Eugenia
Mariners' Museum, Uncurated Search Results
Type: Schooner
Year: 1864
Builder:
Location:
These records are found in the online catalog of The Mariners’ Museum and Park in Newport News, Virginia. Uncurated search results are presented to give researchers and interested readers an idea of whether the museum’s archives contain information about this vessel and whether it may be worthwhile to visit the museum’s catalog search page for further investigation. Uncurated results may be inaccurate or incomplete.
Search mode: Exact Name. Search phrase(s): "Eugenia". Results returned: 24. Results displayed in this table: 24.
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| Fetch? | Row ID | Media | Date | Vessel | Place | Related Places | Inscription/Marks | Subject | Notes | Archive Number |
|---|---|---|---|---|---|---|---|---|---|---|
| 1 | No image URL. | Eugenia Emelia | P0001.011/01-1036 | |||||||
| 2 | No image URL. | President Garfield (Steamship : 1941).; American President Lines, Ltd. | President Garfield launched : __Miss Eugenia Merrill sponsor | LB103190 | ||||||
| 3 |  | 2/2/1939 | Tugs; right to left "Eugenia" 1863, ex "Saratoga"; "W. B. McCullock" 1899, ex "P. McCabe"; Cornell Steamboat Co. (Feb 2, 1939) | Front of the tugboats Eugenia and W. B. McCullock laid up and partially covered in snow. | MS0091/03.01-20#018 | |||||
| 4 |  | VESSEL INFORMATION - VESSEL NAME: JOHN NICHOLS VESSEL TYPE: STEAM TUG, AMERICAN BUILDER LOCATION: ATHENS, NEW YORK HOME PORT: NEW YORK, NEW YORK SHIP'S OWNERS: JOHN E. MOORE & CO. (1925); TUG EUGENIA M. MORAN CO. (1936) | CL8626 | |||||||
| 5 | No image URL. | "First Spire printing ... l972." | LB17836 | |||||||
| 6 | No image URL. | VESSEL INFORMATION - VESSEL NAME: CORIOLANUS ALL SHIP'S NAMES: CORIOLANUS, TIBURON, EUGENIA EMELIA, LINA (Research by Arnie Janot, 10-22-09, cannot verify the alternate vessel name TIBERSON.) VESSEL TYPE: AMERICAN BARK SHIP BUILDER: A. McMILLAN & SON BUILDER LOCATION: DUMBARTON, SCOTLAND VESSEL BUILT: 1876-1935 VESSEL HISTORY: The sailing ship Coriolanus was built in 1876 by A. McMillan & Son, Dumbarton, Scotland, for J. Patton, Jr. of London. Constructed of Swedish wrought iron and lavishly finished in teak, brass, and mahogany, she measured 217.4 feet long, 35.2 feet beam, with a depth of 20.1 feet; she grossed 1155 tons. Although an extremely fast and busy vessel, she showed little or no profit due to high operating costs, so Mr. Patton turned her over to the operating firm of J. Stewart & Son, London. A few years later she as sold to German interests and while under that flag went ashore at Algoa Bay in 1902. It was at that time she lost the original figurehead, a full length figure of a Roman Warrior, Coriolanus. Following the grounding the vessel was completely reconditioned and altered to barque rig with a new figurehead installed. She was then sold to British interests, and in 1903 was sold again to Norwegian buyers. she remained under the Norwegian flag until 1921, at which time she became the property of Panamanian interests, and her name was changed to Tiburon. Shortly afterward she was seized by U.S. Customs for smuggling [rum] and sold at U.S. Marshal sale to Portuguese-American interests. With the name again changed to Eugenia Emilia, she entered the Cape Verde Island packet trade between New Bedford, Massachusetts and Cape Verde Islands. For the first time she became a passenger-carrying vessel. At the islands she changed hands again and returned to New Bedford as the Lena with her home port Saint Vincinte, CVI. Change of ownership again returned her old name, Coriolanus, and the ship to American registry. In 1932 she was sold to West African Trading Company, retaining her original name. In all she had flown eight different flags, owned by 18 different firms, and hailed out of no less than 13 different ports. She was broken up at Fall River, Massachusetts, in 1935. Another source indicates that the ship was sold in 1932 to Boston and renamed Hispanola, a scientific and pleasure vessel. | CL9169 | |||||||
| 7 |  | INVENTORY: Capstan, two (2) bars, capstan cover, and one pawl - there are four (4) component parts. NOTES: Main deck capstan. VESSEL INFORMATION - VESSEL NAME: CORIOLANUS ALL SHIP'S NAMES: CORIOLANUS, TIBURON, EUGENIA EMELIA, LINA (Research by Arnie Janot, 10-22-09, cannot verify the alternate vessel name TIBERSON.) VESSEL TYPE: AMERICAN BARK SHIP BUILDER: A. McMILLAN & SON BUILDER LOCATION: DUMBARTON, SCOTLAND VESSEL BUILT: 1876-1935 VESSEL HISTORY: The sailing ship Coriolanus was built in 1876 by A. McMillan & Son, Dumbarton, Scotland, for J. Patton, Jr. of London. Constructed of Swedish wrought iron and lavishly finished in teak, brass, and mahogany, she measured 217.4 feet long, 35.2 feet beam, with a depth of 20.1 feet; she grossed 1155 tons. Although an extremely fast and busy vessel, she showed little or no profit due to high operating costs, so Mr. Patton turned her over to the operating firm of J. Stewart & Son, London. A few years later she as sold to German interests and while under that flag went ashore at Algoa Bay in 1902. It was at that time she lost the original figurehead, a full length figure of a Roman Warrior, Coriolanus. Following the grounding the vessel was completely reconditioned and altered to barque rig with a new figurehead installed. She was then sold to British interests, and in 1903 was sold again to Norwegian buyers. she remained under the Norwegian flag until 1921, at which time she became the property of Panamanian interests, and her name was changed to Tiburon. Shortly afterward she was seized by U.S. Customs for smuggling [rum] and sold at U.S. Marshal sale to Portuguese-American interests. With the name again changed to Eugenia Emilia, she entered the Cape Verde Island packet trade between New Bedford, Massachusetts and Cape Verde Islands. For the first time she became a passenger-carrying vessel. At the islands she changed hands again and returned to New Bedford as the Lena with her home port Saint Vincinte, CVI. Change of ownership again returned her old name, Coriolanus, and the ship to American registry. In 1932 she was sold to West African Trading Company, retaining her original name. In all she had flown eight different flags, owned by 18 different firms, and hailed out of no less than 13 different ports. She was broken up at Fall River, Massachusetts, in 1935. Another source indicates that the ship was sold in 1932 to Boston and renamed Hispanola, a scientific and pleasure vessel. | CL26168 | |||||||
| 8 | No image URL. | Africa, Sub-Saharan–Social life and customs. | Industries, Primitive–Africa, Sub-Saharan; Copper industry and trade–Africa, Sub-Saharan.; Copper mines and mining–Africa, Sub-Saharan.; Copper–Folklore.; Commerce. | Red gold of Africa : __copper in precolonial history and culture __Eugenia W. Herbert | LB30253 | |||||
| 9 | No image URL. | The influence of weather, combat status and overcrowding on the incidence of disease and accidents aboard naval vessels. | LB74762 | |||||||
| 10 |  | NOTES: This disaster occurred in 1871 off the northern Alaskan coast when a fleet of 33 American whaling ships were trapped in the Arctic ice in September and subsequently abandoned. The following whaling vessels were lost: New Bedford, Massachusetts: Awashonks, Concordia, Contest, Elizabeth Swift, Emily Morgan, Eugenia, Fanny, Gay Head, George, George Howland, Henry Taber, John Wells, Massachusetts, Minerva, Navy, Oliver Crocker, Reindeer, Roman, Seneca, Thomas Dickason. Edgartown, Massachusetts: Champion, Mary. Honolulu, Hawaii: William Rotch, Comet, Julian, Kohola, Paiea. New London, Connecticut: Monticello, J.D. Thompson. San Francisco, California: Carlotta, Florida, Victoria. | CL19936 | |||||||
| 11 | No image URL. | VESSEL INFORMATION - VESSEL NAME: CORIOLANUS ALL SHIP'S NAMES: CORIOLANUS, TIBURON, EUGENIA EMELIA, LINA (Research by Arnie Janot, 10-22-09, cannot verify the alternate vessel name TIBERSON.) VESSEL TYPE: AMERICAN BARK SHIP BUILDER: A. McMILLAN & SON BUILDER LOCATION: DUMBARTON, SCOTLAND VESSEL BUILT: 1876-1935 VESSEL HISTORY: The sailing ship Coriolanus was built in 1876 by A. McMillan & Son, Dumbarton, Scotland, for J. Patton, Jr. of London. Constructed of Swedish wrought iron and lavishly finished in teak, brass, and mahogany, she measured 217.4 feet long, 35.2 feet beam, with a depth of 20.1 feet; she grossed 1155 tons. Although an extremely fast and busy vessel, she showed little or no profit due to high operating costs, so Mr. Patton turned her over to the operating firm of J. Stewart & Son, London. A few years later she as sold to German interests and while under that flag went ashore at Algoa Bay in 1902. It was at that time she lost the original figurehead, a full length figure of a Roman Warrior, Coriolanus. Following the grounding the vessel was completely reconditioned and altered to barque rig with a new figurehead installed. She was then sold to British interests, and in 1903 was sold again to Norwegian buyers. she remained under the Norwegian flag until 1921, at which time she became the property of Panamanian interests, and her name was changed to Tiburon. Shortly afterward she was seized by U.S. Customs for smuggling [rum] and sold at U.S. Marshal sale to Portuguese-American interests. With the name again changed to Eugenia Emilia, she entered the Cape Verde Island packet trade between New Bedford, Massachusetts and Cape Verde Islands. For the first time she became a passenger-carrying vessel. At the islands she changed hands again and returned to New Bedford as the Lena with her home port Saint Vincinte, CVI. Change of ownership again returned her old name, Coriolanus, and the ship to American registry. In 1932 she was sold to West African Trading Company, retaining her original name. In all she had flown eight different flags, owned by 18 different firms, and hailed out of no less than 13 different ports. She was broken up at Fall River, Massachusetts, in 1935. Another source indicates that the ship was sold in 1932 to Boston and renamed Hispanola, a scientific and pleasure vessel. | CL9168 | |||||||
| 12 | No image URL. | Great Britain–Foreign relations–Early works to 1800–Spain; Spain–Foreign relations–Early works to 1800–Great Britain; Great Britain–Foreign relations–Early works to 1800–Netherlands; Netherlands–Foreign relations–Early works to 1800–Great Britain; Jamestown (Va.)–History | Title vignette; royal coat of arms engraved on verso of t.p. Signatures: [A]-Fp s | LB38006 | ||||||
| 13 |  | 1883-1931 | Elsie (Steamboat : 1871). | Sebec Lake, Maine. Patt collection. "Elsie", "Eugenia" small craft along side, "Linwood" in distance | Steamboats–Maine.; Launches–Maine. | Shows a starboard side view of a small steamboat moored near shore, a steam launch is pulled alongside her. Another steamboat can just be seen in the distance. There is no record of vessels by these name with a home port in Maine. These vessels' names have not been verified. | MS0091/03.02-01#1037 | |||
| 14 |  | NOTES: This disaster occurred in 1871 off the northern Alaskan coast when a fleet of 33 American whaling ships were trapped in the Arctic ice in September and subsequently abandoned. The following whaling vessels were lost: New Bedford, Massachusetts: Awashonks, Concordia, Contest, Elizabeth Swift, Emily Morgan, Eugenia, Fanny, Gay Head, George, George Howland, Henry Taber, John Wells, Massachusetts, Minerva, Navy, Oliver Crocker, Reindeer, Roman, Seneca, Thomas Dickason. Edgartown, Massachusetts: Champion, Mary. Honolulu, Hawaii: William Rotch, Comet, Julian, Kohola, Paiea. New London, Connecticut: Monticello, J.D. Thompson. San Francisco, California: Carlotta, Florida, Victoria. | CL19938 | |||||||
| 15 |  | ADDITIONAL INFORMATION: See object file. VESSEL INFORMATION - VESSEL NAME: CORIOLANUS ALL SHIP'S NAMES: CORIOLANUS, TIBURON, EUGENIA EMELIA, LINA (Research by Arnie Janot, 10-22-09, cannot verify the alternate vessel name TIBERSON.) VESSEL TYPE: AMERICAN BARK SHIP BUILDER: A. McMILLAN & SON BUILDER LOCATION: DUMBARTON, SCOTLAND VESSEL BUILT: 1876-1935 VESSEL HISTORY: The sailing ship Coriolanus was built in 1876 by A. McMillan & Son, Dumbarton, Scotland, for J. Patton, Jr. of London. Constructed of Swedish wrought iron and lavishly finished in teak, brass, and mahogany, she measured 217.4 feet long, 35.2 feet beam, with a depth of 20.1 feet; she grossed 1155 tons. Although an extremely fast and busy vessel, she showed little or no profit due to high operating costs, so Mr. Patton turned her over to the operating firm of J. Stewart & Son, London. A few years later she as sold to German interests and while under that flag went ashore at Algoa Bay in 1902. It was at that time she lost the original figurehead, a full length figure of a Roman Warrior, Coriolanus. Following the grounding the vessel was completely reconditioned and altered to barque rig with a new figurehead installed. She was then sold to British interests, and in 1903 was sold again to Norwegian buyers. she remained under the Norwegian flag until 1921, at which time she became the property of Panamanian interests, and her name was changed to Tiburon. Shortly afterward she was seized by U.S. Customs for smuggling [rum] and sold at U.S. Marshal sale to Portuguese-American interests. With the name again changed to Eugenia Emilia, she entered the Cape Verde Island packet trade between New Bedford, Massachusetts and Cape Verde Islands. For the first time she became a passenger-carrying vessel. At the islands she changed hands again and returned to New Bedford as the Lena with her home port Saint Vincinte, CVI. Change of ownership again returned her old name, Coriolanus, and the ship to American registry. In 1932 she was sold to West African Trading Company, retaining her original name. In all she had flown eight different flags, owned by 18 different firms, and hailed out of no less than 13 different ports. She was broken up at Fall River, Massachusetts, in 1935. Another source indicates that the ship was sold in 1932 to Boston and renamed Hispanola, a scientific and pleasure vessel. ADDITIONAL INFORMATION: The Lewiston Daily Sun, November 19, 1935 Iron Bark Coriolanis is Ready for Last Voyage Sails Soon from Bath to Fall River Ship Breaker's Yard Bath, Nov. 18 (AP) The iron bark, Coriolanus, which flew the flag of six nations over the seven seas since she was built in 1876, was being prepared today for her last voyage-to a ship breaker's yard at Fall River, Mass. A gang of workmen began cutting away the great iron yard that held her lower sails to the wind, and within a few days she will feel for the last time the surge of the ocean-at the end of a tow-rope. The Coriolanus' graceful lines won for the Dumbarton, Scotland shipwrights who fashioned her the gold medal of the Honorable Shipwrights Guild of London, and in her youth, she made a voyage from London to Calcutta in 69 days the equal clipper ship time. When the Coriolanus sailed under the British Jack, she as a full-rigged ship, Norwegians who bought her in 1904 changed her to the more economical bark rig. Later she sailed under the flags of Germany, Portugal, Panama and the United States. Several years ago she was brought here to be refitted for service between New Bedford and the Cape Verde Islands. But the scheme never materialized, and she has been tied up at a local pier since. Soon she will meet the same fate of many another old square-rigger. The breaker's hope to get 400 tons of iron out of her hull. Excerpt from "Cape Verde Packet Trade" by Ray Almeida [Excerpted from Cape Verdeans in America: Our Story, ed. Raymond A. Almeida. Boston: Tchuba-American Committee for Cape Verde, Inc., 1978. Boston.] In 1929 [Roy] Teixeira joined with Albio and Antonio Macedo in acquiring the 300-foot Coriolanus. She was a luxury ship by comparison with the other Cape Verde packets, carrying 200 passengers plus crew. The ship had tiled bathrooms, electric lights, a radio, and a paid orchestra aboard, as well as a newspaper listing the daily activities. There were constant celebrations, such as the "christening" of the crew's pet monkey. (The ill-fated monkey perished when he fell from a yardarm in a storm.) Teixeira decided to take his new bride to his homeland on the Coriolanus. What began as a pleasant voyage was not without a few challenges. Several days out they ran into a storm during the night. The cargo shifted, and the ship would not right itself. Captain Sena was afraid to jettison the trucks and crates on deck on his own authority and so awoke Teixeira who immediately ordered the vehicles and the cargo on the leeward side thrown over. Slowly the ship began to right herself, and all were saved. Just a few days out of Sao Vicente an old man, who was going back to retire in the islands, died. A brief ceremony was held for him, and he was buried at sea. Teixeira had the Coriolanus for several more years. Toward the end, she made a record passage from New Bedford to Santo Antao in seventeen and one-half days, in spite of being becalmed for three days in the doldrums. On the return trip from Fogo with eight passengers and a crew of 38 men, she was struck by a squall which brought down some of her upper rigging, leaving it in a tangled heap on deck. Her crew fought to save her, cutting away the broken spars as raging seas swept across her rails. The ex-clipper was still seaworthy, and she limped to New Bedford under shortened canvas. When she docked there on September 11, 1930, her sailing days were over. http://www.bruzelius.info/Nautica/Ships/Merchant/Sail/C/Coriolanus(1876).html Coriolanus: An iron full rigged ship built in 1876 by Archibald McMillan & Son, Dumbarton. Dimensions: 271'4"×35'2"×20'1" and tonnage: 1074 GRT, 1046 NRT and 946 tons under deck. The model of the Coriolanus was awarded the Gold Medal at the Shipwright's Exhibition in London 1877. Rigged with a main skysail, and royal sails over double top and single topgallant sails. 1876 May Launched at the shipyard of Archibald McMillan & Son, Dumbarton, for John Patton, Jr & Co., London. Assigned the official British Reg. No. 73665 and signal QKTJ. 1877 Sailed from Scilly Islands to Calcutta in 69 days under command of Capt. McLachlan. This passage time has been equalled but never beaten. 1886 Sold to John Stewart & Co., London. [Henderson has 1884] 1887 Captain J.T. Torkilsen was given command of the ship. 1890 February Collided with and sank the steamer Claymore on voyage from the Iquique with nitrate. 1891 Sold to I.F. Ramien, Elsfleth, Germany, for £8000. Capt. I. Götting was given command of the ship. 1902 September 1 Grounded at Port Elizabeth, Algoa Bay, during a storm and was severely damaged together with the barques Nautilus and Arnold. Was condemned due to the damages. 1903 Sold to E.B. Aaby, Drammen, Norway and was reduced to a royal-sail rigged barque. Renamed Lina according to Höver. 1903-1904 British owners. 1921 Sold to American owners who registered the ship in Panama and renamed her Tiburon. [Henderson has 1922] 1921 July Was arrested in Boston with a cargo of alcohol. 1921 Sold to Louis d'Oliviera for $7525 and was renamed Eugenia Emilia. 1923 Arrested with contraband and sold at New Bedford to J.O. Amarantes, Praia, Cape Verde, for $6750. 1927 Sold to Abilio Monteior de Macedo, Praia, for $1000 and was renamed Coriolanus. 1931 Sold to Arthur B. Cotnoir, New Bedford, MA, for $690. 1931 December Sold to Clarence Nelson Rogers, Boston, MA, for $250. 1936 August Towed to the General Iron Smelting Co., Fall River, MA, to be broken up. References: •Square rigged ships, general references. •Comee, Fred T.: The Last Days of the Coriolanus. Sea History, Vol. 39 (1986), pp 23-26. •Henderson, Anthony: Coriolanus's Career. Sea Breezes Vol. 22 (1956), p 93. •Matson, Norman: The Log of the Coriolanus. The Vanguard Press, New York, 1930. •Miller, James L.: Coriolanus. Sea Breezes Vol. XI (1928), p 87. •Morgan, Charles S.: Floreat Coriolanus! Sea History Vol. 41 (1986), p 3. •Napier, Rob: Coriolanus. Nautical Research Journal Vol. 41 (1996), pp 193, 252-253, ill. •Napier, Rob: Coriolanus Revisited. Nautical Research Journal Vol. 42 (1997). pp 13-14, ill. | CL1497 | |||||||
| 16 |  | SHORT DESCRIPTION: Colored lithograph with gouache(?) highlights. Shows three American whaling vessels trapped in a field of ice. The ship at the center, the CONCORDIA, is flying an upside down American flag to signal her distress. At the right, two ships are anchored together, the GAY HEAD and the GEORGE. Crew members can be seen on the ice between the three vessels. At the left are the destroyed remains of the vessel ROMAN. Point Belcher can be seen in the background at the center left. NOTES: This is plate one of five. NOTES: This disaster occurred in 1871 off the northern Alaskan coast when a fleet of 33 American whaling ships were trapped in the Arctic ice in September and subsequently abandoned. The following whaling vessels were lost: New Bedford, Massachusetts: Awashonks, Concordia, Contest, Elizabeth Swift, Emily Morgan, Eugenia, Fanny, Gay Head, George, George Howland, Henry Taber, John Wells, Massachusetts, Minerva, Navy, Oliver Crocker, Reindeer, Roman, Seneca, Thomas Dickason. Edgartown, Massachusetts: Champion, Mary. Honolulu, Hawaii: William Rotch, Comet, Julian, Kohola, Paiea. New London, Connecticut: Monticello, J.D. Thompson. San Francisco, California: Carlotta, Florida, Victoria. | CL19934 | |||||||
| 17 |  | NOTES: This disaster occurred in 1871 off the northern Alaskan coast when a fleet of 33 American whaling ships were trapped in the Arctic ice in September and subsequently abandoned. The following whaling vessels were lost: New Bedford, Massachusetts: Awashonks, Concordia, Contest, Elizabeth Swift, Emily Morgan, Eugenia, Fanny, Gay Head, George, George Howland, Henry Taber, John Wells, Massachusetts, Minerva, Navy, Oliver Crocker, Reindeer, Roman, Seneca, Thomas Dickason. Edgartown, Massachusetts: Champion, Mary. Honolulu, Hawaii: William Rotch, Comet, Julian, Kohola, Paiea. New London, Connecticut: Monticello, J.D. Thompson. San Francisco, California: Carlotta, Florida, Victoria. | CL19935 | |||||||
| 18 |  | NOTES: This disaster occurred in 1871 off the northern Alaskan coast when a fleet of 33 American whaling ships were trapped in the Arctic ice in September and subsequently abandoned. The following whaling vessels were lost: New Bedford, Massachusetts: Awashonks, Concordia, Contest, Elizabeth Swift, Emily Morgan, Eugenia, Fanny, Gay Head, George, George Howland, Henry Taber, John Wells, Massachusetts, Minerva, Navy, Oliver Crocker, Reindeer, Roman, Seneca, Thomas Dickason. Edgartown, Massachusetts: Champion, Mary. Honolulu, Hawaii: William Rotch, Comet, Julian, Kohola, Paiea. New London, Connecticut: Monticello, J.D. Thompson. San Francisco, California: Carlotta, Florida, Victoria. | CL19937 | |||||||
| 19 | No image URL. | Transportation–History; Steam-navigation.; Steamboats.; Steamboat lines.; Sailing ships.; Canals–Steam-navigation.; Steam-navigation–North Carolina | Sail and steam navigation of eastern Carolina __ __by F. Roy Johnson ; line drawings by Eugenia Johnson ; photographs largely by E. Frank Stephenson, Jr. and Mariners' Museum | LB16650 | ||||||
| 20 |    | SHORT DESCRIPTION: Oil painting titled 'Bark Coriolanus' (actually named Lina at the time painting was created) by New Bedford artist Harry A. Neyland. The painting is signed and dated in black at the lower right corner. The three masted vessel (actually named Lina/Lena at the time the painting was created) is shown against Merrills Wharf in New Bedford. Her port side is against the pier and her yards do not carry any sails (the vessel spent a year sitting at Merrills Wharf before leaving on a voyage to Cape Verde on November 20, 1927). The masts of a schooner (without yards) rise above the wharf at the right side. The buildings of the town appear in the background to the left and right of the bark. The water in the foreground is calm and the masts and hull of the vessel are reflected in the slightly rippling water. A photograph in the collection of the New Bedford Whaling Museum by Lynwood M. Chace shows Harry Neyland painting this image in 1927. A photograph in the Nicholson Collection of Whaling Photographs in the collection of the Providence Digital Library shows the vessel at the P.& R. wharf in 1927 and the name Lina is clear on the bow. See attached images. Text on the back of the New Bedford Whaling Museum states: Retouched photograph of Harry Neyland, seated, at work painting a Cape Verdean packet at Merrill's Wharf in New Bedford. Newspaper clipping glued on back of photograph reads, "Harry Neyland of New Bedford Painting an Old Whaler at Merrill's Wharf (Photo by Lynwood M. Chace)." Handwritten below the clipping is, "Painting-Bark Coriolanus-Cape Verde Packet, The last of the large packet ships coming to New Bedford." Although it may have appeared in other papers, the image was published in the Los Angeles Times on January 1, 1928, page 93, suggesting the photograph was taken in 1927. The newspaper clipping has not been found yet. NOTES: An article in New Bedford's The Standard Times, November 16, 1927, page 1, reports that Mr. Harry Neyland would be traveling to Fogo and Praia in the Cape Verde islands on the bark Lina (named Coriolanus in an earlier life and renamed Coriolanus in 1928). The vessel was leaving on November 20th from Merrills Wharf in New Bedford, where it had been sitting for more than a year. His 13-year old son Eugene would accompany his father on the voyage. The article also reported that Mr. Neyland's address was 15 Middle Street, Padanaram which is in South Dartmouth, Massachusetts. NOTES: Harry Neyland was an American painter, sculptor, illustrator, and copyist. His style was essentially American Impressionistic and his compositions covered a wide variety of genres: landscapes, townscapes, ships, marine, harbors, and London and Paris scenes. Neyland was an expert on the whaling industry who would give lectures on whaling and ships during exhibitions of his marine paintings. A 1948 Lowell “Telegraph” article, indicated he had a solo show of over seventy ship paintings at the Whistler House Museum of Art and presented a forty-five minute motion picture of the whaling days and recent times of New Bedford. Neyland was a resident of New Bedford from 1911 and until 1938 maintained a studio on Cuttyhunk island at the entrance to New Bedford harbor. Harry Neyland was instrumental in the saving and preserving of the famous whaleship Charles W. Morgan. While berthed in Fairhaven in 1924, the Morgan was nearly destroyed when the steamer Sankaty caught fire and broke free of her mooring lines and drifted into Morgan's port quarter. Luckily, the Fairhaven firemen managed to save her. After the near disaster, Neyland and some other New Bedford citizens tried to restore and preserve the Morgan, but their attempts were unsuccessful. Neyland persuaded Colonel Edward Howland Robinson Green, the grandson of Edward Mott Robinson, who had been a part owner of the Morgan and from 1849 to 1863 had acted as the vessel's agent for his wife's (Hetty Robinson Green) business (Isaac Howland and Company, who were the other principle owners) to save the ship. Green had the ship towed to his estate in Round Hill (Dartmouth, Massachusetts) and founded Whaling Enshrined, which consisted of himself, Neyland, and John Bullard, the great-grandson of Charles Waln Morgan. The Morgan was restored and kept at Dartmouth until 1941 when it was acquired by the Marine Historical Association (now Mystic Seaport Museum). The Mariners' Museum and Park's collection holds eleven paintings by Neyland. Five form a series titled 'The Story of the Ship' (QO 1-QO 5), three show views of the whaleship Charles W. Morgan under repair (QO 6) and sailing (QO 9, QO 10) , and the remaining three show view of the schooner Fairhaven (QO 11), the bark Coriolanus (QO 7), and the packet ship Amos Peggs (QO 8). VESSEL INFORMATION - VESSEL NAME: CORIOLANUS ALL SHIP'S NAMES: CORIOLANUS, TIPISON, EUGENIA AMELIA, LINA VESSEL TYPE: BARK SHIP BUILDER: A. McMILLAN & SON BUILDER LOCATION: DUMBARTON, SCOTLAND VESSEL BUILT: 1876 DIMENSIONS: 1053 gross tons; 217' length, 35'2" beam, 20'1" draft VESSEL HISTORY: The sailing ship Coriolanus was built in 1876 by A. McMillan & Son, Dumbarton, Scotland, for J. Patton, Jr. of London. Constructed of Swedish wrought iron and lavishly finished in teak, brass, and mahogany, she measured 217.4 feet long, 35.2 feet beam, with a depth of 20.1 feet; she grossed 1155 tons. Although an extremely fast and busy vessel, she showed little or no profit due to high operating costs, so Mr. Patton turned her over to the operating firm of J. Stewart & Son, London. A few years later she as sold to German interests and while under that flag went ashore at Algoa Bay in 1902. It was at that time she lost the original figurehead, a full length figure of a Roman Warrior, Coriolanus. Following the grounding the vessel was completely reconditioned and altered to barque rig with a new figurehead installed. She was then sold to British interests, and in 1903 was sold again to Norwegian buyers. She remained under the Norwegian flag until 1921, at which time she became the property of Panamanian interests, and her name was changed to Tipison. Shortly afterward she was seized by U.S. Customs for smuggling [rum] and sold at U.S. Marshal sale to Portuguese-American interests. With the name again changed to Eugenia Amelia, she entered the Cape Verde Island packet trade between New Bedford, Massachusetts and Cape Verde Islands. For the first time she became a passenger-carrying vessel. At the islands she changed hands again and returned to New Bedford as the Lina with her home port Saint Vincinte, CVI. She left New Bedford in 1927 named Lina, and returned in 1928 under new ownership and a return to her old name, Coriolanus, and Portuguese registry (See New Bedford's The Standard Times, May 25, 1928, page 4). In 1932 she was sold to West African Trading Company, retaining her original name. In all she had flown eight different flags, owned by 18 different firms, and hailed out of no less than 13 different ports. She was broken up at Fall River, Massachusetts, in 1935. Another source indicates that the ship was sold in 1932 to Boston and renamed Hispanola, a scientific and pleasure vessel. | CL575 | |||||||
| 21 |  | SHORT DESCRIPTION: Oil painting on canvas by C. Newton titled 'Private Signals of the Whaling Ships of New Bedford.' There are many company/merchant flags shown with the names of their vessels and dates of operation underneath each flag. Looking at the dates of the vessels the painting appears to have been created sometime in the 1840s and received modifications as new ship's were added to each. There do not appear to be any entries made after 1869. NOTES: For information, see New Bedford Whaling Museum finding aids. Newspaper and other references found in object file. Gideon Allen and his brother, William, were whaling agents and investors from 1830 to 1887. Philip Anthony worked as a ship chandler and sold hardware at 91 Union in the 1841 New Bedford City Directory. He owned ship Menkar from at least 1845 to 1854. James Arnold was a merchant at Rotch's square. He owned the ship Cambria, which transported Frederick Douglass in 1847. George F. Barker and Abraham Barker were merchants at 117 Union in the early 1840s, also sold provisions and groceries from that address. Chapman & Bonney existed in at least the 1850s. In 1854 they purchased the schooner Union to be rigged as a brig and used in the North Atlantic whale trade. In 1859 their sail lofts burned in a fire. Coggshall should be spelled Coggeshall Cook & Snow was a partnership between Thomas Cook (1801-1890) and Loum Snow that began in 1828. They were wholesale and retail dealers in dry goods, merchant tailors, and outfitters, but also became involved in whaling trade. Snow left the partnership in 1859 and started his own company; his son joined him in 1867 to create Loum Snow & Son. Cornell & Penniman are listed in this painting as agents for bark Eliza in 1857, they were still agents for her in 1860. Oliver & George O. Crocker were brothers. In 1841 the firm of George O. Crocker & Co. had George T. Baker and Oliver Crocker as partners, and David Crocker as a laborer. They were merchants operating from 7 Commercial wharf. By 1843 the partnership between Baker, Crocker, & Co. of Boston and George O. Crocker & Co. of New Bedford had dissolved, leaving Baker to partner with Edmund Whitney to create Baker & Whitney selling sperm oil, candles, and other general commission business from their stores at 80 and 84 Water Street, which had been the address for Baker, Crocker, & Co. See The Boston Post, February 6, 1843. Elisha Dunbar & Co. was a partnership between Captain Elisha Dunbar and Edward C. Jones. Elisha Dunbar married Ann Howland in 1820, the daughter of John Howland Sr., who built them a house at 46 South Street. Edward Coffin Jones began his career as a stock boy, who worked his way up to being a ship owner and partner. When Dunbar died in 1839 Jones continued the firm alone. William Watkins worked for the company before starting his own (see below). John P. Knowles worked as a partner with T. & J.P. Knowles with Thomas. By 1887 The Boston Globe reported that John P. Knowles 2d was a ship merchant who was in debt. In 1890 the newspapers reported him as an insolvent debtor paying 40 per cent dividend. T. Knowles & Co.: Thomas Knowles worked with John P. Knowles and Joseph Knowles in th 1849 directory as dealers in groceries, provisions, dry goods, etc. at 24 Union. Jos Dunbar & Co. was Joseph Dunbar, a mercantile and whaling agent company. Henry F. Thomas (born 1824) worked for his father then joined Dunbar as a clerk and worked his way up to being a partner in 1845. He took control from 1850 to 1875. The company is listed in the 1836 and 1841 directories located at 9 Middle with Asa T. Lawton as a partner. Rodney French (1802-1886) was a quaker and merchant. He was an abolitionist who supported the Civil War. He won the 1853 mayoral election for New Bedford and a street in New Bedford is named Rodney French Blvd in his honor. William Gifford was a whaling agent for the ships Charles Drew, Minerva, and bark William Gifford. His son, Charles H. Gifford, became a partner and the company name became William Gifford & Son. William died in 1866 and Charles continued the company for a few years. Lawrence Grinnell was a whaling agent who began his career in the counting room of Fish & Grinnell in New York (which later became Grinnell & Minturn, see QO 1030 and QO 1024). He returned to New Bedford to work as a whaling agent, sold sperm oil and candles, and worked with the Mutual Life Insurance Company of New York. Hathaway & Luce was a partnership between William Hathaway Jr. (1798-1885) and Matthew Luce (circa 1802-1852) in 1838. Hathaway was a sailor who became master, and was well traveled. When he partnered with Luce they worked as agents and commission merchants until Luce died in 1852. Hathaway continued the company until the Civil War when he sold several ships and had a few captured by the Confederates. T.S. & F.S. Hathaway was Thomas Schuyler Hathaway (1796-1821) and Francis S. Hathaway (1803-1869). Their father, Humphrey Hathaway (1765-1821) was a ship builder and involved in the whale oil industry. A third brother, Nathaniel, was also a partner until his death in 1836; two of his sons became partners later in life. A.H. Howland was Abner Howland, whose family was very active in the New Bedford whaling industry and also very wealthy. He is a nephew of John Howland Sr., and Abner's home still stands at 22 South Sixth Street. Edward Wing Howland was a whaling agent, owner, and also outfitted whaling vessels in partnership with his brother, Cornelius, and his nephew, George Howland Barney. Edward died in 1879. George & Matthew Howland: George Howland Sr., was a whaling agent who eventually owned nine whaling vessels, a counting house, a wharf, a candle factory, stores, houses, and land. His daughter used his home at 245 Walnut Street to educate fugitive slaves. The home was built as a wedding gift in 1811, and on the wedding day George and his wife Susan watched the launch of the ship George & Susan from their front porch. Frederick Douglass worked for him as a young man. Lemuel Killock & Son should be spelled Lemuel Kollock. He was a ship chandler and grocer in the 1841 city directory, at 3 Whaleman's slip at the corner of Central wharf. Issac Howland Jr. & Co. should be Isaac Howland Jr. & Co. His father, Isaac Howland Sr., began a company where Jr. worked until it failed, but he managed to stay involved in the industry and start his own company. Isaac Jr.'s daughter, Abby Howland, married Edward Mott "Black Hawk" Robinson in 1833 and he took control of the company when Isaac Jr. died in 1834. Robinson was known for his ruthless business tactics and grew the company into a strong, successful venture that made them very wealthy. His daughter, Hetty Green, learned the finances from her father and became the wealthiest woman in America when she died in 1916. Green was known for her stingy financial practices, neglecting medical care for herself and her children to save money. Her son wound up with an amputated leg. John & James Howland were brothers. James started his career at sea but barely survived several dangerous voyages so he retired to life on shore to work with John. James built a house between 1808 and 1815 at 21 South Sixth Street that still stands, but at one time had an observation tower in the yard so that he could still watch the harbor. Charles Waln Morgan lived from 1796 to 1861. He partnered with William Rotch Sr. and Samuel Rodman Sr. as merchant shippers, then worked for himself from 1819 until his death. He owned all or part of numerous whaling vessels.. T. & A.R. Nye were Asa R. Nye and Thomas Nye, Jr. They were merchants at 8 Middle Street in the 1836 and 1841 city directories. Frederick Parker lived from 1806 to 1861, son and partner of prominent whaling merchant John Avery Parker. John hired William Phillips in 1825 and his son, George R. Phillips, in 1848. John died in 1853 and Frederick continued the company. When Frederick died William and George continued the company under the name of William Phillips & Son (incorrectly spelled twice in painting as Philips). Jireh Perry was a merchant with a counting room at 11 Middle Street in the 1841 directory. Ebenezer Perry appears in the record as his son, and Pardon Tillinghast was a partner. Lorenzo Peirce was a cooper who eventually owned 3/4 of the bark Addison from 1860-1867. Pope & Morgan: Samuel Griffitts Morgan was the nephew of Charles W. Morgan and worked as a clerk for his uncle until partnering with William G.E. Pope in about 1836. The 1841 city directory has Pope & Morgan as commission merchants and dealers in duck, iron, etc. in Rotch's Square. Andrew H. Potter was a clerk for the Register Office in 1841. By 1861 the New York Times reported that he worked for A.H. Potter & Co. and was arrested for his part in outfitting the ship Brutus for carrying slaves. Chas. S. Randle may be Charles S. Randall, who went on to be a politician. Thomas Riddell partnered with Thomas R. Dix as merchants with a counting room at 29 Rotch's Square. Barton Ricketson was partnered with Charles Wood, merchants at 31 Centre in 1841. Samuel W. Rodman was a leading manufacturer of cotton goods. The 1841 directory has his office at 3 Rodman, by 1842 he built a large house with a guest house at what is now 35 Seventh Street. The Rodman family had been involved in the whaling industry since 1798 when Samuel Rodman Sr. started working as a merchant, banker, an invested in textile mills. His sons were Samuel Rodman Jr. and Benjamin Rodman. Samuel Jr's son, Thomas Rotch Rodman, also worked for the company. Thomas worked in his father's whaling ventures, then fought in the Civil War before working for the Wamsutta Mill that his father and uncle funded. William Rotch Rodman lived at 388 County Street, built between 1833 and 1836. The Rotch family was another prominent, highly successful whaling family in New Bedford. It began with William Rotch Jr. in 1787, who had worked for his father's counting house in Nantucket. He taught his sons, William Rodman Rotch, Joseph Rotch, and Thomas Rotch, who all worked as whaling agents. Joseph's son, William James Rotch, attended Harvard, founded the New Bedford Cordage Company with his brother, and became mayor. William James married two of Charles W. Morgan's daughters. O. & E.W. Seabury were Otis and Edward W. Seabury, outfitters and agents for whaling ships. Several brothers were also involved in the whaling industry and occasionally contributed to the business. They were Humphrey W., Charles Pinkney, William Harrison, and Jason. Swift & Allan should be spelled Swift & Allen. They were ship chandlers, agents, and commission merchants from 1842 to 1891. Frederick Slocum Allen had worked with Thomas C. Lothrop from 1832 to 1836, then with Ireneus Gooding from 1836 to 1841. He then partnered with his brother-in-law, Jireh Swift, to create Swift & Allen. Their decline began with the Civil War and the company closed for good in 1891. W.C.N. Swift & Eben Perry were William Cole Nye Swift and Eben Perry. The partnership began in 1849, they hired William H. Aiken in 1865, and they hired Frederick Swift (W.C.N.'s son) in 1875. Aiken and Frederick Swift took over control in 1879 and the name became Aiken & Swift, which eventually moved operations to San Francisco by the 1880s. Aiken died in 1893 but Frederick Swift continued working. Oben N. Swift should be spelled Obed N. Swift. He worked with W.C.N. Swift (see above) as live oak contractors at 56 Fifth Street in 1841, prior to W.C.N.'s partnership with Eben Perry. The Taber family is another with long connections to the New Bedford whaling industry. Henry Taber went to sea in 1809 and by 1832 was working as a ship chandler and grocer as Henry Taber & Co. He partnered with David Sherman, then with his son, William Gordon Taber, then with his son-in-law John Hunt. When Henry Taber retired in 1866, William G. Taber and William Gordon Jr. took over and changed the name to Taber, Gordon & Co. Other family members involved in the whaling industry include Henry Taber's cousins, Francis Taber and George Russell Taber, who operated as F. & G.R. Taber, as well as Francis' son, Robert Holloway Taber. Thomas & Dow was a partnership between Sylvanus Thomas and William F. Dow, which had financial difficulties in 1846. Dow also worked as principal of the William Street Boys' School, and Thomas worked with Zephaniah Eddy as Eddy & Thomas in at least 1841. Thomas later created Sylvanus Thomas & Co., and hired George S. Homer in 1859. Homer became a partner by 1867 and partnered with his brother, Frederick, after Thomas died. The company existed into the 1870s. West & Paine started in 1816 by John P. West. It became West & Paine when Samuel S. Paine joined, then S.S. Paine until 1861 when Paine's brother, George Paine, joined and the name changed to S.S. Paine & Bro. They were dealers in brick and lime at 12 Hazard's wharf. John P. West's son, Simeon N. West, was also a whaling agent. W. & G.D. Watkins started in 1840. William Watkins had worked for Elisha Dunbar until that company closed and he started his own. It became William & George D. Watkins from 1851 to 1862. In 1878 George bought the company and partnered with Jonathan Handy to create Watkins & Handy. Tucker & Cummings was a partnership between Charles Smith Cummings and his brother-in-law, Abner R. Tucker in 1853. When Tucker left the company in 1881 Benjamin Cummings joined and the name became C.S. & B. Cummings. Benjamin Cummings also worked with his brother-in-law, Charles H. Gifford, in Gifford & Cummings. Charles Smith Cummings had learned the business from his father and two uncles who were part of William Cummings & Co. Wood & Nye: Willard Nye (1811-1865) started his career with David R. Greene & Co. and was a partner with them by 1836 with Dennis Wood. By 1850 Wood and Nye created their own company as merchants and agents. Nye died in 1865 but Wood continued the company after that. Nye also served as a Representiative twice and Mayor of New Bedford. (See A Genaeology of the Nye Family) | CL12616 | |||||||
| 22 |    | 1992 | Maryland Shipbuilding & Drydock Company–Photographs.; Norfolk Shipbuilding & Drydock Co. (Va.)–Photographs. | Chesapeake Bay Region (Md. and Va.)–Photographs.; Chesapeake Bay (Md. and Va.)–Photographs.; Baltimore, Port of (Md.)–Photographs.; Coan River (Va.)–Photographs.; Rappahannock River (Va.)–Photographs.; Tangier Island (Va.)–Photographs.; Fishermans Island National Wildlife Refuge (Va.)–Photographs.; Elizabeth River (Va.)–Photographs.; Naval Operating Base (Va.). | Work boats–Chesapeake Bay Region (Md. and Va.)–Photographs.; Fishing boats–Chesapeake Bay (Md. and Va.)–Photographs.; Fishing boats–Chesapeake Bay Region (Md. and Va.)–Photographs.; Yachts–Chesapeake Bay Region (Md. and Va.)–Photographs.; Barges–Chesapeake Bay Region (Md. and Va.)–Photographs.; Canoes and canoeing–Chesapeake Bay Region (Md. and Va.)–Photographs.; Menhaden industry–Chesapeake Bay Region (Md. and Va.)–Photographs.; Grain trade–Chesapeake Bay Region (Md. and Va.)–Photographs.; Docks–Chesapeake Bay Region (Md. and Va.)–Photographs.; Marinas–Chesapeake Bay Region (Md. and Va.)–Photographs.; Harbors–Chesapeake Bay Region (Md. and Va.)–Photographs.; Marine railways–Chesapeake Bay Region (Md. and Va.)–Photographs.; Rivers–Chesapeake Bay Region (Md. and Va.)–Photographs.; Schooners–Chesapeake Bay Region (Md. and Va.)–Photographs.; Boating industry–Chesapeake Bay Region (Md. and Va.)–Photographs.; Boatbuilding–Chesapeake Bay Region (Md. and Va.)–Photographs.; Sailboats–Chesapeake Bay Region (Md. and Va.)–Photographs.; Gas industry–Chesapeake Bay Region (Md. and Va.)–Photographs. | Contains photographic negatives of the grain boat "Carol Ann", power suction tubes, unloading of cargo, Captain Arthur Eubank of "Carol Ann", Baltimore Harbor, Stephens' marine railway, Coan river, Southern States grain dock, the boat "Lillian Ruth", boat collisions at Rappahannock river, the grain ship "Magdalena Oldendorf", the boat "Eugenia", Mill Creek, Thorndike grain elevator, Norfolk Naval Base, Continental dock at Elizabeth river, grain boats, yachts, barges, fishing boats, workboats, aircraft carriers, Locust Point dock in Baltimore, the hydrokeel "Lida Lady", hover-crafts, the boat "Jim Lee", boat salvage, schooners, salvage from the schooner "Mary Hickman", Highland Landing Cove, the boat "Albert T. Graham", the ocean survey ship "Discoverer", compass adjustments, Maryland Shipbuilding & Drydock in Baltimore, the ship "Seafreeze Pacific", Miller's marine railway, the yacht "Cleapatra's Barge", NORSHIPCO Titan Drydock Operation, D. Addison Cockrell's marine railway, the excursion boat "Captain Thomas", J. D. Krentz marine railway, Tangier Island, Smith Fish Packery, the boats "Northern Eagle" and "Primavera", the boat "Carolinian", Smith Point marina, the menhaden boat "William S. Brusstar", the boat "Cape Charles", boat captain Odell Lawson, Fisherman's Island, the menhaden steamer"G. S. Alynn", the Coast Guard training vessel "Cuyahoga", the charter boat "Hiawatha", Zapata-Haynie dock, the fishing boat "Southland", Humphrey's marine railway, the boat "Raymond Humphreys", log canoes, Mathews County Yacht Club, the boat "Shell Keys", Spa Creek Harbor in Annapolis, the boat "Polly Doyle", Paul Anderton's Boat Shop in Annapolis, the sailing yacht "Anhelo", sailboats, the excursion boat "Miss Ann", the boat "Harvey Brewer", boat commissionings, Shackelford Fish Company, fiberglass boats, Hayes Boat Company, navigation instruments, Bowis marina, Adjootian's boatyard, tugboats, Columbia Liquid Natural Gas plant in Cove Point, Maryland, boat construction, and Reedville oil dock. | MS0199/02-15 | |||
| 23 |    | 1963-1984 | Museu de Marinha (Portugal)–Photographs.; Windmill Point Lighthouse (VA)–Photographs.; Old Plantation Flats Light–Photographs.; The Seafarers Harry Lundeberg School of Seamanship–Photographs.; Seafarers' International Union of North America–Photographs.; Saint Michael's Mount (England : Castle)–Photographs.; The Merry Maidens Stone Circle (Cornwall, England)–Photographs.; Verville Plantation (Va.)–Photographs.; Padrao dos Descobrimentos (Lisbon, Portugal)–Photographs.; Necrópolis Cristóbal Colón (Havana, Cuba)–Photographs. | Mobjack Bay (Va.)–Photographs.; Chesapeake Bay (Md. and Va.)–Photographs.; Tangier Island (Va.)–Photographs.; Cornwall (England : County)–Photographs.; Barcelona (Spain)–Photographs.; Seville (Spain)–Photographs.; Saint George Island (Md.)–Chesapeake Bay Region (Md. and Va.)–Photographs.; Coan River (Va.)–Photographs.; East River (Mathews County, Va.)–Photographs.; Potomac River–Photographs.; Rappahannock River (Va.)–Photographs.; Yeocomico River (Va.)–Photographs.; Urbanna (Va.)–Photographs.; Piney Point (Md.)–Photographs.; Torre de Belém (Lisbon, Portugal)–Photographs. | Bays–Virginia–Photographs.; Rivers–Virginia–Photographs.; Wharves–Virginia–Photographs.; Bridges–Chesapeake Bay (Md. and Va.)–Photographs.; Lighthouses–Chesapeake Bay (Md. and Va.)–Photographs.; Menhaden industry–Chesapeake Bay Region (Md. and Va.)–Photographs.; Historic sites–Chesapeake Bay Region (Md. and Va.)–Photographs.; Marinas–Chesapeake Bay (Md. and Va.)–Photographs.; Oyster industry–Chesapeake Bay Region (Md. and Va.)–Photographs.; Herring industry–Chesapeake Bay Region (Md. and Va.)–Photographs.; Schools–Chesapeake Bay Region (Md. and Va.)–Photographs.; Islands–Chesapeake Bay Region (Md. and Va.)–Photographs.; Boatyards–Chesapeake Bay Region (Md. and Va.)–Photographs.; Museums–Portugal–Lisbon–Photographs.; Historic sites–Portugal–Lisbon–Photographs.; Sailboats–Photographs.; Skiffs–Chesapeake Bay Region (Md. and Va.)–Photographs.; Fishing boats–Chesapeake Bay (Md. and Va.)–Photographs.; Tugboats–Chesapeake Bay (Md. and Va.)–Photographs.; Historic sites–England–Photographs.; Historic sites–Spain–Photographs.; Stone circles–England–Photographs.; Boarding schools–Chesapeake Bay Region (Md. and Va.)–Photographs.; Historic buildings–Chesapeake Bay Region (Md. and Va.)–Photographs.; Plantations–Chesapeake Bay Region (Md. and Va.)–Photographs. | Contains color slides of Mobjack Bay, Coan river, Verville Plantation, herring fishing, East river, Potomac river, Rappahannock river, Yeocomico river, MD (Maryland) Patent Tongers near Annapolis, Bayside steamboat wharf, the boats "Pandor" and "HB IV" and "Eugenia", oyster house on East river, Kinsale Bridge, Christchurch School, SIU (Seafarers International Union) School, Downing house, Black house, Saint George Island, Piney Point, Maryland, Rice's marine railway, Fairport, J.P. Dize house and flower garden on Prentice Creek, scallopers and round stern boat and menhaden products yard, Joe Conboy yard, Urbanna, Virginia, Westland Windmill Point Creek, Phaeton fish landing, plantation Demolen tug boat, french fort from Cheasapeake Bay, fish boat and Careenage Island, Port des Francis, La Rabida padre Antonio de Marchena, Rio Tinto fish boats, fishing skiffs, boat hauling, Albia boats, Old Plantation Flats Light, Windmill Point Lighthouse, Deagle marine railway in Deltaville, Virginia, Cape Charles Processing Company and sand and gravel dock, the boat "Miss Ann" on Carter Creek, log crane on Dunlap Creek, preparation of "Wm. S. Brusster" for towing, boats, docks, cemeteries, houses, herring canneries, shucking house, people, Boat Captain Thomas, Tangier Island, Padrao dos Descobrimentos in Lisbon, Museu de Marinha in Lisbon, Torre de Belem in Lisbon, fish boat and landing in Phaeton, small reef, Fortaleza Sagres fort, sail boats, La Carabela Santa Maria de Cristobal Colon, the catherdral Panteon de Colon, Sevilla, Barcelona, Ancient Tartessan fort in Niebia, Spain, Merry Maidens stone circle in Cornwall, and Saint Michael's Mount in Cornwall. | MS0199/02-07 | |||
| 24 |  | SHORT DESCRIPTION: A broadside consisting of four wood engravings showing the Arctic Disaster of 1871. Depicting the destruction of a fleet of American whaling vessels in 1871 when they were caught and crushed in the ice off Point Belcher, Alaska. The engraving consists of one larger panel across the top and three smaller ones below. Each panel is captined and includes the names of the boats. Edwin Dews reproduced this image in 1872 from the original woodblocks used by Harper's Weekly (originally published December 2, 1871, pages 1128-1129). Dews was a stationer and book dealer in New Bedford from 1866 until 1894 when the business failed. NOTES: In August 1871, 32 whaling ships from California, New England and Alaska were in Alaska hunting bowhead whales. A wind shift from the east drove the pack inward and trapped all 32 ships between the ice and the shore with no chance to escape. The Captains discussed and then created a declaration detailing abandonment of the ships. The men, women and children onboard the ships were evacuated to the whaleboats and rowed south where they were rescued by seven other whaling ships and taken to Honolulu. All but one of the ships were crushed by the ice and sunk or burned after they were abandoned. Only one vessel was able to be salvaged. NOTES: Text from page 1130 of the December 2, 1871 issue of Harper's Weekly: CRUSHED AMONG ICEBERGS. Of the arctic whaling fleet, forty in number, which proudly sailed on their perilous voyage from San Francisco and Honolulu last season, thirty-three have been crushed in the ice, and their crews have barely escaped with life through many hardships and perils. The tidings of this catastrophe were brought to Honolulu on the 23d October; and on that and the following day no fewer than 1200 shipwrecked mariners were landed upon the Hawiian shores. The particulars of this crushing blow to the whaling enterprise of America may be gathered from the following details, supplied to us by Mr. Thomas G. Thrum, of Honolulu, to whom also we are indebted for the several graphic sketches of some of the frighful situations of the fleet and its distressed crews which appear in our opening pages this week. Early in May the whalers arrived at the south of Cape Thaddeus, where they found the ice; but it was so closely packed that they were unable to make much headway northward, and the wind was strong from the northeast for most of the month. June commenced with light and variable winds and foggy weather, but the ice opened somewhat, and the ships made up in sight of Cape Navarine, where five or six whales were taken, and many more were heard spouting among the heavy ice, but they soon left. Toward the middle of June the ice opened, enabling the fleet to pursue their way north, picking up a few whales in crossing the Anadir Sea. When the ships made Cape Behring, the whales had mostly passed through the straits; the fleet had also passed through by the 30th June. They now commenced catching walrus, but with small success in comparison with former seasons. In the latter part of July strong winds prevailed from southeast and northeast, breaking up the walrus hunting; so the fleet pressed to the north-east for Icy Cape. Finding the ice disappear from the east shore south of Cape Lisburne, the fleet pushed to eastward, following the ice, the main body of which was in latitude 69° 10’, in to the east shore, where they found a clear strip of water running along the land to northeast, and in this water the whalers worked up to a few miles off Icy Cape. Here some of them anchored, being unable to proceed further through the ice lying on Blossom Shoals, the wind at the same time blowing strong from the northeast. the wind moderated, and the ice started off the shoals about the 6th of August. In a few days most of the fleet reached north of Blossom Shoals, and the weather being favorable, they worked up to northeast, making Wainwright Inlet, where they captured a large number of whales, though many more were lost, the ice being very heavy and densely packed; but notwithstanding this, the prospects appeared good, and promised a large season's catch. The ships all anchored or made fast to heavy ground-ice, and whaling was continued smartly for several days, when, about the 11th August, a large number of the boats that had been cruising in the open ice were caught in it by a shifting wind setting the ice on shore. This wind was from the west, and the ships were compelled to get under way to save themselves from being jammed. They worked in-shore under the lee of the ground-ice, and it was only with the utmost difficulty that they succeeded in saving the boats, having to haul them for long distances over the ice, which now set steadily on shore; and, to avoid being stove, the ships got into shoal water. On the 13th the ice stopped, having at last grounded, leaving an open space of water along the land up to Point Belcher. The boats were kept off whaling continually, and plenty of whales were heard and seen among the heavy ice, but were inaccessible. Up to the 25th of August the ships remained safely anchored and tied up to the ice, waiting for a strong northeaster to open up the ice off the land. On that day a strong northeast gale set in, and the ice opened and went off shore. On the 27th the weather was good, whales plentiful, and many were taken: and as it was considered that the ice was going off permanently, the ships all got under way, and began whaling in earnest. They had fine weather and light, variable winds on the 28th; but on the 29th a southwest wind, light in the morning, freshened so toward the evening that the ice set inshore, and caught some of the ships in the pack, while the rest barely succeeded in retreating inshore ahead of the ice, where they anchored in from three to four fathoms of water, the ice still coming in, and small ice packing round the ships. By the strong current which ran to the northeast the large, heavy floe-ice grounded in the shoal water, and inside of this many of the ships lay, while those which could not get in kept working in, as they found it possible, to prevent staving. Storms and winds from south to northwest, with snow, now visited the devoted vessels, many of which were so close together as not to have room enough to swing clear of each other. And now a series of disasters began, which culminated in the almost total destruction of the arctic whaling fleet. On the 2d of September the brig Comet was completely crushed in the heavy ice, her crew hardly escaping to the other vessels. The ice, too, began to set on shore heavily, and the open space of water becaitie gradually narrower, and the possibility of the vessels getting out grew less and less. Still our brave Mariners cherished strong hopes that a northeast gale would yet open a way for their passage. Indeed, though dav after day went without any sign of the ice opening, the brave men were more anxious about the loss of time than their apparent danger – so unwilling were they to believe that the ice would not go off shore, as in all their former experience it had done under similar circumstances. Nothing, however, could be viewed but ice off shore to the utmost range of vision, and the only clear water to be seen was that inshore, and which had become narrowed to from two hundred yards to half a mile wide, where the ships were lying, some packed in the ice, others in open water extending from Point Belcher to about two or three miles south of Wainwright Inlet. The wind continued from southeast to southwest, always light from southeast, and fresh from southwest, causing the ice to pack more closely together every day. On the 7th the bark Roman had been crushed by the ice. She had been caught while cutting a whale, and had drifted helplessly with the ice so far as Sea-horse Islands, and was there caught between two immense floes of ice, one of them being aground, and the other, a tremendous floe of several miles in length, thundered against the fated vessel from off shore, crushing her to atoms. The officers and crew fortunately escaped over the ice to the other ships, saving hardly any thing but their lives. These several disasters were alone enough to strike the fleet with consternation, but worse was slowly but surely approaching; and on the 8th the fleet beheld the bark Awashonks shattered between the stupendous floe and ground ice, and again received a fugitive crew who had lost their all. The jeopardy in which they were situated now forced itself upon the gallant mariners; and as the season was rapidly advancing toward its close, and the ice increased daily in the open water, the danger of being frozen in seemed imminent. The masters all met to consult upon the situation, and arrange some means for the rescue of their crews, in the event of its becoming impossible to remove the ships from their pent-up position. The masters concluded to make preparations for the final escape, but indulged in sanguine hopes that the ice would yet open, and obviate the necessity for abandoning the ships which were so dear to them. In the first place, they lightened the brig Kohola, to get her over the bar at Wainwright Inlet, on which there was five or six feet of water. Her oil and stores were then landed on the deck of the Charlotte, of San Francisco, but the Kohola was then found to draw nine feet of water. After taking her down the coast close to the beach, an attempt was made to take her over the shoal water, but unsuccessfully, on account of her draught, and the project had to be given up. Then an expedition of three boats was fitted out and went down the coast, under the command of Captain D. R. Fraser, who succeeded in finding the vessels Arctic, Progress, Midas, Lagoda, Chance, Daniel Webster, and Europa, which had kept out of the ice, and he found their masters willing to stay and wait for the crews of the distressed vessels as long as their anchors would hold out. Indulging in their cherished hope that the ice would yet open and let them out, the masters and crews remained steadfast to the distressed vessels, and Captain Redfield, of the brig Victoria, repeated upon his vessel the experiment whick had been tried upon the Kohola, but without effect. As on the night of the 9th September the clear water round the ships began to freeze over and the weather became calm, it was deemed well to lose no time in forwarding supplies of provisions to the vessels waiting in the south before the passage by boats was cut off by the ice, and so compel them to travel on the ice to those vessels. The boats were coppered round the bows to protect them from damage by the ice, which had already accumulated in the open space, and the provisions were sent south. This measure was adopted with much reluctance by the brave hearted men, because it appeared so much like an ultimate abandonment of their vessels, and that was a thing hard for them even to entertain Still they knew that in case their ships escaped the destruction then impending, those provisions could be reconveyed to their vessels; and it was this reflection that buoyed them up in their sad task, and they "hoped against hope" to the very last. After waiting what was to them a long, dreary while, until the 15th September, another meeting of the masters took place, when the painful conclusion was arrived at that in order to save the lives of their crews they would be obliged to abandon their vessels, as it was quite impossible to winter there, the supply of provisions being insufficient for three or four months, which is less than a third of the length of winter in those regions. The masters also concluded that as the ships lay in the open sea, exposed to the weather, the probability was strong that they would all be destroyed by the ice, although they were ready to stay any length of time by their ships that they could exist upon the provisions, if sure of a vessel to take them off in the last extremity. Consider the case as they would, they could not see any prospect of saving the ships if they staid by them, and unless they made their escape while they could do so, starvation and death seemed the only alternative. Accordingly, with heavy hearts, and feelings which none but those who have been similarly situated can describe or realize, all the ships’ companies, at the preconcerted signal – colors set at the mast-heads – got ready to leave their vessels on the 14th; and on that day at four p.m. every ship’s company had left their vessels and proceeded on their way south, carrying only such provisions and clothing as were positively needful. During their progress southward they found that the ice had increased to an extent greater than they had imagined, and felt satisfied that, even though they had succeeded in taking the brigs over the bar at Wainwright Inlet, they would never have got them into the clear water in the south. On the night of the 14th they camped on the beach, and at daylight on the 15th they went on their way to Icy Cape, the wind blowing strong from the south. When they came in sight of the waiting ships they were indeed grateful to that Providence which had guided them, and preserved means for their rescue from the frightful perils and hardships through which they had passed. They experienced great difficulty in getting off to the ships, owing to the rugged sea and necessarily deep loading of the boats. The Arctic, Midas, and Progress each lost an anchor in trying to hold on to receive the crews who went on board the seven vessels then standing by for the rescue, as promised to Captain Fraser. The boats were cut adrift, as the crowded state of the ships precluded them from saving one of them. On the 16th September – the last boat's crew having been taken on board – the seven vessels weighed anchor, the wind blowing strong from northwest, and proceeded southwest for Plover Bay, where they touched, and took in water and wood sufficient for the vovage to the Hawaiian Islands. They reached Plover Bay on the 24th, and sailed thence the 25th September for Honolulu. The distance traveled by the boats after the abandonment, until reaching the rescuing vessels south of Icy Cape, was about seventy miles; the ice to seaward being one compact mass, and the water along the beach being a very narrow strip, for the entire distance very shoal. | CL11023 |
Created 2026 by Don Barker, CBMM volunteer, for the Chesapeake Shipbuilding Project. shipbuilding@sailingworkboats.es