Merchant Mariner Quotes

If I survived at all, it would be a triumph. If I swam, it would be a miracle. As I unlocked my door, I thought of my mother putting her age back fifteen years and going into the merchant marines. I had to try. If I ended in defeat, at least I would be trying. Trying to overcome was black people's honorable tradition.

Not simply wanting compensation for destroyed American vessels, he added a still more explosive demand: that Britain pay a staggering $2 billion in indirect damages for extending the war and undermining America’s merchant marine. He wanted Canada thrown in as a lagniappe and inflamed the situation further by calling for a British admission of guilt and an apology; Grant and Fish would have settled for an expression of regret. Sumner’s words stirred up fellow senators, arousing such bellicose passions that the Senate defeated the Johnson-Clarendon Convention by a huge margin. With his speech, Sumner staked his claim to leadership in foreign policy under Grant. The British were shocked by Sumner’s intemperate language. Lord Clarendon, Britain’s foreign secretary, denounced him for the “most extravagant hostility to England,

She’d rouse me out of bed all hours of the night and I’d wait in the hall. They were mostly soldiers and sailors and merchant mariners, or businessmen down on convention. This is one lousy life, Mamma said, but I’m doing the best I can with what Ive got. I wish I could afford to send you to some kind of business school so you could learn to type.—She never did but I never blamed her. For one thing, she only turned the nicest ones over to me, the businessmen.

His father, a civil servant, had raised him and his sister singlehanded after their mother’s death; the sickly old man had worked overtime in order to send Ryuji to school; despite everything, Ryuji had grown up into a strong, healthy man; late in the war his home had been destroyed in an air raid and his sister had died of typhus shortly after; he had graduated from the merchant-marine high school and was just starting on his career when his father died too; his only memories of life on shore were of poverty and sickness and death, of endless devastation; by becoming a sailor, he had detached himself from the land for ever. ... It was the first time he had talked of these things at such length to a woman.

Eight Bells: Robert J. Kane ‘55D died June 3, 2017, in Palm Harbor, Florida. He came to MMA by way of Boston College. Bob or “Killer,” as he was affectionately known, was an independent and eccentric soul, enjoying the freedom of life. After a career at sea as an Officer in the U.S. Navy and in the Merchant Marine he retired to an adventurous single life living with his two dogs in a mobile home, which had originally been a “Yellow School Bus.” He loved watching the races at Daytona, Florida, telling stories about his interesting deeds about flying groceries to exotic Caribbean Islands, and misdeeds with mysterious ladies he had known. For years he spent his summers touring Canada and his winters appreciating the more temperate weather at Fort De Soto in St. Petersburg, Florida…. Enjoying life in the shadow of the Sunshine Bridge, Bob had an artistic flare, a positive attitude and a quick sense of humor. Not having a family, few people were aware that he became crippled by a hip replacement operation gone bad at the Bay Pines VA Hospital. His condition became so bad that he could hardly get around, but he remained in good spirits until he suffered a totally debilitating stroke. For the past 6 years Bob spent his time at various Florida Assisted Living Facilities, Nursing Homes and Palliative Care Hospitals. His end came when he finally wound up as a terminal patient at the Hospice Facility in Palm Harbor, Florida. Bob was 86 years old when he passed. He will be missed….

The German economic system as it existed before the war depended on three main factors: I. Overseas commerce as represented by her mercantile marine, her colonies, her foreign investments, her exports, and the overseas connections of her merchants; II. The exploitation of her coal and iron and the industries built upon them; III. Her transport and tariff system. Of these the first, while not the least important, was certainly the most vulnerable. The Treaty aims at the systematic destruction of all three, but principally of the first two. I (1) Germany has ceded to the Allies all the vessels of her mercantile marine exceeding 1600 tons gross, half the vessels between 1000 tons and 1600 tons, and one quarter of her trawlers and other fishing boats.[9] The cession is comprehensive, including not only vessels flying the German flag, but also all vessels owned by Germans but flying other flags, and all vessels under construction as well as those afloat.[10] Further, Germany undertakes, if required, to build for the Allies such types of ships as they may specify up to 200,000 tons[11] annually for five years, the value of these ships being credited to Germany against what is due from her for Reparation.[12]

whose red painted faces flash from out their peltry wigwams; for leagues and leagues are flanked by ancient and unentered forests, where the gaunt pines stand like serried lines of kings in Gothic genealogies; those same woods harboring wild Afric beasts of prey, and silken creatures whose exported furs give robes to Tartar Emperors; they mirror the paved capitals of Buffalo and Cleveland, as well as Winnebago villages; they float alike the full-rigged merchant ship, the armed cruiser of the State, the steamer, and the beech canoe; they are swept by Borean and dismasting blasts as direful as any that lash the salted wave; they know what shipwrecks are, for out of sight of land, however inland, they have drowned full many a midnight ship with all its shrieking crew. Thus, gentlemen, though an inlander, Steelkilt was wild-ocean born, and wild-ocean nurtured; as much of an audacious mariner as any. And for Radney, though in his infancy he may have laid him down on the lone Nantucket beach, to nurse at his maternal sea; though in after life he had long followed our austere Atlantic and your contemplative Pacific; yet was he quite as vengeful and full of social quarrel as the backwoods seaman, fresh from the latitudes of buckhorn handled Bowie-knives. Yet was this Nantucketer a man with some good-hearted traits; and this Lakeman, a mariner, who though a sort of devil indeed, might yet by inflexible firmness, only tempered by that common decency of human recognition which is the meanest slave's right; thus treated, this Steelkilt had long been retained harmless and docile. At all events, he had proved so thus far; but Radney was doomed and made mad, and Steelkilt—but, gentlemen, you shall hear.

(Without the merchant marine, there is no Walmart.)

A seagoing lieutenant in the United States Navy once asked me if merchant ships have radar. After learning that they do, he asked if the mates use grease pencils. He seemed surprised. Merchant mariners, for their part, tend to characterize Navy people as green and earnest. They joke about the redundant multitudes that inhabit a Navy-ship bridge. There is a story much told by Navy people and yachtsmen about a merchant ship steaming somewhere at nineteen knots with a dog on the bridge, alone on watch. Andy and I call a tale like that an asmut: an apocryphal story much told. One such yarn, which he told that morning, led up to a question that was supposedly put to a merchant skipper as he arrived in port: “Captain, have you seen any sailboats recently?” “No.” “Well, you should have. There’s a mast and rigging hanging from your anchor.” Without

Farrell Lines was a concept envisioned by James A. Farrell Sr., the son of a ship’s captain and the president of the United States Steel Corporation during World War II. In 1910 he had already, established the Isthmian Steamship Company as a subsidiary of U.S. Steel with the primary purpose of reducing the costs of shipping the company’s freight. As the president of U.S. Steel he saved the company considerable money and because of this he decided to start his own steamship companies. By 1928, Farrell had three of the most prestigious companies in the Maritime Industry: Argonaut Lines, American South African Lines and Robin Lines with their ships flying the South African flag.

Soon after being sworn in as president, John Adams learned that the Directory, the five-member council now ruling France, had expelled the new American minister, Charles Cotesworth Pinckney, and promulgated belligerent new orders against America’s merchant marine. By spring, the French had seized more than three hundred American vessels.

First Officer William Warms had given the order. It is almost certain there would have been no fire drill if Captain Robert Wilmott had been in full command. Warms’s order directly contradicted a policy the master of the Morro Castle first instituted on June 16, 1934. On that day—in violation of the seaworthy certificate issued by the government’s Bureau of Navigation and Steamboat Inspection, and at the risk of endangering the lives of everybody on board—Captain Wilmott had banned all further fire drills. His order could lay him open to prosecution, imprisonment, and the certain loss of his master’s license. Confronted by the classic dilemma of the company man, Wilmott had acted in what he believed to be the Ward Line’s best interests. The basis for his decision was simple. In May 1934, during a fire drill, a woman passenger had fallen on a deck wet down by a leaking joint connection between a fire hose and its hydrant. She fractured an ankle and hired a good lawyer, and the Ward Line settled out of court for twenty-five thousand dollars. Captain Wilmott, after a visit to the shipping line office, ordered the Morro Castledeck fire hydrants capped and sealed; 2100 feet of fire hose was locked away, along with nozzles, outlets, and wrenches for each length of hose. Whether the captain received positive instructions from an executive of the Ward Line, or whether he acted independently, is not known, nor is it important. What is known is that as a result of Wilmott’s order, the pride of the American merchant marine, one of the fastest and most luxurious liners afloat, became from that moment on, a floating fire hazard in all but its cargo holds. If a fire started in any of the passenger areas, the only pieces of equipment readily available to fight it were seventy-three half-gallon portable fire extinguishers and twenty-one carbon tetrachloride extinguishers.

Sheen Armor Company, which made sealant for merchant marine ships. But within two years, Joe Sr. had decided

Why Is a Path Important? We all know people who make a lot of money, but hate their work. We also know people who do not make a lot of money and hate their work. And we all know people who just work for money. A classmate of mine from the Merchant Marine Academy also realized he did not want to spend his life at sea. Rather than sail for the rest of his life, he went to law school after graduation, spending three more years becoming a lawyer and entering private practice in the S quadrant. He died in his early fifties. He had become a very successful, unhappy lawyer. Like me, he had two professions by the time he was 26. Although he hated being a lawyer, he continued being a lawyer because he had a family, kids, a mortgage, and bills to pay. A year before he died, I met him at a class reunion in New York. He was a bitter man. “All I do is sweep up behind rich guys like you. They pay me nothing. I hate what I do and who I work for.” “Why don’t you do something else?” I asked. “I can’t afford to stop working. My first child is entering college.” He died of a heart attack before she graduated. He made a lot of money via his professional training, but he was emotionally angry, spiritually dead, and soon his body followed. I realize this is an extreme example. Most people do not hate what they do as much as my friend did. Yet it illustrates the problem when a person is trapped in a profession and unable to find their path.

The Dorchester was assigned the role of troop transport, and suffered the indignity of having her luxurious, predominantly first-class accommodation gutted, and transformed into spartan quarters for up to 800 troops. She retained her 120-strong Merchant Marine crew, led by Captain Hans Jorgen Danielson, and was fitted with one 4-inch, one 3-inch and four 20-mm guns. This armament was manned by a squad of twenty-three US Navy Armed Guard seamen, under the command of Lieutenant William Arpaia.

Al tended the bar at night. He’d been in the merchant marine and ate with a fat clunky thumb holding down his plate, as if he were afraid the whole place might pitch and yaw and send his dinner flying. He was dwarfish and looked like an abandoned sculpture, a forgotten intention. His upper body was a slablike mass, a plinth upon which his head rested; he had a chiseled nose and jaw, a hack-job scar of a mouth; his hands were thick and stubby, more like paws than anything prehensile. Sitting back behind the bar, smoking Pall Malls, he seemed petrified, the current shape of his body achieved by erosion, his face cut by clumsy strokes and blows. His eyes, though, were soft and blue, always wet and weepy with rheum, and when you looked at Al, you had the disorienting sense of something trapped, something fluid and human caught inside the gray stone vessel of his gargoyle body, gazing out through those eyes. He was my only real neighbor. At closing he’d collect the glasses, wipe down the bottles, shut the blinds, and go to sleep on the bar. In the morning he’d fold his blankets and stow them away in a cardboard box.

When he had ate his fill, and proceeded from the urgent first cup and necessary second to the voluntary third which might be toyed with at leisure, without any particular outcry seeming to suggest he should be on his guard, he leant back, spread the city’s news before him, and, by glances between the items, took a longer survey of the room. Session of the Common Council. Vinegars, Malts, and Spirituous Liquors, Available on Best Terms. Had he been on familiar ground, he would have been able to tell at a glance what particular group of citizens in the great empire of coffee this house aspired to serve: whether it was the place for poetry or gluttony, philosophy or marine insurance, the Indies trade or the meat-porters’ burial club. Ships Landing. Ships Departed. Long Island Estate of Mr De Kyper, with Standing Timber, to be Sold at Auction. But the prints on the yellowed walls were a mixture. Some maps, some satires, some ballads, some bawdy, alongside the inevitable picture of the King: pop-eyed George reigning over a lukewarm graphical gruel, neither one thing nor t’other. Albany Letter, Relating to the Behaviour of the Mohawks. Sermon, Upon the Dedication of the Monument to the Late Revd. Vesey. Leases to be Let: Bouwerij, Out Ward, Environs of Rutgers’ Farm. And the company? River Cargos Landed. Escaped Negro Wench: Reward Offered. – All he could glean was an impression generally businesslike, perhaps intersown with law. Dramatic Rendition of the Classics, to be Performed by the Celebrated Mrs Tomlinson. Poem, ‘Hail Liberty, Sweet Succor of a Briton’s Breast’, Offered by ‘Urbanus’ on the Occasion of His Majesty’s Birthday. Over there there were maps on the table, and a contract a-signing; and a ring of men in merchants’ buff-and-grey quizzing one in advocate’s black-and-bands. But some of the clients had the wind-scoured countenance of mariners, and some were boys joshing one another. Proceedings of the Court of Judicature of the Province of New-York. Poor Law Assessment. Carriage Rates. Principal Goods at Mart, Prices Current. Here he pulled out a printed paper of his own from an inner pocket, and made comparison of certain figures, running his left and right forefingers down the columns together. Telescopes and Spy-Glasses Ground. Regimental Orders. Dinner of the Hungarian Club. Perhaps there were simply too few temples here to coffee, for them to specialise as he was used.

His superiors in the Merchant Marine were astonished. Here he was, ready to go back to the security of the Merchant Marine Academy for another eighteen months of accelerated training, and he wanted to quit to join one of the most dangerous outfits in the service. His officer offered him a thirty-day furlough to think it over. Broderick said, “No, my mind’s made up.

She traced the dragon’s body on his biceps where it transitioned into rope. “I just thought it would be more difficult. After all this time, the heartache, the waiting, the despairing and giving up, the pure pissed-offness of dealing with near misses…" She blew out a breath. “And there it is. With you, easy as breathing. ‘I’m in love with you.’ You said it and meant it. It changes the universe, but the way throwing a stone in a pond does. All those ripples. It's…amazing.” She frowned and cocked her head. “There should at least be dramatic music.” "I can retract it if you want. Brood for a while, play commitment paranoia games, alienate you so we break up, sort of, and then I chase you down before you make some monumental decision, like moving back to New York, or signing up for a three year stint in the merchant marines. Then we can have a big makeup scene.“ She pursed her lips. "Complete with dramatic music.” "Absolutely. If I could afford it, I’d hire John Williams to come up with the score.“ "You’d do all that for me?” "Hell, no.” He snorted, puffing a short, playful breath against her. “I’d tie you up and keep you in my basement until you contracted Stockholm syndrome and couldn’t breathe without me.“ She tipped her head back, sobering. "Sometimes, it feels like I can’t. Crazy, right?” He put his mouth on hers and took her air in the best kind of way, all while giving it back to her. at her, boyishly appealing, but then sobered. "We’re normal, extraordinary people,” he said. “It took us a while, but we always knew what it would look like when it happened. The simplicity of it is what makes it extraordinary. A tadpole gets legs and walks on land, and evolution begins. All in a simple blink, the whole world changes.

bridge into mainland China. It was a pleasing message of ‘business as usual’ smartly tailored to the merchant princes of the Mandarin Oriental. Few would have predicted such Sino-British ‘harmony’ (a favoured Beijing phrase) when Hong Kong was handed back to China on 30 June 1997, after the ninety-nine-year lease on the New Territories came to an end. Then, it was all tears and angst, pride and regret. At the stroke of midnight the Union Jack was lowered to the strains of ‘God Save the Queen’, the Hong Kong police ripped the royal insignia from their uniforms, and Red Army troops poured over the border. Britain’s last governor, former Conservative Party chairman Chris Patten, recorded the final, colonial swansong in all its lachrymose glory: its ‘kilted pipers and massed bands, drenching rain, cheering crowds, a banquet for the mighty and the not so mighty, a goose-stepping Chinese honour guard, a president and a prince’. Steaming out of Victoria Harbour, as the Royal Marines played ‘Rule, Britannia!’ and

Sir George Somers, an experienced mariner, was put in charge of the fleet. Roughly sixty years of age, Somers, from the town of Lyme on England’s southwest coast, had a resume that included service under Essex, Sir Francis Drake, and the privateering Sir John Hawkins.30 A member of parliament, he was an accomplished mariner and navigator. His second in command as master of the fleet’s flagship was Captain Christopher Newport, whose maritime pedigree was every bit as impressive as Somers’s. About forty-nine years of age in 1609, Newport had gone to sea as a young man, sailing to South America and the Caribbean as a privateer. In 1590, when he was about thirty years of age, Newport had been in a sea battle with two Spanish treasure ships off the coast of Cuba. In that battle, Newport lost his right arm but persevered. For the next thirteen years, he was an active Caribbean privateer and was a leading participant in the capture, in 1592, of the Spanish treasure ship the Madre de Dios, a prize that carried about half a million pounds in gems, spices, silks, and other goods. Newport’s long experience as a privateer helped him establish strong links with English merchants. He was also known to King James I, having presented the monarch with two live crocodiles and a wild boar following one of his New World voyages. In 1606, he was named commander of the first Virginia expedition and sailed as captain of the Susan Constant, flagship of the first Virginia fleet.31 By the time he was named sailing master of the flagship of the 1609 fleet, he had made three crossings between England and Jamestown.

Castine is a quiet town with a population of about 1,500 people in Western Hancock County, Maine, named after John Hancock, when Maine was a part of the Commonwealth of Massachusetts. He was the famous statesman, merchant and smuggler who signed the “Declaration of Independence” with a signature large enough so that the English monarch, King George, could read it without glasses. Every child in New England knows that John Hancock was a prominent activist and patriot during the colonial history of the United States and not just the name of a well-known Insurance Company. Just below the earthen remains of Fort George, on both sides of Pleasant Street, lays the campus of Maine Maritime Academy. Prior to World War II, this location was the home of the Eastern State Normal School, whose purpose was to train grade school teachers. Maine Maritime Academy has significantly grown over the years and is now a four-year college that graduates officers and engineers for the United States Merchant Marine, as well as educating students in marine-related industries such as yacht and small craft management. Bachelor Degrees are offered in Engineering, International Business and Logistics, Marine Transportation, and Ocean Studies. Graduate studies are offered in Global Logistics and Maritime Management, as well as in International Logistics Management. Presently there are approximately 1,030 students enrolled at the Academy. Maine Maritime Academy's ranking was 7th in the 2016 edition of Best Northern Regional Colleges by U.S. News and World Report. The school was named the Number One public college in the United States by Money Magazine. Photo Caption: Castine, Maine

Certainly, with this further solid evidence of the ability of citrus fruits to combat scurvy, one would expect the British Navy to adopt this technological innovation for all ship’s crews on long sea voyages, and in fact, it did so. But not until 1795, forty-eight years later. Scurvy was immediately wiped out. And after only seventy more years, in 1865, the British Board of Trade adopted a similar policy, and eradicated scurvy in the merchant marine.

In the late fifteenth and early sixteenth centuries, the English had been among the pioneers of Atlantic exploration, but during the long reign of Henry VIII (Queen Elizabeth’s father) merchants and mariners had turned away from distant horizons and focused instead on opportunities nearer to home, trading with Europe and countries bordering the Mediterranean Sea. Other

Thousands from the navy, Coast Guard, and Merchant Marines had been killed, but there were more than a fair share of survivors. Some of them had even been pulled aboard German U-boats and interrogated, before being sent adrift in the open ocean. The ones who were rescued by US forces had strange things to share, and what they reported made its way through the channels of Naval Intelligence to Haffenden and MacFall. American supplies—packaged with their name branding—were seen belowdecks inside German U-boats. This meant that the Germans might be rendezvousing out at sea with people from mainland North America. And if these people could supply food, then they could also supply other things, such as fuel and distilled water, which were liquid gold to a U-boat at sea.

There was. The problem was not somnolence; it was subservience. The members of the Board of Trade itself knew little about ships or safety at sea. They were mostly decorative luminaries like the Archbishop of Canterbury. On nautical matters they deferred to the professional staff of the Board’s Marine Department. But these men were bureaucrats—better at carrying out policy than making it. When it came to such questions as whether ships should provide lifeboats for all on board, these men deferred to the Department’s Merchant Shipping Advisory Committee. This group was dominated by the ship-owners themselves, and they were only too happy to make policy. They knew exactly where they stood, and they did not want boats for all. In the luxury trade, “boats for all” meant less room on the upper decks for the suites, the games and sports, the verandahs and palm courts, and the glass-enclosed observation lounges that lured the wealthy travelers from the competition. On the Titanic, for instance, it would sacrifice that vast play area amidships and instead clutter the Boat Deck with (of all things) boats.

Patrick G. Cox’s book “Ned Farrier Master Mariner: Call of the Cape” is a compelling piece of historical fiction about a young seafarer named Ned Farrier. The story takes place in South Africa and England in the middle of the 19th century. The author, Cox, does a great job of showing how sailors and settlers lived in this time period. He or she tells an interesting story that teaches readers about sailing terms, harsh realities, and the new frontiers of South Africa. Ned Farrier, the main character of the book, is a likeable person who has changed a lot since his time in the London workhouse and the Vauxhall gentleman’s club. He has learned a lot about how to sail and is now the captain of his own merchant ship. But he just lost his young wife and child to consumption, which has left him with a strong desire for a better life. Ned moves up in his job and with his bosses over the course of the book, but his heart is always drawn to Sally Hudsmith, who is married and has her own problems. The author does a great job building up Sally’s character and showing how hard it is for her to be a passenger on Ned’s ship. When Sally’s husband dies, she is once again a passenger, headed back to England, which no longer feels like home. The story follows their parallel lives as they write letters to each other. Their love for each other is clear. Cox makes a true picture of how people lived on sailing ships and the new steamships of the time. The book is interesting to read because it tells about the difficulties of settling down in South Africa, which was then a new frontier, and the excitement of dating outside of England. Overall, “Ned Farrier Master Mariner: Call of the Cape” is a fun and interesting book that people who like historical fiction, sailing, and South African history will enjoy. Cox has done a great job of making a world that feels real and is filled with interesting characters and a compelling story.

I imagined being on watch onboard a frigate, wearing a woolen pea coat and drinking coffee from a tin mug. I thought that it was something Hemingway would do, or that I was like Jack Kerouac in the merchant marine in Lonesome Traveler.

The first dishes, carried out on Barroni's exquisite silver platters, were a selection of marzipan fancies, shaped into hearts and silvered; a mostarda of black figs in spiced syrup; skewers of prosciutto marinated in red wine that I had reduced until it was thick and almost black; little frittate with herbs, each covered with finely sliced black truffles; whole baby melanzane, simmered in olive oil, a recipe I had got from a Turkish merchant I had met in the bathhouse. I set about putting the second course together. I heated two kinds of biroldi, blood sausages: one variety I had made pig's blood, pine nuts and raisins; the other was made from calf's blood, minced pork and pecorino. Quails, larks, grey partridge and figpeckers were roasting over the fire, painted with a sauce made from grape molasses, boiled wine, orange juice, cinnamon and saffron. They blackened as they turned, the thick sauce becoming a lovely, shiny caramel. There were roasted front-quarters of hare, on which would go a deep crimson, almost black sauce made from their blood, raisins, boiled wine and black pepper. Three roasted heads of young pigs, to which I had added tusks and decorated with pastry dyed black with walnut juice so that they resembled wild boar, then baked. Meanwhile, there was a whole sheep turning over the fire, more or less done, but I was holding it so that it would be perfect. The swan- there had to be a swan, Baroni had decided- was ready. I attached it to the armature of wire I had made, so that it stood up regally. The sturgeon, which I had cooked last night at home, and had finally set in aspic at around the fourth hour after midnight, was waiting in a covered salver. There were black cabbage leaves rolled around hazelnuts and cheese; rice porridge cooked in the Venetian style with cuttlefish ink; and of course the roebuck, roasting as well, but already trussed in the position I had designed for it.

The original flagship for the company was the MS City of New York, commanded by Captain George T. Sullivan, On March 29, 1942, she was attacked off the coast of Cape Hatteras, North Carolina, by the German submarine U-160. The torpedo struck the MS City of New York at the waterline under the ship’s bridge, instantly disabling her. After allowing the survivors to get into lifeboats the submarine sunk the ship. Almost two days after the attack, a destroyer, the USS Roper, rescued 70 survivors, of which 69 survived. An additional 29 others were picked up by USS Acushnet, formerly a seagoing tugboat and revenue cutter, operated by the U.S. Coast Guard. All these survivors were taken to the Naval Base in Norfolk, Virginia. Almost two weeks later, on April 11, 1942, a U.S. Army bomber on its way to Europe spotted a lifeboat drifting in the Gulf Stream. The boat contained six passengers: four women, one man and a young girl plus thirteen crew members. Tragically two of the women died of exposure. The eleven survivors picked up by the U.S. Coast Guard Cutter CG-455 and were brought to Lewes, Delaware. The final count showed that seven passengers died as well as one armed guard and sixteen crewmen. Photo Caption: the MS City of New York Hot books by Captain Hank Bracker available at Amazon.com “Salty & Saucy Maine,” is a coming of age book that recounts Captain Hank Bracker’s formative years. “Salty & Saucy Maine – Sea Stories from Castine” tells many sea stories of Captain Hank’s years at Maine Maritime Academy and certainly demonstrates that life should be lived to the fullest! In 2020 it became the most talked about book Down East! “The Exciting Story of Cuba -Understanding Cuba’s Present by Knowing Its Past” ISBN-13: 978 1484809457. This multi-award winning history of Cuba is written in an easy-to-read style. Follow in the footsteps of the heroes, beautiful movie stars and sinister villains, who influenced the course of a country that is much bigger than its size! This book is on the shelf as a reference book at the American Embassy in Havana and most American Military and Maritime Academies.

On February 9th, 1942, the SS Normandie, a proud ocean liner and the pride of the French Merchant Marine, was being converted into a troop transport. A welder’s torch cut through a bulkhead and set afire a bundle of flammable rags and a stack of life jackets. The fire soon roared throughout the ship and since the internal fire protection system had been disabled, the only assistance available was from the New York City Fire Department. Fireboats pumped water onto the blaze until it caused this magnificent vessel to become unstable. I guess it never occurred to anyone that the water going into the ship, should have been pumped out! On February 10th, the ship rolled over onto its port side, sinking into the mud alongside Pier 88 in Manhattan. Investigations ensued with the thought being that this tragedy was caused by enemy sabotage. However, later findings indicated that the fire had been completely accidental. There are still some allegations contradicting this, and claims that the fire was indeed arson and involved “Lucky” Luciano, the Mafia boss who controlled the waterfront. From the time the fire started until the Normandie was righted in 1943, I watched what was happening to the now renamed USS Lafayette from a perfect vantage point at the top of the Palisades near North Street Park. It was the talk of the town and everyone continued to speculate as to who was at fault. “It must have been the Nazis,” was the conventional wisdom. The soldiers to whom I frequently talked, stationed at the searchlights and gun emplacements, were the ones who surely would know. Eventually, stripped of her superstructure, the ship was righted at great expense. There was talk of converting her into an aircraft carrier, or of cutting her down to become a smaller vessel. However, in the end she was sold for $161,680 to Lipsett, Inc., an American shipyard, where the once magnificent ship was reduced to scrap metal.

From the beginning, the SS Deutschland was beset by problems, She was known as the “Cocktail Shaker” when she was first launched in 1923. On her trials, it was noticed that the ship had a serious vibration problem due to an imbalance in her twin shafts or perhaps her massive bronze propellers. Because of a lack of funding, this vibration was accepted and remained so for the first six years of her existence. It was an embarrassment to have a ship represent the German Merchant Marine, Handelsmarine, that was handicapped from the start. However, she was still considered the pride of the Hamburg-Amerika Line, a company with rich traditions that was founded in 1847. So, when the Deutschland left Hamburg for the first time on March 27, 1924, she moved slowly down the Elbe River past Blohm und Voss, the massive dockyard where she had been built. At the time of her maiden voyage, the entire city celebrated when the Deutschland headed down the Elbe River towards the North Sea. Other ships in the harbor fittingly saluted her by blowing their deep throaty whistles, as small craft such as tugboats and fireboats pumped frothy white streams of the brackish river water high into the air. By the time I boarded her for my voyage to the United States in November, 1934, the SS Deutschland was over 11 years old and, although she was still Hamburg-Amerika Line’s flagship, she was beginning to show her age. Germans, who prided themselves in their knowledge of science and engineering, were falling behind other European countries. Paying retribution to the victors of World War I had drained the German treasury and as a nation, they resented it. Hostility had increased and the pressure it put on the people was obvious. Many looked to Hitler to make “Germany great again.

The Empire State was a relatively quiet ship since she only used steam power to drive the turbines, which then spun the generators that made the electricity needed to energize the powerful electric motors, which were directly geared to turn the propeller shafts. All in all, the ship was nearly vibration free, making for a smooth ride. With the sound of three short blasts on the ship’s whistle, we backed away from the pier. This ship was unlike most ships and we all noticed a definite difference in her sounds and vibrations. At that time, most American vessels were driven by steam propulsion that relied on superheating water. The reciprocating steam engines, with their large pistons, were the loudest as they hissed and wheezed, turning a huge crankshaft. Steam turbines were relatively vibration free, but live steam was always visible as it powered the many pumps, winches, etc. Steam is powerful and efficient, but can be dangerous and even deadly. Diesel engines were seldom used on the larger American ships of that earlier era since they were not considered cost or energy efficient. Led by German ships, diesel driven vessels, they are now the most popular engines in use. The NS Savanna was the only nuclear merchant ship, ever built. Launched in July 21 1959, at a cost of $46.9 million, the NS Savannah was a demo-project for the potential use of nuclear energy. She was deactivated in 1971, and is now located at the Canton Marine Terminal in Baltimore, Maryland.

The American navigator sets sail from Boston to buy tea in China. He lands in Canton, stays there a few days, and returns. In under two years he has traveled the circumference of the globe and seen land only once. During a crossing of eight to ten months, he has drunk brackish water and lived on salted meat. He has battled constantly with the sea, with disease, and with boredom. But upon his return, he can sell his tea for a penny to a pound less than the English merchant: his goal has been achieved.