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Joliet Signal, Illinois, Oct. 20, 1846
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Showing posts with label Cape Hatteras. Show all posts
Showing posts with label Cape Hatteras. Show all posts
Tuesday, April 24, 2012
Monday, April 23, 2012
Steamer Brewster ~ 29 November 1909
Annual Report of the Operations of the United States Life-Saving Service for the fiscal year ending June 30, 1910
Stranded Nov. 28 on the southeast point of Inner Diamond Shoals, 7 miles south-south-east of Cape Hatteras Station, at 6.30 p.m. Vessel and cargo became a total loss, but her crew of 33 were all saved, 28 being taken off by the life saving crews, and 5, who left the vessel in their own boat, being picked up by a lightship. They were given shelter for 3 days, after which they were transferred to the revenue cutter Onandaga for transportation to Norfolk. The wreck was discovered by a surfman at Cape Hatteras Station at daybreak of the 29th, and the other stations were immediately notified by telephone. Without delay the lifesaving crews started to her assistance, the Cape Hatteras crew in lifeboat, the Hatteras Inlet crew in power lifeboat, and the Creeds Hill crew in surfboat. The Creeds Hill surfboat was disabled on the way out, and its crew was transferred to the Cape Hatteras lifeboat. Before the actual work of rescue began, however, the Creeds Hill surfmen were put aboard the Hatteras Inlet power lifeboat, the captain of the Creeds Hill crew remaining in the Cape Hatteras lifeboat, as the captain of that crew was absent on leave. The offer of the services of a private power boat to tow the Cape Hatteras lifeboat to the wreck was accepted, haste being necessary, as the weather was becoming very rough. The seas were breaking over the vessel fore and aft, and it was therefore out of the question to board her, so the lifeboat was anchored as near as possible to leeward and the Brewster’s crew drifted a line to her by a buoy. By means of this line the seamen were hauled into the lifeboat one at a time. After 10 or 12 had reached the lifeboat they were transferred to the power lifeboat, which remained near by, and then another boat load was taken off and transferred in the same manner. When the entire ship’s company had been taken off, the power lifeboat, with 16 of the rescued party, started for Hatteras Cove with the Cape Hatteras lifeboat in tow, which had the remaining 12 seamen on board. Counting the 5 men who were later taken from the lightship, the Cape Hatteras crew cared for 21 at their station. The other 12 were taken to Creeds Hill Station. The latter were furnished dry clothing. Before the work had been completed the wind increased to a gale from the northwest and the sea became very high. At one time the Hatteras Inlet power lifeboat had 41 men on board. (See letters of acknowledgment.)
CAPE HATTERAS LIFE-SAVING STATION, November 29, 1909
SIR: We the undersigned, members of the German steamer Brewster, stranded on Diamond Shoals, beg to express our appreciation of the gallant conduct of the crews of the Cape Hatteras, Creeds Hill, and Hatteras Inlet Life-Saving Stations in rescuing us from the above-named vessel on the morning of the 29th of November, 1909, in a very heavy surf, and under exceptional circumstances. We must say that their conduct on this occasion is worthy of the Greatest praise, and the manner in which the rescue was carried out worthy of American seamen. We also thank them for the kindness ad hospitality extended to us while at the life-saving stations, and assure you that we will never forget same. F. HINE, Master ; W. DUHRING, Chief Engineer ; H. CLAKSEN, Second Officer ; O. WALAAS, Supercargo
BUXTON, N.C., December 3, 1909
SIR: We, the undersigned citizens of Cape Hatteras, Dare County, State of North Carolina, having witnessed the rescue of the captain and crew of the steamship Brewster, of the Hamburg and German line (wrecked on Diamond Shoals on November 29, 1909, during a fierce northeast gale and a very high and dangerous sea), by the acting keeper and crew of the Cape Hatteras Life-Saving Station and the keeper and two of the crew of the Creeds Hill station, believe this to be one of the bravest acts of heroism ever accomplished by the Life-Saving Service. The position of the ship, and the skillful way in which the lifeboat was managed in rescuing all on board demands our recognition. And for the promotion of the Life-Saving Service, and the encouragement of the keepers and crews, we respectfully ask as a matter of justice to said acting keeper and crew of the Cape Hatteras Life-Saving Station and the keeper and two of the crew of Creeds Hill station, that they be awarded medals of gold. Trusting that this letter will meet your favorable consideration, we remain. Yours, very respectfully, C.H. GRAY, United States Commissioner ; C.C. Miller, Notary Public ; F.P. WILLIAMS ; O.M. SCARBOROUGH
For more information visit the Ocracoke Island Journal.
For more information visit the Ocracoke Island Journal.
HATTERAS, N.C., December 4, 1909
DEAR SIR: Referred to the wreck of the steamship Brewster on Diamond Shoals, November 29, I beg to recommend to your favorable notice the crew of the Cape Hatteras Life-Saving Station and Capt. E.H. Peel, of the Creeds Hill station, for their heroic action in saving the crew of this steamship on the date mentioned. I was out to the shoals on the day mentioned fishing from a power boat, and after the Cape Hatteras crew started to the stranded ship I took them in tow and brought them as near the ship as I dared to go. I remained near the vessel until the crew was taken off, and saw all the difficulties under which the life savers worked; also, their strenuous and heroic struggle against adverse conditions which were at times almost impossible to overcome. The wind was blowing heavy at the time, and the constantly rising sea made it look as though it would be impossible to save the men. I have had experience at surfing all my life, ad I can not speak too highly of these brave men. I wish to add my voice in praise of their noble work. Very respectfully, H.L. Gaskill
U.S. Coast Guard Award:
E. H. Peel
B.B. Miller
Bett’s Dream and the Wreck of the Banana Boat
B.B. Miller
Awarded 6 December 1911
On 6 December 1911 E. H. Peel, keeper of Creeds Hill (N. C.) Life-Saving Station and B.B. Miller, Surfman No. 1 and acting keeper of the Cape Hatteras (N. C.) Life-Saving Station, each received the Gold Lifesaving Medal for their assistance in rescuing the crew of the German steamer Brewster. The vessel wrecked on Inner Diamond Shoals (NC) on the evening of 28 November 1909. She struck on the southeast point of the shoals 7 miles south-southeast of the Cape Hatteras Life-Saving Station. The vessel, along with its cargo, became a total loss, but the entire crew of 33 persons were saved. Members of the Life-Saving Service took off twenty-eight of the crew. The other five left the steamer in a ship’s boat and were picked up by the crew of a lightship.
A surfman from the Cape Hatteras Station discovered Brewster on the shoals at daybreak of 29 November. Three life-saving crews the Cape Hatteras crew under oars in a lifeboat, the Hatteras Inlet crew in a power lifeboat, and the Creeds Hill crew under oars in a surfboat, put off to her assistance. On the way out the heavy seas seriously damaged the surfboat and her crew was compelled to take to the two other boats. Keeper Peel went aboard the lifeboat. From here he and B. B. Miller, acting keeper of the Cape Hatteras crew, jointly directed the ensuing rescue work.
When the lifesavers arrived at the wreck, the seas were breaking clear over her, at times hiding her from view. As it was impossible to board her, the lifeboat crew ventured in as close as possible under her lee. There, they dropped their anchors, while the powerboat stood by ready to lend any needed assistance. The steamer’s crew tied a line to a buoy and let it drift down to the lifeboat. The seamen were individually hauled into the rescuers’ boat by this line. After a dozen persons had been transferred, they were placed aboard the powerboat. A second boatload of 16 persons, all who remained on the wreck, was likewise taken off. Several of them were also passed to the powerboat.
Before the rescue was completed, however, the gale became so violent that it jeopardized those in the lifeboat. The two boats with their load of 53 persons reached shore, however, without accident. In addition to these Gold Lifesaving Medals, the gallant work of Peel and Miller, along with their respective crews, was rewarded by the German Government.
Schooner Betey and Polly ~ 25 January 1803
NORTH CAROLINA MARITIME MUSEUM
Beaufort, NC
www.ncmaritimemuseum.org
Sunday, April 22, 2012
Schooner Clare E. Bergen ~ 26 June 1905
On June 26 the lookout at Durants Lifesaving station discovered a vessel about 12 miles south of the station. As it was an inactive season the keeper called the keeper of Hatteras Inlet Station. They mustered a crew, rowed out to the vessel and found her practically sunk. The vessel proved to be the 481-ton Clara E. Bergen, which had been rammed by some other vessel and abandoned. The Bergen was built at Port Jefferson, NY in 1874.
The Evening Dispatch of Wilmington
June 28, 1905
The U.S. revenue cutter Seminole has received orders to search for and destroy the derelice Clare E. Bergen, which was abandoned 10 miles NE of Hatteras in 60 feet of water. The vessel was struck Sunday morning by the George Dumois, a fruit steamer West India bound, and was completely disabled, the crew being rescued by the crew of the Dumois. The bergen is a 450-ton coaster, built about 1875 and the tow boat people, it is said, did not regard her of sufficient worth to attempt to save her or get salvage.
Steamship Canonbury ~ 28 March 1888
Annual Report of the Operations
of the United States Life-Saving Service for the fiscal year ending June 30, 1888:
The British steamship Canonbury, of London, with a cargo
of sugar from Matanzas, Cuba, bound to Boston, Massachusetts, at half past 2
o’clock in the afternoon of this date, struck on the west end of Old Man’s
Shoal (Nantucket Island) five miles to the southeast of Surfside Station
(Second District) coast of Massachusetts. A fog had prevailed for several days,
and the captain, who had no observations after getting north of Cape Hatteras
(North Carolina) was uncertain of the ship’s position. Half an hour after the
accident the fog lifted a little, and the watch at the station descried the
vessel with a flag at half-mast. He gave the alarm at once, and the station
crew hastily manned the surf boat. The surf was very high and it was some
twenty minutes before they got out away from the beach. They then pulled for
the steamer, but when they had gone about four miles they met her crew of
twenty four men, who had abandoned her in two boars and were on their way to
the shore. The keeper turned back with them, and, when they were off the
station outside the surf, directed them to anchor. He then took a portion of
them into the surf boat and landed them. A large number of people had gathered
on the beach; with assistance from them the keeper launched the large surf
boat, and, making two trips out to the anchored boats, brought the remainder of
the crew safely to land. He had, before attempting to land through the surf,
directed the men to remain in the boat until she should strike the beach.
Nevertheless, one of them, as the boat was running in on a high sea, was thrown
into great consternation and jumped overboard. Surf man Gardner instantly
plunged into the water, seized the man with one hand, and, clinging to the boat
with the other, brought him to the beach. But for the presence of mind and
nerve of the surf man the man would probably have drowned. The heavy surf
rendered the landing of the unfortunate crew a very exciting affair, as the
people who saw it declare, while the rescued men and witnesses alike testify
that the whole exploit was marked by great coolness and skill on the part of
Keeper Veeder and efficiency and discipline on the part of the life saving crew.
The shipwrecked men were taken to the station and provided with dry garments
from the store of clothing sent by the Women’s National Relief Association.
Richard Williams, a seaman of the steamer, had been sick at the time of the
accident, and by order of a medical attendant he was removed from the station to
a neighboring cottage; but the exposure and fatigue of landing had been greater
than he could endure, and at 2 o’clock of the following morning he died. With
the exception of one man, the steamer’s people were fed and sheltered at the
station till the morning of the 30th, when the captain arranged for
other quarters for them. The vessel drove over the shoal during the night
following the casualty and drifted some five miles to the northeast, upon what
is locally known as Pochick Reef, where she sunk with the water up to her lower
yard. She was examined on the succeeding 1st day of April, with view to saving her engines, but the current
was so strong that divers could not work and the project was abandoned The
vessel subsequently broke up where she lay, and became, with her cargo, a total
loss. With the exception of the ship’s papers and the officers’ instruments,
nothing of importance was saved from the wreck.
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 Charles K. Mallory ~ 10 September 1821
The American schooner, Charles K. Mallory, Captain David Driver, arriving from St. Thomas wrecked September 10 on Cape Hatteras with a total loss of lives. This may have been the unidentified merchantman of about 125 tons that wrecked with a cargo of rum and total loss of lives at Cape Hatteras, September 1821.
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| The Evening Post, New York, NY, 27 September 1821 |
Friday, April 20, 2012
Barkentine Ephraim Williams ~ 22 December 1884
"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:
Benjamin B. Daily
Patrick H. Etheridge
Isaac L. Jennett
Thomas Gray
John H. Midgett
Jabez B. Jennett
Charles Fulcher
Patrick H. Etheridge
Isaac L. Jennett
Thomas Gray
John H. Midgett
Jabez B. Jennett
Charles Fulcher
Awarded 24 April 1885
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.
Thursday, April 19, 2012
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.)
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| 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
Bark Formosa ~ 20 February 1893
Struck on Outer Diamond Shoal and sunk; crew of 9 men landed in their own boat. Brought 7 to station and cared for them, the remaining two staying at Cape Hatteras Light-House. On 21st took 6 of them to Durants Station, where they were taken care of until the 23d, when they procured transportation to Philadelphia on schooner Addie Henry. On 22d transported master and two males to Big Kinnakeet Station, from which place they took steamer for Elizabeth City on the 23d. (See letter of acknowledgement.)
CAPE HATTERAS STATION, NORTH CAROLINA, February 20, 1893
I wish to acknowledge my thanks to the life-saving keeper and crew for services and kindness rendered to myself and crew after landing on the beach at the hour of 7 p.m., February 19, 1893. The barkentine Formosa struck on the outward Diamond Shoal, and immediately bilged and fell over on her beam ends, sea at the time breaking over the ship. No time was offered to signal the life-saving station. One boat was immediately launched, wind blowing a fresh gale from west-southwest. At 2 a.m. on the following morning landed three miles north of Cape Hatteras Light House, and was immediately discovered by life-saving crew, taken to station, and kindly cared for. J. SHEPPARD, Master ; H. PURDY, Mate ; G. Neuhaus, Second Mate
Sunday, March 18, 2012
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 Governor Ames ~ 13 December 1909
Sacramento
Union / December 13, 1909
SCHOONER SINKS; 14 DROWN.
CHARLESTON
(S.C.), Dec, 15. That the five-masted schooner Governor Ames, bound from
Brunswick, Ga., to New York, foundered and went to pieces near Cape Hatteras
Monday afternoon, and the captain, his wife and the crew of twelve men all
perished, is the story of Josiah Spearing, sole survivor. Spearing was picked
up yesterday morning, half dead from cold and shock. He said that the schooner
struck rocks about midday Monday in a high wind and a heavy fog. All attempts
to launch rafts failed. The captain’s wife was lashed first to one part of the
ship and then to another, a mast finally falling upon her and killing her.
Spearing was thrown into the sea, but crawled up on some of the cross ties and
held on until rescued.
The Wreck of the Governor Ames
By Steven Ujifusa (Philly History
Blog)
On December 9, 1909, the lumber
schooner Governor Ames set sail from
Brunswick, Georgia on a routine coasting voyage to New York. On board were 14
souls, including Captain King and his wife. Lashed onto her upper deck was a
cargo of freshly cut railroad ties, most likely headed for the New York Central
Railroad’s supply yard.
Captain King was in command of a
unique vessel. When launched in 1888, the Governor Ames (named after
Massachusetts governor Oliver Ames) was the only five masted schooner in the
world, and one of the largest cargo vessels afloat, grossing 1,600 tons and
stretching 252 feet in length. She was also an expensive ship, costing $75,000.
Her owners, the Atlantic Shipping Company of Somerset, Massachusetts, had built
the Ames for short cargo runs up and down the Eastern Seaboard, as well as
longer runs to South America. She was also swift, with a reputation of being
“speedy and a good sea boat.”
Yet the Governor Ames got off to a
bad start on her maiden voyage from Boston to Baltimore. In December 1888, she
was dismasted off Cape Cod and ran aground on Georges Bank. As the wrecked ship
groaned and wallowed in the Atlantic, the wet and shivering crew prayed for
help before the Ames broke up. “Here we remained clearing up and waiting for
assistance,” recounted J.F. Davis, the brother of the Ames’s captain. “Up to
Sunday we saw but few vessels, and they passed at a distance.” Sunday,
the fishing schooner Ethel Maude of Gloucester ran up to us, and we made a
bargain for a passage for myself and the two extra carpenters to Gloucester.
The extent of the damage at the time I left the vessel was about $10,000 due to
loss of spars.”
Miraculously, no lives were lost,
and the maimed Ames did not break up. Help arrived, and she was re-floated and
repaired by February of the following year. She departed New Haven, Connecticut
for Buenos Aires, Argentina carrying 2,000,000 board feet of lumber, expected
to sell for $15.50 per square foot. Three months later, she departed Portland,
Maine, carrying a similar sized cargo of spruce, valued at nearly $30,000 and
according to The New York Times, “the largest cargo, perhaps with one
exception, ever taken by an American vessel.” Ill-luck continued to dog the
Ames. She ran aground again in 1899, this time in the warm waters off Key West
while en route from Philadelphia to Galveston. To re- float her, the crew had to
throw 200 tons of coal overboard. This time, she suffered minimal damage.
After the Key West grounding, the
curse on the Ames lifted. When Captain King guided his vessel up the stormy
Atlantic Coast in December 1909, the Ames and been accident-free for almost a
decade. She had even survived a few brutal trips around stormy Cape Horn,
hauling New England lumber to Australia. Although the air was frigid and the
iron seas menacing, this run to New York would be a routine trip by comparison
to battling Cape Horn westerlies. The Governor Ames was a twenty-year-old
veteran.
The sailing ship did not die out
with the coming of the deep water steamer in the mid-19th century. Well into
the 1900s, soaring masts were a common sight along the Delaware River. Big,
steam-powered craft did wipe out the clipper ships and North Atlantic packets
on the ocean routes, but the versatile schooner remained popular for hauling
basic, low-cost bulk cargoes such as coal, timber, gravel, railroad ties, and
ice, especially to and from smaller ports that did not have railroad access.
The name of this three-masted
schooner depicted at Race Street and Delaware Avenue hasn't been lost to history.
There was little concept of tall ship “romance” when this photograph was taken.
People took these ships for granted. It was only after the schooners vanished —
supplanted first by the railroad and the Mack truck — did people lament their
disappearance. As singer-songwriter Stan Rogers said about the Nova Scotian
schooner Bluenose, she “knew hard work in her time. Hard work in every line.”
For two centuries, the schooner was
the served as the humble workhorse of the American mercantile marine, a common
sight in big harbors and small ports all along the Eastern Seaboard. They were
relatively cheap to build out of abundant native timber, especially in Maine.
According to naval historian Howard Chappelle, “in spite of the fact that ships
and square riggers have monopolized certain important trades, such as the
packet and East Indian, and though they handled large and valued cargoes
individually, the total tonnage and value of such cargoes were small compared
to that carried by the schooners engaged in the coasting and foreign trades.”
On December 25, 1909, as
Philadelphians gathered in warm, pine-festooned churches to celebrate
Christmas, a battered, badly-shaken Joseph Speering arrived in Philadelphia on
the steamship Shawmut. He was the sole survivor of the Governor Ames, which had
sunk off North Carolina’s Cape Hatteras in a gale twelve days earlier. He told
the press that everyone else on board had either been drowned or crushed to
death by collapsing masts, including the captain’s wife, who the crew had
lashed to the rigging in an attempt to protect her from the boiling seas
crashing over the schooner’s bulwarks. As the Ames’s wooden keel bounced up and
down against the rocky shoals, Speering jumped overboard and clung to a
floating hatch cover. He then watched the Governor Ames break up and sink.
All alone, Speering clung to the
hatch cover for over twelve hours before the crew of the passing Shawmut
lowered a lifeboat and plucked him from the frigid seas.
This information found at ClassicSailboats.org.
Schooner George R. Congdon ~ 31 January 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
Newspaper Article:
New York Times, February 1, 1901
Saturday, March 17, 2012
Schooner Harry Prescott ~ 18 January 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
Newspaper Article:
New York Times, January 21, 1912
Schooner Hilda ~ 6 February 1907
Following is the log of attempts to rescue the crew of the three-masted schooner Hilda, February 6, 1907. She grounded on inner Diamond Shoals 5 miles offshore in a heavy gale about 4 a.m. A heroic effort was made by crews from both stations to save those on board but all 7 perished:
2:15 a.m.—Surfmen B.F. Etheridge and U.B. Williams of Cape Hatteras Station discover vessel in the direction of Diamond Shoals. Burned three Coston signals.
2:30 a.m.—Keeper P.H. Etheridge, in the lookout tower of his station, could see the vessel in the moonlight. Was slowly moving southward.
4 a.m.—Vessel stopped, presumably anchored. Made no signal of distress. Lifesavers fired rocket to let her know they had her under surveillance.
6 a.m.—Lookouts at both Cape Hatteras and Creeds Hill stations reported distress signals from vessel. Rockets fired in response.
6:30 a.m.—Cape Hatteras surfboat launched.
7:20 a.m.—Creeds Hill surfboat launched.
8:00 a.m.—Two surfboats met near inner Diamond Shoals. Northwest wind blowing at gale force. Sea very rough. Temperature below freezing and still falling. Vessel a three-masted schooner hard aground on inner shoals five miles from Cape Point, and surrounded b huge breakers for half a mile in all directions.
8:15 a.m.—Surfboats attempted to go through breakers to stricken vessel, but thrown back by raging sea. Vessel now sunk, waves sweeping over her fore and aft. One man seen clinging to remnants of cabin.
9:00-12:00 a.m.—Repeated attempts made to reach vessel. All unsuccessful. Surfboats frequently almost submerged by tremendous breakers.
12:00 noon—Having exhausted every means of rescue and in constant danger of capsizing, surfboats head for shore.
12:30 p.m.—Mast of Creeds Hill surfboat breaks off. Boat wallowing in waves. Impossible to use oars because of size of waves and force of wind. Mast finally hauled aboard and patched up.
1:30 p.m.—Cape Hatteras surfboat reached shore safely.
4:00 p.m.—Damaged Creeds Hill surfboat finally beached near Cape Point.
February 7, 1907:
6:00 a.m.—Crews from both stations again assemble on beach to attempt rescue. Weather murky.
7:00 a.m.—Sky clears. Wind still blowing strong. Surf high. Schooner has completely disappeared, presumably broken up with loss of all hands.
That is the final entry. It was learned later, however, that the vessel was the 647-ton schooner Hilda of Philadelphia, which had been en route from Philadelphia to Savannah with a cargo of coal an crew of seven—all presumed lost. Just another routine entry in the lifesavers’ log.
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