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Page 24. MAINE COASTAL NEWS November 2015 HISTORY FROM THE PAST - Bangor Daily Commercial - Early 1900s Continued from Page 24. 13 May 1899


Bangor Port News About the Bath Ship’s Trouble


Bangor’s Real Little Italy at High Head Wharves


Bangor Vessel at New York – Various Notes of Interest to Shippers The steam collier READING, with 1,500 tons of coal for the Maine Central Railroad, did not arrive in port on Friday afternoon as was expected but came into the harbor on Saturday; she will be discharged by Trefethren & Dugan’s stevedores and some quick work will be done as the steamer has to call in on Portland for a barge on her return trip. It will probably take about 15 hours to take out the coal, the average time being 100 tons an hour.


Several schooners were in the tow to Bangor on Saturday, the MAGGIE MULVEY being among the vessels, coming here for a cargo of lumber. The schooner RABBONI, Capt. Lord, will load lumber at Sterns’ mill.


Among the recent arrivals at New York are the schooners NORTHERN LIGHT, Capt. Robbins; IZETTA, Capt. Nye, and the LIZZIE, Capt. Closson, all with lumber from Bangor.


The Italian bark VEGA, which has frequently visited Bangor and which is famous for her long voyages, is on a trip from New Orleans to Lisbon. It is expected that she will come here before the season is out.


The schooner JOHN F. RANDALL,


Capt. Crocker, has arrived at Philadelphia with ice from Bangor.


Bangor’s Little Italy.


Bangor has a Little Italy at High head where the Italian barks, CHIARINA and SALVATORE are moored, and many people go down to the wharves to see the strange looking vessels and their picturesque crews, Capt. Maresca and Capt. Jacarino are both attentive to visitors and on Sunday it is expected that dozens of people will be there to look around.


Capt. Maresca has a 22-foot yawl boat,


of American make, which he offers for sale at a bargain.


The CLEAVES Collided. The brig HENRY B. CLEAVES, which arrived at Philadelphia on Thursday from Cardenas, reported that on Tuesday morning she was run into off Chincoteaque by the schooner LAURA L. SPRAGUE. The SPRAGUE’s bow anchor fouled her, tearing away the CLEAVES’ starboard headgear, anchor stock, forward and main rigging chain plates, bulwarks, rails, running rigging, foresail and middle staysail and breaking the foreyard of the maintopmast. The CLEAVES in not leaking and will come up the river for repairs. The SPRAGUE lost her fl ying jibboom and had her bow badly


scraped. The CLEAVES is commanded by Capt. Nelson and sailed from Cardenas on April 19. The SPRAGUE sailed from Cheveric, New Jersey, recently, passing Vineyard Haven, May 5. Speed of the WINIFRED.


Vice-President E. W. Hyde of the Bath


Iron Works has been interviewed relative to the suit for damages against the Iron Works recently brought into a New York court by the Miller, Bull & Knowlton Co., of New York. In 1898 the Bath Iron Works built the steamer WINIFRED for this company who now claim that they have lost to the extent of $50,000 on account of the WINIFRED not being able to make the speed called for by the contract.


“Perhaps it is as well that the public should understand the truth of the situation as we understand it,” said Mr. Hyde.” The WINIFRED was designed for a tramp steamer, but she has never been used as such. She has been used in a line of traffi c totally different from that in which tramp steamers engage and she has never given a trial under the conditions called for in the contract, which are for a speed of 10 knots in smooth water when the steamer is heavily loaded. The “WINIFRED” was leased by


the Miller, Bull & Knowlton Co., to a transportation company that engaged in the Porto Rican passenger and light freight trade. This line of trade does not give the steamer suffi ciently heavy freights to bring her down into the depth of water demanded by vessels of her design. It makes a great difference in the speed of a steamer of her class whether her propeller is half out of water or whether it is where it belongs. “We feel confident that when the WINIFRED returns to New York and is given a proper trial, she will demonstrate that when loaded deeply she can make the ten knots easily, for as I said before she was not designed to sail lightly loaded. The WINIFRED is the only American tramp steamer ever constructed and under normal conditions her speed is equal to that of any English vessel of that class. “At all event,” said Mr. Hyde in conclusion, “the matter will be settled out of court.”


17 May 1899 First Torpedo Boat Destroyer Nearly Ready to Launch at Bath. The DAHLGREN, the fi rst torpedo- boat destroyer to be completed for the United States Navy, under the recent act of Congress, authorizing 15 of these fi ghting machines, is nearly ready to be launched in Bath. She is to make 30.5 knots an hour, and the contract price, exclusive of ordnance and outfi t, is $194,000.


Her length is 147 feet, and her beam is 16 feet, 4 ½ inches. Her mean draught is 4 feet, 7 ½ inches, while her displacement is 146.4 tons. She is of the Normand type. There are two Normand water-tube boilers


Gallant Action - 1807 Continued from Page 20.


hundred musket balls, which was poured in upon her with such dreadful slaughter, that her deck was instantly covered with killed and wounded, and such a general panic given the whole crew, that the remainder fl ed from their quarters.—Capt. Rogers with equal presence of mind and promptitude seized the occasion and with fi ve men only, leaped on board the enemy, who were in- stantly secured by battening down the main hatch, and guarding the fore scuttle; from whence, after himself striking the enemy’s colours, they were ordered up one at a time,


and secured with their own irons, which they were compelled to produce. The loss of the packet in this bold and gallant affair, was three killed and ten wounded; that of the enemy, 33 killed and 31 wounded; which even still gave her a superiority of numbers over the original complement of the packet, and more than double that which remained after the surrender!—The mizzen mast of the WINDSOR CASTLE is totally disabled, and her sails and rigging much cut up; the privateer is but little injured in either hull or rigging, and is a remarkable fi ne schooner, and has been one of the most successful of the enemy’s cruizers.


and twin-screw, vertical, triple expansion engines of 4,200 horse-power. The bunker capacity is 32 tons of coal. The DAHLGREN will be fi tted with two deck-discharging tubes for 18-inches Whitehead automobiles, and will carry a battery of four 1-pounder rapid-fi re guns. One of the torpedo tubes will be on the port side amidships and the other at the after end of the boat. Two coming towers are provided.


The forward deck is slightly raised to form a turtle-back, and a breakwater is fi tted across it. A small house on deck between the two smokestacks accommodates the galley.


20 May 1899 Bangor Port News Recent Arrivals and Departures.


Capt. Crowley Will Build His Big Six- Master at Camden.


Recent Freights and Charters – Other Shipping News of Interest.


Friday’s arrivals in port included the


SERENA S. KENDALL, with cement to A. R. Hopkins, from Eddyville; NEW BOXER, E. A. WHITMORE, J. B. STINSON, ANNINE F. KIMBALL, LUCY ELIZABETH, HELEN S. BARNES, CAROLINE KREISCHER, L. A. STETSER, JENNIE HOWARD, GAZELLE, LAUREL and ONWARD. The departures were the RABONNI with lumber from the Sterns Lumber Co.; the RIVAL with lumber from D. Sargents’ Sons and the DELAWARE, also from Sterns’.


The schooner OLIVER S. BARRETT cleared at the custom house on Friday, for Hillsboro, N. S., and will probably sail on Monday. She is now being painted. Capt. Maresca, of the Italian bark CHIARINA, expected to sail some time on Saturday.


Among the recent charters here is the J.


B. VAN DUSEN which will load lumber for New Bedford at $2.35 per thousand. CIMBRIA is Ready.


The Bangor & Bar Harbor Steamboat


Co.’s CIMBRIA was inspected on Saturday by Capt. Chas. O. Cousins, local inspector of hulls, and Walter L. Blaisdell, inspector of boilers and engines; several days ago steam was gotten up and everything works satisfactorily so it is supposed that she will pass examination all right.


It was thought on Saturday that she would be ready to make her trial trip on Monday and that she will be ready to go on route on Tuesday, taking the SEDGWICK’s place. In that case the SEDGWICK will make the annual excursion on Tuesday for the accommodation of persons who may wish to open their cottages for the summer at various down river and bay points. Capt. Crowley to Build.


The building of a six-masted schooner is now assured. Capt. John G. Crowley of Taunton, Massachusetts, managing owner of the Crowley fl eet, says the Providence Journal, will build this vessel at once. The Crowley fl eet now comprises the schooner JOHN B. PRESCOTT, a fi ve-master, the largest schooner in the world; the great 3,000-ton four-master HENRY W. CRAMP and the four-masters SAGAMORE and MOUNT HOPE.


The new six-master will be 300 feet on the keel, 340 feet over all and 420 from end of spanker boom to end of jibboom. She will carry 5,500 tons of coal and with ordinary fortune will pay large dividends. The cost of this new marine wonder will be about $100,000. The shares have all been subscribed, having been taken up with a rush.


The six-master will be built by H. M. Bean of Camden, who launched the JOHN


B. PRESCOTT last January. She will be completed in June 1900.


Big Stone Cargoes.


Three large cargoes of crushed stone will be shipped Clinton Point on the Hudson River, New York, during the week to Egmont or Mullett Keys says the Maritime Register. One cargo consists of about 4,400 tons and was shipped by the new fi ve-masted schooner NATHANIEL T. PALMER, the other two cargos are by the schooner FRANK A. PALMER which measures 1,832 tons, net, and the MARY E. PALMER of 1,456 tons. The three cargoes amount to about 9,800 tons and the rate paid about $1.60 per ton loaded and discharged. The NATHANIEL T. PALMER was anchored in the bay ready for sea on Monday. Her great size attracted general attention. Freights and Charters.


Recent charters include the following:


Schooner, 653 tons, coal. Philadelphia to Cartagena $2.50; schooner, schooner, 834 tons, salt, Turk’s Island to Portland, private terms; bark, 738 tons, sugar, San Juan, PR, to New York, 13c; British bark, 361 tons, coal, Philadelphia to Point-a-Pitre, $2.35; bark, 770 tons, asphalt, Trinidad to Philadelphia, $2.10; option New Orleans, $3; schooner, 1,137 tons, lumber, Darien or St. Simons, to New York, or Philadelphia, private terms; schooner, 479 tons, lumber, Brunswick to New York, $5.50; schooner, 199 tons, ties, Richmond to Boston, private terms; schooner, 378 tons, coal, Norfolk to Saco, $1.25 and towage; schooner, 1,016 tons, coal, Newport News to Bangor, 95c; 559 tons, coal, Cornwall to Boston, 60c; schooner, 165 tons, coal, Perth Amboy to Rockland, 69c; two schooners 218 and 244 tons, coal, Perth Amboy to Hallowell, 80c.


20 May 1899 It Was An Act of God.


No Offi cial of the Steamer PORTLAND Responsible for Her Loss. Great Case is Now Settled.


Just Now Amos Allen Has Everything His Own Way for Reed’s Seat – The Farmers’ Movement.


Portland, May 20.


This would have been a dull week despite the annual meeting of the grand lodge, K. of P., and the annual meeting of the Episcopal convention for this diocese, had it not been for the great case against the Portland Steamship company.


There was a time when a great contest was a good deal more than threatened, but the cases dropped out rapidly. There was at one time a chance for the proving of claims to the extent at least of $1,500,000, and claims to the amount of $580,000 were actually proven, and suits began in the United States District Court.


That in almost every instance these suits were began without a clear understanding of the situation, may well be believed in the light of the events connected with the hearing before Judge Webb. One by one at fi rst, and then in blocks of fi ve or more, the answers to the company were withdrawn, until only one was left to drop out at the last, one pebble to roll back into the ocean from the beach.


But the hearing went on just the same as if that case and all the other cases had not dropped out. Judge Webb had to settle several points. “Was there responsibility on the part of the company for the disaster?”


“Did Capt. Blanchard, a servant of the


company, and its direct representative, make a blunder of such a nature as to bring the responsibility on the company?” “What caused the disaster?” The hearing was protracted and


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