Saturday, April 23, 2016

Old Sea Dogs (and cats) boosted morale in navy

Scatters The Ship's Cat

admitted to the Royal Navy. Able Seaman Just Nuisance was a Great Dane who served in South Africa between 1939 and 1944.

He got his surname from his habit of sleeping in narrow ships’ corridors while they were moored at the naval docks in Simonstown.

The ships dog in HMS Resolution at ease using a sailors cap as a pillow, a greatcoat as a blanket and a smoke to, allegedly, prevent sea sickness

The ships dog in HMS Resolution at ease using a sailors cap as a pillow, a greatcoat as a blanket and a

smoke to, allegedly, prevent sea sickness

He got his first name, ‘Just’, in order to fill the blank space on the official documentation when he was enlisted.

Just Nuisance was seconded into the Royal Navy to stop the local train operator from having him put down for his habit of boarding trains and travelling for free.

Once he had a naval rating he could then be issued with an official free train pass.

Although he never went to sea, Just Nuisance did once go up in a naval plane.

DOGGY PADDLE Portsmouth-based frigate HMS Richmond stopped in the Caribbean in 2005 to allow the ships company to go for a swim and Casper the drug detection dog was not going to miss out on the chance of a paddle. He loved the warm water, once he had been lowered  into it. These two pictures were taken by, wait for it, LA (Phot) Jack Russell...

DOGGY PADDLE Portsmouth-based frigate HMS Richmond stopped in the Caribbean in 2005

to allow the ships company to go for a swim and Casper the drug detection dog was not going to

miss out on getting the chance of a paddle. He loved the warm water, once he had been lowered into it.

These two pictures were taken by, wait for it, LA (Phot) Jack Russell...

He was buried with full military honours, and there’s now a festival every year in Simonstown honouring

him and any lookalikes.

Today we take a look at other sea dogs, and their feline counterparts who became much-loved

unofficial members of ships’ companies and who did go to sea. (See More)


Read more: http://www.portsmouth.co.uk/heritage/old-sea-dogs-and-cats-boosted-morale-in-navy-1-7344187#ixzz46dFi0bX9

Gaff-Rigged Flag Poles - Flying the Flag from the Gaff Position





Gaff-Rigged Flag Poles

"What is the proper way to fly flags on a gaff-rigged pole?" That is probably the most frequently asked question received by the USPS Flag & Etiquette Committee. Gaff-rigged poles are used by navies, boaters and yacht clubs around the world. Onshore, the "yacht club style flagpole" with a gaff represents the mast of a ship. A gaff-rigged pole may, or may not, have a yardarm or crosstree. A gaff-rigged pole with a yardarm is illustrated on the right flying a yacht club burgee and an officer flag. (Gaff-rigged pole flying USPS flags)Many people are confused about the proper way to fly the national ensign from a gaff-rigged pole. As depicted in the drawing on the right, the national ensign should be flown from the gaff and the club or organization burgee should be flown at the masthead.The gaff-rigged pole had its origins at sea. Because of all the sail carried by the rigging of these vessels, the flag of a nation could not be clearly viewed if it was placed at the top of the mast. The stern of the vessel was the position of command and the captain's quarters were located aft. Early boats also had the nobleman's banner, king's banner, or English ensign staff fixed to the stern rail. As sails changed, long booms sweep across the stern rail every time the ship tacked, so the ensign staff had to be removed when the ship was under way. Since the captain and other officers were still aft, the nearest position from which they found it practical to fly the ensign was the gaff. Over time, this became the place of honor to display the national flag. When the ship was moored, the ensign staff was set up again on the stern rail. This was the practice in the eighteenth century, when the U.S. Navy was created. Now that warships are made of steel and the signal mast no longer carries a boom, our navy still flies the ensign at the gaff peak when under way and at the ensign staff when not underway. There is no law specifying how a flag should fly on a gaff-rigged pole, instead it is based on long standing nautical tradition. The usual argument given by those that think it is wrong to fly the national ensign from the gaff is that the national ensign is flying below a club burgee or other flag contrary to the Flag Code. Notice that even when the national ensign is flown from the stern of a ship, it is lower in height than other flags flying on the ship. When the ensign is flown from a gaff-rigged pole, a flag flown at the top of the mast is not considered above the ensign because it is not being flown directly above the ensign on the same halyard.The ensign should be flown from the highest point of honor, and over time, that has become the peak of the gaff. Flying the national ensign from the top of the mast while flying another flag at the gaff would be flying another flag in a position of superior honor since the peak of the gaff is the highest point of honor. The Palm Coast Yacht Club near St. Augustine, Florida had a continuing battle with a local veterans group which insisted the club was showing disrespect for the flag by flying it at the gaff of the club's flagstaff, a point physically lower than the club's burgee which is flown at the masthead. The matter was settled only after the club obtained a letter from the Secretary of the Navy confirming the fact that in the world of yacht clubs the highest physical point of a flagpole is not necessarily the place of honor. There are several sources that document the proper use of a gaff-rigged pole. The first source is the USPS booklet How to Fly Flags, Nautical Flag Display. This booklet was written in consultation with the U.S. Coast Guard, Coast Guard Auxiliary, New York Yacht Club and other yachting authorities. The booklet can be obtained from the USPS Ship's Store and other marine retailers. Section 2, Displaying Flags Ashore, states the following:

"The gaff of a yacht-club-type flagpole is the highest point of honor, as is the gaff of the gaff-rigged vessel it simulates. The U.S. ensign alone is flown there. Although another flag may appear higher (at the truck of the mast), no flag is ever flown above the national ensign on the same halyard (except the worship pennant on naval ships). The United States national ensign should be displayed
1. at the gaff of a mast or pole having a gaff
2. at the masthead of a mast with no gaff
3. at its own far right—the viewer's left—among multiple poles of equal height
4. at the masthead of the highest pole if one of the poles is taller than the others."

In regard to the orientation of the gaff, the sections states the following

"A mast should be installed as if it is the mast of a ship putting out to sea, i.e., heading toward an intended viewer. That is, the gaff should point aft. If you stand at the base of the pole looking forward (toward the intended viewer), the extremities of the yardarm are termed port (on your left) and starboard (on you right), just as they would be on a vessel. When the pole is associated with a particular building, the gaff (if any) should extend from the pole in the general direction of the building. Thus, if you stand in or next to the building looking at the pole, think of yourself as looking forward on a ship; the starboard side of the pole is on your right as you face the flagpole."

Chapman' Piloting, Seamanship and Small Boat Handling (probably the most widely recognized authority on recreational boating) also depicts a U.S. ensign correctly flying from a gaff-rigged pole. Chapman's states

"The flagpole or mast of a yacht club is considered to represent the mast of a vessel, and the peak of the gaff, if one is used, is the place of honor from which the U.S. ensign is flown, just as if would be on a gaff rigged boat."

They continue

"There has been some confusion because proper flag etiquette requires no other flag to be flown above the U.S. ensign, and obviously another flag, such as a yacht club burgee at the masthead, will be higher than the U.S. flag when the latter is at the gaff. This is entirely proper because 'above' in flag etiquette, means 'directly on top of."

Finally, the tradition of flying the national ensign from the gaff is used by the U.S. Navy. Paragraph 801 (b), "Display of the National Ensign at U.S. Naval Shore Activities", in the Naval Telecommunications Procedures document, Flags, Pennants & Customs, NTP 13(B), states the following on where to fly the national ensign:

"Display of the national ensign from various flagpole configurations is explained herein. The right side of a flagpole is determined by looking from the main entrance of the headquarters building to the pole

(1) Polemast - Flown from the peak. If peak is equipped with two halyards, flown from right side...
(2) Polemast with Crosstree - flown at peak of pole...
(3) Polemast with Gaff - Flown at peak of gaff...
(4) Polemast with Crosstree and Gaff - This is commonly called a "yacht club mast". Displayed from the gaff..."

Paragraph 1503, Flagpole Configurations, states the following on where to fly a personal flag or command pennant:

"The following information is provided in selecting the proper halyard to be used for displaying a personal flag or command pennant with the U.S. national ensign.

a. Polemast - Personal flag/command pennant not flown.
b. Polemast with Crosstree - Outermost halyard, right-hand crosstree.
c. Polemast with Gaff - Peak of pole.
d. Polemast with Crosstree and Gaff - Peak of pole."

Long standing nautical tradition dating back over 300 years has determined what the highest points of honor are and they are not always the highest point in height. It would be showing disrespect to the national ensign to fly it from somewhere other than the highest point of honor, i.e., at the masthead instead of at the peak of the gaff.

The club burgee should be flown at the masthead and when you add additional flags, you start with the halyard on the right (as defined above) and move inward with flags of lower status.

The picture on the right shows the National Park Service properly flying the U.S. ensign from the peak of the gaff on the flagpole at the Biscayne National Park Visitor Center.


Grief and Glory: WWI veteran captures unconventional images of life in the trenches

Grief and Glory: WWI veteran captures unconventional images of life in the trenches




Landline By Tim Lee

Updated Thu at 8:48pm

Straw effigies used for bayonet drill, Seymour Army Camp 1915.PHOTO: Straw effigies used for bayonet drill, Seymour Army Camp 1915. (Supplied: Chandler Collection)

RELATED STORY: True history of WWI I lost on Australians, historian says

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MAP: VIC

Cameras were banned on the Western Front during World War I, but that didn't stop Les Chandler from furtively photographing life in the trenches.

Not that he took much interest in the death and destruction all around him, for the corporal was more interested in life.

Not just as a medical orderly, intent on saving human life, but as a naturalist obsessed with wildlife. Even on the shell-torn fields of France.

Before the war Chandler, an apprentice jeweller in Melbourne, had begun to forge a career as a pioneer bird photographer.

When he enlisted in 1915 he joined the Light Horse, but at Seymour Army camp he was so repulsed by the sight of straw dummies being used for bayonet practice he swapped to a medical unit.

A kangaroo taken to Egypt as a regimental mascot for the Australian Light Horse, 1915PHOTO: A kangaroo taken to Egypt as a regimental mascot for the Australian Light Horse, 1915. (Supplied: Chandler Collection)

"He just said he couldn't kill anybody, just couldn't face that," his daughter Mary says.

"And he thought that at least he would be doing his bit, as they used to say in those days."

A newly enlisted Les Chandler, early 1915. PHOTO: A newly enlisted Les Chandler, early 1915.(Supplied: Chandler Collection)

Chandler took some very unconventional images of the war; he and his mates catching butterflies near the frontline or self-portraits, some of them peering into birds' nests.

He took part in some of the worst battles of the war and had mates killed around him.

He dreamed that after the war he and his best mate Morrie Thompson would sell articles and photographs to magazines and newspapers.

But Thompson, an artilleryman, was killed in 1917. Chandler's frontline service ended when he was gassed at Villers-Bretonneux in April 1918.

In the early 1920s, despite his damaged lungs, Chandler was one of thousands of ex-serviceman granted a block of virgin land by a grateful nation.

The land was at Red Cliffs in Northern Victoria and alongside other former comrades he gouged out a living as a fruit grower.

All the while he took photos of nature, species of birds and of everyday life.

Those of the struggles of soldier settlers are especially poignant. But it's Chandler's wonderful images of wartime that now form the centrepiece of an exhibition just opened at Magnet Gallery in Melbourne.

A group of soldiers at Lone Pine, Gallipoli PeninsulaPHOTO: A group of soldiers at Lone Pine, Gallipoli Peninsula, ham it up for the camera. The Battle of Lone Pine in August 1915 was one of the fiercest of the war. (Supplied: Chandler Collection)

Called Grief and Glory, the exhibition features a selection of several thousand photographs, documents and ephemera collected during the past year by photographer Michael Silver.

All of the material relates to Victoria's involvement in the Great War.

Funded by the Victorian Anzac Centenary Committee, the Melbourne-based conservator travelled the state uncovering and copying family albums, private collections and material held in small museums.

Most of it, until now, has never been seen in public.

The aim of the scanning project is to document and conserve valuable historical material for the future.

Much of the century old material is in delicate condition.

Les Chandler catching butterfliesPHOTO: Les Chandler took some very unconventional images of the war; he and his mates catching butterflies near the frontline or self-portraits (Supplied: Chandler Collection)

Often the photographs are fading fast. It's a race against time but some of the material, such as Chandler's photographs, is of immense historical importance.

"There's pictures of him catching butterflies with his uniform on, on the Western Front, talking about the wildlife, the people, it's really lovely stuff," says Mr Silver, who has spent years professionally scanning and restoring historical photographs.

"He writes beautifully, as well as photographs beautifully."

While opening the exhibition, retired Air-Vice Marshal Sir Angus Houston said the photos are "a wonderful lasting legacy, not only for Victoria but for our nation".

"Out of a population of about 1.45 million in 1914, about 112,000 Victorians volunteered and served with the Australian Imperial Force and of those about 19,000 were killed. That's almost one third of Australia's dead in World War One," he said.

Graves at Fromelles, France following the infamous battle of July 1916PHOTO: Graves at Fromelles, France following the infamous battle of July 1916 (Supplied: Chandler Collection)

Chandler became a prolific contributor to nature journals and a pioneer conservationist.

Like many First World War diggers he seldom spoke of what he saw and endured during the war. He died in 1980 aged 92.

But his photographs and other records reveal much about his character and help shed new light on Australia's war time experience.

And like the other men featured in the exhibition, they help cherish his memory.

"I am very proud of him and I think I'm very lucky that I grew up with him and had him as a dad," Mary says.

"It was pretty horrific and war is horrific and the thing is to try and show people it really happened and just avoid war at all costs."

Tim Lee's story 'Grief and Glory' screens on Landline, ABC Television this Sunday at noon.

Troopers and horses of the Australian Light Horse in the Middle East circa 1916PHOTO: Troopers and horses of the Australian Light Horse in the Middle East circa 1916. (Supplied: Chandler Collection)

Topics: world-war-1, history, community-and-society, anzac-day, photography, vic, australia



NMCP Historians Bring Captions to Historical Photos

NMCP Historians Bring Captions to Historical Photos




Story Number: NNS160422-04Release Date: 4/22/2016 10:11:00 AM
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By Mass Communication Specialist 2nd Class Dominique Watts, Naval Medical Center Portsmouth Public Affairs

PORTSMOUTH, Va. (NNS) -- Walking the halls of Bldg. 1 at Naval Medical Center Portsmouth is like stepping into a time machine and traveling back through history. Nearly 300 photographs, paintings and lithographs line the walls and give reference to some of the most important events in NMCP and naval history. Until recently, these pieces of art stood alone, most without a literary understanding as to what the viewer was seeing.

The hospital has been in existence since before the Civil War and its history runs deep. Many of the photos are from the first 100 years of the hospital. These photos and architectural drawings give the viewer a chance to travel back in time and see what the hospital looked like in its infancy.

"Every picture throughout the building are receiving placards with captions," said Jane Pellegrino, the head NMCP librarian and initiator of the project.

The ongoing project has been a team effort between Pellegrino, Al Cutchin, the command historian, and Cindy Doering, a Red Cross volunteer and retired nurse.

"The building was renovated in 2001 and the pictures, which were chosen by the interior decorator who was hired, went up in 2002. The public affairs officer thought it would be a good idea to have captions with each picture so the viewer would better understand what the significance was," Cutchin explained. "The project was put on hold, but once we got to it, it took two months to get the caption information and about a year to finish the project."

With the help of Joseph Judge and Marta Joyner from the Hampton Roads Naval Museum, the team was able to decide how to get the placards and what they should look like.

"We got the museum experts to help us on every detail from the placards to the font (typeface)," Pellegrino said. "Joseph Judge, who is the curator at the Hampton Roads Naval Museum, proofread all of the captions, so we owe a great debt to them for that."

"It really has been a team effort," Cutchin added. "It was really important to get this done because a lot of people ask us what the meaning is behind these photographs and now there is a description for people to read."

The placards, locally made in Portsmouth, not only have captions but also the name of the museum that holds the original pieces of art, including the painting depicting the First Encounter of Ironclads between the Monitor and the Merrimac, which can be found in the Library of Congress.

"These captions are what make the stories of this hospital come alive," Doering said. "Like the photos of the porches, which were used to bring fresh air to the patients."

The next step for the historical team is to offer the public a chance to tour the building.

The captioning effort will take another few months to complete as they are each being placed by hand, courtesy of Cutchin every Thursday.

For more news from Naval Medical Center Portsmouth, visit www.navy.mil/local/NMCP/.


APR 21 ‘Subdue, Seize, and Take . . .’ Thursday, April 21, 2016 2:59 PM By Tom Cutler

On 9 February 1799, the U.S. frigate CONSTELLATION was cruising in Caribbean waters when a lookout reported an unidentified ship just over the horizon. Captain Thomas Truxtun ordered his ship to come about, then went below to record in his log: "At noon saw a sail standing to westward, gave chase. I take her for a ship of war."

The pursuit continued for about an hour with the CONSTELLATION gradually gaining. Drawing closer, it became apparent that the other ship was a heavily armed frigate. A lesser captain with a lesser crew might have decided to look for an easier conquest to carry out Congress’ recent edict to "subdue, seize, and take any armed French vessel" in this so-called Quasi-War with France, but Truxtun was not lacking in courage, and he knew that the CONSTELLATION’s crew were well trained and ready for a fight.


NAVAL HISTORICAL CENTER Captain Thomas Truxtun set the precedent for a young U.S. Navy by capturing the French frigate L’INSURGENTE during the Quasi-War with France.

NAVAL HISTORICAL CENTER

Captain Thomas Truxtun set the precedent for a young U.S. Navy by capturing the French frigate L’INSURGENTE during the Quasi-War with France.


On his orders, a Marine drummer beat to quarters and all hands took up their stations. Sailors put out the galley fires, removed furniture in the captain’s cabin, opened scuttles to the magazine and shot locker, laid out the surgeon’s dreaded instruments, and sanded down the decks for better traction. Young boys called "powder monkeys" ran back and forth from the gun decks to the powder magazines, the two best quartermasters manned the helm, carpenters made ready their stocks of plugs and oakum for quick hull repairs, and Marines armed with muskets positioned themselves in the rigging and at the rails.
Two hours into the chase, a serious squall arose and within minutes both ships had a common enemy in the gale-force winds. The CONSTELLATION fared better, having let go her sheets and braces in time to avoid serious damage, but the French frigate lost her mainmast to a violent gust.
As the squall subsided, the CONSTELLATION continued to close and soon was ranging up on the French ship’s lee quarter. When they were close enough for the American sailors to see the faces of their counterparts peering out the other ship’s gun ports, they at last heard the long-awaited order, and a great roar echoed across the sea as the 24-pounders fired at the French frigate. The heavy balls crashed through the enemy’s side and careened across her deck, inflicting great damage to men and matériel.
Almost immediately, the enemy answered the CONSTELLATION’s broadside with one of her own, and wood splinters flew about like snowflakes in a winter flurry. There was a tearing sound and then a loud crash as a boom fell to the deck trailing a tangle of lines behind it.
The American gun crews continued servicing their weapons as the confused sea frequently doused them with wind-driven spray, causing clouds of steam to rise from the cannons’ heated barrels. The noise was deafening, the smell of burning powder and running perspiration filled the air, and musket balls and deadly wooden shards—some of them several feet long—flew about, threatening to tear off limbs or snuff out young lives in an instant.
At last, with the French ship’s rigging a shambles, her crew decimated and in disorder, her rails shattered, and her hull pierced in many places, her captain struck his flag in surrender.
In one of the earliest battles in U.S. naval history, the CONSTELLATION had captured L’INSURGENTE, having lost only four men compared to more than 100 dead on the French ship. Truxtun had unquestionably set the bar high for the fledgling U.S. Navy. His precedent would not go ignored as men like Stephen Decatur, Isaac Hull, and Oliver Hazard Perry would soon follow his example.

Friday, April 22, 2016

New book a treat for naval history buffs

April 21, 2016 by on News, Waterfront




The USS Maine (Armored Cruiser No. 1) at Bar Harbor, August 1897. It was sunk in Havana the following year, precipitating the Spanish American War. PHOTO COURTESY OF JONATHAN ENO

The USS <i>Maine</i> (Armored Cruiser No. 1) at Bar Harbor, August 1897. It was sunk in Havana the following year, precipitating the Spanish American War.

PHOTO COURTESY OF JONATHAN ENO

BAR HARBOR — Every year, scores of Mount Desert Island residents take particular interest in the comings and goings of visiting vessels. In recent years, large motor yachts such as Fountainhead, owned by Dallas Mavericks owner Mark Cuban, have gotten residents talking.

But for many years, some of the most impressive vessels to grace our docks, mooring fields and anchorages were military ones.

Bar Harbor resident Jonathan Eno has just completed a coffee table book chronicling these, called “Naval Visits to Mount Desert Island and Frenchman’s Bay.” It covers many of the ship visits, bases and other activity between 1854 and 2014. The large, nearly-700-page limited-edition book is not for sale but may be enjoyed at local libraries, historical societies and museums.

Eno always has been fascinated with history, naval history in particular. His father was in the naval reserve in World War II, working at a naval aircraft factory. Eno said he absorbed his Dad’s enthusiasm for history. He began building model boats at an early age.

“Growing up here every summer,” he said, “one of the great things to me was looking forward to seeing what [boats] came over the Fourth of July, and in August.”

Back then, he was familiar with Nelson Rockefeller’s yacht Dragon Lady, which was built as a fast dispatch boat for the U.S. Navy and used by the British Royal Navy under lend-lease in WWII. It was built in New York State, but the same type of motor launch also was built in Ellsworth at the Thorsen yard. Rockefeller reportedly bought the boat as war surplus equipment for $10 and lengthened the hull for use as a yacht.

Eno got started on this book project when he accompanied his wife to an antique show at the Black House in Ellsworth several years ago.

“I came upon this little booklet called ‘Naval Visits to Bar Harbor’ 1952 by Leonard Updike,” he said. The Updikes were an old summer family, and Leonard was a noted historian. “According to his son, Updike wrote the booklet on a whim on his own, just for his own information and enjoyment.” It was published in the Bar Harbor Times in 1952.

Eno sees his book as a companion piece to that original booklet, which he received permission to reprint in its entirety in the book. “It would just be photographs of all the ships that Leonard Updike found,” he said, “and then bringing it up to date.” He also added information about some of the military installations that used to be on or around MDI over the years.

He imagined the project would take about six months, but the massive undertaking took more than eight years before the finished book went to the printer.

There’s the second-class battleship Maine, which graces the cover of the book and is commemorated in memorials across the country, including ones in Bangor and Lewiston.

Other ships were ocean liners or private yachts used in war or other government efforts.

Corsair, for example, was seen here in 1912 and 1919. It was built in 1899 in Newburgh, N.Y., as a private yacht for financier J.P. Morgan. It was acquired by the Navy in 1917 and commissioned as USS Corsair for two years of service patrolling for submarines in Europe before being returned to Morgan. Then, in 1930, it became USC&GS Oceanographer when working for the US Coast and Geodesic Survey. The Navy took it back in 1942, and it served as a survey ship (AGS-3) in the Pacific Theater in World War II as USS Oceanographer. Corsair was broken up for scrap when its second Navy service was complete, per agreement with Morgan.

Eno searched far and wide for the photos in the book, which came from private collections, newspapers, boatbuilding companies, the National Archives and the U.S. Navy. The brief text description with each photo, he said, “is all established history, already published in a book somewhere.”

In some cases, though, he dug into primary sources to set the record straight. It turns out ships’ deck logs are among the most requested documents in the National Archives.

One of those concerns a visit by the destroyer USS Preston to Bar Harbor, Lamoine and Northeast Harbor in 1913. Then-Lieutenant William F. Halsey Jr., who would become Admiral “Bull” Halsey, picked up then-Assistant Secretary of the Navy Franklin D. Roosevelt at Campobello, wanting to take him to inspect the East Lamoine Naval Fueling Station. The coal depot was located where Lamoine State Park is today.

“In Halsey’s biography and his autobiography, he tells the story, but he tells it wrong. He tells it that he brought his ship, as captain, to Newport, R.I., and from there to Campobello to pick up Roosevelt and then come down to MDI. Only problem is, his ship never left Charleston, South Carolina, where it was in reserve.”

It took Eno almost two years to sort this out, because there also was no mention in local newspapers of Halsey’s ship ever having been here.

“One day, going through our microfiche again, I found this little tiny blurb in the “About Town” section. A ship that had been in Halsey’s division, the group of four ships he was in charge of as commander, spent the night in Somes Sound. So he did come up, and he came up with two of the ships from his division, but not his ship, the one he was captain of.”

Among the places receiving donated copies of “Naval Visits to Mount Desert Island and Frenchman’s Bay” are the Jesup Memorial Library in Bar Harbor, Northeast Harbor Library, Southwest Harbor Public Library and Bass Harbor Memorial Library, Bar Harbor and Mount Desert Island Historical Societies and the Great Harbor Maritime Museum.

Liz Graves

Liz Graves

Reporter at Mount Desert Islander

Liz Graves covers the people, businesses, governmental and nonprofit agencies of Bar Harbor for the Islander. She's a California native who came to Maine as a schooner sailor.lgraves@mdislander.com

Got 3 Hours? Watch This Recreation of the Titanic Sinking in Real Time

Screen Shot 2016-04-20 at 11.03.11 AMIn a video that is both fascinating in its detail and utterly tragic, you can watch a recreation of the RMS Titanic sinking from its initial impact with the iceberg to its sinking below the waves some 2 hours and 40 minutes later. The video was created as a promo for an upcoming video game […]

The post Got 3 Hours? Watch This Recreation of the Titanic Sinking in Real Timeappeared first on gCaptain.

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