Schooner A.B. Goodman ~ 4 April 1881

Annual Report of the Operations of the United States Life-Saving Service for the fiscal year ending June 30 1881:

The last fatal wreck of the year, within life-saving limits, was that of the schooner A.B. Goodman, of Seaford, DE, bound from Baltimore, MD, to New Berne, NC, with a cargo of guano, and having on board 5 men, including the captain. The wreck took place on April 4, 1881, at about half-past 6 o’clock in the evening, the vessel striking during a northwest gale, upon the outer edge of the inner shoal off Cape Hatteras, and being at once boarded by the sea, there was only time in the overwhelming rush of waters for the men to fly to the rigging; in the effort to gain which, one of them, Louis Beck, was swept overboard, and drowned.

     The point at which the disaster took place was about three miles from shore, and six miles east of Life Saving Station No. 22 (6th District), North Carolina. This station is built upon the rise of an eminence known as Creeds Hill, and its north patrol reaches for 6 miles around the edge of the dreaded cape. Looking from the station, the view toward the cape presents to the eye the aspect of an immense desert of sand, strangely and fantastically sprinkled all over with gnarled and twisted trunks of black, dead trees. In winter, or during the inclement season, nothing more dismal could well be imagined than this Sahara, with its thin remnant of a former vegetation killed by the salt tides. The level is only diversified by occasional mounds of sand, and, here and there, pools of sea water, left by some overflow in the hollows. Behind, or to the west, a forest of pines and live oaks, dense and almost impenetrable, stretches away northward to Hatteras light house. All around the cape for two miles, in storms at flood tides, a heavy sea swings across the low and somewhat shelving beach, in among its bordering hummocks, and back again with violence, ploughing gullies as it runs. The surf makes the sand a quag, quick-sands form in the gullies, and the solitary patrolman, making his way along the top of the beach in the darkness by the dim light of his lantern, faces the chances of destruction, being liable to be swept off his feet by the rush or refluence of the surf, sucked down in the gullies by the quick-sands, or struck by some fragment of wreck-stuff shot forth by the breakers. Yet this dreadful watch is made necessary by the presence of shore of a nest of shoals, range after range, which are the terror of navigators. The first, a mile wide, stretches from the point of the cape between two and three miles seaward, covered with a depth of only seven feet of water, which in storms are miles of raging foam. This formation is, in fact, a submarine prolongation of the cape. Beyond it, separated by half a mile of channel, is another formidable shoal, the Diamond, two miles long; and beyond this again, another range of shallows, the outer shoals. For 6 or 7 miles out from shore, these terrible bottoms spread their ambush for shipping, and hence the watch in this locality for vessels in danger requires to be particularly kept around the point of the cape, no matter at what toll or hazard to the sentinel. On the evening of the disaster to the A.B. Goodman, the patrolman, pursuing his journey through the floods sheeting across his way, in the midst of a squall of rain and snow, saw far off, despite the distance and thick weather, the dim outlines of a vessel, and knew by this indication that there was some sort of a craft in the neighborhood of the shoals, though exactly where, or whether in danger, it was impossible to determine. The fact was reported by 10 o’clock to the keeper, B.B. Daily, who was up at dawn, and saw the schooner evidently aground, and, in fact, sunk, on the outer edge of the first range of shoals. He at once ordered out the surf boat to the rescue.

Benjamin B. Daily

     The storm of the evening before had been brief, and the wind, blowing freshly from the north-northwest, had beaten down the surf upon the beach. The sea, therefore, was smooth for launching, but beyond, it was very heavy. Heaps of rough water incessantly tumbling, and thickets of bursting form, filled the offing, and the current running one way, while the wind was the other, made an ugly cross sea. The little group of surf men about to enter upon this stormy field had still a more serious peril before them than the chance of being overswept or capsized by the colliding waters. Their boat being light and flat-bottomed, the breeze, which was strong, and off shore, might make return impossible, and force them out to sea, where they would almost certainly be lost.  Nevertheless, as the stout keeper naively said in his testimony, “they knew it was their duty to do what they could, so they did it.” The group was composed of the keeper, B.B. Daily, and Surfmen Thomas J. Fulcher, Damon M. Gray, Erasmus H. Rolison, Benjamin F. Whidbee, Christopher B. Farrow, and John B. Whidbee, the last named a substitute for a member of the crew absent on leave. One of the crew, Z. Basnett, was left in charge of the station. It is certain that none of the others counted upon returning alive. The disposition of their slender effects was a part of the charge given to surfman Basnett by his companions in case they perished. Having thus made each his simple will, as men facing the issues of life and death, they entered the boat and gave way.

     For a long way out the surf boat kept the lee of the cape, where the surf, flattened by the off shore wind, was comparatively smooth. Once beyond the point of the cape, they entered the rough water, and their gravest peril was encountered when, rounding the end of the inner shoal, they gained the slue or channel, lying between the inner and Diamond Shoals, down which they had to row for perhaps a mile to the locality of the wreck. In this channel, all there was of the cross sea was in full career, and the greatest circumspection was necessary in the management of the boat. Finally, at about half-past 7 o’clock, two hours after starting, the life saving crew arrived near he wrecked schooner.

     She was completely sunk, her hull all under. Only her two masts stuck up from the swirling water, and perched up in the main cross-trees, wrapped in the main-gaff topsail, were huddled the four wretched survivors of her crew of five. After three or four daring and dangerous attempts to get near, baffled by the strong current and the vast commotion of the sea above the sunken hull, keeper Daily hailed the wretched group up on the mast, telling them to keep good heart and that they would be rescued as soon as possible; then dropped astern about three hundred yards and let go the anchor, having decided that it as necessary to a successful effort to wait. The efforts already made had consumed much time, and the boat anchored within an hour of noon. An hour afterward, the flood-tide somewhat smoothed the break of the sea over the sunken hull, and the life saving crew got up their anchor, worked p to the windward of the vessel, where they again moored, and then slowly and cautiously, by slacking on the anchor line, let the boat veer down toward the main mast of the wreck. Once within range, the keeper hove his boat hook, by a line attached, into the rigging and held on. The fateful moment had arrived, the boat was slacked in, so that the keeper could get hold of the first man hat came down from aloft, and the first mate slowly descended the rigging. As he came within reach, the keeper, standing n the stern of the boat, seized him, but the man, terrified at the frightful rush and roar of waters beneath him, and doubtless unmanned by cold and hunger, and the may hours of horror he had undergone, broke from the keeper’s hold and clambered up the rigging again. The boat was hauled back a little, and the keeper spoke up cheerily, encouraging the men in the cross-trees, and declaring they would all be saved. Presently, the line was again slacked, the boat veered down, and the mate once more descended. His fright again seized him, but the keeper, forewarned, got a mighty hold, and by sheer force, jerked him out of the rigging and landed him in the boat. The captain then came down, was seized by the keeper the moment he came within reach, and torn from the shrouds. The other two men, emboldened by this energetic succession of deliverance, slid down the rigging and jumped into the boat without aid. Quickly the keeper then let slack his warp, recovered his boat hook, and gave the word to haul back to the anchor. Three of the rescued men were seated on the thwarts, the captain in the stern sheets, the anchor was got up, and the hard work of the return began.

     By this time the wind had changed to the west-southwest, blowing freshly, and so roughening the water on the south side of the shoals—which was the side on which the approach to the wreck had been made—and the keeper decided it would be safer to attempt the landing on the north side, or near Hatteras lighthouse. The men gave way with a will, wind and sea against them. The light keepers watching them as they toiled upon the running swells, had some time before made up their minds that they would not be able to get to land that night, if they ever did. But the strenuous effort conquered, and somewhere about 2 0’clock the life saving crew, dripping and exhausted, gained the beach, near the lighthouse tower, with the sailors they had saved.

     These sailors were at once taken up to the lighthouse by the keepers, where a meal was set before them. No food had passed their lips since about 11 o’clock of the day previous, and they were nearly perished with cold and hunger. Their rescuers were in little better case, having eaten nothing since 4 o’clock the day before, a period of about twenty-two hours. Nevertheless, without waiting to share in the repast of the sailors, they set off to their own quarters, a tramp by the shortest cut across the cape of nearly five miles. Thy reached the station greatly exhausted. All of them had been out on the tempestuous patrol or some part of the night before, some of them from 2 o’clock in the morning until dawn. From this night of broken rest they had passed abruptly to 8 hours of tragic labor under the shadow of death upon the sea. Their valiant rescue achieved, there still remained this long trudge, which left them finally at the station, a group of haggard, worn out men.

    Descant is unnecessary upon the feat they performed in saving the four sailors. Such deeds attest themselves; and there are few scenes in human life more deeply affecting than the spectacle of this crew of poop men making their wills upon the beach, and leaving their small store of effects in charge of a comrade for the benefit of their families before entering upon a struggle of deadly peril for the lives of four unhappy creatures, who, in their dying misery, must have thought themselves abandoned forever by men, if not beyond all human aid. To have done this—to have quietly resigned the certainties for the chances of existence in such a case and under such circumstances—was more than noble; and there are no hearts, however cold, that will not feel that in this action the unassuming surfmen of an obscure coast reached again, as many low-down and almost nameless men have often reached, the full stature of heroism.

Newspaper Article:

The Norfolk Virginian
April 6, 1882

A schooner also went ashore on the Diamond shoals yesterday, in regard which two messages were sent to the chief signal officer, the last one, dated 3:20 p.m., reading as follows.
     Schooner ashore on Diamond Shoal proves to be the two-master schooner A.B. Goodman, G.F. Seward captain, bound from Baltimore, Md., to Newberne, N.C., loaded with guano; five men all told, saved; one seaman lost; crew saved by Life Saving Station No. 22 who started for the wreck at 6 a.m. today; vessel struck at 7 p.m. yesterday and crew taken off at 11 today. She will probably be a total loss; going to pieces now.

Brigantine Annchen ~ 17 July 1888

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

Towards evening of the first of these dates, a vessel was seen approaching the North Carolina coast, a few miles to the westward of Cape Hatteras, and shortly after 7 o’clock she stranded between the Creeds Hill and the Durants Stations (6th District), North Carolina and nearer the first-named. This being the inactive season, the life-saving crews were disbanded, and the keepers were therefore delayed in proffering assistance through having to send some distance to summon their men. No time, however, was unnecessarily lost, the keepers having sent out as soon as the vessel’s signal of distress (a small flag at half-mast) could be seen. The life saving crews arrived at the wreck at about 8 o’clock and found her to be the German brigantine Annchen, of Papenburg. The sea being smooth, the crew had landed in their own boat, and the life savers returning ashore, found them abreast of the vessel. There were 7 all told. The brig had loaded spirits of turpentine at Savannah, GA, and was bound to Glasgow, Scotland. Early in the morning of the 16th, when some 42 miles off shore, she had sprung a bad leak, and being unable to make any harbor the captain found it necessary to beach her. The crew were taken to the Durant’s Station, where they remained two days. During the forenoon of the 28th the Creed’s Hill crew took the captain on board his craft and helped to save a number of articles of value. The greater part of the cargo was subsequently saved in a damaged condition, but the vessel became a total loss.

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 29^th 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.

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

Awarded 6 December 1911

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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.

Bett’s Dream and the Wreck of the Banana Boat

Schooner Benjamin Russell ~ 30 March 1903

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

Dragged ashore ¾ of a mile SE from station at 5:30 a.m., during a fresh gale with rough sea. The disaster was at once discovered by keeper, and the lifesavers transported beach apparatus alongshore to a point abreast the vessel. The first shot from the Lyle gun fell short, but the schooner soon worked inshore and the second shot reached her, when the crew of five men were safely landed in breeches buoy; the Cape Hatteras surfmen, who had also discovered the wreck, arrived in time to assist in the work of rescue. The shipwrecked men were provided with dry clothing from the stores donated by the Women’ National Relief Association and succored at the station until April 4. Six wreckers were also given shelter on the 3^rd and 4^th. The Russell was floated by the wreckers on April 10, having sustained damage estimated at $200.

CREEDS HILL LIFE-SAVING STATION, NORTH CAROLINA, April 2, 1903

“MY DEAR SIR: I wish to thank the gallant crew of this life-saving station for the able and willing assistance they gave after the stranding of the schooner Benjamin Russell. The work was hard and exposed, owing to the surf running high and wind and rain, which made it very hard to get their line to us, but they worked faithfully, and in twenty minutes after the shot line struck the vessel we all landed safely in breeches buoy. We were brought to the station and given dry clothes and a good warm breakfast, and all are thankful to our preservers for the comfort they so willingly gave. STEPHEN WOOLEY, Master.”

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.

Diamond Shoal Lightship 69 ~ 17 August 1899

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

Parted moorings during the terrible storm and stranded at 3.30 a.m. 1 mile SSW. of station. Surfmen hastened to the scene with the beach apparatus. They fired a shot line across the wreck and safely landed the crew of 9 men in the breeches buoy. Took them to station in a much exhausted condition and provided them with dry clothing from the supplies of the Women’s National Relief Association. They were succored at station until the next day, when, having recovered their strength, and the storm having abated, they boarded their vessel again. Wreckers were sent for, and efforts were made to save the vessel. On September 12, the weather being rough, the life savers assisted the crew to land, and succored them at station until the next day, when they were able to return to the wreck. On September 19 it was necessary for the crew to quit the wreck once more, and the station crew hauled them ashore. This time they stayed at the station until the 21st, and then went back on board. Soon afterwards the Merritt Wrecking Company succeeded in hauling her off the beach and towed her to Baltimore for repairs. (See letters of acknowledgment.)

CREEDS HILL LIFE-SAVING STATION, August 26, 1899

SIR: In behalf of the crew of the Diamond Shoal Lightship, No. 69, which stranded near Creeds Hill Life-Saving Station on the morning of August 18 in the hurricane from the southeast, we, the undersigned, wish to thank the Life-Saving Service for the timely assistance which was rendered us by the Creeds Hill life-saving crew.

     At 5 a.m. we discovered the life-savers coming to our rescue. The weather was thick and rainy and blowing a hurricane. All hands were in the rigging and the seas were breaking completely over the vessel. We were all landed safely and taken to the station in an exhausted condition, where e were kindly treated by Captain H.W. Styron and his crew, for which we desire to tender our thanks. J.I. BOWLING, Master ; H.D. RULEY, Assistant Engineer ; JERRY PERRY, Fireman ; GEO. H. WILLIS, Cook ; HENRY ADDICKS, Seaman

Diamond Shoal Lightship 69

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 G.W. Carpenter ~ April 1867

The Charleston Daily News, May 20, 1867

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

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.

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