Schooner George L. Fessenden ~ 27 April 1898

Annual Report of he Operations of the United States Life-Saving Service for the fiscal year ending June 30, 1898:

Wrecked about a mile NE. of the station, and four men were lost; three men rescued by the life saving crews. (For detailed account see caption “Loss of Life.”)

Wreck of the Schooner George L. Fessenden

The three-masted schooner George L.Fessenden was wrecked in the forenoon of April 27, 1898, about 1 mile northeast of the Chicamacomico Station, coast of North Carolina, and four of her crew, whose names, except one, could not be ascertained, were lost.

     The vessel was 24 years old, of 414 tons measurement, hailing from Bridgeton, NJ, and manned by 7 men, including the master, C.B. Norton, who was one of the drowned. She was loaded to her full capacity with crushed stone in Philadelphia, PA, whence she sailed for Southport, at the mouth of Cape Fear River, NC, on March 30. For some reason which does not appear, but was probably stress of weather, she put into Hampton Roads, VA, where it is likely she remained for some time, not having been again heard from until the morning of Tuesday, April 26, when she was discovered by Surfman E.S. Midgett, of the Chicamacomico Life Saving Station, which is some 20 miles north of Cape Hatteras, heading toward New Inlet in a partially disabled condition. Her foremast was broken off about one-third of its length below the crosstrees, and her main topmast was also gone, while it was clear that she had lost most of her sails from the fact that the only canvas spread was a double-reefed spanker, a topsail set as a mainsail, a storm trysail as a foresail, and a flying jib. These damages, as was subsequently ascertained, had occurred some days previous to the wreck in a furious southeast gale which struck the Fessenden in the vicinity of Cape Lookout, not far from her destination, and compelled her to put about and run northward of Cape Hatteras to the vicinity where she appeared on the morning above mentioned.

     When first observed she was about 8 miles east-northeast of the Chicamacomico Station, and after standing toward the shore for a while she tacked off, and finally came to anchor about 4 miles distant, to the northeast. The wind was moderate and the weather clear and fine, but the condition of the vessel and the danger of her position, should a storm arise, caused her to be scrutinized with much care for signs of a signal for assistance; and as the day advanced and none was made, keeper L.B. Midgett, from the lookout of his station, set his code flags to inquire whether she wanted aid. No notice whatever was taken of them, and when the sun went down the schooner still lay comfortably at her anchor.

     During the evening the wind began to freshen, and continued to increase to such an extent that strong fears for her safety were entertained, and all preparations were therefore made at the station for instant action. No alarm occurred, however, during the night, and at daylight Wednesday, the 27th, the vessel was still holding her own, but the sea was very rough, with the wind blowing a stiff northeast gale, and she was riding so heavily that it seemed as though her cables might at any moment give way. She still showed no signal of distress, but incessant watch was kept upon her, and between 8 and 9 o’clock it became evident that the cables had parted and she was drifting toward the beach. At 8.50 she struck on the outer bar about a mile north of the station, and finally fetched up, a few minutes later, some 250 yards from the beach, head on.

     The Chicamacomico crew started out with their apparatus as soon as they saw that the vessel was going ashore, and reached the place of stranding within 20 minutes after she struck. The crews of the New Inlet and Gull Shoal stations had been requested by telephone to cooperate, and both promptly responded, the former reaching the scene almost simultaneously with the Chicamacomico crew, and that from Gull Shoal arriving a few moments later.

Lyle Gun

     When the schooner stranded her crew were gathered on the forecastle deck, but the heavy waves at once began to sweep the whole hull, and the men were therefore compelled to seek refuge on the jib-boom. Even there they were constantly beaten by the crests of the great waves and their position was extremely precarious. The Lyle gun was instantly placed in position and a moment later sent out its first friendly shot, which was so well aimed that it laid its line fairly across the jib-boom, almost at the very hands of the shipwrecked men, who seized it at once and began, as well as they could, to haul it out in order to get the whip line and block aboard. Situated where they were, this task would have been hard under almost any conditions, but was now extremely so because of the swift longshore current which caught the line and swept he bight of it far to the southward. At times the men would almost fall from the boom, but nevertheless they were doing fairly well and would probably have succeeded had the hull of the vessel been sufficiently sound to stand the shocks of the sea for even a good half hour. One of the witnesses describes her as “rotten as a pear.” Her dead weight cargo of 521 tons of stone fixed her as firmly in the sand as a breakwater, and under such circumstances her weakness made it impossible for her to hold together. While the poor sailors were desperately struggling to get the life saving lines on board, and within not more than 20 minutes after stranding, she broke into a thousand pieces and the entire crew, still clinging to the jib-boom, were precipitated into the surf. Two of them, it was stated by some of those present, were struck by pieces of wreckage and killed outright. The captain was said to have been washed overboard and drowned when the schooner struck and while all hands were still on deck. At all events, fur of the seven were alive just after the hull broke up and these manfully breasted the waves in a desperate and almost forlorn attempt to save their lives.

Lyle Gun Projectile

      The life saving men were properly equipped with heaving lines, and the moment the crash came they scattered along the shore to the southward, in which direction the current carried the swimmers, and pushed out into the surf as far as they could go without losing foothold and being themselves swept seaward, so that whenever a man came within possible reach they either caught him in their arms or threw him a line, by which they drew him within grasping distance. In this way three were rescued, but the fourth, who was also the fourth member of the ship’s company to perish, drifted beyond reach and drowned. The last man saved was taken from the water fully a mile south of the wreck, and all three were nearly exhausted—one to every outward appearance being beyond possibility of resuscitation. The most vigorous efforts, however, were made to restore him to consciousness, and by the intelligent and persistent application of the Directions for Restoring the Apparently drowned, in which all the crews are thoroughly drilled, his life was saved.

Faking Box

     The work of rescue involved peril to the life of every man engaged in it, and it is, therefore, only a matter of justice to state that the life savers were bravely assisted by two volunteers of the neighborhood, C.P. and A.F. Midgett, who were under no obligations to participate save that imposed upon noble minds by the highest sense of humanity, and who well performed their voluntary part.

     Strange as it may appear, none of the rescued men knew the names of their lost shipmates, although they had been in daily association with them for at least a month within the narrow limits of a vessel’s forecastle.

     The survivors, who remained at the station for several days, were provided with proper clothing from the stores of the Women’s National Relief Association, and when they were ready to depart were supplied with the month necessary to secure transportation by contributions from the crews of the Chicamacomico, New Inlet, Gull Shoal, Little Kinnakeet and Cape Hatteras stations.

     The incidents of this wreck were much like those of the Edward W. Schmidt, recorded in previous pages, and there is room for scarcely a doubt that I both instances the lives of all on board would have been saved had the masters signaled for, or even in case of the Fessenden, shown a willingness to accept aid or advice from the keepers of the life saving stations before it was too late.

     The following letter from the shipwrecked men was sent to the General Superintendent:

CHICAMACOMICO LIFE-SAVING STATION, NORTH CAROLINA, May 4, 1898

SIR: We, the three survivors of the schooner George L. Fessenden, wrecked near this station April 27, 1898, wish to state that everything was done by the crews of the three stations, Chicamacomico, New Inlet, and Gull Shoal, to save us, and that the loss of the four other men was in no way the fault of the surfmen, as the vessel went to pieces in twenty minutes after we got the shot line. We all had to take to the jib boom, and it was impossible for us to haul off the whip line from there; the vessel was as rotten as a pear, and was a wreck before we ran ashore. We also wish to heartily commend the work of the Life-Saving Service along this dreadful coast; the men are experts in the heroic performance of saving life and property. In conclusion we wish to express our thanks for the kind treatment given us by your men while we were with them. Respectfully yours, JOHN F. JONES, Steward ; GEORGE RAASCH, Seaman, LOUIS BURNS, Seaman, of the wrecked schooner George L. Fessenden

Newspaper Article:
New York Times, May 1, 1898

Schooner Milton ~ 27 April 1898

Annual Report of the Operations of the United States Life-Saving Service for the fiscal year ending June 30, 1898:

Sprung a leak in NE. gale and was run ashore as a last resort, about a mile S. of station. Keeper called up Nags Head Station for assistance, and both crews hastened to the scene with beach apparatus. Two attempts failed to lay the shotline across the wreck, but the third was successful, and the whipline and hawser were soon set up and the crew of 7 were brought ashore, one by one, in the breeches buoy. The ship was broken in two and the foremast and main topmast went by the board before the last man was landed. The castaways were all taken to the station and provided with necessary dry clothing from the stores of the Women’s National Relief Association.

Schooner S.G. Hart ~ 10 August 1898

Annual Report of the Operations of the United States Life-Saving Service for the fiscal year ending June 30, 1899:

Stranded about ¾ mile NE. of station, an outer reef. Patrolman, who discovered her at 3 a.m., immediately burned a Coston signal and reported the casualty to the keeper. Life savers at once launched surf boat and pulled out to stranded vessel. Her master at first declined to leave her, as he thought that she and the cargo might be saved, but he soon found that she was rapidly filling, and was glad to avail himself of the chance to get on shore. Surf boat took 6 seamen to the beach, with all their personal property; then returned to wreck and took off captain and mate, with their belongings and the ship’s nautical instruments. The crews from Big Kinnakeet and Gull Shoal stations had now arrived, also the life saving team of horses, and were ready to give assistance. Saved small boat from the wreck, and carted all the property and the surf boat to station with the team. On the following day the surfmen helped the master land stores from the wreck in the schooner’s boat, the surf having smoothed down. Sheltered and fed crew from the wreck at station for 6 days before they were transported to their homes. (See letters of acknowledgment.)

LITTLE KINNAKEET, NORTH CAROLINA, August 12, 1898

SIR: I desire to express my thanks for the prompt service rendered to me by the keeper of the Little Kinnakeet Life-Saving Station at the wreck of the American schooner S.G. Hart, on the beach three-quarters of a mile above Little Kinnakeet Life-Saving Station on August 10, 1898. By the advice of the keeper we saved our effects in good condition and also our nautical instruments. He deemed it necessary to remove things at once, which proved to be none too soon. Respectfully yours, C.M. SAWYER, Late Master of the American Schooner S.G. Hart

Schooner S. Warren Hall ~ 5 April 1898

At 1:33 p.m. on April 5, 1898, the day watch, Surfman Dennis Mason, reported a two-masted schooner aground in the breakers on Ocracoke Bar about three miles southeast of the station. The tide was on the ebb with a strong "northardly" wind and high seas. The station crew went to the vessel's assistance. She proved to be the S. Warren Hall (aka Samuel Warren Hall) (152-tons) owned by John W. Hall of Wilmington, Delaware. They were en route from Georgetown, South Carolina, to Baltimore, Maryland, with a load of shingles, valued at $1,625.00. The station crew attempted to get to the vessel but had to drop back inside the inlet. They returned to the station but left again at 3:25 the following morning in order to be at the site well before daylight. The ship's crew were all in the rigging but the lifesavers were still unable to reach the vessel.

Less than half the cargo was saved; the Hall was a complete loss. The rescued crew spent two nights at the station consuming 42 meals. They were: E.W. Hill, Captain, Baltimore; Mathew Nelson, Mate, Marshallberg; Alfred Collings, Baltimore; Hayward Haverton, New Bern; Charles Gardner, New Bern; and Manuel Pereila.

Annual Report of the Operations of the United States Life-Saving Service for the fiscal year ending June 30, 1898:

Missed stays and stranded in the breakers on Ocracoke Bar during a strong SW. breeze and heavy surf. Station crew pulled out but were unable to reach her on account of the surf; anchored surf boat and awaited a favorable chance, and at 9.30 next morning succeeded in getting alongside after two abortive attempts. Crew were in the rigging, but all were taken off (there were 6 all told) and conveyed to the station, where they were cared for and fitted out with clothing from the stores of the Women’s National Relief Association. (See card of thanks under caption “Letters of acknowledgment.”)

CARD OF THANKS

We desire to give our heartfelt thanks to Captain Terrell and crew, of the Portsmouth Life-Saving Station, for saving our lives when wrecked on the schooner S. Warren Hall and for their kind and brotherly attention to all our wants. Braver and more gallant men never lived, and we shall remember them to our dying hour with love and regard. E.W. HILL, Captain ; MATTHEW NELMIDLATE, Mate ; ALFRED COLLINS ; HAYWARD K. HOWERTON ; CHAS. GORDNOR ; MANUEL PEREILA, Seamen

Schooner Samuel W. Tilton ~ 17 February 1898

Annual Report of the Operations of the United States Life-Saving Service for the fiscal year ending June 30, 1898:

Stranded in heavy surf ½ mile ESE. From station. Keeper called up Gull Shoal and New Inlet stations and then proceeded to the scene with beach apparatus. After firing two shots from Lyle gun, communication was established with the wreck and the apparatus was soon ready. Landed all hands, 9 in number, in three trips of the life car, and brought off some of the personal effects. On the 18th took master and mate on board and secured the log book and more personal effects. The whole ship’s company were kept at the station until the 19th, when six of them left for Elizabeth City. The other three, together with the owner, who arrived on the 21st, were furnished board and lodging until the 24th, when the wreck was sold. (See letter of acknowledgement.)

CHICAMACOMICO LIFE-SAVING STATION, NORTH CAROLINA, February 23, 1898

SIR: We were shipwrecked on February 17, 1898, on Chicamacomico Beach, North Carolina, and were rescued by the life-saving crew at that point, assisted by the crews of the adjoining stations. They were prompt and quick in landing us, and we received the very best treatment while at the station. We would further state that the life car far excels anything we have yet seen for saving life. Very respectfully, W.R. SMITH, Master ; GEORGE W. LOUD, Mate ; FELIX ALLEN, Steward of the Schooner Samuel W. Tilton

Newspaper Article:
New York Times, February 18, 1898

Schooner William ~ 23 January 1898

Annual Report of the Operations of the United States Life-Saving Service for the fiscal year ending June 30, 1898:

Sprung a leak, capsized, and sank 3 miles south of the station; crew escaped to shore and were cared for and fitted out with clothing from the Women’s National Relief Association stores by the surfmen, who also saved much of the cargo and outfit after the schooner washed up on the beach. Vessel a total loss.