A chief cook is a seniormost unlicensed crewmember working in the steward's department of a merchant ship. The chief cook directs and participates in the preparation and serving of meals; the cook may assist in planning meals and taking inventory of stores and equipment. A chief cook's duties may overlap with those of the steward's assistant, the chief steward, other steward's department crewmembers. In the United States Merchant Marine, in order to be occupied as a chief cook a person has to have a Merchant Mariner's Document issued by the United States Coast Guard; because of international conventions and agreements, all chief cooks who sail internationally are documented by their respective countries. Seafarer's professions and ranks Chef "Service Contract Act Directory of Occupations: 47340 CHIEF COOK/STEWARD". Dol.gov. Archived from the original on July 28, 2005. Retrieved March 3, 2007. United States Coast Guard Merchant Mariner Licensing and Documentation web site International Labour Organization.
"Ship Cook, Merchant Marine". International Hazard Datasheets on Occupation. Retrieved 2007-05-26
Navy Supply Corps
The Navy Supply Corps is the United States Navy staff corps concerned with supply, combat support, readiness and fiscal matters. Commissioned officers in the Supply Corps practice a variety of disciplines, including supply management, expeditionary logistics, inventory control, financial management, information systems, operations analysis and operational logistics, fuels management, food service, physical distribution. Supply Corps officers are distributed throughout the Navy and Department of Defense. Ratings that compose the U. S. Navy enlisted Supply community are: Logistics Specialist – assist in managing inventories and ordering of parts and supplies, financial management and mail Culinary Specialist – manage and execute all food-service operations Ship's Serviceman – assist in managing shipboard retail and service activities Personnel Specialist - manage disbursing and pay The Supply Corps emerged from the traditions of ashore naval logistics and the shipboard position of Purser, in use with the Royal Navy since the 14th Century.
The ship's Purser was responsible for the handling of money and the procurement and keeping of stores and supplies. The Supply Corps considers as its birthday 23 February 1795, when the nation's first Purveyor of Public Supplies, Tench Francis, Jr. was appointed by President George Washington. American Pursers served with distinction from the earliest days. Hambleton was wounded by a cannonball that fell onto him from the rigging of the ship. Unlike their line counterparts, pursers did not hold rank. An 1854 Act of Congress legalized the relative rank conferred upon pursers by General Order of 27 May 1847. Pursers with more than twelve years' service ranked with commanders and those with less than twelve years ranked with lieutenants. In 1860, the name of the position of Purser was changed to "Paymaster". Ashore naval logistics, the purview of civilians, were transferred to Paymasters throughout the 1860s. By Act of 11 July 1919 the designation of the Pay Corps was changed to Supply Corps. Recent developments have mirrored those in the private sector logistics, with an increasing scientific and quantitative emphasis and reliance on networked computing power.
Staff officers were distinguished from line officers only by the details of their uniforms, such as number of buttons on lapels and pockets, color, cut of coat, or amount of gold lace. Uniform regulations issued 1 May 1830 specified that a Purser should have, in addition to the live oak leaf and acorn a cornucopia embroidered on the collar of his full dress coat. In 1841 the distinguishing mark on the Purser's collar was changed to a 4" row of gold embroidered oak leaves and acorns. A modification of the uniform regulations, dated 27 May 1847, provided gold epaulets for the Purser on, a solid crescent with the Old English letters "P. D." in silver within the crescent. In September 1852 the letters "P. D." were abolished. By General Order of 23 August 1856, Pursers were required to wear the uniform of their relative rank with the exception of the lace on the pantaloons; as late as 1862 uniform regulations did not distinguish among the different staff corps. In January 1864 the various corps were again assigned distinguishing marks, with the Pay Corps insignia being a silver oak sprig worn on the shoulder straps and in the wreath of the cap.
In regulations of 1905, while the insignia of the Pay Corps remained "a silver oak sprig", the pattern was a little different. Instead of the three leaves and two acorns standing out separately from the stem as heretofore, the three leaves and three acorns were brought together at the stem of the sprig inscribed in a rectangle; the last significant change to the Supply Corps insignia came in 1919. The official motto of the Supply Corps is "Ready for Sea" – reflecting the Supply Corps' longstanding role in sustaining warfighting; this motto derives from the traditional report from each Department Head of a ship to the Captain prior to an underway: the traditional form is "Good Morning, The Supply Department is ready for sea in all respects." Supply Corps officers are called "Pork Chop" within the wardroom, a reference to the Supply Corps oak leaf insignia's superficial resemblance to a pork chop. Supply Corps officers assigned to submarine duty are known as "Chop" for the same reason. Supply Corps officers are sometimes colloquially called "SuppO," although this term is technically reserved for the Department Head, nearly always the senior Supply Corps officer at a command.
On small ships where two Supply Corps officers are posted, the junior officer is called "Lamb Chop". New Supply Corps junior officers attend the Navy Supply Corps School in Rhode Island. Current Navy policy dictates that Supply Officers complete two operational tours and obtain a warfare pin for consideration for Lieutenant Commander boards. Supply Corps officers are eligible for com
An airliner is a type of aircraft for transporting passengers and air cargo. Such aircraft are most operated by airlines. Although the definition of an airliner can vary from country to country, an airliner is defined as an aeroplane intended for carrying multiple passengers or cargo in commercial service; the largest of them are wide-body jets which are called twin-aisle because they have two separate aisles running from the front to the back of the passenger cabin. These are used for long-haul flights between airline hubs and major cities. A smaller, more common class of airliners is the single-aisle; these are used for short to medium-distance flights with fewer passengers than their wide-body counterparts. Regional airliners seat fewer than 100 passengers and may be powered by turbofans or turboprops; these airliners are the non-mainline counterparts to the larger aircraft operated by the major carriers, legacy carriers, flag carriers, are used to feed traffic into the large airline hubs. These regional routes form the spokes of a hub-and-spoke air transport model.
The lightest of short-haul regional feeder airliner type aircraft that carry a small number of passengers are called commuter aircraft, commuterliners and air taxis, depending on their size, how they are marketed, region of the world, seating configurations. The Beechcraft 1900, for example, has only 19 seats; when the Wright brothers made the world’s first sustained heavier-than-air flight, they laid the foundation for what would become a major transport industry. Their flight in 1903 was just 11 years before what is defined as the world’s first airliner; these airliners have had a significant impact on global society and politics. In 1913, Igor Sikorsky developed the first large multi-engine airplane, the Russky Vityaz, refined into the more practical Ilya Muromets with dual controls for a pilot plus copilot and a comfortable cabin with a lavatory, cabin heating and lighting; the large four-engine biplane was derived in a bomber aircraft, preceding subsequent transport and bomber aircraft.
Due to the onset of World War I, it was never used as a commercial airliner. It first flew on December 10, 1913 and took off for its first demonstration flight with 16 passengers aboard on February 25, 1914. In 1915, the first airliner was used by Elliot Air Service; the aircraft was a Curtiss JN 4, a small biplane, used in World War I as a trainer. It was used as a tour and familiarization flight aircraft in the early 1920s. In 1919, after World War I, the Farman F.60 Goliath designed as a long-range heavy bomber, was converted for commercial use into a passenger airliner. It could seat 14 passengers from 1919, around 60 were built. Several publicity flights were made, including one on 8 February 1919, when the Goliath flew 12 passengers from Toussus-le-Noble to RAF Kenley, near Croydon, despite having no permission from the British authorities to land. Another important airliner built in 1919 was the Airco DH.16. In March 1919, the prototype first flew at Hendon Aerodrome. Nine aircraft were built, all but one being delivered to the nascent airline, Aircraft Transport and Travel, which used the first aircraft for pleasure flying, on 25 August 1919, it inaugurated the first scheduled international airline service from London to Paris.
One aircraft was sold to the River Plate Aviation Company in Argentina, to operate a cross-river service between Buenos Aires and Montevideo. Meanwhile, the competing Vickers converted its successful WWI bomber, the Vickers Vimy, into a civilian version, the Vimy Commercial, it was redesigned with a larger-diameter fuselage, first flew from the Joyce Green airfield in Kent on 13 April 1919. The world's first all-metal transport aircraft was the Junkers F.13 from 1919, with 322 built. The Dutch Fokker company produced the Fokker F. II and the F. III; these aircraft were used by the Dutch airline KLM when it reopened an Amsterdam-London service in 1921. The Fokkers were soon flying to destinations across Europe, including Bremen, Brussels and Paris, they proved to be reliable aircraft. The Handley Page company in Britain produced the Handley Page Type W as the company's first civil transport aircraft, it housed two crew in 15 passengers in an enclosed cabin. Powered by two 450 hp Napier Lion engines, the prototype first flew on 4 December 1919, shortly after it was displayed at the 1919 Paris Air Show at Le Bourget.
It was the world's first airliner to be designed with an on-board lavatory. Meanwhile in France, the Bleriot-SPAD S.33 was a great success throughout the 1920s serving the Paris-London route, on continental routes. The enclosed cabin could carry four passengers with an extra seat in the cockpit. By 1921, aircraft capacity needed to be larger for the economics to remain favourable; the English company de Havilland, therefore built the 10-passenger DH.29 monoplane, while starting work on the design of the DH.32, an eight-seater biplane with a less powerful but more economical Rolls-Royce Eagle engine. Owing to the urgent need for more capacity, work on the DH.32 was stopped and the DH.34 biplane was designed, accommodating 10 passengers. The Fokker trimotor was an important and popular transport, manufactured under license in Europe and America. Throughout the 1920s, companies in Britain and France were at the forefront of the civil airliner industry considerably aided by governme
A sea captain, ship's captain, master, or shipmaster, is a high-grade licensed mariner who holds ultimate command and responsibility of a merchant vessel. The captain is responsible for the safe and efficient operation of the ship and its people and cargo, including its seaworthiness and security, cargo operations, crew management, legal compliance; the captain ensures that the ship complies with local and international laws and complies with company and flag state policies. The captain is responsible, under the law, for aspects of operation such as the safe navigation of the ship, its cleanliness and seaworthiness, safe handling of all cargo, management of all personnel, inventory of ship's cash and stores, maintaining the ship's certificates and documentation. One of a shipmaster's important duties is to ensure compliance with the vessel's security plan, as required by the International Maritime Organization's ISPS Code; the plan, customized to meet the needs of each individual ship, spells out duties including conducting searches and inspections, maintaining restricted spaces, responding to threats from terrorists, hijackers and stowaways.
The security plan covers topics such as refugees and asylum seekers and saboteurs. On ships without a purser, the captain is in charge of the ship's accounting; this includes ensuring an adequate amount of cash on board, coordinating the ship's payroll, managing the ship's slop chest. On international voyages, the captain is responsible for satisfying requirements of the local immigration and customs officials. Immigration issues can include situations such as embarking and disembarking passengers, handling crew members who desert the ship, making crew changes in port, making accommodations for foreign crew members. Customs requirements can include the master providing a cargo declaration, a ship's stores declaration, a declaration of crew members' personal effects, crew lists and passenger lists; the captain has special responsibilities when the ship or its cargo are damaged, when the ship causes damage to other vessels or facilities. The master acts as a liaison to local investigators and is responsible for providing complete and accurate logbooks, reports and evidence to document an incident.
Specific examples of the ship causing external damage include collisions with other ships or with fixed objects, grounding the vessel, dragging anchor. Some common causes of cargo damage include heavy weather, water damage and damage caused during loading/unloading by the stevedores. All persons on board including public authorities and passengers are under the captain's authority and are his or her ultimate responsibility during navigation. In the case of injury or death of a crew member or passenger, the master is responsible to address any medical issues affecting the passengers and crew by providing medical care as possible, cooperating with shore-side medical personnel, and, if necessary, evacuating those who need more assistance than can be provided on board the ship. There is a common belief that ship captains have been, are, able to perform marriages; this depends on the country of registry, however most do not permit performance of a marriage by the master of a ship at sea. In the United States Navy, a captain’s powers are defined by its 1913 Code of Regulations stating: "The commanding officer shall not perform a marriage ceremony on board his ship or aircraft.
He shall not permit a marriage ceremony to be performed on board when the ship or aircraft is outside the territory of the United States." However, there may be exceptions "in accordance with local laws and the laws of the state, territory, or district in which the parties are domiciled" and "in the presence of a diplomatic or consular official of the United States, who has consented to issue the certificates and make the returns required by the consular regulations." Furthermore, in the United States, there have been a few contradictory legal precedents: courts did not recognize a shipboard marriage in California's 1898 Norman v. Norman but did in New York's 1929 Fisher v. Fisher and in 1933's Johnson v. Baker, an Oregon court ordered the payment of death benefits to a widow because she had established that her marriage at sea was lawful. However, in Fisher v. Fisher the involvement of the ship's captain was irrelevant to the outcome. New Jersey's 1919 Bolmer v. Edsall said a shipboard marriage ceremony is governed by the laws of the nation where ownership of the vessel lies.
In the United Kingdom, the captain of a merchant ship has never been permitted to perform marriages, although from 1854 any which took place had to be reported in the ship's log. Filipino and Spanish law, as narrow exceptions, recognise a marriage in articulo mortis solemnized by the captain of a ship or chief of an aeroplane during a voyage, or by the commanding officer of a military unit. Japan allows ship captains to perform a marriage ceremony at sea, but only for Japanese citizens. Malta and Bermuda permit captains of ships registered in their jurisdictions to perform marriages at sea. Princess Cruises, whose ships are registered in Bermuda, has used this as a selling point for their cruises, while Cunard moved the registration of its ships Queen Mary 2, Queen Victoria and Queen Elizabeth from Southampton to Bermuda in 2011 to allow marriages to be conducted on their ships; some captains obtain other credentials, which allow them to perform marriages in some jurisdictions where they would otherwise not be permitted to do so.
Rum is a distilled alcoholic drink made from sugarcane byproducts, such as molasses, or directly from sugarcane juice, by a process of fermentation and distillation. The distillate, a clear liquid, is usually aged in oak barrels; the majority of the world's rum production occurs in the Latin America. Rum is produced in Australia, Austria, Fiji, Japan, Nepal, New Zealand, the Philippines, Reunion Island, South Africa, Sweden, Thailand, the United Kingdom and the United States. Rums are produced in various grades. Light rums are used in cocktails, whereas "golden" and "dark" rums were consumed straight or neat, on the rocks, or used for cooking, but are now consumed with mixers. Premium rums are available, made to be consumed either straight or iced. Rum plays a part in the culture of most islands of the West Indies as well as in The Maritimes and Newfoundland; this drink has famous associations with piracy. Rum has served as a popular medium of economic exchange, used to help fund enterprises such as slavery, organized crime, military insurgencies.
The origin of the word "rum" is unclear. In an 1824 essay about the word's origin, Samuel Morewood, a British etymologist, suggested the word might derive from the British slang term for "the best", as in "having a rum time." He wrote: As spirits, extracted from molasses, could not well be ranked under the name whiskey, brandy, or arrack, it would be called rum, to denote its excellence or superior quality. Given the harsh taste of early rum, this interpretation is unlikely. Morewood suggested another possibility: that the word was taken from the last syllable of the Latin word for sugar, saccharum; this view is held today. Competing hypotheses abound. One proposes that the word comes from the Turkish name for Greeks, Rum, as some of the earliest rum spirits were distilled by Greek Christians in the eastern Mediterranean. Other etymologists have mentioned the Romani word rum, meaning "strong" or "potent"; these words have been linked to the ramboozle and rumfustian, both popular British drinks in the mid-17th century.
However, neither was made with rum, but rather eggs, wine and various spices. The most probable origin is as a truncated version of rumbustion. Both words surfaced in English about the same time as rum did, were slang terms for "tumult" or "uproar"; this is a far more convincing explanation, brings the image of fractious men fighting in entanglements at island tippling houses, which are early versions of the bar. Another claim is the name is from the large drinking glasses used by Dutch seamen known as rummers, from the Dutch word roemer, a drinking glass. Other options include contractions of the words iterum, Latin for "again, a second time", or arôme, French for aroma. Regardless of the original source, the name was in common use by 1654, when the General Court of Connecticut ordered the confiscations of "whatsoever Barbados liquors called rum, kill devil and the like". A short time in May 1657, the General Court of Massachusetts decided to make illegal the sale of strong liquor "whether knowne by the name of rumme, strong water, brandy, etc."In current usage, the name used for a rum is based on its place of origin.
For rums from Spanish-speaking locales, the word ron is used. A ron añejo indicates a rum, aged and is used for premium products. Rhum is the term that distinguishes rum made from fresh sugar cane juice from rum made from molasses in French-speaking locales like Martinique. A rhum vieux is an aged French rum; some of the many other names for rum are Nelson's blood, kill-devil, demon water, pirate's drink, navy neaters, Barbados water. A version of rum from Newfoundland is referred to by the name screech, while some low-grade West Indies rums are called tafia. Vagbhata, an Indian ayurvedic physician " a man to drink unvitiated liquor like rum and wine, mead mixed with mango juice'together with friends'". Shidhu, a drink produced by fermentation and distillation of sugarcane juice, is mentioned in other Sanskrit texts. According to Maria Dembinska, the King of Cyprus, Peter I of Cyprus or Pierre I de Lusignan, brought rum with him as a gift for the other royal dignitaries at the Congress of Kraków, held in 1364.
This is feasible given the position of Cyprus as a significant producer of sugar in the Middle Ages, although the alcoholic sugar drink named rum by Dembinska might not have resembled modern distilled rums closely. Dembinska suggests Cyprus rum was drunk mixed with an almond milk drink produced in Cyprus, called soumada. Another early rum-like drink is brum. Produced by the Malay people, brum dates back thousands of years. Marco Polo recorded a 14th-century account of a "very good wine of sugar", offered to him in the area that became modern-day Iran; the first distillation of rum in the Caribbean took place on the sugarcane plantations there in the 17th century. Plantation slaves discovered that molasses, a byproduct of the sugar refining process, could be fermented into alcohol. Distillation of these alcoholic byproducts concentrated the alcohol and removed impurities, producing the first modern rums. Tradition suggests this type of rum first originated on the island
Edward the Confessor
Edward the Confessor known as Saint Edward the Confessor, was among the last Anglo-Saxon kings of England. Considered the last king of the House of Wessex, he ruled from 1042 to 1066. Edward was the son of Emma of Normandy, he succeeded Cnut the Great's son – and his own half brother – Harthacnut. He restored the rule of the House of Wessex after the period of Danish rule since Cnut conquered England in 1016; when Edward died in 1066, he was succeeded by Harold Godwinson, defeated and killed in the same year by the Normans under William the Conqueror at the Battle of Hastings. Edgar the Ætheling, of the House of Wessex, was proclaimed king after the Battle of Hastings in 1066, but never ruled and was deposed after about eight weeks. Historians disagree about Edward's long reign, his nickname reflects the traditional image of him as pious. Confessor reflects his reputation as a saint who did not suffer martyrdom, as opposed to King Edward the Martyr; some portray Edward the Confessor's reign as leading to the disintegration of royal power in England and the advance in power of the House of Godwin, due to the infighting that began after his heirless death.
Biographers Frank Barlow and Peter Rex, on the other hand, portray Edward as a successful king, one, energetic and sometimes ruthless. However, Richard Mortimer argues that the return of the Godwins from exile in 1052 "meant the effective end of his exercise of power", citing Edward's reduced activity as implying "a withdrawal from affairs". About a century in 1161, Pope Alexander III canonised the late king. Saint Edward was one of England's national saints until King Edward III adopted Saint George as the national patron saint in about 1350. Saint Edward's feast day is 13 October, celebrated by both the Church of England and the Catholic Church in England and Wales. Edward was the seventh son of Æthelred the Unready, the first by his second wife, Emma of Normandy. Edward was born between 1003 and 1005 in Islip, is first recorded as a'witness' to two charters in 1005, he had one full brother, a sister, Godgifu. In charters he was always listed behind his older half-brothers. During his childhood, England was the target of Viking raids and invasions under Sweyn Forkbeard and his son, Cnut.
Following Sweyn's seizure of the throne in 1013, Emma fled to Normandy, followed by Edward and Alfred, by Æthelred. Sweyn died in February 1014, leading Englishmen invited Æthelred back on condition that he promised to rule'more justly' than before. Æthelred agreed. Æthelred died in April 1016, he was succeeded by Edward's older half-brother Edmund Ironside, who carried on the fight against Sweyn's son, Cnut. According to Scandinavian tradition, Edward fought alongside Edmund. Edmund died in November 1016, Cnut became undisputed king. Edward again went into exile with his brother and sister. In the same year Cnut had Edward's last surviving elder half-brother, executed, leaving Edward as the leading Anglo-Saxon claimant to the throne. Edward spent a quarter of a century in exile mainly in Normandy, although there is no evidence of his location until the early 1030s, he received support from his sister Godgifu, who married Drogo of Mantes, count of Vexin in about 1024. In the early 1030s, Edward witnessed four charters in Normandy, signing two of them as king of England.
According to the Norman chronicler, William of Jumièges, Robert I, Duke of Normandy attempted an invasion of England to place Edward on the throne in about 1034, but it was blown off course to Jersey. He received support for his claim to the throne from a number of continental abbots Robert, abbot of the Norman abbey of Jumièges, to become Edward's Archbishop of Canterbury. Edward was said to have developed an intense personal piety during this period, but modern historians regard this as a product of the medieval campaign for his canonisation. In Frank Barlow's view "in his lifestyle would seem to have been that of a typical member of the rustic nobility", he appeared to have a slim prospect of acceding to the English throne during this period, his ambitious mother was more interested in supporting Harthacnut, her son by Cnut. Cnut died in 1035, Harthacnut succeeded him as king of Denmark, it is unclear whether he intended to keep England as well, but he was too busy defending his position in Denmark to come to England to assert his claim to the throne.
It was therefore decided that his elder half-brother Harold Harefoot should act as regent, while Emma held Wessex on Harthacnut's behalf. In 1036 Edward and his brother Alfred separately came to England. Emma claimed that they came in response to a letter forged by Harold inviting them to visit her, but historians believe that she did invite them in an effort to counter Harold's growing popularity. Alfred was captured by Earl of Wessex who turned him over to Harold Harefoot, he had Alfred blinded by forcing red-hot pokers into his eyes to make him unsuitable for kingship, Alfred died soon after as a result of his wounds. The murder is thought to be the source of much of Edward's hatred for the Earl and one of the primary reasons for Godwin's banishment in autumn 1051. Edward is said to have fought a successful skirmish near Southampton, and
Samuel Hambleton (naval officer)
Samuel Hambleton was an officer in the United States Navy who served with distinction during the War of 1812. Hambleton was born in 1777 in Talbot County, Maryland at "Martingham", an estate granted to his great-great-grandfather, William Hambleton, by Lord Baltimore in 1657. Entering the Navy and becoming the first Purser of the Navy on 6 December 1806, he served as Acting Lieutenant in Lawrence during the Battle of Lake Erie in the War of 1812. A detailed and avid journalist and letter-writer, Hambleton's wartime journal, housed at the Maryland Historical Society, has become one of the most-used primary sources by historians researching the Battle of Lake Erie. Samuel Hambleton, being eight years older than Oliver Hazard Perry, became Perry's most trusted officer and confidant. In July, 1813, when Perry suggested to Hambleton that he needed a signal flag to let his fleet know when to engage their British counterparts, it was Samuel Hambleton who suggested using the words of Captain James Lawrence, "Don't Give Up The Ship."
Not sure if reminding his men of Lawrence's death and the loss of his ship Chesapeake would be inspiring or demoralizing, Perry slept on the idea before agreeing to it the next day. Hambleton had the flag sewn by women of Erie, Pennsylvania and it was presented to Perry's captains the evening before the Battle of Lake Erie, to his men aboard Lawrence on the day of the Battle. During the battle, Perry's next-in-command, Captain Jesse Elliott, failed to bring his brig "Niagara" into range to engage the British fleet; as a result, Perry's brig, "Lawrence" sustained damage. Perry and Hambleton together worked the last working gun aboard "Lawrence" until it, failed. With most of his men dead or wounded, Perry called for someone to lower the battle flag that Hambleton had designed, had his men row him through constant sniper fire back to the "Niagara", when he relieved Elliott of duty and took command. After sailing the fresh ship back into battle, he defeated the British fleet, he sent home the message penciled on the back of an envelope, "We have met the enemy, they are ours...."
Commodore Oliver Hazard Perry commended Hambleton for gallant conduct in encouraging his men and working the last operable gun aboard against the enemy. Hambleton was wounded by a cannonball falling from the rigging, but continued fighting, he continued working in the days following the Battle without seeking medical attention until the infection became so severe that the wound was lanced, discharging pieces of broken bone from his shoulder blade. A piece of the bone was sent home to his mother in a letter, is displayed with the letter at the Chesapeake Bay Maritime Museum. Following the Battle of Lake Erie, Hambleton returned home to St. Michaels and built a home which he named Perry Cabin after his friend Oliver Hazard Perry, it was expanded by subsequent owners into Inn at Perry Cabin, a well-known luxury hotel and spa. He named the adjoining farmland Navy Point after the branch of service he loved. Navy Point today contains the 18-acre campus of the Chesapeake Bay Maritime Museum. Samuel Hambleton's trunk, with his initials and ornate metalwork on the lid, was discovered in the home of his great niece in the "Hambleton House" in Easton, Maryland in the 1960s.
The trunk included his personal papers as well as Hambleton's Congressional Medal commemorating his service at the Battle of Lake Erie. It is held in the collection of the Historical Society of Talbot County; until 1832 Purser Hambleton served in the Navy, attached to Java and Columbus during Mediterranean cruises and to John Adams and Erie in the West Indies. With the exception of a tour of duty at the Philadelphia Navy Yard from 1843 to 1845, Hambleton remained on leave or waiting order from 1832 until his death on 17 January 1851 in Talbot County, he was buried in the family cemetery at Old Martingham. In 1941, the destroyer USS Hambleton was named in his honor. Http://baysideblog.wordpress.com/2010/06/17/a-real-treasure-chest-for-treasure-chest-thursday/ This article incorporates text from the public domain Dictionary of American Naval Fighting Ships