double doors constructed of the wall paneling provides access to a built-in cabinet 

along the west wall; these doors do not extend to the floor. 

• Windows: One 1879 four-over-four 

double hung window is present in the west 

dormer of the bathroom. It has Type S-1 

sash. The window casing, installed in 1955, 

is comprised of 4” x 3⁄4” plank boards. A 

modern aluminum exterior storm window 

and a modern varnished wood interior storm 

window were installed in 1991. 

• Ceiling: A modern heat lamp/light of 

1991-vintage is installed into the gypsum 

board ceiling. Additionally, a small square 

access panel to the attic is above the bathtub/shower unit. At this panel it is evident 

that the original woos 21⁄2” x 3⁄4” tongue and 

groove ceiling board is still in place under 

the gypsum board and a layer of 1⁄4” plywood. 

• Baseboards: Varnished pine baseboards, 

1955-vintage, Type B-2 created from sections of the paneling with cove detail, line 

the room. 

• Finishes: Walls, baseboards, door, window, casing, cabinet, and trim are varnished; the ceiling is painted. 

• Other Features: A modern standard 

bathtub/shower unit is located along the east 

wall. Adjoining it on the south wall are a 

1’-10” x 2’-61⁄2” countertop sink with cabinet and a toilet. These features date to 

1991.

Room 204A: This room, now a ranger’s office, is carved from a room originally used 

as the crew’s quarters. A portion of the 

original room was walled off along the entire east wall to create a long attic, Room 

204B, and two small closets along the north 

wall, apparently during the 1955 remodeling. The room remaining now measures 

16’-91⁄2” x 14’-7”. 

• Flooring: The floor has 31⁄4” wide varnished golden oak boards, running east-towest, over an earlier probably original floor. 

The closets have the earlier, probably original, painted pine tongue and groove flooring 

exposed, in random widths of 4” to 5 1⁄2” 

running north-to-south. 

• Walls: Varnished knotty pine boards, 

1955-vintage, are installed vertically to 

sheath both vertical and sloping walls. In 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Part I.C Physical Description 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page I.C.13 

the closets, however, early painted beaded 

board, in random widths of 2” to 4” with 1⁄8” 

bead, is set horizontally to sheath the walls. 

• Doors: A hollow-core slab door leads 

from Room 202, the stair hall; the doorway 

is cased with plank boards, measuring 4” x 

3⁄4”. Board and batten doors open from the 

two closets in the north wall; the west closet 

door measures 2’-43⁄4” x 5’-111⁄4” x 3⁄4”, 

while the east closet door measures 2’-01⁄4” 

x 6’-21⁄2” x 3⁄4”. Two additional board and 

batten doors on the east wall lead to the attic 

room. The closet and attic doors have 

1955-era cabinet latches. 

• Windows: Two 1879 four-over-four 

double-hung windows are on the south wall, 

in the gable end. Both sashes of the easternmost window are Type S-2. The westernmost window has a Type S-2 top sash 

and a Type S-3 bottom sash. Both window 

casings were installed in 1955 and consist 

of plank boards, measuring 4” x 3⁄4”. Both 

windows have modern aluminum exterior 

storm windows and modern varnished wood 

interior storm windows, which were installed in 1991. 

• Ceiling: Painted gypsum board was installed in 1955 and replaced in the 1991 

HVAC installation. Modern fluorescent 

tubes provide lighting to the room. 

• Baseboard: Varnished pine baseboards, 

1955-vintage Type B-2, created from sections of the paneling with cove detail, line 

the room. Inside the closets, the 1885 

painted baseboard, Type B-3, still remains. 

• Finishes: The floor, walls, baseboards, 

doors, windows, casings, and trim in this 

room are varnished. The gypsum board ceiling is painted. The two closets in this room 

have painted floors, walls, and baseboards. 

• Other Features: Hard-wired smoke and 

Figure C-19 Window muntins in Room 204A

motion detectors are installed.

Room 204B: This attic room, created in the 

1955 rehabilitation, measures 19’-3” x 4’-

0”. 

• Flooring: Painted tongue-and-groove pine 

boards in random widths of 4” to 51⁄2”, 

probably original, run north-to south. 

• Walls: Painted beaded board, in random 

widths of 2” to 31⁄2” with 1⁄8” bead, dating to 

1885 are aligned horizontally to cover the 

north, east, and south walls. The west wall, 

a 1955 addition, is covered with gypsum 

board. 

• Doors: Two 1955-vintage board and batten doors, measuring 2’-43⁄4” x 6’-4” x 3⁄4”, 

provide entrance to this room from Room 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Part I.C Physical Description 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page I.C.14 

Figure C-20 View into Room 204B from Room 204A

Figure C-21 1955-vintage door hardware

204A. The doors have 1955-vintage, cast 

“Colonial” style latches and hinges. 

• Windows: None are present. 

• Ceiling: Painted beaded board, in random 

widths of 2”-31⁄2” with 1⁄8” bead, dating to 

1885, covers the sloping ceiling. 

• Baseboards: Baseboards, Type B-3 

from the 1885 installation, are in place on 

the north, east, and south walls. 

• Finishes: All floors, walls, and baseboards are painted, as is the ceiling. 

• Other Features: Modern, built-in wood 

shelves are located along the north and 

south walls.

Construction Characteristics: 

1916 Boat House 

Structural Systems 

Foundation: The boat house is supported 

primarily on 8” square treated pilings, with 

two 9”-10” diameter round, creosoted piles 

at the west end of the north wall. Two interior rows of 8” piles and girders support the 

floor joists at third points of their northsouth span. The space under the boat house 

is open. Notching at the center of the east 

and west sill plates indicates that a center 

girder initially spanned east-west. 

Floor & Wall Framing: The boat house 

floor consists of 51⁄2” x 51⁄2” older joists at 

24” on center, resting on approximately 8” 

square wall plates. At the east end, newer 

13⁄4” x 101⁄2” joists are sistered onto the early 

joists to provide additional support. A 

girder, now missing, originally provided 

support to the floor joists at center span; two 

girders, probably dating to the 1955 relocation, now provide support at the one-third 

points in the span. The walls are frame construction but actual dimensions of the framing members could not be accessed. 

Roof Framing: The gable roof of the boat 

house is framed with 2” x 4” circular-sawn 

rafters spaced at 20” on center, with no 

ridge board. At every other rafter a 2” x 6” 

collar beam is nailed into position. Roof 

deck boards are 3⁄4” thick and alternate between widths of 3” and 111⁄2”. 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Part I.C Physical Description 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page I.C.15 

Exterior Features 

Roof & Rainwater Collection/Dispersal: 

The roof is wood shingle, with a 51⁄4” to 

51⁄2” exposure; the building currently does 

not have gutters or downspouts. 

Roof Cornice: The fascia and rake boards 

of the boat house feature a quarter-round 

molding at the intersection of the wood 

shingle roof. 

Walls: The boat house has board and batten 

siding, much simpler in detail than that of 

the station. Plain plank board vertical battens approximately 10” wide are covered at 

the seams by 2” diameter half-round battens. The earliest photos of this building, 

circa 1955, show it painted white or a similar light color, with a contrasting boat door. 

This paint scheme has continued. 

Doorways: The door into the boat house 

from the breezeway, on its south elevation, 

is a four-panel door with flat board surrounds and pyramidal corner blocks. An 

additional pedestrian door is on the north 

elevation, near the east side. Both doors 

were probably salvaged from the boat house 

that collapsed in the 1915 storm. 

Windows: A single six-over-six doublehung window is located in the center of the 

north and south elevations. A third sixover-six window is near the center of the 

east elevation. All have exterior casings 

similar to the station, with flat boards, pyramidal corner blocks, and a shallow peak 

on the head casing. All three windows appear to date to the 1916 period of construction. These three windows also have modern aluminum exterior storm windows. 

A modern window on the east elevation in 

the gable end provides light to the attic. It 

has a more simplified, plank board surround. 

Figure C-22 Foundation and floor structure of the 

boat house, looking west 

Figure C-23 Attic of boat house 

Figure C-24 Fascia and wall of boat house
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Part I.C Physical Description 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page I.C.16 

Figure C-25 Door on south elevation of boat house 

Figure C-26 Windows on east elevation of boat 

house

Interior Features 

Room 101: The boat house consists of one 

large room, originally containing the surf 

boats and rescue apparatus. This room 

measures 15’-31⁄2” x 37’-3”. The first 29’-

5” from the west elevation’s overhead garage door features sloping transition walls 

where both the north and south walls meet 

the ceiling, roughly 2’ wide at a 45 ̊ angle. 

At the remaining 9’-10” rear portion of the 

room, a trim board spans north to south 

across the ceiling, visually separating this 

area where the walls and ceiling meet at 

right angles. 

• Flooring: The flooring is modern wood, 

1955 vintage, with plank boards running 

east to west on top of the lower flooring to 

create two raised areas on which vehicle 

tires can rest. These raised sections extend 

from the garage door to the cased area at the 

rear. There is no subfloor. 

• Walls: The walls are covered with 31⁄2” 

tongue and groove wood boards, each board 

with two 1⁄4” beads, one at the edge and one 

in the center. The boards are unpainted.

• Doors: The main pedestrian entrance to 

the boat house is on the south wall, sheltered by the breezeway which connects to 

the station. The west wall of the boat house 

contains a large overhead garage door, fitted 

with a modern opening system. A little-used 

pedestrian door is on the north wall, near 

the rear of the room. 

• Windows: Three early, six-over-six double-hung windows are located in the boat 

house. A modern fourth window in the east 

gable end provides light in the attic. 

• Ceiling: The ceiling is covered with the 

31⁄2”, tongue and groove wood boards, 

matching those of the walls. 

• Baseboards: None are present.
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Part I.C Physical Description 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page I.C.17 

• Finishes: There are no painted or varnished finishes in this room. 

• Other Features: An access opening to 

the attic is located at the east wall to which 

a wooden ladder is permanently affixed. 

Summary of Conditions 

Both the 1879 Station and the 1916 Boat 

House have been well-maintained and are in 

good condition. Both are in active use by 

National Park Service staff. 

The Boat House does not have mechanical 

and plumbing systems, but it does have 

electrical power, which is operational. 

The 1879 Station has electrical power for 

lighting, a security system, a heat pump 

Figure C-27 View of boat house Room 101, looking 

northeast

cooling and heating system, two fully functional bathrooms, and a kitchen. 

The only observed evidence of deterioration 

was a few areas of water infiltration at windows and exterior siding. They are very 

minor problems that can be easily remedied. 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Part I.C Physical Description 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page I.C.18 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Part II.A Introduction 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page II.A.1 

PART II: TREATMENT & USE 

A. INTRODUCTION

When the federal government officially assumed maritime life-saving responsibilities 

at mid-nineteenth century, the Treasury Department coordinated these activities 

through its Life-Saving Service division. 

Quite soon the advantages of having standardized designs for the life-saving stations 

were recognized. Over the next halfcentury, until the Coast Guard took over 

these maritime responsibilities in 1915, 

Treasury Department architects prepared 

several basic design types. 

First was the 1871 Type, named for the year 

in which it was conceived. All of the facilities with this design were built in New England. Simple and efficient, it established a 

pattern of room configuration that continued 

in later design types. 

The 1874 Type, also called the Chandler 

Type for its architect, used the established 

spatial layout, but its ornate exterior was detailed in the Carpenter Gothic style. Seven 

stations of this design were built in North 

Carolina. The 1875 Type, which followed, 

took the same basic form as the previous 

two designs but was executed in the Stick 

Style. No 1875 Type stations were built in 

North Carolina. 

The 1876 Type was much the same as the 

previous design except that the Stick Style 

details were simplified. Eleven stations of 

this design were built in North Carolina during 1878-79. In this group was Tommy’s 

Hummock Life-Saving Station, which 

opened in January 1879 and was later renamed Bodie Island Station. 

Figure A-1 1874 Type at Little Kinnakeet, c. 1890s 

(North Carolina State Museum of Natural Sciences) 

Figure A-2 1876 Type at Big Kinnakeet,unknown 

date (Outer Banks History Center) 

The next version, the 1882 Type, retained 

the basic form of the previous design but 

replaced the open observation platform with 

an enclosed tower and added a lean-to at the 

entrance on the long façade. That these 

were useful improvements was confirmed 

by the decision to add both features to the 

recently constructed Bodie Island Station. 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Part II.A Introduction 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page II.A.2 

Figure A-3 1882 Type at Cape Lookout, c. 1893 

(Cape Lookout National Seashore Collection) 

 

Figure A-4 Southern Pattern Type at Little Kinnakeet, 1935 

(US Coast Guard) 

Figure A-5 Chatham Type at Cape Lookout, 1917 

(Cape Lookout National Seashore Collection)

The lean-to was added soon after initial construction, and modifications for an enclosed 

lookout tower were made to the station in 

1900. Seven 1882 Type stations were constructed in North Carolina. 

The next generations of station types departed from the basic form of the first designs. Quonochontaug, Chicamacomico, 

and Southern Pattern type stations were built 

in North Carolina between 1894 and 1913. 

Of the thirteen of these three types built in 

North Carolina, two are now owned by the 

National Park Service, a third by a private 

historical association, and another by Dare 

County; each of the three station types is 

represented in this group. 

The last design of the Life-Saving Service 

before merging with the Revenue Cutter 

Service to form the U.S. Coast Guard in 

1915 was the Chatham Type, first built in 

1914 in Chatham, Massachusetts. It was a 

greatly enlarged and improved design, reflecting decades of evolving responses to a 

persistent need. Among the improvements 

were indoor plumbing, radiant heat, electrical lighting, and a kitchen. This design continued to be implemented by the Coast 

Guard until the late 1920s. Seven of the 

Chatham Type of life-saving stations were 

built in North Carolina. One of these was 

the Bodie Island Coast Guard Station which 

opened in 1925, a short distance from the 

1879 Life-Saving Station of the 1876 Type 

which it replaced and 1916 Boat House. 

Coast Guard staff operated out of the 1879 

Station until the larger and more accommodating 1925 Station was finished. They also 

returned to the 1879 Station when a 1933 

hurricane severely damaged the new Chatham Type station, forcing it to close for repairs. The following year, the staff moved 

back into the partially rebuilt Chatham Type 

station. The 1879 Station and the Boat 

House once again served in various ancillary 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Part II.A Introduction 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page II.A.3 

roles to the main operations housed in the 

1925 Station. 

These two Coast Guard stations, located 

about one mile north of the Bodie Island 

Lighthouse, are both listed on the National 

Register of Historic Places, and contribute 

greatly to the maritime heritage of what is 

now Cape Hatteras National Seashore. The 

following sections will address recommendations and alternatives for treatment and 

use, in order to maximize the interpretive 

value of these stations in the context of the 

park and the Outer Banks as a whole. 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Part II.A Introduction 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page II.A.4 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Part II.B Ultimate Treatment and Use 

 2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page II.B.1 

B. ULTIMATE TREATMENT AND USE 

The two station buildings at Bodie Island, an 

1876 Type station completed in 1879 and a 

Chatham Type station completed in 1925, 

are tangible records of the evolving response 

of the Life-Saving Service to a then-urgent 

public need: rescuing the survivors of shipwrecks. Though each building was later 

adapted for other uses, the original purpose 

for each building established its period of 

greatest significance. 

Both of these station types are now rare. 

This scarcity adds to their interpretive value 

and adds urgency to the need to preserve and 

restore each building. 

Site 

The well-being of the 1879 Life Saving Station (1876 Type) /1916 Boat House and the 

1925 Chatham Type Station at Bodie Island 

is especially precarious. Beach erosion has 

been a problem since the earliest days of the 

Life-Saving Service. Attempts at hardening 

the shorelines to slow or reverse the process 

have been unsuccessful, and current National Park Service policy and North Carolina state law forbid the practice. These 

buildings, now very close to the rapidly advancing ocean, are, to quote one park official, “just one hurricane away from being 

lost.” Relocation appears to be the only 

option for saving these buildings from imminent destruction. 

The 1984 Cape Hatteras National Seashore 

General Management Plan (GMP) recommended relocation of the buildings to the 

north entrance of the park, along the west 

side of North Carolina 12, near Whalebone 

Junction. This parcel is about six miles 

north of the current site. The plan further 

recommended using the structures as a visitor center complex. No action was taken, 

and finally a new visitor center was constructed on the site. In addition, that area 

has undergone extensive development in the 

intervening twenty years. This setting is 

now distinctly urban, and traffic is very 

heavy. 

Of paramount concern in considering a site 

for relocation of an historic structure, is the 

need to replicate site characteristics similar 

to those present during the structure’s period 

of significance. In the case of these structures, the predominant characteristic has always been the openness of the undeveloped 

coast line. 

Orientation and visual relationships to major 

area features, which are also important in 

site selection, are especially critical for these 

station buildings. A natural feature, the 

ocean, is the sole purpose for their being. 

As for man-made features, the Bodie Island 

Lighthouse is the only historical structure 

that dominated the original landscape. 

In the broader context of location, it is important to remember that these stations were 

originally placed at regular intervals along 

the coastline; therefore, placement in close 

proximity to their historical location is also 

important. 

Once visual relationships are honored and a 

specific site is chosen, directional orientation to reproduce sun angles, wind directions, and other conditions is important. 

Again, for these station buildings that were 

specifically designed with such conditions in 

mind, orientation is paramount. In addition, 

orientation and proximity of the stations to 

one another are considerations that are vital. 

Given these considerations, it is recommended, regardless of the chosen treatment 

to the buildings themselves, that the build-
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Part II.B Ultimate Treatment and Use 

 2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page II.B.2 

ings be relocated at the entrance to the Bodie 

Island Lighthouse. This site would have the 

following advantages: 

• Continues the open, undeveloped, 

coastal setting consistent with the 

historical periods; 

• Continues the same orientation and 

visual relationship to the major natural feature, the ocean; 

• Continues the same orientation and 

visual relationship to the major manmade site feature of the historical period, the Bodie Island Lighthouse; 

• Continues the historical pattern of 

placement of stations at four- to fivemile intervals along the coastline; 

• Reestablishes the historic directional 

orientations of the relocated buildings; 

• Establishes a more historically accurate proximity of the buildings to one 

another; 

• Places major tourism destinations 

(the life-saving stations and the 

lighthouse) in close proximity to one 

another, thus encouraging visitation 

to both; 

• Provides additional opportunities for 

interpreting the Bodie Island Lighthouse by providing auxiliary space 

nearby for administrative activities; 

• Provides opportunity to view a variety of historic building types (1876 

Type Life-Saving Station, Lighthouse, Light Keeper’s Residence, 

Boat House, and Chatham Type Station) in proximity to a modern building type (United States Coast Guard 

Station at Oregon Inlet), all constructed as responses to evolving 

maritime needs; 

• Avoids nearby sensitive marshlands; 

• Utilizes electricity and water lines 

that already are established on site; 

• Utilizes an access road already in 

place. 

There are possible disadvantages, as well: 

• Placing the stations in closer proximity to the lighthouse could detract 

from the historical setting of both; 

• Creates additional traffic loads at the 

entrance to the Bodie Island Lighthouse; 

• Requires installation of a septic/drain 

field; 

• Requires paved parking area. 

Station Buildings 

Bodie Island’s 1879 Life-Saving Station 

(1876 Type)/ 1916 Boat House and 1925 

Chatham Type Coast Guard Station are links 

in a chain of responses by the federal government to a persistent public need – lifesaving assistance for navigators of treacherous waters off the North Carolina Outer 

Banks. The two stations, sequentially, were 

the center of this life saving effort on Bodie 

Island. During a brief period after a 1933 

hurricane rendered the newer Chatham Type 

Station unusable, the 1879 Station was reoccupied. However, upon completion of repairs, the staff returned to the larger, more 

sophisticated station. The two stations, then, 

are tangible artifacts of specific and separate 

epochs of this federal effort on Bodie Island. 

Their importance is formally recognized by 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Part II.B Ultimate Treatment and Use 

 2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page II.B.3 

their inclusion on the National Register of 

Historic Places. 

Both retain considerable amounts of physical building fabric from their respective 

early periods. Also, these stations in their 

earliest years are well-documented, including iconographic information. After they 

were decommissioned in 1937, there is a gap 

in documentation, corresponding to the 

World War II years when the stations were 

used in a then-classified network of LORAN 

navigational sites. The abundance of both 

physical evidence and contemporary documentation for the early periods, can be supplemented with additional investigation using paint and finish analyses and selective 

demolition to uncover more data, in order to 

accomplish credible restorations of the exteriors and interiors to their early periods, the 

respective eras of greatest significance for 

these buildings. 

As building types, their value is enhanced by 

their increasing rarity in North Carolina, 

most pronounced for the 1876 Type station. 

Of the eleven stations built on the Outer 

Banks, at least seven have been destroyed. 

Less threatened but worthy of notice is the 

dwindling number of Chatham Type stations. Three of the seven built have been 

lost. 

It is important to note that most of the remaining stations of these two types have 

moved out of the public domain into private 

ownership. Thus, there are no guarantees for 

continued stewardship or protection of their 

historic character. Of the four 1876 Type 

stations believed to exist, three are privately 

owned. Two are retail shops or offices; the 

third cannot be located, underlining another 

potential risk in private ownership – removal 

to another location. The one remaining 

1876 Type station in public ownership is the 

one at Bodie Island, adapted in 1955 by the 

National Park Service for a residence and 

currently used as a ranger station. 

Figure B-1 Privately owned 1876 Type station in 

Corolla, now a real estate office (John Larson, September 2005)

Figure B-2 Privately owned Chatham Type station 

at Creed’s Hill, Frisco, now a residence 

(© Stephen Wilmoth, October 2004) 

Of the four Chatham Type stations that survive, two are privately owned. The other 

two in the public sector are owned by the 

National Park Service. The one at Cape 

Lookout is an early version of the Chatham 

Type station (1916) and, under a special use 

permit, houses the Cape Lookout Studies 

program for environmental education, research, and conservation. The program is 

administered by the North Carolina Mari- 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Part II.B Ultimate Treatment and Use 

 2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page II.B.4 

Figure B-3 Chatham Type station at Cape Lookout 

(Cape Lookout Studies website) 

Figure B-4 Quonochontaug Type Station at Portsmouth Village (Portsmouth Village website, CALO)

Figure B-5 1874 Type station at Little Kinnakeet 

(© Stephen Wilmoth, October 2004) 

time Museum, a state agency, and the nonprofit Friends of the North Carolina Maritime Museum. NPS maintains the buildings 

and site. The other Chatham Type station is 

a later version of the design and remains at 

Bodie Island. This station has been vacant 

since 1991, and though mothballed, is in a 

deteriorated state. 

Of these three stations that remain in the 

public sector, none is restored to reflect the 

important chapter in Outer Banks maritime 

history in which it served. The early Chatham Type station at Cape Lookout best 

maintains its original character. This 1916 

building is largely intact and retains its distinctive enclosed observation deck atop its 

roof. The later 1925 Chatham Type station 

at Bodie Island used a free-standing observation tower, now gone, instead of an attached observation deck. This station and 

the sole remaining 1876 Type station in the 

public domain, also at Bodie Island, have 

both been so altered over the years that the 

public cannot readily discern the important 

early elements of these historical buildingartifacts. 

Presently interpreting Life-Saving Service 

activities is a Quonochontaug Type Station 

built in 1894 and maintained by the National 

Park Service as part of Portsmouth Village. 

It is open to the public, although Portsmouth 

Island is not an easily accessible site. NPS 

is also planning to move and restore the 

1882 Type station with its 1920s boat house 

at Cape Lookout. At Little Kinnakeet, NPS 

has an 1874 Type Stick style station and a 

larger Southern Pattern Type station, constructed in 1874 and 1904 respectively. 

Both apparently retain a large amount of 

their original architectural character, though 

they are not restored. Placed together, they 

are visible behind a chain link fence. 

Among private-sector groups, the Chicamacomico Historical Association, a nonprofit 501(c)3 organization, owns and maintains two restored stations, an 1874 Chandler Type and a Chicamacomico Type constructed in 1911. 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Part II.B Ultimate Treatment and Use 

 2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page II.B.5 

With these limited opportunities to experience the history of maritime life-saving in 

mind, the recommended Ultimate Treatment 

includes the exterior and interior restoration 

of the 1879 Life-Saving Station (1876 Type) 

to its 1885 appearance and the Boat House 

to its 1916 appearance, and the exterior restoration of the 1925 Coast Guard Station 

(Chatham Type) to its 1925 appearance with 

rehabilitation of its interior. 

It should be noted that the limited space of 

the Bodie Island Lighthouse relocation site 

and budgetary constraints probably will preclude precise replication of the space between the stations and boat house or reconstruction of the full complement of ancillary 

buildings that normally would be found. In 

actuality stations, boat houses, and the many 

ancillary buildings of the late-nineteenth 

century were frequently flooded, washed off 

their short piers, or blown down. They were 

frequently rebuilt, put back on piers, or 

moved. This was an accepted fact of beach 

life. The purpose of the new site, then, is to 

provide an appropriately open beach setting, 

not to attempt a recreation of the site at a 

particular point in time. 

This approach would have the following advantages: 

• Re-establishes the historical directional orientations of the buildings; 

• Approximates the historical placement of the buildings on the site and 

the spacing of the structures between 

one another; 

• Preserves and restores characterdefining exterior elements of the 

1879 Station (1876 Type) /1916 Boat 

House and 1925 Station (Chatham 

Type) to their respective periods of 

greatest significance; 

Figure B-6 Chicamacomico Type station at 

Chicamacomico (New England Lighthouse Lovers 

website) 

Figure B-7 c. 1885 appearance of Bodie Island LifeSaving Station, unknown date 

(Outer Banks History Center) 

• Preserves and restores characterdefining interior elements of the 

1879 Station (1876 Type) /1916 Boat 

House to allow a more complete understanding of the buildings as building type artifacts and of the activities 

of the staff who occupied them; 

• Preserves and restores the exterior of 

one of only two surviving Chatham 

Type stations in North Carolina in 

the public sector and the only late 

version of this type, thus providing 

groundwork for its continued preservation in its prime historical appearance; 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Part II.B Ultimate Treatment and Use 

 2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page II.B.6 

Figure B-8 1925 appearance of Bodie Island Coast 

Guard Station, c. 1925 

• Illustrates the importance of building 

design in facilitating the professional 

duties of a station staff, and enhances 

the visitor’s understanding by tangible experience; 

• Enhances understanding of the constant influence of the ocean on the 

activities of the station staff by experiencing the open observation deck 

on the 1879 Station; 

• Increases energy efficiency of the 

1879 Station by utilizing the lean-to 

as an airlock; 

• Rehabilitates the interior of the 1925 

Chatham Type Station to house NPS 

management, interpretation, and 

support activities. The basement can 

be easily modified to provide wheelchair access, handicapped accessible 

public restrooms, an elevator or lift, 

mechanical/electrical rooms, and 

storage areas. The first floor can accommodate interpretive display areas, a gift shop, storage rooms and 

other ancillary spaces. The second 

floor can accommodate offices, staff 

restrooms, break room, storage areas 

and other ancillary spaces. 

• Allows an opportunity to interpret 

later uses of the buildings, for which 

there is less documentation and less 

significance, through photographs, 

models, and narratives that will not 

sacrifice interpretation of the period 

of greatest significance. 

There would be disadvantages to this restoration approach as well: 

• Diminishes, depending upon design 

of the adaptive-use scheme, the public’s opportunity to understand the 

daily experiences of the 1925 Chatham Type Station staff through personal experience of the interior 

spaces. 

 

 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Part II.C Requirements for Treatment 

 2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page II.C.1 

C. REQUIREMENTS FOR TREATMENT 

The 1879 Life-Saving Station (1876 Type)/ 1916 

Boat House and 1925 Chatham Type Coast Guard 

Station are addressed as a single complex in the 

park’s General Management Plan of 1984. 

The National Park Service Cultural Resources Management Guideline (DO-28) requires planning for the 

protection of cultural resources on park property. 

In addition, Section 106 of the National Historic 

Preservation Act (NHPA) mandates that federal 

agencies, including the National Park Service, take 

into account the effects of their actions on properties 

listed or eligible for listing in the National Register of 

Historic Places and give the Advisory Council on 

Historic Preservation a reasonable opportunity to 

comment. 

Treatment of the building and site are to be guided by 

The Secretary of Interior’s Standards for Historic 

Preservation Projects, the Americans with Disability 

Act, and the International Building Code. Threats to 

public life, safety, and welfare are to be addressed;

however, because this is an historic building, alternatives to full legislative and code compliance are recommended where compliance would needlessly 

compromise the integrity of the historic building. 

 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Part II.C Requirements for Treatment 

 2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page II.C.2 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Part II.D Alternatives for Treatment 

 2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page II.D.1 

D. ALTERNATIVES FOR TREATMENT 

In addition to the Ultimate Treatment discussed in Section II.B above, two other alternatives are discussed below: 

Alternative # 1: Restore the exteriors and 

interiors of the 1879 Life-Saving Station 

(1876 Type)/1916 Boat House and the 

1925 Chatham Type Coast Guard Station 

to their appearances in 1953. 

The year 1953 is the last year that the buildings were administered by the United States 

Coast Guard, the successor agency to the 

United States Life-Saving Service. This 

later period of use reflects a new mission of 

the Coast Guard in relation to national security, as technological advances made the 

original life-saving goal obsolete. 

This approach would have the following advantages: 

• Restores the physical characteristics 

of each building to the era when last 

officially under the administration of 

the United States Coast Guard; 

 • Presents each building in its evolved 

state of use with all its physical additions and deletions at that point in 

time. 

There would be disadvantages to these 

treatments as well: 

• Restores the interior and exterior appearances of the buildings to a period 

of lesser importance; 

• Restores the buildings to a period for 

which there is the least available 

documentation; 

• Presents a conglomeration of physical parts that are confusing without 

reliance on a substantial amount of 

secondary devices of photographs, 

models, and narratives to explain the 

history of each building; 

• Presents each building in an era for 

which there is very little available information about the crews, their 

daily activities, their organization 

and use of the spaces; 

• Relies upon secondary devices of 

photographs, models, and narratives 

to interpret the most important periods; 

• By reducing the opportunities to experience the early spaces of the stations, reduces to some degree the 

public’s opportunity to understand 

the daily experiences of the staffs 

during the respective periods of 

greatest significance; 

• Reduces to some degree the opportunity for the public to experience 

the interior spaces of the 1879 Station, and thus understand that the design of the building was predicated 

by its function and relationship with 

the natural setting; 

• Misses the opportunity to restore the 

1879 Station to its early design as the 

only example of the type in the public sector in the Outer Banks. 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Part II.D Alternatives for Treatment 

 2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page II.D.2 

Alternative # 2: Restore the exteriors and 

interiors of the 1879 Life-Saving Station 

(1876 Type)/1916 Boat House and the 

1925 Chatham Type Coast Guard Station 

to their appearances in 1925. 

The Chatham Type station was the last type 

designed for the Life-Saving Service and 

provided major improvements affecting the 

daily lives of the staff. At this point, the 

previous station became excess space. It 

retained many of its original 1876 Type design characteristics, while undergoing some 

major changes as well. It became storage 

space for tractors and a stable for the government horse when the new station was 

opened. 

This approach would have the following advantages: 

• Preserves and restores characterdefining exterior and interior elements of the 1925 Chatham Type 

Station for its period of greatest significance; 

• Increases energy efficiency of the 

1879 Station by utilizing the lean-to, 

which was modified and enlarged in 

1923, as an air lock and foyer; 

• Provides the public opportunity to 

understand the daily activities of the 

1925 Station’s staff by experiencing 

the same configuration of physical 

spaces; 

• Increases public’s understanding of 

the evolution of the 1879 Station as 

it met changing needs; 

• Enhances the public’s opportunity to 

understand that the 1879 Station design was predicated by its function 

and relationship with the natural setting. 

This treatment approach would have the following disadvantages: 

• Preserves and restores characterdefining exterior and interior elements of the 1879 Station at a less 

significant period of service; 

• Preserves and restores characterdefining exterior and interior elements of the 1879 Station in a form 

that more closely resembles the 1882 

Type station design already represented by another surviving station 

in the public sector at Cape Lookout; 

• Sacrifices efficiency of function and 

underutilizes some interior spaces of 

the 1925 Station where the interpretive value is minimal; 

• Misses an opportunity to restore the 

1879 Station to its early design as the 

only example of its type in the public 

sector on the Outer Banks. 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Part II.E Recommendations 

 2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page II.E.1 

E. RECOMMENDATIONS 

General 

It is recommended that a new site possess 

the same qualities that the original site had 

during the buildings’ periods of importance 

– open beach terrain close to the ocean and 

largely free of major urbanization. It is also 

important that the new site be close to the 

original site in order to maintain the historic 

pattern of stations placed at regular intervals 

along the coastline. It is advisable to maintain the buildings’ historic visual connection 

to the major natural feature of the area – the 

ocean – and to the major man-made feature 

of the area – the Bodie Island Lighthouse. 

At the new site, it is recommended that the 

buildings be placed with the same directional orientation as they had originally, and 

be oriented to one another and to the major 

natural and cultural features as they were 

historically. 

It is recommended that the buildings be 

viewed as an inseparable group. They all 

respond to the common need for maritime 

life-saving services. While each building is 

a component of the group, each is an artifact 

with original elements and layers of accretions, not all of which are of equal historical 

and cultural value. 

It is recommended that the educational function of historical interpretation be balanced 

with the practical need for cost-effective 

housing for other park functions. 

Whatever the chosen treatment(s) for the 

buildings themselves, it is recommended 

that prior to the relocation, the complex be 

fully documented in accordance with Historic American Building Survey (HABS) 

and Historic American Landscape Survey 

(HALS) standards. It is further recommended that a Historic Paint and Finish 

Analysis be completed for each building 

both to document the finishes before they 

incur any additional damage during the 

move and to guide the further restoration 

and interpretive efforts. 

Specific Recommendations 

Site 

It is recommended that the buildings be relocated as a group at the entrance to the 

Bodie Island Light Station, the property that 

appears to have the greatest number of desirable site characteristics. 

The 1879 Station (1876 Type) - Exterior 

Restoration to 1885 

Soon after construction the station acquired 

a significant addition – a one-story, lean-to 

extending over the main pedestrian entrance. 

This feature provided several improvements. 

The roof shielded the entry from damaging 

rain, a significant maintenance concern. The 

enclosure created an air lock that served as a 

buffer against extreme outside weather conditions. Functioning as a sort of foyer, the 

lean-to allowed the crew to change gear before reentering the station during inclement 

weather. 

This modification was a standard feature in 

the next generation of station designs, the 

1882 Type station. Otherwise, the 1879 

Station retained its distinctive 1876 Type 

building form until 1900, when its open observation platform was replaced with an enclosed tower. 

Actions to be taken include: 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Part II.E Recommendations 

 2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page II.E.2 

• Remove the 1955-vintage breezeway 

connecting the Station and the Boat 

House; 

• At first floor, west side of north elevation, remove the 1955-vintage exterior chimney, its mantel and firebox; install double-hung sash window unit to match original (removed 

in 1955); patch exterior with boardand-batten and wood shingle siding 

matching the original; 

• At first floor, east side of north elevation, re-open original window 

opening; install double-hung sash 

window unit to match original (removed in 1955); 

• Remove mismatched, 1955-vintage, 

wood shingle siding first floor, east 

side, north elevation (excess area 

around original window unit removed in 1955) and replace with 

wood shingles matching original; 

• Reconstruct interior chimney and associated elements of the original design; 

• Remove three paired and three single 

window units installed in 1955, first 

floor, east and west elevations; label 

and store on site (attic?); install double-hung sash window unit to match 

original in earliest location on east 

and west elevations; install wood 

shingle siding matching the original 

over closed fenestration; 

• Remove one paired window unit installed in 1955, first floor, center of 

south elevation; label and store on 

site (attic?); enlarge opening and install double-door unit for rescue boat 

to match original removed between 

1935 and 1945; 

• Reconstruct and install entrance boat 

ramp at south elevation to match 

original removed between 1935 and 

1945; 

• Remove two door units at first floor, 

east elevation, one installed in 1955 

and the other between 1935 and 

1945; label and store on site (attic?); 

install wood shingle siding matching 

the original over closed openings; 

• Reproduce and install exposed framing members in the gables; 

• Reconstruct lean-to on west elevation and reopen original doorway 

into station; 

• Reconstruct open observation tower; 

• Install wood shingle roofing matching evidence of original design; 

• Return window sash and other window elements to original locations as 

determined by Historic Paint and 

Finish Analysis; 

 

• Apply finishes as determined by Historic Paint and Finish Analysis. 

The 1879 Station (1876 Type) – Interior 

Restoration to 1885 

In 1885 the plaster was removed from the 

interior wall and ceiling surfaces and replaced with beaded boards. The beaded 

boards are still exposed in the closets and 

are beneath at least some of the 1955-

vintage paneling and drywall installed by 

NPS. A restoration date of 1885 allows reexposure of this earliest extant historic interior wall and ceiling surface material. Also 

with an 1885 restoration date, the building 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Part II.E Recommendations 

 2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page II.E.3 

retains its 1876 Type floor plan with the addition of the lean-to. 

Actions to be taken include: 

• Remove at first floor the 1955-

vintage partition walls that form the 

south and west walls of the kitchen 

and the north, east, and south walls 

of the bathroom; remove associated 

1991-vintage cabinets, shelving, 

counter tops, fixtures, and appliances; 

• Remove at first floor the 1991-

vintage gypsum board from all ceilings and 1955-vintage pine paneling, 

baseboards, and trim from all remaining wall surfaces to expose 

1885-vintage beaded board finish 

surface; patch-in matching replacement boarding where missing; 

• Remove 1955-vintage staircase between first and second floor; 

• Remove at first floor the modern 

sheet vinyl flooring of the bathroom 

and kitchen; expose original flooring; 

• Remove at first floor the 1955- vintage pine flooring; expose original 

flooring; 

• Reconstruct wall at first floor subdividing the space into two large 

rooms according to original plans; 

install doorway between the two 

rooms according to original plans 

and uncovered physical evidence; 

 

• Reconstruct doorway at first floor of 

west wall leading to reconstructed 

lean-to in accordance with original 

plans and uncovered physical evidence; 

• Reconstruct original stairway between first floor and second floor according to original plan and any 

physical evidence; reconstruct partition wall enclosing stairs at first 

floor; reconstruct first-floor doorway 

leading to stairs; 

• Remove at second floor, south room, 

the 1955-vintage partition walls that 

form the attic on the east side and 

closets on the north side; 

• Remove at second floor, middle 

room, west side, the 1991-vintage 

bathroom fixtures and associated 

cabinets and shelving; 

• Remove at major rooms of second 

floor the 1991-vintage gypsum board 

from the ceilings and 1955-vintage 

pine paneling, baseboards, and trim 

from wall surfaces to expose 1885-

vintage beaded board finish surface; 

patch-in matching replacement 

boarding where missing; 

• Remove at second floor the modern 

sheet vinyl flooring of the bathroom; 

expose original pine flooring; 

• Remove at second floor the modern 

sheet oak flooring of the major 

rooms; expose original pine flooring; 

• Repair original pine flooring found 

in second floor closets; 

• Reconstruct doors and casing appropriate to the original design and install at the second floor in each major room and the closet of the north 

room; 

• Reconstruct interior access to observation tower according to original 

plan and uncovered physical evidence; 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Part II.E Recommendations 

 2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page II.E.4 

• Remove elements of modern mechanical, electrical, and plumbing 

systems; 

• Apply finishes as determined by 

Paint and Finish Analysis. 

The Boat House – Exterior Restoration 

Actions to be taken include: 

• Remove modern garage door and associated modifications; reconstruct 

original boat entrance doorway; 

• Reconstruct boat ramp; 

• Remove electrical wiring and fixtures; 

• Apply finishes as determined by 

Paint and Finish Analysis. 

The Boat House – Interior Restoration 

Actions to be taken include: 

• Remove electrical wiring and fixtures; 

• Patch-in beaded board material 

where missing and mismatched; 

• Apply finishes as determined by 

Paint and Finish Analysis. 

The 1925 Chatham Type Station – Exterior Restoration to 1925 

After a devastating hurricane in 1933, the 

basement level foundation was reconstructed, again using formed concrete. The 

replacement foundation design had several 

modifications including a reduction in the 

number of perimeter window openings, installation of a second-floor window unit for 

an added bathroom, and creation of an attached west-side stair tower connecting the 

exterior grade with the basement to replace a 

direct connection between interior and exterior at grade. Otherwise, the rebuilt exterior 

appeared very much as it did in 1925. In 

fact, door and window units were probably 

reused at all three levels of the rebuilt 1933 

building, not just at the first- and secondfloor wood frame portions. 

The Chatham Type station represents the 

last architectural design from the LifeSaving Service (1914) before transfer of 

those activities in 1915 to the Coast Guard. 

Also, when adapting the facility for modern 

uses, it is noteworthy that the 1925 exterior 

configuration offers some distinct advantages in ingress/egress over the 1933 design. 

It is probably not feasible to retain portions 

of the 1933-era concrete foundation and 

basement level flooring. Rather, this historic feature will likely need to be reconstructed at the new site. The frame and 

weatherboard structure of the first- and second-floor levels with attic above can be 

moved, as a single unit or in sections. 

Actions to be taken include: 

• Reconstruct concrete foundation and 

basement floor to match original 

1925 construction; repair and reuse 

existing fenestration elements; 

• Install ramp for the handicapped at 

west elevation basement doorway; 

• Remove 1962 addition of basement 

restrooms and first-floor office; return first-floor door to window; 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Part II.E Recommendations 

 2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page II.E.5 

• Remove 1933 stair tower; reconstruct missing section of west side 

porch; 

• Return west side, first floor doorway, 

1956-62 vintage, to window; 

• Remove enclosures of south porch 

section; reinstall window sash in two 

existing window openings; repair 

open porches; 

• Reconstruct original main entrance 

door and portico on east elevation; 

• Remove temporary cover where 

1962 addition on east side of the first 

floor was removed; reinstall two 

window units; install weatherboard 

to match original; 

• Remove 1933 window on second 

floor of west elevation; patch with 

weatherboard siding to match original; 

• Reinstall original window sash in 

two gable ends of attic; 

• Install shingle roof comparable in 

appearance to original asbestoscement shingle; 

• Apply finishes as determined by 

Paint and Finish Analysis. 

The 1925 Chatham Type Station – Interior Rehabilitation 

The floor plans of the first and second floors 

are largely intact from the 1925 era. The 

configuration of ancillary rooms of the 

basement was simplified in 1933. The 

floor plans at all three levels can be sensitively adapted to house new functions unobtrusively. 

Actions to be taken include: 

• Remove modern kitchen cabinets 

and associated fixtures from basement; 

• Remove modern bathroom fixtures 

and associated cabinets from first 

and second floors; 

• Remove, after recording, modern 

water heater and exhaust fan from 

basement; retain for interpretation or 

reuse the 1925-era, cast-iron, wall 

and ceiling radiators of the basement, 

and floor radiators of the first and 

second floors; after testing, consider 

reuse or interpretation of associated 

equipment; 

• Replace entire electrical system to 

accommodate new building uses; retain disconnected portions of system 

at all levels for documentation and, 

in some locations, interpretation; 

• Construct new basement partition 

walls to accommodate public access 

to the building, a handicappedaccessible elevator or lift, and handicapped-accessible public restrooms; 

also, to accommodate mechanical, 

electrical, and plumbing systems and 

storage areas; 

• Retain basic room layouts of the first 

and second floors; use ancillary 

spaces or create additional ancillary 

spaces for locating an elevator or lift 

with access to the first floor, or to the 

first and second floors; also use ancillary spaces or create additional 

ancillary spaces for mechanical, 

electrical, and plumbing system 

chases; 

• Retain and repair 1933-era wall and 

ceiling material (plaster board?) of 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Part II.E Recommendations 

 2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page II.E.6 

the first- and second-floor levels; 

remove and replace later materials 

such as modern acoustical tiles and 

wood-veneer wall panels; 

• Retain and repair 1925-era wood 

flooring of the first and second 

floors; remove modern flooring materials of carpet and sheet vinyl; 

• Remove modern electrical fixtures; 

install period lighting appropriate to 

the 1925-era as evidence dictates and 

supplement with modern fixtures as 

needed for modern functions; 

• Place gift shop, interpretive display 

rooms, and support areas on the first 

floor; 

• Place administrative and ranger offices, staff break room, staff restrooms, copy room, and other staff 

support areas on the second floor; 

• Utilize attic for mechanical equipment; 

• Install insulation in attic and between floor 

joists of first floor; 

• For interior spaces that may contain 

UV-sensitive materials, install UVfiltering film or other screening devices at windows; 

• Install fire and security systems; 

• Consider using results of Paint and 

Finish Analysis to return window 

and door units to their 1925 locations; 

• Consider applying finishes according 

to Paint and Finish Analysis. 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC References 

 2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • References.1 

REFERENCES 

Bachman, Karen. The Insider’s Guide to the 

Outer Banks 25th. Guilford CT: Globe 

Pequot Press, 2004. Web site: 

<http://www.insiders.com/outerbanks/m

ain-history2.htm#Heading1>. 

Barnes, Jay. North Carolina's Hurricane 

History. Chapel Hill: UNC Press, 1995. 

Bishir, Catherine W. Architects and Builders in North Carolina: A History of the 

Practice of Building. Chapel Hill: UNC 

Press, 1990. 

Cape Hatteras National Seashore web site, 

<www.nps.gov/caha/>, Jul 24, 2005. 

Chenery, Richard L. III. Old Coast Guard 

Stations Volume Two North Carolina. 

Glen Allen, VA: Station Books, 2000. 

DeBlieu, Jan. Hatteras Journal. WinstonSalem, NC: John F. Blair Publisher, 

1998. 

Everhart, William C. The National Park 

Service. New York: Praeger Publishers, 

1972. 

Hairr, John. Images of America, North 

Carolina Lighthouses and Lifesaving 

Stations. Charleston: Arcadia Publishing, 2004. 

Heiser, David. “The Bodie Island Master 

Plan: A Site Analysis and Design Proposal for Visitor and Park Facilities” unpublished manuscript, Raleigh: North 

Carolina State University, 1987. 

Jones, Tommy H. Historic Structure Report,

Cape Lookout Life-Saving Station. Cape 

Hatteras National Seashore, North Carolina: National Park Service, 2004. 

National Park Service. Historic Structure 

Report, Bodie Island Lighthouse & Oil 

House. Cape Hatteras National Seashore, 

North Carolina, 2004. 

McNaughton, Marimar. Outer Banks Architecture: An Anthology of Outposts, 

Lodges and Cottages. Winston-Salem, 

NC: John F. Blair Publisher, 1998. 

Mobley, Joe. Ship Ashore: The U.S Lifesavers of Coastal North Carolina. Raleigh, 

NC: Department of Cultural Resources, 

Division of Archives and History, 1994. 

Noble, Dr. Dennis L. “A Legacy: The 

United States Life-Saving Service” November 2001 U.S. Coast Guard web site: 

<www.uscg.mil/hq/g-cp/history/ 

h_USLSS.html> . 

National Register of Historic Places Nomination: Bodie Island Life Saving/Coast 

Guard Station National Register. Nags 

Head, NC. Raleigh, NC: North Carolina 

Division of Archives and History, Department of Cultural Resources, 1977. 

Pilkey, Orrin H., and Neal, William J. eds. 

The North Carolina Shore and Its Barrier Islands. Restless Ribbons of Sand. 

Durham, NC: Duke University Press, 

1998. 

Powell, William S. The North Carolina 

Gazetteer: A Dictionary of Tar Heel 

Places. Chapel Hill, NC: UNC Press, 

1968. 

Shanks, Ralph, and Wick York. The U.S 

Life-Saving Service. Petaluma, California: Costano Books, 1996. 

Stick, David. ed. An Outer Banks Reader. 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC References 

 2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • References.2 

Chapel Hill: UNC Press, 1998. 

__________. Graveyard of the Atlantic: 

Shipwrecks of the North Carolina Coast. 

Chapel Hill: UNC Press. 1952. 

__________. The Outer Banks of North 

Carolina 1584-1958. Chapel Hill: UNC 

Press, 1958. 

Tate, Elizabeth. “The Life Saving Service.” 

In Local History: Heritage of Currituck 

County, North Carolina 1670-1985. 

Currituck County Historical Society, 

1985. 

Torres, Louis. “Historic Resource Study of 

Cape Hatteras National Seashore.” Unpublished manuscript, Branch of Planning Southeast/Southwest Team, U.S. 

Department of the Interior, National 

Park Service, Denver Service Center, 

n.d. 

York, Eugene V. “The Architecture of the 

United States Life-Saving Stations.” MA 

thesis, Boston University, 1983. 

U.S. Coast Guard web site: 

<www.uscg.mil/hq/g-cp/history/ OrganizationIndex.html>. 

Also on Sumner Increase Kimball, 

<www.uscg.mil/hq/gp/history/faqs/BIO_Sumner_Kimball.ht

ml> and Bodie Island Station, 

<www.uscg.mil/hq/g-cp/history/

STATIONS/ BODIE%20

ISLAND.html> (May 2005). 

Williamson, Clifford. Unsung Heroes of the 

Surf. Marshallburg, NC: Grandma Publications, 1992. 

Wilmoth, Stephen. The Beach Bum’s Site, 

<www.beachbum.homestead.com>. 

(August 2005) 

Zepke, Terrance, Coastal North Carolina: 

Its Enchanting Islands Towns and Communities Sarasota, FL: Pineapple Press, 

Inc., 2004. 

Material on file at in archives of 

National Park Service, Outer Banks 

Group, Manteo, NC. 

Building and photograph files on Building 

#100 (1879 Station), Building #100A 

(1916 Boat House), Building #102 HQ 

(1925 Station, “the Hilton”), Building 

#103 Lookout Tower. 

Cape Hatteras National Seashore/North 

Carolina, “General Management Plan, 

Development Concept Plan, Amended 

Environmental Assessment” Jan. 1984. 

“Cape Hatteras National Seashore, Building 

Number 103, Bodie Island C.G Observation Tower, Historic Structure HS-1C, 

Review of the Situation Leading Up to 

the Loss of the Structure” N.D.

“Emergency Stabilization BI CG Station, 

7/1/02” OB Project Compliance Tracking Log.

“ICAP, Bodie Island Life Saving Station, 

July 17, 1992”; also, “Assessment of Actions Having an Effect on Cultural Resources, December 22. 1992.” 

Kelly, Fredrick E., “Cape Hatteras National 

Seashore, Building Number 103, Bodie 

Island C.G. Observation Tower, Historic 

Structure HS-1C, A Review of the Situation Leading Up to the Loss of the Structure.” No date 

Perrot, George, “Bodie Island Lifesaving 

Station. Foundation Repair and Replacement. Completion Report” March 

16, 1999. 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC References 

 2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • References.3 

Report of Building Inspection, Several 

Buildings, Cape Hatteras National Seashore, August 21, 1989” conducted by 

A.D. Energy Engineers Limited. VIP 

Residence section, no page numbers. 

“Rehabilitation of VIP House – Quarters 

100” Description of work, schedule and 

budget; also “Weekly Field Reports - 

Bodie Island VIP Quarters #100” #1-15 

on file in Building 100.

 “Tommy’s Hummock/Bodie Island Life 

Saving Station Journals”, Record Group 

26, National Archives, Atlanta. Covers 

the period 15 Jan. 1879 through July 15, 

1937. A selected Journal transcription 

prepared by Tommy H. Jones. 

United States Coast Guard News Release 

No. 60-2-26(jbb), June 3, 1960. 

Maps & Drawings: 

“U.S Coast Guard Bodie Island Station, 

April 6, 1923” by M. P. Hite. 

“U.S Coast Guard Bodie Island Station 

North Carolina Oct. 1923” sheets nos.1-

5. 

“U.S. Coast Guard Bodie Island Station: 

Proposed Alterations in Dwelling. Office 

of Field Assistant M. P. Hite, November 

1933” 2 sheets. 

 “U.S. Coast Guard, Site Plan Bodie Island 

Station, Office of Assoc. Civil Engineer 

M. P. Hite, C&R, 16 April 1935.” 

“Bodie Island Lifeboat Station, Plot Plan, 

United Stated Coast Guard Civil Engineering, Norfolk Dist. June 11, 1943.” 

“Bodie Island Lifeboat Station, Location and 

Section of Ordnance Locker, 27 Aug. 

1944.” 

“Bodie Island Galley and Mess Bldg., Layout of Existing Floor Plan, United States 

Coast Guard Civil Engineering, Norfolk 

Dist. Norfolk, VA, Jan. 30, 1945.” 

“Unit No. 334, Bodie Island NC, Alterations 

to Present Dwelling, United States Coast 

Guard Civil Engineering Norfolk District, Norfolk VA, 6 April, 1945.” 

“Bodie Island Headquarters Expansion” 

c.1962, one sheet. 

United States Department of the Interior, 

National Park Service, Operations & 

Maintenance, Region One Office, Room 

Addition – Admin. Bldg. Bodie Island 

Cape Hatteras National Seashore” dated 

May 1962. 

“Bodie Island Building #102, Alterations to 

Present Structure,” National Park Service Cape Hatteras National Seashore, 

drawn by Lusa, 1-30-74.” 

Walton and Parker’s Report, July 17, 1878, 

National Archives. 

Photographs: 

“Bodie Island Old Station Looking North 

2 April 1935” 

J. C. McCabe, Photo Nos. 0-6, dated March 

30, 1954. 

N. Howell Subject: Bodie Island LSS- Roof 

Damaged by Lightning Strike Date: June 

’79. 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC References 

 2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • References.4 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix A 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page A-1 

APPENDIX A 

1879: Probable Floor Plans 

A.1 First Floor Plan 

A.2 Second Floor Plan 



BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix B 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page B-1 

APPENDIX B 

1900: Probable Station Floor Plans 

B.1 First Floor Plan 

B.2 Second Floor Plan 



BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix C 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page C-1 

APPENDIX C 

1925: Probable Station Floor Plans 

C.1 First Floor Plan 



BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix D 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page D-1 

APPENDIX D 

1945: Probable Station Floor Plans 

D.1 First Floor Plan 

D.2 Second Floor Plan 



BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix E 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page E-1 

APPENDIX E 

2005: As-found Measured Drawings of Station 

E.1 First Floor Plan 

E.2 Second Floor Plan 

E.3 Attic Floor Plan 

E.4 Baseboard Profiles 

E.5 Wall Paneling Profiles 

E.6 Muntin Profiles and Sash Types 

E.7 Exterior Details 









BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix F 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page F-1 

APPENDIX F 

2005: As-found Measured Drawings of the Boat House 

 F.1 Floor Plan 

 F.2 Details 



BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix G 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page G-1 

APPENDIX G 

Historic Construction Documents 

1. 1923: Alterations to Station concurrent with construction of new Station building 

G1.1 Floor Plan 

2. 1945: Alterations to Mess Hall & Galley 

G2.1 Layout of Existing Floor Plan 

G2.2 Alterations to Mess Hall & Galley 

3. 1955: Relocation and Rehabilitation of the Station 

G3.1 As-built Floor Plans 

G3.2 Elevation 

BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix G 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page G-2 

G1.1 1923 Floor Plan; detail from construction documents for new station 

Source: CAHA, HICATS #4GRF-44-4 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix G 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page G-3 

G2.1 1945 Layout of Existing Floor Plan 

Source: CAHA 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix G 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page G-4 

G2.2 1945 Alterations to Mess Hall & Galley 

Source: CAHA, HICATS #4GRF-11-1 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix G 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page G-5 

G3.1 1955 As-built drawings for Rehabilitation of Station 

Source: CAHA, HICATS #4GRF-25-1 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix G 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page G-6 

G3.2 1955 Elevation for Rehabilitation of Station 

Source: CAHA, HICATS #4GRF-25-2 

BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix H 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page H-1 

APPENDIX H 

Historic Maps / Site Plans 

H.1 Walton & Parker’s Report, Tommy’s Hummock site selected July 17, 1878 

H.2 Map of Bodie Island Station, April 6, 1923 

H.3 Plot Plan from drawings for new Coast Guard Station, November 1923 

H.4 Site Plan of Bodie Island Station, April 16, 1935 

H.5 Bodie Island Lifeboat Station Plot Plan, June 11, 1943 

H.6 Topographic Survey of Lifeboat Station, August 26, 1944 

H.7 Bodie Island Lifeboat Station Map of Proposed Area to be Acquired, September 

9, 1944 

H.8 Bodie Island Plot Plan, February 3, 1945 

H.9 Whalebone Junction Master Plan (Proposed), August 1987

BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix H 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page H-2 

H.1 Walton & Parker’s Report, Tommy’s Hummock site selected July 17, 1878 

Source: Cape Hatteras NS Archives (CAHA) 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix H 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page H-3 

H.2 Map of Bodie Island Station, April 6, 1923 

Source: CAHA, HICATS #4MAP-0-68 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix H 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page H-4 

H.3 Plot Plan from drawings for new Coast Guard Station, November 1923 

Source: CAHA, HICATS #4GRF-44-4 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix H 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page H-5 

H.4 Site Plan of Bodie Island Station, April 16, 1935 

Source: CAHA, HICATS #4MAP-0-81 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix H 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page H-6 

H.5 Bodie Island Lifeboat Station Plot Plan, June 11, 1943 

Source: CAHA, HICATS #4MAP-0-80 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix H 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page H-7 

H.6 Bodie Island Lifeboat Station Plot Plan, June 11, 1943 

Source: CAHA 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix H 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page H-8 

H.7 Bodie Island Lifeboat Station Map of Proposed Area to be Acquired, 

September 9, 1944 

Source: CAHA, HICATS #4MAP-3-1 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix H 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page H-9 

H.8 Bodie Island Plot Plan, February 3, 1945 

Source: CAHA, HICATS #4MAP-8-02 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix H 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page H-10 

H.9 Whalebone Junction Master Plan (Proposed), August 1987 

Source: CAHA 

BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix I 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page I-1 

APPENDIX I 

Historic Photographs 

I.1 “Original Bodie Island Life-Saving Station” from the south ca. 1898. 

I.2 Same image as above but not enhanced. 

I.3 1879 Bodie Island Life Saving Station from the southeast ca. 1898. 

I.4 1879 Station from the southwest dated July 18, 1917. 

I.5 View of Station from the south ca. 1930. 

I.6 View of Station from the north ca. 1930. Corresponds to image number 5.

I.7 1879 Station from the southeast dated April 2, 1935. 

I.8 Aerial view of Station, 14 July 1944 from the northeast.

I.9 Aerial view of Station, September 1948, from the northeast.

I.10 Aerial view of Station, September 1948, from the north.

I.11 1879 Station from the northeast ca. 1954.

I.12 1879 Station from the north, dated August 1954.

I.13 1879 Station from the northeast ca. 1954.

I.14 1916 boat house from the southeast ca. 1954. 

I.15 1879 Station from the southwest, Jan. 10, 1955.

I.16 1879 Station from the south, Jan. 10, 1955.

I.17 1916 boat house from the southeast, Jan. 31, 1955.

I.18 1879 Station from the east, Jan. 31, 1955.

I.19 1879 Station from the east, Jan. 31, 1955.

I.20 1916 boat house from the southwest, Feb. 8, 1955.

I.21 1879 Station from northwest, May 18, 1955.

I.22 1879 Station from the west ca. May 1955. 

I.23 1879 Station with 1916 boat house from the northwest ca. 1956. 

[All images unless noted otherwise in the NPS archives, Cape Hatteras National Seashore, 

Outer Banks Group, Manteo, NC] 

BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix I 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page I-2 

I.1 “Original Bodie Island Life-Saving Station” from the south ca. 1898 with crew members 

identified from left to right: Dan Davis, Apolos Midgett, P. D. Midgett, J.T. Etheridge, 

Dave Tollson, and unknown. Date assigned based on presence of Dave Tollson. This 

image has been artistically enhanced. Courtesy of Bernard Midgett. 

I.2 Same image as above, but not enhanced. Handwriting at bottom reads, “Bodie Island 

Life Station Keeper J.T. Etheridge.” 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix I 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page I-3 

I.3 1879 Bodie Island Life Saving Station from the southeast; crewmembers not identified. 

Ca. 1898 based on damage to outbuilding roof similar to photo number 1 above. Courtesy 

of Outer Banks History Center. 

 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix I 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page I-4 

I.4 1879 Station from the southwest, dated July 18, 1917. Label –“175 (Bodie Island) 7-18-

17 7th Dist.” Shows station with the 1900 observation tower and free standing kitchen to 

the west.
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix I 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page I-5 

I.5 View of Station from the south ca. 1930. Shows 1925 Station, lookout tower, kitchen, 

1879 Station, privy, and 1916 boat house.
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix I 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page I-6 

I.6 View of Station from the north ca. 1930. Corresponds to image number 5.
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix I 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page I-7 

I.7 1879 Station from the southeast dated April 2, 1935. Label - “Bodie Island Old Station 

Looking North, 2 April 1935.” Shows station without tower and with enlarged 1925 

lean-to, 1925 lookout tower in place, and radio/flag tower.
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix I 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page I-8 

I.8 Aerial view of Station, 14 July 1944 from the northeast. Label: “U.S.C.G. L/B & 

LORAN Station #175, Bodie Island, NC, Unit #334, 5th C.G. District 7/14/44.”
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix I 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page I-9 

I.9 Aerial view of Station, September 1948, from the northeast. Shows LORAN system in 

place. Water storage tanks removed from 1925 Station.
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix I 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page I-10 

I.10 Aerial view of Station, September 1948, from the north. Shows LORAN system in 

place. Water storage tanks removed from 1925 Station.
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix I 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page I-11 

I.11 1879 Station from the northeast ca. 1945. Label – none. Shows boardwalks to rear 

and front of building. Shows 1925 lean-to and 1916 boat house.
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix I 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page I-12 

I.12 1879 Station from the north, dated August 1954. Label – “Neg. No: 54-48, Date: 

August 1954, Print File: St/OA, General Description, Location, Other pertinent Data: 

Bodie Island Coast Guard Station before being moved sometime later, for use as 

Supt’s residence. Negative by: Ludgate Large Print? No”

I.13 1879 Station from the northeast ca. 1954. Label “Bodie Island 1954 Mariner’s 

Museum.” Shows east elevation with doorway, external chimney on north and east 

elevations.
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix I 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page I-13 

I.14 1916 boat house from the southeast ca. 1954. Shows structure prior to move.
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix I 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page I-14 

I.15 1879 Station from the southwest, Jan. 10, 1955. Label – “Neg. No: 55-16, Date: 

1/10/55, Print File: St/M, General Description, Location, Other pertinent Data: Supt. 

Residence prior to being moved. Negative by: A.D.” [Albert Dillahunty] 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix I 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page I-15 

I.16 1879 Station from the south, Jan. 10, 1955. Label – “Neg. No: 55-17, Date: 1/10/55, 

Print File: St/M, General Description, Location, Other pertinent Data: Supt. 

Residence prior to being moved. Negative by: A.D.” [Albert Dillahunty]. Shows old 

boat room door location and three water storage tanks.
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix I 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page I-16 

I.17 1916 boat house from the southeast, Jan. 31, 1955. Label – “Neg. No: 55-18, Date: 

1/31/55, Print File: St/M, General Description, Location, Other pertinent Data: Old 

Bodie Island C. G. boat house prior to being moved into location for Supt’s garage. 

Negative by: Albert Dillahunty Large print? Yes”. Shows south and east elevations.
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix I 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page I-17 

I.18 1879 Station from the east, Jan. 31, 1955. Label – “Neg. No: 55-20, Date: 1/31/55, 

Print File: St/M, General Description, Location, Other pertinent Data: Supt. 

Residence being moved. Negative by: A.D.” [Albert Dillahunty]. Shows lean-to 

removed and evidence of an earlier door location.
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix I 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page I-18 

I.19 1879 Station from the east, Jan. 31, 1955. Label – “Neg. No: 55-21, Date: 1/31/55, 

Print File: St/M, General Description, Location, Other pertinent Data: Supt. 

Residence being moved. Negative by: A.D.” [Albert Dillahunty]. Shows east facade 

with two south windows added, original window under the dormer, door added at the 

north end, and scar of exterior chimney in north gable end.
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix I 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page I-19 

I.20 1916 boat house from the southwest, Feb. 8, 1955. Label – “Neg. No: 55-?, Date: 

2/8/55, Print File: St/M, General Description, Location, Other pertinent Data: B.I. 

Boat House (Supt. garage) being moved. Negative by: Albert Dillahunty Large 

print?” Shows north and west elevations.
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix I 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page I-20 

I.21 1879 Station from northwest, May 18, 1955. Label – “Neg. No: 55-108, Date: 

5/18/55, Print File: A/E.c, General Description, Location, Other pertinent Data: Supt. 

Residence from the Northwest Negative by: A.D. [Albert Dillahunty]. Large print: 

No.” Shows new double windows being installed where the lean-to had been.
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix I 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page I-21 

I.22 1879 Station from the west ca. May 1955. Shows new windows and patching of 

siding, also 1916 boat house relocated.
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix I 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page I-22 

I.23 1879 Station with 1916 boat house from the northwest ca. 1956. Shows completed 

relocation and renovation. Visible patching of original northern windows and new 

exterior chimney.

BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix J 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page J-1 

APPENDIX J 

Life-Saving Station Statistics 

North Carolina Life-Saving Station Status 

Bodie Island Life-Saving Station Keepers 

Bodie Island Life-Saving Crew Membership 

BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix J 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page J-2 

North Carolina Life-Saving Stations Status 

1876 Type In North Carolina - J. L. Parkinson

1878 Deal’s Island (Wash Woods) Corolla; Destroyed 

1878 Currituck Inlet (Penny’s Hill) Corolla; Destroyed (burned 1970s) 

1878 Poyner’s Hill, Corolla; Destroyed (burned 1989) 

1878 Paul Gamiels Hill, Duck; Destroyed (burned) 

1878 Kill Devil Hills, Kitty Hawk; Moved (Corolla office) 

1878 Cedar Hummock (Gull Shoal), Waves; Destroyed (hurricane 1944) 

1878-9 Bodie Island, Nags Head; Moved (NPS, office) 

1878-9 Pea Island Rodanthe; Moved to Salvo (residence) 

1878-9 Big Kinnakeet, Buxton; Destroyed 

 

1878-9 Creeds Hill, Frisco; Destroyed 

1878-9 Durant, Hatteras; Destroyed (2003) 

Chatham Type Stations In North Carolina – Victor Mendleheff

1916 Cape Lookout, off Harkers Island; Extant (NPS owned) 

1917 Hatteras Inlet, Ocracoke; Destroyed (1955) 

1918 Cape Fear, Smiths Island off Southport; Destroyed 

1918 Creeds Hill, Frisco; Moved (privately owned) 

1919 Wash Woods, Corolla; Extant (privately owned) 

1925 Bodie Island, Nags Head; Extant (NPS owned) 

1929 Big Kinnakeet, Buxton; Destroyed 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix J 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page J-3 

Bodie Island Life-Saving Station Keepers 

15 Jan. 1879 Jesse T. Etheridge

27 Oct. 1914 J. T. Etheridge leaves station 

28 Oct. 1914 P. H. Etheridge arrived 

28 Mar. 1915 P. H. Etheridge departs 

 Station turned over to Surfman Ebenezer M. Midgett (acting) 

 9 Apr. 1915 Robert L. Wescott arrived (acting) 

 8 Nov. 1915 Robert L. Wescott permanent appointment 

 1 Jan. 1918 Robert L. Wescott leaves for Station 172 

 S. D. Guard acting 

1920 Herman C. Smith acting Keeper 

18 May 1920 Keeper H. C. Smith promoted to Chief Boatswain Mate 

 7 Mar. 1932 H. C. Smith transfer to Core Banks Station 

 Isaac N. Baum put in charge 

28 May 1933 Isaac N. Baum fails physical & discharged 

30 Jun. 1933 H. G. Dorsey officer in charge 

30 May 1934 John Wescott in charge 

15 July 1937 Decommissioned 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix J 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page J-4 

Bodie Island Life-Saving Crew Membership 

(Extracted from Journal Transcript; see separate list of Keepers) 

1879 1880 1882 

Midgett Ward J.W. Dough 42 

Tillitt Tillit Spencer Etheridge 37 

Dough Dough R. S. Midgett ` 20 

Montague SM Daniels Thos, Baum 20 

Daniels B Daniels J.A. Etheridge 

Borthers Wescott S. M. Etheridge 25 

Montague alt. Tilman Tillitt 20 

 J. R. Ancil 23 for JA Etheridge 

1883 1884 1885 

J. R. Ancil for JA Etheridge J.G. Tillit RS Midgett Discharged 

 R. Sandling J.G. Tillit “ 

 W.L. Meekins 

 C.L. Johnson 

 S. Etheridge will not return (May) 

 A.H. Etheridge (drunk) 

 Dough 

 C. D. Wescott 

1886 1887 1888 1889 1890 

A. H. Etheridge discharged Dough C.C. Johnson 

C.C. Johnson Davis 

Thomas Baum W.S. Hooker 

A. D. Midgett 

1891 1892 1893 

J. T. Daniel discharged 1. H.B. Ward (discharged – drunk) Johnson

 2. J.D. Johnson Gaskill 

 3. W.S. Hooker 

 4. B.E. Davis 

 5. A.D. Midgett 

 6. H.S. Hooks 

 7. C.Z. Forbes 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix J 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page J-5 

1896 1897 1898

W.S. Hooker (rheumatism) David Tolson W.H Baum sick Feb. 

 W.H Baum 1. O.J. Wescott 

 2. D.E. David 

 3. A. D. Midgett 

 4. P.D. Midgett 

 5. David Tolson 

6. E. Y. Etheridge acting for Baum 

returns in May 

 7. J. A. Etheridge 

1898 1899 1900 

Fall only four hired T.H Baum sub keeper summer 

Wescott W.H. Baum 

Midgetts (2) 

D.E. Davis 

1903 1905 1908 1909 

1. D.E. Davis 1. D.E. Davis 1. D.E. Davis 

2. A.D. Midgett 2. E. M. Midgett 2. E.M. Midgett same 

3. P.D. Midgett 3. P.D. Midgett 3. P.D. Midgett 

4. David Tolson 4. F.H. Midgett 4. A.D. Midgett 

5. W.H Baum 5. J. M. Rogers 5. J. M. Rogers 

6. J.M Rogers 6. O. C. Ward 6. O.C. Ward 

7. L.D. Quidley 

1912 1911, 1912, 1913, 1914, 1915

 Robert L Wescott 

1. D. E. Davis 1. Ebenezer M. Midgett, Manteo 

2. E.M. Midgett 2. Peleg D. Midgett, Wanchese 

3. P.D. Midgett 3. Otho C. Ward, Manteo 

4. A.D. Midgett 4. George B. Midgett, Wanchese 

5. O.C. Ward 5. Appolos D. Midgett, Manteo 

6. L.D. Quidley 6. Lenard D. Quidley, Manteo 

7. E. W. Etheridge 7. Hal S. Ward, Manteo 

Sub R.L Wescott, Manteo 

Sub J.W. Davis Wanchese 
BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix J 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page J-6 

1916 (8) 1917 (10) 

Robert L Wescott Robert L Wescott 

1. Ebenezer M. Midgett, Manteo Ebenezer M. Midgett, Manteo 

2. Peleg D. Midgett, Wanchese Peleg D. Midgett, Wanchese 

3. Otho C. Ward, Manteo Otho C. Ward, Manteo 

4. George B. Midgett, Wanchese George B. Midgett, Wanchese 

5. Clinton H. Barnett (A.D. Midgett disabled) Clinton H. Barnett 

6. R.L Wescott Jr. (son?) Aaron O’Neal, Wanchese 

7. Hal S. Ward, Manteo H.S. Ward, Manteo 

 A. J. Daniels, Wanchese 

 Graves Midgett, cook Salvo 

1918 (12)

Robert L. Wescott, Cpt. 

S. D. Guard acting while W is gone G. Bright Midgett, Wanchese 

R. J. Wescott, Manteo H.H Twiford Manteo 

P.D. Midgett, Manteo Dan C. Midgett, cook, Rodanthe 

G.B Midgett, Wanchese 

C.H Barnett, Manteo 

H.S. Ward Manteo 

A. J. Daniels Wanchese 

Claud T. Williams, cook Avon 

1919 1920 (10) 

 H. C. Smith acting keeper 

 W.G. Etheridge 

3 CH Barnett P. D. Midgett (Retires 1921, hurt playing baseball) 

4.HS Ward C. H. Barnett 

5. AJ Daniels H. S. Ward 

6. G. Bright Midgett AJ Daniels 

7. C.T. Williams C.T. Williams 

8. D.C. Midgett D.C. Midgett 

9. Lyton Roswell Daniels – cook Lyton Roswell Daniels – cook 

H.A. Etheridge – cook 

1922 (9) 1932 1933 

H.C. Smith I. N. Baum placed in charge H. G. Dorsey acting 

E. G. Tillet J. D. Midgett courts marshaled 30 june 

H.S. Ward F.H. ??? “ “ 

A.J. Daniels 

C.T. Williams 

H. N. Etheridge 

J. L. Beacham 1937 

D. B. Midgett 

J. B. Gray Funeral for L.D. Quidley 

BODIE ISLAND LIFE-SAVING STATION/BOAT HOUSE HISTORIC STRUCTURE REPORT 

Cape Hatteras National Seashore, Nags Head, NC Appendix K 

2005 • JOSEPH K. OPPERMANN – ARCHITECT, P.A. • Page K-1 

APPENDIX K 

Relocation Options 

Previously studied by Cape Hatteras National Seashore 

1

BODIE ISLAND LIFESAVING

AND

COAST GUARD STATIONS

RELOCATION OPTIONS

JUSTIFICATION

The Bodie Island Life-Saving/Coast Guard Station complex is 

listed on the National Register. The ocean beach adjacent the 

complex is rapidly eroding and threatens to destroy these 

structures. NPS policy and North Carolina law do not allow 

hardening shorelines as a means of protection. 

Relocation is the remaining measure available to 

insure protection of these structures. Following 

relocation, the buildings will be stabilized 

and restored. 

SITE A: WHALEBONE INTERSECTION (EAST SIDE)

GMP: NO, but in the general area

PREVIOUSLY DISTURBED AREA: NO 

FLOOD AREA: YES, but has some high grounds. 

WETLANDS: NO 

SAFETY: Heavy traffic on NC 12,. 

USES: Administrative use; Ranger Station; Eastern 

National offices; seasonal housing; resource management 

field office; research facility; permitted to park partner; 

Group HQ while FORA site is restored. 

UTILITIES: Electric/water/phone nearby 

PROS: Close proximity to Nags Head and Group 

Headquarters. 

CONS: Left turn into this location may mean modification of the existing entrance road. 

SITE B: WHALEBONE JUNCTION INTERSECTION (WEST SIDE EXISTING AREA)

GMP: YES

PREVIOUSLY DISTURBED AREA: YES 

FLOOD AREA: YES, but has some high grounds. 

WETLANDS: YES 

SAFETY: Heavy auto traffic park entrance location. 

USES: Administrative; visitor orientation; Ranger Station; 

hunter contact station; permit to park partner, EN office. 

UTILITIES: Electric, water, septic, phone service in place 

PROS: Would function as a true entrance station into the 

National Seashore; trail to historic US Coastal Survey 

Marker nearby; current agreement with OBVB could be 

extended; Ranger Station closer to community. 

CONS: Vehicle parking requires expansion; increased traffic congestion; existing structures 

would have to be removed. 
2

SITE C: BODIE ISLAND FIRING RANGE/OLD GROUND WATER TANK AREA

GMP: NO 

PREVIOUSLY DISTURBED AREA: YES 

FLOOD AREA: YES, sound-side flooding 

WETLANDS: NO 

SAFETY: Isolated area subject to vandalism, water line for fire suppression system necessary. 

USES: Administrative use; Ranger Station offices; seasonal/VIP housing; a field resource 

management district office could be located here; all firearms and ammunition storage at Group 

HQ could be stored here in closer proximity to the firing range; a small employee training area 

could be developed here. 

UTILITES: None. Electricity service stops at the Navy Tower. Existing road is dirt. 

PROS: This location would indeed afford privacy if converted to housing or office facility. 

CONS: Isolated (vulnerable to theft and vandalism), existing water supply not available for 

structural fire fighting and personal consumption, septic/drain field, parking area needed; high 

cost to construct road/utilities infrastructure development; water tank must be razed. 

SITE D: BODIE ISLAND LIGHT STATION ENTRANCE AREA/INTERSECTION WITH NC12 

GMP: NO 

PREVIOUSLY DISTURBED AREA: NO 

FLOOD AREA: YES, over wash 

WETLANDS: NO 

SAFETY: The intersection of NC12 and the 

Lighthouse road is heavily used and somewhat 

hazardous. 

USES: The BICG (Hilton) structure could be 

used as a Ranger Station; EN office. The BILSS 

(Qtrs. 100) could become a small museum with 

bookstore and exhibits introducing the 

USLSS/USCG story on the Outer Banks. 

UTILITES: Existing electric/water lines 

underground, along NC12 and entrance road. 

PROS: This option would free the existing BI Lighthouse Keepers Quarters to be converted to 

museum space to tell the story of the Lighthouse. BILSS could continue as a Ranger Station. 

More centrally located in the BI district.

CONS: Mixing two interpretive stories in such close proximity could confuse visitors; existing 

water supply not sufficient for structural fire fighting; septic/drain field needed; paved vehicle 
3

parking areas needed; vehicle traffic patterns would have to be studied and the intersection 

redesigned; overhead power line would hamper move and would interfere with the new setting. 

SITE E: BODIE ISLAND LIGHT STATION (OUTSIDE THE HISTORIC DISTRICT)

GMP: NO 

PREVIOUSLY DISTURBED AREA: NO 

FLOOD AREA: NO 

WETLANDS: NO 

SAFETY: BI Lighthouse entrance road does not 

meet DOT standards. 

USES: Visitor center/bookstore/museum with 

exhibits introducing the USLSS/USCG story on 

the Outer Banks; Ranger Station; EN offices. 

UTILITES: Existing electric/water along the 

entrance road. 

PROS: This option would free BI Lighthouse 

Keepers Quarters to be converted to museum 

space interpreting the story of the BI Lighthouse. 

BILSS could continue as a Ranger Station.

CONS: Confusing to visitors, mixing story of Lighthouse and LSS in such close proximity. 

Existing water supply not sufficient for structural fire fighting, septic/drain field will be needed, 

paved vehicle parking areas would have to be constructed. Entrance road would have to be 

widened to meet DOT standards. 

SITE F: OREGON INLET CAMPGROUND

GMP: NO

PREVIOUSLY DISTURBED AREA: YES 

FLOOD AREA: YES, but has some high grounds 

WETLANDS: NO 

SAFETY: Heavy auto traffic on Highway 

12. 

USES: Relocate one or both buildings 

to serve as campground entrance 

station; Ranger Station; seasonal 

housing; limited interpretive functions, 

environmental education/evening 

programs 

UTILITIES: Electric, water, phone in 

place, septic needed 

PROS: Current fee booth is single use; 

structures could potentially could serve 

multiple functions (such as combining 

Ranger Station and Campground 

functions) has the potential to utilize 

personnel more efficiently. 

CONS: Eventually this area will erode as well; additional parking is needed. 
4

SITE G: OREGON INLET FISHING CENTER

GMP: NO

PREVIOUSLY DISTURBED AREA: YES 

FLOOD AREA: YES 

WETLANDS: NO 

SAFETY: Heavily used auto/trailer traffic 

USES: Relocate one or more buildings 

for use as Ranger Station, seasonal 

housing, and/or concessioner office space 

UTILITIES: Electric, water, septic, phone 

in area. 

PROS: Current concession facility has 

limited office space; potential 

exists for income generation 

through franchise fees that 

park could utilize in resource 

management program. 

Concessioner could be 

responsible for renovation 

costs and facility upgrade and 

maintenance 

CONS: Space is area is 

limited, area is already a 

multiple use area. 

COMPLIANCE: TO SEPARATE THE STRUCTURES OR NOT

Environmental Assessment will need to be done on all alternative locations. Contracting an EA 

will take 3-4 months, cost $ 4,000.00. 

Keeping both the BICG Station (Hilton) and BILSS (Ranger Station – Qtrs. 100) together as a 

complex affords the opportunity to interpret the history of the US Lifesaving Service and of the 

continued mission of the Coast Guard on the Banks. Little Kinnakeet will eventually tell this story. 

Chicamacomico tells part of it now. 

Separating the BILSS and the BIGC Station would have to be evaluated through compliance by 

SHPO, to determine if the buildings must remain within a district or the building’s be separated in 

different locations. 

PROS: Either structure can be used for stand-alone operations either open to the public or not. 

CONS: Additional costs associated with site preparation for two separate complexes. Loss of 

interpretation of the USLSS/CG story and different architecture of USLSS vs. CG. 
5

Preferred Alternative

The preferred alternative is to utilize two locations, a combination of Sites A and 

B. Relocate the Bodie Island Coast Guard Station for administrative use to the 

East side of the Whalebone Junction Intersection and relocate the Life Saving 

Station to the West side of Whalebone Junction within the existing contact station 

complex area. At this site the LSS could be serve either of two functions. 

Function 1 (Whalebone West Side) 

Remove the existing small contact station. Replace it with the LSS and garage. 

The public restroom structure would remain as is. The Outer Banks Visitors 

Bureau, under permit, could occupy the downstairs of the new space and provide 

orientation services to visitors traveling south. 

Or EN could occupy the space and open a small sales station in the garage. EN 

personnel would provide information to travelers. EN would occupy office space 

upstairs. 

Or the NPS could use the entire facility for interpretive purposes. The main 

structure’s interior could be remodeled, interiors walls removed, and the space 

opened to appear as it was originally constructed. This open interior space could 

offer non-personal Seashore orientation information through wall hung exhibit 

panels and could also be outfitted as an auditorium. Short video presentations 

could run continuously. One of the two lifeboats in storage might fit in the garage 

in this scenario. 

Or the entire downstairs space in the LSS could be converted to EN small sales 

space with offices upstairs and storage in the attached garage. 

Function 2 (Whalebone West Side) 

Leave the current contact station in place, locate the LSS and garage 

immediately south of the public restroom and continue to utilize this structure as 

the District Ranger Station. 

Bodie Island Coast Guard Station East Side 

Relocate the Coast Guard Station to the East Side of Whalebone for 

administrative purposes. Locate the structure so that visibility from Highway 12 is 

limited. Locate the District Ranger Station downstairs and seasonal housing 

upstairs. This use would necessitate a small footprint to include a septic system 

and limited parking. Entry from the street through the parking lot of Catholic 

Church could be negotiated. In return, the small NPS parking area could be 

utilized by the Catholic Church as overflow for their weekend services. 

As the nation’s principal conservation agency,

the Department of the Interior has

responsibility for most of our nationally owned

public lands and natural resources. This

includes fostering sound use of our land and

water resources; protecting our fish, wildlife,

and biological diversity; preserving the

environmental and cultural values of our

national parks and historical places; and

providing for the enjoyment of life through

outdoor recreation. The department assesses

our energy and mineral resources and works to

ensure that their development is in the best

interests of all our people by encouraging

stewardship and citizen participation in their

care. The department also has a major

responsibility for American Indian reservation

communities and for people who live in island

territories under U.S. administration.

NPS D-223 November 2005