Schooner Anna R. Heidritter ~ 3 March 1942

The Heidritter was the last of the great 20th century sailing ships to wreck on North Carolina’s coast.

Built in Bath, ME, the Cohasset burned to the waterline on January 22, 1907 while in Baltimore Harbor. She was rebuilt in Maryland as the Anna R. Heidritter and launched in 1910. She had survived a U-boat attack in WWI and carried bullets in her masts from the encounter. Captain Bennett Coleman commanded her since 1919.

Tracking the Anna R. Heidritter

An article appearing in the New York Times on November 15, 1928 indicated that the schooner had sent out an S.O.S on Tuesday night. However, owner Edward L. Swan (of 26 De Koven Court, Brooklyn) reported it was in no danger. A communication from the Navy station at Norfolk, VA forwarded a message from the steamship K.R. Kingsbury reporting, "Passed four-masted schooner Anna R. Heidritter at 5:45 p.m. Schooner flying signals of distress. Boats gone, also provisions. Request one boat and provisions from revenue cutter. Position: latitude 31:58 north, longitude 75:08 west. Holding under easy canvas." The Kingsbury said that the schooner resumed course after relaying the message. This position would have put the schooner about 30 miles off Fernandina, FL, indicating she had blown off course during a storm.

The New York Times reported on February 12, 1936 that the Heidritter, which had left New York for Charleston, SC 32 days prior with 1,200 tons of coal, was in tow the evening of February 11 and on her way to St. John's Light, FL after having been battered by storms. At the time of her rescue she was 300 miles S.E. of Charleston and about 300 miles off course. Mr. Swan reported that the ship had most likely been blown by a northeast wind across the Gulf Stream and required an easterly wind to get her back. Earlier weather reports told of gales in the Southern waters. The Coast Guard reported that the ships plight had been observed and reported by the passing steamship Raleigh Warner at Jacksonville, which then sent out the Coast Guard cutter Yamacraw to take her in tow. The New York offices of the Coast Guard reported that the schooner had lost her sails and her supply of water was gone. Otherwise, she was in good condition.

On November 28, 1937 the Coast Guard reported the cutter Champlain had taken in tow for New York the Anna R. Heidritter. Apparently the night before she had collided with the Red Star liner Pennland about 40 miles east of Sandy Hook. The schooner suffered damage to the bowsprit and fore-rigging.

While carrying log wood from Charleston to Pennsylvania she hit a storm off Ocracoke and was washed up on a bar on May 2, 1942. After seeking refuge near Hatteras Inlet her anchors parted and she was driven ashore. With her back broken, the crew lashed themselves to the masts.  All 8 on board were eventually saved.

Nine days after being rescued, Captain Coleman died in an auto accident in New Jersey. He was 63 and the youngest of his 8 crewmen. “He was one of the most able shipmasters I ever knew and a gentleman at all times,” wrote Mr. Swan. “None of us carried insurance. Captain Coleman was our insurance policy.”

Bark Astoria Mitchel ~ 27 January 1842

The Republican, Carthage, TN
Friday, March 4, 1842; pg. 2; column 1:

The bark Astoria Mitchel[l], which sailed hence on the 16th of January for New York with a cargo of molasses, flour, whiskey, etc., struck on the Round shoal of Cape Hatteras on Saturday night, January 27th, at 9 o'clock and soon after beat over the breakers and at 10 sunk. The captain, crew and passengers were all saved.

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

---

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

U.S. Transport City of New York ~ 15 February 1862

This original Civil War Harper's Weekly newspaper features a stunning illustration of the wreck of the City of New York. This ship was one of the Burnside Expedition War Ships. A complete Description of the Disaster Can be found on Page 111.

Schooner C.A. Johnson ~ July 1872

While en route from New York City to Washington, her rudder gears gave way and she wrecked at Hatteras Inlet. According to the Wilmington Weekly Star, July 5, 1872 "The cargo was saved, in a damaged condition, by the Ocracoke wreckers. The steamer Stevens took two lady passengers to Washington."

Schooner Eunity B. Wharton ~ 31 December 1877

The 133-ton schooner Eunity B. Wharton went ashore in Hatteras Inlet. Then, during a gale on January 4, 1878, she sank turning bottom up. The Wharton, under the command of Captain Harry Allen, was enroute to New York from Pantego with a load of shingles and timber. The cargo and vessel were totally lost. The wrecking schooner Metor ran aground while trying to get her off.

Steamship Fairbanks ~ 19 November 1870

The 482-ton steamship Fairbanks, en route to New York City from Washington with a cargo of cotton and turpentine, was forced inside the inlet where, in spite of all efforts to save her, she burned for a loss of $35,000. The crew escaped with a few personal belongings.

Wilmington Journal, Wilmington, NC, 9 December 1870

Bark F.L. Carney ~ 22 January 1882

Annual Report of the Operations of the United States Life-Saving Service for the fiscal year ending June 30, 1882:

The body of one of the sailors of the bark F.L. Carney, the loss of which occurred on January 22 at a place outside of the scope of operations of the service, identified as that of Thomas Manning, of New York, was found on the south side of Hatteras Inlet, by the crew of Station No. 23 (6th District), North Carolina who brought it across the inlet, made a box, and had the corpse buried. (NOTE: 19 killed in this wreck.)

Schooner George W. Wells ~ 3 September 1913

The George W. Wells was the first six-masted schooner ever built and
the largest sailing ship to wreck on the Outer Banks. The interior of her cargo
holds was compared to the interior of a cathedral.

SCHOONER GEORGE W. WELLS WRECKED BY STORM NEAR HATTERAS
Special to The Washington Post

Norfolk, Va., Sept. 4 -- Life-savers of Hatteras, Ocracoke, and Durants Neck stations established a new record for bravery when they rescued 20 men, 2 women, and 2 children from the six-masted schooner George W. Wells, which went ashore yesterday 3 miles north of Hatteras Inlet, during the terrific storm which swept the Virginia and North Carolina coast. The schooner, which was one of the largest afloat, is a total wreck.
     The vessel was bound from New York to Fernandina light. When discovered by life-savers the men and women were clinging to the vessel's riggings.
     The wind was blowing 70 miles an hour, and the rain fell in torrents. After several unsuccessful attempts the life-savers finally succeeded in reaching the schooner and all were taken off.
     An unknown schooner, with only one mast standing and no signs of life on board, is ashore 3 miles north of Ocracoke. The revenue cutter Seminole has gone to her assistance. Two miles farther south an oil steamer flying the British flag is also ashore. Life-savers have been unable to learn her name, but are making strenuous efforts to reach her.

SCHOONER THAT WENT ASHORE HAS GONE TO PIECES --
LOSS OF LIFE SMALL
The Lowell Sun, Massachusetts

NORFOLK, Va., Sept. 5 -- With the telegraph wires still down it was impossible today to get detailed information of the havoc wrought by Wednesday's storm on the North Carolina coast between Cape Hatteras and Ocracoke on the lower coast. The six-masted schooner George W. Wells, which went ashore short of Hatteras, has gone to pieces.

The twenty men, two women and two infants rescued from the schooner are being temporarily cared for in the vicinity of the Ocracoke Inlet and Durant lifesaving stations.
The schooner reported ashore three miles north of Ocracoke turns out to be a four-master sighted in distress 12 miles off shore with her main top-mast and bowsprit gone. This vessel is believed to have been the schooner Annie R. Heidritter, heretofore reported drifting helplessly eight miles southwest of Diamond Shoals.

Unless the Ocracoke disaster is confirmed, the loss of life appears to have been very small.

CAPT. JOSEPH H. YORK
Information found at www.villagecraftsmen.com. Photos courtesy of Capt. York's great great grandson, Jean-Pierre Fortin

.
As the George W. Wells approached the shore, Capt. Joseph H. York ordered her anchors lowered, but the chains parted, and the Wells was driven onto the beach near the present day pony pen.

     Surfman Roscoe Burrus at the Hatteras Inlet station had spied the Wells. Well aware of the difficulty of attempting a rescue in hurricane force winds, Keeper Barnett requested assistance from Durant’s Station on Hatteras Island. Crews from all three stations arrived at the wreck between 3 p.m. and 4:30 p.m. Reports indicate that they participated in one of the most daring and courageous rescue operations ever recorded.

     Surfmen from the Hatteras Inlet station had harnessed ponies to their beach apparatus cart which was heavily loaded with breeches buoy, pulleys, sand anchor, various sizes of hemp line, brass Lyle gun and other equipment. The sea tide was rushing over the beach, inundating the cart as every wave passed by. After two miles the ponies balked and refused to continue. Without hesitation the surfmen hitched themselves to the cart and pulled their equipment the remaining six miles, often in water up their waists and through quicksand, to the site of the wreck.  

     Keeper Barnett’s first two shots from the Lyle gun fell short of the Wells. He fired five more shots, but none succeeded in getting the breeches buoy to the schooner. The last line parted as it was being hauled to the vessel.  

     Finally Capt. York tied a line to an empty oil barrel and sent it adrift. After an hour the life savers were able to reach the barrel by wading into the sea up to their necks. Soon afterwards they were successful in sending the breeches buoy out to the stranded schooner. Captain York secured the hawser high up on one of the masts, and signaled that he and his crew and passengers were ready to abandon ship.

     By 11 o’clock that night all 26 people (20 crew members, three women, and three children) and a large Saint Bernard dog were brought safely to shore. One of the passengers was barely able to keep his two year old child’s head above water as they were pulled to safety. Capt. York was the last to leave his crippled ship. He carried the Saint Bernard and a red lantern, the latter of which he dropped into the ocean just before landing on shore.

Schooner Georgia A. Gaskins ~ Summer 1919

The Independent, Elizabeth City, NC, 11 July 1919

Schooner Ida Nicholson ~ 19 February 1869

Annual Report of the Operations of the United States Life-Saving Service for the fiscal year ending June 30, 1869.

Chartered out of Baltimore to deliver 101,600 bricks for the construction of the 1870 Cape Hatteras Lighthouse, a tenth of the one million needed to build the nation’s tallest sentinel. Caught on a lee shore and stranded three miles from Hatteras Inlet during a severe winter gale. Its cargo was a total loss.

Sloop John Wesley ~ 5 December 1921

Annual Report of the Operations of the United States Life-Saving Service for the fiscal year ending June 30, 1921:

On the evening of December 5, 1921 the sloop John Wesley drug anchor during a winter storm and went aground at 5:00 a.m. She was four miles NW of the Hatteras Inlet station.
     At first light Surfman W.H. Gaskins reported the incident to Officer in Charge Barnett. The lifesavers arrived at the scene at 8:20 a.m. to discover the vessel with the water too shallow and the seas running so high that they could not approach the sloop in the lifeboat. They returned to the station for a smaller boat and were finally able to get through the breakers to the sloop.
     Upon their arrival they found the Wesley, commanded by Mr. J.J. Gannon, of Old Point Comfort, VA, fast aground on the reef, pounding very hard with every wave and leaking. The lifesavers worked unsuccessfully to float the vessel before returning to the station so the captain could send a telegram and for Barnett to notify the superintendent to request the assistance of the Coast Guard cutter Pamlico.
     When the wind began to increase, making it extremely unsafe for the other men to remain on the sloop, the lifesavers returned and brought them to the station. The following morning the crew went out to investigate the condition of the sloop. Barnett reported:

"... on arrival found - that she had gone further on reef, also there was about 18-inches of water in the hole. Cutter arrived at 10 a.m. but could be of no assistance ... I brought all of the personal effects of the crew to the station, after an unsuccessful effort to pull the sloop with the windlass. Dec 12 ... make a trial to float it on high water. On Dec 14, there being a higher tide than usual, made another effort to float it, but after many hours of strenuous work and unsuccessful efforts had to give it up for this day. On Dec 15 ... on arrival found that it was filled with water and sand. On investigating found it was working to pieces and no chance to save her. Give her up as a wreck, the owner selling it."

The Wesley was en route to Tampa, FL from Hampton, VA. The five crewmen spent 15 days at the station, where they furnished their own meals.

Schooner J.W. Haig ~ 26 September 1882

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

The schooner J. W. Haig (perhaps James W. Haig), of and from Philadelphia, for South Creek, NC, with a cargo of hay and salt and carrying a crew of 5 men, went ashore at dusk in the evening of the 26th on the Middle Ground near Bird Island, in Hatteras Inlet, about 7 miles west southwest of the Durants Station (6th District),  North Carolina. She was discovered by one of the station men when he reached the southerly limit of his patrol at daylight (27th), and reported as soon as possible to the keeper. The surf boat was launched, and, after a long and arduous pull the life-saving crew reached the vessel, but their offer of assistance was declined with thanks, the people being in no danger and busily at work stripping her. Although no service was rendered in this case, the station crew deserves credit for their vigilance and activity in pulling so great a distance, the journey to the vessel and back being fully 15 miles.

Schooner Kate Miller ~ 22 November 1881

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

The schooner Kate Miller, of Philadelphia, bound from Wilmington, Delaware to Galveston, Texas, with a crew of seven men and a cargo of railroad-iron, sprung a leak on the voyage and attempted to put into Hatteras Inlet, North Carolina, for a harbor. While at anchor off the bar, in charge of a pilot, during a heavy northeasterly gale, with a heavy sea, the leak increased so that the vessel was in danger of sinking. The cables were slipped and the vessel ran ashore in the breakers, about a mile south of the inlet. It was about 3 o’clock in the afternoon when she stranded. The crew and pilot, eight in all, landed in the schooner’s yawl, and, after setting up a signal on an adjacent hill, took refuge in an old hut near the beach. The weather being thick and rainy, the wreck was not discovered from Station No. 23, Sixth District (Hatteras Inlet, North Carolina) about six miles distant, on the other side of the inlet, until the next morning at about half-past five. The life-saving crew started at once in their surf-boat, and after crossing the inlet landed on the inside and hauled the boat over to the surf-shore, from which point they pulled out to the vessel. They reached the wreck at 10 o’clock, and collecting the personal effects of her crew carried them ashore. As nothing further could be done on board, the keeper made preparations to convey the sailors across the inlet to the station. The wind was so strong that he could not pull it with the surf-boat, so he engaged the services of a sail-boat, and by that means sent them over to the station, promising to follow as soon as possible. By 1 o’clock in the afternoon he was able to start across with the surf-boat, the farther shore being reached at 3 o’clock, after a very hard pull. As the men were fagged out, and unable to get the boat any further, he beached her in a safe place inside the inlet, and then all hands walked to the station, where they arrived at 5 o’clock. They found the schooner’s crew had arrived some hours previous. The latter were sheltered at the station for four days. The vessel rapidly settled in the sand and became a total loss, but a portion of the cargo was afterwards recovered by the wreckers.

Wilmington Morning Star, Wilmington, NC, November 27, 1880:


Schooner Kate Miller, Capt. Scull, from Wilmington, Delaware, with a cargo of railroad iron, bound for Galveston, Texas, went ashore one mile south of Hatteras Inlet on the 22nd The crew, consisting of eight men, was saved in the schooner’s boat. The vessel is bilged and will probably prove a total loss.

Schooner Mary A. Trainer ~ 1 February 1889

United States Life-Saving Service Report

At 7:00 a.m. the morning of February 1, 1889 a lookout reported a vessel ashore on the north side of Hatteras Inlet about 5 miles N.E. of the Ocracoke Station. She proved to be the 188-ton schooner Mary A. Trainer, Captain Walston commanding with a crew of five bound for Wilmington from Philadelphia, PA. 

"... As wind blowing very fresh nothing could be done, not until cold get liter." The following morning they "...went to sead sch to render her relief." They succeeded in getting a liter alongside and in removing one load of phosphate rock before the tide fell. On the 3rd they returned to find the vessel afloat and "... tuck in her liter load, went on her way alright."

Schooner Mary L. Vankirk ~ 5 February 1882

Annual Report of the Operations of the United States Life-Saving Service for the fiscal year ending June 30, 1882:

The schooner Mary L. Vankirk, of Philadelphia, PA, to which port she was bound from South Creek, Pamlico Sound, NC, with a cargo of pine lumber and carrying a crew of 5 men, encountered heavy weather during the trip, and lost sails and sprung a leak, so that before long she became water-logged and almost unmanageable. In this condition it was determined to run to leeward and seek refuge in Hatteras Inlet. Before that point could be reached, however, matters became so much worse that it was decided to beach the vessel to save the lives of those on board, her crew being apprehensive of her capsizing at any moment. She was discovered heading for the land by the crew of Station No. 18 (6th district), Chicamicomico, North Carolina, with her colors in the rigging, union down, at about seven in the morning (February 5). The surf boat was at once run out on its carriage for service, but the life saving crew finding there was little prospect of getting off to the vessel against the heavy surf then tumbling in upon the beach, returned to the station for the breeches buoy apparatus, the latter arriving abreast of the schooner at a quarter past eight, fifteen minutes after she struck the bar about half a mile north of the station. The schooner came so close in that the keeper was able, by wading out into the water, waist deep, to cast a heaving line to the people who were huddled together in te rigging. The sea at that time was breaking all over the ill-fated craft, and the situation was critical.
     As quickly as possible the men in the rigging hauled off the whip line, and that being followed by the hawser, the breeches buoy was soon rigged and went spinning out to the vessel. From that onward the work was comparatively easy, the 5 men being safely landed within 15 minutes after the hawser was set up; all being profoundly thankful for their escape. It was extremely fortunate that the tide was high, the vessel coming in over the bar and much nearer the beach than would have been the case with the receding tide. The rescued men were conducted at once to the station and made comfortable, the life saving crew going on board at low water and saving their effects. From the time the men arrived with the apparatus abreast of the vessel not a hitch occurred to mar the success of their operations, the entire affair being very skillfully managed. A portion of the schooner’s cargo was subsequently saved, but the vessel became a total wreck. It is due to the crew of the adjacent station north (No. 17) to state that as soon as the wreck was discovered they proceeded down the beach to the assistance of their comrades of No. 18, with all the dispatch possible, although the soft and yielding condition of the beach rendered travel so difficult that participation in the work of rescue was impossible, the sailors being snugly housed at the station long before their arrival on the ground. The captain of the vessel sent the following statement to the general superintendent, in acknowledgement of the services of the life saving crew:

FEBRUARY 5, 1882

When a little north of Winter Quarter Shoals I lost my sails and vessel sprung a lead and became unmanageable, and about 8 a.m. stranded about half a mile north of Station No. 18, when there was the promptest assistance rendered by the keeper and crew in landing me and my crew. They were abreast of the wreck in a few minutes after she struck, and in fifteen minutes after they arrived we were all safely landed on the beach and taken to the station and cared for. J.G. BALANCE, Master Schooner M. Vankirk 

Schooner Nat Meader ~ 26 June 1918

United States Life-Saving Service Report

The three-masted Meader was built at Wiscasset, ME in 1885. On June 30 surfman Erskin Odin at the Hatteras Inlet Station reported a vessels mast about 10 miles ESE of the station. A crew was mustered and went to the scene. Keeper Gaskill reported:

... proved to be a vessels mast ... with just the topmast from the masthead up, out of water. No signs of life on it. It is supposed to be the mast from the schooner Nat-Meader ... drifted ashore and sunk in about 12 fath. of water.

Schooner Nellie Crowell ~ 4 April 1881

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

The schooner Nellie Crowell, of Hartford, CT, bound from Baltimore to Wilmington, NC, with a cargo of guano and a crew of 8 men, stranded 7 miles south of Hatteras Inlet, 12 miles from Station No. 23 (6th District), North Carolina, about 200 yards from shore. The disaster occurred at half-past two o’clock in the morning, but was not discovered until 5:30 p.m., when the schooner was perceived by the lookout on the station deck. The crew were immediately mustered, and started for the wreck with the beach apparatus. They hauled it two miles down the beach, to a point from which they intended to cross the inlet, but on arriving could get no boat to convey them on account of the heavy gale which was blowing from the northwest. This obliged them to return to the station and attempt the passage with the surf boat. They left the station the second time at 7 p.m., and after a hard and tedious pull against heavy wind and sea, succeeded in reaching the wreck at midnight. They found the crew had been taken ashore by a party of oystermen at noon, and that they had been unable to save any of their clothing. The lifesaving crew assisted the shipwrecked men to construct a camp, and then at the request of the captain of the schooner took him to Hatteras to arrange with a wrecking company for getting his vessel off. On the morning of the 5th, the life saving crew visited the wreck and obtained the clothing of the crew, after which they returned to the station, arriving at 1 p.m. On the evening of April 6, four of the wrecked crew sought shelter at the station, and four more the following day; four of the eight remained one day and night, and the other four were cared for five days. The vessel proved a total loss.

Schooner O.P. Binns ~ 15 April 1882

Annual Report of the Operations of the United States Life-Saving Service for the fiscal year ending June 30, 1882:

At 9 in the morning the crew of the schooner O.P. Binns, of New York, six in number, arrived at Station No. 23 Sixth District (Hatteras, North Carolina) and reported the sinking of their vessel during the previous night (14th), while lying at anchor inside Hatteras Inlet, at a point about five miles distant from the station. Fortunately the weather was fine and the men managed to remain on the wreck until rescued soon after daylight by a pilot named Willis who had gone out to pilot the schooner to sea, she having put in for a harbor while on voyage from Georgetown, South Caroline, to Philadelphia, with a cargo of shingles. The place where the vessel sunk was hidden from the beach by a clump of woods, which accounts for her not being seen by the station patrol. The men were hospitably sheltered and subsisted at the station for three days, or until able to obtain transportation from the beach, their vessel having become a total wreck.

Bark Phillipp Suppicich ~ 22 February 1878

Carolina Watchman,
Salisbury, NC
14 March 1878

On February 22, 1878 the German bark Phillipp Supipicich stranded and was totally lost on a shoal on the south side of Hatteras Inlet. She was en route from Newcastle to Philadelphia under the command of Captain Ludwig Korf. 12 lives were lost.

The Wilmington Star reported on February 27:

"Information received by Mr. Eduard Peschau, the German Imperial Consul at this port is ... that the wrecked vessel is the German barque PHILIP SUPPICICH, Captain Ludwig Korf ..."

The Consul had received a report that some of the crew were clinging to the fallen spars. He later learned that the entire crew was lost. The Star also reported that in a letter which appeared in the New York Herald, which had been sent from Hatteras to the Chief Signal Officer in Washington, DC:

"After a dilligent search and after seeing numerous papers, I can find only the following facts concerning the barque ashore at this place ... the owner seems to be Heinrich Bauer, of Bostock. Her books and papers are all in the German language ... Three bodies have been washed ashore ... one of them is supposed to be that of the captain ... the crew are all thought to have drowned. No assistance could be rendered on account of the high seas ... She is now a total wreck, broken entirely to pieces."