Schooner Ario Pardee ~ 29 December 1884

Annual Report of the Operations of the United States Life-Saving Service for the fiscal year ending June 30, 1885:

Just before midnight of the 28th the south patrol of the Wash Woods Station (6th District), North Carolina saw a schooner close in, about a quarter of a mile south of the station. The sea was running high, and the weather was thick and foggy. He hurried to the station and reported his discovery to the keeper, who at once turned out the crew and had the beach apparatus hauled down the shore to a point abreast of the vessel and placed in position. Several shots were fired, but they failed to effect communication. Her red and white running lights were burning, but no signals of distress were seen. The sea was so bad that it was deemed hazardous to launch the surf boat before morning. After daylight it was seen the vessel was anchored just outside of the breakers and badly crippled. The keeper tried to communicate with her by means of the International Code, but no answer came, for the reason, as was afterwards ascertained, that she had no signals on board. She, however, set her ensign union down, as a signal of distress. By this time the crews of the False Cape and the Currituck Beach Stations arrived on the ground to render assistance. The surf boat was soon successfully launched and the vessel boarded. The keeper provided each of the vessel’s crew with a cork life preserver and placed them and their baggage in the boat, and at 9 o’clock had them all safely landed. The schooner proved to be the Ario Pardee, of Perth Amboy, NJ, from Rondout, NY, bound to Chester, PA, with a cargo of cement and a crew of four men. An hour later she parted her chains and drove upon the bar, where she soon began to break up. The crew were sheltered and fed at the station 12 days. The captain, having lost his shoes, was provided with a pair from the stock donated by the Women’s National Relieve Association. The vessel and cargo were a total loss. The following statement was handed to Keeper Corbel by the captain of the schooner:

WASH WOODS, NORTH CAROLINA, December 31, 1884

I sailed December 8, 1884, from Perth Amboy, with a crew of five men, all told, on the schooner A. Pardee, of Perth Amboy, bound from the port of Rondout, New York, to Chester, Pennsylvania, with a cargo of cement. Sailed at 7 a.m. Wind northwest. Passed Sandy Hook 11 a.m. When abreast of Long Branch, the wind shifted to north, and commenced to snow. At 6 p.m., wind blowing a gale from the north, took in sail, and run the vessel before the wind under a reefed mainsail and jib. Gale lasted fifty-six hours, in which we had continuous high seas, washing everything movable from deck; stove water casks and split sails. Afterwards took a gale from south, lasting about twenty-four hours, and run before that. Then took a gale northwest, and run that out. Then, wind shifting to northeast, made what sail we could and run for land. Made lightship off Five-Fathom Bank. When about five miles off took westerly gale, lasting twelve hours. Hove vessel to. When wind abated, made sail again and stood for land. Made Indian River Inlet, Delaware. Wind hauled to north. We tried to beat to Delaware Breakwater. When about five miles southeast of Cape Henlopen, blew away jib. Hove the vessel to again, wind blowing a gale and snowing. The next day, our boat being stove and the vessel leaking badly, spoke to steam Chattahoochie and asked to be taken off. The steamer made two attempts to take us off. They got one man by life buoy and line. The sea running very high and night coming on, she left us. We lay hove-to about sixty hours, when gale abated. Made what sail we could and steered west for land. Weather very foggy. At midnight December 28 we sighted a bright red light ahead [probably Currituck Beach light] and saw breakers. Let go both anchors. In a short time saw lights on shore and heard guns fired at intervals during the night. Heard two shots pass over the vessel, but could not find any line. At daylight 2th we discovered that we were near a life saving station and saw signals by flags. We had no code to answer signals. Set our ensign in distress. Soon life boat was launched and we were rescued, (about 9 a.m.) Vessel still afloat, but sea running very high. At 10 a.m. vessel parted chains and came ashore, and soon began breaking up. Vessel was about a quarter of a mile from shore, in two and a half fathoms of water, when we were rescued by Captain Corbel and his brave crew, and only for their aid we would most likely have all been lost. We, the master and crew of the schooner Ario Pardee, desire to return our most sincere thanks to Captain Corbel and his men for their timely rescue of us from our perilous position and their kind treatment of us since. HENRY A. SMITH, Master ; JOHN W. COMER ; OLE JENSEN ; JOHN FORCE

Newspaper Article:
New York Times, December 28, 1884

Schooner Caroline ~ 19 December 1884

Schooner Caroline from Washington, NC stranded 6 miles NNW of the Ocracoke Station while on passage to Wilmington with a cargo of rice. Under the command of Captain Gaskill with a crew of 5. Crew saved but the vessel and cargo was lost.

Steamer Dos Hermanos ~ 13 September 1884

Annual Report of the Operations of the United States Life-Saving Services for the fiscal year ending June 30, 1885:

The crew of the Cape Fear Station (6th District), Smith’s Island, North Carolina, afforded succor to three men who had succeeded in reaching Smith’s Island at about daybreak on portions of the cabin of the steamer Dos Hermanos, of Tobasco, Mexico, which had foundered in the gale of the night previous off Frying Pan Shoals, several miles from the land. The men were in an almost nude condition, and were furnished with clothing from the supply donated by the Women’s National Relief Association. The following day, when able to travel, they were taken to Smithville for passage to their homes, in New York and Providence. As soon as the life saving crew learned that there were four other men clinging to portions of the wreck offshore, they launched the surf boat and made diligent search for several hours, but, on account of the high sea, were unable to find them. They were picked up, however, 7 or 8 miles at sea, by the steam tub Blanch, of Wilmington, and landed at Smithville.

Note: 4 Killed

Schooner Emma C. Rommel ~ 8 January 1884

Annual Report of the Operations of the United States Life-Saving for the fiscal year ending June 30, 1884:

At half past 5 in the evening the patrol of the Gull Shoal Station (6th District), North Carolina, discovered the schooner Emma C. Rommel, of Camden, NJ, from Fernandina, FL, with a cargo of lumber and having a crew of 7 persons and two lady passengers, just as the vessel struck the bar about a mile and a half south of the station. The weather was thick and rainy, with a strong southeast gale, accompanied by a heavy sea. The patrol signaled to the people on board by burning his Coston light, and then hurried to the station for assistance. The beach apparatus was instantly started for the scene of the disaster, but before going far the men found it was impossible to drag it against the gale and were compelled to procure the aid of a pair of horses. They arrived at 7 o'clock opposite the vessel, and at 7.25 the Lyle gun was fired sending a line on board. The whip line and hawser soon followed and then the breeches buoy was sent out, and before midnight the entire party was landed and taken to the station; the ladies being sent thither in a wagon as soon as they reached the beach, and made as comfortable as possible. They were all taken care of until such time as they could proceed to their homes, the captain remaining there 30 days, or until what was saved from the wreck was finally disposed of. The vessel broke up in so short a time that the station crew were unable to save all their gear, and were compelled to cut the hawser to save as much as possible of it. In recognition of their services the captain wrote the following note to the life saving crew:

We, the captain, crew, and passengers, desire to express our sincere thanks to the keeper and crew of the station for their great promptness in rescuing us, and their unvarying kindness to us after we reached the station. Their promptness and efficiency are worthy of all commendation and deserves favorable recognition by the Department. WM. H. SLOAN, Master Schooner E.C. Rommel

Barkentine Ephraim Williams ~ 22 December 1884

Annual Report of the Operations of the United States Life-Saving Service for the fiscal year ending June 30, 1885:

"We have to go out, that's a fact, but nothin' says you have to come back." ~ Surfman's Motto

On this date the crew of the Cape Hatteras Station, (6th District), North Carolina, under the leadership of keeper Benjamin B. Dailey, assisted by keeper Patrick H. Etheridge, performed one of the most heroic feats in the annals of the Life Saving Service, by the rescue of 9 men composing the crew of the barkentine Ephraim Williams, of Providence, RI. The vessel was bound home from Savannah, GA, with a cargo of pine lumber, and on January 18, when northward of Frying Pan Shoals, they encountered such heavy weather that she became waterlogged and almost a complete wreck. In this condition she drifted helplessly before the southerly gale until near Cape Hatteras, on the 21st, when, as the sea was running mountains high, her anchors were let go in an endeavor to save her from driving onto the outlying shoals several miles from shore. The ill-fated craft dragged some distance further, until just before dark, when she seemed to the observers on the beach to fetch up. The crews of the Durant's, Creed's Hill, and Cape Hatteras Stations had all discovered her, but such a fearful surf was thundering in, and she lay so far away, it was absolutely impossible for them to do anything. Experienced surf men of the locality, not connected with the service, aver that the surf was the heaviest and most dangerous they had seen for years. A vigilant watch was maintained by the station-crews above named and by the Big Kinnakeet crew all night, for any signal betokening the bark's condition. Nothing was seen, however, during the night, but at daylight of the 22d it was found she had beaten over or past the shoals, and then lay six or seven miles northeast of the Cape Hatteras Station and nearly opposite Big Kinnakeet, to the northward.
     The Big Kinnakeet crew, who were nearly all at the Hatteras Station when day dawned, at once set out for their own stations to get their boat. Being thoroughly jaded from loss of rest, they took breakfast immediately upon arrival, and by that time keeper Dailey came up with his boat, drawn by horses, the place of an absent member of his crew being filled by keeper Patrick H. Etheridge, or Creed's Hill. It was then about half past 10 in the forenoon. Up to that time not the least sign of life had been seen on the bark, but as they stood watching her a flag was run up to the masthead as a signal of distress. That was enough for the brave Dailey and his crew as well as the others, and preparations were at once made to launch. The Cape Hatteras men were soon ready. They lashed all loose articles in the boat, stripped off clothing that might in any way impede their movements in case of a capsize, and then, donning their cork belts, at the word from the keeper shoved the boat in and gave way. (Note: This storm also referred to as the "Pre-Christmas Gale of 1884".)

U.S. Coast Guard Award:

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Benjamin B. Daily
Patrick H. Etheridge
Isaac L. Jennett
Thomas Gray
John H. Midgett
Jabez B. Jennett
Charles Fulcher

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Awarded 24 April 1885

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On 22 December 1884 the crew of the Cape Hatteras (NC) Station (Sixth District), performed one of the most heroic feats in the annals of the Life-Saving Service. Under the leadership of Keeper Benjamin B. Daily, assisted by Keeper Patrick H. Etheridge, they rescued the nine men composing the crew of the barkentine Ephraim Williams. Out of Providence, RI the vessel was bound home from Savannah, GA with a cargo of pine lumber. On 18 December, when to the northward of Frying Pan Shoals, she encountered heavy weather and became waterlogged and almost a complete wreck. In this condition she drifted helplessly before the southerly gale until near Cape Hatteras.

     On 21 December her anchors were let go to save her from driving onto the outlying shoals several miles from shore. The ill-fated craft dragged some distance further. Just before dark, she seemed to fetch up. The crews of the Durant’s, Creed’s Hill, and Cape Hatteras Stations saw her but it impossible for them to do anything. Experienced local surfmen swore that the surf was the heaviest and most dangerous they had seen for years. The aforementioned station crews, along with that of the Big Kinnakeet station, maintained their vigilance through the night for any signal from the bark. Nothing was seen, however, during the night.

    At daylight on 22 December, it was found she had made it past the shoals lay six or seven miles northeast of the Cape Hatteras Station, nearly opposite the Big Kinnakeet station. The Big Kinnakeet crew, nearly all of whom were at the Hatteras Station, set out at once for their own station to get their boat. Tired from loss of rest, they ate breakfast upon arriving at the station. Keeper Daily came up with his horse-drawn boat. Keeper Patrick H. Etheridge of the Creed’s Hill station took the place of an absent member of the crew. It was then about 10:30 AM. Up to that time the was no sign of life on the bark, but as they stood watching her a flag was run up to the mast-head as a distress signal. That was enough for Daily and his crew to launch their boat. The Cape Hatteras men were soon ready. They lashed all loose articles in the boat, stripped off clothing that might impede them the boat capsized. Then, donning their cork belts, they shoved the boat in and gave way.

     To those on the shore it seemed a forlorn hope. Few believed it would be successful. The breakers on the inner bar were safely crossed, but then came the infinitely more hazardous outer bar. The scene was enough to make even the most stout hearts quail. As Daily neared the barrier, he held his boat in check for a brief period awaiting his chance. The chance soon came. Quick as a flash, the word was given to the rowers and a few powerful strokes carried the boat safely beyond the bar and through the greatest danger. Keeper Scarborough and the crew of the Big Kinnakeet Station attempted to follow in Daily’s wake, but could not get through. They were compelled, very much against their inclination, to turn back and beach the boat.

     There was still a pull of several miles for Daily and his gallant fellows, they reached the bark about 12:30. It was impossible to lay the boat alongside for fear of being swamped. So it was anchored off the bark’s quarter by means a line thrown to them by the captain. This allowed them to move close enough to take the men off one by one. This required the most skillful maneuver to avoid staving the boat. The rescued people were distraught with cold and hunger, as they had been battered by the weather for over ninety hours. As soon as they were seated and everything was ready, the anchor was weighed and a start made for the shore. Keeper Etheridge relieved Daily at the steering-oar while the latter tended the drag. The boat, laden with sixteen souls, was almost gunwale deep, but it rode the seas like a duck.

     After safely passing the outer line of breakers, they reached the shore in good shape. Once there, they were met by the Big Kinnakeet crew and the others on the beach. A hearty meal had been prepared at the Big Kinnakeet Station by Keeper Scarborough’ s direction and the castaways were taken there to be revived. Thus was accomplished one of the most daring rescues by the Life-Saving Service since its organization.

     The officer detailed to inquire into the circumstance of the gallant affair closes his report with the following remarks:

 

"I do not believe that a greater act of heroism is recorded than that of Daily and his crew on this momentous occasion. These poor, plain men, dwellers upon the lonely sands of Hatteras, took their lives in their hands and, at the most imminent risk, crossed the most tumultuous sea that any boat within the memory of living men had ever attempted on that bleak coast, and all for what. That others might live to see home and friends. The thought of reward or mercenary appeal never once entered their minds. Duty, their sense of obligation, and the credit of the Service impelled them to do their mighty best. The names of Benjamin B. Daily and his comrades in this magnificent feat should never be forgotten. As long as the Life-Saving Service has the good fortune to number among its keepers and crews such men as these, no fear need ever be entertained for its good name or purposes."

 

     For their conspicuous bravery the boat’s crew was awarded medals of the first class. Those receiving awards included Keeper Benjamin B. Daily and Surfmen Isaac L. Jennett, Thomas Gray, John H. Midgett, Jabez B. Jennett, and Charles Fulcher of the Cape Hatteras Station and Keeper Patrick H. Etheridge of the Creeds Hill Station.

Schooner Florence ~ 5 January 1884

Annual Report of the Operations of the United States Life-Saving Service for the fiscal year ending June 30, 1884:

During the severe northeasterly gale and snow storm of January 5, the patrol of the Chicamicomico Station (6th District), North Carolina, discovered at half past 3 in the afternoon the schooner Florence, of Baltimore, MD, from Beaufort, NC, bound to Norfolk, VA, with a cargo of guano, stranded near the beach. He immediately notified the station crew, and the beach apparatus was run down opposite the vessel. The hawser was sent on board and the gear rigged. One of the surf men was sent on board to direct the operations, and the four persons comprising the vessel’s crew were soon handed and conducted to the station. Part of the crews of the New Inlet and Gull Shoal Stations (all the same district) assisted the Chicamicomico crew in working the gear. The vessel became a complete wreck. The following testimonial was received by the keeper of the station:

I was 8 miles north of Whale’s Head on January 5th, when at 8 a.m. the gale came, with a heavy snow; the wind being north by east, I had to send down the shore, and stranded at Chicamicomico. We had all the assistance any station could give, and were taken to the station, where we were treated with all the respect due any one and well cared for by all. John E. Ireland, Master of Schooner Florence

Steamer Glasbolt ~ May 25, 1884

OCRACOKE ISLAND JOURNAL

On May 25, 1884 the Scotish steamer Glasbolt with a crew of 16 and one passenger, on its way to Philadelphia with a load of fruit, wrecked on the South Point of Ocracoke because the captain misidentified the Ocracoke lighthouse. The weather was fair and the ship was in no immediate danger. The Life Saving crew "stayed [sic] by them" until the wrecking steamer from Norfolk "come to her relief."

Schooner Isaac L. Clark ~ 17 December 1884

Annual Report of the Operations of the United States Life-Saving Service for the fiscal year ending June 30, 1885:

At about half-past 4 in the afternoon, during prevalence of a fresh southwesterly breeze, with a rough and dangerous sea, the lookout at the Big Kinnakeet Station (6th District), North Carolina, discovered a vessel’s yawl, with several men in it, about three miles seaward, making for the land. The life saving crew at once launched their surf boat and put off, reaching the yawl at half-past 5. There were 7 men in it, the crew of the three-masted schooner Isaac L. Clark, of Camden, NJ, which had been totally wrecked at noon that day on the outer edge of Diamond Shoal, off Cape Hatteras, about 10 miles to the southward, while on her way from Florida port to Philadelphia, PA with a cargo of lumber. The men were safely landed, with their boat, and taken to the station, where they were sheltered and fed for 5 days, or until transportation could be provided to their homes.

Schooner John N. Parker ~ 8 January 1884

Annual Report of the Operations of the United States Life-Saving Service for the fiscal year ending June 30, 1884:

The schooner John N. Parker, of Seaford, DE, from Philadelphia, PA, bound to Norfolk, VA, with a cargo of coal, and having a crew of 6 men, was carried out of her course by stress of weather and stranded at 7 o’clock in the morning, about four miles southwest of the Durant’s Station (6th District), North Carolina, a heavy southeast gale and high sea prevailing. At the time she struck she was in a crippled condition attempting to enter Hatteras Inlet for a harbor. Her situation was discovered immediately by the station crew, who hastened to her with a beach apparatus. There was such a heavy surf running that she had already commenced to break up. The first and second shots fired were unsuccessful, the third shot carried the line across the vessel. In sending off the whip the shot line parted owing to the strong current and the working of the vessel. By this time the vessel had driven nearer in toward he beach, head on, and communication being soon re-established, the life saving gear was at once rigged and the people landed and taken to the station, where they were supplied with dry clothing and cared for until able to depart. Four of the men left on the fourth day after the wreck on the schooner bound to Philadelphia, while the captain and mate remained a few days longer. The vessel and cargo became a total loss and the men themselves lost everything except what they stood in.

Steamer M.C. Pierrepont ~ 4 April 1884

United States Life-Saving Service Report

During a strong northwester, early on the morning of April 4, the M.C. Pierpont came ashore 7 miles NE of the station. She was en route from Cape May, NJ to Hatteras under the command of Captain Averill.
     Keeper Howard mustered his crew and went to her in the surfboat only to discover that assistance was not needed. Evidently Howard was queried by his headquarters because a report wasn't filed until the following June, "... Not noing it to be my duty therfore I did not make out Ocracoke report witch I hope you will pardon me this time. I was told that it not duty inless assistance was rendered therfore I beg pardon it was not intentionly done."
     The Pierrepont was traveling in "ballace" with a crew of 7 and 5 passengers. The vessel and cargo was given up as lost and sold by the captain.