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| Item | Title | Type | Subject | Creator | Publisher | Date | Place | Address | Description | |
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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 | |||||
| 13444 | Advertisement for Hartford Marine Engines |
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| 12786 | Botanical Specimen Boxes |
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| 12248 | Buoys at the Buoy Depot. Clark Point |
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| 13124 | Champlain Monument |
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| 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] | |||||
| 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. | |||||
| 13378 | Flag of the United States Customs Service |
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| 8967 | Hand Made Gun |
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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] | |||||
| 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] | |||||
| 16214 | Icicles on Moore's Garage from the Edwin Albert Lawler House |
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| 16735 | Jacob William Carroll Letters |
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| 9991 | John Caston and the Flagpole Topped with Byron Lewis Robinson's Ship Model |
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| John Caston was visiting from Cleveland. The occasion of the flag raising is described in Anne's account "Making Woods a Garden" (SWHPL 353) and in Tom Coleman's handwritten book "The House that Anne Built" (SWHPL 9979). | 
Description: John Caston was visiting from Cleveland. The occasion of the flag raising is described in Anne's account "Making Woods a Garden" (SWHPL 353) and in Tom Coleman's handwritten book "The House that Anne Built" (SWHPL 9979). | |||
| 12272 | Lobster and Traps |
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| 13935 | Lobster Traps - History and Development |
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| The American lobster trap was invented in 1808 by Ebenezer Thorndike (1782-1877) of Swampscott, Massachusetts, a shoemaker who had a dried fish business and a fish market in Charleston, Massachusetts. The invention of the lobster trap was said to have made him a very rich man. "The lobster catch along our coast has been large and profitable for many years. The trapping of lobsters was first practiced at Swampscott in 1808 by Ebenezer Thorndike, who had twelve pots." - "History of Essex County, Massachusetts: With Biographical Sketches of Many of Its Pioneers and Prominent Men," Volume 2, edited by Duane Hamilton Hurd, J.W. Lewis & Company, 1888, p. 1486. When settlers first came to Mount Desert Island "Lobsters could be picked up along the shores but were not much esteemed as food." - “Traditions and Records of Southwest Harbor and Somesville, Mount Desert Island, Maine” by Mrs. Seth S. Thornton, 1938, p. 39. "The house now owned and occupied by Hiram Hadlock was built by his father, Epps Hadlock, in 1858. The cellar had been dug by Enoch Newman and Mr. Hadlock purchased the lot and built the house. The land was half of the hundred acre lot once owned by the first Sans Stanley. [Epps L. Hadlock (1829-1907)] was the man who made and set the first lobster trap in Southwest Harbor on April 16, 1854, and many of his descendants have been and still are, interested in and actively connected with the lobster industry." - “Traditions and Records of Southwest Harbor and Somesville, Mount Desert Island, Maine” by Mrs. Seth S. Thornton, 1938, p. 201. An 1899 report by the United States Fish Commission on the Lobster Fishery Of Maine, described the local "lath pots" used by Maine lobster fishers: The framework of the bottom consists of three strips of wood, either hemlock, spruce, or pine (the first mentioned being the most durable[cite] ), a little longer than the width of the pot, about 2¾ inches wide and 1 inch thick. In the ends of each of the outer strips a hole is bored to receive the ends of a small branch of pliable wood, which is bent into a regular semicircular curve. These hoops are made of branches of spruce or hemlock, or of hardwood saplings, such as maple, birch, or ash, generally retaining the bark. Three of these similar frames, straight below and curved above, constitute the framework of each pot, one to stand at each end and one in the center. The narrow strips of wood, in general ordinary house laths of spruce or pine, which form the covering, are nailed lengthwise to them, with interspaces between about equal to the width of the lathe. On the bottom the laths are sometimes nailed on the outside and sometimes on the inside of the cross pieces. The door is formed by three or four of the laths running the entire length near the top. The door is hinged on by means of small leather strips, and is fastened by a single wooden button in the center, or by two buttons, one at each end. The openings into the pot ... are two in number, one at each end, are generally knit of coarse twine and have a mesh between three-fourths of an inch and 1 inch square. They are funnel-shaped, with one side shorter than the other, and at the larger end have the same diameter as the framework. The smaller and inner end measures about 6 inches in diameter and is held open by means of a wire ring or wooden hoop. The funnels are fastened by the larger ends to the end frames of the pot, with the shorter side uppermost, so that when they are in place they lead obliquely upward into the pot instead of horizontally. The inner ends are secured in position by one or two cords extending to the center frame. The funnels are about 11 or 12 inches deep, and therefore extend about halfway to the center of the pot. They taper rapidly and form a strongly inclined plane, up which the lobsters must climb in their search for the bait. A two-strand manila twine is most commonly used for the funnels. Cotton is also used, but is more expensive and less durable. - "The Lobster Fishery of Maine," by John N. Cobb, Bulletin of the United States Fish Commission, Vol. 19, Pages 241-265, 1899. James Knott Sr. (1930-), of Brookline, Massachusetts was the first to use a wire mesh lobster trap in Atlantic waters off Gloucester in 1956. Wooden traps weighed about one hundred pounds when wet and were buoyant instead of sinking quickly to the bottom of the sea. Wooden traps decay in salt water. A wire mesh trap is approximately one half the weight of a wooden trap and is more negatively buoyant. A wire mesh lobster trap has a service life of one to over ten years. “Knott estimates that 90% of all lobster traps used in the U.S. are made from wire.” – Information from "Understanding the Stresses Incurred By a Typical Lobster Trap Using Finite Element Analysis" by Drew A. Domnarski, Professor Satya S. Shivkumar, Advisor, April 27, 2011 - A Major Qualifying Project Report submitted to the Faculty of Worcester Polytechnic Institute in partial fulfillment of the requirements for the Degree of Bachelor of Science, p. 7. "Today’s wire lobster traps are relatively standard in shape and design, as they are mass produced by commercial trap builders. Prior to the mid-1980s, however, lobster traps were primarily made of wood and built by individual fishermen." - "How to Catch a Lobster in Down East Maine" by Christina Lemieux Oragano, The History Press, 2012, p. 42. Robert Crowe Sr. (1934-) of Rockport, Maine, developed the Hydro-Slave pot hauler, a smaller version of the large-size Marco Hydraulics hanging block hydraulic hauler, in 1964. He introduced the smaller, reasonably priced apparatus to East Coast lobstermen thereby making it much easier to lift the heavy, water sodden pots from the sea. – Information from “Lobstering Off Cape Ann: A Lifetime Lobsterman Remembers” by Peter K. Prybot, The History Press, 2006, p. 102. See this reference for a complete discussion of the subject. | 
Description: The American lobster trap was invented in 1808 by Ebenezer Thorndike (1782-1877) of Swampscott, Massachusetts, a shoemaker who had a dried fish business and a fish market in Charleston, Massachusetts. The invention of the lobster trap was said to have made him a very rich man. "The lobster catch along our coast has been large and profitable for many years. The trapping of lobsters was first practiced at Swampscott in 1808 by Ebenezer Thorndike, who had twelve pots." - "History of Essex County, Massachusetts: With Biographical Sketches of Many of Its Pioneers and Prominent Men," Volume 2, edited by Duane Hamilton Hurd, J.W. Lewis & Company, 1888, p. 1486. When settlers first came to Mount Desert Island "Lobsters could be picked up along the shores but were not much esteemed as food." - “Traditions and Records of Southwest Harbor and Somesville, Mount Desert Island, Maine” by Mrs. Seth S. Thornton, 1938, p. 39. "The house now owned and occupied by Hiram Hadlock was built by his father, Epps Hadlock, in 1858. The cellar had been dug by Enoch Newman and Mr. Hadlock purchased the lot and built the house. The land was half of the hundred acre lot once owned by the first Sans Stanley. [Epps L. Hadlock (1829-1907)] was the man who made and set the first lobster trap in Southwest Harbor on April 16, 1854, and many of his descendants have been and still are, interested in and actively connected with the lobster industry." - “Traditions and Records of Southwest Harbor and Somesville, Mount Desert Island, Maine” by Mrs. Seth S. Thornton, 1938, p. 201. An 1899 report by the United States Fish Commission on the Lobster Fishery Of Maine, described the local "lath pots" used by Maine lobster fishers: The framework of the bottom consists of three strips of wood, either hemlock, spruce, or pine (the first mentioned being the most durable[cite] ), a little longer than the width of the pot, about 2¾ inches wide and 1 inch thick. In the ends of each of the outer strips a hole is bored to receive the ends of a small branch of pliable wood, which is bent into a regular semicircular curve. These hoops are made of branches of spruce or hemlock, or of hardwood saplings, such as maple, birch, or ash, generally retaining the bark. Three of these similar frames, straight below and curved above, constitute the framework of each pot, one to stand at each end and one in the center. The narrow strips of wood, in general ordinary house laths of spruce or pine, which form the covering, are nailed lengthwise to them, with interspaces between about equal to the width of the lathe. On the bottom the laths are sometimes nailed on the outside and sometimes on the inside of the cross pieces. The door is formed by three or four of the laths running the entire length near the top. The door is hinged on by means of small leather strips, and is fastened by a single wooden button in the center, or by two buttons, one at each end. The openings into the pot ... are two in number, one at each end, are generally knit of coarse twine and have a mesh between three-fourths of an inch and 1 inch square. They are funnel-shaped, with one side shorter than the other, and at the larger end have the same diameter as the framework. The smaller and inner end measures about 6 inches in diameter and is held open by means of a wire ring or wooden hoop. The funnels are fastened by the larger ends to the end frames of the pot, with the shorter side uppermost, so that when they are in place they lead obliquely upward into the pot instead of horizontally. The inner ends are secured in position by one or two cords extending to the center frame. The funnels are about 11 or 12 inches deep, and therefore extend about halfway to the center of the pot. They taper rapidly and form a strongly inclined plane, up which the lobsters must climb in their search for the bait. A two-strand manila twine is most commonly used for the funnels. Cotton is also used, but is more expensive and less durable. - "The Lobster Fishery of Maine," by John N. Cobb, Bulletin of the United States Fish Commission, Vol. 19, Pages 241-265, 1899. James Knott Sr. (1930-), of Brookline, Massachusetts was the first to use a wire mesh lobster trap in Atlantic waters off Gloucester in 1956. Wooden traps weighed about one hundred pounds when wet and were buoyant instead of sinking quickly to the bottom of the sea. Wooden traps decay in salt water. A wire mesh trap is approximately one half the weight of a wooden trap and is more negatively buoyant. A wire mesh lobster trap has a service life of one to over ten years. “Knott estimates that 90% of all lobster traps used in the U.S. are made from wire.” – Information from "Understanding the Stresses Incurred By a Typical Lobster Trap Using Finite Element Analysis" by Drew A. Domnarski, Professor Satya S. Shivkumar, Advisor, April 27, 2011 - A Major Qualifying Project Report submitted to the Faculty of Worcester Polytechnic Institute in partial fulfillment of the requirements for the Degree of Bachelor of Science, p. 7. "Today’s wire lobster traps are relatively standard in shape and design, as they are mass produced by commercial trap builders. Prior to the mid-1980s, however, lobster traps were primarily made of wood and built by individual fishermen." - "How to Catch a Lobster in Down East Maine" by Christina Lemieux Oragano, The History Press, 2012, p. 42. Robert Crowe Sr. (1934-) of Rockport, Maine, developed the Hydro-Slave pot hauler, a smaller version of the large-size Marco Hydraulics hanging block hydraulic hauler, in 1964. He introduced the smaller, reasonably priced apparatus to East Coast lobstermen thereby making it much easier to lift the heavy, water sodden pots from the sea. – Information from “Lobstering Off Cape Ann: A Lifetime Lobsterman Remembers” by Peter K. Prybot, The History Press, 2006, p. 102. See this reference for a complete discussion of the subject. [show more] | |||||
| 7347 | Milk Bottle (Raw Milk) from Nelson Herrick's Farm, McKinley, Maine |
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| 6927 | Mount Desert Rock Light Station |
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| 13546 | Objects of the Southwest Harbor Public Library |
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| 13554 | Philip Clifton Rich Desk |
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| Philip Clifton Rich built this desk and chair using wood from the last of the original trees at the Southwest Harbor Library. The trees were removed in 2006. | 
Description: Philip Clifton Rich built this desk and chair using wood from the last of the original trees at the Southwest Harbor Library. The trees were removed in 2006. | |||||
| 9992 | Plaque on Anne's Rock |
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| The inscription reads: ANNE BRIMLEY GOULD Jan. 30, 1928 "We conclude that primary hypertension is a blood-vessel adaptation in response to a renal energy need that may require additional oxygen." Can. J. Physiol. Pharmacol. 72:679-686, 1994. | 
Description: The inscription reads: ANNE BRIMLEY GOULD Jan. 30, 1928 "We conclude that primary hypertension is a blood-vessel adaptation in response to a renal energy need that may require additional oxygen." Can. J. Physiol. Pharmacol. 72:679-686, 1994. | |||
| 12785 | Potter’s Patent Paper Picture-Card Frame |
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| 14445 | Ralph Stanley's Albino Violin |
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| Ralph built his third violin, the “Albino Violin” in 2009. As with his first two violins, Ralph carved a Lion’s Head scroll for it. He says this violin is the “best so far.” The top is carved (not steamed) cedar wood and the bottom is carved poplar wood. He carved the lower block and top nut from old ebony piano keys. Vittoria (Vitelli) McIlhenny, Mrs. Alan McIlhenny of Northeast Harbor, purchased the “White Violin” for her collection in 2010. | 
Description: Ralph built his third violin, the “Albino Violin” in 2009. As with his first two violins, Ralph carved a Lion’s Head scroll for it. He says this violin is the “best so far.” The top is carved (not steamed) cedar wood and the bottom is carved poplar wood. He carved the lower block and top nut from old ebony piano keys. Vittoria (Vitelli) McIlhenny, Mrs. Alan McIlhenny of Northeast Harbor, purchased the “White Violin” for her collection in 2010. [show more] | ||||
| 14450 | Ralph Stanley's Secundo Violin |
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| Ralph built his second violin, “Secundo”, in 2008. Ralph had made a Lion’s Head scroll for his first violin and he did it again when designing Secundo. | 
Description: Ralph built his second violin, “Secundo”, in 2008. Ralph had made a Lion’s Head scroll for his first violin and he did it again when designing Secundo. | |||||
| 14449 | Ralph Stanley's Underwood Violin |
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| Ralph built his first violin, the “Underwood” violin, in 1955 using a birch stair tread from the demolished Underwood cottage, “Squirrelhurst.” |
Description: Ralph built his first violin, the “Underwood” violin, in 1955 using a birch stair tread from the demolished Underwood cottage, “Squirrelhurst.” |
