USA > Massachusetts > Bristol County > New Bedford > History of New Bedford and its vicinity, 1620-1892 > Part 41
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question whether they should leave their ships and save their lives, or stand by their ships and perish with them. The morning of the 14th of September came, and a sad day it was for the crews of the ice-bound crafts. At noon the signals, flags at the mastheads, union down, were set, which told them that the time had come when they must sever themselves from their vessels. As a stricken family feels when the de- vouring flames destroy the home which was their shelter, and with it the little souvenirs, the priceless memorials which had been so carefully collected and so earnestly treasured, so feels the mariner when com- pelled to tear himself from the ship, which seems to him at once parent, friend and shelter. In these vessels lay the result of all the toil and danger encountered by them since leaving home. Their chests con- tained those little tokens received from or reserved for friends thousands of miles away, and nothing could be taken with them save certain pre- scribed and indespensable articles. With heavy hearts they entered their boats and pulled away, a mournful, almost funeral flotilla, towards where the vessels lay that were to prove their salvation. Tender women and children were there, who, by their presence, sought to relieve the tedium of a long voyage to their husbands and fathers, and the cold north wind blew piteously over the frozen sea, chilling to the marrow the unfortunate fugitives. The first night out the wanderers camped on the beach behind the sand hills. A scanty supply of fire-wood they had with them, and such drift- wood as they could collect, sufficed to make a fire to protect them somewhat from the chilling frost. The sailors dragged boats over the hills, and by turning them bottom up- wards and covering them with sails, made quite comfortable habitations for the women and children. The rest made themselves comfortable as best they could. 'On the second day out,' says Captain Preble, 'the boats reached Blossom Shoals and then spied the refuge vessels lying five miles out from shore, and behind a tongue of ice that stretched like a great peninsula ten miles farther down the coast, and around the point of which they were obliged to pull before they could get aboard. The weather here was very bad, the wind blowing fresh from the southwest, causing a sea that threatened the little craft with annihilation. Still the hazardous journey had to be performed, and there was no time to be lost in setting about it. All submitted to this new danger with becom-
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HISTORY OF NEW BEDFORD.
ing cheerfulness, and the little boats started on their almost hopeless voyage, even the women and children smothering their apprehensions as best they could. On the voyage along the inside of the icy point of the peninsula everything went moderately well, but on rounding it they encountered the full force of a tremendous southwest gale, and a sea that would have made the stoutest ship tremble. In this fearful sea the whale boats were tossed about like pieces of cork. They shipped quan- tities of water from every wave which struck them, requiring the utmost diligence of all hands at bailing, to keep them afloat. Everybody's clothing was thoroughly saturated with the freezing brine, while all the bread and flour in the boats was completely spoiled. The strength of the gale was such that the Arctic, after getting her portion of the refu- gees on board, parted her chain cable and lost her port anchor, but brought up again with her starboard anchor, which held until the little fleet was ready to sail. By about four o'clock in the afternoon of the second day all were distributed among the seven vessels that formed the remnant of the fleet that sailed for the Arctic Ocean the previous spring. Not a person was lost to add to the grief already felt, or to increase the gloom of the situation. To the Europa were assigned 280; to the Arctic, 250; to the Progress, 221 ; to the Lagoda, 195; to the Daniel Webster, 113; to the Midas, 100; and to the Chance, 60. In all 1,219 souls, in addition to the regular crews. On the 24th of October the larger portion of these vessels reached Honolulu and the remaining ones of the seven speedily followed."
The names of the New Bedford vessels that were abandoned in this disaster were: Barks Awashonks, value $58,000; Concordia, $75,000 ; Contest, $4,000 ; Elizabeth Swift, $60,000 ; Emily Morgan, $60,000; Eugenia, $56,000; Fanny, $58,000; Gayhead, $40,000; George, $40- 000; Henry Taber, $52,000 ; John Wells, $40,000; Massachusetts, $46,- 000; Minerva, $50,000 ; Navy, $48,000; Oliver Crocker, $48,000 ; Seneca, $70,000; William Rotch, $43,000; ships George Howland, $43,000 ; Reindeer, $40,000; Roman, $60,000; Thomas Dickinson, $50,000.
The vessels in the abandoned fleet belonging to New London were : Bark J. D. Thompson, value $45,000; ship Monticello $45,000. From Edgartown, ships Champion, $40,000, and Mary, $57,000. From
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Armas A. montes
431
THE DISASTER OF 1876.
Honolulu, Sandwich Islands, barks Paira Kohola, value $20,000 ; Comet, $20,000 ; Victoria 2d, and ship Julian, $40,000.
The receipt of the news of this terrible disaster created intense ex- citement in New Bedford, as well it might, for it involved a loss of a million of dollars to the merchants who had bravely undertaken to re- store the whaling industry from the evil effects of the war. For a time the courage of the bravest merchants was paralyzed, and it seemed as if the results of this great misfortune would be the final abandonment of arctic whaling. This state of affairs continued but a short time, and in 1872 there were twenty-seven ships in the Arctic, and in 1873 twenty-nine ships. The business was seriously handicapped, for the rates of insurance were so greatly increased as to make the prosecution of the industry a doubtful investment. This and the increased use of petroleum oil hindered very materially a recovery from this blighting misfortune. The increased value of whalebone was a powerful incentive to continue the business, and for a few years it gradually recovered its activity in a moderate degree. To every one, however, at all con- versant with the business, it was apparent that whale fishing was in steady decline, and that the capitalists of New Bedford minst seek other channels for their investments. The hopes of many were strong, and the struggle was continued with energy and persistence.
In 1876 another calamity to the arctic fleet occurred that, while of less pecuniary loss, was more appalling in the loss of life. The fleets of twenty ships entered the Arctic Ocean early in August and commenced the season's whaling with a good prospect of a successful catch. Cir- cumstances similar to those of 1871 seemed to attend the fleet. The ice commenced to close in about the vessels and the crews were inspired with the same delusive hope that a favorable wind would scatter the ice and set them free. This hope was not realized, and the vessels were abandoned. On the 5th of September, 1876, several officers arrived in this city. Mr. Rogers, first mate of the Marengo, told the following story of the disaster :
" On the 29th of August, after several unsuccessful attempts had been made by parties to reach the land, Captain Kelley, of the Marengo, with a whale boat and about fifty men from his own and other vessels, started for the shore, dragging the boat over the ice to clear water, and then
432
HISTORY OF NEW BEDFORD.
launched and ferried across. There was a thick fog at the time and it was snowing, consequently but slow progress could be made. Two trips had to be made across open water with the boat to take all the men over, and the fog was so thick that progress was made with the greatest difficulty. After making a distance of about five miles, the men fast becoming exhausted, it was decided to return, and the party arrived at the Java 2d after an absence of twenty-four hours, perfectly worn out with fatigue. On the 30th the captains held a council and decided there was no hope of saving the vessels, which were already sadly crippled by ice, and they concluded to make an attempt to reach land before escape was utterly impossible. They made tents from the sails of the ships, and with about twenty-five days' rations all who chose to do so started for the land. After traveling four days across the ice and ferrying over open water the party reached Point Barrow, where they found the Three Brothers and Rainbow. On the 11th of Septem- ber they commenced building a large sledge, which they proposed to drag south over the ice a distance of 100 miles, to carry their boats and provisions ; but they were informed by some natives who had just come up the coast that the pack-ice extended for a longer distance south, and the expedition was abandoned. It was then decided to locate at Point Barrow for the winter and save what whale meat they could for sub- sistence. On the 12th the wind commenced blowing strong from the E. N. E., and the weather was very cold. There was no open water in sight. The next day communication was opened with the Florence, which vessel was laying eight miles south of Point Barrow. From her came the glad tidings that there was a prospect of getting out of the ice into clear water, and it was decided that if thought prac- ticable, she should signal the party the next day. On the 14th her colors were flying and the party, consisting of 300 men, joined her as soon as possible. It was found on reaching her that a strip of ice only a quarter of a mile in width was hemming her in. The ice was from thirty to fifty feet in thickness, and the full force of the men set at work with spades to cut her out. There was a swift current of water, and by cutting in the ice so as to form channels for the water to run through, an opening sufficiently wide for the vessel to pass was made. All hands then went on board the Florence and sailed down the coast
433
FIRST STEAM WHALER.
to take the captain and crew of the Clara Bell, which vessel was frozen in the ice eight miles below, and her captain had decided to abandon her on the 17th, if at that time there was no hope of extricating her. On the 18th the Three Brothers and the Rainbow came down, the former with the captain of the Clara Bell on board. The Three Broth- ers took from the Florence 110 men, leaving with her 190. The Flor- ence arrived at St. Lawrence Bay September 21, procured water and sailed for San Francisco the next day. In regard to the men left with the vessels Mr. Rogers thinks there is no hope of them. Only one officer was left with them, Mr. Williams, fourth officer of the Desmond. Five of the Marengo's men were left, none of them Americans. One sick man was left on board the Camilla. No natives were seen in the vicinity of where the larger part of the fleet was abandoned, but the Clara Bell was taken possession of by them before the crew had left her ; and while the sailors were in sight they were aloft, stripping her of her sails and rigging."
The names of the abandoned vessels that belonged to New Bedford, with their approximate values, were : The Acors Barns, $35,000; Ca- milla, $35,000 ; Cornelius Howland, $40,000; Josephine, $40,000; Mount Wallaston, $32,000 ; St. George, $36,000 ; James Allen, $36- 000; Java 2d, $26,000 ; Marengo, $40,000, and Onward, $40,000. From San Francisco, Clara Bell, $24,000. From Honolulu, Arctic, $32,000 ; Desmond, $24,000. A total loss of $442,000. To this must be added the estimated value of the reported cargoes, $375,000. While most of the officers and crews were enabled to escape, more than fifty who were unequal to the exertion necessary to save their lives were left behind. Some of these were rescued from their ice prison, but most of them died.
In 1880 the steam whaler Mary & Helen, the first one used in the whale fishery, was added to the New Bedford fleet. It was built by Capt. William Lewis, to whom belongs the honor of having inaugurated this new feature of the business. This vessel was furnished with every facility that steam could furnish, and her first voyage in the Arctic fully demonstrated the practicability of its use. The Mary & Helen, Capt. L. C. Owen, sailed from New Bedford September 27, and captured in one season twenty-seven whales. The whole cargo was valued at about
55
434
HISTORY OF NEW BEDFORD.
$100,000. The season was one of marked success in the Arctic, and many of the ships made remarkable voyages. Among these was the ship Rainbow, Captain Cogan, belonging to Messrs. I. H. Bartlett & Sons. She captured 2412 whales and completed her voyage with a cargo valued at $250,000. Captain Lewis afterwards sold the Mary & Helen to the U. S. government for $100,000. Her name was changed to that of Rogers, and she was sent in search of the ill-fated Jeannette. He then built the steamers Belvedere, North Star, Mary & Helen 2d, William Lewis, and changed the bark Lucretia into a steam whaler. The Navarch, also, has just been built.
At the present time the following steam whalers belong to San Fran- cisco : The Bowhead, Beluga, Balena, Norwhall, Jesse Freeman, Thrasher and Mary D. Hume. The history of the whale fishery for the decade ending January 1, 1892, shows a steady decline, not only in the quantities of the product taken, but in the number of vessels engaged. January 1, 1882, the number of vessels in the fleet was 161 with a tonnage of 35,892. January 1, 1892, there were only ninety-two, with a tonnage of 20,845. The actual number of whaling vessels be- longing to New Bedford January 1, 1892, was thirty- seven ships and barks, one brig, and ten schooners, tonnage, 11,378. Sperm whaling is now prosecuted in the North and South Atlantic Oceans, not a single American whaler being on the old fishing grounds in the Indian and Pacific Oceans.
The difficulties that beset the arctic fishery are increased by the shooting of the whales by the natives on the eastern shore, as they pass through the straits to enter the Arctic Ocean. Great numbers of whales are wounded, but few are captured. It is estimated that during the season of 1891 of 150 shot by these shore parties, but fifteen whales were secured. This new mode of warfare must seriously interfere with the fishery and embarrass the voyages of the whalers. As long as whalebone holds its great value it is probable that the right whale fish - ery will be continued; and the economic manner in which the sperm fishing is conducted insures its continuance to a limited degree. It must be conceded that the prosecution of the whale fishery has ceased to be of great importance to the community, and there is no prospect for its future growth and development. Fortunately for the city of
435
LOSS OF THE "UNION" AND "HECTOR."
New Bedford, its business men turned their attention to manufacturing interests, that have saved it from becoming a decayed fishing town.
THRILLING EXPERIENCES OF NEW BEDFORD WHALE SHIPS AND THEIR CREWS.
These stories are gathered from reliable sources, and portray the hazardous life of those engaged in the whale fishery.
The ship Union, of Nantucket, Captain Edmund Gardner (for many years a resident of New Bedford), sailed from Nantucket on the 19th of September, 1807 for Brazil banks. When about twelve days out, running along at the rate of about seven miles an hour, she struck on a sperm whale with sufficient force to break the timbers on the starboard bow. The pumps were immediately manned, but the water came in through the break so rapidly, that it became evident that the certain destruction of the ship was only being postponed. Preparations were made by Captain Gardner, who was a young man and on his first voyage as commander, to leave her. The boats were lowered, and pro- visions, water, fireworks, books, and nautical instruments (whatever in fact they could safely carry, and which would be of use) were stowed away in them. By midnight, only two hours after the accident, the water was up between decks, and an immediate departure was inevita- ble. This was accomplished, though with much difficulty and danger, as a heavy swell was running. The crew-sixteen in number-left the ship in three boats, but the increased risk of separation led them to divide themselves between two boats and abandon the third. The course of the prevailing wind, which was northeast, and the lateness of the season, made it imperative upon them to steer, not for Newfoundland, which perhaps was nearest, but for one of the Azores, which was the most easily accessible land. On the morning of the 2d of October the men rigged sails for the boats, and thus not only progressed with greater speed, but relieved themselves of the fatigue of rowing. During the nights of the 2d and 3d the wind blew a gale, and during a portion of the time they were compelled to lash the boats together and let them drift.
By the 4th of October they were obliged to limit themselves to three quarts of water and sixteen cakes for the whole company for twenty-
436
HISTORY OF NEW BEDFORD.
four hours. When at length they landed on the morning of the 9th of October, on the island of Flores, their stock of water was already ex- hausted. They had been at sea seven days and eight nights, and in that time had rowed and sailed nearly 600 miles.
In October, 1832, the ship Hector of New Bedford, Capt. John O. Morse, then ninety days from port, raised a whale and lowered for him. But while the crews were proposing offensive operations, the whale himself took the initiative, and just as the harpoon struck him he struck the mate's boat, staving it badly. By drawing sails under her and bailing, the boat was kept afloat, and the attack resumed. In the mean time, Captain Morse came to his assistance, and the mate warned him of the character of his antagonist, but Captain Morse told him he had a long lance and he wanted to try it. Accordingly, the captain advanced to the whale, which immediately turned, and taking the captain's boat in his mouth, held it on end, and shook it to pieces in a moment. Not satisfied with this, he chewed up the boat kegs, and whatever appurte- nances to or pieces of the boat that came in his way. The mate now offered to pick a crew and boat and renew the fight, to which suggestion the captain assented ; and with the best and most experienced men of the crew, Mr. Norton again essayed to capture the wrecker of boats. As the mate's boat again approached, the whale again assumed the offensive, and the order was given to "stern all" for their lives. For half a mile or more the chase was continued, the crew striving, as only men in a desperate condition can strive, to keep clear of the enraged whale, which followed them so closely as several times to bring his jaws together within six or eight inches of the boat. By watching his chance as the monster became exhausted and turned to spout, Mr. Norton succeeded in burying his lance in the whale's vitals, killing him almost instantly. On cutting him in, two irons were found, belonging to the ship Barclay, and it was afterwards ascertained that, about three months before, the first mate of the Barclay had lost his life in an encounter with him. He made ninety barrels of oil. Mr., afterwards Captain, Norton mentioned this as the first instance within his knowledge, where a whale.attacked a boat before being struck.
Hon. Weston Howland gives the following interesting account of his experiences on the sea :
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WESTON HOWLAND'S NARRATIVE.
" When quite a young man I left New Bedford as chief mate of a fine ship thoroughly fitted for a three and a half years' voyage to cruise for sperm whales in the Pacific Ocean between the tropics, and on what was then called the New Zealand whaling ground. For the heavy weather of New Zealand we were fitted with four reefs in the topsail and one reef in the main top gallant sail; and, for the light winds on the pas- sage and about the equator, with royals, sky sails, and full sets of stud- ding sails, including royal studding sails.
" We whaled on the equator, crossing it almost daily until we ar- rived in the longitude of the Marquesas, or Washington Islands, when we hauled south and made the fine harbor in Nukahiva for a stay of two weeks to procure wood, water, potatoes, bananas, etc. The natives of these islands at this time, 1837, were considered the handsomest race of all the islands of the Pacific ocean - the men of fine stature, the wo- men of delicate features and quite light complexion. The inhabitants of the port were friendly but needed close watching, as their thieving propensities were very strong. On all other parts of the island they were very savage, and cannibals. When leaving this island we took with us an Englishman and a Sandwich Islander as interpreters, and ran over to the island of Roa Poua, about thirty miles distant and one of the same group, for further recruits and pigs. Arriving after a few hours' sail, the captain, with two boats' crews and interpreters, pulled in to the principal bay, and after telling the chief what was wanted left the Sandwich Islander (who was of large stature, fat and sleek) to have the recruits, pigs, etc., at the landing ready for him to take off in the morning. On returning, the chief mate with two boats' crews and the English interpreter pulled into another bay and landed himself and the interpreter, with boats afloat and oars ready for a spring in case of a surprise. Our rule in those days was that if the women and girls were at the shore we were comparatively safe from attack by the natives. At this landing neither men nor women were to be seen, and, fearing ambush, we left for the ship. When the captain left the Sandwich Isl- ander on the shore for the night he took the chief's son as a hostage for the safety of our interpreter.
" With the ship off and on through the night, in the morning we stood in toward the upper bay, when a canoe came off with a New
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HISTORY OF NEW BEDFORD.
Zealand native, who came on board and gave us a full account of how they had killed the Sandwich Islander and eaten him, with a description of the festivities or revels during the night. The captain ordered the ship put away for Nukahiva. When on her course, with yards trimmed, tacks down and sheets aft, with a spanking trade wind breeze on the quarter, there comes a scene which would require an artist to describe. The first officer goes to his stateroom for the knives for the purpose of having the top and top gallant masts scraped. He, without giving any thought to our hostage, comes up the gangway with the glittering knives, six of them, in his hands, when with a scream our hostage, the handsome boy, nude with the exception of tapa about his loins, springs into the bow boat and, with the agility of a cat, runs on the outer gun- wale into the waist boat, reaches in and catches the end of the main clew garnet and putting a noose around his neck and on to the outer gunwale of the waist boat, is ready for a spring.
" Catching on to the situation in a flash, the mate dropped the knives and held up both hands, while our interpreter explained and persuaded the hostage to unloose the rope from about his neck and come on deck. Then he told us that as they had killed and eaten our man he supposed the knives were to be used to kill him, and to be used in eating him. This boy remained on the ship a year or more and rowed the tub oar in the writer's boat.
" Being at one time near Savage Island in a calm and entirely smooth sea, a large sperm whale hove in sight, coming towards the ship. After spouting, or breathing fifty or sixty times, it turned flukes and went down. The boats were immediately lowered and placed by direction of the captain, when the whale spouted, having been down nearly one hour. He was nearest the captain's boat, who with paddle and with little noise slipped alongside the big fellow. When the boatsteerer threw his harpoons, only one of them entered the whale. He, not lik- ing the sensation, at once sounded, taking out nearly 250 fathoms of line. In the mean time the other boats were pulling for dear life to the assistance of the captain, who was now hauling in the 250 fathoms of line. As the chief mate's boat drew near, the whale having broke wa - ter and for the time being very quiet, the captain called out that he had but one iron in and forus to bequick and get fast. Now the boat is being
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WESTON HOWLAND'S NARRATIVE.
rushed square off and on to the whale, with boatsteerer on his feet, har- poon in hand. Before near enough to dart, the whale settles out of sight, and in an instant, rising, strikes the boat on the port bow with his jaw, knocking all of us overboard excepting the tub oarsman, who was jammed between the tub, with 250 fathoms of line it it, and the side of the boat. When the writer came up he caught the gunwale, and raising himself to enter, he found the whale's jaw occupying the length of the boat, on the thwarts, or seats. Thinking there was not room for him he called to the Swede to jump. At this instant the whale rolled with the line so caught over his teeth as to hold the boat right over him. Starting at good speed to run, with boat thumping on his back, until she turned bottom up and the poor Swede was seen no more. The second mate's boat approaching, it took the writer in, and while the third mate picked up the men and was saving boat-oars, etc., we at once proceeded to help the captain secure the whale. The master was a most excellent whaleman, never darting the lance when he could get near enough to set on the whale, that is, hold on to the pole and push his lance into the vitals of the whale; and now, while the vicious whale had his eye on our boat. the captain rushed in. In lance and out of the spout hole with his breath came the thick buckets or barrels of blood, when the victory was won. The whale was taken to the ship, cut in, and boiled out over eighty barrels of sperm oil.
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