October 2010 MAINE COASTAL NEWS Page 21.


wooden boxes airtight, and capable of lifting from three hundred to six hundred tons each, are told alongside and placed in positions equally divided on each side of the wreck. Then heavy chains must be passed un- derneath the hull. To do this it is necessary to proceed first with what is known as a sweep chain or “messenger.” This is a small chain, which is sawed through the mud and debris at the bottom to a point under the keel, where the main lifting chains are passed from pon- toon to pontoon. Each pontoon each pon- toon is fitted with either four or six wells, which run entirely through the pontoon. It is through these the chains are passed. After the “messengers” has cleared the way a number of chains of increasing thick- ness are then drawn under, until the heavy chain which is to do the work is in position. Chain after chain follows, until there is a sufficient number to answer the purpose. The masses of debris which naturally accumu- lates under the hall retard progress and ren- der the preliminary task extremely difficult at times. In many cases the services of several divers are required.


The chains, when finally in place, pass up through the pontoon wells to the pontoon decks, where they are certain toggles ar- ranged for controlling them. These chains are immense affairs and the utmost care is taken in their manufacture. Cases have occurred where defective links have been the means of undoing in one moment the work of days. This is easily understood when it is realized that upon these chains often rest the weight of vessels ranging from two thousand to ten thousand tons.


Both the MAIN and BREMEN are heavy vessels, and, in addition to their own weight, there was a quantity of water soaked grain which it was impossible to remove. The records at work upon these vessels, how- ever, have not had to take into consideration an added weight of water and sediment, which is found in the case of ships sunk below the surface.


The raising of the MAIN, which was accomplished a week ago, was comparatively easy. In fact, there was little to do save to free the vessel from weight as much as possible, and after closing the submerged ports pumped her clear of water. Her own buoy- ancy caused her to float. When the BREMEN was beached on the Weehawken flat she listed heavily to port, and it has been found necessary to get her on an even keel before raising her.


To straighten the BREMEN recourse was had two pontoons. Two of these stout wooden boxes carrying several chains each were placed against the port side. The pon- toons were filled with water and thus sunk to the level of the river. Then they were fastened to the port side of the ship. After everything had been made secure the water was slowly pumped from the pontoons. The recovered buoyancy served to lift the BREMEN to an upright position.


* * * * *


In righting vessels on there beam ends the process known as parbuckling is some- times used. The chains are passed from the pontoons vertically downward and com- pletely under the side of the hull, which touches the shoal. Then they passed upward by the keel, are let over the opposite side and are then attached to some object on the wreck such as the mast was superstructure. When the tide is out the slack on the chains is taking in and the ends are securely fastened to the pontoons. If everything works well, if the chains safely stand the strain, if the mast or superstructure does not give way, then the rise of the tide will cause the hull to be gradually lifted until she stands on an even keel.


Some Interesting Articles from the Bangor Daily Commercial for 1900 * * * * *


A case illustrating the ordinary, it might be said daily, work of the order in wrecker was that of a steamer sunk not long ago in the North River by a collision with another ves- sel. In raising her the system are pontoons was used. The three pairs are pontoons em- ployed had a greater raising capacity than the tonnage of the steamer. This was rendered necessary by the fact that there was eight feet of water over her deck and a considerable amount of debris and sediment, which had accumulated by the action of the river’s cur- rent.


Three inch chains were used on the pontoons. When the chains were in place the pontoons were pumped full; then as the latter sank the slack of the chains was hauled in and made fast. The moment the pumping began the lifting power of the pontoons became apparent, and their buoyancy slowly but surely overcame the wreck’s weight. The first lift was only five feet. Then a powerful talk to the pontoon and wreck in tow and hauled them to shallow water. Here the raising details were repeated, the hull was dragged nearer shore, and in time a spot was gained where it was easy to build the necessary coffer dam, patch up the leaks and pump her out. The raising of ships wrecked in New York Harbor is a business of considerable magnitude. It is estimated that more property is deposited every year on the bottom of our harbor than finds a resting place at its gates. This fact is not difficult to explain. There is more shipping in harbor waters than on the adjacent seas. Ferry boats, tugs and all kind of craft abound. It is also a fact that naviga- tion offices are prone to relax a part of their vigilance when they find themselves within the harbor walls.


On account of the fast amount of its commerce, possibly greater than that of any other port in the world, it is natural that New York should be the scene of more marine catastrophes than any other American har- bor. Collisions are perhaps the most frequent cause of harbor wrecks. They result from a great variety of reasons. Reckless steersman, fogs, mistaken signals and illegal rates of speed, all contribute to swell the total. The record of the big wrecking compa- nies prove that harbor wrecks seemed to be epidemic. Sometimes weeks will pass without a single accident. Then, of a sudden, it will seem as though all the vessels import had run wild, and reports of collisions and misadven- tures come in from every quarter.


14 August


LARGEST IN THE WORLD Successful Launching at Camden of Six Master GEO. W. WELLS Left the Ways at 12.45 O’clock Ten Thousand People Witnessed the Launching – Built for John G. Crowley of Taunton, MA.


Camden, August 14


Ten thousand people saw the most suc- cessful launching ever conducted in Camden this afternoon. At exactly 1245 the mammoth six masted schooner, GEORGE W. WELLS, the largest schooner in the world, started down the ways. Soon after the vessel took the water accompanied by the cheers of the spec- tators. The WELLS was built for Capt. John G. Crowley of Taunton, MA.


Among the unique features of the occa- sion was the christening ceremonies, which were performed by Miss May Wells, who scattered white roses upon the bow of the vessel as she started down the ways and at the same time let loose a flock of white pi- geons. Miss Wells is the daughter of the man for whom the vessel is named.


The ceremonies will be concluded with a dance in the opera house Tuesday evening.


The WELLS’s 302 feet and 11 inches in length, with a beam of 42½ feet and a hold of 23 feet. Her frame is of White Oak and her ceiling and planking are of yellow pine. Her fastenings are of 1 3/8 and 1¾ inch iron. There is an air of solidity to her massive timbers and one may well believe that no detail, however small, has been left unattended to. A four-foot poop extends to the forward hatch. The cabins are all finished in quarter Oak and Sycamore. The forward houses are well-built and commodious.


She will carry a 30 horse power engine, built by the Hyde Windlass Company, of Bath. Her two wrecking pumps will have a capacity of 1,200 gallons per minute. She will have steam wasting and steam steering gear of the latest pattern, and will carry two an- chors. One is a stockless anchor, weighing 8,200 pounds. The other was made at the Camden Anchor Works and weighs 7,500 pounds. She will carry 200 fathoms of 2½ inch chain, weighing over 42 tons.


Her masts will not be set for some time yet. Each is in one piece, 119 feet long. They are of Oregon Pine and were brought across the continent by rail as far as Rockland. When they are put in place, they will receive the following names, other authorities than Mr. Bean to the contrary notwithstanding: fore- mast, mainmast, mizzenmast, spanker, jigger and driver. Each topmast will be 58 feet in length, the jibboom 75 feet, and the drive boom 72 feet. She will be rigged with 4¾ and 4½ inch why are rigging, and will carry 14,000 yards of canvas.


In the construction of the GEORGE W. WELLS, 1,000,000 feet of hard pine have been used; also 550 tons of Oak and 400 tons of iron. Fifty tons of the iron are in the keelson alone. She caused the round sum of $125,000


and has given employment to 147 men. By the time she is launched, over $50,000 will have been paid out in wages to those who have been employed directly and indirectly in con- structing her.


The vessel is being built for Capt. John J. Crowley of Taunton, MA, and his brother Arthur G. Crowley will take command of her maiden trip. George W. Wells of Southbridge, MA, for whom she is named, is the principal owner.


Capt. John G. Crowley began his seafar- ing life as cook, and steadily, by untiring efforts, rose through every grade of service until at last he was the master and part owner of the proudest vessel that sails the seas. There has been no. In his career when he has failed to make his mark. He has commanded the HENRY W. CRAMP, the MOUNT HOPE, the SAGAMORE, and lastly, the JOHN B. PRESCOTT, all of which belong to his famous coastwise fleet. Under Capt. Crowley’s saga- cious management is fully has paid its owners the most gratifying dividends. Capt. Crowley is now but 30 years of age; but the uniform success of all his ventures proves him to be the possessor extraordinary foresight and uncommon executive ability.


His brother, Arthur L. Crowley, who is to have command of the GEORGE W. WELLS, is also a man young age but old in experience. His record has been one of unparalleled suc- cess, and under him, the new school will add fresh laurels to the names of her builders, her owners and her captain.


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