The characteristics
of the fishing schooner and its management will be discussed
hereafter. We shall here consider the dangers to which these
vessels and their crews are exposed.
The dangers
to which these vessels are liable may be considered under nine
heads:
DANGERS
ON THE FISHING GROUNDS
Dangers
of the Cod Fishery of George's Bank.-- Judging from the
record of disasters, the George's fishery is probably the most
dangerous one in the world. On this ground over one hundred
Gloucester vessels are constantly employed, winter and summer.
In summer a few New London vessels resort there, principally
for halibut, and it is also visited by a fleet of mackerel catchers.
The peculiar dangers of this fishery are encountered chiefly
in the winter. It is the custom for the vessels in winter to
anchor close to one another upon some portion of the Banks.
The favorite locality is in the immediate vicinity and to the
eastward of extensive shoals, on which there is from 2 to 12
fathoms of water, and where the waves break in rough weather.
There are few instances where vessels which have been lost in
this locality have left any record of the nature of the disaster
which befell them there is therefore doubt as to how most of
the losses have occurred, but the theory is generally accepted
that the vessels drifted into shallow water and foundered. There
have been a few cases in which vessels have righted with loss
of masts after being rolled over by the waves, and the crews
have survived to tell the tale. Most of the losses have been
during heavy easterly gales, when the vessels may have been
forced into shallow water. The proximity in which the vessels
are anchored greatly enhances the danger to which they are exposed,
for if one of them goes adrift it may become necessary for many
of those to leeward to cut their cables and also go adrift.
Sometimes nearly the whole fleet has been thus set adrift at
once. Of course, if they can retain their hold upon the bottom
they are in comparatively littler danger.
The theory
is held by many fishermen that loss is often occasioned by a
drifting vessel coming into collision with one at anchor, an
accident which is most surely attended with fatal results to
both. There is only one instance on record where a vessel thus
drifting into contact with another escaped destruction, and
in this case the vessel which she struck immediately sunk. This
theory receives strong support from the fact that there have
been so many hundreds of narrow escapes from collision between
vessels thus drifting about. In the columns of the Cape Ann
Advertiser and in the Gloucester "Fisherman's Memorial and Record
Book" may be found recorded numerous instances of this kind.
These gales are generally accompanied by dense snow and often
also by with extreme cold which renders it quite impossible
for the men to look to windward and to see a drifting vessel
in time to cut the cable and escape collision. It is the common
custom for the entire crews at such times to remain on deck,
prepared for any emergency, and if it is possible to see the
drifting vessel in time they may succeed in getting clear. Since
there is no insurance on cables, there is great reluctance to
cut them as long as there is a possible chance of escape from
collision in any other way. Then, too, the men feel that if
they can hold fast to their anchorage they are safer than they
would be if adrift and running the risk of going on the shoals
or colliding with other vessels. For these reason they often
refrain from cutting the cables until it is too late, in hopes
that the drifting vessel will clear them. Numerous instances
are told of cables having been cut only when the approaching
vessel was on the top of a wave and the one at anchor was in
the hollow of the sea directly under it. At such times a moment's
delay would be fatal. There are doubtless many instances of
careless negligence in failing to keep a proper watch and in
not having the appliances at hand for cutting the cable. Very
often the ropes are stiffened with ice and the sails so heavy
with snow that it is impossible to raise them in time to avoid
disaster, even though there may be time to cut the cable. Perhaps,
however, the principal cause of disaster is the reckless daring
of the fishermen, who persist in remaining at anchor in close
proximity to other vessels even when they see the gale is coming,
and, by removing their anchorage a short distance, they might
greatly lessen the risks of disaster. They are led to remain
in the same position, and to take resulting risks, both from
the fear of losing an opportunity of securing a fare of fish,
and from a dislike to the appearance of timidity. In spite of
all the dangers, and the fact that so many vessels of the George's
fleet are yearly wrecked, there are many skippers in the service
who have never sustained even a serious loss of property. An
old Gloucester skipper told us that for 24 years he had fished
on George's and had never lost even a cable. He attributed his
good fortune to the fact that in the pleasantest weather he
never "turned in" at night without seeing that everything on
deck was ready for the most unexpected emergency. The skippers
who can boast such a record as this are men usually renowned
for prudence, skill, and intelligence. In many instances the
greatest care is rendered ineffectual by the recklessness of
the others.
Dangers
Encountered by the Bank Fleets.-- Vessels fishing on Le
Have Bank, the Grand Bank, and other banks of this region, are
exposed to dangers scarcely less to be dreaded than those which
have just been described. On account of the greater depth of
the water the likelihood of foundering upon the shoals is less,
except in the vicinity of Virgin Rocks and Sable Island. The
vessels do not congregate in fleets to such an extent as upon
George's, and the peril from collision is therefore less imminent.
Although, when the number of vessels engaged is taken into account,
the losses in the Bank fishery have not been so numerous as
on George's, still there have been several seasons when the
losses have been large, as in December, 1876, when twelve sail
and one hundred men were lost on Le Have, the Western Bank,
and Banquereau; and again in the fall of 1879, when the loss
was little less sever. Another element of danger from collision
is met with in the Bank fisheries, for in the summer and fall
the fishing fleet is located directly in the track of the ocean
steamers plying from Europe to the United States. There are
few, if any, recorded instances of the destruction of vessels
in this manner, but losses have occurred in summer when the
weather was pleasant and when the only plausible theory to account
for their loss was that they had been run down by passing steamers.
Vessels of
the Gloucester halibut fleet are accustomed to lie at anchor
in winter in water from 100 to 200 fathoms deep, and are consequently
much more likely to go adrift than the George's men, which are
anchored in water varying in depth from 25 to 35 fathoms. When
once adrift, they are obliged to "lie to" in heavy weather,
and are exposed to much greater danger than when at anchor.
The greatest danger to the drifting vessel is its liability
to drift into shallow water and to bring up suddenly by the
anchor taking a fresh hold upon the bottom. This often causes
them to ship heavy seas or to be knocked down- that is, to be
turned over flat on their side so that the masts touch the water.
The schooner David. A. Story, in December, 1880, got adrift
in this manner, and one of her crew reports that in his opinion
the anchor caught, and that she shipped a sea which knocked
her down, causing her cable to part. Fortunately none of her
crew were lost, but the man on watch had his leg broken, the
vessel's deck was swept, her foresail split to pieces, fore
boom and gaff broken, and 400 fathoms of cable lost. A similar
accident occurred to the schooner Andrew Leighton, of Gloucester,
December 10, 1876. While adrift she was knocked down by a sea
so that, according to the statement of her crew, her mast-heads
lay in the water. Fortunately, however, she righted, and ultimately
succeeded in reaching home in safety. This vessel was lost in
October, 1879, and it may be met her fate in this manner.
Vessels lying
at anchor on the Grand Bank under riding-sail alone are sometimes
knocked over by tornadoes. An instance of this kind occurred
on the 29th of August, 1876, when the schooner Walter F. Falt,
of Gloucester, was blown over. The crew was lost, and the vessel
was afterward seen floating upon her side. In the fall of 1875
the schooner Epes Tarr, of Gloucester, anchored on the eastern
part of the Grand Bank, was knocked down and dismasted.
The frequent
loss of the rudders of fishing vessels, while at anchor on the
Banks, is another danger to which they are liable. Many instances
of this kind have occurred. In most cases the fishermen have
succeeded in rigging a temporary steering apparatus, by which
they ave been enabled to reach the home port in safety. Some
vessels have been lost through the rudder-braces getting loose,
and the consequent wrenching of the rudder-head starting a leak
which caused the abandonment of the vessel. An instance of this
kind occurred on the Grand Bank in the spring of 1879, when
the schooner Edwin C. Dolliver, of Gloucester, sprung a leak
and sunk. Her crew was taken off and brought home by the schooner
Thresher, of the same port. In addition to the danger of being
knocked over, there is that of shipping a sea while at anchor,
which is sometimes attended with serious results, both to the
vessels and the men.
Heavy seas
are so often shipped that numerous instances might be cited,
but one or two will suffice. In the early part of 1877 the schooner
John S. Presson, of Gloucester, while riding out a heavy northwest
gale on the western part of the Grand Bank, shipped a sea which
swept her decks and injured her about the stern to such an extent
that, after the gale abated, she was obliged to put into Halifax
for repairs. In January, 1879, the schooner Howard, while at
anchor in the deep water on the southern edge of Le Have Ridgers,
shipped a heavy sea which swept her decks, smashing several
of the dories and starting the house on deck, causing her to
leak considerably.
Dangers
to Whaling Vessels.-- Whaling vessels are not exposed to
so great danger as the merchant vessels passing over the same
portions of the ocean. The whalers, while on the cruising grounds,
are under short sail and keep a careful lookout, especially
at night, when, if there be anything unusual or unexpected,
demanding speedy work, all hands can be called, and only a few
moments are then required to shorten sail and make everything
snug. In thick weather, however, especially on the Arctic grounds,
there is greater danger on account of ice and of collision with
other vessels.
Dangers
to Sealing Vessels.-- The fur-seal fishery is carried on
in the Antarctic Ocean, where the vessels are at all times exposed
to sudden changes of wind, and frequently to heavy gales, which
unexpectedly overtake them on a lee-shore and sometimes cause
their loss.
The schooners
used in the seal fisheries are liable to some of the disasters
to which the Gloucester fishing vessels are subjected, except
those accidents caused by carrying too heavy press of sail,
for in this respect the seal fishermen exercise more prudence.
Sealing schooners are compelled to keep comparatively near land,
following up the boats sent ashore to take the seals, and are
exposed to the dangers of being blown ashore or driven on rocks.
In landing boats, sent from the sealing schooners ashore to
bring back the seal-skins, there is great danger of being swamped,
or upset, and injured by the heavy surf. About four years ago
a boat's crew of twelve men was lost in this manner. A successful
landing is, of course, attained only by carefully watching for
an interval between the breakers, allowing sufficient time for
the boat to be ran upon the shore.
In the sea-elephant
fishery vessels are lost by being driven ashore, or on the rocks,
from their anchorage, there being no protection, in the way
of good harbors, from the violence of on-shore gales.
The bottom
of the bays of Heard's Island, in the Southern Indian Ocean,
which is the principal resort for sea-elephants, is hard, slaty
rock, and therefore extremely poor ground for anchorage. On
this account, as well as from the fact that the harbors afford
indifferent shelter, several vessels have been lost in that
locality, having been driven ashore, though having out anchors
disproportionately large compared with the size of the vessels.
The vessels
used in this fishery are exactly like whaling vessels, and the
boats belonging to the vessels are the same as those used in
both sealing and whaling, than which no boats are better fitted
for landing in the surf.
Dangers
to Vessels Fishing Along the Coast.-- The principal dangers
to which the mackerel vessels are exposed are heavy and sudden
gales, by which they are taken unawares and driven upon a lee-shore.
They generally fish near the coast, and are therefore specially
liable to this danger. They are, however, excellent sailers,
and, except under extraordinary circumstances, can make a harbor,
or gain an offing before the gale is too heavy. The chief disasters
to the mackerel fleet have occurred in the Gulf of Saint Lawrence,
in the vicinity of the Magdalen Islands, Cape Breton, and Prince
Edward Island. The north shore of the latter island has been
the scene of many disasters. This is a peculiarly undesirable
spot for vessels in a gale. There is a long stretch of coast,
crescentic in shape, without available harbors in a gale, while
at either end of the crescent are long sand-bars, the whole
forming a pocket out of which it is very difficult for a vessel
to beat its way. In the "Yankee gale" of 1851 a great many vessels
were cast ashore along this whole coast. Losses have occurred
since then, the severest ones in 1873, when many vessels and
lives were lost in that vicinity. Disasters have been frequent
at the Magdalens, resulting in loss of property and lives. As
many as twenty-four sail of vessels were driven ashore at Pleasant
Bay, on Amherst Island, one of the Magdalens, in 1873. Cheticamp,
a one-sided harbor or anchoring place on the north side of Cape
Breton Island, has also become somewhat noted for the losses
that have occurred to the mackerel fleet in that locality. These
have been chiefly during the prevalence of southeast gales,
which blow with almost irresistible fury from the highlands
forming the southern side of the harbor. In this region most
of the harbors have a bar at the entrance, and are consequently
most difficult of access at the very time when most needed.
The water, too, is shallow, and in heavy gales the seas are
sharp and exceedingly dangerous, making it very difficult for
a vessel to work off from a lee-shore. To add to the danger,
there is a current usually setting in the same direction as
the wind. When the winds blow over the highlands of the island
they are squally and baffling. A gale in the Gulf of Saint Lawrence
is, perhaps, more dreaded by fishermen than one on any other
part of the coast, as it can rarely occur without bringing them
in close proximity to a lee-shore.
Gloucester
has suffered less in proportion to the size of its fleet in
the Gulf of Saint Lawrence than have Provincetown, Wellfleet,
and the various ports of Maine. Cape Cod lost largely in the
gale of 1851, but not so much in that of 1873. One reason for
the fewer wrecks among the Gloucester vessels was the fact that
they are better prepared with anchors and cables than any other
vessels in the world. Great loss of life has resulted from these
disasters, though the drifting of a vessel upon the shore is
not always attended with fatal consequences. In many cases the
shores are sandy, and the crews are enabled to land in safety
before the vessel goes to pieces. In some instances the vessels
are forced ashore by putting on a great amount of sail, so that
the men can land dry-footed when the tide ebbs. It is frequently
the case that vessels are launched again, after the gale has
abated, without suffering any serious injury. When this is not
possible, the fish are landed and sent home, and the fittings
and stores, and even the hull itself, sold at auctions for the
benefit of the owners. The American vessels are so strongly
and well built that even after they have been sunk they are
sometimes sold at auction as they lie under water, and afterward
raised and refitted for active service.
The best
chance for safety, in cases where it is seen that a vessel must
go ashore, is to run them bow first upon the land, especially
where the beach is sloping. When this is done, all sail that
the vessel is capable of carrying is spread.
DANGERS
WHILE MAKING PASSAGES TO AND FROM THE FISHING GROUNDS
Fishing
vessels making passages at any season of the year are subject
to the same dangers as other sea-going crafts. In summer the
dangers are comparatively few, for the winds are usually moderate,
and in warm weather the crew is in better condition to handle
the vessel properly and to meet any exigencies that may aries.
Tremendous hurricanes, however, sometimes occur in August and
September, and at times there are gales even during the other
summer months. Two of the most remarkable hurricanes in recent
years were those of September 8, 1869, and August 24, 1873,
both of which caused a great amount of destruction to life and
property in the fishing fleet. At the time of the hurricane
of 1873 several vessels were on the passage home from the grand
Bank. They were deeply laden with fish. Some vessels were lost
and many met with serious damage and narrowly escaped destruction.
Mention of a few instances of this kind will perhaps suffice.
The schooner B. D. Hawkins, of Gloucester, was caught in a hurricane
in the vicinity of Sable Island. At first she was hove to under
a two-reefed foresail, which was later reduced to a three-reefed.
After lying in this manner for some hours, she began to drift
toward the northwest bar of Sable Island and was soon in shoal
water. It became necessary to take in sail and to anchor, but
the wind blew with such violence that the anchor would not hold
and the vessel drifted into only 11 or 12 fathoms of water.
As she would certainly be lost unless something were done to
check her onward course, the spars were cut away and let go
"by the board," and, with considerable difficulty, were cleared
from the wreck. With the masts gone, she presented a much smaller
surface to the wind, and as the current set to windward the
anchor held, and she rode out the gale. After the gale, jury-masts
were rigged and the vessel worked toward the land. She was finally
towed to Port Hawkesbury, in the Strait of Canso, to be repaired.
The schooner
Sarah P. Ayre, of Gloucester, which was also on her passage
home from the Grand Bank, encountered the hurricane in the vicinity
of the eastern part of Banquereau. The wind blew with such violence
that it was soon impossible to keep sail on the vessel. She
was kept nearly head to the sea by the aid of a "drag" rigged
to the anchor, which was paid out more than 100 fathoms. After
drifting for a few hours the anchor caught bottom on the shoal
part of Banquereau in from 16 to 20 fathoms of water, and where
the sea ran so high and sharp that for a time it was thought
that the vessel would founder. The crew, however, with difficulty
succeeded in cutting the cable. The vessel then drove under
bare poles before the gale, broadside to the sea and wind. By
throwing out oil the force of the waves was so reduced that
she met with little loss. It is supposed that the schooner Henry
Clay, of Gloucester, another of the Grand bank fleet returning
home, was lost in this same hurricane.
Although
the fishermen are exposed to more or less dangers in the summer
season, these are greatly increased in the winter months, when
heavy gales are very frequent, and the perils made greater by
extreme cold. The rigging and sails are then coated with ice
and snow and it is almost impossible to either set or shorten
sail.
Danger
of Being "Tripped."-- A vessel may be knocked down or tripped,
either while running before the wind or lying to in a gale.
The comparative shallowness of the American fishing schooners
renders them particularly liable to this class of disasters.
Some branches of the fisheries, especially those for fresh halibut
or haddock, render it imperative that the passage home should
be made with the utmost dispatch, in order that cargoes may
arrive in good condition and therefore bring the highest prices.
Great risks are taken by these fishermen in running their vessels
during gales, frequently in the trough of the sea. This is extremely
hazardous and likely to result in the vessel being "tripped,"
or knocked on her beam ends. In February, 1876, the schooner
Howard, while returning from the Grand Bank with a trip of fresh
halibut, was running in a strong northeast gale. She was knocked
on her beam ends twice in one day. At first she was running
with a two-reefed mainsail, and when she tripped she went over
so far that the men who were sleeping below were thrown from
the weather into the leeward bunks and everything movable was
upset. Fortunately, she righted with slight damage. Notwithstanding
this narrow escape, the demands of the business were such that
instead of the vessel being hove to, the sail was shortened
and she continued to run safely until just before night, when
another sea took her on the quarter and threw her down so low
that the sails again lay in the water, the whole after part
of the vessel was submerged, and the water ran over the forward
companion-way, partially filling the forecastle. For a short
time it was thought that she could not regain her upright position,
but M. Pew, employed in the haddock fishery, was thrown on her
beam ends, partially filling the cabin and forecastle, and throwing
the cabin stove, full of hot coals, into the captain's bunk.
The fire was extinguished before any damage was done. She fortunately
righted again without any serious disaster. These occurrences
are dangerous in the extreme, and fishermen who escape with
their lives may be accounted fortunate.
"The schooner
Sarah C. Pyle, Capt. Richard Warren, was struck by a cross sea
and capsized January 30, 1870. The crew found safety by clinging
to the sides of the vessel, until one of their number was able
to cut away the main shrouds with a pocket-knife, when the vessel
righted, nearly full of water. The foremast was cut away and
a jury mast rigged with the foreboom, and such progress as was
possible was made in a westerly direction. For eight days the
men were obliged to cook their food in sea water, their water
casks having been lost, and to melt ice to furnish drink. At
the end of that time they encountered a vessel and were furnished
with water and other necessaries. Five of the crew were transferred
to the vessel, but the skipper and four men remained on the
wreck, determined to get it into port. In this condition they
encountered a terrific gale, of three days' duration, and were
blown off seawards at a distance of 245 miles. Even then they
remained undaunted by danger and firm in their intention of
rescuing the property under their charge, and declined an offer
to be taken off. The wreck was towed into a New Jersey port
February 13, two weeks after the disaster- a fortnight crowded
with great hardship and danger to the men so faithful to duty."*
[*Gloucester and its Fisheries, p. 65.]
Spars
and Sails Carried Away.-- The danger of losing masts and
rigging has already been considered. Spars and sails are, however,
often carried away under other circumstances. Accidents of this
sort are liable to occur at all times, though naturally much
more so in the winter season. Perhaps no class of sea-faring
men take greater risks than fishermen in carrying a heavy press
of sail. In branches of the fisheries where it is extremely
desirable to make rapid passages this propensity is carried
to an extreme, and, as a result, the sails are sometimes blown
away or masts are broken, and, perhaps, other dangers are incurred.
Perhaps the most common way in which vessels are dismasted is
by carrying a press of sail against a head sea. Another cause
of accident is that of jibing fore and aft sails suddenly from
one side to the other when there is a strong wind. This generally
results in breaking the booms or the mast. The temptation to
make a speedy passage is so strong that risks will be taken,
although the ultimate results of such reckless daring may be
a loss rather than a gain.
Running
Under, or Capsizing.-- The tendency to carry a heavy press
of sail may result in greater loss than that of spars and sails.
The vessel may run under while going before the wind or capsize
when sailing by the wind or with the wind abeam. As there have
been numerous and oft-repeated hair-breadth escapes from such
disasters, it is probable that much property and many lives
have been thus lost. Such disasters are perhaps sometimes unavoidable,
because of sudden and unexpected squalls, especially in the
night, although many of them are the result of gross recklessness.
Not only does the master imperil his own life but also the lives
of his crew. So fearless and ardent are the fishermen that the
better judgment of the skipper is frequently overcome by the
solicitations of the crew, and in the hope of outstripping some
rival vessel sail is carried in unreasonable excess. This is
often the case when a vessel has just left port. The crew are
then, perhaps, under the influence of spiritous liquors, which
renders them more regardless of danger than common, and unable
to properly perform their duty. Several vessels have been lost,
presumably soon after leaving port, and their loss is ascribed
t o such causes. Of the many instances related by the fishermen
of narrow escapes either from carrying sail or being struck
by sudden squalls, we will mention the following: In the fall
of 1877 the schooner Wachusett was running for the Grand Bank
in company with the schooner Howard. With a strong northwest
breeze the vessels left Gloucester together, and the following
night, when about a hundred miles form Cape Ann, the wind increased.
The Howard shortened sail, but the Wachusett, attempting to
carry all she had spread for some time longer, was struck by
a heavy puff and driven under so that her forecastle was partly
filled with water. The men on watch at once lowered the mainsail
part way down, which relieved the vessel and a disaster was
averted. In March, 1878, the schooner Marion, while returning
from the Grand Bank, was running in a southeast rain-storm under
three lower sails. It was night and intensely dark. The wind
blew strong and was increasing fast. All hands were called to
shorten sail. Before it could be done a squall struck the vessel
and buried her lee side completely under water and came near
sinking her. The blackness of night made it difficult to shorten
sail, but the sails were lowered with the least possible delay
and fortunately in time to avoid any serious disaster.
The narrow
escapes described were in the case of vessels running free from
the wind. There is also great danger in carrying a heavy press
of sail while sailing by the wind or with the wind abeam. It
is not uncommon for some of the more headstrong of the fishing
skippers to carry so much sail on their vessels that the lee
rail is completely under water most of the time. A few vessels
may be able to stand being driven in this manner with comparative
safety, but with the majority of them it is highly dangerous,
and liable to result not only in the loss of the vessel by capsizing
and filling, but also in the loss of the lives of the crew.
Many of the instances are related by the fishermen of narrow
escapes from serious disasters while sailing by the under too
much canvas, and a few instances of loss of vessels, with more
or less lives, are on the record where they have been capsized
in this manner. The schooner Angie S. Friend, engaged in the
haddock fishery, while beating up Boston harbor in a strong
northwest wind, was capsized, and having filled, sank to the
bottom. Part of the crew succeeded in getting into one of the
dories; they were without oars, but fortunately drifter ashore.
The rest of the men, with the exception of one, who was drowned,
climbed to the masthead, which remained above water, and clung
there through the night. They were rescued the following morning
in an almost senseless condition. The schooner Henrietta Greenleaf,
of Gloucester, while making her first passage to the Grand Bank
in the spring of 1876, was struck by a squall in the night and
knocked on her beam ends, and quickly filled with water. Four
of the crew were drowned in the cabin and forecastle. The rest
escaped in two dories, but being without oars they drifted helplessly
about. They suffered greatly from exposure to the cold and flying
spray. The dories soon separated from each other. One of them
was picked up by another fishing vessel, though not until one
of the men had died from exposure. The other dory, with five
men, was never heard from.
The fury
with which these squalls sometimes strike can scarcely be comprehended
by those who have not witnessed them. The schooner Abby Dodge,
which was making a passage to the Grand Bank in December, 1868,
was struck by a tornado with such force that, although she was
at the time lying to under a two-reefed foresail, she was knocked
nearly on her beam ends, and only by the prompt lowering of
the sail was the vessel saved.
Running
on Shoals or Rocks.-- while making passages to and from
the fishing grounds, vessels are liable to strike on shoals
or outlying ledges. In that part of the Western Atlantic most
frequented by New England vessels there are many of these dangerous
places, either in the track to the grounds or on the banks themselves.
The most remarkable of these shoals, and possibly those which
have been the cause of more losses to the fishing fleet than
any other, are those of George's Bank. These are but little
out of the course of the vessels frequenting George's in winter.
A small error in the compass may bring a vessel unexpected on
these shoals. The more prudent fishermen guard against this
danger by the careful use of the sounding-lead. It is difficult
to tell how extensive these losses have been. Many vessels have
had narrow escapes, but the lost ones leave no survivors to
tell the tale.
The shoal
of Cashe's Ledge is a source of special danger, as it lies almost
directly in the vessel's track, both in going to and coming
from most of the fishing grounds. Although this ledge is not
shoal enough for a vessel to strike under ordinary circumstances,
it nevertheless breaks in heavy weather and is therefore extremely
dangerous to be encountered at such times. There is no mark,
no buoy nor light-ship, to distinguish the shoal places, and
it is not easy to tell when the vessel is approaching them.
It cannot be wondered at that several disasters have occurred
in that vicinity.
The schooner
Rattler, while returning form Newfoundland to Gloucester with
a trip of frozen herring, on the 17th of January, 1867, passed
over this shoal, where she encountered heavy seas which threw
her on her beam ends and dismasted her. It was supposed that
the schooner John W. Low was lost in there in the same gale.
There is
a shoal on the northern part of Brown's Bank on which there
is said to be not more than 9 to 14 fathoms of water. This shoal,
though not to be dreaded so much as George's or Cashe's Shoals,
is, nevertheless, a danger to be carefully avoided. It is in
the direct track of the fishing fleets on their way to and from
the various banks. Several instances are related in which vessels
have met with perilous adventures in that locality and only
narrowly escaped destruction.
The long
sand-bars that extend out from either end of Sable Island, for
a distance of 10 to 12 miles, are very dangerous to vessels
on the passage to and from the Grand Bank and other eastern
banks. For a great portion of the year this island is enveloped
in dense fogs, and the currents in the vicinity being very irregular,
it is extremely difficult for the mariner to tell his exact
position.
There are
outlying rocks and ledges off the coast of Nova Scotia which
are in the track of vessels going to and from the Gulf of Saint
Lawrence and the eastern banks. Many serious disasters have
occurred on these ledges and rocks and there are several instances
of narrow escapes from destruction.
Dangers
to Whalers.-- The principal dangers thus far mentioned have
been those encountered by vessels in the cod, mackerel, and
halibut fisheries from New England. We have yet to consider
the dangers to the whaling and sealing fleets. These vessels
are, of course, liable to many of the same perils as the fishing
craft, especially to heavy gales and squalls. On the passage
the cruising grounds the whaling vessels do not carry so much
sail as merchant or fishing vessels, time not being to them
of such vast importance. Dangers, common to other vessels, are
less likely to happen to whalers. From the start of a voyage,
men are continually aloft on the watch for whales, and are likely
to see approaching danger more quickly than in the case of a
merchant ship, where only one man is on the lookout, and he,
as a rule, not expecting any immediate danger. Whalemen are
generally well trained and ready for duty at a moment's notice.
Only one-half of the crew, comprising one watch, is on deck
at a time, but in case of danger or the approach of whales,
all can be quickly summoned. As a rule, the half of a whaling
crew includes more men than the entire crew of a merchant vessel
of the same size.
Instances
of whaling vessels being blown over of waves breaking over them,
thereby causing damage, are not common. Such disasters sometimes,
however, occur to vessels in the Arctic or Antarctic Oceans,
where they are exposed to severe gales.
DANGERS
IN LEAVING AND APPROACHING THE SHORE.
The dangers
incurred in approaching and leaving the shores are perhaps more
to be dreaded than any others, and great skill, coolness, and
prudence are requisite to avoid disaster. This is especially
the case in the fisheries of New England, because nearly all
of the larger and most frequented fishing grounds lie in an
easterly direction from the coast. Easterly winds, which are
fair for making passages toward the land, are generally accompanied
with thick weather. This is especially the case in winter, when
severe snow-storms often overtake the fishermen when but a few
miles from land on a lee shore. The density of the snow often
renders it impossible to discern objects far enough off to clear
them, and it is at the utmost hazard that the fishermen undertake
to make a harbor. They often approach so near the land before
the weather becomes thick that it is as dangerous to attempt
to keep off shore as it is to approach it. Fishermen are induced
to take the latter risk for the reason that if they do succeed
in making harbor they will escape being exposed to the storm
on a lee shore, and may also obtain a higher price for their
fish. Probably no other class of sea-faring men take such great
risks in running for the land, but such is the fishermen's knowledge
of the coast and their skill in handling their vessels that,
although there are many hair-breadth escapes, there are comparatively
few disasters resulting from this cause. The following are given
as a few of the many instances of this character that have occurred
to our fishing fleet:
On the 26th
of February, 1863, the schooner Mary E. Hiltz was lost off Marblehead
during a violent snow-storm while on her homeward passage from
Newfoundland, and one of her crew was drowned.
During a
gala on the 10th of January, 1878, the schooner Little Kate
went ashore near Duxbury, and her entire crew of thirteen men
were drowned.
In February,
1878, the schooner Eastern Queen, of Gloucester, while returning
from George's Bank, ran into Massachusetts Bay in the night.
The wind was blowing strong from the northeast, and the vessel
was running under a press of sail when the lookout suddenly
descried land ahead. He instantly shouted to the man at the
wheel. The helm was put down and the vessel brought to the wind,
but before this had been fairly accomplished she struck on a
ledge. Not withstanding the imminent peril in which they were
placed, they succeeded in getting the sheets trimmed by the
wind, and this careened the vessel so much that after striking
two or three times she jumped over the sunken ledge. Although
she had struck heavily she still remained tight and was worked
off the lee shore, arriving in Gloucester the following day
in safety.
Vessels leaving
the land, bound to the fishing grounds, though starting with
a favorable wind, may meet with violent easterly gales before
obtaining sufficient sea-room. These gales are generally accompanied
with snow, and the vessels being on a lee shore it is sometimes
difficult to escape disaster. The class of vessels under consideration
are better provided with cables and anchors than any other sea-going
craft, and are thus enabled to ride out a gale safely on a lee
shore, in which no vessel carrying canvas could successfully
work to windward. This is, doubtless, one of the reasons why
the loss of vessels from being driven ashore in gales is comparatively
small. Although gales are less frequent in the spring and summer
seasons, the prevalence of dense fogs exposes the fishermen
and all seamen to considerable dangers when approaching the
land, and many disasters, some of them serious in character,
have happened from this cause. Such dangers are not unlike those
already discussed, except that they are not usually accompanied
by such high winds, and, occurring during the water part of
the year, are not so sure to be disastrous.
THE
DANGERS OF COLLISION WITH OTHER VESSELS.
Collisions
on the Fishing Grounds.-- The danger of collision is to
be dreaded. Many losses have resulted from accidents of this
kind, and lives, as well as property, have been sacrificed.
Collisions are especially liable in localities where great numbers
of vessels are passing and repassing, as in the vicinity of
Long Island, Sound, or off Sandy Hook, New York, on Nantucket
Shoals, off Cape Cod, or near Cape Sable, Nova Scotia.
Fishing
vessels are perhaps more liable to collision than any other
vessels, because of their tendency to gather in large fleets,
where fish- and especially mackerel- are found abundant. Such
is the ardor of pursuit that the loss of booms and other light
spars is considered of small importance, and the risk of losing
them is often incurred in hopes of obtaining some advantage
in the fishery.
Another
fruitful season of collision is when a fleet of several hundred
sail makes the attempt to enter the same harbor at one time.
They crowd in such numbers at the harbor's entrance that it
is next to impossible for them all to escape some damage. The
injuries thus sustained are generally of minor importance, such
as carrying away booms or bowsprits. Some of the serious losses
by collision are the following:
On September
26, 1869, the schooner Isaac Walton, of Gloucester, while returning
from George's Bank, came into collision with the schooner William
Babson, and received such injuries that she sank shortly afterward.
The crew were saved.
On March
17, 1864, the schooner Triumph, of the same port, while bound
to New York, was run down and sunk by the steamer Western Metropolis.
The capital and three of her crew ere saved by a boat from the
steamer, but two of the crew were drowned.
On January
17, 1873, the schooner Franklin A. was run down by the schooner
E. B. Phillips, off Falkland Island, Long Island Sound. The
E. B. Phillips struck the Franklin A. amidships, carrying away
both masts and cutting through the hull, causing the latter
to sink almost immediately. The captain and the mate were knocked
overboard by the shock of the colliding vessels, but were rescued,
narrowly escaping a watery grave.
On May 31,
1865, the schooner Northern Chief, returning to Gloucester from
the Western Bank, was run down and sunk off Cape Sable by the
English steamer Bosphorus. The schooner had a crew of eleven
men; five of them were in the cabin, and, rushing on deck, succeeded
in scrambling up the rigging and boarding the steamer just as
the schooner was going down. The rest of the men were drowned.
This disaster was attributed to carelessness on the part of
those keeping watch on board the steamer.
On May 2,
1853, the schooner Ocean Nymph, of Gloucester, was run down
by the ship Sarah Jane off Cape Cod, but the crew were saved.
Many other
instances might be related where vessels and lives have been
lost from collision, and many more in which the vessels were
badly injured.
Collisions
sometimes occur through gross recklessness, or perhaps purposely
in a spirit of retaliation or spite.
Among the
vessels engaged in the mackerel fishery, when jigging was the
method of capture employed, there was a sharp competition not
only between the Provincial and American fleets, but to a still
greater extent between vessels from different ports along the
American coast, and sometimes among those who were close neighbors
at home.
When mackerel
were plenty in any one locality, large fleets congregated there,
lying to in close proximity. At such times each was anxious
to secure as great a share of fish as possible, and in the attempt
to do this the rights of other vessels were considered of secondary
importance. One practice, that of "lee-bowing," as it is called,
was often a cause of ill feeling. To "lee-bow" a vessel is to
heave to directly under her lee, thus tolling away the fish
which are playing alongside, having been attracted by the bait
which has already been thrown overboard. The skippers of the
vessels thus deprived of fish to which they had the first right,
often seek a rather savage revenge. By dint of skillful seamanship
they carry away a boom or a boat of their rival without receiving
any injury themselves. Such injuries may sometimes be repaired
at once, though they may cause the loss of much valuable time
spent in port. When from two hundred to four hundred sail of
vessels are closely packed together it is not uncommon for many
accidents to happen even when they are unintentional, especially
when there is a fresh breeze blowing. It is then not unusual
for a number of vessels to meet with such minor disasters as
the carrying away of mainbooms or bowsprits, and even more serious
damage may be inflicted.
One of the
many instances of this kind took place off the northern shores
of Cape Breton in the fall of 1867. A fleet numbering between
two and three hundred sail had collected in the vicinity of
Cheticamp, and, as it was late in the fall and the mackerel
were moving rapidly on their way from the fishing grounds, it
was evident that another chance of catching them during that
season was unlikely to present itself. The mackerel bit freely,
but would stay only for a short time alongside of the vessels.
For this reason the vessels were under way most of the time.
The wind blew fresh and the crews were eager to improve this
last opportunity for that season. A great many of them were
reckless in the extreme. A number of the vessels had their sails
torn, their spars carried away, and many were run down and cut
nearly to the water's edge. The disabled vessels were obliged
to cease fishing and haul out of the fleet for repairs. The
loss of the opportunity to fish seemed to be the lesser evil,
for they were on a rock bound coast and far from any good harbor.
With a sudden change of wind they would have been exposed to
the dangers of a lee shore, which, in their disabled condition,
would probably have resulted in the loss of the vessel.
DANGERS
IN HARBORS.
To a person
unacquainted with a seamen's life it might seem probable that
the vessels in harbor would be free from danger, but this is
not always the case. There have been instances of great loss
of property, and even of life, in the case of vessels in harbor
at the time of the disaster. These losses are sometimes due
to the insecurity of the harbors during gales. More especially
is this the case if there is a large fleet of fishing vessels
at anchor together with coasting vessels, which are not so well
provided with cables and anchors. Sometimes a vessel of the
latter class will strike adrift, and, in coming in contact with
others, will be the means of driving them ashore. Many losses
of this kind have occurred in the Gulf of Saint Lawrence, where
several of the places resorted to by fishermen for shelter are
simply "one-sided" harbors, affording protection to the vessels
when the wind is in certain directions and are open to other
winds. Mention has already been made of losses at Pleasant Bay
and Cheticamp, which are two shelters of this class, where many
serious disasters have occurred.
On September
8, 1869, a severe hurricane occurred on the New England coast,
in which several Gloucester vessels were lost in shelters of
this insecure kind. Serious disasters have also taken place
at Souris, Prince Edward Island. Many losses have also occurred
in harbors thought to be secure. Among these may be mentioned
several disasters that have occurred at Port Hood, Cape Breton,
Malpeque or Richmond Harbor, Prince Edward Island, and many
other harbors along our coast and that of Nova Scotia. Instances
of losses occurring in harbors of this kind might be multiplied,
but this is probably not necessary, since those interested in
the subject can find numerous disasters of this kind recorded
in newspapers printed in the large fishing ports.
DANGERS
FROM ICE.
Dangers
to Fishing Vessels.-- The danger from collision with ice
is one to which the vessels engaged in the Grand Bank, Newfoundland,
Cape North, Labrador, and Greenland fisheries are particularly
liable.
In the latter
part of winter and in early spring large masses of field ice,
as well as many icebergs, drift far south, covering a large
extent of the eastern fishing grounds, including Flemish Cap,
Grand Bank, Saint Peter's Bank, and Banquereau, and ice has
in some seasons extended so far to the westward as to drive
the vessels from parts of Western Bank. There are periods of
a few years in succession when the fishermen are troubled but
little by the floating ice, but there is more or less danger
each spring on the Banks, and still more danger while making
passages to and from them.
For several
weeks in the springs of 1875 and 1876 the whole of Banquereau
and Green Bank, part of the Western Bank, and the greater part
of the Grand Bank, were covered with immense fields of drifting
ice. Many vessels were driven from the fishing grounds and obliged
to lay by, waiting for the ice to recede. Several of them were
in collision with the ice or it drove foul of them when they
were at anchor. Some vessels received considerable damage, their
planking being so badly chafed as to necessitate repairs. It
is not positively known that any vessels engaged in the Grand
Bank fishery met with very serious damage by collision with
ice during those seasons, but it is supposed that the loss of
the James L. Shute and Janet Middleton, in the spring of 1876,
was caused in this manner. This seems more probable as the ice,
for some weeks about the time they were on their passage to
the Grand Bank, was drifted from 73 to 100 miles south of the
latitude of Sable Island, and was, therefore, directly in their
course. Much of this ice was very heavy, and a collision with
it, especially when a vessel was running at great speed, would
result in almost certain destruction. Many narrow escapes from
disaster occurred to the halibut fleet while on the passage
home, but as most of the fishermen were aware of the presence
of the ice they generally managed to escape without any serious
loss.
Vessels engaged
in the Newfoundland herring fishery have been surrounded by
field ice for weeks at a time,* while on the passage home, and
many thrilling tales are told of such narrow escapes from disaster.
Doubtless some of the losses of vessels engaged in this fishery
have been the result of collisions with ice, although none of
the crews of the missing schooners have been left to tell the
story of such disaster.
The vessels
engaged in the cod fishery about Cape North, north end of Cape
Breton Island, sometimes meet with considerable difficulty from
drifting field-ice and are often driven from the fishing ground.
In one instance a vessel started her planking by collision with
ice in that vicinity so that she sprung a leak, and only by
great exertions was kept afloat until she reached a place of
safety. More or less difficulty is also experienced by vessels
engaged in the Magdalen herring fishery. hey encounter drifting
ice on their passage to those islands in the spring, and, although
we have no accounts of any serious disasters, the immunity from
such may be ascribed to the extreme vigilance of the fishermen.
Vessels fishing on the Flemish Cap are very much exposed to
contact with icebergs even as late as July.
Perhaps
no other vessels are so much exposed to danger from ice as the
halibut fleet of New England. They meet with many drifting icebergs
and, occasionally, with large masses of field-ice, on their
route to the northern grounds. In the spring of 1880 several
vessels which started for Greenland were obliged to give up
the voyage and return to the Grand Bank on this account.
Ice, freezing
in masses on the vessel's sails and rigging in extremely cold
weather, is, perhaps, more to be dreaded than collision with
floating ice.
In the winter
season the temperature is often so low that every bit of flying
spray congeals wherever it strikes, and the vessels soon become
so loaded down that they are almost unmanageable. This is one
of the commonest perils of the winter fisheries, and one that
requires great fortitude and resolution to overcome. Any neglect
to improve every opportunity of freeing the men must remain
on deck, constantly employed in pounding the ice and always
at the imminent risk of being swept overboard. Vessels sometimes
arrive in fishing ports so badly "iced up" that it is impossible
to lower the sails or to bring them to an anchor.
Dangers
to Whaling Vessels.-- On the homeward passage the Arctic
whaling vessels, in thick weather, are in constant danger from
icebergs, especially about Hudson's Bay, Cumberland Gulf, and
Davis Straits. There is less danger on the outward passage,
as the "watch on deck" is more eagerly on the lookout. On the
homeward voyage, however, when the approach of whales is not
so much an object of interest, the lookout is not kept with
such vigilance. The greatest precautions against collision with
ice are taken from the time the vessels approach the region
were they expect to find ice- about the latter part of June-
through July, August, and the first part of September.
Vessels
engaged in the whale fisheries of the Arctic Sea, north of Bering's
Straits, are exposed to great danger from ice, and many of them
have been lost, either by being driven on shore by the ice or
crushed between masses of heavy pack-ice.
Since 1871
more than fifty whaling vessels have been lost in the Arctic,
north of Bering's Straits. In 1871 thirty-four out of a fleet
of thirty-nine vessels were crushed in the pack-ice. In 1876
twelve out of a fleet of twenty sail were lost under similar
circumstances. The story of the great disaster of 1871 is told
by Starbuck, in his History of the Whale Fishery. He says: "In
the fall of 1871 came news of a terrible disaster to the Arctic
fleet, rivaling in its extent the depredations of the rebel
cruisers. Off Point Belcher thirty-four vessels lay crushed
and mangled in the ice; in Honolulu were over twelve hundred
seamen who, by this catastrophe, were shipwrecked.
* * * On
the 2nd of September the brig Comet was caught by the heavy
ice and completely crushed, her crew barely escaping to the
other vessels. * * * Nothing but ice was visible offshore, the
only clear water being where the fleet lay, and that narrowed
to a strip from 200 years to half a mile in width, and extending
from Point Belcher to 2 or 3 miles south of Wainwright Inlet.
* * * On the 7th of September the bark Roman, while cutting
in a whale, was caught between two immense floes of ice off
Sea Horse Islands, whence she had helplessly drifted, and crushed
to atoms, the officers and crew escaping over the ice, saving
scarcely anything but their lives. The next day the bark Awashonks
met a similar fate, and a third fugitive crew was distributed
among the remaining ships." There appeared no chance of relief
to the ice-bound vessels, and aftre consultation among the captains
it was agreed to abandon their ships, and a day sey when they
would take to boats in hopes of reaching other vessels which
were outside the barrier. "The morning of the 14th day of September
came, and a sad day it was to the crews of the ice-bound crafts.
At noon the signals, flags at the mastheads, union down, were
set, which told them the time had come when they must sever
themselves from their vessels. As a stricken family feels when
the devouring flames destroy the home which was their shelter,
and with it the little souvenirs and priceless memorials which
had been so carefully collected and so earnestly treasured,
so feels the mariner when compelled to tear himself from the
ship which seems to him at once parent, friend, and shelter."
After two days' struggling with the ice and waves, the boats,
heavily loaded with their freight of 1,200 whalemen, reached
the more fortunate vessels and were kindly cared for by their
fellows. Fortunately no lives were lost by this disaster, though
the money loss was upwards of a million and a half of dollars.
The loss by this disaster of 1876 was fifty men, and vessels
and cargoes valued at $800,000. Further details of these and
other disasters to the Arctic fleet are given in another section
of this report, which discusses the history and methods of the
whale fishery.
DANGERS
FROM FIRE AND LIGHTNING.
Fishing
vessels are sometimes exposed to dangers from fire and lightning,
which cause many mishaps, if not serious disasters. In June,
1864, a fire broke out in the forecastle of the schooner Sea
Witch, at anchor on Cashe's Ledge. It was discovered by the
men who were on deck dressing fish. They immediately rushed
forward with buckets, and by the most strenuous efforts, exposing
themselves the while to the flames, succeeded in extinguishing
the fire before any very serious damage had been done. Another
instance of this kind occurred to the schooner Princess, of
Bucksport, Me., a few years later, while lying in prospect harbor,
Nova Scotia. All the crew except the captain had gone to the
wreck of the steamer Atlantic, a few miles distant from the
harbor. The fire broke out in the forecastle. It was first observed
by the crews of some vessels near by, and they proceeded to
the rescue. Although the fire was well under way, they succeeded
in extinguishing it by cutting holes through the deck, but not
before the vessel was badly damaged.
Instances
of vessels having been struck by lightning are not at all rare,
but as a general thing they are only dismasted or receive some
other slight injuries. There are a few cases, also, where some
of the crew have been very seriously injured.
DANGERS
OF ATTACKS FROM MARINE ANIMALS.
Fishing vessels
are liable to attacks from whales and swordfish. In the "History
of the Swordfish"* instances are recorded of attacks upon vessels
by swordfish. Many of the New England fishermen have their stories
of swordfish striking their vessel. A New London fisherman of
many years' experience states that there are several broken
sword in the hull of his vessel. The danger from these attacks
is from leaks, which have sometimes resulted in much damage.
Whales have
been known to strike and cause the destruction of merchant and
whaling ships, but we have no record of such disaster to fishing
craft. "The Fisheries from 1623 to 1876," published at Gloucester,
gives the particulars of a vessel of that port being towed by
a whale. The fluke of the anchor caught in the blow-hole of
the whale, and the frightened animal rushed through the water
with the vessel in tow. It became necessary to cut the cable
in order to save several of the crew, who were away from the
vessel hauling their trawls. In 1878 the ship Columbia was sunk
off the Newfoundland Banks by a blow from a whale. The crew
took to the boats, and were rescued by Captain Deddes, of the
Steamer P. Caland. The story of the loss of the whaleship Essex
in the southern seas is one of the most familiar in the annals
of the whale fishery. "The boats of the Essex had killed the
calf of a whale, when the mother, apparently understanding their
connection with the ship, attacked it, retreating about a mile
to get headway, and striking the vessel on the bows, staving
in its timbers and making a hole so large that it was useless
to attempt to stop the leak." The crew took the boats, and were
finally picked up.
DANGERS
FROM THE DEFECTS OF BAD CONSTRUCTION OR FROM AGE.
Although
the majority of the fishing vessels are as substantially built
as any in the world and are well calculated in this respect
to withstand the strains which may be brought to bear upon them,
yet unprincipled builders sometimes take advantage, when building
a vessel for sale, to slight them in certain particulars. These
may be so briefly mentioned as-
(1) by putting
in defective timber or plans;
(2) by insufficient fastening; and
(3) by a lack of care in calking the vessel.
If to these
defects are also added others in the rigging of the vessel,
it follows as a matter of course that she is poorly calculated
to withstand the vicissitudes and perils incident to the pursuit
of the fisheries. Vessels of this kind are sometimes built to
be sold at a cheap rate, but such a practice is entirely wrong,
for it exposes the lives of many men to the danger of being
lost at sea. There should be provision for the legal punishment
of those who engage in such nefarious enterprises.
Defects
are, however, more frequently met with in old vessels, which
are in some cases sent to sea as long as it is possible to obtain
a crew for them, and it is to be wondered at that more fatal
disasters have not resulted from such a practice. There is no
doubt that the cause of the loss of many valuable lives might
be traced to this source; and owners who will persist in exposing
men to such peril, certainly are deserving of the severest condemnation.
The fisherman,
who is called upon to meet many dangers with which each voyage
brings him in contact, and for the results from which the owners
may not be held responsible, should have at least the security
of a stance and well-rigged vessel.
