From John VonderlinEm 

Email John (beloudman@sbcglobal.netO

Hi June,
   This is pretty clean, but is not a Corrected Text version yet. But it’s generally readable. I’ve got the ScreenShots and will correct it soon. Reading this ship’s history I can see why they might have felt it was cursed. Enjoy. John
WRECK OF THE
SHIP NEW YORK
Continued from First Page.
and 10 feet of water in her hold. Her
plates are considerably sprung. She is
lying in a bed of quicksand and may
at any minute turn over. I do not
think it possible for the tugs to get her
off. The beach of Half-moon Bay will
in all probability be her graveyard.”
The crew of the New York is being
cared for at the hotel in Halfmoon Bay
proper. Captain Peabody, his wife and
child are staying in a private
house. The captain says that he will
not go to San Francisco until some dis
position has been made of the ship and
cargo. Several underwriters and in
surance adjusters arrived at the scene
of the wreck to-night to see if there is
any possibility of either floating the
vessel or having her hauled off the
beach by tugs. A heavy sea was break
in? over her at tho time and it became
dark before they had an opportunity of
getting a good view of the surround
ings.
Thoy will go down to the beach to
morrow morning to make another sur
vey of the situation. They fear that j
a heavy northerly gale, such as was j
experienced last week, will mean the !
total breaking-up of the vessel.
NOTED FOR DISASTER,
MUTINY AND MURDER.
Thrilling and Unlucky Career of the
Iron Ship That Is Ashore in
Halfmoon Bay.
“The New York is hard and fast on
the beach at Halfmoon Bay,” said
Captain Gilbert Brokaw of the. tug Re
liance last night. “As soon as I got
there yesterday morning I saw there
was no chance of saving the vessel. She (
ivas sunk eight feet in the sand, there :
■was nine feet of water in her hold and
the sandbar is being formed outside the i
vessel that will do away with any
chance of ever getting her into deep
water again.
“When the Xew York went ashore
Bhe was under a jib and foretopmast
staysail, foresail, lower foretopsail, up
per and lower jnain topsail and mizzen
lower topsail. “When the Reliance got
there the jib and foretopmast staysail
had been run down, the mainsail was
half set and the sheets and tacks of the
foresail had broken and that sail was
flying out to the wind. The vessel must
have teen driven ashore bow on and
then turned broadside to the shore by
the force of the wind and the waves.
Both the anchors were at the bow so
there was either no time or probably no
thought of dropping either of them.
“The crew had run a line from the I
ship to the beach when I got ashore,
and they were working one of the ships
boats between the wreck and the shore
by means of it. It was calm between
the ship and the beach, but the waves
which swept around the bow and th«»
stern made a very strong current which
sometimes capsized the boat during its
journey backward and forward. Dur
ing one trip with Captain Peabody the
boat capsized and the great bulk of the
captain’s effects, including his wife’s
Bewing machine, was dumped Into the
water. The men that were in the boat
were saved, but at one time it looked
as if the boat would drift out to sea.
One of the crew, a big Kanaka, took a
rope, however, and swam out to the
boat. He made the rope fast to it, and
then getting astride the half-submerged
craft was pulled ashore. All Spanish
town took a holiday to view the wreck.
The school children were marched
down to the beach in a body, and after
gazing on the scene for a couple of
hours were marched back to school
again.
“Captain Peabody was very reticent
as to the cause of the disaster, but the
men say that Mate Kerr, who was on
watch, called the captain half an hour
before he showed up on deck. From
what I cc-uld gather the ship had been
on and off Halfmoon Bay for three
days and once had been very close in
shore. She stood off ten or twleve
miles, but in spite of the northwest
wind that was blowing she came right
back to her old stamping ground and,
much to the surprise of everybody,
went ashore. Captain Peabody blames
the strong currents. He says there
should be a light on Pillar Point.
“The British ship Clan Galbraith,
from San Francisco for Cork with a
cargo of wheat, had a narrow escape
of laying her bones alongside the New
York. She was within three miles of
the beach and just when in the most
danger she managed to head off on a
starboard tack and just cleared Pigeon
Point by a hair’s breadth. For half an
hour it was touch and go with her, and
I delayed my departure for San Fran
cisco, thinking that ‘every minute it
would require my assistance. Captain
Hodgman of the Life-saving Station at
Fort Point did every thing he possibly
could for the crew of the New York.
He took all kinds of chances in saving
the men’s kits and was time and again
up to his waist in water while paving
stuff from the wreck.”
The American ship New York, late
the T. F. Oakes, has been one of the
most unfortunate vessels that ever left
the stocks. Misfortune followed her
from ths day she was launched in Phil
adelphia, until she laid her bones on the
beach at HaTfmoon Bay. When she was
loaded and ready to sail from Phil
adelphia for Port Townsend on her
maiden voyage old sailors said that she
would have a terrible time of it round
, ing the Horn. At that time she was
| the loftiest sparred ship in the world
I and the aid sailors’ predictions came
i true. She was dismasted on that voy
j age and put into Valparaiso in dis-
I tress. She was repaired and started
| again for Puget Sound, but again the
! masts were blown out of her and she
was towed back to Valparaiso for the
; second time. On her third attempt she
got well up the Pacific coast, but was
i caught in another gale off Columbia
! River and finally had to be tawed to
i Port Townsend in distress.
On her second voyage she was sent
! out to China and was caught in a ty
i phoon and nearly wrecked. She was
i thrown on her beam ends, and a
! steamer picked her up and towed her
into Hongkong.
The latter part of 1896 she started
I from China for New York, and was 864
I days making the trip. She was so
j long overdue that she was given up for
lost, and 80 guineas per cent rein
surance was paid on her. During that
voyage some of the crew died from
j scurvy, and nearly all the others were
kslck from the disease that they
Id not work the ship, and had to
driven to their stations with ropes
s and belaying pins. It is as a
rd ship,” therefore, that the New
k is best known. She never made
an American port without the captain
or mate be\ng arrested for beating
the men. As a- general rule they got
off, but the trip from Hongkong set
tled the captain and the mate, both of
whom were punished by the Federal
Court of New York.
In May, 1893, Captain Reid and First
Mate McKay of the Oakes (now the
New York) were arrested on twenty
eight charges in San Francisco. Six
seamen gave evidence and showed the
wounds inflicted by the officers, but
both of them got off on a technicality.
In February. 1895. Captain Reid and
Second Mate Ross were arrested in
San Francisco on a charge of extreme
cruelty and murder. Frederick Owens,
able seaman, was assaulted, dragged
out of the forecastle and compelled to
work during the very cold weather off
Cape Horn, notwithstanding that he
complained of sickness. Owens couldn’t
work, but was ordered to “walk the
deck.” He was given no medical aid,
except a dose of salts and a mustard
| plaster. Two days later he died. Later
i”a simple minded Swede” named J.
; Johnson failed to address the second
mate as “sir,” and was knocked down
and kicked in the eye by Captain
Id. The second mate ran away to
ape trial, and the captain was
.in acquitted on a technicality,
fter that the ship went to Na
mo, B. C, to load coal for Santa
Rosalia, and four crews deserted one
after the other before she could get
away. Then came the fearful voyage
from China, and that sickened even
the owners. The name of the ship was
changed to New York, and an entire
new crew, with Captain Peabody as
master, was put aboard of her. He had
been successful as master of the Tarn
o’ Shanter, and during one voyage left
New York the same day as the Shenan
doah, and they both came in through
the Golden Gate together in the fast
time of 111 days. Captain Peabody
made one trip in the Sintram after
leaving the Tarn o’ Shanter and then
he accepted command of the New
York. But his advent did not relieve
the “hoodoo.” After leaving Hong
kong she lost her foremast in a gale
and had to put back for repairs. A
second start was made, but misfortune
again overtook her. In another gale
she lost her foretopgallant mast and
foretopsail yard, and altogether there
were five serious accidents during the
Captain Peabody had his hands full
during the voyage. His crew became
mutinous, and the belaying-pln had to
be used occasionally in order to get any
work out of the men.
The New York and the Tillie E.
Starbuck were sister ships, but there
the resemblance ends, as the former
has been a continuous failure while the
Starbuck has been a success. The New
York was an iron ship, built by the
American Ship Building Company of
Philadelphia in 1883. She was 255 feet
long, 40 feet 6 inches broad and 23 feet
5 inches deep. She was 1897 tons
burden and had aboard the following
cargo consigned to Williams, Dimond
6 Co.: 100 boxes 50 bundles cassia, 550
half chests 10 packages tea, 1042 pack
ages green tea, 60 bales gunnies, 2000
bundles hemp, 75 bags coffee, 730
bundles kopak, 20 packages camphor
wood trunks, 170 bundles 743 bags 72
boxes tapioca, 68 bundles palmleaf
fans, 46 packages rattan furniture, 22.
605 packages 21 bundles 300 bales 441
boxes 1807 bags merchandise, 700 rolls
matting, 109 bags hemp seed, 40 pack
ages trunks, 2320 quicksilver flasks, 107
bundles gambrla, 500 cases pineapples,
8243 mats rice, 61 bundles rattan, 40
cases Soy Lo, packages bamboo shoots,
20 baskets garlic, 5 cases salt vegeta
bles, 3 cases joss sticks, 1 bundle
strings, 1 jar sauce, 280 boxes peanuts,
75 boxes dry goods, 224 boxes sago
flour, 1 package paper, 1550 boxes nut
oil, 50 boxes tapioca flour, 98 packages
flour, 100 boxes peanut oil, 140 boxes
crackers, 14 boxes chinaware, 14 boxes
woodenware, 30 boxes 10 packages to
bacco, 96 bags pepper, 200 boxes oil, 200
packages green beans.
Deputy Surveyor of Customs St. John
yesterday sent Customs Inspector
Henry Payne to the scene of the
wreck for the purpose of taking pos
session of the cargo until the duties
thereon shall have been liquidated
through the Custom-house. This morn
ing three additional inspectors will
leave by stage for Half-moon Bay for
the purpose of guarding the wreck and
the cargo. Each man will watch eight
hours out of the twenty-four, so that
a continuous watch day and night will
be kept.
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About June Morrall

1947 - 2010
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