Schooner Cordelia E. Hayes ~ 15 January 1905

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

At 5.30 a.m. the lookout on watch at the station, and also the patrol, reported a light in the direction of Diamond Shoals. The keeper upon observing it from the tower communicated by telephone with Big Kinnakeet and Creeds Hill stations, whose patrols had also sighted the strange light. The surfboat was launched and the crew pulled out in the direction of Diamond Shoal. A strong breeze was blowing from NNE. With a high sea running, and after a long hard pull to seaward a stranded vessel was sighted on the inner Diamond Shoal, 5 miles from shore with the heavy sea sweeping over her. They reached the wreck at 9 a.m., the crew from the Creeds Hill station arriving at the same time. The lifesaving crew from Big Kinnakeet station had also launched their boat and were ready to render assistance. The shipwrecked crew, consisting of 10 men and a woman, were taken from the wreck by the lifesavers and landed safely on shore, where they were furnished with clothing from the supply of the Women’s National Relief Association, and sheltered at the station until the 19th instant. In the meantime the vessel broke up and proved a total loss. (See letter of acknowledgment.)

CREEDS HILL, NORTH CAROLINA, January 17, 1905

SIR: I should feel very ungrateful if I failed to express my high appreciation of the services rendered by keepers E.H. Peel and P.H. Etheridge, and their crews, of the Creeds Hill and Cape Hatteras life-saving stations, in rescuing me and the crew of the schooner Cordelia E. Hays, of Portland, Me., on the 15th instant. At great risk we were taken from the schooner while the seas were breaking completely over her and she was showing signs of going to pieces, for which service I wish to publicly thank them. We all wish to express the opinion that keepers Peel and Etheridge are masters in handling a surfboat. We watched all their movements and never before saw such skill as they displayed time and again. We expected that their boats would be lost, but at the right time they always had them in position to ride the mountains of seas. They brought their boats alongside the vessel, a perilous feat, and took us in safety to the station on shore, where we received every attention and good treatment. Respectfully, A.J. BROWN, Master Schooner Cordelia E. Hayes

FROM DOUGLAS PERKINS, GREAT GRANDSON OF ELMER ROSS, CAPTAIN OF THE SCHOONER CORDELIA E. HAYES:

"I found your blog detailing various shipwrecks off the coast of North Carolina while searching for information related to one of the schooners captained by my great grandfather, Elmer Ross. The ship was the Cordelia E. Hayes which ran aground off Diamond Shoals in January of 1905. I was recently visiting with my ailing father who was recounting to me some of the history about Captain Ross, who was his mother's father. He told me about the last voyage of the Cordelia Hayes. 

In January, 1905 the shipping company told Captain Ross  that the Hayes was loaded and ready to sail. Having promised his wife that he would be present for the birth of their children, and his wife due to give birth, he declined to take the ship out and begrudgingly allowed Captain Brown to take her. As we know, Captain Brown ran her aground off the NC coast.

A number of items were salvaged from the ship, I believe by a private salvage operation. The ship's colors and her clock were by default returned to Captain Ross, and my father still has those. In fact, the clock was chiming the hours and half hours as I sat and listened to my father's story. Other items were auctioned off by the salvage company, likely right on the beach. Captain Ross was not able to attend the auction as he was still in Portland with his wife for the birth, but he submitted maximum bids in absentia for several items he wanted to get back. One of those items was a spinet piano he had commissioned specifically so that it would fit down the gangway of the Hayes for his wife to play when she was aboard. Unfortunately, the piano sold for more than his maximum bid, so he did not get it.

As I read your blog post about the Hayes and the one comment at the end, I was flabbergasted to see that someone claimed to have the piano. The commenter gave no name, only an email address, and I have sent an email to that address but have not received any sort of reply. I would dearly love to be able to show my father an image of the piano before he dies, and I wonder if there's anything you might be able to do to help me get in touch with that commenter. I also submitted a comment to the post with some of this information as it does not seem to be showing on the page."

If the person who shared information about the piano is reading this post, please get in touch with Mr. Perkins at deperkin@middlebury.edu.

Bark Codorus ~ 4 August 1886

Annual Report of the Operations of the United States Life-Saving Service for the fiscal year ending June 30, 1887:

At quarter to 3 o’clock in the afternoon the bark Codorus, of Baltimore, MD, bound thence from Rio Janeiro, Brazil with a valuable cargo of coffee, mis-stayed and stranded on the outer shoals off Cape Hatteras, NC, about 8 miles to the southward of the Cape Hatteras Station (6th District). There was a light southeast breeze at the time and the accident was, in great part, attributed to the strong set of the current. She had on board a crew of 12 men and one passenger. The station being closed at this season the keeper, as soon as possible, assembled a volunteer crew and put off to the vessel in the surf boat, reaching the scene near dark, but found it out of the question to go alongside on account of the heavy breakers on the shoals. As she appeared to be lying easy and in no immediate danger, the surfmen returned ashore to wait until daylight before attempting to board her. A strict watch was kept during the night and a fire built on the beach to guide the wrecked people to a safe landing in case they were obliged to abandon the craft before morning. Rockets were also set up to reassure them. Shortly after 6 o’clock (5th) the captain and three sailors managed to reach the shore in their own boat, to the south of the shoals, where they were met by the keeper and conducted to the station. As the assistance of wrecking tugs was desired, a message was at once sent to Hatteras village for transmission at that point over the Signal Service wires, but subsequent developments proved this step needless for when the surfmen went off again to the vessel, which they immediately did, she had broken in two and was fast going to pieces. Crews from the adjacent stations of Big Kinnakeet, to the north, Creeds Hill and Durants, to the westward, went to the wreck in their boats and joined in the work of rescuing the people, saving their effects, and conveying ashore provisions and cargo. The castaways were sheltered at the Cape Hatteras Station, all of them remaining a week, and the captain 6 days longer. Some 60 odd sacks of coffee were stored, which the keeper afterwards delivered on board a schooner authorized to receive them. The bark became a total loss.

Schooner Florence Randall ~ 16 August 1899

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

Stranded at 5.30 p.m. 2 miles S. of station during a furious storm. Life savers from Cape Hatteras and Creeds Hill stations came to the assistance of the Big Kinnakeet crew. They assembled on the beach abreast the wreck with the beach apparatus and soon had a shot line on board. After setting up the gear, the whole crew of 9 men, together with the captain’s wife, were safely landed in the breeches buoy. When the surfmen had cut the hawser and secured the apparatus, they took the shipwrecked crew to station, furnished them with dry clothing from the stores of the Women’s National Relief Association, and succored them until the 21st, when they received transportation to Norfolk. The schooner became a total loss. (See letter of acknowledgment.)

Florence Randall

BIG KINNAKEET, NORTH CAROLINA, August 21, 1899

SIR: I hereby certify on honor that my wife and myself and crew of 8 men were rescued from the stranded wreck of the American schooner Florence Randall on 16th day of August, 1899 by the crew of the Big Kinnakeet Life-Saving Station, and that we were cared for at the station to the best of their ability. C.A. CAVILEER, Master of Schooner Florence Randall

Steamer Glanayron ~ 22 May 1896

Annual Report of the Operations of the United States Life-Saving Service for the fiscal year ending June 30, 1896:

Stranded at 7.45 p.m. in heavy weather on the outer Diamond Shoals, about 9 miles SSE. Of this station (Cape Hatteras), her master attributing the casualty to the fact that the light on the cape seemed to show indistinctly. A rocket sent up from the vessel was answered by the patrolman with his Coston light, and when the keeper was notified, a few moments later, he in turn displayed a signal which, being responded to, confirmed his fears that a wreck had occurred. Cooperation was requested by telephone from the Big Kinnakeet and Creeds Hill Life Sating stations, the station team being sent to the latter point to haul their boat to the north shore of the cape, the southwest wind making it too rough to launch from the southern beach. On the arrival of these crews, at 10.55 and 11.30 p.m., respectively, a consultation was held by the three keepers and it was decided, as the night was very dark and the breakers heavy, to wait until early morning before going off to the vessel. A little before daylight two of the surfboats were manned and set out for the scene, arriving alongside the ship at 6 a.m., the third crew being left on shore as a reserve in case of accident. The steamer’s two lifeboats were lowered, laden with her crew’s personal effects, and taken in tow, the men themselves, 23 all told, being distributed among the several boats, and the return trip safely accomplished by 11.45 a.m. On May 24 Cape Hatteras surfmen again boarded the vessel and towed her small boat ashore, also bringing several articles for her master. The shipwrecked crew were maintained at the station until the 26th instant, when they left for Norfolk, VA. The vessel proved a total loss. (See letter of acknowledgement.)

CAPE HATTERAS LIFE-SAVING STATION, May 25, 1896

DEAR SIR: We, the undersigned, are under deep obligations to yourself and to keeper P.H. Etheridge and his crew, as also to the keepers and crews of Big Kinnakeet and Creeds Hill life-saving stations for magnificent services rendered us when our steamship Glayron, of Aberystwith, stranded on Diamond Shoals, off Cape Hatteras, on Friday, the 22d of May, at 7.55 p.m. On sending up rockets they were immediately answered by the patrol from the beach, a red Coston signal being burned, and ten minutes later a red rocket was sent up from the life-saving station. At daybreak the noble keepers and their crews came off to our assistance, which was a very difficult task, owing to the state of the sea and the breakers which prevailed at the time. However, they were successful in their work, rescuing all hands on board with their personal effects, and we wish to express to yourself and the keepers and crews of the above life-saving stations our appreciation of these services and our sincere thanks. EVAN FLLOYD, Master ; E.M. LEWIS, First Mate ; E. MURPHY, First Engineer ; WILLIAM F. HAWKES, Third Engineer ; DAVID HUGHES, Second Mate ; EVAN DAVIES, Steward

Schooner George R. Congdon ~ 31 January 1901

Annual Report of the Operations of the United States Life-Saving Service for the fiscal year ending June 30, 1901:

About 3 a.m. this schooner stranded at the point on the beach about 3 miles NNE. from Cape Hatteras Life Saving Station, the master having mistaken Cape Hatteras light for the lightship. It was a dark and foggy night with a strong N. by W. wind and a rough surf. The station patrolman discovered the wreck at 4 a.m. and quickly returned to the station and gave the alarm. Keeper notified the keepers of the adjacent life saving stations of the casualty, and then hastened to the scene with the beach apparatus, arriving there at 5 a.m. The Big Kinnakeet and Creeds Hill crews arrived soon afterward, the former bringing their surfboat on a boat wagon drawn by horses. The first shot of the Lyle gun placed a line across the wreck. The beach apparatus was set up and before sunrise the crew of 7 men and their personal effects were safely landed in the breeches buoy. They were taken to the Cape Hatteras Station, where it was necessary to succor them for 15 days, owing to stress of weather. The schooner became a total loss. (See letter of acknowledgement.)

CAPE HATTER LIFE-SAVING STATION, February 13, 1901

SIR: I wish to thank the Cape Hatteras, Creeds Hill, and Big Kinnakeet life-saving crews for rescuing the captain and crew of the schooner George R. Congdon, which stranded about 3 a.m. on January 31, 1901. Before sunrise the entire crew was landed on the beach in the breeches buoy. A heavy sea was running at the time of the rescue, and the vessel was about 250 yards from the beach. I also wish to express my thanks for the kindness showed me by the keeper of the Cape Hatteras Life-Saving station. E.E. BAYLES, Master of the schooner George R. Congdon

Newspaper Article:
New York Times, February 1, 1901

Schooner Harry Prescott ~ 18 January 1912

Annual Report of the Operations of the United States Life-Saving Service for the fiscall year ending June 30, 1912:

On the night of this date occurred one of the most serious and important wrecks of the year when the 433-ton schooner Harry Prescott, from New York for Wilmington, NC, with a cargo of salt, mistook Hatteras Light for the Diamond Shoals Lightship, got off her course, and stranded in the vicinity of the Inner Diamond Shoals.

     The vessel struck 2 miles south of the Cape Hatteras Life Saving Station and a mile from the shore. Her lights were discovered about 9.30 p.m. by the beach patrol from the station named. As there was a strong southwest wind blowing and a high sea, the crews of three stations—Cape Hatteras, Big Kinnakeet, and Creeds Hill—assembled on the north side of the cape in the hope that a boat might be launched under the protection of the land. After a conference of the station keepers on the beach it was decided that there should be small chance of going alongside the vessel in the darkness, even if a rescuing boat’s crew should succeed in making the trip to her. They therefore concluded to wait for daylight.

     At 5.30 a.m. of the 19th, although dawn brought no improvement in wind and sea, the power surfboat from the Cape Hatteras station, which had been hauled to the beach during the night, put off from the shore.

     The life saving crew found the schooner hard and fast on the windward side of the shoals, her hull practically under water, and the seas breaking high over such portions as were still exposed. Three of her crew of 7 men were in the mizzen rigging and four were astride the flying jib boom. Finding, after several attempts, that it would be impossible to get nearer to the vessel than 50 yards, the boat’s crew dropped anchor to windward and drifted down toward her, using engine and oars to keep in proper position and avoid being swamped. When they had come as close to her as they dared venture a heaving stick, thrown by a surfman, carried a line within reach of the sailors aloft. Each of the three, in turn, as the line was thrown, tied it about his body, cast himself into the sea, and was hauled into the surfboat.

     The life savers next turned their attention to the men on the jib boom, and for fully 6 hours maneuvered to get near enough to repeat the line-throwing performance. Finally, becoming convinced that the rescue could not be concluded until wind and sea should moderate, and their boat, moreover, having been seriously damaged by contact with floating wreckage, the rescuers put back to the shore.

     In the evening the wind shifted to the northeast, cutting down the sea appreciably and checking the current. To have ventured in the darkness near a submerged wreck lying in the broken waters of the shoals would have been little short of madness, however. The life saving crews therefore passed the night on the beach. At dawn of the 20th the Cape Hatteras crew again launched their boat. Arriving at the vessel, they found the crew of the Creeds Hill station standing by watching for a favorable opportunity to take the sailors off, all four of whom were still on the jib-boom. The chance soon came, and the boat from Cape Hatteras, being under power, ran in near the wreck and completed the work undertaken the day before, using heaving stick and line as in the first instance.

     In his official report of this rescue the commanding officer of the revenue cutter Itasca, Capt. John G. Berry, who arrived on the scene on the night of the 19th, says:

     "The rescue was accomplished with thoroughness and as rapidly as the terribly adverse conditions would permit. It is almost incredible that those four men could have remained for 24 hours on that wreck, washed in the breakers and clinging to a spar, but they did it and do not appear to have suffered any material injury."

Newspaper Article:
New York Times, January 21, 1912

Steamer Hesperides ~ 9 October 1897

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

Stranded during hazy weather on the SW. point of Diamond Shoal, 8 miles from station, on the morning of the 9th. As the weather continued thick all day she was not discovered by the life savers until early next morning. Keeper notified the crews of Creeds Hill and Big Kinnakeet stations, arranging for the former to go direct to the wreck and for the latter to assist the Hatteras crew. The surf boat was launched, and at 9.20 a.m. the surfmen boarded the steamer, followed by the Creeds Hill crew. As the steamer was hard aground, with 6 feet of water in her engine room, the keepers advised the master to abandon her, but he would not consent until two hours later, when the surfmen lowered three of the ship’s boats, and after putting in them the crew of 24 persons, with their personal effects, started ashore and landed them on the beach abreast of station. The Big Kinnakeet crew aided in effecting the landing and unloading the baggage. Dry clothing was furnished to those in need. Eleven were sheltered and succored at the station until the 11th, and all were finally sent to Durante Station for passage to Elizabeth City. The vessel proved a total loss. (See letter of acknowledgment.)

Hesperides

CAPE HATTERAS LIFE-SAVING STATION, October 11, 1897

SIR: We, the undersigned, members of the crew of the British steamer Hesperides, bound from Cuba to Baltimore, with a cargo of iron ore, wish to make the following statement: On the 9th instant, at 9.30 a.m. (presuming ourselves well clear of shallow water), made out Cape Hatteras lighthouse for a few minutes, the weather at the time being very hazy on the land. Soon afterwards the steamer took the ground on the outer Diamond Shoal. The weather being very fine and the water smooth, we did not anticipate any anger and made no signal of distress, but during the remainder of the day we could see neither the land nor the lighthouse. On October 10, at 6.30 a.m., could make out the land distinctly, the weather still continuing fine, and at 8 a.m., could make out the land distinctly, the weather still continuing fine, and at 8 a.m., sighted a boat under sails bearing toward us from the lighthouse, which on coming alongside proved to be the Cape Hatteras life saving boat, and soon afterwards the lifeboat of the Creeds Hill Station came alongside.

     After a long consultation, we came to the decision that the floating of the ship was an impossibility and decided upon abandoning her. We have great pleasure in expressing our heartfelt thanks for the splendid service rendered and the kindness displayed by all in aiding us to gather together our personal effects and bringing us ashore; and afterwards in attending to our wants and comfort. We also wish to extend to all connected with this humane institution our warmest thanks. Respectfully yours, G.O. WILLIAMS, Master ; MORRIS JONES, Chief Officer ; LLEWELLYN T. GRIFFITH, Chief Engineer

Schooner Leroy ~ October 5, 1842

NORTH CAROLINA MARITIME MUSEUM

Beaufort, NC

www.ncmaritimemuseum.org

On October 5, 1842, the schooner Leroy went ashore off Big Kinnakeet Life-Saving Station. Commanded by Captain Bayard, the vessel was a total loss, but the crew was saved.

[Possibly during the gale-force winds reported in association with an offshore hurricane on October 5. JH]

Schooner Mary S. Eskridge ~ 31 December 1911

Annual Report of the Operations of the United States Life-Saving Service for the fiscal year ending June 30, 1912:

About noon the three-masted schooner Mary S. Eskridge, of Seaford, DE, from Baltimore, MD, to Wilmington, NC, with a cargo of acid fertilizer, anchored 1-3/4 miles southeast of the Big Kinnakeet (NC) Life Saving Station and a mile offshore in a waterlogged condition and hoisted a signal for assistance. The signal was observed from the Big Kinnakeet station and also from the Cape Hatteras station, 7 miles to the southward from the vessel. The crews of the two stations named and of the Little Kinnakeet station assembled as quickly as possible on the beach abreast of the schooner, and a boat’s crew in command of the station keeper from Cape Hatteras put off to her in a surfboat under oars. After a hard struggle through heavy seas and against a strong current they arrived alongside and found her in a sinking condition. As the weather was bad and rapidly growing worse, and there was a likelihood that she would go down at any moment, no time was lost in getting her crew of 6 into the surfboat. The rescued persons were taken to the Big Kinnakeet station, where they were given succor until January 5. The schooner being still afloat on the morning of January 1, the life saving crew carried her master out to ascertain her condition. They manner her pumps while aboard, but found them choked with fertilizer. On the morning of January 3, she sank in 5 fathoms. Both vessel and cargo valued at $35,000, were totally lost.

Schooner Viola W. Burton ~ 27 May 1889

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

At four o’clock in the morning a vessel ashore about one and a half miles south-southeast of the Big Kinnakeet Station (6th District), North Carolina, was discovered by the wife of the keeper of that station. The life saving crew were not on duty at the time, this being the inactive season, but the keeper upon learning of the accident at once hoisted the signal for the men and also started out on horseback to notify them. About an hour later, the crew having reported, the surfboat was manned and pulled to the place. The schooner was the Viola W. Burton, of and from Philadelphia, bound to New Berne, NC, with a freight of coal, and had stranded so close to the shore that the men could land without a boat. The surf men led out a line from the craft and the crew sliding down the rope were helped to the beach. Their effects were next sent ashore by the keeper, who had gone on board, after which all proceeded to the station. The 5 men from the vessel were wet, and while theirs were drying, other clothes were provided for their use. He keeper and the schooner’s crew subsequently made several trips to her, but could do little in saving anything further. A telegram had been sent to Norfolk at the time of the rescue for a steamer, but upon her arrival it was found that the schooner was past help. The shipwrecked crew accordingly made preparations to go on board the steamer for transportation to Norfolk. A storm, however, which continued several days prevented their embarking until the 4th of June, at which time they left the station. The schooner and cargo became a total loss.

Bark Wolseley ~ 11 & 12 April 1889

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

About 4 o’clock in the morning of the first of these dates the Norwegian bark Wolseley, of Arendal, with one of her topmasts gone and in a sinking condition, was beached on the North Carolina coast some three miles south of the Big Kinnakeet Station and four and a half miles north of the Cape Hatteras Station (6th District). She was bound to Portland, ME, in ballast, from Buenos Ayres, Argentine Republic. A few minutes after the accident and almost simultaneously the patrols from the two stations discovered her, flashed their Coston signals to let those on board know that they were seen, and hastened to give the alarm. The vessel being nearer Big Kinnakeet, news of her condition was first received by the surf men at that point. The keeper immediately telephoned the Cape Hatteras Station, mustered his crew, and started for the scene with the boat on its carriage. Arriving at a place abreast of the bark the launched their boat, pulled alongside, and took off her crew of 13 men. They then returned and got a boatload of the crew’s effects, after which they conducted the shipwrecked men to the station. Early in the afternoon, when they had obtained dry clothing and something to eat, the surf men made another trip to the bark, saving what they could, and later in the day they took the captain on board to make a survey, when she was found to be badly wrecked. Upon receiving news of the disaster the Cape Hatteras crew started for the scene with the apparatus, but did not arrive in time to be of material assistance. On the following day (12th) the crews from the stations named united their efforts to save the cabin furniture and whatever other articles of value they could transport. The vessel was subsequently sold at auction by a wreck commissioner. The sailors were succored at the station 7 days, when they left for Norfolk, first addressing the following letter to the General Superintendent of the Service:

BIG KINNAKEET, NORTH CAROLINA, April 17, 1889

SIRS: We hereby wish to thank the crew of the Big Kinnakeet Life-Saving Station for their prompt assistance. They lost no time in coming to us. We also wish to thank them for their kindness while at the station. Very respectfully, A. OLSEN, Master;  J. JOHNSON, Mate, of the bark Wolseley of Norway

Schooner William H. Hopkins ~ 21 June 1891

Annual Report of the Operations of the United States Life-Saving Service for the fiscal year ending June 30, 1891:

BIG KINNAKEET LIFE-SAVING STATION, June 24, 1891

"To whom it may concern: On Saturday evening, June 20, 1891, the schooner William H. Hopkins, while bound from New York to Mayport, FL, and when beating along the coast off Hatteras Shoals, sprang a leak, and the efforts of her crew, to keep her afloat proving ineffectual, she sank in 6 fathoms of water near this station about 4 a.m., June 22, and the master and crew, fearing to try to pass through the breakers in their yawl, boarded another vessel that soon came up, and as soon as it was light enough set a signal for the Big Kinnakeet life saving crew. A long delay was expected in answering the signal on account of the crew being off duty, but to our surprise we immediately saw preparations being made to come to our assistance, and in about 20 minutes they were alongside of the wreck of the Hopkins. They then came to the schooner we had boarded, landed us safely, and conveyed us immediately to the station, treating us all the time with the greatest care, kindness, courtesy, and consideration.

     After treating us to a good, warm breakfast, Capt. Gray, of this station, offered his services for anything further concerning the wreck I desired; but thinking that nothing

further could be done immediately, I could but thank him for his offer. Monday morning, June 22, Capt. Gray again offered his services; but he having done so much already, and seeing that plenty of other assistance could be had, I thought it best to tax the generosity of the service no further. I then proceeded to call in the advice of the commissioner of wrecks, D.G. Midgett. A survey was then called, and the schooner was of course pronounced a total loss. Yet, hoping to save some of the rigging and sails, Z.T. Scarborough was appointed wreck master, and up to this date, June 23, 2 p.m., nearly all the material within reach has been landed on the beach.

     I can not too highly commend Capt. Gray and his noble crew for their promptness in our case, and I should not have dared to land in our own boat, but would have had to sail away from the vicinity of the wreck and sacrifice all that has thus far been saved. Capt. Gray also has my gratitude and thanks for needed advice outside of his official position. GIDEON J. FISHER, Master of Schooner William H. Hopkins."

The North Carolinian, Elizabeth City, NC, 24 June 1891

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