May 2014 MAINE COASTAL NEWS Page 21.
20 June 1906 Schooner CORINNA M. Ran on Sunken Pier Tuesday Afternoon Beached at Orrington
Second of the Season’s Accidents to Shipping in River – News of the Port – Freight Steamer in
The Penobscot river seems to be in for a chapter of accidents to shipping such as that which made the season of 1905 a memorable one in this respect. Last year there were a dozen or more cases of grounding or collision among the large shipping coming into the port of Bangor. None of them were very serious but the damage done to the vessels and the time lost while they were laid up on shore or for repairs.
This season has begun in much the same
manner. A week ago the schooners EMMA R. HARVEY and HATTIE BARBOUR bumped together while at the wharf of the Eastern M’fg Co. at South Brewer and each sustained more or less damage. Tuesday afternoon the small schooner
CORINNA M., Capt. Wentworth, went aground on a sunken pier off the end of one of the big sand bars below the Arctic ice house. Capt. Wentworth says a tug coming up with a tow crowded him over onto the bar while he was beating out of the river. The schooner ran her bow up on the pier and settled astern. The water rushed in over the stern and quickly fi lled her. The schooner was loaded with lumber for Rockport and had on a big deckload which held her up somewhat. The crew of the schooner tried to drag the vessel off with kedge anchor but were unable to do so. The tug DELTA went down and pulled the schooner off the pier and beached her near the Orrington ice house. The schooner will be scuttled to let the water run out of her and will be ready to proceed in a few days.
Shipping continues very dull in the port. The harbor has a Sunday appearance most of the time, with many of the wharves idle and the shears at the coal stages tied up and rusting. Some of the mills which have been idle for a week or more have started up now and there will be a little more going on now at these wharves and docks.
The schooner SUSAN STETSON
HISTORY FROM THE PAST - Bangor Daily Commercial - Early 1900s memory.
cleared Wednesday for Stockton where she will load lumber for Greenwich, Connecticut.
The steam yacht FREE LANCE of Greenwich, Connecticut which has been in port for a few days went to Bucksport, Wednesday. The barge MAPLE HILL cleared
Wednesday for Philadelphia and the schooner HATTIE RING cleared for New York for the Eastern M’fg Co. The freight steamer BENEFACTOR of the Eastern Steamship Co. arrived in port again Tuesday afternoon bringing a cargo of freight and taking more away with her. The BENEFACTOR will run between Boston, the Penobscot bay and river landings, and St. John all summer to clean up the freight which the passenger boats are unable to handle.
23 June 1906 The Pride of Yankee-Land Clipper Ships of the Past
Some Wonderful Records Made by the DREADNAUGHT, RED JACKET and Others – Interesting Reading for the Old Mariner and for the Land Lubber. Occasionally in the newspapers of today appears a story telling of a good passage of a “clipper ship” or a reference to some downeast square-rigger as a “Yankee clipper”. The vessels in question may be of rather smart appearance, spick and span, tall-masted and altogether impressive as nautical spectacles, but they are not clippers. At best, they are what may be termed half- clippers.
The long, narrow, lean models of 50 years ago, built for speed above all things, are no longer seen. Those old racers have all vanished from the seas and the few sailing ships now in service are of the money- taking kind, built for carrying more than for speed – deep, broad-beamed and full bowed – and even with their great cargo capacity they have a hard time making a living in competition with steamers.
The list of sailing ships under the
American fl ag occupies a sadly small space in the “blue book,” and the clipper is no more. The aristocrat of the sea is but a
U. S. NAVY N E W S Continued from Page 19.
nickname “Big Gun” after becoming the fi rst submarine since World War II to fi re ordnance during combat operations in two different theaters.
Miami is currently undergoing an in- activation process the Navy announced last fall. Her crew of 111 offi cers and enlisted personnel will all be reassigned to other units by December.
Sixty-two Los Angeles-class attack submarines were constructed from the early 1970s to the mid-1990s. Forty-one are pres- ently in active service.
Navy Accepts Delivery of USNS Millinocket
From Team Ships Public Affairs
MOBILE, Ala. (NNS) -- The Navy accepted delivery of the third joint high speed vessel, USNS Millinocket (JHSV 3), from Austal USA in Mobile, Ala., March 21. Delivery marks the offi cial transfer of the vessel from the shipbuilder to the Navy and is a major milestone in the ship’s tran- sition to operational status.
Millinocket, the third ship of the
JHSV class is commercially designed, with modifi cations made to suit military needs. The ship will transport troops, equipment,
and supplies to littoral offl oad points over operational distances. She is designed to transport 600 short tons of military cargo 1,200 nautical miles at an average speed of 35 knots. JHSV 3 is equipped with a fl ight deck
and an off-load ramp which allow for vehi- cles and helicopters to quickly access ports and quays. Littoral operations and port access are further enhanced by the ship’s 15- foot shallow draft, ability to interface with roll-on/roll-off discharge facilities, and ease of access to austere and deteriorated piers. This makes JHSV an extremely fl exible asset, capable of supporting a wide range of operations including non-combatant evac- uation operations, humanitarian assistance and disaster relief.
USNS Millinocket will be owned and operated by MSC and will be manned by a crew of 22 civil service mariners. As one of the Defense Department’s
largest acquisition organizations, PEO Ships is responsible for executing the develop- ment and procurement of all destroyers, am- phibious ships, special mission and support ships, and special warfare craft. Delivering high-quality war fi ghting assets - while bal- ancing affordability and capability - is key to supporting the Navy’s maritime strategy.
The period in which this model predominated was the grandest epoch in American maritime history. Yankee clippers were renowned the world over for their speed, and they enabled this country to attain the ascendancy it held on the water. They commanded the highest freights from every nation, and as means of rapid communication were sought by all people. Up to the breaking out of the Civil War the Stars and Stripes were dominant on all the seas. When peace settled again the fl eets were sadly thinned, and from this time dates the decline of the American sailing ship. Many owners registered their bottoms
under foreign fl ags, some sold their interests outright, while still others lost nearly all they had in the fortunes of the confl ict. Numbers of the fi nest clippers were bought by fi rms engaged in the Baltic and North sea lumber trade, and fi nished their lives there. The English got some for the Australian passenger service, and many a record can be pointed out, of which our British cousins are very proud, which was made by an American built ship.
Those who believe that this world is rushing so fast would be surprised to learn from the records of some of the famous clippers of New York and Boston and Baltimore, that the steamships of the present are but a shade ahead of them in the matter of speed. It would not take long to count the express steamers that can make more than 20 knots an hour, while the majority of the best are unable to maintain more than 18 – except on paper. Not a few clipper ships logged as high as 16 and over.
The log of the famous DREADNAUGHT of New York showed this speed several times during her remarkable passage in 1865 from Sandy Hook to Queenstown, a distance of 2760 miles, in nine days and 17 hours. Eleven knots and a fraction was her average for each hour of the time. The FLYING CLOUD of an earlier generation, on the
authority of Maury, is credited with a run in one day, from noon to noon, of 433 ½ statute miles. There is no authentic record extant of her performance prior to 1851, in which she made the run referred to. It was on a passage from New York to San Francisco, covering a distance of 13,610 miles, that consumed 89 days and 18 hours.
Such passage make the blood tingle when the meaning is understood. Homeward or outward bound it was all the same, canvas and more canvas and all hands standing by, waiting for something to part company. MARINE THOROUGHBREDS. It may have been reckless work, according to the ideas of owners and masters of today, but the thoroughbreds were built for it. The skippers of the clippers, beside the pride they had in their craft to strive to be the fi rst, enjoyed substantial inducements to run risks and take every chance to make a quick passage. Owners held out prizes that were as high in some instances as a premium of one pound (?) a ton for the fi rst cargo of ten or of Australian wool of the year landed in England. There are but few lines that now offer their captains more than a suit of clothers.
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