Schooner Ario Pardee ~ 29 December 1884

Annual Report of the Operations of the United States Life-Saving Service for the fiscal year ending June 30, 1885:

Just before midnight of the 28th the south patrol of the Wash Woods Station (6th District), North Carolina saw a schooner close in, about a quarter of a mile south of the station. The sea was running high, and the weather was thick and foggy. He hurried to the station and reported his discovery to the keeper, who at once turned out the crew and had the beach apparatus hauled down the shore to a point abreast of the vessel and placed in position. Several shots were fired, but they failed to effect communication. Her red and white running lights were burning, but no signals of distress were seen. The sea was so bad that it was deemed hazardous to launch the surf boat before morning. After daylight it was seen the vessel was anchored just outside of the breakers and badly crippled. The keeper tried to communicate with her by means of the International Code, but no answer came, for the reason, as was afterwards ascertained, that she had no signals on board. She, however, set her ensign union down, as a signal of distress. By this time the crews of the False Cape and the Currituck Beach Stations arrived on the ground to render assistance. The surf boat was soon successfully launched and the vessel boarded. The keeper provided each of the vessel’s crew with a cork life preserver and placed them and their baggage in the boat, and at 9 o’clock had them all safely landed. The schooner proved to be the Ario Pardee, of Perth Amboy, NJ, from Rondout, NY, bound to Chester, PA, with a cargo of cement and a crew of four men. An hour later she parted her chains and drove upon the bar, where she soon began to break up. The crew were sheltered and fed at the station 12 days. The captain, having lost his shoes, was provided with a pair from the stock donated by the Women’s National Relieve Association. The vessel and cargo were a total loss. The following statement was handed to Keeper Corbel by the captain of the schooner:

WASH WOODS, NORTH CAROLINA, December 31, 1884

I sailed December 8, 1884, from Perth Amboy, with a crew of five men, all told, on the schooner A. Pardee, of Perth Amboy, bound from the port of Rondout, New York, to Chester, Pennsylvania, with a cargo of cement. Sailed at 7 a.m. Wind northwest. Passed Sandy Hook 11 a.m. When abreast of Long Branch, the wind shifted to north, and commenced to snow. At 6 p.m., wind blowing a gale from the north, took in sail, and run the vessel before the wind under a reefed mainsail and jib. Gale lasted fifty-six hours, in which we had continuous high seas, washing everything movable from deck; stove water casks and split sails. Afterwards took a gale from south, lasting about twenty-four hours, and run before that. Then took a gale northwest, and run that out. Then, wind shifting to northeast, made what sail we could and run for land. Made lightship off Five-Fathom Bank. When about five miles off took westerly gale, lasting twelve hours. Hove vessel to. When wind abated, made sail again and stood for land. Made Indian River Inlet, Delaware. Wind hauled to north. We tried to beat to Delaware Breakwater. When about five miles southeast of Cape Henlopen, blew away jib. Hove the vessel to again, wind blowing a gale and snowing. The next day, our boat being stove and the vessel leaking badly, spoke to steam Chattahoochie and asked to be taken off. The steamer made two attempts to take us off. They got one man by life buoy and line. The sea running very high and night coming on, she left us. We lay hove-to about sixty hours, when gale abated. Made what sail we could and steered west for land. Weather very foggy. At midnight December 28 we sighted a bright red light ahead [probably Currituck Beach light] and saw breakers. Let go both anchors. In a short time saw lights on shore and heard guns fired at intervals during the night. Heard two shots pass over the vessel, but could not find any line. At daylight 2th we discovered that we were near a life saving station and saw signals by flags. We had no code to answer signals. Set our ensign in distress. Soon life boat was launched and we were rescued, (about 9 a.m.) Vessel still afloat, but sea running very high. At 10 a.m. vessel parted chains and came ashore, and soon began breaking up. Vessel was about a quarter of a mile from shore, in two and a half fathoms of water, when we were rescued by Captain Corbel and his brave crew, and only for their aid we would most likely have all been lost. We, the master and crew of the schooner Ario Pardee, desire to return our most sincere thanks to Captain Corbel and his men for their timely rescue of us from our perilous position and their kind treatment of us since. HENRY A. SMITH, Master ; JOHN W. COMER ; OLE JENSEN ; JOHN FORCE

Newspaper Article:
New York Times, December 28, 1884

Schooner American Trader & Alonzo ~ August 24, 1841

The Baltimore Sun, Sept. 6, 1841

Steamship Banan ~ 17 January 1891

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

CURRITUCK BEACH, NORTH CAROLINA, January 18, 1891

"DEAR SIR: I beg to state that my vessel, the Norwegian steamship Banan, stranded on the beach about two miles south of the Currituck lighthouse in very thick weather and a heavy sea from northeast, at 8 o'clock yesterday morning. The vessel had been working full speed astern for about two minutes before striking, and continued doing so for about half an hour after, but when it was seen to be of no avail, and the sea was breaking heavily, we fired five distress signals at a few seconds' interval, to call for help. Shortly after 9 o'clock, when the coast was discerned from the vessel, the lifeboat was there reach to be launched. About 9:30 the boat came alongside and took off my wife and some of the seamen. About one hour later the boat came out again and took off a few more, leaving on board both mates, chief engineer, steward, five sailors, and myself, who did not want to leave the vessel. I find it a pleasure to state that Captain Scarborough and his crew worked with the utmost dispatch, and, considering the heavy breakers, handled their boat admirably and took all that were landed ashore without any misfortune. I have also heard today from my wife and the part of the crew that were on shore during the night, that they have been treated very kindly in every respect. For these services I hereby offer, both in their name and in my own, most sincere thanks. I am, dear sir, yours truly, THO. HANSEN, Master of Steamship Banan."

Schooner Baltic ~ November 1857

The Baltimore Sun, Maryland, Nov. 17, 1857

Schooner Jennie Beasley ~ 26 January 1886

Annual Report of the Operations of the United States Life-Saving Service for the fiscal year ending June 1886:

At 8 o’clock on the night of the 26th, during the prevalence of a northeasterly storm with thick weather, the schooner Jennie Beasley, of Bucksport, ME, was wrecked on the coast of North Carolina, about one mile north of the Currituck Inlet Station (6th District). She had 7 persons on board, including the captain’s wife, and was bound from Clark’s Cove, MA to Wilmington, NC, with a cargo of guano. She struck about 300 yards from the shore, and was discovered at half-past 8 by the patrol, who gave the alarm as quickly as possible. An hour later the crew were on the ground with the beach apparatus, the sea being too rough for boat service. The vessel by this time had worked in to within 200 yards of the beach, and, although the weather was so thick that she could scarcely be seen, they were successful in establishing communication with the first shot. The whip was at once hauled off and the hawser followed, and then matters came to a stand through the fouling of the gear, owing to the strong current alongshore and the innumerable stumps and roots of trees which studded the beach far out beyond low water mark, the lines becoming so twisted and entangled that it was impossible to clear them until daybreak. It should be stated that before the hawser was sent off the Currituck crew had been reinforced by portions of the crews of the Wash Woods and Whale’s Head Stations, the next adjacent stations north and south, whom keeper Etheridge had summoned by telephone to his aid before setting out. It was a weary watch during the remainder of the night, the weather being rainy and cold; but day broke at last upon the scene, and as soon as it was light enough the men lost no time in clearing the entangled lines, although it was a difficult task, as they had to wade out into the surf almost neck deep to accomplish it. When everything was in readiness the breeches buoy was sent off, and by 8 o’clock (27th) the unfortunate people were ashore and safely housed at the station, where their dripping garments were quickly replaced with dry ones from the supply donated by the Women’s National Relief Association. On January 31st the station crew aided in stripping the wreck of sails and rigging and getting them ashore. As the bay was frozen over and no communication could be had with the mainland, the sailors were compelled to remain at the station Until February 2d, a period of eight days, or until an opportunity offered for sending them by steamer to Norfolk. The captain remained still longer to sell the wreck at auction and close up his affairs. He left on February 11th.

Bark M.A. Forbes ~ May 1870

The Baltimore Sun, May 7, 1870

Schooner Mattie E. Hiles ~ 30 October 1892

Annual Report of the Operations of the United States Life-Saving Service for the fiscal year ending June 30, 1893:

Sinking; master beached vessel to save her; strong surf running. Landed crew of 5 men in surfboat and cared for them at station for 8 days, during which time life saving crew removed from schooner all articles that could be saved. (See letter of acknowledgement.)

CURRITUCK BEACH, NORTH CAROLINA, November 5, 1892

DEAR SIR: I wish to express my sincere thanks to you for the services and assistance rendered me by Captain T.J. Tillett and crew, of the Currituck Inlet Life-Saving Station. On the morning of October 30, I was compelled to run my schooner, the Mattie E. Hiles, of Newbern, North Carolina, ashore to keep her from sinking at sea with me. Without their assistance we would have been been bothered to land on said beach, but nearly as soon as we struck the outward reef they were alongside. I can not forget Captain Tillett’s kindness to me and my crew. Respectfully yours, DAVID IRELAND

Sloop Oran Sherwood ~ 29 October 1837

New York Evening Post

"The sloop Oran Sherwood, Bailey, from New York via Cape Henlopen, bound to Apalachicola, run on shore on Sunday last, 28th, on Currituck Beach about 47 miles south of Cape Henry, during a heavy gale from the northward and thick weather—crew saved, vessel probably bilged."

The Evening Post, November 6, 1837

Steamer Teesbridge ~ 14 January 1909

NORTH CAROLINA MARITIME MUSEUM

Beaufort, NC

www.ncmaritimemuseum.org

On this day in 1909 the 3,898 ton British steamer Teesbridge bound from Marseilles France to Hampton Roads, Virginia wrecks 2.5 mi N of the U.S. Life-Saving Station Currituck Beach. Crews from Currituck Beach and the Penneys Hill Station to the north respond and rescue all 24 persons on board. 

1923 Chart Showing Location of the
Whales Head Station

Currituck Beach Station, also referred to was Whale Head, was formerly known as Jones Hill, the Penneys Hill Station was formerly the Old Currituck Inlet Station.