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| Item | Title | Type | Subject | Creator | Publisher | Date | Place | Address | Description | |
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| 12785 | Potter’s Patent Paper Picture-Card Frame |
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| 13546 | Objects of the Southwest Harbor Public Library |
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| 15329 | Edward Lothrop Rand's Vasculum |
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| This set set of images are of Edward Rand with a vasculum. | 
Description: This set set of images are of Edward Rand with a vasculum. | |||||
| 15653 | Chronometer from the Rebecca R. Douglas Schooner |
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| The photo above and the information that follows is from Andrew Baron of Santa Fe, New Mexico. The ship’s two survivors were rescued on May 2, while the boat went down on April 28 near Cape May New Jersey. Depending on the weather, this means the schooner would likely have sailed out of New York (where its chronometer was calibrated on April 16) on April 26 or 27, only a week and half or so after the chronometer’s certification. I have the ship's marine chronometer (precision ship's clock shown in the photo above) from the Rebecca R. Douglas, well preserved and working, along with a verified vintage calibration certificate (timekeeping accuracy tested, calibrated and certified by an established chronometer firm) dated April 16, 1943, only two weeks before this schooner went down. This would likely have been done in preparation for its last journey. It's a mystery how the clock and its certificate survived when the ship did not. Given the date of the demise of the Rebecca R. Douglas, I can only assume that it had more than one chronometer, leaving one behind in New York and sailing with another. There’s more I want to learn about this however; the need of the navigator to definitely have a chronometer on board, to plot longitude on a north-to-south passage through coastal waters, how long a chronometer would remain with the certifying company after certification, prior to boarding ship, whether a coastal schooner like the RR Douglas would have had more than one chronometer, the prevailing weather at the time of the accident, whether U-boats that were observed off US coasts were in the area at that time, and the names of the two survivors long with the names of those who perished when the schooner went down. This last detail might possibly make the survival of this artifact of some importance to descendants of the victims and survivors. If any of them had young children at that time, they may still be living. This unusual survivor may be all of significance that remains of the tangible material associated with that boat, apart from the photo in your library collections. During wartime every viable old chronometer that could be found was reconditioned and pressed into service for the Navy and Merchant Marine, to augment new ones made to meet the increased demand for navigational aids. When this chronometer, made by Thomas Porthouse, ca. 1850 in London, was assigned to the Rebecca R. Douglas, it was already close to a century old, and yet its accuracy could still be certified for ongoing service at sea. | 
Description: The photo above and the information that follows is from Andrew Baron of Santa Fe, New Mexico. The ship’s two survivors were rescued on May 2, while the boat went down on April 28 near Cape May New Jersey. Depending on the weather, this means the schooner would likely have sailed out of New York (where its chronometer was calibrated on April 16) on April 26 or 27, only a week and half or so after the chronometer’s certification. I have the ship's marine chronometer (precision ship's clock shown in the photo above) from the Rebecca R. Douglas, well preserved and working, along with a verified vintage calibration certificate (timekeeping accuracy tested, calibrated and certified by an established chronometer firm) dated April 16, 1943, only two weeks before this schooner went down. This would likely have been done in preparation for its last journey. It's a mystery how the clock and its certificate survived when the ship did not. Given the date of the demise of the Rebecca R. Douglas, I can only assume that it had more than one chronometer, leaving one behind in New York and sailing with another. There’s more I want to learn about this however; the need of the navigator to definitely have a chronometer on board, to plot longitude on a north-to-south passage through coastal waters, how long a chronometer would remain with the certifying company after certification, prior to boarding ship, whether a coastal schooner like the RR Douglas would have had more than one chronometer, the prevailing weather at the time of the accident, whether U-boats that were observed off US coasts were in the area at that time, and the names of the two survivors long with the names of those who perished when the schooner went down. This last detail might possibly make the survival of this artifact of some importance to descendants of the victims and survivors. If any of them had young children at that time, they may still be living. This unusual survivor may be all of significance that remains of the tangible material associated with that boat, apart from the photo in your library collections. During wartime every viable old chronometer that could be found was reconditioned and pressed into service for the Navy and Merchant Marine, to augment new ones made to meet the increased demand for navigational aids. When this chronometer, made by Thomas Porthouse, ca. 1850 in London, was assigned to the Rebecca R. Douglas, it was already close to a century old, and yet its accuracy could still be certified for ongoing service at sea. [show more] | |||||
| 14107 | Hinckley Hardware Photographs Produced by Willis Ballard |
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| The Manset Boatyard, and later as the Henry R. Hinckley Company, made most of the hardware for their vessels in their own shop. Willis Ballard produced illustrations of their hardware the old fashioned way too. Working in the days before computer generated or touched up images, Ballard photographed hundreds of hardware pieces and then painstakingly isolated each item against a white background by hand, using a brush dipped in white paint. However imperfect the images seem in their original size, they were beautiful when the photographs were reduced to produce catalogue pages. Some of the hardware was used just on Hinckley boats and some was sold at the company’s Manset Marine Supply Company in the old Clark and Parker store building on Clark Point. The library has 60 Ballard negatives illustrating Hinckley hardware. "1940 - Henry [Henry R. Hinckley (1907-1980)] starts the Manset Marine Supply Company to distribute marine supplies, engines and equipment to the many small yards springing up along the coast, as well as to his own boatyards. Dissatisfied with the quality of some commercial fittings, Hinckley designs many fittings that are still used by the company today. Among these items are fuel tanks, stanchions, deck plates, bow and stern chocks, pulpits and lead keels." - “The Hinckley Company History,” The Hinckley Company web site, 2000, Accessed online 11/20/2010; http://www.hinckleyyachts.com/employment/about_us2.html | 
Description: The Manset Boatyard, and later as the Henry R. Hinckley Company, made most of the hardware for their vessels in their own shop. Willis Ballard produced illustrations of their hardware the old fashioned way too. Working in the days before computer generated or touched up images, Ballard photographed hundreds of hardware pieces and then painstakingly isolated each item against a white background by hand, using a brush dipped in white paint. However imperfect the images seem in their original size, they were beautiful when the photographs were reduced to produce catalogue pages. Some of the hardware was used just on Hinckley boats and some was sold at the company’s Manset Marine Supply Company in the old Clark and Parker store building on Clark Point. The library has 60 Ballard negatives illustrating Hinckley hardware. "1940 - Henry [Henry R. Hinckley (1907-1980)] starts the Manset Marine Supply Company to distribute marine supplies, engines and equipment to the many small yards springing up along the coast, as well as to his own boatyards. Dissatisfied with the quality of some commercial fittings, Hinckley designs many fittings that are still used by the company today. Among these items are fuel tanks, stanchions, deck plates, bow and stern chocks, pulpits and lead keels." - “The Hinckley Company History,” The Hinckley Company web site, 2000, Accessed online 11/20/2010; http://www.hinckleyyachts.com/employment/about_us2.html [show more] | |||||
| 14608 | Robert Smallidge's Hand Made Gun |
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| 15577 | Horse Trough Memorial in Acadia National Park - a Mystery |
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| 8629 | Route of the Kaiser Wilhelm II to Europe |
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| Photographer Henry L. Rand and his cousin Julius Ross Wakefield traveled to Europe together in the summer and fall of 1896. Henry, as usual, documented the trip with this map and 87 photographs, found principally in Volume 10 of the Henry L. Rand Collection. The photographs are numbered in their titles in the order in which they appear in Rand's album. Henry drew the Continental Route of the trip, as evidenced by his distinctive handwriting, and then photographed the map and pasted it into Volume 10 as his number 1143. He probably copied the map from a printed one and added the longitude and latitude lines that can faintly be seen in the photograph. Henry and Julius traveled to Europe aboard the steamship Kaiser Wilhelm II to Naples, Italy and then proceeded by water to Genoa. From there they went to Milan and took a side trip to Verona and Venice, returning to Milan. | 
Description: Photographer Henry L. Rand and his cousin Julius Ross Wakefield traveled to Europe together in the summer and fall of 1896. Henry, as usual, documented the trip with this map and 87 photographs, found principally in Volume 10 of the Henry L. Rand Collection. The photographs are numbered in their titles in the order in which they appear in Rand's album. Henry drew the Continental Route of the trip, as evidenced by his distinctive handwriting, and then photographed the map and pasted it into Volume 10 as his number 1143. He probably copied the map from a printed one and added the longitude and latitude lines that can faintly be seen in the photograph. Henry and Julius traveled to Europe aboard the steamship Kaiser Wilhelm II to Naples, Italy and then proceeded by water to Genoa. From there they went to Milan and took a side trip to Verona and Venice, returning to Milan. [show more] | |||
| 10929 | Postcard from Mary Ann Carroll to her Niece, Gertrude Whitmore Carroll |
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| 7350 | Southwest Harbor Parking Ticket Form Used by Officer Woodrow Wilson Herrick |
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| 6803 | Sailor's Valentine Made for Amanda (Robinson) Richardson, Mrs. Abraham Richardson, by Captain E.H. Pray |
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| “Some interesting valentines even come up for sale on eBay. A great friend of mine, Pippa Vlasov, who generously lent me a portion of her collection for this book, is an avid and determined collector who has been known to stay up all night at her computer waiting for an auction to close. One of her eBay treasures came from a hairdresser in Portland, Oregon, who found the Valentine in her grandfather’s attic, took it to an antiques dealer, and asked him to sell it for her. The dealer placed the Valentine on eBay with a reserve price of $50. It sold for almost $7,000 and is a wonderful piece…with an elaborate hand inscription on the back of the box. The inscription reads: ‘Presented to Mrs. A. Richardson by Captn. E.H. Pray, Schr Abraham Richardson, from Barbadoes, W.I. 1875.’” The Valentine is a Double 13” with pattern of flowers on left and star on right. - Photograph and information about the Sailor's Valentine made for Amanda (Robinson) Richardson, Mrs. Abraham Richardson, by Captain E.H. Pray. - “Sailors’ Valentines” by John Fondas, published by Rizzoli International Publications, p. 14, 15, 19, 72, 73, 91 - 2002 Captain E. H. Pray was Ephraim H. Pray, born to Ephraim and Rebecca P. (Norton) Pray on May 14, 1842. Ephraim married Vandora Carver, daughter of Wills and Nancy (Flye) Carver (born 1847), on December 25, 1864, in Tremont, Maine. The schooner ""Abraham Richardson"" was built in Bass Harbor (Tremont) by William S. Newman in 1874. She was 154.38 tons - 99.0 - 27.0 - 9.0. Thirty-two people owned shares with the largest number of shares (4) owned by Abraham Richardson of Tremont in 1880. Her master, in 1880, was Nathan A. Reed when she hailed from Boston, Massachusetts. - List of Vessels Built on Mount Desert, Cranberry, Tinker’s, Thompson’s and Long Island (Frenchboro) Compiled by Ralph Stanley, p. 76 - 2003 The schooner’s builder, William Spurling Newman, was born to Jonathan and Sarah Spurling Newman on May 10, 1825. He married Lydia Jordan Stanley who was born to Sans (Jr.) and Fanny Guptill Spurling Stanley on February 2, 1828 in Southwest Harbor, Maine. Lydia died on April 19, 1867 in Southwest Harbor. William Spurling Newman died on October 16, 1901. The “Abraham Richardson” was named for her largest shareholder, Abraham Richardson, born to Abraham and Mercy Wormell Richardson on February 3, 1809. Abraham first married Deborah N. Burnam who was born about 1809, on December 21, 1830. Deborah N. Burnam Richardson died on March 31, 1859. Abraham then married Amanda Robinson, daughter of Levi and Lavinia Savage Robinson on September 27, 1862. Amanda was born on February 21, 1836, the sister of Capt. Adoniram Judson Robinson. She was, therefore, the great grand aunt of 20th Century Southwest Harbor boat builder, violin maker, genealogist and story teller, Ralph Warren Stanley. Abraham Richardson died on August 31, 1878 in Tremont, Maine. Amanda (Robinson) Richardson died on April 14, 1914. Capt. Pray made the valentine for the wife of the owner of his schooner. “Sailors’ Valentines – Their Journey Through Time” by Grace L. Madeira, Constance Marshall Miller, Mary S. Page and Ann T. Schutt – 2006 - An update on the art of the valentines with good photographs." | 
Description: “Some interesting valentines even come up for sale on eBay. A great friend of mine, Pippa Vlasov, who generously lent me a portion of her collection for this book, is an avid and determined collector who has been known to stay up all night at her computer waiting for an auction to close. One of her eBay treasures came from a hairdresser in Portland, Oregon, who found the Valentine in her grandfather’s attic, took it to an antiques dealer, and asked him to sell it for her. The dealer placed the Valentine on eBay with a reserve price of $50. It sold for almost $7,000 and is a wonderful piece…with an elaborate hand inscription on the back of the box. The inscription reads: ‘Presented to Mrs. A. Richardson by Captn. E.H. Pray, Schr Abraham Richardson, from Barbadoes, W.I. 1875.’” The Valentine is a Double 13” with pattern of flowers on left and star on right. - Photograph and information about the Sailor's Valentine made for Amanda (Robinson) Richardson, Mrs. Abraham Richardson, by Captain E.H. Pray. - “Sailors’ Valentines” by John Fondas, published by Rizzoli International Publications, p. 14, 15, 19, 72, 73, 91 - 2002 Captain E. H. Pray was Ephraim H. Pray, born to Ephraim and Rebecca P. (Norton) Pray on May 14, 1842. Ephraim married Vandora Carver, daughter of Wills and Nancy (Flye) Carver (born 1847), on December 25, 1864, in Tremont, Maine. The schooner ""Abraham Richardson"" was built in Bass Harbor (Tremont) by William S. Newman in 1874. She was 154.38 tons - 99.0 - 27.0 - 9.0. Thirty-two people owned shares with the largest number of shares (4) owned by Abraham Richardson of Tremont in 1880. Her master, in 1880, was Nathan A. Reed when she hailed from Boston, Massachusetts. - List of Vessels Built on Mount Desert, Cranberry, Tinker’s, Thompson’s and Long Island (Frenchboro) Compiled by Ralph Stanley, p. 76 - 2003 The schooner’s builder, William Spurling Newman, was born to Jonathan and Sarah Spurling Newman on May 10, 1825. He married Lydia Jordan Stanley who was born to Sans (Jr.) and Fanny Guptill Spurling Stanley on February 2, 1828 in Southwest Harbor, Maine. Lydia died on April 19, 1867 in Southwest Harbor. William Spurling Newman died on October 16, 1901. The “Abraham Richardson” was named for her largest shareholder, Abraham Richardson, born to Abraham and Mercy Wormell Richardson on February 3, 1809. Abraham first married Deborah N. Burnam who was born about 1809, on December 21, 1830. Deborah N. Burnam Richardson died on March 31, 1859. Abraham then married Amanda Robinson, daughter of Levi and Lavinia Savage Robinson on September 27, 1862. Amanda was born on February 21, 1836, the sister of Capt. Adoniram Judson Robinson. She was, therefore, the great grand aunt of 20th Century Southwest Harbor boat builder, violin maker, genealogist and story teller, Ralph Warren Stanley. Abraham Richardson died on August 31, 1878 in Tremont, Maine. Amanda (Robinson) Richardson died on April 14, 1914. Capt. Pray made the valentine for the wife of the owner of his schooner. “Sailors’ Valentines – Their Journey Through Time” by Grace L. Madeira, Constance Marshall Miller, Mary S. Page and Ann T. Schutt – 2006 - An update on the art of the valentines with good photographs." [show more] | ||||
| 15332 | Vasculum |
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| A vasculum or a botanical box is a stiff container used by botanists to keep field samples viable for transportation. The main purpose of the valsculum is to transport plants without crushing them and by maintaining a cool, humid environment. Vascula are cylinders typically made from tinned and sometimes lacquered iron, though wooden examples are known. The box was carried horizontally on a strap so that plant specimens lie flat and lined with moistened cloth.[1] Traditionally, British and American vascula were somewhat flat and valise-like with a single room, while continental examples were more cylindrical and often longer, sometimes with two separate compartments.[2] Access to the interior is through one (sometimes two) large lids in the side, allowing plants to be put in and taken out without bending or distorting them unnecessarily. This is particularly important with wildflowers, which are often fragile. Some early 20th century specimen are made from sheet aluminium rather than tin, but otherwise follow the 19th century pattern. The exterior is usually left rough, or lacquered green. This item's second image is a painting by Hermann Kern Der Botaniker depicting the artist's view of a botanist with a vasculum. |
Description: A vasculum or a botanical box is a stiff container used by botanists to keep field samples viable for transportation. The main purpose of the valsculum is to transport plants without crushing them and by maintaining a cool, humid environment. Vascula are cylinders typically made from tinned and sometimes lacquered iron, though wooden examples are known. The box was carried horizontally on a strap so that plant specimens lie flat and lined with moistened cloth.[1] Traditionally, British and American vascula were somewhat flat and valise-like with a single room, while continental examples were more cylindrical and often longer, sometimes with two separate compartments.[2] Access to the interior is through one (sometimes two) large lids in the side, allowing plants to be put in and taken out without bending or distorting them unnecessarily. This is particularly important with wildflowers, which are often fragile. Some early 20th century specimen are made from sheet aluminium rather than tin, but otherwise follow the 19th century pattern. The exterior is usually left rough, or lacquered green. This item's second image is a painting by Hermann Kern Der Botaniker depicting the artist's view of a botanist with a vasculum. [show more] | |||||
| 14550 | Richardson Family Flintlock Musket |
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| The gun was possibly used in the Battle of Norwood Cove. | 
Description: The gun was possibly used in the Battle of Norwood Cove. | |||||
| 13444 | Advertisement for Hartford Marine Engines |
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| 13442 | Hartford Marine Gas Engines |
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| The Gray and Prior Machine Company in Hartford, Connecticut made “Hartford” marine engines. The company was organized in 1898 and incorporated in 1900 to make marine engines. It was the combined vision of Robert Watkinson Gray (1876-1945) and George A. Prior (1871-1938). George Prior had learned the machine trade at Pratt & Whitney in East Hartford, had worked for the Electric Vehicle Company and had been granted a patent for a universal joint. Robert Gray had worked for the Hartford Rubber Works and contributed $5,000 in capital. George Prior was an inventive genius and contributed much to the initial success of the company. He designed and built his own motorcycle in 1900, and completed his first automobile in 1904, both using the Gray and Prior 2-cylinder marine engine that he designed. He applied his vast experience in the machine shop to his inventions and designs, which have been the foundation of the success of the Gray and Prior Machine Company for almost a century. Gray and Prior originally made marine engines in addition to their growing line of universal joints and couplings. Their Hartford Marine engines were of very high quality and commanded respect in the market. They built two-stroke inboard engines and medium heavy-duty type long stroke four-cycle marine motors. Many of the ideas involved in their design were improvements over existing marine engines of the day. Gray and Prior continued to manufacture the engines for more than 25 years, until they sold the tooling and the designs for the Hartford Sturdy Twin to the Indian Motorcycle Company in Springfield, Massachusetts for $15,000. - Information adapted from “Our Company’s History,” The Gray and Prior Machine Company web site, Accessed online 04/13/2012; http://www.grayandprior.com/history.htm | 
Description: The Gray and Prior Machine Company in Hartford, Connecticut made “Hartford” marine engines. The company was organized in 1898 and incorporated in 1900 to make marine engines. It was the combined vision of Robert Watkinson Gray (1876-1945) and George A. Prior (1871-1938). George Prior had learned the machine trade at Pratt & Whitney in East Hartford, had worked for the Electric Vehicle Company and had been granted a patent for a universal joint. Robert Gray had worked for the Hartford Rubber Works and contributed $5,000 in capital. George Prior was an inventive genius and contributed much to the initial success of the company. He designed and built his own motorcycle in 1900, and completed his first automobile in 1904, both using the Gray and Prior 2-cylinder marine engine that he designed. He applied his vast experience in the machine shop to his inventions and designs, which have been the foundation of the success of the Gray and Prior Machine Company for almost a century. Gray and Prior originally made marine engines in addition to their growing line of universal joints and couplings. Their Hartford Marine engines were of very high quality and commanded respect in the market. They built two-stroke inboard engines and medium heavy-duty type long stroke four-cycle marine motors. Many of the ideas involved in their design were improvements over existing marine engines of the day. Gray and Prior continued to manufacture the engines for more than 25 years, until they sold the tooling and the designs for the Hartford Sturdy Twin to the Indian Motorcycle Company in Springfield, Massachusetts for $15,000. - Information adapted from “Our Company’s History,” The Gray and Prior Machine Company web site, Accessed online 04/13/2012; http://www.grayandprior.com/history.htm [show more] | |||||
| 13377 | Revenue Ensign - Flag of the United States Customs Service |
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| The Custom's service flag was designed by Secretary of the Treasury Oliver Wolcott, Alexander Hamilton’s successor, who used 16 alternating red and white vertical stripes, one stripe for each State that had joined the Union by 1799, with a bald eagle in the canton holding 3 arrows in his sinister claw and an olive branch in his dexter claw. On the left and right sides of the eagle are 4 stars each in an arc pattern, and above the eagle 5 stars. On the eagle is a crest representing the United States. Wolcott submitted his flag design to President John Adams in 1799 and the final version was approved on August 1st, 1799. Nathaniel Hawthorne, who served as customs surveyor at the port of Salem, Massachusetts, from 1846 to 1849, suggested the "stripes turned vertically, not horizontally, indicated a civil, not military, post of Uncle Sam’s government." Although originally intended as a marine ensign to be flown from revenue cutters and customs vessels, the collectors soon were flying it over their customhouses. That tradition was codified a half-century later, when in 1874, Treasury Secretary William A. Richardson, required that during business hours, the customs ensign was to be hoisted by the side of the Stars and Stripes over all customhouses. From Wikipedia: The flag of the Customs Service was designed in 1799 by Secretary of the Treasury Oliver Wolcott, Jr. and consists of 16 vertical red and white stripes with a coat of arms depicted in blue on the white canton. The original design had the Customs Service seal that was an eagle with three arrows in his left talon, an olive branch in his right and surrounded by an arc of 13 stars. In 1951, this was changed to the eagle depicted on the Great Seal of the United States. Its actual name is the Revenue Ensign, as it was flown by ships of the Revenue Cutter Service, later the Coast Guard, and at customs houses. | 
Description: The Custom's service flag was designed by Secretary of the Treasury Oliver Wolcott, Alexander Hamilton’s successor, who used 16 alternating red and white vertical stripes, one stripe for each State that had joined the Union by 1799, with a bald eagle in the canton holding 3 arrows in his sinister claw and an olive branch in his dexter claw. On the left and right sides of the eagle are 4 stars each in an arc pattern, and above the eagle 5 stars. On the eagle is a crest representing the United States. Wolcott submitted his flag design to President John Adams in 1799 and the final version was approved on August 1st, 1799. Nathaniel Hawthorne, who served as customs surveyor at the port of Salem, Massachusetts, from 1846 to 1849, suggested the "stripes turned vertically, not horizontally, indicated a civil, not military, post of Uncle Sam’s government." Although originally intended as a marine ensign to be flown from revenue cutters and customs vessels, the collectors soon were flying it over their customhouses. That tradition was codified a half-century later, when in 1874, Treasury Secretary William A. Richardson, required that during business hours, the customs ensign was to be hoisted by the side of the Stars and Stripes over all customhouses. From Wikipedia: The flag of the Customs Service was designed in 1799 by Secretary of the Treasury Oliver Wolcott, Jr. and consists of 16 vertical red and white stripes with a coat of arms depicted in blue on the white canton. The original design had the Customs Service seal that was an eagle with three arrows in his left talon, an olive branch in his right and surrounded by an arc of 13 stars. In 1951, this was changed to the eagle depicted on the Great Seal of the United States. Its actual name is the Revenue Ensign, as it was flown by ships of the Revenue Cutter Service, later the Coast Guard, and at customs houses. [show more] | |||||
| 13378 | Flag of the United States Customs Service |
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| 12786 | Botanical Specimen Boxes |
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| 3049 | Acetylene Beacon Traffic Control Tower |
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| The traffic control tower at the junction of Main Street and Clark Point Road was an acetylene beacon made by the American Gas Accumulator Co. of Elizabeth, New Jersey | 
Description: The traffic control tower at the junction of Main Street and Clark Point Road was an acetylene beacon made by the American Gas Accumulator Co. of Elizabeth, New Jersey | |||||
| 11509 | Stove from the Arethusa III |
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| 10265 | Silver Inlay - Hand Made Gun |
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| 10266 | Silver Inlay - Hand Made Gun |
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| 10267 | Silver Inlay - Hand Made Gun |
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| 10256 | Silver Inlay - Hand Made Gun |
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| 10257 | Silver Inlay - Hand Made Gun |
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