Schooner Benjamin M. Wallace ~ 26 March 1904

Annual Report of the Operations of the United States Life-Saving Service for the fiscal year ending June 30, 1904:

At 10.20 p.m. the N. patrol from Chicamacomico discovered this vessel ashore, fired two Coston signals to inform her that assistance was at hand, and then reported the facts to the station. The keeper telephoned the adjoining stations, New Inlet and Gull Shoal, then proceeded to the scene of the wreck with the crew, transporting the surfboat by wagon. The vessel had struck the beach in the vicinity of the N. Patrol house, but was now driving along the shore to the northward. She was followed by the Chicamacomico and New Inlet crews until about midnight, when she sank, about 1-1/2 miles S. of New Inlet and 300 yards off the beach. The three crews working together launched the surfboat, which proceeded to the wrecked vessel and it was found that the hull was under water and abandoned. The surfmen then pulled seaward, and made signals to notify the crew of the abandoned vessel that search was being made for them; these were soon answered by blasts of a fog horn, and about ½ mile distant 16 men, in four dories, were found. The dories were anchored, and the men with their clothing were taken into the surfboat and landed through the breakers. They were then taken to the New Inlet station and sheltered for three days. The next morning the crews of the New Inlet and Chicamacomico stations landed the dories which were left at anchor the previous night.

Newspaper Article:
New York Times, March 28, 1904

Steamer Drumelzier ~ December 1904

Chicago Daily Tribune, Chicago, IL, 29 December 1904

Schooner Joseph W. Brooks ~ 17 January 1904

Annual Report of the Operations of the United States Life-Saving Service for the fiscal year ending June 30, 1904:

Keeper William H. Gaskill’s report on the wreck of the 728-ton schooner Joseph W. Brooks, of Philadelphia, on the outer point of Lookout Shoals, January 17, 1904, is fairly typical of long-distance rescues. Gaskill was a seaman, his life dedicated to saving others; but his official report, written in longhand and submitted in duplicate to Lifesaving Service headquarters when the rescue mission was completed, is concise, well-written and interesting:

“At 9:45 a.m. the day watch dimly discovered with the telescope through the mist and smoke which hovered over the shoals the mast of a schooner ashore o the end of Lookout Shoals. The lifeboat was gotten out and a start for the wreck was made. Having a strong fair wind was soon within hailing distance of what proved to be the schooner Joseph W. Brooks, lumber laden, from Savannah, Geo., bound to Baltimore, Md., which was laying in a bed of heavy breakers, with a bad list to port, full of water, boa gone, and the sea going over her from end to end. Getting a favorable chance I got hold of a line from the end of the jibboom to the boat, and the bight of another line down from the same place, which the wrecked crew was instructed to come down on. And when the heaviest breakers would pass, I would haul up under the end of the jibboom, a man come down and be taken in the boat, and pull out again when compelled to do so by the sea. In this means the entire cew of seven was taken on board the lifeboat. When all was taken off we pulled out clear of the breakers and made a start for the shore, arriving at the station at 7 o’clock p.m. The wrecked crew was wet, cold and hungry, having eaten nothing since supper the day before and had been wet since early morning. All were provided with a warm supper, and an entire suit of clothing (Captain excepted, who needed none) from the supply furnished by the Women’s National Relief Association, and all made as comfortable as possible or the night. The 18th, a boat came from Beaufort and took captain and crew of the wrecked schooner Brooks to Beaufort, N.C.”

The crew members were N.A. Davidson, Master, Camden, New Jersey; Edward Woodfum, Mate, Portland, Maine; Joseph Camerol, Steward, Georgetown, South Carolina; All Morris, Virginia; Lewis Heath, Richmond, Virginia; Jno H. Blackson, St. Marys, Virginia; and Daniel Strang, Kingston, Jamaica; all seamen.

Although the crew suffered very little, the schooner, along with her expensive cargo of yellow pine lumber, was completely lost.

Wilmington, N.C. Morning Star
January 22, 1904

Newbern Journal: A number of sailors from the schooner JOSEPH W. BROOKS, which wrecked near Cape Lookout Sunday, arrived from Beaufort yesterday morning. They left last night on the steamer NEUSE for Baltimore.

Schooner Kate Spencer ~ 7 October 1904

Annual Report of the Operations of the United States Life-Saving Service for the fiscal year ending June 30, 1905:

Stranded at 10.45 p.m. ½ of a mile SE. of station during a strong NNE. Gale, with rough sea. The S. patrol discovered the casualty and after burning a Coston signal, he hastened to the station with the news. The life savers transported the beach apparatus to the place of the wreck, but found the vessel so close to the surf that they waded in and assisted the crew of 6 to the shore. The shipwrecked men were succored at the station for a day, and were provided with clothing from the stores of the Women’s National Relief Association. The schooner went to pieces soon after the crew was rescued, nothing being saved but her spars, rigging, and part of her sails, which were hauled ashore by the surfmen on the 8th instant.

Chart of Vicinity Dating c. 1900

The crew were: Joseph Henry, Master; John F. Barlborough, George F. Williams; W.H. Batus; William Adams of Baltimore, Maryland; and William Madison from Canada.

Schooner Montana ~ 11 December 1904

Annual Report of the Operations of the United States Life-Saving Service for the fiscal year ending June 30, 1905:

Shortly before midnight, during a heavy NNW. Gale with thick snowstorm and rough sea, the Schooner Montana, a three-masted schooner laden with salt and carrying a crew of 7, all told, struck the beach ¼ mile N. of station and 300 yards from shore. Heavy seas swept over her, and the crew, after burning a torch for help, took refuge in the fore rigging. The N. patrol promptly reported the disaster, and keeper and crew, provided with beach apparatus, reached the shore abreast of the wreck at 12.10 a.m., the keeper having telephoned for assistance to Oregon Inlet and New Inlet stations, the former crew arriving at 1 a.m. and the later some time later. It was impossible to launch a boat through the heavy surf, and after lighting a bonfire the lifesavers placed the wreck gun and fired several lines, some of them going adrift and some to the wreck, but none in such position that the shipwrecked crew could reach it. At daylight the surfmen laid a line over the spring stay, which the crew succeeded in reaching, and after several hours of difficult work 6 men were landed. The seventh man, the ship’s cook, being of advanced years, was washed overboard during the night and lost. Four of the rescued men were sheltered at the station for 11 days, and two for 16 days. The Montana became a total wreck, and was sold by the master for a small sum. (For detailed account see caption “Loss of Life.”)

Wreck of the Schooner Montana

The total wreck of the three-masted schooner Montana, of Somers Point, NJ, near the Pea Island Station, a few miles above New Inlet, NC, on December 11, 1904, resulted in the loss of one man, Harry Edwards, the cook of the vessel. It is not definitely known, even by his shipmates, at what time he met his death, as he either fell or was washed from the rigging during the night unseen by anyone, and when no aid could possibly reach him. The rest of the crew, 6 in all, were rescued by the crews of the Pea Island, Oregon Inlet, and New Inlet stations. The Montana was a vessel of about 377 tons register, built and owned in Somers Point, and carried a crew of 7 men. She was commanded by Captain Japhat Booye, and was from New York, NY, with a cargo of salt, bound to Charleston, SC. Soon after leaving port she encountered bad weather, which continued all the way down the coast and eventually wrought her destruction. At the time of her stranding, about 11 o’clock in the night, a fresh gale was blowing from the NNW., with a thick snowstorm, and unusually rough sea. The schooner was running before the wind under double-reefed mainsail and fore staysail. Soundings of 17 fathoms had been obtained, and it seems but a short time elapsed after that when she struck in the outer breakers, one-fourth of a mile NE. of the station, and filled in 20 minutes. Signals of distress were displayed, the crew seeking refuge in the fore rigging from the heavy seas which swept her decks fore and aft. The signal of distress from the stranded schooner was discovered through the gloom by the north patrol, who, after replying with a Coston light to assure her crew that their helpless situation was observed, ran to the station and immediately gave the alarm. Fifteen minutes later the Pea Island crew were on the scene with the beach apparatus. The surfboat was also brought down to be used if required. Owing to the darkness ad thick, blinding snow, those on board could not see the shore nor the life-savers see the wreck. A bonfire was built on the beach, by which the dim outlines of the hull became faintly discernible. No signals of any kind on board could be distinguished nor cries for help be heard above the constant thunder of the surf.

     The Lyle gun having been placed in position, a shot was fired with 6 ounces of powder and a No. 9 line, which latter being hauled upon from the shore without any response, was allowed to remain out, with the hope that it might have fallen aboard and be discovered by the sailors as the day approached. By 1 a.m. the crew from the Oregon Inlet Station, having previously been advised of the disaster by telephone, arrived upon the scene, reinforced a little later on by the men from the New Inlet Station. At intervals the dark shadow of the hull, at which they had vaguely fired, would disappear, lost amidst sleet and snow, which now fell wit unabated severity. Still there was no strain on the line to indicate that it had been found. At daylight the vessel could again be seen, and a second shot was fired, which landed over the headstay. By this time some of the crew could be made out in the fore rigging and on the crosstrees, but apparently were unable to reach the line from their position. A number of shots followed, whenever circumstances seemed most favorable, but owing to the great distance of the vessel from the shore all of them fell short and were swept to leeward by the sea and current. Just before midday a No. 9 line was sent out with an 8-ounce charge, which went over the main topmast stay and slid down almost into the hands of the men in the crosstrees, great care and judgment, however, being exercised to avoid hitting them. Benumbed by the cold, it was some time before they succeeded in hauling off the whip and securing the tailblock to the foremast head. The hawser was then sent aboard and made fast, and, the gear having been set up on shore, it was the work of only a few minutes to heave the hawser taut and establish communications with the breeches buoy.

     The first man was landed at 1.30 p.m., and the last—there were 6 in all—nearly an hour later. The rescued men, all of whom were more or less exhausted and frost-bitten from long exposure in freezing weather, were speedily removed to the station, where everything was done to alleviate their condition. They were sheltered and comfortably cared for by the surfmen for 11 days, having recovered sufficiently by that time to start for their homes. All had been rescued save one. It appears, from what could be learned from the survivors, that Edwards, being a man of advanced years and a cripple, was only able to reach the sidelight screen when the vessel filled and the others took refuge aloft to save themselves. Here he had lashed himself to the lower shroud, and when last seen by those above him seemed to be secure, but at dawn he was missing. Torn from his lashings and swept away by the sea, he was never again seen. The Montana became a total wreck, and was sold by the master for a small sum.

Schooner Montana

Newspaper Article:

New York Times, December 12, 1904

Schooner Missouri ~ 13 November 1904

NORTH CAROLINA'S HURRICANE HISTORY: Fourth Edition
by Jay Barnes

"The first severe hurricane of the twentieth century to move across the North Carolina coast came late in 1904, on November 13. This category 3 storm passed near Hatteras during the morning and brought high tides and heavy rains to the entire coast. Two schooners were wrecked near Cape Fear and extensive damage was reported at Fort Caswell. At New Inlet, the storm surge swept away the Life Saving Station, and four crewmen drowned. Four lives were lost in the wreck of the Missouri, a schooner that went down near Washington, North Carolina."

Steamer Northeastern ~ 17 December 1904

Annual Report of the Operations of the United States Life-Saving Service for the fiscal year ending June 30, 1905:

At 11 p.m., during a strong SSW. Wind, with a very high sea and thick fog, the Northeastern, a freight steamer of 2,206 tons, carrying 22 men, struck upon the outer point of Diamond Shoals, about 9 miles from either station, ultimately breaking up and becoming a total loss. Her signals of distress were observed at both stations at about 4 a.m., and rockets were sent up in response, while the keepers held consultation by telephone. Owing to the dangerous surf it was impossible to launch a boat to go to the rescue and, in fact, the weather was so thick that it was not possible for the lifesavers to know that a vessel was upon the shoals. The weather continued thick until the morning of the 28th, when the wreck could be sighted. Keeper Etheridge, of Cape Hatteras station, then called away the surfboat, and the crew endeavored to launch, but at each attempt the boat was hurled back upon the beach by the resistless breakers. On the night of the 28th lights were seen upon the steamer, and were answered at the stations by more rockets. At 4.30 the morning of the 29th the wind had shifted to NW. and the surfboats of both stations were taken to Hatteras Cover, where the crews launched them and put out to the wreck. During the transportation and launching of their boat the Creeds Hill crew were assisted by surfmen from Big Kinnakeet station. The lifesavers reached the scene of the wreck at 9 a.m. They found the vessel lying in the midst of dangerous breakers and submerged, with the exception of a portion of the stern, upon which the crew had gathered. It was decided that one surfboat should approach the wreck at a time, the other standing by in case of accident, and the Cape Hatteras boat first entered he breakers, and by means of lines rescued 10 men; after which the Creeds Hill boat pulled in and saved the remainder, 12 men. The trip to shore was successfully accomplished, and the rescued men were succored at the stations three days, being provided with clothing from the Women’s National Relief Association stores. (See letter of acknowledgment.)

CREEDS HILL LIFE-SAVING STATION, NORTH CAROLINA, December 31, 1904

DEAR SIR: The steamship Northeaster, from Port Arthur, Texas, bound to Philadelphia, on the night of December 27, got upon Diamond Shoals, and was in a very perilous position, in a southerly gale. We had to stay on the wreck thirty-five hours, at the same time burning torches and receiving answers from the Creeds Hill and Cape Hatteras life-saving stations. The sea was running very high and it was impossible for anyone to launch a lifeboat. At the first chance the captains of Creeds Hill and Hatteras life-saving stations launched their boats and came to our rescue, for this we were very glad, as the ship was broken in two and in a sinking condition. We were landed safely by Captain E.H. Peel and Captain P.H. Etheridge, and we, the crew of the steamship Northeaster, think they ran a great risk in doing so. The kindness they showed us at the life-saving station after landing we shall never forget, as all our clothing was lost. We, the undersigned, can not speak too highly of the danger they put themselves to in saving us, for in twelve hours more we should all have been lost. We had no boats to save ourselves; they all got stove in launching them.

     Thanking Captains E.H. Peel and P.H. Etheridge and their crews for their kind hospitality, we remain, Yours, respectfully, W.J. LYNCH, Master Steamer Northeastern ; CHAS. R. MALCOLM, Chief Engineer ; C.H. BLAISDELL, First Assistant Engineer ; FRANK LIND, Second Assistant Engineer ; HENRY T. DANIELS, Third Assistant Engineer ; PAUL R.F. OVERBECK, Second Mate ; J. WATKINS, Steward ; ALFRED BOYD, Oiler ; FRANK JOHNSON, Quartermaster ; FRANK O. CARLSON, Quartermaster ; O.F. JANSON, Seaman ; LOUIS SIERVER, Messman

1907 chart of Cape Hatteras and Diamond Shoals