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J.P. URANKER WOODCARVER
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AUTHENTIC MARITIME
*SEA CHESTS* HANDCARVED
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DOVETAILED
1-508-693-5871 1393 County Road, Martha's Vmeyard, MA 02557
WWW.JPUWOODCARVER.COM
NINA HELLMAN nina@ninahdlmanantigues.com
Serving Collectors & Museums Since 1971
Nantucket, Massachusetts
www.ninahellmanantiques.com
of seaweed at and below the waterline, which trailed like kelp, slowing us considerably. The captain decided it was time to haul our at Merrill-Stevens Boatyard on the Miami River to have the bottom cleaned. We tied up at the dock and were to be hauled out the next morning. All night long, there was a lot of snurfing and whooshing along the length of the boat, as the sea cows feasted on the ample growth along the outboard side. When the morning came and the schooner was hauled our, we were surprised to see that that side of the boat was totally clean, from stem to stern, without a trace of seaweed. The captain grumbled that, had he known that this was going on, he would have turned the boat around, paid for an extra day's dockage, and got the bottom cleaned for the price of two days at the dock. lNDREK LEPSON
CH~EAN I~INIUl
llOW
Louisburg, North Carolina
The Great Ocean Liners Ocean Liner Memorabilia - Poste rs We Buy & Appraise Maritime Collections Committed to the Preservation of Our Maritime History
Ian Robertson www.oceanllnerrow.com 917-416-7653 - PO Box 20586, New York, NY 10025
Bounty's Evolving Role HMS Bounty was built for a Hollywood production, and it was planned for her to be burned in the movie. She was saved only because Marlon Brando refused to star in the movie if she was to be burned. The replica ship was built larger than the original and had other adjustments, so that the actors would have headroom and the camera crews would have room to work. Although Bounty was undoubtedly sturdily built, little attention was given to ensure her survivabili ty at sea, as it was never the intention of her designers or builders for the ship to be used in a seagoing capac-
iry. I attended a parry aboard Bounty in the summer of2008 at Port Angeles, Washington, when Captain Walbridge invited the participants of other vessels in the Pacific Coast Tall Ships C hallengeÂŽseries to come aboard. Having come from Lady Washington, which has watertight compartments throughout the below-deck spaces, I was astounded to find the spacious interior of the Bounty with a great, oversized open compartment running much of the length of the ship. All this space was great for the sake of our parry, bur I questioned the wisdom of this design. DAVE LASTER
Bellingham, Washington
From the editor: The decisions that go into the design-or redesign-of tall ships, whether they be historic vessels or replica ships, are based on, among other factors, a vessel's intended use, its size and tonnage, configuration, rig, and the type of certification it seeks from the Coast Guard. Lady Washington is certified as a Passenger Vessel (Subchapter T). Many sail training ships are certified as Sailing School Vessels, which requires, among many other safety features , watertight bulkheads. Bounty was an uninspected passenger vessel and was not required to have watertight bulkheads down below. Ir can get confusing, and there are many variables to consider. Tall Ships America provides a concise explanation of all the different types of USCG certifications under which a vessel might operate online at www.sailtraining.org/ about/ sail training/wo rld/ regulations. php.
Erratum: In the last issue of Sea History (142, "Winter 2012-13)," artist Ian Marshall contributed his fantastic paintings depicting the German cruiser Konigsberg in East Africa in 1914. The caption for the image on page 27, Konigsberg in the Rufiji River, should have read that it was, instead, departing the Pangani River mouth. This led to some confusion with readers, and we regret the error.
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Konigsberg Departing the Pangani River Mouth by Ian Marshall SEA HISTORY 142, SPRING 2013