December 2012 MAINE COASTAL NEWS Page 21. Maritime History 11 January 1889
HISTORY FROM THE PAST - Bangor Daily Commercial - 1890s passage to Boston.
Loss of the JULIETTE.
Capt. Holmes of the Belfast Schooner Tells the Story of the Wreck. Boston, January 11. Capt. Holmes, of the Belfast schooner JULIETTE, gives the following account of the loss of his vessel: “I was captain and owner of the schooner JULIETTE, hailing from Belfast. She was about 40 tons and was formerly a Gloucester vessel. She has been rebuilt. We left Rockland about 16 days ago with a cargo of lime ashes bound to Beverly. We worked slowly along the coast on account of bad weather and yesterday left Portland. At about 4 o’clock in the afternoon the sea, which has been running very high all day, broke aboard the vessel, parting the mainmast chain plates. Immediately the mainmast parted 30 feet above the deck, the foremast following. We tried to set the forestaysail and head her off for Cape Ann. We found she would not fetch, and we fi nally decided to take to the boat, the only thing left for us to do. While getting aboard the boat, the vessel, which had been fi lling rapidly
through holes caused by the spars punching against the archboard, began to settle, and the men had barely time to jump aboard the boat before she sank.”
About twenty minutes after the boat had left the vessel a heavy sea struck her, capsiz- ing her and throwing the men into the water. The captain was in the stern and the other two men grasped the bottom of the boat. The captain failed to reach it and he determined to make an effort for the shore, which was about three-quarters of a mile away. Clad in a heavy overcoat, which he vainly tried to remove, and with a high sea running, the attempt seemed hopeless. For some time he was under water, and he seemed at times about to go to the bottom. At length, after being baffl ed for over half an hour in the water, he struck the sand of Good Harbor beach. He found some men here, who went to the beach and picked up the body of one of the crew, which had come ashore. One of the victims was named Albert Cunningham of Belfast, aged 55. The other man was a Welshman, about 18 years old, who shipped in Portland three days evidently to work his
Seventies Memories, Trial(s) By Fire(s) Continued from Page 20.
36” hull and set it by the road at Lyford’s shop. Jock was “tapped out” and wondering where Christmas tree money for the family would come from. He and Debbie happened to be at a friend’s Christmas party a few nights later when a phone call came for him. Puzzled, he pick up the receiver. Leon Pierce, highline lobster fi sherman from Southwest Harbor was on the other end. “I want to buy your hull and have Lyford fi nish it.” Next day, Ned Lawson, another highliner from Bass Harbor, ordered Hull #2. Christmas tree problem solved. There’s one thing about Jock that I’ve had many occasions to notice. Throughout the time I’ve known him he never seems to lose his great smile and his upbeat outlook on life. When he smiles his entire face lights up and if a person’s eyes can be said to smile as well, it’s so with Jock.
Soon, Jock had leased Dick Bulger’s shop and instead of fi ve shops in Southwest Harbor, the number was now nine. Then, wasn’t but a few more years in the passing, one could count sixteen shops and boatyards from Bass Harbor Head to the Trenton Bridge. That’s how quick fiberglass changed the industry. Wood shops were still taking orders but days were numbered. Even Bunker and Ellis condescended to completing a glass hull.
Losing the Bulger shop, Jock made a smart move by buying the old Hall Quarry and buildings in the village of Hall Quarry here on MDI. He would now have waterfront
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The JULIETTE was uninsured. The
cargo belonged to E. G. Stoddard of Rock- land. The vessel came ashore near Briar Neck Thursday badly broken up.
30 July 1896 Spencer Wants Salvage.
The Colored Steward of the HERBERT FULLER Has a Claim – An Interesting Question in Maritime Law Likely to Be Adjudicated.
property to build a proper boatyard. As luck would have it, Lyford was just completing another Stanley 36 at his shop. Wasting no time, Jock and Norma were back there again laying up a new mould.
1983, I received another call. This one early morning next day. Jock’s main shop had been hit with lightning the night before during a bad storm and was a total loss. Two Stanley 44’s were under construction. Not only had he just made his fi nal payment on the property, but unfortunately he also carried not a lick of insurance. Luckily, this time, the moulds were outside and safe. In his inimitable way, Jock, with help from the bank put this fi re behind him as well, built a new building, and he’s continued on his way building fi rst class commercial and pleasure yachts. Later, he enlarged by branching out into what has become a very successful service and repair business.
An interesting question has arisen out of the murders and subsequent proceedings on the Harrington barkentine HERBERT FULLER concerning Steward Spencer’s claim to salvage. He has taken steps to pro- tect his rights in the premises, and has assis- tance from suffi ciently infl uential sources to assure a stubborn fi ght. His treatment since the vessel returned to Halifax had many elements in it of the unusual, as it appeared to him, and he has imbibed the notion that it was prompted by a desire to prevent a proper assertion of his claims as a savior. The question as to whether he has such rights is in itself a tempting problem in maritime law. Lawyers in Boston who have given it the hasty examination which the brief notice allowed by the contingencies of news service permitted, do not hesitate to say that he was a good case, even if a peculiar one. There seems to be no case in the records exactly fulfi lling all the conditions of this one, but there are a fairly ample number of analogous cases, settled on principles that appear to be fully applicable to Spencer’s claim.
His position is that of a member of the
crew, fi nding himself at sea upon a vessel which at the time he undertook the measures he did take, be believed to be virtually a
wreck so far as the owners were concerned. The master and the second mate had been murdered, as Spencer believed, by the next in command, the last legal representative of the owners vested with navigating and con- trolling power. Spencer then, in association with others, by gallant and meritorious con- duct, rescued the ship from control which he believed adverse to the owners’ interest, and brought it safely to land. This, it is urged, makes him legally entitled to salvage. Salvage generally is a reward for the saving of property at sea at some degree of peril. Rescuing of property without circum- stances attended with peril entitles the res- cuer to renumeration for services rendered, and could perhaps be called salvage, but salvage in the full sense of the term is an extraordinary reward for perilous exertions in behalf of wrecked on distressed vessels by parties having no direct interest in the property till they discovered its plight. The principles governing the award of salvage are thus summarized by Marvin, one of the authorities on this law, and which is quoted in Kent’s Commentaries: “If the property of an individual on land be exposed to the greatest peril and be saved by the voluntary exertions of any person whatever; if valuable goods be rescued from a house in fl ames at the imminent hazard of life by the salvor, no renumeration in the shape of salvage is allowed. The act is highly meritorious, and the service is as great as if rendered at sea. Yet the claim could not, per- haps, be supported. It is certainly not made. Let precisely the same service at precisely the same hazard be rendered at sea, and a very ample reward will be bestowed in the court of justice.”
Continued on Page 22.
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