Page 22. MAINE COASTAL NEWS May 2017 HISTORY FROM THE PAST - Bangor Daily Commercial - Early 1900s


under the shed. Caught in the crash of the roof as it fell in, those poor fellows had been killed instantly and lay positioned under the deepest part of the pile of rubbish boards and rafters that were scattered about on every side. (?) was (?) the unlucky (?) of the (?) vessel, the (?) to [CAN’T READ] timbers at the moment of her gliding into the water, owing to which the vessel fell over on her side on the soft bank in the stream – no other injury then a few scratches and scars to the hull being sustained and no one being hurt. Fortunately the steamer righted herself, as she slid into deep water, and thus narrowly saved the credit of her christening. The next event of importance in her


career, was her trial trip, which took place in the spring of 1844, and was attended by a numerous and rather notable party, including many of those pecuniarily interested in her, as well as several ladies and others who shared the excursion as a holiday pleasure trip. The course was from Wilmington to Cape May, thence to Philadelphia, and afterwards returning to Wilmington. This trip was of the nature of an excursion. A large company of citizens from Wilmington was invited by the fi rm to the number of between a hundred and fi fty and one hundred and sixty and they were taken to the Delaware (?) and back, under conditions of festivity and merrymaking which was well suited to the season and the event they were celebrating. An excellent bass band furnished the music on board and every provision was made for the comfortable entertainment of the guests, except in the single matter of sleeping accommodations. The meager outfi t of berths, were of course allotted to the ladies of the party, while the gentlemen sought such quarters as could be found about the boat, or hastily improvised from the surroundings. The trip began at 9 a.m. one morning,


and the destination was reached between 3 and 4 o’clock p.m. of the same day. The


night was spent at anchor in a little sheltered cove about three miles above Cape May Landing, and called “Aunt Rhody’s.” At about 10 o’clock on the following morning the return run was begun, making the wharf at Wilmington about 7 p.m. that evening. No mishaps of any kind marred the perfect pleasure of the company and but for the rattling of the engine, which worked very rough and noisily all the way it could be said with truth that not a jar was felt in any feature of the trip. Among those on board were the late Ziba Ferris, Malone Betts, Robert R. Robinson, Elijah Hollingsworth, and a large number of the more infl uential Friends of that day. Mr. Harlan did not go on the excursion. Capt. Alexander Kelly was in charge of the machinery department, though Engineer Harry Dockery was stationed at the starting bar. The steamer was in command of Capt. Alden Parker, who subsequently ran her in the regular service. Returning now to the actual performance


of the boat, we cannot do better than to recall the report printed at the time by some of the gentlemen on board and certifying to the exact facts of the trail as follows: Trial of Speed of the Steamer,


“BANGOR” on the Delaware, from the Navy Yard, Philadelphia, to Fort Miffl in and back to the Navy Yard. During the trial the tide was against the boat when going from Philadelphia to the Fort, and in her favor in returning.


Left Navy Yard


H M Sec 5 27 30


Arrived Fort Miffl in 6 22 15 Left Fort Miffl in 6 28 15 Arrived at Navy Yard 7 02 22


Average speed per hour, 10.01 miles. The fi rst fi ve miles run with low steam,


making 44 revolutions. Pressure of steam was under 46 pounds for the whole trip. Trip up, the speed per hour was 14.07. Deduct 2 ½ miles for tide gives actual speed


through the water 11.57 miles per hour. Certifi cate


We, the undersigned passengers on


board the BANGOR on the above mentioned trial, do hereby certify to the correctness of the above statement, as regards the time of leaving and arriving at the points mentioned, state of the tides, etc. Signed: John W. Mercken, master


packet ship SUSQUEHANNA, Francis Cope of the fi rm of H. & A. Cope Co., Roland Perry, publisher of Pennsylvania, James Devereaux, William H. Gatzmer, Edward Patterson, John S. Morrell, Charles M. Sandgram, Joseph Wilkingson, W. W. McMain, Alden Parker, master of steamer BANGOR, Henry Dockery, fi rst engineer of steamer BANGOR, W. N. Ray, second engineer of steamer BANGOR, John Fuller, pilot of steamer BANGOR, Edward C. Hyde, agent and part owner, James S. Smith, Jr., John W. Micklle, J. Morrill, Robert B. Morrell, James Longhead, William Bonsall, Norris Stanley. On the second trip of the BANGOR


from Bangor, having no landing to make above Belfast, the captain took the course up the Eastern Bay running near the shore at Sabbath Day Harbor, Islesboro, where his family was located so that they might see the boat. Included in her cargo was a menagerie consigned to Bangor. Many on the land assembled to see the steamer pass and at a moment when all on land and on the steamer were rejoicing a sharp blaze rose from the steamship. The vessel was on fi re. A panic was created among the animals and all that could free themselves dashed overboard and seam to the shore. The islanders were naturally terrifi ed and a sudden scurrying was made to secure guns, old swords and all sort of weapons of defense. Capt. Parker ran the vessel to the nearest


DISCOUNT POWER TOOLS CORDED POWER TOOLS CORDLESS POWER TOOLS FUELED POWER TOOLS PNEUMATIC POWER TOOLS FASTENERS HAND TOOLS


MATERIAL HANDLING


POWER TOOL ACCESSORIES SAFETY SUPPLIES WELDING SUPPLIES


landing where the passengers and crew and the remaining portion of the animals and some of the cargo were rescued. The cause of the fi re is supposed to have been a defect in the boiler. The vessel was burned (?)lay, her hull being of iron. She was afterwards adjudged a wreck, the insurance settlement eff ected, and she was towed to Bath, Maine, where she was rebuilt. She afterwards continued to run on the same line until she was, in December, 1846, purchased by the United States Government at a cost of $28,975 and was renamed the “SCOURGE.” At the time of the breaking out of the Mexican War, she was went out to subdue the Mexicans under Lieut. Hunter as commander. During her employ as a war vessel she was equipped with three guns and the whole cost of the change from a merchant to a government steamer was $15,885.


The naval force in charge of Commodore


Conley consisted of the frigate POTOMAC, steamers MISSISSIPPI, VIXEN, SPITFIRE and WATERWICK, sloop of war ST. MARY’s, brig PORPOISE, one bomb Ketch, fi ve small gun schooners, sloop of war ALBANY and the SCOURGE. The latter had been sent on ahead and


rendered this imposing force unnecessary as the SCOURGE had caused the fortress to surrender before the others hove in sight. Alone and unaided Lieut. Hunter and


his gallant little SCOURGE won laurels that might have gone to Com. Conley and others of the fl eet, but his triumph brought disgrace to Hunter through jealousy on the part of the commander, who had twice failed to take the fortress. The lieutenant was arrested, court martialed and virtually dismissed from the service. He was afterwards reinstated by the President of the United States, under the pressure of public opinion. After two years of war service she


was, on October 7, 1848, fi nally sold by the government, through their agent, Vespasian Ellis, of the city of New York, to one John F. Jetter of the city of Lafayette, Louisiana, the consideration money named, being the sum of $2,300. On the 9th


of October, 1848, the


following entry appears upon the Record book for registry at the custom house at the port of New Orleans, to wit: No. 247. In Pursuance of an Act of Congress of the


United States of American entitled “An Act concerning the registering and recording of ships or vessels, Vespasian Ellis, of the City, County and State of New York, Agent for the Owners, having taken or subscribed the oath required by the said Act, having sworn that John F. Jetter, of Lafayette, in the State of Louisiana, is the true and only owner of the ship or vessel called the “SCOURGE,” of New Orleans, whereof James T. Hannon is at present master and a citizen of the United States, as he has sworn, and that the said ship or vessel was built in Wilmington, in the state of Delaware, in the year 1843, as per enrollment, No. 148 issued at this port on the seventh day of October, 1848, now surrendered, property changed. And the said enrollment having certifi ed that the said ship or vessel has one deck and no mast, and that her length is one hundred and twenty feet, her breadth twenty-three feet, her depth nine feet and that she measures two hundred and thirty tons, that she is a steamboat, and the said Vespasian Ellis having agreed to the description and admeasurement above specifi ed, and suffi cient security having


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