California Steam Navigation Company -- December 29, 2020

 

Placer Herald, 19-April-1862

The California Steam Navigation Company controlled most transportation on the San Francisco and San Joaquin Rivers. Chrysopolis was a legendary sidewheel steamboat that carried passengers between San Francisco and Sacramento from 1860 to 1875. She was then converted to the Oakland, a double-ended ferryboat which crossed San Francisco Bay until she was destroyed by a fire in 1940. 

Princess Sophia Sinks and 350 Souls Probably Perish -- October 25, 2018

Alaska State Library, John Grainger Photo Collection, P255-79-79.

Canadian Pacific liner SS Princess Sophia is sometimes called the Titanic of the West.  She ran aground on a reef near the north end of the Inside Passage early in the morning on 24-October-1918.  Sometime on the afternoon of the 25th, she sank with all hands.  

PRINCESS SOPHIA SINKS AND 350 SOULS PROBABLY PERISH

TERRIFIC STORM DRIVES PRINCESS SOPHIA OVER REEF

ON WHICH SHE HAD SPENT TWO DAYS, AND SHE

SINKS WITH ALL ON BOARD; EMPTY LIFE-BOATS

INDICATE THAT CHANCE THAT ANY SURVIVE THE

DISASTER IS VERY REMOTE -- ONE BODY FOUND

The Canadian Pacific passenger liner Princess Sophia sunk at sometime between 8 o'clock last night and 7 o'clock this morning, and in all probability every one of the 343 souls on board met watery graves in Lynn Canal. The only possibility that some of those on board were saved is the chance that life boats were launched during the night and reached shelter with their human cargoes. This possibility is regarded as remote by those familiar with the storm that was raging all last night in Lynn Canal.

The fateful message bringing the news of the greatest disaster that ever has occurred in northern waters was received at Juneau at 9:25 o'clock this morning. It came from the United States Lighthouse Tender Cedar, and it held out no hope for those on the ill-fated Canadian liner. The message, referring to the Princess Sophia, said:

"Driven over reef during night. Only masts showing. No survivors."

With the King and Winge the Cedar immediately began the search for the passengers -- the living, if any, the dead if none survived.

LITTLE HOPE EXISTS THAT ANY LIVE.

This afternoon a wireless dispatch says the Cedar had picked up four empty and capsized life boats from the Princess Sophia, and the King and Winge one. The King and Winge had recovered one body, a woman, unidentified.

The Princess Sophia ran ashore on Vanderbilt reef, four miles from Sentinel Island, at 2 o'clock Thursday morning. Since that time the weather has been too rough to transfer passengers. Boats have been lying by all the time. Yesterday the storm became terrific. Boats that were lying by sought shelter at night. At 8 o'clock Capt. Locke of the Princess Sophia sent a wireless dispatch to General Agent Lowle which said the passengers' conditions were normal, that the vessel was not taking water, but that it was too rough to transfer passengers. That is the last that was heard from the scene until 7 o'clock this morning when the Cedar, which had been compelled to seek shelter, wired that she was leaving for the Princess Sophia. About two hours later came the fateful wireless dispatch saying that the vessel had sunk and that there were no survivors. The circumstance that the Princess Sophia was blown over the reef leads to the conclusion that the climax of the disaster came at high tide, about 4:30 this morning.

The story, of the last hours of the doomed vessel and her hundreds of human souls will probably never be told.

The disaster is probably the worst that ever has occurred in northern waters. There seems hardly a chance that a single life has been saved to tell the tale.

RECOVER LIFE BOATS.

At 3:20 this afternoon the customs house received a message from the lighthouse tender Cedar that four capsized boats had been picked up. The King and Winge picked up one unidentified body of a woman. The message said the boats were still cruising around Sentinel and Lincoln islands in the hopes of finding some survivors.

EVERY AVAILABLE BOAT TO THE RESCUE.

Every available boat at Juneau and vicinity has been sent to the scene of the disaster. The Princess Alice will be due here at 8 o'clock, and she will leave immediately. Among those who will leave on the Princess Alice for the wreck will be Gov. Thomas Riggs, Jr.

LIST OF THE PROBABLE DEAD ON PRINCESS SOPHIA

Following is the list of passengers who engaged passage at Skagway on the Sophia for the Outside, containing the names of many well known Alaskans:
J. F. Pugh
Mrt. J. A. Segbers
A. S. Bourne
H. A. Somerset
G. A. Niles
Thomas Hennesey
H. E. Pardin,
C. Castleman
R M. Hall
F. E. Soule
Mrs. F. Beaton and two children
D. A. McDonald
J. M. Colver
R. H. Davie and wife
Mr. and Mrs. Sam Henry
Mr. and Mrs. A. D. Pinska
William Scouse
Mrs. C. J. Perkins
W. C. Sharon
H. B. Parkin
T. M. Turner
W. S. Amalong and wife
Geo. L. Sholpeth
W. Harper and wife
F. W. Elliott
Mrs. A1 Winchell
T. E. Sanford
W. H. Grove
I. Labrie
Geo R. Hendrix
A. W. McQueen
S. J. Baggerly and wife
E. M. Bell and wife and two children
John Zacarelli,
T. E. Thorsen
O. Backman
J. Laird
Peter Gurkovitch
J. P. Anderson and wife
Mrs. Geo. Markus and baby
W. Murphy
J. J. Nichols
W. T. McArthur
U. G. Myers
James Dubois
J. F. Kelly
S. A. Nelson
O. Poppert
O. F. Mayhood
W. H. Smith
J. W. Hellwinkle
M. S. Eades and wife
S. M. Dalby
M. Davis
F. L. Gibbs
H. M. Swarts
C. Knutson
Johm Eyre
R. Young
T. D. Tolbert
Geo. Milton
L. A. Hansen
W. L. Liber
John Schenck
Mario Calomdia
Chas. Guy
Jack Haynes
Fred Beyer
B. Vanvalkenbcrg
C. W. Zylstra
J. Crone
G. M. Dano
Carl Headlund
E. Seniff
A. Pallison
G. S. Leavitt
H. Lawless
H. Hennett
H. Russell
E. Taggart
W. F. Shaw
J. E. Garner and wife
A. R. Garner
Charles Holmes
L. M. Lea
C. H. Lisson
Charles Craven
P. W. Peterson
Chas. Chinquist
Sam Chinquist
0. E. Tackstrom and wife and two children
A. J. Grenny
W. A. Thompson
J. C. Green and wife
A. W. Walker
D. Satomeyer
J. Santine
J. Bowker
Fred Smith
Joe Able
C W. Barlow
H. Rutherford
O. D. Pratt
Guy McCraib
J. E. Clark
Sam Koines
J. Howard
T. Mavins
Frank Wheeler
F. Aftaiken
Nick Peterson
W. W. Shillinglaw
W. P. Smith
W. P. Smith. Jr.
J. McNeil
Thomas Neilson
H H. Vandccarr
Mrs. Charles Cousins
B. Wilkinson
Geo. Tribe
Mrs. Dan Gilis
Thomas McMahon
R. H. Smith
N. G. Blythe
H. Davies and wife
C. J. Bloomquist
H. M. Bridges and wife
Don Paterson
R. McLachlin and wife
J S. Chisholm and wife
C. H. Wilkinson
J. Christensen
M. Stange
Tom Sinich
James Hallmark
E. S. Ironsile
E S. Ironside
A. R. McLean
William McWalters
Fred Steinberger
John McLeod
Frank Brown
Mrs. James Hall
W. A. Foster
Alex HcLeod
T. Kakawa
J. R. Young
W. H. McDonald, wife and three chiildren
Walter Barnes
Alten Barnes
Mrs. C. J. Vifquian and child
W. J. O'Brien, wife and five children
E. J. Johnson and wife
Mrs. Anna Lenez
Capt. A. Stewart
Geo J. Baker
A. W. Kindall
A. Campbell
M. Stewart
C. S. Chinery
T. L. Hoering
W. L. Idgett
A. S. Winkler
J. Maskkell
Capt. J. Alexander and wife
William Haggerty
H. A. Robertson
R. C. Haws
P. Vint
C. E. Kilway
R. McTavish
Capt J. P. Douglas
Mrs. W. S. Carr
Geo. Howey
A. D. Lewis
E. G. Wheeldon
H. Strain
J. W. Brown
H. J. Kenyon
A. W. Anthony
R. Findley
D. King
Geo. Shimada
A H. Southerland
J. J. Flanagan
Mrs. M. Vary
Miss E. Vary
Arthur Johnson
Sam Sorensen
P. Trucco
J. A. Clark
Thomas Milne
O. A. Gidlund
Thomas J. Collins
R. Hager
J. King
Leo Ryan
J. Trainor
A. Fleming
J. S. Smith, wife and two children.
C. E. Watron
C. S. Verrill
G. C. Randolph

SECOND CLASS:

L. Heinzcr
Elmer Stitzel
Ninto Climinto
H. Wrigle
R. Mestcn
Chas Nelson
Jim George
William Staples
Sam Brown
P. Kontes
E. M Nelson
Joe Vite
C. C. Salt
J. L. Clay
Thomas Wishart
M. Moyer
P. McCaskey
O. H. Strupp
C. C. Faires
C. W. Porter
G. W. Wares
E A. Wendt
A. J. Smith
N. Dole
C. A. Paddock
C. W. Shiarlin
K. Tsuvi

SEAMEN WANTED TO 8EARCH 8HORES FOR SOPHIA'S SURVIVORS

The Canadian Pacific asks for 10 competent volunteer seamen to search the shores and beaches for survivors for the Princess Sophia. They are asked to report at the United States Customs House before six o'clock this evening or after seven o'clock.

Wireless Message from Cedar Received at 9:25 a. m. by the Local United States Custom Office:

"Driven over reef during night. Only masts showing. No survivors. Will cruise Lynn Canal to leeward. Blowing strong. No wind with snow. King and Winge assisting."

It is believed that the reference to strong wind was that the wind was blowing strong during the night, but this morning that it was snowing and there was no wind.

Last Message Sent.

The last message received from Captain J. P. Locke was sent to the local agent here at 5 o'clock last night, and reads:

"Steamer Cedar and three gas boats standing by. Unable to take off passengers. Strong northwest wind blowing. Cannot back off reef. Main steampipe broken; not taking water. Condition of passengers normal."

The Sophia carried a crew of 75 and there were 268 passengers on board. With a number of boats sent from Juneau this morning, the remaining hope is that some of the boats from the Sophia may have been launched during the night allowing some of the passengers at least to escape to the nearby coast.

Lone Fisherman Reports.

Charles Duffy and Frank O'Brien of the Juneau Ferry and Navigation Co. left for the scene of the wreck on Thursday morning, arriving there at 1 o'clock in the afternoon. The men report bucking a heavy gale for eight hours on their way and on arriving near the wreck found the seas so high that no small boat could get near her.

They put behind the Sentinel Island light house and conferred with Light keeper Charles Bohn, who stated that he had kept the glasses constantly on the wreck and up to that time no one had left the ship. Three boats were standing by at the time the Fisherman was behind Sentinel Island, the Amy, Peterson and Estebeth.

Having no food or blankets on board, the men left at 4 p. m. for Eagle River. About seven o'clock Thursday night, they report having seen the light house tender Cedar appear, hut nothing else could he seen after that hour owing to the heavy fall of snow.

Started for Home.

At ten o'clock on Friday morning, the Lone Fisherman started for Douglas, realizing that nothing could be done. They arrived in port at 3 o'clock yesterday afternoon and stated that the storm and seas began getting worse from ten o'clock Thursday morning. They report the snow and storm so blinding on Friday forenoon, that the Lone Fisherman narrowly missed piling up on Portland Island. The captain of the Lone Fisherman said that the seas were over 30 feet high and could not get around Sentinel Island yesterday. The King and Winge was there and could not get around Sentinel Island.

Seventy-five in Crew.

Thorn wore 75 members of the crew of the Sophia. The officers are:
Captain J. P. Locke.
Pilot -- J. Shaw.
Purser -- C. G. Beadle.
Chief Engineer -- John Almonds.
First Officer -- Frank Gosse.
Chief Steward -- James King
Stewardess -- Miss Browning.

It is believed that the second officer is a man named Murphy, but of this the local agent was not quite certain.

John F. Pugh Aboard.

Among the passengers was John F. Pugh, collector of United States customs, for Alaska.

Boats Sent There.

Boats sent to the scene this morning by Agent Lowle were the Pacific, Sitka, the Hegg, Wilson, Anita Phillips, Apex, Amy, Lone Fisherman and Adolphus. On the scene already were the King and Winge, Excursion, Elinor, Elsinor, Estebeth and the light house tender Cedar.

Hope Is Held Out.

This morning some hope was held out from the fact that during the night the officers may have been able to launch some of the boats and make for the shore. Boats have been instructed to search Auk Bay and all of the surrounding shores for signs of passengers landing. It will probably be late tonight before definite news is heard of the resuit of the searching boats.

Other Wreck Notes.

First aid instruction books were secured from Red Cross headquarters and were sent out on the boats in case of emergency.

The two cannery tenders at Auk Bay were notified and asked to leave for the wreck.

Dr. A. H. Sargeant and P. H. Bagley. formerly of the United States Hospital Corps left on the Adolphus and will make their headquarters on the Cedar.

Sophia Built in Scotland.

The Princess Sophia was built at the Fairfield Ship Building Yards in Glasgow. Scotland.

Her gross tonnage was 2319 tons; length 245 feet, width 44 ft. and depth 18 ft. The Sophia was a single-screw steamer, burning oil fuel.

FAIRBANKS PEOPLE

A. D. Pinska is a brother of M. A. Pinska, the Dawson and Fairbanks merchant.

William Scouse is a Hunker Creel mining man who has taken one of the largest fortunes out of the Klondike, and is heavily interested in Seattle and Vancouver real estate. He lives in Seattle during the winter and is a member of the Arctic Club.

John Zacacarellis is a Dawson Merchant.

M. S. Eades is proprietor of the Royal Alexandria Hotel at Dawson and is heavily interested in Seattle.

LOCATION OF ACCIDENT

Vanderbilt reef is located about four miles from the West shore and a little over three miles from the East shore of the mainland on Lynn Canal. North and Benjamin Island are the nearest points of land to this reef. Bridget Cove on the East shore of the mainland and Point Whitney on the west shore are the nearest landing places on the mainland. If it were possible to round Point Whitney, survivors could find a good harbor in St. James Bay. With the prevailing winds and tides all familiar with those waters are of the opinion that the boats or wreckage would first touch on Lincoln Island or be thrown against North and Benjamin Islands. The distance to Vanderbilt reef to Lincoln and Ralston Islands are about the same as to the Sentinel Island light house.

COMING TO JUNEAU

Among the passengers were the wife of George Marcus, of the N. C. Company at Fairbanks and daughter Virginia, who were planning to stop off at Juneau and visit with Mr. and Mrs. Ray G. Day. A wire was received from the father of Mrs. Marcus today that he was unable to get passage on the Sophia, but that "Dorris and Virginia were aboard the Sophia."

MONAGHAN REPORT

The fishing schooner Monaghan arrived in port at 4 p. m. and reported that they know nothing of the wreck but on passing Lincoln and Shelter Islands saw many pieces of wreckage and the water was covered with oil.

J. C. Rathbone, who was in Dawson this summer and stranded in Skagway with a number of the passengers who left there on the Princess Sophia but who secured passage himself on the City of Seattle, identified many on the passenger list of the Sophia.

"This disaster wipes many of the best people of the Interior," said Mr. Rathbone.

W. J. O'Brien, agent for the Canadian Pacific Railway in Dawson, Mrs. O'Brien and their five children were aboard the boat.

D. A. McDonald of Dawson was on his way to Victoria with 18 horses.

George Milton, one of the passengers, is manager of the Five Finger coal mine.

Capt. J. C. Green of the Yukon, Capt. C. J. Bloomquist of the Dawson, and R. H. Davies, purser of the Dawson, were among the Yukon river boat people on their way South.

J. E. Clark is the Clerk of the Court of the Fourth Division at Fairbanks.

H. S. Parkins Is manager of a cold storage company at Dawson.

E. S. Ironsides is the Collector of Customs at Dawson. He is accompanied by his mother.

Mrs. C. J. Vifquian is the wife of the traffic manager of the White Pass at Dawson.

Mrs. M. Vary and Miss E. Vary were on their way to Prince Rupert to visit Mrs. Vary's daughter who is with the Grand Trunk office, and her son. who is farming in Saskatchewan. who had leave until November before leaving for overseas with the Canadian forces.

Message Received

Mr. Lowle said that he received no word from either the Sophia or the Cedar between eight o'clock last night and seven o'clock this morning. The message received from the Cedar at seven o'clock in the morning said that she had sought shelter during the night and that she was leaving for the Sophia. At 8:30 Mr. Lowle received the wireless from the Cedar which brought news of the disaster.

ANOTHER NAME

It is thought possible that J. E. Clark should be J. A. Clark, the prominent lawyer and member of the firm of Clark and McGowen of Fairbanks.

A PROCLAMATION BY THE GOVERNOR

Whereas. It has pleased Almighty God to visit the Territory with a calamity which has reached in and touched the heart of each and every citizen through personal bereavement either of beloved family or cherished friend, and

Whereas, the wind-swept waters of Alaska have closed over the gallant steamship Princess Sophia, leaving no known survivors of passengers or crew; and

Whereas, death has brought untold sorrow to all Alaskans unable yet to realize the far-reaching effects of the disaster.

Therefore. I, Thomas Riggs, Jr.. Governor of Alaska, do request that as a mark of respect to our beloved dead and to the crushed and broken families, all flags in the Territory shall be placed at half mast for a period of three days, that all churches shall conduct memorial services and that each person believing in a just and merciful God, knowing how little and helpless are we all, shall ask for guidance and strength to be of such service as can be given.

Given under my hand and the Seal of the Territory of Alaska, in Juneau, the capital, this twenty-sixth day of October, in the year of Our Lord, One Thousand Nine Hundred and Eighteen and of the independence of the United States the One Hundred and forty-second.
THOMAS HIGGS. Jr.,
Governor

By the Governor:

CHARLES E DAVIDSON.

Ex-officio Secretary of Alaska

Alice on Way North.

VANCOUVER. Oct. 26. -- The Princess Alice left here today to get the Sophia's passengers.

Wreckers Leave Victoria.

VICTORIA, Oct. 26. -- The wrecker Tee(? - JT) has left here to assist the Sophia.

Skagway Daily Alaskan, 16-November-1918

This ad from a Skagway newspaper lists upcoming sailings, including the one on October 23.  

18 Hours to Los Angeles -- January 15, 2015

The Harvard and the Yale were fast turbine steamers brought from the east coast by the Pacific Navigation Company to operate between San Francisco and San Pedro, the port of Los Angeles. They sailed the route from 1911 until World War One and from 1921 until 1931 (by the Los Angeles-San Francisco Steamship Company), when Harvard hit rocks near Point Arguello and sank. The effects of the Great Depression and competition from autos and railroads caused LASSCO to stop service with the Yale after 1936. Both ships carried troops to Europe during World War One and Yale served the Navy during World War Two.

This advertisement, from the 07-January-1911 San Francisco Call, advertises 18 hour overnight service between San Francisco and Los Angeles.  That would beat the heck out of driving I-5. 

Pearl Harbor Day, 2014 -- December 7, 2014

73 years ago a sneak attack by forces of the Japanese Empire sank much of the US Pacific Fleet at Pearl Harbor in the territory of Hawaii. The Japanese Empire came to regret doing this.

USS California, built at Mare Island, commissioned in 1921, was one of the dreadnaughts parked in Battleship Row when the Japanese attacked.  Her crew fought hard, two were posthumously awarded the Congressional Medal of Honor, but she sank at her moorings.  California was refloated and patched so that she could sail under her own power to Puget Sound, where she was extensively rebuilt.  She returned to battle in June, 1944 and participated in the island-hopping campaign. 

Ten Cents to Vallejo -- October 24, 2013

From the 22-November-1895 San Francisco Call. William A Coulter did many maritime drawings for the newspaper. Click on the image for a larger view. 

The steamer Sunol competed with the Hatch Brothers' Monticello Steamship Company and the Southern Pacific's boats to carry passengers and freight from Vallejo to San Francisco. Learn more about it on my ferryboat site: http://www.cable-car-guy.com/ferry/

TEN CENTS TO VALLEJO

The Southern Pacific Has the Fight of Its Life on Its Hands.

TO MARE ISLAND FOR A DIME.

A Triangular Battle Between the Steamers Sunol, the Herald and the Monticello.

The war of rates goes merrily on, and each day the public gains some new advantage. The Southern Pacific has the fight of its life on hand, and it is a question with it of either sink or swim. There will be a desperate battle over the Portland and Puget Sound trade, but the right to maintain its passenger traffic between Selbys, Port Costa, Vallejo and Mare Island will be equally as bitter. To any of these points the fare by rail is $1. On Monday next Piper, Aden, Goodall & Co., in order to protect their freight business, which has been seriously cut into, propose starting a steamer which will carry passengers at 10 cents apiece.

The steamer Sunol is now being refitted for the traffic. Her saloon is being recarpeted, the steward's quarters have been fixed up, a new piano and a supply of music have been purchased, and if that and the 10-cent fare will not draw the crowd the owners of the Sunol say they will hire a brass band. The owners of the other opposition say they are in the fight to stay, and it is rumored that before this day week the Southern Pacific boat will be carrying passengers for 5 cents.

It is a triangular fight and is likely to be long continued. The contestants are Piper, Aden, Goodall & Co., owners of the stern-wheeler Sunol; Hatch Bros., owners of the screw steamer Monticello, and the Southern Pacific stern-wheeler Herald.  The Sunol is one of the fastest vessels of her class on the bay, and the races between here and Vallejo will be principally between her and the Monticello.

A couple of years ago Piper, Aden, Goodall & Co. buried the hatchet with the Southern Pacific. At that time the Sunol and Herald were running opposition and rates were down to 25 cents each way. An amicable understanding was reached by which the Herald was withdrawn and the railroad took all the passenger traffic while the Sunol got the freight. Soon after this arrangement was reached the Rosalie was put on the route in opposition, but she did not last long and was sent to Puget Sound to try her luck in the Alaskan trade.

After the Rosalie retired the railroad company had it all its own way for nearly two years in the passenger business, and all travelers to Vallejo and Mare Island had to pay $1 each way.

This state of affairs could not last forever and when the Hatch Bros, saw the opening they brought the Monticello here from Puget Sound and put her on the route. On the way to San Francisco the little craft broke down, and, strange to say, was picked, up by a Southern Pacific steamer and 'towed into port. A libel suit for the towage bill is now pending in the United States District Court.

As soon as the Monticello was repaired and put in good order she was put in opposition to the railroad. The round trip was fixed at $1 and a single fare at 75 cents.  The Southern Pacific officials could not stand any such invasion on its domain so the Herald was called out of retirement and started carrying passengers at 25 cents a single fare.

Even at the lower rate the people would not patronize the Herald and the Hatch Bros. were doing well, but they wanted to do still better. They reached out after the freight business and secured considerable of it. That aroused the ire of Piper, Aden, Goodall & Co. and thus the merry war began. As matters now stand the Monticello is carrying passengers at 75 cents the round trip, while the Herald is charging 50 cents and the Sunol 20 cents for a similar service. All the steamers leave at 4 p. m. next Monday and the race to Vallejo will be an interesting one.

"It is simply a case of self-preservation with us," said A. B. Pryor of Piper, Aden, Goodall & Co., yesterday. "We don't want any of the passenger trade, but if the Herald and Monticello are going to cut into our freight business why we'll fight back. We've got to, and that is all there is to the matter. So long as they let us alone we were contented, but when the Hatch Bros. began carrying freight at cut rates and the Southern Pacific went them one better we thought it was tune to get into the fight ourselves. From Monday next our steamer will carry passengers, and the rate will be 10 cents. If the Herald cuts the fare to 5 cents why we'll go them one better and give a round trip for 5 cents. We are in this fight to win, and I think we can stay with it as long as either the Southern .Pacific or Hatch Bros."

"Ours is a legitimate opposition to the Southern Pacific," said C. Hatch, in speaking of the matter. "We have given the people of Vallejo, Mare Island and Port Costa a better steamer service than they ever have had, and if they don't want to support us why well and good. We have carried very little freight and don't want to handle it, but when our regular customers ask us to do so what can we do in the matter? As to reducing rates we will wait and see what the traveling public is going to do in the circumstances."

 

USA Wins America's Cup -- September 25, 2013

Oracle Team USA made an improbable comeback to defend America's Cup against New Zealand.  USA started out two races in the hole as a penalty, so they had to defeat New Zealand 11 times to win 9-8.  I think USA won 8 in a row to retain the Cup.  The 19 races were the longest series yet in a competition that goes back to 1851.  The boats were wonders of technology, but I hope they go with something smaller and cheaper next time so there will be a better field of competitors.

The image is by William A Coulter, and shows the defender Columbia and challenger Shamrock from the 1899 Cup races.  It is from the 21-October-1899 San Francisco Call:
http://cablecarguy.blogspot.com/2013/09/liptons-attempt-to-lift-cup-has-failed.html

Lipton's Attempt to Lift the Cup Has Failed -- September 15, 2013

British yachtsman Sir Thomas Lipton, founder of the tea company, tried to win the America's Cup five times between 1899 and 1930, always with a boat named Shamrock.  He never won, but he was widely respected for his sportsmanship.  This article about the failure of his first challenge in 1899 is from the the 21-October-1899 San Francisco Call. William A Coulter did many maritime drawings for the newspaper.  Columbia would defend and win again in 1901. 

LIPTON'S ATTEMPT TO LIFT THE CUP HAS FAILED

In "Shamrock Weather" the America's Trophy Defender Again 

Sails Away From the Irish Challenger.

NEW YORK, Oct. 20.— Put away the cup and turn the key: cast it away even, for there will be time enough to mold another before the lock need be turned again. Twine garlands around the trophy, but scatter about it ashes, for once more it is an urn for ashes for hope, not the chalice of victory which Sir Thomas Lipton had hoped to lift.

Beaten at every point of sailing and in every sort of weather, there can be no further doubt that the Shamrock is not in the Columbia's class. One lone doubt that remains is whether there is any such thing as "Shamrock weather." That which was apportioned to her to-day was popularly regarded as the kind in which the broad-beamed Irish cutter would show to greater advantage than her narrow-waisted competitor. But from the start to finish, throughout the wild dance to the outer mark, and throughout the dipping and rearing spray-beaten thresh to windward there never was a time that superiority of the Herreshoff racer was not apparent.

"We might as well wait until Herreshoff retires from yacht-building," said a discouraged British yachtsman as he closed up his binoculars and placed them in their case. "There seems to be no use in our building challengers so long as he continues to build defenders."

Clean-cut as was this victory of to-day, it was even more glorious as a spectacle.  Imagine two superb racing yachts swaying and staggering before a wind which had the weight of half a gale in it, their swollen sails threatening each moment to bid farewell to creaking boom and buckling spar. Picture, if you can, the stream of foam which came boiling about the flying yachts as, driving before the wind and sea, they. rose buoyantly to the swells to sink stern first into the sloping valleys that came racing after them. Then home again with flat; sails, as taut as drumheads and lee scuppers knee deep in foam, one straining spar and shroud and sail and stay in a terrific effort to keep the vantage gained, the other as desperately striving to overcome the lead.  It was well worth the ten misspent days the excursionists had squandered on these other lifeless efforts "at racing, and which proved to be little more than days of fog and calm and drift.

Straight out of the north a lively wind was blowing when the two yachts arrived off the lightship. The wind had a twenty mile-an-hour gait and the Shamrock, as she dipped her green hull into the sea, had a now-or-never look about her. It was wind that Sir Thomas had been looking for, and in it all realized lay the Shamrock's last, long, lingering hope of taking away the cup. In all other sorts of weather she had been weighed and found wanting. It remained to see what she could do in wind of the kind that was blowing to-day.

The start was at the lightship and the course was a fifteen-mile run to leeward and a beat back to the finish line. Both boats were standing to the northward under mainsail and jib when the preparatory gun was fired. The wind was then too brisk for tho yachts to show club topsails, but their working topsails were up in stops and ready for setting. The Shamrock's was sheeted home three minutes after the preparatory gun was heard, the Columbia setting her staysails four minutes later.

At five minutes, to 11 came the warning gun, and the racers headed for the line, both jockeying for position  and neither gaining any decided advantage. The starting gun was fired, and the Shamrock stood across the line showing mainsail, working topsail, jib and staysail. The challenger crossed at 11:00:34. followed one minute and one second later by the defender. The Shamrock lowered her spinnaker to starboard as she crossed the line, but Captain Hogarth did not get it set until full half a minute after the Columbia's went swelling to the wind. On the other hand the Columbia had not set her working topsail, while that of the Shamrock was gradually drawing that vessel away from the Columbia.

Meanwhile the Shamrock's spinnaker was giving trouble, the sail hanging in stops a dozen feet or more from the top-mast head. This advantage was evened by the queer capers which the Columbia's spinnaker cut. The pole seemed to be too light for the great weight of the wind which the sail was carrying, and it frequently tipped at an angle so sharp that it seemed as though the spar would be up-ended. Once it went so high into the air that it looked as though the pole had been broken or that the crew were making efforts to take in sail. Despite all the handicaps of tipping booms and the absence of gaff topsail, the American boat continued to overhaul the Shamrock.  Then the Columbia broke out her topsail, and soon afterward the Shamrock's men were afforded the same old familiar view of the Columbia's stern which they had so often looked upon before.

The wind held strong and true, and the run down the wind was as pretty a yachting scene as was ever witnessed. The excursion fleet toiling along on either beam had all it could do to keep pace with the winged racers. The gallant American was still in the van as the two neared the turning point. The jib which the Shamrock had been carrying had been replaced by the largest in her sail locker, and for a time it seemed as though the Irish cutter would hold her own. but not for long. In spite of the change of canvas, in spite of everything that Captain Hogarth could do, the Columbia steadily drew away from the Irish cutter. Nearing the outer mark both made preparations for turning it. the Columbia taking in her spinnaker as she brought the buoy broad off her starboard bow, the Shamrock doffing hers half a minute later.  Luffing around the point, the Columbia stood away on the starboard tack, followed seventeen seconds later by the closely pursuing Shamrock.

The road home was the road of the rough, and immediately after heading into the wind both yachts began a lively dance over the tumbling seas. The defender was under mainsail, jib and staysail. The Shamrock, under the same sail, carried a working topsail in addition. She took that in at 12:34. the strain being too great for her rigging. Over the decks of both cutters the spray flew in sheets, and the lower edges of their mainsails were kept dark with flying clouds of spray.

No need to tell here of how or when the two boats tacked or how often they went about in thru long thresh back to the finish line. Sufficient to say that whenever one altered her course the other followed.  Tacks were frequent and at irregular intervals, but each time the Shamrock spilled the wind out of her sails, spun around upon her heels and filled on the other tack her crew saw the Columbia still farther in the lead.

The Columbia gradually widened the gap. steadily outfooting and outpointing the Shamrock, and despite that vessel's brave showing it became apparent that she was not to win. This became so evident as the two neared the finish line that the conclusion of the contest was robbed of all the sensational features which mark a closely contested event.

Columbia Has a "Walkover" -- September 14, 2013

British yachtsman Sir Thomas Lipton, founder of the tea company, tried to win the America's Cup five times between 1899 and 1930, always with a boat named Shamrock.  He never won, but he was widely respected for his sportsmanship.  This article about his first challenge in 1899 is from the the 18-October-1899 San Francisco Call. William A Coulter did many maritime drawings for the newspaper.  Guglielmo Marconi's use of radio to report the results to the shore is interesting. 

SHAMROCK CRIPPLED AND
COLUMBIA HAS A "WALKOVER."

NEW YORK, Oct. 17.— Another victory for Columbia! But public interest will hardly survive another triumph of the sort. It lapsed with the fall of the challenger's topmast, and though a part of the excursion fleet followed the Columbia in her solitary ramble around the triangular course there were few to grow enthusiastic over a victory which accident had rendered certain. . Nor was there any applause for the Columbia when after that mishap to the Shamrock the defender continued upon her course. "Magnificent, but it is not war," was a soldier's comment on Balaklava. Mr. Iselin was plainly within his rights when he rounded out the run and claimed the victory, for Sir Thomas Lipton is signatory to an agreement wherein it is stipulated that in case of accident to either yacht the other shall continue on her course and be credited with a race should she finish. There is a deep-seated instinct which protests against the acceptance of victory through the unsuspected weakness of a piece of rigging worn by a rival craft. The hope was freely expressed that the Columbia would not claim and would not take her rights. But when it was seen that there was no intent of relinquishing the advantage gained there was a fervent hope, and one freely and frequently expressed, that the wind would die out and thus prevent the winning of a race through the mishap to a rival.

To every one who went out the disappointment: was keen. A fairer yachting day could hardly be imagined. Moreover, it was the sort of day that the Shamrock people have been wishing for, a fresh wind blowing true and a lively sea running before it. The race itself over the triangular course was another feature which attracted many. All previous efforts in this series have been fifteen miles to the windward or leeward route, but the course of to-day was to be over the triangular run, and in the fresh winds and tumbling seas the contest promised to be as thrilling as any ever witnessed in these waters.

In pure gayety of spirit the excursionists cheered and shouted and waved handkerchiefs and hats when the two racers, with boom and spar buckling to the strain of swollen canvas, went storming across the starting line. A more animated yachting picture was never witnessed than that presented by these splendid yachts dashing along the course, the foam dancing in brilliant rainbows about their weather bows, while to leeward the water swept in glassy curves from the clear knife-like stems. Under mainsail, club topsails, jib, baby jib and staysails the two clipped it along, both pointing high and footing so fast that some of the excursion boats had difficulty in keeping pace. But all set out in pursuit of the winged racers, and all were rejoicing in the prospect of, a glorious struggle, when hopes were dashed by the accident to the Shamrock. She was then the focus for all eyes, for to the many it seemed that she. was outfooting the cup defender, and it appeared also that she had reached out far, enough to cross the Columbia's bow.  A number were expecting that she would attempt that maneuver and were watching the challenger with intense interest, when a cry of dismay arose. Bending to the weight of the club topsail the Shamrock's topmast suddenly snapped and fell, precipitating the, sail's spar into a mass of wreckage, which, suspended by its wire rigging, swung to and fro with the movement of the yacht.

The disabled cutter was promptly headed into the wind, and efforts were quickly made to secure the splintered mast and bagging topsail before it had done any injury to the mainsail. The Erin, with Sir Thomas Lipton on board, promptly stood toward her crippled consort, at the same time making signals to the Shamrock's tender, the tugboat Lawrence. That vessel headed for the crippled yacht, and as soon as the wreckage had been secured a tow line was made fast and the two were headed back to port. The Erin followed and as the procession moved silently by the excursion fleet opened up its whistles and all the passengers cheered the unfortunate vessel and her plucky owner. The Erin ranged near to the Shamrock, and Sir Thomas Lipton spoke encouragingly to Captain Hogarth, who seemed to feel the accident very keenly.

To newspaper men Captain Hogarth would not attempt any explanation. All that he cared to say was that he was glad the broken mast had not come down on deck and that he was pleased no one was injured.

Apparently afraid that she would meet with a similar mishap, the skipper of the Columbia immediately after the breaking of the Shamrock's topmast ordered her baby jib taken in.

The Columbia, however, made a fine race of it, plucklly holding on to her club topsail throughout and setting her balloon jib in the final reach for home. Her time was little short of marvelous. She covered the course in 3 hours 37 minutes, the beat ten miles to windward in 1 hour 39 minutes 11 seconds, the reach to the second mark In 53 minutes 59 seconds, and the last leg In I hour 3 minutes 50 seconds.  As she crossed the finish line she let go her head sails and one of the Deer Isle sailors treated the spectators to an exhibition of daring as he climbed out over the peak halliards eighty feet in the air to loose the club topsail.

Mr. Iselin, when seen after the Columbia had run her race and reached her moorings, said that he much regretted the accident. Sir Thomas Upton declared emphatically that the Columbia was entitled to the race, and that Mr. Iselin had a perfect right to claim it. The two defeats have not discouraged him, however. He has another chance and he hopes to make that one count. The Shamrock . was towed to Erie Basin, where necessary repairs will be made.  After the new topmast has been put in place the vessel will be remeasured and will be ready for the contest Thursday.  That is to be the old fifteen miles to windward or leeward and back, and if the Columbia wins the series will have been completed without giving the Shamrock an opportunity to test her merits in her favorite point of sailing over a triangular course.

NEWS FLASHED ASHORE
BY WIRELESS TELEGRAPHY

NEW YORK, Oct. 17.— News of the Shamrock's misfortune in losing her topmast was flashed ashore by Signor Marconi within a few seconds of the accident. While observers on shore endeavored in vain to peer through the haze, and even those on the Mackay-Bennett cable steamer, anchored four miles away, were in doubt as to what had happened, watchers on the Grande Duchesse saw the challenger's spar topple and fall. Before any attempt could be made to clear away the wreckage a bulletin had been sent by wireless telegraphy to the Herald and The Call.

As in Monday's race, and on days when attempts to race had been made, Signor Marconi led with the news. Every feature was reported from the time when the competing yachts began maneuvering for position at the start to the solitary finish of the Columbia. There were many Wall street operators on board, who improved the opportunity to see a yacht race and at the same time keep in touch with ths stock market.

On the way down the bay Signor Marconi tested his apparatus and made the necessary adjustments. When the two yachts approached the starting line their jockeying for positions, the sails they carried and the direction and force of the wind were reported. As the contestants crossed the line nearly abeam the time of the start was flashed ashore. When the torpedo-boat Dupont fired a gun to compel the yacht Vamoose to obey an order to go outside the guard line Signor Marconi alone telegraphed the news ashore. The fact that a boat was lowered and that the Vamoose was taken in charge was also reported. This was one of the many incidents in a day's working of wireless telegraphy.

According to watches held on the Grande Duchesse the accident to the Shamrock happened at 11:20. A minute 40 seconds later a bulletin was posted in front of the Herald and The Call oflices. While the disabled topmast dangled in the air threatening to punch in the Shamrock's mainsail, excursionists crowded about the entrances to the room from which Signor Marconi was sending his reports. Every one was anxious that the outside world should receive the earliest and most complete story of the accident, and knew that it must be sent from the Grande Duchesse. Among other news bulletins received from the shore on the Grande Duchesse was one announcing the report of an alleged battle at Mafeking, with the loss of three hundred lives to the Boers and eighteen to the British.

Returning from Hampton Roads, the cruiser New York and the battleships Massachusetts and Indiana reached this port to-day. The Indiana anchored off Tompkinsville. The New York and Massachusetts cast anchor off Thirty-fifth street, in North River. It has been reported from official sources that the New York and Massachusetts, as soon as Signor Marconi has finished reporting the yacht races for the Herald and The Call, will be equipped by him with wireless telegraphy. An exhaustive test of the system will then be made by the Government by experiments off Sandy Hook.

Sir Thomas Lipton Again Fails to "Lift" the America's Cup -- September 10, 2013

British yachtsman Sir Thomas Lipton, founder of the tea company, tried to win the America's Cup five times between 1899 and 1930, always with a boat named Shamrock.  He never won, but he was widely respected for his sportsmanship.  This article about his second challenge in 1901 is from the 05-October-1901 San Francisco Call.  The winning defender was the sloop Columbia, which had also won the previous challenge.  

NEW. YORK, Oct. 4.— With victory flags floating from her towering masthead and the ends of her spreaders in honor of her concluding triumph in the cup races of 1901, the gallant sloop Columbia returned to her anchorage to-night under the escort of the entire excursion fleet. She to-day completed her defense of the honored trophy in another stirring race with the Shamrock II over a leeward, and windward race of thirty miles, crossing the finish line two seconds behind her antagonist, but winning on the time allowance conceded,. by the Lipton boat by forty-one seconds.

For the second time she has now successfully foiled the attempt of the Irish knight to wrest from her possession the cup that means the yachting supremacy of the world. And plucky Sir Thomas Lipton, standing on the bridge of the Erin, led his guests in three hearty huzzas for the successful defender.

"She Is the Better Boat." 

"She is the better boat," he said, "and she deserves to be cheered."

The series of races just closed will always be memorable as the closest ever sailed for the cup, and Sir Thomas, although defeated, will go home with the satisfaction of knowing that his golden yacht is the ablest foreign boat that ever crossed the western ocean.

During this series of races not an untoward incident has occurred, and Sir Thomas will return to England far the most popular of all the foreigners who have challenged for the America's trophy.

To-day's race, on paper, was the closest of the series, but because of the flukiness of the wind on the beat home, as a contest of the relative merits of. the yachts, it is not to be compared with the magnificent, truly run and royally fought battles on Saturday and yesterday. The conditions of the race at the start to-day were very similar to those of yesterday.  The wind was strong, and from the shore embroidering the sea with foam and  piling up no swell -- ideal conditions for the challenger.

Every Inch of Canvas Spread.

 The racers were sent away before the wind, each carrying penalty for crossing the line after the handicap gun. No official record is kept of the time after that gun is fired, but the experts wlth stop watches estimated the Columbia's handicap at fifteen seconds and the Shamrock's at .thirty seconds. The contest of the yachts, fleeing before the wind was picturesque but not exciting. The big racers, like gulls with outstretched pinions, had every inch of canvas spread, all their light sails, including bulging spinnakers and balloon jib topsails. Their crews were gathered aft to keep the heads of. the boats up, and thereafter until the outer mark was reached it was merely a question of holding onto all the canvas and letting the wind do the rest.

Notwithstanding the fact that the Columbia beat the Shamrock before the wind last Saturday, the challenger to-day, gained, slowly, but steadily all, the way out and rounded forty-nine seconds before the defender, havirig actually gained one minute and- four seconds. Immediately after, the yachts turned. their noses into the wind for the beat home the breeze moderated and turned fluky. The skippers split tacks, each searching for wind, with the result that first one would get a life and then the other. At one-time the Columbia seemed a mile ahead when a sudden cant of the wind allowed the Shamrock to point nearer, the mark and a mile from home the challenger appeared to be leading by fully half a mile. The talent began to feel nervous, but as the yachts approached the finish the Yankee skipper by some miraculous legerdemain shoved his boat into the light air, like a phantom ship and 100 yards from home the two racers were almost on even terms.  It was a pretty sight and one seldom witnessed when they crossed rail to rail, the white yacht's bowsprit just lapping
the golden boat's mast.

Pandemonium Follows.

The usual pandemonium that attends the final Yankee victory in a cup contest followed. Whistles, sirens, bells, bands and cheers united in a grand chorus of jubilation, and J. P. Morgan's yacht Corsair added to .the terrific din by firing a national salute of twenty-one guns.

After the Columbia had hauled down her sails and set her victory flag the excursion boats crowded alongside to cheer the Yankee sailors and the winning skipper. Nor did they forget Sir Thomas Lipton or his gallant craft. In turn the crowded steamers ran alongside the Shamrock and Erin and the vanquished received almost as much honor as the victor. And thus, with felicitations all around, the twelve series of races for the old cup which the schooner America brought over fifty years ago ended with the best of feeling.

Taking his defeat gamely, Sir Thomas Lipton yet made no attempt to conceal the keenest disappointment when he talked about the races to-night on the Erin.

Sir Thomas' Disappointment.

"I am very much disappointed." he said.  "I thought that within fifteen minutes of the finish that we had won. I was as sure as my life we had won. When I looked around the situation had changed and we had lost. It was a hard blow to be so near winning and then to lose. I should like to have got one race, just by way of consolation. It is a very hard thing to be beaten by a breath— by a few beats of the pulse. It has been a severe strain on me. I have worked so hard for many months now and I am glad it is over. To have won would have been a joy greater than to-day's disappointment.  The Columbia's win to-day was fair and square and honorable. There is nothing to protest if I wanted to protest. In fact, I have a feeling in my heart that if there had been any error in judgment at all it would have been in my favor. If there had been any possibility of choice in the matter I believe the yacht club would have given me the race. Sometimes a man has the better boat, but even having it must have a wee bit of luck to win. I am very grieved indeed, very grieved, and," he added. "I should have liked to have won one race."

Hardly had the Erin's anchors touched bottom when a launch from the yacht Corsair came alongside bearing the regatta committee of the New York Yacht Club. Sir Thomas met them at the head of the gangway and as he shook hands with them individually he said:

"Gentlemen, it was a lair beat. I want to say again that you have treated me with the utmost fairness and courtesy.  You have met every wish of mine, and from my heart I thank you."

Lipton a True Sportsman. 

Commodore Lewis Cass Ledyard, chairman of the New York Yacht Club regatta committee, replied:

"Sir, we have never had a truer sportsman to deal with."

Many of Sir Thomas' guests on board the Erin crowded around. to express their sympathy at his defeat and assured him of the high place he had won in the hearts of all Americans.

"When a. man wins a heart he has won more than a cup," said one of them. There were tears in the Irish Baronet's eyes when he thanked them for their kind words. Said he:

"The words you have spoken touch me more than my defeat to-day. I tried to win the cup and I have done my best.  But better than all that. I have the good wishes of this country."

When asked about his plans for the future Sir Thomas said:

"It is too early to talk about any plans. About the Shamrock I cannot decide yet what I shall do and as to challenging again, it is too soon to think about it."

E. D. .Morgan, the manager of the Columbia, said:

"I am very happy that we won and glad that the strain is over. We certainly had to make a splendid fight for it. We had a splendid captain and a splendid crew."

The Columbia's mainsail was unbent before she came to anchor and soon after dark she was towed to City Island. Before leaving Captain Barr said:

"We did the best we could and they did the best they could and we came out first. That's all."

At the New York Yacht Club to-night Chairman Kane and Secretary Oddie were closely questioned by members regarding the sensational finish. Kane said he had difficulty in timing, the yachts, but was fortunate in sighting them at the proper range. The range was from a small white flag on the committee boat and the mainmast of the Sandy Hook lightship.  Chester Griswold, of the regatta club held the watch that timed the yachts.

American Triumphs on the Ocean -- September 5, 2013

The first America's Cup competition took place in 1851 when Commodore John Stevens sailed the schooner America across the Atlantic to take on all comers in yacht racing.  America was designed by George Steers, a famous pilot boat designer.  America won the Royal Yacht Squadron's regatta around the Isle of Wight on 22-August-1851.  America won 100 Pounds and a nice trophy.  The trophy is now known as America's Cup, after the first winner. 

I believe that to "boom out" as Commodore Stevens wanted to do, is to make a flying start.  The Oaks and the Derby are classic British horse races.  Brother Jonathan was an old personification of the United States, like Uncle Sam.  
This article is from the 13-September-1851 Sunbury American. 

AMERICAN TRIUMPHS ON THE OCEAN.

The American yacht America, which went over from New York to England, has proved fleeter than the fleetest vessel, on that side.  The following letter on the subject, under date of London, 19th of August, which we copy from the Philadelphia American, will be read with interest:

England has enjoyed a world-wide fame for her fine squadron of yachts, which the noblemen and gentlemen belonging to different Yacht Clubs have taken a pride in exhibiting at home and abroad. These gentlemen are now enjoying themselves at their clubs at the Isle of Wight, where their annual regattas come off. The last great race of the yachting world will lake place on Friday, the 22nd, and it is open to the clubs of all nations. No less than seventeen of the finest yachts afloat will contend for the prize, a cup of the value of one hundred pounds.

The American yacht America, Commodore J. C. Stevens, has entered as a competitor. The appearance of this beautiful craft off Cowes has caused an extraordinary sensation in the Yacht Clubs, for she has made two oe three short trial trips with a few of the English yachts, and has in every instance ran away from them all!  Last week a few gentlemen were ready to stake hundreds or thousands against her, but since they have witnessed her speed, they have not accepted Mr. Steven's challenge to the Yacht Squadron of the Kingdom, on the plea that Mr. Stevens proposes to start with "at least a six knot breeze," and requests permission to "boom out," which is against the rules of the Royal Yacht Club. Mr. Steven, offered to run his yacht against any yacht, and for any stake up to ten thousand pounds. I believe that up to this date the challenge has not been accepted. Meantime the deepest interest is manifested in the grand Regatta of Friday. Several Americans who had intended to depart for home to-morrow, will remain expressly to witness this race, for it is felt that it is not yacht against yacht, but America against the world. In the absence of political news, the London press takes up this subject in an earnest manner, and have their special correspondents at the Isle of Wight to report everything connected with yachts and yachting.

The Derby or Oaks never attracted more attention or caused greater excitement than the forthcoming regatta. One writer, referring to the race of last Friday at Ryde, says that the squadron of vessels following the yacht, were joined by the "America," and from the manner in which, one by one, she soon distanced them, she satisfactorily proved that the pretensions of Brother Jonathan to superiority was no idle boast; "and the numerous spectators had a most convincing demonstration that her clipper build and fast sailing had not been overrated; in fact, the 'Great American' was the theme of general conversation." Another writer states that the America beat a schooner of 130 tons, with all sail, set, "most shamefully," and she could probably beat all the schooners and cutters of England. The correspondent of the Times, describing the proceedings at Ryde on Friday last, says that the event of the day was the appearance of "the Yankee." She did not show any superiority till she was off Ryde pier, "when she seemed as if she had put a screw into her stern, hoisted her fore and aft foresail, and began 'to fly' through the water. She passed schooners and cutters just as a Derby winner passes the 'ruck,' and as the breeze freshened, slid with the speed of an arrow out toward. the Nab, standing upright as a ramrod under her canvass, while the schooners were staggering under every stitch they could set, and the cutters were heeling over under gaff topsails and balloon jibs."

The America went about "in splendid style, spinning round like a top, and came bowling away toward Cowes as fast, if not faster, than ever. As if to let our best craft see she did not care about them, she went up to each in succession, ran to leeward of every one of them as close as she could, and shot before them in succession, coming to anchor off Ryde at least two miles ahead of any of the craft she had been running against." Having landed Mr. Stevens, she afterwards sailed for Cowes, "and bowled away like a sea gull, leaving all the boatmen and yachtmen with a deep sense that she was 'a tartar.' " The Times entreats the English shipwrights to lay aside the delusion that they are the best builders in the world, and to take a hint "even from an enemy, and follow the models of the Yankees, instead of persisting in their present shape and mould of bow, beam, quarter, and run." The Times states that the anxiety respecting the result of the great race of the 22d, is deep and earnest, and that the course round the Isle of Wight is notoriously most unfair to strangers; and, indeed is not a good race ground to any one, inasmuch as the current and tides render local knowledge of more value than swift sailing and nautical skill.

The advices by the America to 24th August state that the challenge of the American yacht to sail against all the English, was not excepted (sic - JT); and that in the regatta which came off on the 22nd the "America" was triumphant over all competitors.

Port of San Francisco 150 -- April 29, 2013

On 24-April-2013, the Port of San Francisco celebrated its 150th anniversary, the anniversary of Governor Leland Stanford signing legislation to create the Board of State Harbor Commissioners.  The state operated the port until 1969.

A celebration Sunday included the fireboat Guardian.  On 20-February-2013, I took a photo of Guardian as she nudged up to the wharf behind the Ferry Building. A fireman stood at the bow and handed out plastic fire helmets to a class of pre-schoolers. That was pretty cool.

Jonathan Winters, RIP -- April 12, 2013

I was sad to learn that Jonathan Winters had died.  He always made me laugh, except when he didn't want to.   

In his honor, I thought I would post a photo of the square rigger Balclutha.  On 12-May-1959, he was arrested by Harbor Police at Pier 43, where Balclutha was moored.  The ticket seller didn't know who he was and was disturbed by his comments.  Winters, who had been troubled by spending too much time on the road, wound up spending two weeks in a psychiatric hospital.  He denied stories that he had climbed the ship's rigging. 

I took the photo of Balclutha on 19-October-2010.

Third Carnival Cruise Ship Having Trouble at Sea -- April 1, 2013

Passengers are making their return home from sea as mechanical problems crippled three different Carnival Cruise liners, cutting guests' vacations short.

Two thousand passengers aboard the Carnival Honolulu are on their way back to San Pedro, California, after a technical problem with a poolside barbecue caused ventilation issues.

A Carnival spokesman said "Technical issues will occur from time to time. We take each one seriously."

The Carnival spokesman went on to insist that potential vacation goers should still choose the company, saying, "We provide enjoyable vacations to 4.5 million people each year. It is important to remember that in most instances guest and crew safety was not compromised." 

Pearl Harbor Day #3 -- December 7, 2012

71 years ago a sneak attack by forces of the Japanese Empire sank much of the US Pacific Fleet at Pearl Harbor in the territory of Hawaii. The Japanese Empire came to regret doing this.

Among the ships sunk was the battleship Oklahoma, shown here in a 1930s postcard view passing Alcatraz Island in San Francisco Bay.  USS Oklamoma (BB-37) was commissioned in 1916.  U.S. Naval Historical Center Photograph. Photo #: NH 84546-KN

Rescued From a Wave-Swept Rock -- October 26, 2012

From the 15-March-1899 San Francisco Call. William A Coulter did many maritime drawings for the newspaper. The same lighthouse still stands at Point Bonita, on the north side of the Golden Gate.  Crab fishing is still dangerous work.  Click on the image to see a larger version.

RESCUED FROM A WAVE-SWEPT ROCK

Terrible Experience of a Crab-Fisher off Point Bonita During Yesterday's Storm.

FIVE short blasts and a long one from the lighthouse station on Point Bonita created consternation in shipping circles yesterday morning. It was the distress signal, and the first time it echoed across the Golden Gate was when the mail company's steamer City of New York went ashore in a fog below the lighthouse.

When the signal blew for the second time yesterday the wind was blowing 60 miles an hour from the northeast, the fog had shut down until it was impossible to see across the Golden Gate, squall after squall struck the lighthouse, and it was a nasty morning.


During a lull in the storm the lightkeeper fancied he heard a cry for help.  He waited until the squall had passed.  The cry came again, and again was drowned by the gale. The keeper made a tour of the reservation, but the fog was so thick that he could not see anything, nor could he locate the direction from which the cries came.  It was then he sounded the distress signal.

Across the Golden Gate John Hyslop was on the lookout for the Merchants' Exchange, while a short distance from him was the lookout for the Golden Gate Life Saving station. Hyslop was the first to make out the "distress signal," and he at once notified the exchange. It did not take long to let the tug companies know, and in a few moments the Shipowners' Company had the Sea King and the Spreckels Company the Relief on the way to the scene. The King had a good three-quarters of a mile start, but the Relief overhauled her at Fort Point and was easily first to Point Bonita. Captain Clem Randall slowed down and made an examination of the shore line, but could see no trace of a disaster.

Half a dozen crab nets were out, but there was no sign of the crab boats, and the captain remarked to his mate: "I wouldn't be a bit surprised if a few fishermen had been drowned."

From Point Bonita the Sea King and Relief went out through the north channel and up the coast as far as
Bolinas. No sign of a wreck could be seen nor was any vessel in distress sighted, so both tugs returned to port.

In the meantime the life saving stations had been notified and Captain Hodgson of the Fort Point station, Captain Varney of the Golden Gate station and Captain Smith of the South Side station soon had their boats in the water and under way.  Smith and his crew had to go from four miles south of the Cliff House to Bakers Beach, as they could not launch their own boat, but even with that handicap they were not far behind the others. When they all got across the Golden Gate no trace of a disaster could be found. Captain Hodgson ran his boat in as close to the beach as possible and then jumped ashore, taking with him a gun and shot line. He clambered up the face of the cliff and joined the lighthouse keeper, who was waiting for him.

At that instant the cry for help came again. It seemed to come from the ocean side of the promontory and thither the men made their way. Another faint and despairing cry brought them to the cave where the new life saving station is to be built. The men made their way around the cliff and heard the cry of help distinctly.

Clinging to a rock, over which the waves broke every few seconds, was a fisherman. His boat was not far away, bottom up, but the rock was the better refuge, and to it the fisherman clung.

Hodgson and the men from the lighthouse did not waste any time about getting the man off the rock. He was on the outermost end of a small reef and hard to get at, but with the aid of the gun and the shot line he was finally landed on the beach more dead than alive. The boat, although capsized, was anchored, and after some dangerous work it also was secured, righted and anchored in a sheltered spot.

The crab fisherman's name is Antone Razeto. According to his story told in the lighthouse, he went out early to catch crabs. It was not blowing hard and he did very well. About 9 o'clock it began to blow and he made up his mind to get back inside. An hour later it was blowing a gale and the fisherman found he could not weather Point Bonita. He got into the little cove and there came to anchor, but the big seas came rolling in and capsized the boat. He got on the bottom, but was washed off again and again.  Then he managed to get on the rock and to it he clung, calling for help every time there was a lull in the wind, until his rescuers came. Had it not been for Captain Hodgson of the life-saving station Razeto would have undoubtedly been drowned, as there are neither life lines nor boat at the lighthouse. To the lightkeeper belongs a good share of credit, however.

On the way back from Bolinas the tug picked up the lifeboats and towed them to Fort Point. Razeto was too exhausted to be moved, so he was left at the lighthouse.

The Ships With the Perfect Service -- October 13, 2012

The Harvard and the Yale were fast turbine steamers brought from the east coast by the Pacific Navigation Company to operate between San Francisco and San Pedro, the port of Los Angeles. They sailed the route from 1911 until World War One and from 1921 until 1931 (by the Los Angeles-San Francisco Steamship Company), when Harvard hit rocks near Point Arguello and sank. The effects of the Great Depression and competition from autos and railroads caused LASSCO to stop service with the Yale after 1936. Both ships carried troops to Europe during WWI and Yale served the Navy during WWII.

This advertisement, from the April, 1914 Navy Magazine, advertises services between San Francisco, Los Angeles, Long Beach or San Diego. 

18 Hours to Los Angeles -- July 20, 2012

The Harvard and the Yale were fast turbine steamers brought from the east coast by the Pacific Navigation Company to operate between San Francisco and San Pedro, the port of Los Angeles. They sailed the route from 1911 until World War One and from 1921 until 1931 (by the Los Angeles-San Francisco Steamship Company), when Harvard hit rocks near Point Arguello and sank. The effects of the Great Depression and competition from autos and railroads caused LASSCO to stop service with the Yale after 1936. Both ships carried troops to Europe during WWI and Yale served the Navy during WWII.

This advertisement, from the 08-September-1911 San Francisco Call advertises service to Los Angeles and San Diego.

Harvard Arrives From South -- June 10, 2012

The Harvard and the Yale were fast turbine steamers brought from the east coast by the Pacific Navigation Company to operate between San Francisco and San Pedro, the port of Los Angeles. They sailed the route from 1911 until World War One and from 1921 until 1931 (by the Los Angeles-San Francisco Steamship Company), when Harvard hit rocks near Point Arguello and sank. The effects of the Great Depression and competition from autos and railroads caused LASSCO to stop service with the Yale after 1936. Both ships carried troops to Europe during WWI and Yale served the Navy during WWII.

This advertisement, from the 08-September-1911 San Francisco Call describes Harvard's first arrival in San Francisco.  The postcard shows Harvard sailing out of the Golden Gate, past Mile Rock lighthouse. 

 Harvard Arrives From South

The Pacific navigation company's fast steamer Harvard, twin sister to the Yale, put in its first appearance yesterday after an 18 hour run from San Pedro.  Captain Jepsen, formerly with the Pacific Coast steamship company, is master of the Harvard. The Harvard is a duplicate of the Yale with all the features that make the other vessel attractive to the traveling public. The Harvard brought 80 passengers from San Pedro and sailed in the afternoon with about 100. This was a better showing than had been expected on account of the holidays.

In going to the dock the Harvard poked its nose into Jackson street wharf and carried away a freight apron. A barge moored at the end of the wharf was blamed for the accident. One of the sharp corners of the barge slightly damaged the Harvard's bow.  The Pacific navigation company has asked the chief wharfinger to have the berth used by the Harvard and Yale kept clear of obstructions in future.

The Harvard and Yale will contribute a regular service. There will be a sailing from this port every Monday, Wednesday, Thursday and Saturday and from San Pedro every Sunday, Tuesday, Wednesday and Friday

The Sky Monster -- June 1, 2012

Moving Picture World 02-May-1914

LZ 11, the Viktoria Luise, was a passenger-carrying Zeppelin operated by DELAG before World War One. She was requisitioned by the Germany Army during the war. The Imperator was an ocean liner operated by the Hamburg America Line (HAPAG). After the war, Cunard took her over as a war reparation and operated her as the RMS Berengaria. 
http://www.silentera.com says that this film was "Originally a German drama on Zeppelins and their possible use in war; reedited and retitled and released as The Sky Monster by The Universal Film Manufacturing Company, Incorporated [Universal Special] in 1914."

The article is  from the 30-May-1914 issues of Moving Picture World. 

The Sky Monster (Four Parts)

Walter Johnson, a New York millionaire, decides to aid his friend and incidentally reimburse himself and secure a large wager by flying from America to Europe and return in the given period of three days.

It seems that Johnson's friend, Mr Parker, is in love with a music hall star named Gerdie Belle, who has left America to appear in Europe.  Johnson bets his friend $100,000 that he will have the lady in question in American within three days from the time of his departure, and accordingly arranges his dirigible, Keppelin (Zeppelin- JT) Victoria Luise, for the flight across the Atlantic.  Johnson embarks, and after an uneventful flight, arrives in Berlin in 17 hours, where after considerable difficulty he finally locates Gerdie Belle in a moving picture studio in Berlin.  She suddenly leaves, however, for Russia, where she is to appear in a musical comedy, and there is nothing to do but for Johnson to follow her in his air craft.  He arrives in time for the opening performance, and takes Gerdie Belle into his confidence, but she refuses to be inveigled into the plot.  by means of a bottle of chloral, Johnson succeeds in carrying her off bodily and after an exciting chase though the wilds of Russia, he finally outdistances the Cossacks who are pursuing them, and takes her aboard his "Sky Monster."

The heroine recovers consciousness and finds herself a prisoner in Johnson's keeping, as the dirigible is now on its way towards New York. Far in the distance the continent is gradually disappearing from view and Gerdie Belle, realizing the folly of continuing to be cold toward her captor finally softens her heart toward his advances.

Everything points towards a successful arrival in America, but in his hurry, Johnson has forgotten to fill his tank with gasoline, and they find themselves stranded on the Atlantic, midway between America and Europe, without fuel.   Luck is again with him, however, for looking in the distance they see the "Imperator," queen of the seas, approaching.  They immediately get in wireless communication and tell her of their plight, and she comes to the rescue.  We see the gigantic sky monster hovering over the largest vessel afloat, and they take on a goodly supply of gasoline, and depart.  Later the "Victoria Luise" runs into the iceberg zone, and as the cold air causes her gas to lose its buoyancy, she settles on the ocean, in danger of being wrecked any minute.  Again the airship is on its way, making all haste toward the shores of the land of liberty.

About 10 o'clock on the third day, when the "Victoria Luise" is ploughing through space at 280 miles an hour, a spot appears on the horizon and by means of her searchlight she is enabled to pick up the small crafts on the shore front of the great Atlantic.  She is now approaching Barnegate, and turning her head northward, steers for New York at all possible haste, for seconds are now valuable.  They pass along the coast by Sandy Hook and arrive at Governor's Island with only a few minutes to spare.  We see the millionaire's club, with Mr Parker surrounded by his friends, looking at his watch and rubbing his hands with glee, because already feels sure he has won the wager.  But he is mistaken, because promptly at 12 the door opens and Johnson, who has now won the heart of his lady love, enters amid cheers.  Parker feels that even though he has lost money he at least has a chance to win the heart of Gerdie Belle, for little does he suspect that Johnson has already won his way into the famous beauty's heart.  There is nothing left but praise and a promise to attend the wedding of the first man to cross the Atlantic in three days and the world's famous beauty, Gerdie Belle. 

Moving Picture World 16-May-1914

Moving Picture World 23-May-1914

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Bark Carrolton Was in Trouble -- April 28, 2012

The Battleship Oregon was built by the Union Iron Works in San Francisco.  Oregon served in the fleet that destroyed the Spanish fleet at Santiago de Cuba. In 1914 she visited the Panama-Pacific International Exposition in San Francisco. Starting in 1925, she was preserved at Portland, Oregon as a museum ship. When World War II broke out, she was scrapped. 

From the 15-March-1897 San Francisco Call. William A Coulter did many maritime drawings for the newspaper. Click on the image to see a larger version. 

BARK CARROLTON WAS IN TROUBLE

After Making a Picturesque Entry She Went Adrift.

Collided With the Battle-Ship Oregon, but Did Very Little Damage.

The American bark Carrolton made a most picturesque entry into port last Friday, but she did not look so well yesterday morning when she was afoul of the battle-ship Oregon. The red-stack tug Sea King separated the two vessels and the Carrolton is again at her anchorage.  As the Carrolton was making the Golden Gate the moon broke through the clouds and showed her the way in. She was brought to an anchor off Folsom-street wharf, but during the night fouled her anchor. The turn of the tide set her adrift, and the first thing the crew knew about the accident was when she bumped up against the Oregon. Neither vessel was damaged to any extent and the Carrolton will dock to-day to discharge her cargo of coal.