August 2016 MAINE COASTAL NEWS Page 25.


rung, when the vessels were approaching at full speed. A most striking thing occurred recently, when the JAMES S. WHITNEY was approaching the Boston lightship on her return from New York. Owing to the severe gale, which had been blowing for several days, the seas were mountainous. As the steamer came up Boston bay the lightship was obscured by rain and fog. Not hearing the fog horn on the lightship. Capt. Gove turned to the signal apparatus, and putting the earpieces to his ear, immediately heard the submarine bell and got his direction. Five minutes later, having proceeded on his course, he heard the whistle on the lightship for the fi rst time. The receiving apparatus on board a


vessel is extremely simple. There are two receivers, one for each side. These are enclosed in iron cases, which are screwed into the hull of the vessel below the water line, inside the ship. These are connected by wires to the wheelhouse, where the telephone box is placed. When the observer wishes to ascertain his direction he takes the ear pieces, and by moving a switch to the right or left soon ascertains on which side the sound is loudest. On that side the bell will be found. This method is so accurate that the


steamers using the system have often found their direction within one point, and by a little manoeuvring of the vessel any captain can always get his direction with accuracy. The vibrations which he bears are


initiated by the bell that is hung over the side of the lightship or suspended in the water at the end of a cable from a lighthouse or a bell buoy. The bells are struck with a hammer exactly like a bell in the air, only with more force. These vibrations are taken up by the receiver on the sides of the vessel and transmitted through the telephone. A type of apparatus designed for fi shing


boats or small vessels of any kind includes a receiving box with a ball receiver, which is lowered into the water. It is obvious that some sounds would be too delicate to penetrate the side of a vessel. To meet this case a receiver has been invented, which is lowered directly into the water and picks up sounds of comparatively small intensity. Where a vessel is not supplied with receivers on her own hull by lowering a ball receiver fi rst on one side of the vessel and then on the other and noting the diff erence in the intensity of the sound it is possible to locate the source of the signal, whether it be the signal of a fi sherman in a dory, a bell buoy or another vessel. To appreciate the importance of this


invention to the maritime world it is only necessary to consider that at the present moment there are no sound signals in the air which can be trusted. The expert testimony of Prof. Tyndall and Prof. Henry, who were employed by the British government and the American government, respectively, for the purpose of studying sound signals in air, is to the eff ect that such signals never can be trusted, owing to the unstable conditions of the atmosphere. All sea captains testify that they have


sometimes been unable to hear a fog whistle, when within a half mile of the whistle, although they could hear it plainly several miles beyond that point. In other words, there are zones of


silence even in pleasant weather. The water, however, is always of the same density, and sound in the water always travels with the same speed whatever the weather conditions. It follows, therefore, that signals sent through the water can always be depended upon. A great variety of uses of this system immediately present themselves as, for


HISTORY FROM THE PAST - Bangor Daily Commercial - Early 1900s The vessel was christened by Miss


example, the possibility of being able to detect the approach of a submarine boat. The receiving apparatus is so delicate that it picks up sounds of small intensity. If it is possible to ascertain that a submarine boat is approaching a cruiser, half the terrors of this weapon of warfare disappear. It would be possible, also, for naval vessels under fi re to signal to each other through the water, using such a code as may be determined upon. At the present moment air signals between vessels of a squadron may be obscured by darkness or fog, rain or smoke. There is nothing on the ocean more


dreaded than a collision between two vessels in a fog. The captain of any steamer knows approximately whether he is approaching shore or not, but many not know whether he is approaching another vessel. The question of preventing ships from colliding with each other has been so thoroughly tested in Boston Harbor by Mr. Millet and his assistants, with competent witnesses, that there is no longer any doubt that vessels equipped with the proper apparatus can be absolutely protected from such accidents. Hardly a year passes without a record


of the loss of scores of lives of fi shermen in dories on the banks, due to the fact that they have lost their way in a fog. The signal company some time ago equipped some fi shing vessels from Gloucester with the apparatus. These schooners reported that they have been entirely successful and had been able to learn the dory bells as far off as three and a half miles in all conditions of weather.


* * * * *


Two Big Schooners Launched There was launched from the Pendleton


Bros. shipyard in Belfast at 11 o’clock, Wednesday forenoon, the schooner PENDLETON BROTHERS, another handsome vessel to be added to their feet of nearly 100 vessels. The new craft is a four-master and is one of the best built and most graceful vessels ever constructed in Belfast. Particularly is this vessel notable for its clean, smooth run and perfect outlines which insures fast sailing. The dimensions are – Length of keel


182 feet; length over all 213 feet; beam 38 ½ feet; depth of hold 20 feet. The four masts are of Oregon pine and are 96 feet in length and the top masts are 50 feet. The booms and gafts are 41 feet; spanker boom 63 feet; bow-sprit 47 feet; jib-boom 62 feet. The gross tonnage is 970; net tonnage 850. The two anchors weigh 4700 and 3400 pounds respectively. The frame is of white oak and hard pine. The vessel is named PENDLETON


BROTHERS, after the members of that well known family of Pendleton of Islesboro who own and control 100 vessels. The builder and sole owner of PENDLETON BROTHERS is Capt. Fields C. Pendleton who has taken great pride in the construction of this vessel. Every part that went into the vessel was carefully selected and personally superintended by him. Capt. Pendleton


thinks the PENDLETON BROTHERS the best vessel he ever built. The launching was


successful in every particular. Many people being present from Bangor, Islesboro and several from Boston and New York. Among the guests of the owner were his two sons, Fields S. and Edwin S. of New York and Mr. Smith, president of the Maritime Exchange of New York.


Grace Pendleton, daughter of the owner. Instead of a bottle of wine Miss Pendleton performed the ceremony with a huge bouquet of white roses. She will be commanded by Capt. Jerry


Hayes of Belfast. One a recent voyage to Cuba, Captain Hayes had one of his legs broken by getting caught in the wheel ropes. He set the broken leg himself and commanded the vessel into port. The master builder was O. R. Webster of


Belfast, one of the most competent builders in the country.


The ROBERT H. M’CURDY. The four-masted schooner ROBERT


H. MCCURDY, named in honor of a well- known New Yorker, was launched from the yard of Cobb, Butler & Co., Rockland, at 11 o’clock Wednesday. Mr. McCurdy and a party of friends came on to attend the launching in a private car from Morris Plains, New Jersey and Mrs. McCurdy performed the christening ceremony. The new schooner is built for the stone


and lumber trade, but her designer, John J. Wardwell, has had her constructed on the fi nest lines of any craft ever launched from that yard and is confi dent that she will develop good speed. Her principal dimensions are: Gross tonnage 735, length of keel 166 feet, breadth of beam 37 feet, depth of hold 13 feet. The schooner has Oregon spars


throughout. The lower masts are each 94 feet and the topmasts measure 50 feet. The jibboom is 63 feet and the spanker boom is 60 feet. Heavy wire rigging is used and the vessel will spread something like 6400 yards of canvas. There are two stockless anchors,


weighing 4000 pounds each; a stream anchor, weighing 900 pounds, and a kedge. The steam outfi t includes a double drum hoister, with reversing gear, and other modern arrangements. Capt. Fred


C. Hall for whom the ship is built has devoted his whole time, early and late, to her construction since the keel was laid June 1st


,


last. His 30 years’ experience as master mariner has given him many valuable ideas as to how a vessel should be built to suit him and these have all been carried out under the direction of her designers. Therefore it is unnecessary to say that the


ROBERT H. MCCURDY come up to his ideal.


The vessel will be ready to sail in two


or three weeks and her agents are Messrs. Crowell & Turner of Boston, to whom Capt. Hall sold his last schooner, the ANNIE I. HENDERSON, in November 1902.


24 October 1903 Rapid Rise of a Brewer Boy in His Chosen Profession


Samuel H. Cobb Began as Engineer of the WINONA on Phillips Lake and Will Soon be Chief of the Largest Steamship Alfl oat.


It is seldom that a man rises in his


chosen profession more rapidly than has Samuel H. Cobb, in whom the people of Brewer are very much interested. Mr. Cobb within the past 15 years, from engineer on the small pleasure steamer, the WINONA, which now plies upon Phillips Lake, has risen to the position of chief engineer upon the largest steamship afl oat – or which will be afl oat the coming summer. He has not risen to this place through any favoritism but solely through his personal perseverance coupled with unusual ability. Mr. Cobb is an unusually genial man


and one with whom it is a pleasure to converse but he does he care to talk of his achievements himself. A representative of the Commercial called upon him at the home of his mother on Church Street, Brewer, recently. He did not care to talk much for publication for he is of the opinion that if a man reaches any especial height the least said about it the better, for it is impossible to tell what the morrow may bring forth. Mr. Cobb is the son of the late S. H.


and Mrs. Cobb, the latter being the present wife of A. G. Fickett and his boyhood days were passed in Brewer. His fi rst venture in the steam engine line was upon board of


Continued on Page 26.


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