Barkentine Angela ~ 5 March 1883

Annual Report of the Operations of the United States Life-Saving Service for the fiscal year ending June 30, 1883:

The barkentine Angela, of Genoa, Italy, bound with a cargo of iron ore from Cartagena, Spain, to Baltimore, MD, and having a crew of 10 men, stranded at midnight 300 yards from shore, and a quarter of a mile south of the Paul Gamiel's Hill Station (6th District), North Carolina. The vessel had sprung a leak, and, being in a sinking condition, was run aground to save the lives of her crew. At the time the sea was high, the surf raging, and the wind blowing freshly from the north. The wreck was immediately seen by the two patrolmen then starting away from the station on their respective beats, and one of them promptly fired the red Coston light as a signal to those on board, and gave the alarm. The keeper, William H. O'Neal, at once roused all hands, and they turned out with the surf boat and beach apparatus, and speedily got abreast of the wreck, with which from that time until morning they were engaged in efforts to effect communications. The steepness of the beach at this particular locality, which lets the sea break almost without intervention directly on the shore, causes, in any roused condition of the waters, a surf of great fury; and on this occasion the incessant torrents flung upon the sands made boat service impossible. Operations were therefore confined to the wreck gun. Two shots fired in succession fell short of the wreck, and a third parted the line; a fourth reached the vessel, and the life saving crew waited, wondering why the sailors did not haul the line on board. The solution came at daybreak, when the barkentine's men were discovered out at sea in the ship's boat, beyond the line of breakers, having abandoned the vessel under the conviction that sh was going to pieces. In a little while, seeing the group of station men upon the beach, they proceeded to make a series of attempts to land, but were warned off in each instance by the life saving crew waving before them a red flag. It was still impossible to launch a boat, but the sea was beginning to fall very fast, and the keeper was sure that if he could only keep the sailors away from the surf, entering which they would certainly be drowned, he would be able by 10 o'clock to pass the breakers in the surf boat and save them. At 9 o'clock, however, the sailors rowed away up the beach, outside the breakers, toward the Caffey's Inlet Station, several miles north of the station at Paul Gamiels Hill. Keeper Austin, of this station, was on the beach with Keeper O'Neal and his men, watching the sailors, and instantly telephoned to his crew to be on the lookout for them, and then hurried away to his post. Upon arriving he found his crew beside the surf boat, ready for a launch. The beach at this station, unlike that at Paul Gamiels Hill, is flat, so that the surf was much less violent, and, besides, the sea had now fallen considerably. The surf boat crew, therefore, were enabled to fight their way successfully through the mob of breakers, shipping in the passage about a barrel of water, and after rowing half a mile to the southward, met the wrecked sailors, too off five of them, and put back for the shore, shipping another barrel of water in the return. After waiting a few minutes they again essayed the passage. This time they went through with the shipment of but little water, reached the boat from the wreck, took in the remaining five men, together with the captain's chest of books, papers, and instruments, and returned safely to the shore. It was then 11 o'clock in the forenoon.
     The men thus happily rescued were in a pitiable plight. The sea had drenched them, one might say, to their very hearts, and they were famished and half frozen. Some of them were nearly naked, and the remainder had not clothing enough to keep them warm under ordinary circumstances. No time was lost in making them comfortable with food and cordials, and dry clothing was procured for them from the Poyners Hill Station, next above, a supply being on hand there, donated by the Women's National Relief Association. The men thus succored poured forth gratitude in their profuse Italian way, and called down blessings on the life saving crew for rescuing and caring for them. 

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.

Barkentine Henry Norwell ~ 7 July 1896

Annual Report of the Operations of the United States Life-Saving Service for the fiscal year ending June 30 1897:

Stranded at 2 a.m. 2-1/2 miles NNE. of the station, having failed to wear ship in a heavy squall. Information of the disaster was brought to the keeper two hours later by a local resident. A crew of 8 men was employed (inactive seamen), and with the assistance of the keeper of the Chicamacomico Station the life savers proceeded to her aid in the surfboat. Finding that the vessel had worked over the outer bar, close inshore, it was decided not to use the boat. A line was sent from the wreck and a hawser set up by the life savers; a boat-swain’s chair was then rigged on a traveler, and all hands (10 in number, including the master’s wife) were safely landed, together with their effects and a portion of the ship’s stores, which were hauled to the station by the service team from Chicamacomico. By ordered of the owners the vessel was turned over to the wreck commissioner on July 10, and the material saved was sold on the 14th, the barkentine proving a total loss. The shipwrecked people were sheltered at the station, the crew leaving for Elizabeth City on the fourth day, but the master remaining until the final disposition was made of the wreck.

Barkentine James H. Hamlen ~ 28 August 1903

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

Stranded at 12:30 p.m. on Lookout Shoals about 8 miles S. by E. from station, while en route from Jacksonville, FL, to Portland, ME, with a cargo of cross ties. The lookout soon discovered the stranded craft, and the surfmen manned the lifeboat and got alongside the vessel at 5:30 p.m. As she had filled and the weather appeared threatening, the life savers took the crew, 8 all told, into the lifeboat, then took the ship’s longboat, loaded with the personal effects of the crew, in tow, and returned to the station. The master was supplied with needed clothing from the stores of the Women’s National Relief Association and all of the shipwrecked men were succored until the afternoon of the 30th. Several tugs visited the Hamlen but she could not be floated, and ship and cargo were lost.

1900 Chart of Area

New Bern Daily Journal
September 2, 1903

WRECKED BARKENTINE

Capt. C. Harding, Master of the barkentine JAMES H. HAMLEN, which was wrecked Friday, on Cape Lookout shoals arrived in the city yesterday from Beaufort, along with the two mates and five seaman of the stranded ship.

The HAMLEN was of Portland, Me. and had cleared from Jacksonville, Fla. laden with railroad cross-ties and was bound for New York City.

Capt. Harding stated to the Journal that Friday morning the wind was very light, that his ship was no more than drifting and that off Cape Lookout, with a flood tide standing ten miles off shore with nothing to indicate shoals, he was surprised to find the water rapidly shoaling.

Orders were immediately given to put the ship about, but the wind being so light, the efforts to do so were unavailing. At noon she struck, being soon hard and fast aground.

Distress signals were made, and at 4:30 the crew from the life saving station answered. The captain and crew were taken off at 8 o'clock, but owing to the head sea and distance they didn't get to Beaufort until 3 o'clock Sunday morning.

Eight souls were aboard at the time of stranding and all were saved, but the ship is a complete wreck. The cargo was valued at $6,000, while the barkentine was worth $16,000. There was no insurance.

The captain insisted that if there had been a light ship off the shoals, or some other indication as there should have been, the accident could not have accounted.

It is said that a light ship has been appointed for that dangerous cape some time ago, but for cause known only to red tape officials, has never been stationed.

The shipwrecked captain and crew will leave here today for Norfolk, and will make their way from there to Portland, Me.

Barkentine Olive Thurlow ~ 5 December 1902

Annual Report of the Operations of the United States Life-Saving Service for the fiscal year ending June 30, 1903:

This vessel anchored in Lookout Bay, about 2 miles W. from station, on the evening of Dec. 2, and early the next morning hoisted a signal of distress to which the life saving crew promptly responded in surfboat. They found that the master had broken his leg and desired to be taken ashore. The keeper requested permission to shift the vessel to a safer anchorage, but his request was not granted, and he took the master ashore and sent him to Beaufort for medical treatment. On the morning of the 5th the wind came out WSW. With hurricane violence, the vessel dragged her anchors, and at 4 a.m. struck the outer reef, finally becoming a total wreck in Lookout Blight. The cook John Chaulkley, was killed by a falling spar, and the rest of the crew, 5 men, were swept overboard by the terrific seas, but were all rescued by the life savers, who rushed into the surf to their aid, then took them to the station, supplied them with dry clothing from the stores of the Women’s National Relief Association, and succored them for two days. Two of them were seriously injured, and medical assistance was procured for them. (For detailed account see caption “Loss of Life”, also see letters of acknowledgment.)

Wreck of the Barkentine Olive Thurlow

The American barkentine Olive Thurlow was wrecked on December 5, 1902, in Lookout Bight, coast of North Carolina, and one an lost his life from a terrible blow inflicted upon his head by the mizzenmast, which gave way and fell to the deck soon after the vessel entered the breakers. The rest of the crew were saved.

     The Thurlow was of 660 tons burden, 26 years old, and heavily laden with several hundred thousand feet of southern pine lumber, a portion of which was carried on deck. She was bound from Charleston, SC, to New York City, in command of Captain J.O. Hayes, and carried a crew of 7 men all told. When as far on her way as Bodie Island she ran into a gale from the north, veering to the eastward, and at about 4 o’clock in the morning of December 1 the master, deeming it no longer advisable to breast the storm, attempted to put his vessel before the wind. In order that no mistake should be made at the helm he himself took the the wheel, and while he was trying to adjust the tiller ropes one of his feet was caught between the tiller and the quandrant and jammed with such violence as to break his leg just above the ankle. The vessel was got around without further mishap and headed to the southward, which course she maintained until 8 o’clock on the night of December 3, when she dropped her anchor in 7-1/2 fathoms of water about 2-1/2 miles northeasterly from the Cape Lookout Life-Saving Station. The weather was then thick and rainy with a moderate gale from the southward.

     On the morning of the 4th the captain, who had now been suffering intensely for three days with a broken leg, naturally desired to get ashore where he could receive surgical attention, and he therefore ordered a distress signal to be set in the rigging. “Two minutes later,” as he says in his testimony, he saw the answering pennant of the life-saving station, “and twenty minutes later the life savers were aboard.” He was taken ashore, whence he was sent to Beaufort without delay, and in closing his affidavit regarding the disaster he states that he “received all possible attention and was under many obligations to the keeper and crew.”

     Before leaving the vessel, keeper Gaskill informed Captain Hayes that a very severe gale was imminent from the southwest, that the vessel was in a perilous position, and therefore he wished to be allowed to take her to a good anchorage in comparatively smooth water. This request the captain refused on the ground that she would not “head in and could not be put in stays” –that is, that the movement suggested could not be made. The keeper, however, had not the slightest doubt of its feasibility, and furthermore, it appears that the tug Atlantic went alongside the Thurlow and proposed to tow her to safe water and convey the master to Beaufort, but the proposition was declined because Captain Hayes would not agree to the terms offered. When the keeper left the vessel she was riding to only 25 or 30 fathoms of chain, and, although this was subsequently increased to 60 fathoms on one anchor, the second mate in his testimony asserts the wreck to have been due to the fact that more scope was not given.

    The life saving station kept a strict watch on the Thurlow from the time she anchored until her fate was sealed. As soon as her crew were convinced that she was certain to strand they fired two Coston signals, which surfman Yeomans, on the north patrol, answered instantly. The life savers got out their beach apparatus cart quickly, and since they knew that the beach was in a very bad condition for traveling, they divided the heavy load by placing a part of it in the driving cart. Then they set out with both vehicles on their toilsome journey of 2-1/2 miles through the soft, wet sand, with the wind blowing at the rate of 70 or 80 miles an hour, and, notwithstanding all the difficulties, reached the necessary position opposite the wreck within an hour from the burning of the distress signal on board.

     The doomed vessel was then lying broadside to the beach about 450 yards distant, and the sea was making a clean breach over her. All the men had taken to the lee mizzen rigging, and the business of keeper Gaskill was to cast a shot line as nearly as possible into their hands. The wreck was gradually working to the westward, and therefore the sand anchor had to be moved some 50 yards from the position first selected. Then the Lyle gun was fired with a 6-ounce charge of powder and a No. 7 line. The projectile fell 15 or 20 feet short, however, and a second shot was no more successful, but the third, with a No. 9 line and a 6-ounce charge, landed fairly in the midst of the sailors in the mizzen shrouds. At that very instant the masts went down, the mizzen breaking off about 20 feet above the deck, crushing the skull of the steward, John Chalkly, and seriously injuring two other men. Chalkly’s body fell overboard, while the others landed on the top of the house—men, mast, topmast, and rigging tangled together.

     The vessel began to break up within half an hour after she struck, and disintegrated rapidly. First the fore-topmast fell, then the forward house and deck load went overboard, then the bow and the stern were torn off, the general ruin being finally completed by the falling of all the masts with a crash audible far along shore. The top of the after-house, or cabin, was the only place of refuge, and lying there the 5 sailors struggled for their lives, with only a precarious handhold on the skylight coamings. Meantime the life savers quickly fired another line which fell almost into the hands of the shipwrecked men, who as quickly as they could pulled off the whip line and made fast the tail block to the stump of the mizzenmast, but, while the surfmen were engaged in sending out the hawser, a heavy sea tore off the top of the cabin on which the sailors were gathered and carried them with it into the breakers.

     The passage of these unfortunate men to the beach was a frightful spectacle, even to the surf-shore people, to whom shipwreck in its most harrowing form is no novelty. Lying flat upon the top of the cabin they thrust their arms through the windows of the skylight and desperately hung on. Two were sorely injured, and the other three assisted them as best they could. “At times,” says the keeper, “all must have been 10 feet under the water,” when their grasp would almost fail, and even when they rose to the surface the break of the waves would nearly smother them again. At last one lost his hold and seemed sure to drown, but the life savers went far out into the surf in spite of the wreckage and deadly undertow and saved him—luckily themselves escaping great injury or death, which was liable to follow a single blow from the heavy timbers thrust to and fro with terrific force. “The rescued man,” says the keeper, “was more dead than alive when taken from the water.” The other four still held on, and as soon as they were near enough the surfmen again went out into the breakers and dragged the poor fellows to the beach. The second mate, who was badly hurt by the falling mizzenmast, and a sailor who had several flesh wounds and severs bruises, could not stand, and had to be carried to the station in a wagon. The three others were practically helpless, but though bruised and sore were not wounded. None of the five could have held out much longer, nor any have saved themselves had they lost their places on the piece of wreckage which sustained them. All were at once taken to the station, where they were stripped of their wet clothing, wrapped in blankets, furnished with proper stimulants, and placed in bed. After two days they were sent to Beaufort.

     It is much to be regretted that keeper Gaskill was not allowed to shift the Thurlow to a better anchorage, since it appears in the testimony that the schooner Warren Adams safely rode out the gale in a berth selected by him. The thanks of the Service are due to the keeper and two assistants of the Point Lookout Lighthouse, and to several fishermen, for their voluntary and efficient aid in rescuing the shipwrecked men. The following letter was received from the latter by the General Superintendent:

CAPE LOOKOUT, NORTH CAROLINA, December 7, 1902

We, the crew of the barkentine Olive Thurlow, which went ashore December 5, at 4 a.m., and became a total wreck in Lookout Bay, wish to thank Captain Gaskil and his crew, of Cape Lookout life-saving station, for the timely assistance and care received at their hands. We would also state that if the vessel had held together a little longer all would have been saved in the breeches buoy, but the mizzenmast broke, killing the steward and injuring two others, after their line had been made fast to it, for which they are in no wise to blame. C. FLORIAN, Mate ; A. CURTIN, Second Mate ; F. FINCH, Seaman ; J. JOHNSON, Seaman ; G. BURGENSEN, Seaman

Barkentine Priscilla ~ 17 August 1899

Annual Report of the Operations of the United States Life Saving Service for the fiscal year ending June 30, 1900:

Broken into pieces and driven ashore by the tempest, 3 miles S. of station, with the 10 survivors of the crew clinging to the after part. The master’s wife and son, the mate, and a boy were washed overboard and lost before the wreck was driven upon the beach. The station patrolman, Rasmus S. Midgett, rescued the survivors at the risk of his own life by rushing down the bank into the surf and dragging them ashore. They were taken to station, provided with dry clothing from the stores of the Women’s National Relief Association, and, as these gave out, from the keeper’s own supply. The wounds of the injured ones were dressed, and they were all succored until able to leave for their homes. The bodies of the captain’s wife and son were recovered and properly interred N. of the station. (For detailed account see caption “Loss of Life.”) 

Wreck of the Barkentine Priscilla

The hurricane that wrecked the Reppard, as described in the preceding narration of the circumstances, did not attain to the full measure of its terrific power until August 17. The report of the Weather Bureau signal station at Hatteras says that on the morning of the 16th the wind reached a velocity of 50 miles an hour, increasing thereafter until at 4 o’clock on the morning of the 17th it was blowing at the rate of 70 miles. By noon it had increased to between 84 and 93 miles, while at 1 p.m. an occasional extreme of more than 120 miles an hour was recorded. The signal station was disabled at about that time, but the observer states that he believes the regular movement of the wind was not less than 100 miles an hour between 3 and 7 o’clock p.m. of that day. There were not more than four houses on Hatteras Island into which the tide did not rise to a depth ranging from 1 to 4 feet.

     It was near midnight of this day when the barkentine Priscilla, of Baltimore, MD, was blown ashore and broken to pieces, finally fetching up at 4 a.m. of the 18th about three miles south of the Gull Shoal Station and only about half a mile to the southward of the dismal remnants of the Reppard. The Priscilla was an American vessel of 643 ton net register, commanded by Captain Benjamin E. Springsteen, owned in Baltimore, and bound from that port to Rio de Janiero, Brazil, laden with a general cargo. She had on board 14 persons, 12 of whom comprised the officers and crew, the others being the captain’s wife, Virginia, and his young son, Elmer, 12 years of age.

     The Priscilla left Baltimore on Saturday, the 12th of August, and was towed down Chesapeake Bay as far as the James River channel, where she came to anchor and remained until Monday morning, August 14, when she proceeded to sea, passing out of the capes of Virginia at 6 a.m. and standing east under all sail, the wind being moderate from west-northwest and hauling to the northward. At noon Cape Henry bore 30 miles west. At midnight the breeze was very light, the barometer high, registering 30.20 inches, and the weather was clear. By Tuesday morning, the 15th, the wind had shifted to the northeast, and the sky was cloudy, with a light rain falling. These conditions remained unchanged until about midnight, when the breeze hauled east-northeast and increased so much that the skysail and jib topsail were taken in.

     On the morning of Wednesday, the 6th, the wind was blowing so hard that all the light sails were taken in, and by noonday it was found necessary to furl the spanker and upper topsail. The gale soon became more violent and the foresail was hauled up and furled, the lower topsail clewed up but blown away, and two reefs put into the mainsail, which was also lost, as well as the main staysail. Then the captain hove to under bare poles, heading southeast in an east-northeast tempest, and rapidly drifting to the south-southwest. He knew, although able to get no observation for 24 hours, that he must be only a little to the northward of Cape Hatteras, and he was doing his best “to get clear of it.” Of accomplishing that result, however, he must have entertained little, if any, hope.
     Early in the morning of Thursday, the 17th, after a night of distressing anxiety for every soul on board, the captain observed that the water was discolored, a fact which showed that he had drifted out of the Gulf Stream, and on throwing the lead at 5 o’clock the line showed but 25 fathoms and at 8 o’clock only 20. At one-hour intervals during the day the soundings varied from 20 to 17 fathoms until 8 o’clock p.m., when but 10 fathoms were found. “Then,” says the master, “I did not sound anymore. I knew that we were going ashore, and passed the word forward for all hands to prepare to save themselves.”

     This was very near the time when the observer of the Weather Bureau says the hurricane must have had a regular velocity of 100 miles an hour. Captain Springsteen says, “It was blowing a hurricane from the northeast, and the seas were running mountain high.” At 10 minutes past 9 p.m. the fatal moment arrived, and the vessel struck the bottom, lightly at first, and shipped a sea which smashed the cabin skylights, deluging all below. She did not touch again for something like 20 minutes, but then she struck with an awful shock, and thereafter continued to pound so heavily that the master sent the mate and second mate forward with orders to cut away the port rigging. The three masts instantly went by the board, falling to starboard, and the captain then ordered all hands on deck. The seas were not breaking over the hull with irresistible fury, and in a few moments Mrs. Springsteen, William Springsteen, the mate (also the captain’s son) and the ship’s boy, Fitzhugh Lee Goldsborough, were swept overboard, beyond the remotest possibility of aid. The boy Elmer, who was actually torn from his father’s arms, was in some way dashed back into the cabin, which was full of water, where his body was subsequently found.

     Fifteen or twenty minutes later, with a loud crash, the strong hull broke amidships into two parts, Fortunately all hands were congregated on one of these parts, where the stronger might encourage and perhaps assist the weaker or the wounded. This was the after portion, and it held together and continued to pound and drift about through a period of almost inconceivable terror lasting more than 5 hours. At length, about 4 o’clock in the morning of the 18th, Friday, it ceased to rise and fall, and the castaways then knew that they must be close in to shore; but weather was so thick, and the seas still continued to beat upon them with such violence, that they could not discern the land, and having no means of signaling could do no more than cling to their places and occasionally send up a cry of distress. 

     At 3 o’clock surfman Rasmus S. Midgett, of the Gull Shoal Station, set out on horseback to make the regular south patrol, and when he reached a point about three-fourths of a mile from the station he discovered buckets, barrels, boxes, and other articles coming ashore, which satisfied him that there was a wreck somewhere in the neighborhood. The surf was sweeping clear across the narrow strip or bank of sand which separates the ocean from Pamlico Sound, at times reaching to the saddle girths of his horse, and the night was so intensely dark that he could scarcely tell where he was going, but nevertheless he knew that the patrol must be made at all hazards, and besides, the rapidly multiplying evidence of disaster urged him on. When he had traveled a little more than 2 miles father he thought he detected the sound of voices and, pausing to listen, caught the outcries of the shipwrecked men. He could see nothing of them or of the wreck, but dismounting and proceeding toward the edge of the bank he soon made out a part of the vessel, with the forms of several persons crouching upon it, about a hundred yards distant.

     Here was a dilemma which called for the exercise of sound judgment and faultless courage. Midgett had consumed an hour and a half on his patrol before reaching the place, and to return to the station and bring back the life-saving crew was to sacrifice three hours more when every moment was precious. On the other hand, to undertake to save the lives of the shipwrecked men without aid was perhaps to throw away his own life and leave them utterly helpless until another patrol should be attempted, when all might have perished. Short time was spent in deliberation. He determined to do what he could alone and without delay.

     Selecting the first opportunity when a receding wave permitted, he ran down as close to the wreck as he could and shouted instructions for the men to jump overboard, one at a time, as the surf ran back, and that he would take care of them. Then retreating from the inrushing breakers to the higher part of the bank, he watched his chance to approach the wreck again, calling for one man to jump. Obeying his instructions a sailor would leap overboard and Midgett, in each instance, would seize him and drag him from the pursuing waves safe to the bank. In this manner, being compelled to venture closer and closer and more into danger, he rescued 7 men.

Priscilla Crewmen

     During all these laborious exertions he incurred much danger from the likely chance that on each occasion he and his burden might be caught by the breakers and swept out to sea. But now came far greater demands upon his courage and physical powers. There still remained upon the vessel three men so bruised and exhausted that they were unable to do as the others had done. But Midgett was not dismayed. To save these he must go right down into the sea close to the wreck, take them off and carry them bodily to the beach. Down the steep bank into the very jaws of death three times he descended and each time dragged away a helpless man and bore him up out of the angry waters to a place of safety. Ten lives saved were the priceless trophies of his valor. Seven of the men were still able to walk, and these he sent forward toward the station, while the other three he took to a safe place, and after giving his own coat to Captain Springsteen, rode on to summon the aid of his comrades.

Rasmus Midgett On the Wreck

     Keeper Pugh was on the beach when Midgett hove in sight, and upon hearing his amazing story ordered two of the surfmen to harness horses to their carts and proceed to bring up the disabled men. The other surfmen he directed to set up a stove in the sitting room and make a variety of thoughtful preparations for the welcome of the castaways. Imagination could hardly picture a more wretched company. When the vessel first encountered the breakers they were all sound men, well clad, with their clothing securely fastened about them; but the terrible buffeting they had sustained had stripped them almost naked, and their bodies were bruised, bleeding, and swollen, the sorriest cast, perhaps, being that of Captain Springsteen, who had received a ragged wound in the breast, inflicted by the almost deadly thrust of a rough piece of wreckage. As the poor fellows hobbled or were kindly borne with the hospitable walls of the station the surfmen quickly took them in hand, stripped off their fragments of apparel, washed their bodies, gently dressed their wounds, and then clothed them in dry undergarments and placed them quietly in comfortable beds. It was the end of a splendid day’s work, well worthy the admiration of the whole people, whose brave and single-hearted servants of humanity had performed it. Midgett, who bore the noblest part, was subsequently awarded a gold life-saving medal of honor by the Secretary of the Treasury, who transmitted with it a highly commendatory letter reciting the story of the brave man’s heroism.

SHIPWRECK LOG

Life-Saving Station: Gull Shoal; Dist. #6

Date of Disaster - August 17^th 1899
Name of Vessel - PriscillaRig and Tonnage - B.N.N. 600 ^12/100 tons
Hailing Port and Nationality - Baltimore, MD
Age - 13 years
Official Number - 150378
Name of Master - Benjamin E. Springsteen
Names of Owners - C. Morton Stewart & Co.
Where From - Baltimore, MD
Where bound - Rio Brazil
Number of crew, including Captain - Eleven
Number of passengers - three
Nature of cargo - general
Estimated value of vessel - 15,000 dollars
Estimated value of cargo - 45,000 dollars
Exact spot where wrecked - 3 miles South Gull Shoal LSS
Direction and distance from station - 3 miles South
Supposed cause of wreck (specifying particularly) - Blown ashore in harican [hurricane]
Nature of disaster, whether stranded, sunk, collision, etc. - Broken to pieces
Distance of vessel from shore at time of accident - Knot Known
Time of day or night - Between 9 p.m. & 4 a.m.
State of wind and weather - NE harican thick
State of tide and sea - verry high sea verry high tide
Time of discovery of wreck - 4:30 a.m..
By whom discovered - R.S. Midgett Sr.
Time of arrival of station crew at wreck - R.S. Midgett Saved Crew
Time of return of station crew from wreck - Reported about 5 a.m.
Was life-boat used? - No
Was surf-boat used? - No
Was life-raft used? - No
Was mortar, Lyle gun or rocket used? - No
Was heaving stick used? - No
Was life car used? - No
Was breeches-bouy used? - No
Number of lives saved, with names and residence - Capt. Benjamin E. Springsteen Baltimore, Wm. I. Henderson (cook) Baltimore, Frank A. Mason Baltimore, Samuel H. Cer? Baltimore, MD, John Evans Baltimore, MD, Olson van Nestraff? Philadelphia, Andrew Namson? Norway, Philip Hallet London, Eng, Barnard Robinson, Denmark & Karl Copenagen, Denmark
Number of lives lost, with names and residence - 1st Mate Wm. Springsteen Baltimore, Virginia Springsteen Baltimore, Elmer Springsteen Baltimore, Fitsulee Goldsborough VA
State fully the circumstances of the loss of each life - Cap^ts wife & first mate was washed overboard before wreck was seen from shore.
State damage, if any, to boat or apparatus - no
Was vessel saved or lost? - Lost
Estimated value of cargo saved, and its condition - $15,000 Dollars damaged
Estimated value of cargo lost - 30,000 Dollars
Amount of insurance on vessel - not known
Amount of insurance on cargo - not known
Number of persons sheltered at station, and how long - 9 for 3 days, Capt. for 14 days
Number of persons found after death and cared for - two
Remarks:
     R.S. Midgett Surfman No. 1 on South patrol from 3 a.m. to sunrise he found a wreck Broken to pieces 3 miles South of Station and on the stern was ten men he managed to save them all with out coming to Station to report after he got them on the beatch he got on his horse and come to station and reported at about 5 p.m.  I at once sent two of my crew with horses and carts to bring the Capt and two other men that was hurt badly the other seven walked to station they were all naked & badly bruised up after a very short time the men come north.  Capt and other two we gave whisky brandy & hot coffee dry clothes as best we could dressed the wounds and after a while gave them food.  The Capts wife washed up just South of Station about 6 a.m. in good condition.  I had her brought to Station cleaned up nicely & shrouded later in the day a young son of the Capt was found in cabbin of wreck and brought to Station and washed & dressed and laid out beside his mother's ____ ____.  on the next day I had boxes made and burried them.  the crew remained at Station three? day I ____.  I assisted Capt to send them to Elizabeth City, NC.  The Capt remained at Station untill Sept 1^st when he left for home in and improved condition in company with Capt. Rillbury? and Mr. John Stewart of Baltimore who come down to look after wreck & cargo whitch was sold at public Sale by wreck master.
Date of Report: Sept 8^th, 1899
     /s/ D.M. Pugh, Keeper

Fisherman & Farmer, August 25, 1899

Barkentine Ravenswood ~ 13 October 1893

Annual Report of the Operations of the United States Life-Saving Service for the fiscal ear ending June 30, 1894:

Driven ashore in severe gale and sea; assistance by boat impossible. Took apparatus cart along beach, opposite point where she was about to fetch up, and, when she struck, landed her crew of 10 men with breeches buoy, assisted by crews of New Inlet and Gull Shoal stations. Sheltered and cared for ship’s company at station, giving proper medical assistance to master, who was ill. Succored portion of crew 16 days. (See letter of acknowledgement.)

CHICAMICOMICO LIFE SAVING STATION, NORTH CAROLINA, October 31, 1893

TO WHOM IT MAY CONCERN: The (British) barkentine Ravenswood, while on a voyage from Boston for Satilla River, Georgia, on Friday, October 13, 1893, encountered a terrific storm and was stranded on the North Carolina beach about noon. We can not speak too highly of the promptness shown by Captain J.H. Westcott and noble crew in rescuing us from a perilous position. Although the sail was lashing furiously over the wreck, the first shot line was carried successfully over us, the distance being about three hundred yards, and, after hauling the whip line and hawser on board, in about thirty minutes afterwards we were all safely landed on the beach and conveyed to the station, where we were cared for and treated with the greatest kindness. A few days later our captain, Edward Kennedy, was taken sick and confined to his bed. I cannot express our gratitude for the generosity shown by Captain Wescott in supplying the wants of the sick, in sending for doctors and securing extra food, and lots of other home comforts. Keeper L.B. Midgett and crew of New Inlet has our gratitude and thanks, and also keeper D.M. Pugh and crew of Gull Shoal, in rendering us their assistance in time of need. FREEMAN SLAWENWHITE, mate ; NATHAN S. GERARD, Second mate, Barkentine Ravenswood

Barkentine Samuel Welsh ~ 26 February 1888

Annual Report of the Operations of the United States Life-Saving Service for the fiscal year ending June 30, 1888:

At 7 o’clock in the morning of the earlier of these dates, the south patrol from the Whale’s Head Station, NC (6th District), North Carolina observed a longboat filled with men, abreast of the station and about a mile beyond the breakers. The life saving crew upon learning of the affair immediately launched their surf-boat and went out to the assistance of the people in the boat. The men proved to be the crew of 9, all told, of the barkentine Samuel Welsh, of Philadelphia. As they could not land in their own boat, on account of the rough sea, they abandoned it and were taken ashore in the station boat. The surf was heavy but they landed without mishap though not without difficulty. Their vessel had sunk the preceding night some 20 miles southeast of the station, having sprung a leak during heavy weather. She had been bound to Brunswick, GA, with a freight of railroad iron from her home port. The rescued men stayed at the station until the morning of the 28th, when they proceeded to Norfolk, VA.

Richmond Dispatch / 28 February 1888 / No. 11 / Pg. 4 Col. 4

The captain and crew of the foundered barkentine Samuel Welsh arrived here today from Whale's Head on the steamer Bonito.

Barkentine Vera Cruz VII ~ 8 May 1903

It was early morning, May 8th, and for Keeper F.G. Terrell and his crew the year 1903 had so far been unusually uneventful. Things were different this morning, Surfman Washington Roberts had just reported a large sailing vessel coming ashore while trying to enter Ocracoke Inlet from the ocean.
     Upon investigation the vessel proved to be the 605-ton barkentine Vera Cruz VII, of Portuguese registry, under the command of Julio M. Fernandes. She had sailed from the Cape Verde Islands bound for New Bedford, MA with 399 passengers and assorted cargo plus 214 barrels of sperm oil, valued at $6,000.
     The captain realizing that he was in trouble, had attempted to anchor the vessel, but facing a fresh northeaster and a strong ebb tide, she had dragged anchor and stranded in the breakers of "Dry Shoal Point," three miles from the Station and about 300 yards off shore. It took the lifesaving crew 41 trips in the station's open surfboats to bring the 398 passengers and 22 crew to the safety of the shoal. They also removed the body of a passenger who had recently died on board and buried him where they landed.
     With the tide rising around them Terrell hired several local men with skiffs to transport the survivors the remainder of the way to the station.
     It was now the 12th of May and the Life-Saving Station crew and good people of Portsmouth had housed these 420 unlucky travelers for three nights while feeding them a total of 2,540 meals and using four and 1/2 barrels of flour in the process.
     The lifesavers, with the help of several local men, had also removed 420 souls from the grounded vessel but when the Revenue Cutter Boutwell sailed for New Bern, there were only 416 of them aboard.

But what happened to the other four? More about the Vera Cruz VII at the Ocracoke Island Journal.

Annual Report of the Operations of the United States Life-Saving Service for the fiscal year ending June 30, 1903:

Stranded on Dry Shoal Point, 3 miles ESE. from station, at 2 p.m., while trying to enter Ocracoke Inlet, and set a distress signal. Surfmen boarded and were informed that the vessel was from Cape de Verde Islands for New Bedford, MA, with 399 passengers, a crew of 22 men, and a cargo of sperm oil. Her master stated that his fresh water was exhausted and that he was endeavoring to enter the inlet to replenish his supply when the ship struck.

     At his request station crew took the women passengers, 23 in number, 3 children, and 10 men, to the station in the surfboat. At 6 p.m. they again went off in response to her master’s signal and quelled a disturbance among the men on board. The next morning the wind freshened from NE. and the sea began to increase, whereupon the keeper procured the services of 7 volunteers and pulled out to the stranded craft with both of the station surfboat, and, at her master’s request, landed 371 of those remaining on board on Dry Shoal. They then obtained the services of additional men with boats and took all of the rescued persons to the station, the shoal being submerged by the sea before the last ones were removed.

     The rescued women and children were made comfortable at the station and the men cared for by the hospitable residents of the village, who permitted them to occupy the vacant houses, and cheerfully rendered the keeper all possible aid in preparing food for their sustenance. The body of one of the passengers, who died from disease prior to the disaster, was removed from the vessel and buried by the surfmen. On the 11th they took off a portion of the crew and landed the baggage of the passengers, and on the 12th instant transferred 416 people with their personal effects, to the U.S. revenue steamer Boutwell, which conveyed them to Newbern, NC. On the 16th the surfmen landed the mate and one seaman with their effects and took them to the station, leaving only one of the brig’s crew remaining on board. Subsequently he was taken off by the life saving crew, who thereafter made several trips to the wrecked vessel at the instance of the collector of customs at Newbern, and finally assumed charge of her under his direction and removed her sails to the station for temporary storage. On the 29th instant her cargo of oil was removed by a wrecking company, who sent it to Norfolk, VA. The vessel proved a total loss.

Barkentine Walter S. Massey ~ 18 January 1889

Annual Report of the Operations of the United States Life Saving Service for the fiscal year ending June 30, 1889:

The barkentine Walter S. Massey, of Philadelphia, from Pernambuco, Brazil, on her way to Hampton Roads, VA, for orders ran upon the Outer Diamond Shoal off Cape Hatteras, NC, at half past 4 o’clock in the morning of the 18th during a very dense fog, and soon filled with water. She carried a crew of 10 men and a valuable freight of sugar. As the accident occurred some 9 miles southeast of the Cape Hatteras Station (6th District) the thick weather prevented the vessel’s being seen until half past 10 o’clock, when the fog lifting the surf man on the lookout discovered her situation. He at once notified the keeper. The latter telephoned to the neighboring stations—Big Kinnakeet on the one hand and Creeds Hill and Durants on the other—for assistance, then made preparations to go to the rescue as soon as the two surf men who had been sent on patrol because of the storm, should return and give him a full crew. It was therefore nearly noon before a start could be made. The keeper of the Durants Station now arrived with the Creeds Hill crew and boat, and the force was shortly further increased by the arrival of the Big Kinnakeet crew with their boat. The three surf boats were now launched and pulled out through the heavy surf, shipping several seas in the attempt, but getting safely across the bar. They proceeded toward the wreck and upon reaching the outer slew met the bark’s crew making for the shore in their own boat. The station man hitched their boats together and taking the other in tow, set out on the return. Getting inside the outer bank, 5 of the sailors were taken into the Cape Hatteras boat, the others into the Big Kinnakeet boat, and the third life-saving crew took charge of the ship's boat. The landing through the surf was affected shortly after dark without greater mishap than the over ending of the empty boat, though not without difficulty and danger. The captain was sick and exhausted and all the men were wet. They were conducted to the station, provided with dry clothing and made as comfortable as circumstances permitted. The storm continuing for several days, the vessel went to pieces and became with her cargo a total loss. On the 20th shipwrecked people desiring to proceed to their homes were put on board a wrecking steamer bound to Norfolk. The captain, before his departure, wrote to the general superintendent of the service as follows:

CAPE HATTERAS LIFE-SAVING STATION, January 20, 1889

SIR: I wish to tender my thanks to Capt. B.B.  Daily and crew, of this station, Capt. Z. G. Burris, of Durrants, the surf men of Creeds Hill, and Capt. D. M. Pugh and crew, of Big Kinnakeet, for their prompt assistance rendered to me and my crew of nine men wrecked on Hatteras Shoals January 18th. We struck the shoal at 4.30 a.m., the vessel breaking up. It being thick, we could not be seen from the shore. We had to leave the ship and a long-boat, and were taken up at sea by the above named live-saving crews, taken to the station, cared for, and treated with the greatest respect. We lost everything we had, and without the assistance of the lifesavers it is more than likely we would have been lost, leaving no one to tell the tale; but by their hard work our lives were saved. Very respectfully, THOS. P. PHELAN, Master of Barkentine Walter S. Massey