USA > Massachusetts > Essex County > Salem > Salem vessels and their voyages; a history of the "Astrea", "Mindoro", "Sooloo", "Panay", "Dragon", "Highlander", "Shirley", and "Formosa", with some account of their masters, and other reminiscences of Salem shipmasters > Part 6
Note: The text from this book was generated using artificial intelligence so there may be some errors. The full pages can be found on Archive.org (link on the Part 1 page).
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In this connection, it is interesting to state that the- new ship Iceland sailed from Boston at the time that the Panay sailed on her first voyage. The Iceland was. never heard from again, and it is supposed that she foun- dered in the Gulf Stream, as the Panay there experienced a terrific gale. Her new rigging slackened, and it was thought that her masts would be snapped out of her. But Captain Bray's skillful scamanship saved the vessel and the lives of her crew.
The letter of Captain Bray, describing the loss of the Panay, is here published. It was not written for publi- cation, but in the privacy of business, but is too inter- esting a story to be withheld from the public.
"Manila, July 31st, 1890.
"Messrs. Silsbees & Pickman,
"Dear Sirs :-- It is my painful duty to report the loss of your ship Panay under the following circumstances: On the fourth inst., I was notified by Mr. Murray, of Ker & Co., that the ship was chartered to load sugar at.
442 ...
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BY GEORGE GRANVILLE PUTNAM
Iloilo for New York, aud requested to use all despatch in. reaching her loading port. I bought the necessary ballast, shipped six new men, and made a bargain with Macleod & Co. to tow the ship to Iloilo for $400. We left this port in tow of steamer Taurus at 4.15 P. M. of the 10th inst .; everything went well until the night of the 11th, at 10 P. M. We were between the islands of Mastro De Campo and Banton, and the steamer set her fore and aft sails and whistled for us to do the same. We set all stay sails, jib and spanker, wind freshening from S. W. at the time and a nasty short sea making. With sail and steam we were making about four knots per hour, and the course was S. E. 1/2 S., but the steamer kept up S. S. E. and I had no idea but that we should get along all right. At 12 steamer headed up South, and we hauled down fore- topmast staysail and jib to make the ship steer better. At 4 A. M. of the 12th, the South point of Simara bore S. E. We were still making headway and I supposed the captain of the steamer know more about the currents than I did, though I wondered why he should persist in going to windward of a small island when it was a very easy matter to keep off and go to leeward without in- creasing the distance.
"At 4.15 he blew his whistle, noticing the ship was close to the shore. I supposed he meant to haul up to the westward, so hauled down the fore and aft sails, and sent the mate forward to see what the steamer was doing. A few minutes after, the steamer blow one short blast and from the forecastle the mate shouted, 'He has let go our lines, sir.' I said, 'Are you sure ?' Mate said, 'Yes, sir. The lines are gone.' I started to go forward, and just as I stepped on the forecastle ladder I saw the ship's head was paying off towards the shore, so gave the order, 'Hoist foretopmast staysail and jib.' 'Helm hard up.' 'All hands on deck.' 'Loose lower top sails, cut the gaskets, don't stop to cast them off, square the afteryards.'
"The ship was heading south when the steamer let us go, and right under our lee was the west point of the island, where the sea was breaking masthead high. I knew that if we struck, there was no hope for the ship
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and very little for anybody on board. But if we once cleared the point we might be able to wear round in safety. We cut the hawsers, the ship paid off enough to clear the point, but she had very little way, and the tide and wind were both on shore, and she struck on a reef about two ship's lengths off the beach, at 4.30 A. M., and soon slewed round broadside to wind and sea, and with every roll went up higher on the reef. We sounded, found 12 feet all around her, put a boat out at once (after drawing up sails), and sent the second mate in her to sound; found three fathoms a ship's length to the west- ward, the same distance further west 10 fathoms, and a very little further, no bottom, with 40 fathoms of line. . "At daylight, sent on board the steamer, to sce if he had a hawser and would attempt to pull us off. He re- ported that his largest one was a five-inch, but he sent his boats to pick up our lines that were floating up the strait. Calling the boat back, I got into her and went on board. the steamer, to see if anything could be done. Asked the captain if he could pull the ship off and tow her to Manila. Just before leaving the ship, the carpenter reported two. feet of water in the well; and as we were beating into & worse position, I let go the anchor. The captain of the steamer told me, if I would give him my big hawser, he would try and pull us off and tow the ship to Lagui- manoe as the nearest safe anchorage. I told him I would slip the anchor, so I went on board, got up the nine-inch hawser.
"The steamer made one attempt to run a hauling line to us, but failed. He then set the signal, 'J. K.' 'The attempt is dangerous,' followed it with N. D., I must abandon the vessel'; P. N. Q., 'According to orders.' I then asked, 'Will you take the captain to Manila ?' He set his answering pennant, and steamed away south. I then run out a kedge anchor to the outside of the reef, and with a new four-inch line, tried to heave her off, but could not start her an inch. Sounded the pumps, found three fect and the water outside had fallen to nine feet. Sent all hands to breakfast, while I did a little thinking. . All this time the ship was rolling heavily, and at times
SHIP "PANAY "
Silsbee, Pickman & Allen, Owners Stephen P. Bray, Master, 1877
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would lift her whole length and pound very hard, large pieces of the shoe had come up, and at 9 A. M. I noticed the rudder braces were gone.
"After breakfast, noticing a number of natives on the beach and with them several people in uniform, I sent the mate on shore to see if assistance could be obtained. He reported that the officer in charge was a Spaniard and would do all he could for us. I then went on shore my- self, taking a Manila sailor with me as interpreter
"The officer in charge and the captain of the Pueblo both told me that the tide was falling, and at low water the reef would be bare, and the ship probably on her beam ends, so I decided to land everybody on the beach with what provisions we could pick and wait events ; pro- ceeded to do so and when the last boat left the ship at 11 A. M. there was six feet of water in the hold; found one small house near by which the officer had cleared out for our use, the men camping out in a cocoanut grove. By dark the ship had listed to starboard (off shore) about four streaks and was rolling with every heave of the sea. At daylight the next morning (13th) I went on board. The sea was smooth; the ship laid much quieter than the day before and had settled on her starboard bilge with lower chain plate bolts in the water. I found the water in the hold was the same height as outside the ship and most of the sound ballast washed away; spont the forenoon landing provisions and water; also some spare sails to make tents for the men; unshipped the galley stove and took that on shore also.
"At 9.30 the steamer Churruca hove in sight. She saw us and came as close in shore as possible ; sent a boat in charge of an officer who was accompanied by Mr. James Macleod of Iloilo. They asked if they could render any assistance; said they could not attempt to pull the ship aft; did not think she could be got off, but they would take me to Iloilo or give me anything I wanted in the shape of provisions. I thanked them, told them we had enough to eat. My own intention was to reach Manila as soon as possible, so that I could communicate with my owners. Mr. Macleod said there was no steamer up for
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some days and that I would be saving time by going with them. I. did not want to leave the island till I had seen that everything had been done for the crew, so bid them goodbye, spent the rest of the day building tents for the men and for stores till 3.30 P. M., when a steamer came round the point steering north. Got into the boat with a few clothes and went out to her. She proved to be the Taurus back again. Had been into Romblon and procured two hawsers from another steamer. It was nearly low water. I struck the boat twice in crossing the reef, so concluded as the steamer was bound to Iloilo I would go in her. Left at once and arrived at Iloilo about 4.30 P. M. on the 14th. Found a small steamer, the Camguin, was to sail for Manila the next day; at once engaged passage in her and arranged with the agents to have her stop at the wreck for a few hours if the weather permitted.
"On the 15th I noted a protest with the Consul in the afternoon. The captain of the port sent for me and asked if I wished to make a declaration. I told him no, but was ready to answer any question he might ask. He asked a few simple ones, as to the time and cause of the disaster, my opinion as to possibility of avoiding it. All . of which he required me to sign. On consulting the agents of the steamer, I decided that if she left at daylight the next morning she would arrive at the ship early next day, otherwise she would be obliged to lay to all night. Left Iloilo at 5.30 A. M. of the 16th, arrived off the wreck at daylight next morning, went on shore, found . the ship in the same position, but the lower part of the stem was split and the planks of starboard side amidships appeared to be bulging out. Mate informed me that on Monday and Tuesday he had been able to work half the day and he had landed all the sails and some rope. On
Wednesday the sea was so high he could not get off to the ship. I had intended to take away some of the most valuable personal effects by this steamer, but the sea was so high I could not do it. So I only took away the car- penter and three men and only what clothes they could put in their bags.
"I arrived at Manila at daylight on the 18th. Reported
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to Ker & Co. at once. Found the loss of the ship had been reported by a steamer the day before and you had been advised by wire, although they had no particulars here. Wired you at once as follows, 'Panay Captain ar- rived here today ; everybody saved; vessel lays very badly and is full of water ; see no prospect of getting vessel off. Mate is engaged saving stores, waiting instructions before further action.' 'I then went to the U. S. Consul and de- posited ship's papers and gave instructions for extending protest. On the 19th, the protest being ready, I signed it together with the carpenter and three seamen. Tivo of the men wished to be discharged at once, and as the steamer was leaving for Hong Kong the same afternoon, I paid them off and they left by steamer. Sunday, 20th, at 1 P. M., I'received the following from you, 'Consult the agent of National Board (of underwriters) to co- operate (with them). Make a contract compensation only on condition that vessel is saved.' Finding that Mr. Mur- ray was the agent in question, I called on him at once and after consultation sent the following :- 'No contract possible just now. My opinion is, proceed immediately to wreck with surveyor. Immediate reply required.' That morning I sent a letter to cach of the steamship agents to see if either of them would make a contract on the lines proposed ; have received replies from two of them saying in effect that they could not think of such a thing; since then have been trying to charter a stcamer to go down to the wreck and bring up the crew and all salvage possible. There is only one steamer now in port that is suitable. On the first application her agents refused, as she could not be taken off her regular trips to Sorsogon; but they said that they would have another boat on Friday that I could have for $150 per day. I was anxious to get away as soon as possible, so got hold of the consignee of the cargo by this steamer and found she could afford to lose one trip; went back to the agents and was told that they were willing to oblige me, but as the principal owner lives at Sorsogon, they must get his consent. They wired him at once and we shall get a reply as soon as possible. This particular steamer would suit better than any other
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I know, as she has a captain of experience and nerve. The service is not dangerous, but a man that knows his business can so handle his steamer as to make it easy. for us to reach him with our boats. I found the captain of the Camiguin was not up to it. He kept his vessel so far out to sea that we should have swamped every loaded boat. I don't know that we shall be able to bring all the stuff off the island. The ship lays on a dead lee shore, and though we have not had much difficulty in landing every- thing under her lee, it is quite another matter launching loaded boats in a heavy surf. Still, I must go there for the men. I shall take down with me the surveyor for Lloyds and a man from Ker & Co. to represent the Na- tional Board.
"July 23rd .- Have been three days trying to charter a steamer to go down to the wreck, but without success. Am still on the lookout. Manila, 24th July .- I am Jeav- ing this day for the wreck, have been all the time since Monday trying to charter a steamer and Tuesday night supposed I had one at $150 per day to proceed to the wreck and bring up all the people and salvage. Yesterday morning was told that the owner in Sorsogon would not give his consent to the charter. Spent the forencon look- ing for another, could not get the promise of one to leave here before Saturday, and I was fairly discouraged. Find- ing that the Gravina was advertised to sail today for Iloilo and Cebu, I went to the office of the agents to see if they would take a letter for me to Mr. Cleveland, tho mate, and before I left there had made the following bar- gain. They are to take me, the surveyor and an inter- preter to the Island of Simara and Jand us there, then on the return of the steamer, pick us up with all the crew I care to take and our personal effects for the sum of $300. If the weather will not permit the steamer to take us on board on her return, $100 is to be returned to me.
-
"The weather has been fine here for the past two days. Everybody predicts a 'Colla' when the moon changes. I hope to reach the ship before that. I think it would cost at least $40,000 to get the ship off and repair her. There
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are no wrecking appliances bere as at home. There is a steamer pump which could be had for about $50 per day, but I would have to buy a boiler and insure the whole plant for its full value. The ship has been. 12 days on a coral reef, bilged, lower part of stem gone, and the lower rudder traces, and the water the same height inside of her as outside, and she rolls and grinds with every heave of the sea. I believe it is possible to tow her off the reef at the top of high water, provided the sea is smooth enough to get lines to her. But I think she would sink before we could tow her here, and if we should mect bad weather the case is hopeless. I have tried my best to make bargains. Everybody has been kind to me here. Ker & Co. have had the whole force of the office employed in some way or other in your interest, and Mr. Murray has given me his whole time. I leave this afternoon, and shall probably be gone a week, and will do all that is possible to save the ship or if she must be abandoned will still leave the mate with a sufficient force to guard the sal- vage till it can be sold,
"I remain, "Your obedient servant,
(Signed) "S. P. Bray."
A history of Captain Bray has been given in connection with the ship Mindoro.
A synopsis of her several voyages, and the account of her loss, follows :--
First Voyage .- Launched at East Boston, June 25, 1877. . Built by Justin E. Taylor for Silsbees, Pickman & Allen of Salem, 186 ft. 7 in. length; 37 ft. beam; 23 ft. 2 in. depth, at a cost of $74,582.75, including outfits.
September 12, 1877, sailed from Boston under com- mand of Capt. Stephen P. Bray, of Newburyport, for Melbourne with 2124 tons cargo; thence to Iloilo and returned to Boston with 1500 tons sugar, arriving Sept. 25, 1878. Absent twelve months, thirteen days.
The ship Panay was built for Silsbees, Pickman & Allen, of Salem, in East Boston, and was launched in fine style, June 25, 1877, from the yard of Justin E. Taylor, near the
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Meridian Street Bridge, East Boston. Several Salemites, the writer among them, were aboard the ship when she slid from the ways, and gracefully entered her element, amid the roar of whistles of steamers and tugs in the vicinity and the cheers of the spectators. The tide was not as high as anticipated, and her headway was stopped as she entered the soft mud of the bottom of the harbor. Attempts were made to roll her, so that she would make a cradle for herself, and then could be hanled out by the tugs. It was of no use, however, and she was obliged to remain over one tide. The calamity howlers predicted all sorts of gloomy things for the ship, because of this mishap on her natal day, but she came off all right on the next tide. The "rolling process" consisted of all on deck running across the deck from one side to the other.
The ship was 190 feet and six inches long on deck, 36 fect extreme ,breadth of beam, and 23 feet depth of hold, including eight feet height between decks, ten inches dead rise at half floor, six inches rounding or swell of sides, five feet sheer graduated her whole length, and she was 1100 tons, carpenter's measurement. Her frame was selected, seasoned white oak, her planking, ceiling and deck frames hard pine, and her deck floors selected white pine.
She was square-fastened throughout, butt and bilge . bolted with yellow metal, thoroughly trecnailed with locust ; all of her ceiling was scarped, the thick work bolted edgeways; her hanging knees and breasthooks were iron, bolted through all, thus giving her great stowing capacity, . and she was well ventilated and seasoned with salt. She had all the modern improvements; was built by the day and was as strong as wood and iron could make her. She was finished in the best style of workmanship, and no ex- pense was spared in her construction to make her all that a ship ought to be.
She was a medium clipper model, designed to sail fast and to carry well. She had a neat billet head carved and gilded, an oval stern, rounded in the wake of the monkey rail, and clean lines fore and aft, with a long, buoyant floor. Her bottom was sheathed with yellow metal, the
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hull outside painted black, and inside her houses and bulwarks a pearl color. All her accommodations con- sisted of a house abaft the foremast for the use of the crew, galley, carpenter shop, etc. A cabin house, finely finished, built into a half poop, was conveniently arranged for the comfort of the captain and officers of the crew, with dining room and after cabin, all nicely furnished. She was a full rigged, double-topsail-yard ship, with wire standing rigging, and in all her details was one of the best arranged ships ever built in Boston, and her work- manship reflected the highest credit on her talented builder, Mr. Taylor. After being metalled, she was towed. to Lewis wharf, and there loaded in Henry W. Peabody & Co.'s line for Melbourne, Australia.
The Panay sailed from Boston on her first voyage, Sept. 12, 1877, for Melbourne. A large party of Salem people went down in her below Boston light, and left her at 2.30 P. M., making sail fast, after which they went back to Boston in the tug. The vessel arrived at Melbourne, Doc. 23, 1877, making the passage in 100 days. Soon after leaving port, "the ship encountered a hurricane of unusual force and severity," Captain Bray wrote home to his owners, but received no damage.
The day after the Panay sailed from Boston, the new ship, Iceland, started from the same port. for Bombay. She was commanded by Capt. Charles L. Gardner of Chelsea, a gentleman well known in Salem, having rela- tives here. No word has ever been heard from the Ice- land to this day, and it has always been the opinion of seafaring men and her owners that she went down in the hurricane encountered by the Panay. The Iceland was one of three stout ships built in Boston for the Tudor Ice Company for their East India trade. She was a superior built ship of 1178 tons register, and was valued at $75,000. The other ships were the Iceberg and the Ice King, each of which sailed the ocean many years.
Captain Gardner was an experienced and skillful navi- gator, and sailed out of Boston many years in the employ of William F. Weld & Co. His ability to meet and over- come the dangers of the sea had been tested on many
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previous voyages. If good scamanship could have saved the vessel, there can be no doubt but that Captain Gardner did everything in his power.
A resumé of eight following voyages to the East Indies is as follows, with a full description of her loss on her tenth voyage, on the island of Simara, one of the small islands of the Philippine group, while on the passage from Manila for Iloilo, in tow of steamer Taurus.
Second Voyage .---- October 19, 1878, sailed from Boston, Capt. S. P. Bray, for Rio de Janeiro with cargo of ice; thence in ballast to Manila and Zebu, returning to Boston with 5060 bales hemp and 800 tons sugar, arriving De- cember 29, 1879. Absent 14 months 10 days.
Third Voyage .-- April 21, 1880, sailed from New York, Capt. S. P. Bray, for Yokahoma with 28,251 cases oil and 658 tons merchandise; then to Manila, returning to New York with 7748 bales hemp, arriving April 18, 1881. Absent 11 months 28 days.
Fourth Voyage .- May 18. 1881, sailed from New York, Capt. S. P. Bray, for Nagasaki, Japan, with 35,000 cases oil; thence to Hong Kong and Manila, returned to Bos- ton with 7574 bales hemp, arriving September 2, 1882. Absent 15 months 15 days.
Fifth Voyage .- November 1, 1882, sailed from Boston, Capt. S. P. Bray, for Iloilo with 30,000 cases oil, returned to Boston with 1500 tons sugar, arriving October 13, 1883. Absent 11 months 15 days.
Sixth Voyage .- December 13, 1883, sailed from Bos- ton, Capt. S. P. Bray, for Iloilo and Manila with 30,000 cases oil, returned to Boston with 143712 tons sugar, arriving February 25, 1885. Absent 14 months 12 days.
Seventh Voyage .- November 15, 1885, sailed from Bos- ton, Capt. S. P. Bray, for Iloilo and Manila with 33,000 cases oil, returned to Boston with cargo 7437 bales hemp, arriving April 27, 1887. Absent 17 months 12 days.
Eighth Voyage .- June 6, 1887, sailed from Boston, Capt. J. Warren Luscomb, for Iloilo and Manila with 33,000 · cases oil, returned to Boston with 14371% tons sugar, arriving May 5, 1888. Absent 10 months 29 days.
BARK "DRAGON "
---
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BY GEORGE GRANVILLE PUTNAM
A history of Captain Luscomb was given when he was master of the barques Glide and Taria Topan, and the ship Mindoro.
Ninth Voyage .- June 16, 1888, sailed from Boston, Capt. S. P. Bray, for Iloilo and Manila with 34,000 cases oil, returned to New York with 7500 bales hemp, arriving June 16, 1889. Absent twelve months.
Tenth Voyage .- July 19, 1889, sailed from New York, Capt. S. P. Bray, for Iloilo and Manila with 35,000 cases oil and after discharging part of her cargo at Iloilo she proceeded to Manila with the balance. On July 15, 1890, she sailed from Manila for Iloilo in tow of the steamer "Taurus." On July 12th she went ashore on the Island of Simara. On 14th the ship was abandoned, and Captain Bray took steamer and procceded to Manila. The wreck was sold at auction at Manila as she lay on the reef for $516. Some time after the purchaser succeeded in getting the wreck off the reef and towed back to Manila; was caught in a typhoon there, driven ashore and went to pieces.
FREDERICK WILLIAM CLEAVELAND.
The mate of the Ponay at the time of the wreck was Frederick William Cleaveland. He had been in the ship from 1878 to 1890, starting with the second voyage of the Panay. Mr. Cleaveland was a thorough sailor and an excellent officer. He began his sea life, "before the mast," in 1876, in the barque Hannah W. Dudley, on a voyage between New York and Australia. He next sailed in the ship Samar and then in the Panay. He was sent to Scot- land, where he superintended the building of the iron barque Charles Brewer, which was commanded by Cap- tain Newell. Mr. Cleaveland's last vessel was the big ship Shenandoah, of which he was first officer six years,
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after which he retired. He was born in Poughkeepsie, N.Y., in 1857, but his home town is now Norwich, Conn.
BARQUE DRAGON.
A Salem vessel that achieved considerable prominence in her short life of eight years, because of her reputation for fast sailing, was the little, handsome barque Dragon. She was built in Newbury in 1850, and registered 280 tons. When new, she was bought by Williams & Daland of Boston, the senior member of the firm being Hon. Henry L. Williams, who was born in this city, and in 1874 and 1875 was mayor of Salem.
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