“It was during the early summer of 1952 that I found myself in the small community park next to Stevens Institute of Technology. Although I had a job, I had only worked as a “soda jerk” for a little over a week before I started looking for something else. The Hoboken waterfront was still familiar to me from earlier years when I walked this way to catch the trolley or the electrified Public Service bus home from the Lackawanna Ferry Terminal. Remembering the gray-hulled Liberty Ships being fitted out for the war at these dilapidated piers, was still very much embedded in my memory. Things had not changed all that much, except that the ships that were once here were now at the bottom of the ocean, sold, or nested at one of the “National Defense Reserve Fleets.” The iconic movie On the Waterfront had not yet been filmed, and it would take another two years before Marlon Brando would stand on the same pier I was now looking down upon, from the higher level of Stevens Park. Labor problems were common during this era, but it was all new to me. I was only 17 years old, but would later remember how Marlon Brando got the stuffing kicked out of him for being a union malcontent. When they filmed the famous fight scene in On the Waterfront, it took place on a barge, tied up in the very same location that I was looking upon.” HistoryShipsCaptain Hank BrackerSea StoriesHobokenWaterfrontStevens Hoboken Academy Author:Captain Hank Bracker, "Seawater One...."
“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.” ShipsSea StoriesMaritime HistoryMerchant Marine Author:Captain Hank Bracker, "Seawater One...."
“The Hoboken waterfront was still familiar to me from earlier years when I walked along River Street on my way to catch the trolley or the electrified Public Service bus home from the Lackawanna Ferry Terminal. Remembering the gray-hulled Liberty Ships being fitted out for the war at these dilapidated piers, was still very much embedded in my memory. Things had not changed all that much, except that the ships that were once here were now at the bottom of the ocean, sold, or nested at one of the “National Defense Reserve Fleets.” Many of them were moved to the Reserve fleet located on the western side of the Hudson River, south of the Bear Mountain Bridge. I vividly recall seeing these nested ships when I occasionally drove north to Bear Mountain State Park on the west side of the Hudson River along Route 9W in Rockland County, New York.” ShipsWorld War 2Sea StoriesNew York State History Author:Captain Hank Bracker, "Seawater One...."
“All merchant ships have load lines painted on both the port and starboard sides amidships. In most cases these markings are welded or etched into the steel plates of the hull to ensure that they not be altered. The allowable freeboard of vessels is measured between the lowest point of the uppermost continuous deck and the waterline. The purpose of the various load lines is to show the amount of freeboard the ship must have under various conditions. These load lines make it obvious for anyone to see if a ship has been overloaded. The waterline or load line is calculated and verified by a regulating classification society, recognized by the authorities at the vessels homeport, shown on the stern and accepted by the ships appropriate country of origin. This marking system was invented in 1876 by Samuel Plimsoll. A politician and social reformer, Plimsoll directed his efforts against what were known as "coffin ships." Unseaworthy and overloaded vessels were frequently heavily insured by unscrupulous owners, who risked the lives of the crew.” ShipsSea StoriesMaritime History Author:Captain Hank Bracker, "Seawater One...."
“One of the more useful things I learned as a midshipman at Maine Maritime Academy were the names of the seven masts of a seven masted schooner. When I mentioned to the 600 people in attendance at a Homecoming event that my degree was a BS in Marlinspike Seamanship no one laughed, leaving me in the embarrassing position of having to explain that actually I had a Bachelor of Marine Science degree. Later looking into a mirror I convinced myself that I really didn’t look old enough to have lived in an era when wooden ships were sailed by iron men. What I remembered was that we were wooden men sailing on iron ships that were actually made of steel, however I can remember schooners sailing along the coast of New England and I do remember the seven names of a seven masted schooner. In actual fact only one seven masted schooner was ever built and she was the she a 475 foot, steel hulled wind driven collier/tanker named the Thomas W. Lawson, named after a Boston millionaire, stock-broker, book author, and President of the Boston Bay State Gas Co. Launched in 1902 she held the distinction of being the largest pure sail ship ever built. Originally the names of the masts were the foremast, mainmast, mizzenmast, spanker, jigger, driver, and pusher. Later the spanker became the kicker and the spanker moved to next to last place, with the pusher becoming the after mast. Depending on whom you talked to, the names and their order drifted around and a lot of different naming systems were formed. Some systems used numbers and others the days of the week, however there are very few, if any of the iron men left to dispute what the masts were called. The Thomas W. Lawson had two steam winches and smaller electrically driven winches, to raise and lower her huge sails. The electricity was provided by a generator, driven by what was termed a donkey engine. On November 20, 1907 the large 475 foot schooner sailed for England. Experiencing stormy weather she passed inside of the Bishop Rock lighthouse and attempted to anchor. That night both anchor chains broke, causing the ship to smash against Shag Rock near Annet. The schooner, pounded by heavy seas capsized and sank. Of the 19 souls aboard Captain George W. Dow and the ships engineer Edward L. Rowe were the only survivors. Everyone else, including the pilot, drown and were buried in a mass grave in St Agnes cemetery.” ShipsSea StoriesMaritime History Author:Captain Hank Bracker, "Seawater One...."
“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.” ShipsMaritime HistorySeastoriesNautical History Author:Captain Hank Bracker, "Seawater One...."
“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.” ShipsMaritime HistoryGerman HistorySeastoriesCapt Hank Bracker Author:Captain Hank Bracker, "Seawater One...."
“At sea, navigators need to know how fast their vessel is moving through the water. Prior to the GPS, this was done with a nautical instrument known as a log. The devise that was attached to the handrail around the stern of the ship was known as a taffrail log. These instruments consisted of an impeller, or rotator made of brass, usually with four blades, a reading dial accurately calibrated, and a line that connected the two parts. As the impeller was dragged through the sea it rotated, turning the dial that registered the ships speed in knots, which equal one nautical mile per hour. The taffrail log usually registered the ships speed in knots, and tenths of a knot….. The earliest known taffrail log, also known as patent log, was designed in 1688 by an Englishman, Humphry Cole. Taffrail logs were later manufactured by the Lionel Corporation, perhaps better known for the manufacturing of model trains. They remained in business from 1900 to 1995, producing “Taffrail Logs” for the US Navy during World War II.” ShipsMaritime HistoryNautical Terminology Author:Captain Hank Bracker, "Seawater One...."