Short Maritime Quotes

I phoned the Admiral back. 'It's no use, Admiral, the French speak nothing but French.' There was a short pause on the end of the line then his voice rattled into life like a sabre. 'They're lying, Tim!' 'What?' 'The French Navy must by law speak English, as English is the international maritime language of the sea.' 'Has anyone told the French that?' The line went dead for a moment before he thundered, 'Yes Nelson. At the battle of Trafalgar.' I tried to stifle an irresistibly British giggle not knowing if the Admiral was making a joke or not. I got it right. He was serious.

courts may exercise jurisdiction: cases between states; cases between a state and citizens of another state, or between citizens of different states; “controversies to which the United States shall be a party”; admiralty and maritime disputes; cases involving ambassadors and other foreign diplomats; and cases between a state or its citizens and the government or residents of a foreign state.

Mughals to the importance of sea power. The Mughals had a predominantly continental outlook. Preoccupation with cavalry warfare blinded the Indian rulers to the maritime challenge of the European powers. The Mughals would only take an enemy seriously if he confronted them with large contingents of cavalry. Thus, they neglected the Indian Ocean as the most important element of the total Indian environment. They knew the monsoon would not permit a sustained maritime invasion of India. Thus, a maritime invader would find his supply lines cut in a short time-frame. The European powers, however, never attempted such an invasion. India itself had a huge military manpower pool with a mercenary orientation. It generally flocked to the banner of whichever local ruler paid the best. The European success lay in nativisation. They built up their military contingents in India by drilling local infantry troops who were far less expensive to maintain but in the end proved fatal to the Indian cavalry.

Pier 5 in Brooklyn was within a short walking distance from the subway station and in the distance the masts and funnel of my new ship could be seen. The S/S African Sun was a C-4 cargo ship built in 1942, for the war effort. Not even 15 years old, the ship looked as good as new. Farrell Lines took good care of their ships and it showed. There was always a lot of activity prior to departure and this time was no exception. We were expected to depart prior to dusk and there were things to do. I got into my working uniform and leaving my sea bag on my bunk headed for the bridge. When I passed the open door of the Captain’s room he summoned me in. “Welcome aboard Mr. Mate. I’ve heard good things about you!” We talked briefly about his expectations. Introducing himself as Captain Brian, he seemed friendly enough and I felt that I got off to a good start. As the ship’s Third Officer, most frequently known as the Third Mate, my first order of business was to place my license into the frame alongside those of the other deck officers. I must admit that doing so gave me a certain feeling of pride and belonging. With only an hour to go before our scheduled departure I called the engine room and gave them permission to jack over the engine; a term used to engage the engine, so as to slowly turn the screw or propeller.

Captain Hank Bracker’s book, Salty and Saucy Maine, should have been titled Salty and Saucy Hank Bracker. Yup, Hank’s stories are definitely saucy and salty. The book is full of stories about Hank’s time at Maine Maritime Academy. There are plenty of tales that will make you laugh, a lot of interesting history, and then there are those stories I’d label ribald. Hank worked for many years, after graduating from Maine Maritime, in the maritime industry, including the navy. And he’s written four other books, with lots more stories. “More than anything,” writes Hank, “it was my time at the Academy that built the foundation for what evolved into an adventurous, exciting career and life.” He describes this book as “a young man’s coming-of-age book,” and it is surely that. “Not surprising, by nature I am a free spirit, who loves the company of most animals and some people. You might say that I love to laugh, hold center stage, and tell my yarns the way I remember them. For years, friends have encouraged me to write these tales as short stories. This is part of that effort! All I can add is that Hank’s wife of almost 60 years, Ursula, must be a saint!

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 the 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 era, and were not considered cost or energy efficient. 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. We all had our sea projects to do and although they were not difficult, they were time consuming and thought of as a pain in the azz. The best time to work on these projects was while standing our make-work, lifeboat watches. One of the ship’s lifeboats was always on standby, hanging over the side from its davits. Day and night, we would be ready to launch this boat if somebody fell overboard. Fortunately, this never happened, so with little else to do we had plenty of time to do our projects.

Being constantly active made time fly, and so it didn’t take long before the day of departure came. With the last of everything aboard, we set sail just as many did before us. We were among those that continued the tradition of... “they that go down to the sea in ships” and we were very aware that this tradition rested on our shoulders. On January 4, 1953, 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 the 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 era, and were not considered cost or energy efficient. The TS 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.

A few weeks prior, I noticed a small cargo vessel at anchor on the northern end of the harbor. Every so often a stray yacht, sail boat or tramp steamer would mysteriously show up and stay a while before leaving again. Coming into Monrovia was always welcome. No one would ever pull into any of the open ports along the Liberian coast if they could help it. There was always the chance of trouble with pirates or the authorities and so it was strange for this small ship to be so far from its usual trading routes closer to Europe. The ship was beat up from years in the North Sea, with her ribs outlined through her rusted skin. Everyone had heard the rumor, that Franz Knupple came to Liberia on her but now she was quietly swinging from her hook, at the small designated anchorage near the fishing pier. Without anyone paying all that much attention to her she had become part of the landscape. Now the story continued… The vessel’s captain was inspecting the bilges for leaks, with a drop cord in his hand and as he stood ankle deep in water, a short or break in the wire, electrocuted him! Since the last time Knupple was seen in Harbel no one had seen him, but now after the death of the Zenit’s Captain, a new rumor was spawned. It didn’t sound reasonable to anyone that a seasoned seaman would be standing in water with a live electrical wire in his hand. One of the first rules of the sea was to stay away from electricity when you are wet or standing in water. Although anything is possible, no one could believe that he had electrocuted himself.

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 the 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 era, and were not considered cost or energy efficient. 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.

Castine predates the Plymouth Colony by 7 years and, being one of the oldest settlements in America, has a rich history. Founded during the winter of 1613 as Fort Pentagöet, named after the French Baron of Pentagöet, Castine is located in eastern Maine or “Down East,” as it is now popularly called. During much of the 17th and 18th centuries, the French Parish of Acadia included parts of eastern Quebec and the Maritime Provinces. The pine-forested land of French controlled Maine extended as far south as Fort Pentagöet and the Kennebec River. That same year, 1613, English Captain Samuel Argall raided Mount Desert Island, the largest island to be found in present-day Maine, thus starting a long-running dispute over the boundary between French Acadia and the English colonies lying to the south. In 1654, Major General Robert Sedgwick led 100 New England volunteers and 200 of Oliver Cromwell's soldiers on an expedition against French Acadia. Sedgwick captured and plundered Fort Pentagöet and occupied Acadia for the next 16 years. This relatively short period ended when the Dutch bombarded the French garrison defending Penobscot Bay and the Bagaduce River, thereby dominating Castine in 1674 and again in 1676. It was during this time that they completely destroyed Fort Pentagöet. After the Treaty of Breda brought peace to the region in 1667, French authorities dispatched Baron Jean-Vincent de Saint- Castin to take command of Fort Pentagöet. The community surrounding the fort served as the capital of this French colony from 1670 to 1674, and was named Castine after him.

Being constantly active made time fly, and so it didn’t take long before the day of departure came. It was January 4, 1953, and with the last of everything we needed aboard, we set sail just as many did before us. We were among those that continued the tradition of... “they that go down to the sea in ships” and we were very aware that this tradition rested on our shoulders. With the sound of three short blasts on the ship’s whistle, we backed away from the pier. This ship was unlike most ships of that era 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 the 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 era, and were not considered cost or energy efficient. 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.

On November 2, 1899, eight members of the United States Navy were awarded the Congressional Medal of Honor for extraordinary heroism and service beyond the call of duty. On the night of June 2, 1898, they had volunteered to scuttle the collier USS Merrimac, with the intention of blocking the entry channel to Santiago de Cuba. On orders of Rear Admiral William T. Sampson, who was in command, their intention was to trap Spanish Admiral Cervera’s fleet in the harbor. Getting the USS Merrimac underway, the eight men navigated the ship towards a predetermined location where sinking her would seal the port. Their course knowingly took them within the range of the Spanish ships and the shore batteries. The sailors were well aware of the danger this put them into, however they put their mission first. Once the Spanish gunners saw what was happening, they realized what the Americans were up to and started firing their heavy artillery from an extremely close range. The channel leading into Santiago is narrow, preventing the ship from taking any evasive action. The American sailors were like fish in a barrel and the Spanish gunners were relentless. In short order, the heavy shelling from the Spanish shore batteries disabled the rudder of the Merrimac and caused the ship to sink prematurely. The USS Merrimac went down without achieving its objective of obstructing navigation and sealing the port. ‎Fête du Canada or Canada Day is the anniversary of the July 1, 1867, enactment of the Canadian Constitution Act. This weekend Americans also celebrate the United States’, July 4, 1776 birthday, making this time perfect to celebrate George Fredrick Phillips heroic action. Phillips was one of the men mentioned in the story above of the USS Merrimac. He was born on March 8, 1862, in Saint John, New Brunswick, Canada and joined the United States Navy in March 1898 in Galveston, Texas. Phillips became a Machinist First Class and displayed extraordinary heroism throughout the Spanish bombardment during their operation. He was discharged from the Navy in August 1903, and died a year later at the age of 42 in Cambridge, Massachusetts. His body was returned to Canada where he was interred with honors at the Fernhill Cemetery in his hometown of Saint John, New Brunswick.

Ashkelon was the Philistine port city on the coast eighteen miles west-southwest from Gath. The gods Dagon, Asherah, Ba’alzebul and Molech arrived there early afternoon the next day. They knew the time was short before the archangels would find them. Ashkelon was the oldest and largest seaport in Canaan. As one of the cities of the Philistine pentapolis, it supported a thriving import and export maritime trade. Its populace, about fifteen thousand people, lived on one hundred and fifty acres, surrounded by a mile and a half of brick wall fifty feet high and fifteen feet thick. It was built on a large sandstone outcropping and included a large port. A long, manmade jetty about fifty feet wide and several hundred feet long functioned as a breakwater and housed a sea temple of Dagon on its outer edge. Departing and arriving ships could look upon the large, open-air rotunda encompassed by a ring of pillars and say their prayers to Dagon for protection on the seas or thanks for deliverance from the waves.

On June 15, 1904, an annual gala was held on the passenger ship as it steamed up the East River, with about 1,400 people from St. Mark’s Evangelical Lutheran Church. Consisting mostly of German immigrants, the boat was packed with women and children, and when a small fire started on the ship shortly after the trip began, faulty equipment was unable to put it out or stop it from spreading. On top of that, the lifeboats were tied up and the crew, which never conducted emergency drills, was unprepared for a potential disaster. When parents put life preservers on their children and then had them enter the water, they soon learned that the life preservers were also faulty and didn’t float. As the disaster unfolded, over 1,000 passengers burned to death or drowned, many swept under the water by the East River’s current and weighed down by heavy wool clothing. Few people on board knew how to swim, exacerbating the situation, and eventually the overcrowded decks began to collapse, crushing some unfortunate victims. In the end, the General Slocum sank in shallow water while hundreds of corpses drifted ashore, and the fallout was immediate. The captain was indicted for criminal negligence and manslaughter, and the ship’s owner was also charged. While the captain would receive a 10 year sentence, the company in charge of the General Slocum got off with a light fine. In a somewhat fitting postscript, the ship was salvaged and converted into a barge, only to sink once again during a heavy storm in 1911.

Seawater One” The book worth waiting for has finally been published and is now available at Amazon.com, Barnes&Noble.com, BooksAMillion.com as well as Independent Book Stores & Distributors! “Seawater One” is a graphic coming-of-age book written by Award Winning Captain Hank Bracker, who received two “FAPA” silver medals for “The Exciting Story of Cuba” in 2016. In June of 2016 Captain Hank Bracker was selected to be Hillsborough County’s author of the month…. He swept the field with three “FAPA” bronze, silver and gold medals, for “Suppressed I Rise” in August of 2017 and has now completed the long awaited “Seawater One”! Starting in pre-World War II Hamburg, Germany, “Seawater One” traces Captain Hank Bracker’s adventurous time from the depression years, to his youth on the streets of Jersey City. Without inhibitions he relates the life he led in a bygone era. Follow his first voyage to sea on a foreign cargo passenger ship and his education at Admiral Farragut Academy in New Jersey and then at Maine Maritime Academy where he learned much more than just the art of seamanship. This book begins with a short history of Germany and Captain Hank’s early life in America. It recounts his childhood years but soon escalates to the red hot accounts of his erotic discoveries. It’s a book that you will enjoy and perhaps even identify with. Certainly it demonstrates that life should be lived to the fullest!

great stocks to short.

When the British attacked Havana in 1762, Admiral de Hevia failed to scuttle the ships under his command. Thus, his ships fell into the hands of the British. The Admiral was returned to Spain where he was court-martialed, stripped of his titles and sentenced to house arrest for 10 years. Fortunately, he was pardoned three years later, on September 17, 1765. Reinstated he returned to active duty as the commander of the Marine Corps in Cadiz. He died seven years later on December 2, 1772, at Isla de León, Spain. Havana being under the rule of the British governor Sir George Keppel, the 3rd Earl of Albemarle, the British opened trade with their North American and Caribbean colonies, causing a dramatic transformation in the culture of Cuba, as well as bringing an increase to the population. Thousands of additional slaves were brought to the island under British rule, ostensibly to work on the new sugar plantations. The British occupation, however, didn’t last long, since the Seven Years’ War ended less than a year after the British arrived, and with the signing of the Peace of Paris Treaty the English agreed to surrender Cuba in exchange for Florida. In Britain, many people believed they could have done better, had they included Mexico and some of the colonies in South America, as part of the deal. The Florida Keys, not being directly connected to the Florida mainland, also remained in dispute, but it was not contested as long as free trade was permitted. After the deal was made with the British, Spain retained control of Cuba until after the secessionist movements were ended with the Treaty of Paris, signed on December 10, 1898. The United States Senate ratified the treaty on February 6, 1899. In 1793, many more slaves were imported into Cuba when French slave owners fled from Haiti during the Slave Rebellion, also known as the Haitian Revolution. This brought 30,000 white refugees and their slaves into Cuba. With their knowledge of coffee and sugar processing, they founded many new plantations. This period of the English occupation and French influx, although chronologically short, was when the floodgates of slavery were opened wide. It was at this time that the largest numbers of black slaves ever, were imported into the country.

Side-Wheelers were built following the time sail ships were popular. It was a time when engineers experimented with various ways to transfer the thrust of steam engines to useful ways of propelling vessels through water. Side-Wheelers are a subspecies of paddleboats that were popular for a time, until it was determined that they were actually dangerous in heavy seas. Paddle steamers have a paddle wheel on each side of the ship’s hull making the vessel vulnerable to wave action coming in from abeam. If the seas were heavy enough the upper paddles could actually push water in the opposite direction from the ships heading, although the upper reach of the paddles were usually encased in a wooden housing. If the vessel rolled far enough the paddles or blades on one side or the other could come completely out of the water, thereby losing the necessary resistance. It was dangerous at best and was most frequently used on river boats. One of the best examples of a side-wheeler lost at sea was the sidewheel steamer Portland owned by the Eastern Steamship Company. It was 7 p.m. on Nov. 26, 1898 when Capt. Hollis Blanchard, convinced that he could outrun an oncoming storm and make it back to Portland in the morning left Boston. The 219-foot vessel had 120 passengers and 60 crew members including the night watchman, Griffin S. Reed of Portland. That night, hurricane-force winds and 40-foot seas blew up as blinding snow from two storms hit simultaneously and ravaged the New England coast. The Portland must been swamped by the violent sea just a few hours later. Although a ship’s whistle was heard on Cape Cod giving a distress signal of four short blasts, nothing could be seen through the heavy snow. Later that night bodies started washing ashore, late that night however. Many of the victims of the gale were laid to rest in the Portland Evergreen Cemetery. Griffin Reed’s body was never recovered however a stone has been placed in the cemetery in his memory. A total of about 400 New Englanders died in this storm still known as “The Portland Gale.” A hundred and fifty vessels, including the Portland sank in this ferocious storm leaving no survivors. In 2002, divers finally located the Portland in 500 feet of water. From her location, Highland Light, on Cape Cod, bears 175 degrees true at a distance of 4.5 miles.

Construction of the SS Morro Castle was begun by the Newport News Shipbuilding and Dry Dock Company in January of 1929 for the New York and Cuba Mail Steam Ship Company, better known as the Ward Line. The ship was launched in March of 1930, followed in May by the construction of her sister ship the SS Oriente. Both ships were 508 feet long and had a breath of almost 80 feet and weighed in at 11,520 gross tons (GRT). The ships were driven by General Electric turbo generators, which supplied the necessary electrical current to two propulsion motors. Having twin screws both ships could maintain a cruising speed of 20 knots. State of the art, each ship was elegantly fitted out to accommodate 489 passengers and had a complement of 240 officers and crew. It is estimated that the ships cost approximately $5 million each, of which 75% was given to the company as a low cost government loan to be repaid over twenty years. The SS Morro Castle was named for the fortress that guards the entrance to Havana Bay. On the evening of September 5, 1934 Captain Robert Willmott had his dinner delivered to his quarters. Shortly thereafter, he complained of stomach trouble and shortly after that, died of an apparent heart attack. With this twist of fate the command of the ship went to the Chief Mate, William Warms. During the overnight hours, with winds increasing to over 30 miles per hour, the ship continued along the Atlantic coast towards New York harbor. Early on September 8, 1934 the ship had what started as a minor fire in a storage locker. With the increasing winds, the fire quickly intensified causing the ship to burn down to the waterline, killing a total of 137 passengers and crew members. Many passengers died when they jumped into the water with the cork life preservers breaking their necks and killing them instantly on impact. Only half of the ships 12 lifeboats were launched and then losing power the ship drifted, with heavy onshore winds and a raging sea the hapless ship ground ashore near Asbury Park. Hard aground she remained there for several months as a morbid tourist attraction. On March 14, 1935 the ship was towed to Gravesend Bay, New York and then to Baltimore, MD, where she was scrapped. The Chief Mate Robert Warms and Chief Engineer Eban Abbott as well as the Ward Line vice-president Henry Cabaud were eventually indicted on various charges, including willful negligence. All three were convicted and sent to jail, however later an appeals court later overturned the ship’s officers convictions and instead placed much of the blame on the dead Captain Willmott. Go figure….

Once upon a time, on the MV Cavalla Mosquitoes were everywhere especially along the river. When I first arrived in West Africa I was used repellent and constantly swatted them. Most frequently they just sat there and, when slapped, splashed red blood in all directions. The seasoned TTTs would laugh making remarks about how the insects liked new blood. In time everyone contracted malaria! All the quinine and other derivatives only helped marginally to prevent malaria and actually caused some expats to cut short their contracts and return home early. I, like many others, just put up with it, not really being aware of how dangerous the disease could be. Now it was Captain Turner’s turn to wind up in the hospital. Covering for him was different since the MV Cavalla was an old landing vessel that we didn’t even consider a ship. Be that as it may, on that occasion I had to take over for Captain John Turner who had graduated a year before me, from the New York State Maritime College, and had gone totally native. He had grown a long shaggy beard and although having been admonished on a number of occasions, wore nothing more than a loin cloth and a uniform cap. His dark tan added to his wild image but I felt that in time it could cause him a problem. He only had a few months left on his contract but insanely offered to stay longer. Now malaria got the best of him and he wound up in the hospital. My guess was that they would have sent him back early if they could of, but we weren’t that easy to replace.

Having spent 4,000 turbulent years consolidating its land mass, China is now building a Blue Water navy. A Green Water navy patrols its maritime borders, a Blue Water navy patrols the oceans. It will take another thirty years (assuming economic progression) for China to build naval capacity to seriously challenge the most powerful seaborne force the world has ever seen – the US navy. But in the medium to short term, as it builds, and trains, and learns, the Chinese navy will bump up against its rivals on the seas; and how those bumps are managed – especially the Sino–American ones – will define great power politics in this century.

Few records exist to establish a definitive date as to when the first ships were built in the Piscataqua region. Fishing vessels were probably constructed as early as 1623, when the first fishermen settled in the area. Many undoubtedly boasted a skilled shipwright who taught the fishermen how to build “great shallops”as well as lesser craft. In 1631 a man named Edward Godfrie directed the fisheries at Pannaway. His operation included six large shallops, five fishing boats, and thirteen skiffs, the shallops essentially open boats that included several pairs of oars, a mast, and lug sail, and which later sported enclosed decks.5 Records do survive of the very first ship built by English settlers in the New World. In 1607, at the mouth of the Kennebec River in Maine, the Plymouth Company erected a short-lived fishing settlement. A London shipwright named Digby organized some settlers to construct a small vessel with which to return them home to England, as they were homesick and disenchanted with the New England winters. The small craft was named, characteristically, the Virginia. She was evidently a two-master and weighed about thirty tons, and she transported furs, salted cod, and tobacco for twenty years between various ports along the Maine coast, Plymouth, Jamestown, and England. She is believed to have wrecked somewhere along the coast of Ireland.6 By the middle of the seventeenth century, shipbuilding was firmly established as an independent industry in New England. Maine, with its long coastline and abundant forests, eventually overtook even Massachusetts as the shipbuilding capital of North America. Its most western town, Kittery, hovered above the Piscataqua. For many years the towns of Kittery and Portsmouth, and upriver enclaves like Exeter, Newmarket, Durham, Dover, and South Berwick, rivaled Bath and Brunswick, Maine, as shipbuilding centers, with numerous shipyards, blacksmith shops, sawmills, and wharves. Portsmouth's deep harbor, proximity to upriver lumber, scarcity of fog, and seven feet of tide made it an ideal location for building large vessels. During colonial times, the master carpenters of England were so concerned about competition they eventually petitioned Parliament to discourage shipbuilding in Portsmouth.7 One of the early Piscataqua shipwrights was Robert Cutts, who used African American slaves to build fishing smacks at Crooked Lane in Kittery in the 1650s. Another was William Pepperell, who moved from the Isle of Shoals to Kittery in 1680, where he amassed a fortune in the shipbuilding, fishing, and lumber trades. John Bray built ships in front of the Pepperell mansion as early as 1660, and Samuel Winkley owned a yard that lasted for three generations.8 In 1690, the first warship in America was launched from a small island in the Piscataqua River, situated halfway between Kittery and Portsmouth. The island's name was Rising Castle, and it was the launching pad for a 637-ton frigate called the Falkland. The Falkland bore fifty-four guns, and she sailed until 1768 as a regular line-of-battle ship. The selection of Piscataqua as the site of English naval ship construction may have been instigated by the Earl of Bellomont, who wrote that the harbor would grow wealthy if it supplemented its export of ship masts with “the building of great ships for H.M. Navy.”9 The earl's words underscore the fact that, prior to the American Revolution, Piscataqua's largest source of maritime revenue came from the masts and spars it supplied to Her Majesty's ships. The white oak and white pine used for these building blocks grew to heights of two hundred feet and weighed upward of twenty tons. England depended on this lumber during the Dutch Wars of the

Bundled up in my gloves, woolen thirteen-button bell-bottomed uniform pants, navy blue shirt and pea coat, with the flaps up, I negotiated the slippery steep incline of High Street. I knew that I was in Maine, known for adverse weather, but this was unreal. It was all I could do to hang onto this precious cargo with my cold fingers in my wet gloves, and put one foot in front of the other. Little by little, I made progress against the elements but, the longer it took to walk the distance, the more I looked like a snowman. Now the white stuff was getting heavier, and started to pile up. It stuck to my uniform, turning the dark blue to white. By the time I got as far as Congress Street, my feet and fingers were totally numb again, and my ears frozen. The box was getting heavier by the moment and I couldn’t even cover my ears with my hands. Finally I just put the box down into the snow, crouched down against a building, and pulled my pea coat over my head. Breathing into it, I managed to generate a little heat. I pressed the flaps of the coat against my ears until I could feel them again. Aside from my frozen feet, I warmed up enough this way to be able to continue. Picking up the box, I got up and once again faced the harsh elements. There was little sign of life, and with this cold wind, I could easily have gotten frostbite. Most people who lived in Maine had better sense than to be out under these arctic conditions. The plows had not cleared the streets yet, and behind me I could see a lone car spinning its wheels, trying in vain to make the steep grade. Once again I had to put down the box. I took off my gloves and tried to warm my hands by blowing onto them, as I did a little dance stomping my feet, but nothing helped anymore; my hands and feet were numb. When I picked the box up again, the bottom was caked with snow, making matters even worse! With only a short distance left I thought about Ann and the aroma from baking brownies, so I continued trudging on. I could now see the statue of Longfellow, slouched in his massive chair. “Hi, Henry. What do you think of this glorious weather?” Not getting an answer, was answer enough. I was convinced that his bronze butt was frozen to the chair, but in spite of the weather, he still looked comfortable!

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.

I figured that it wouldn’t take me all that long to walk the steep incline from the docks, past the warehouses, up to Congress Street and then down to State Street. I was on my way, snow or no snow! Bundled up in my gloves, woolen thirteen-button bell-bottomed uniform pants, navy blue shirt and pea coat, with the flaps up, I negotiated the slippery steep incline of High Street. I knew that I was in Maine, known for adverse weather, but this was unreal. It was all I could do to hang onto this precious cargo with my cold fingers in my wet gloves, and put one foot in front of the other. Little by little, I made progress against the elements but, the longer it took to walk the distance, the more I looked like a snowman. Now the white stuff was getting heavier, and started to pile up. It stuck to my uniform, turning the dark blue to white. By the time I got as far as Congress Street, my feet and fingers were totally numb again, and my ears frozen. The box was getting heavier by the moment and I couldn’t even cover my ears with my hands. Finally I just put the box down into the snow, crouched down against a building, and pulled my pea coat over my head. Breathing into it, I managed to generate a little heat. I pressed the flaps of the coat against my ears until I could feel them again. Aside from my frozen feet, I warmed up enough this way to be able to continue. Picking up the box, I got up and once again faced the harsh elements. There was little sign of life, and with this cold wind, I could easily have gotten frostbite. Most people who lived in Maine had better sense than to be out under these arctic conditions. The plows had not cleared the streets yet, and behind me I could see a lone car spinning its wheels, trying in vain to make the steep grade. Once again I had to put down the box. I took off my gloves and tried to warm my hands by blowing onto them, as I did a little dance stomping my feet, but nothing helped anymore; my hands and feet were numb. When I picked the box up again, the bottom was caked with snow, making matters even worse! With only a short distance left I thought about Ann and so I continued trudging on.