Odd Old News: The Tragic Wreck of the Columbia Near Shelter Cove in 1907

This photograph was dated between 1900 and 1907.

This photograph of the SS Columbia before the wreck was dated between 1900 and 1907. [Image from Washington Rural Heritage]

Nuggets of old news served up once a week by David Heller, one of our local historians.

Tragedy struck on a foggy night off the coast south of Point Gorda a little after midnight on June 21, 1907 when the steamer Columbia bound for Eureka collided with the lumber schooner, the San Pedro, and in eight short minutes quickly sank.

Passengers rousted from slumber had little or no time to make their way up to the decks before being cast into ocean. Some who survived made it into lifeboats and rafts, many were hauled aboard the damaged San Pedro, and one lifeboat made it to the safety of Shelter Cove.

After a long cold night the fog cleared at dawn, and much to their relief, the approach of the steamer George S. Elder was sighted in the distance, offering hope of rescue. The Elder picked up all of the survivors and towed the San Pedro to Eureka where local officials organized a community effort to help the living. Later it was determined that 88 people had drowned in one of the worse losses of life in a long list of maritime accidents off the North Coast

The cause of the accident was initially attributed to the dense fog and confused signaling, but later investigations revealed that the maritime practice of ships going at normal speed through the fog in order to stay on schedule was a major factor. The Columbia crew apparently behaved admirably under Captain Doran’s direction in getting many passengers onto the deck and into lifejackets, but some male passengers thought only of themselves. It was reported that men on the San Pedro heard Doran order, “The women and children must go first. You cowards, give the women and children a chance.” His admonition was in vain for Doran had to witness the four lifeboats overturned by the weight of men caring only for their own chance to live. He had done all he could and with his last words, “Well, boys, I did all I could for you, and I can do no more. She’s a goner. Goodbye,” Captain Doran perished, going down with his ship.

After the Elder had brought survivors in to port, the steamship Pomona left Eureka for San Francisco with some of the remaining crew members and the one woman survivor aboard, a Mrs. Leidelt. Upon disembarking, she was questioned about the collision and cried out,”O, GOD, I CANNOT FORGET IT!,” and told her graphic story bringing tears to many who listened. She confirmed the cowardly behavior of some of the men at a time of crisis.

Newspapers across the county picked up the story, and later added more details following subsequent investigations of the accident. In this week’s Odd Old News post we will show only a few articles from our local press with survivors’ stories of the terrifying night.

SS Columbia Sinking

SS Columbia Sinking [Image from the San Francisco Call vol 102, number 53, 23 July 1907]

Blue Lake Advocate
July 27, 1907
STEAMER COLUMBIA, WITH SCORES OF PASSENGERS, LOST IN AWFUL DARKNESS
On Her Trip North Bound Collides with San Pedro at 12:20 Sunday Morning
Sinks in 11 Minutes
OVER ONE HUNDRED LIVES PERISH IN THE MOMENT OF MIDNIGHT TERROR
Catastrophe Off Shelter CoveGeo. W. Elder Appears and Rescues Many from Watery Grave–Brings San Pedro in Tow to Eureka—
Capt. Doran Dies on Duty

In a collision about 16 miles below Point Gorda Sunday morning at 12:20 o’clock between the steamer Columbia, bound from San Francisco to Portland, and the steamer San Pedro, bound from this port to San Pedro, 90 lives were lost, and the Columbia with her master. Captain Doran after barely eight minutes, went down beneath the waters. Dense fog and a misunderstanding of signals are to be attributed as causes for the great marine disaster, which is probably the worst that has taken place on this coast since the Valencia was lost.

SAN PEDRO STANDS BY

The San Pedro after the Collision

The San Pedro several hours after the collision with the Colombia. [Photo from the Mendocino Coast Model Railroad and Historical Society]

Following the collision, the San Pedro stood by and she was made the Mecca of all who were thrown into the waves. Boatload after boatload was taken to the lumber schooner, which had been badly injured itself, and stood out of the water only above her deck lines. Finally she became so heavy with between 60 and 80 people aboard, huddled at the stern and on the wheel-house, that no more were allowed there, and the remaining lifeboats remained alongside until the morning. Thus was the situation when the steamer George W. Elder, Captain Jessen, hove in sight, bound from San Francisco to Eureka. The wreck lay directly in the path of the Elder, and the fog having lifted at dawn, allowed the unfortunate passengers to see her approach when she was still four miles distant Second Mate Agerup of the Columbia afterward stated, the “Elder looked good to us”.ELDER TO THE RELIEF

The Elder took aboard all of the shipwrecked and then took the San Pedro in tow, arriving in this port yesterday morning about 10:30 o’clock The Columbia had in her passenger list for Portland 190 people, but the purser lost all papers, and it is thus a little difficult to ascertain all those who had secured berths. The purser had no more than time to get up, dress and jump into the boat which was being lowered in front of his room. Incoming on the Elder were 107 of the passengers and 38 of the crew, according to the report of Second Officer R. Agerup. This makes a total of 145 from the Columbia who were brought to Eureka. A boat from the ill fated ship succeeded in making shore near Shelter Cove in charge of Quartermaster Hinner and bearing 11 men and 4 women. This additional 19 makes the total known saved 160.

RELIEF COMMITTEE WORK

On arrival of the Elder at the dock, a relief committee appointed by Mayor H L. Hicks, took charge of the survivors of the wreck, and placed them in various hotels or hospitals as their respective cases warranted. The men for the most part were taken to the Grand Hotel, and the women to the Hotel Vance. A number of those were injured were placed in the Sequoia hospital, among them the stewardess of the Columbia, Mrs. Harris, who jumped from the hurricane deck of the steamer into a lifeboat. The crew of the Columbia were placed on the steamer Pomona for San Francisco early in the afternoon, so that it was not necessary for any plans to be made for them, other than to see that they were provided with dinner, which was done.

SAN PEDRO WATERLOGGED

The only other sign of the wreck now in port is the deserted San Pedro, which lies waterlogged in the harbor south of the Bendixsen shipyards, and opposite the mill of the Holmes-Eureka Lumber Company. After the arrival at the scene of the marine catastrophe early Sunday morning the steamer Elder made fast two or three hawsers and finally succeeded in bringing the steamer into this harbor. Captain Jessen sent his first officer, Thomas McTague, on board the San Pedro. He sawed off the starboard anchor, and secured the anchor chain as a towing line. Then he remained on the steamer until nightfall, when he returned to the Elder, where Captain Hansen had been given quarters. Yesterday morning First Officer McTague went aboard the San Pedro again and took her helm while the Elder was towing her over the bar. Now the North Pacific Steamship Company has stationed three men as watchmen on the wreck, and refuses to allow anyone on the ship except the sailors of the crew who have since called to get what they could of their personal belongings. The watchmen are J. J. Nolan, Captain J. A. Johnson and T.Thompson. They took their orders from C. P. Doe at noon yesterday.

CONFLICTING VERSIONS

As to the manner in which the wreck occurred, there is told a story which is very conflicting. S. Pedersen was the lookout on board the Columbia. He says the wreck occurred about 15 minutes past 12 o’clock, when the ship was below Shelter Cove. He states that ten minutes before the collision he heard a fog signal. At the end of five minutes two blasts were blown by the Columbia. Then followed the collision, the San Pedro striking the Columbia on the starboard how, the Columbia sinking at the end of eight minutes. Second Officer R. Agerup was on the bridge with Captain Doran at the time of the disaster. He had come on his watch about 15 minutes before He gave no statements in particular as to signals. At first there were two whistles blown on each side, then the danger signal was blown, four blasts, by both ships. The Columbia blew three whistles to show the signal blown by the San Pedro was misunderstood, and next there was a confusion of whistles. The Columbia went down in 6,000 feet of water with her whistles blowing to the last, and the captain standing on the bridge. First Officer Agerup was ordered by Captain Doran as soon as the collision occurred to go below and see if the ship was taking water, Agerup came up with the report that there was nothing to be seen, but in another minute the engineer sent up word that the water was coming in with a rush at the bow. The captain’s first order was to take the women and children in the small boats He tried to calm the panic-stricken, and was cool to the end. Just before the Columbia went down, he ran along the hurricane deck to the stern and ordered Second Officer Agerup to cut away the stern life rafts. Then he returned to the bridge, and the ship plunged downward into the depths. Every boat had been gotten off of the starboard side and also all of the life rafts. One or two of the boats on the port side had been taken from the davits before the steamer disappeared.

GOES TO HER GRAVE

When the Columbia started to her grave, her stern went into the air a distance of 50 feet and a great crashing and roaring and hissing sound issued from the mass. A 2,000 ton ship was going to her doom. The mainmast was ripped in two, and the waters were in a few minutes covered with broken bits of wreckage so small that some believe the boilers must have exploded after the inrush of water. However, the strength of the waters striking into the ship, was sufficient to have torn her all to pieces.
JUMPS FROM STERN
Second Officer Agerup and the carpenter, McKay, jumped from the stern as the Columbia went down, and the second officer reports having been carried a long distance into the sea before he was released from the enormous suction of the ship. After he came to the surface he had to swim and take care of himself as best he could for three quarters of an hour. There were no boats in the vicinity for a long time. Then he picked up one of his crew rowing by himself in a deserted section of waters and looking for swimmers and floaters. He was taken aboard, and after twenty minutes rest was able to give commands and to assume a part of the work of life saving. The rowers picked up several women and took them to the San Pedro, and worked long and hard until it was declared there were no more in the waters.

FIRST MATE’S VERSION

From Bendix Hendriksen, first mate on the San Pedro, who was on the bridge at the time of the accident, the following version of how the collision and wreck occurred is given: “It was about ten or 15 minutes past 12 o’clock Sunday morning when the lookout, E. Sodberg, told me that there was a whistle ahead on the port bow, and I ported the helm a couple of points. And as the sound came nearer, I told the man at the wheel, Swansen, to port the helm again I continued to sound the fog signal. The approaching vessel answered the fog signal. Then came two blasts of the Columbia’s whistle, when I saw the lights on the Columbia. Then I gave four rapid blasts of the whistle, that is the danger signal. The engine was stopped before I gave the danger signal, because I gave the engineer two bells to stop before blowing the danger whistle. “The Columbia was crossing the San Pedro’s bow. The San Pedro struck the Columbia on the starboard side about 25 or 30 feet from the bow. The Columbia was not very far away when I first saw her lights, and when I saw the lights I blew the whistle I saw there was no show for us to starboard the helm. Our only salvation was to port the helm, which I did.”

MAN THE LIFEBOATS–

The San Pedro lowered her three small boats. The first boat, in command of Second Mate Shaub, picked up 20 passengers, returned to the San Pedro, made a second trip and brought back 12 passengers A third trip was made, and 12 more were brought to the San Pedro On the fourth trip the boat relieved one of the Columbia lifeboats of nine people, the boat being overcrowded. First Mate Hendriksen also took out a lifeboat and made several trips. He picked up one life raft with nine persons aboard. The boats continued to pick up the survivors until there were between 75 and 80 people on the San Pedro.

WOMEN SHOW BRAVERY

During all this time there was no wind on the sea, but the waves were choppy to a certain extent. The cries of those in the waters could be plainly heard from all directions. It is said that the women and children behaved much better than the men, who would not obey orders, and continued to impede the efforts of those who were endeavoring to alleviate their suffering. The women, too, were the more unfortunate. The collision, coming as it did in the middle of the night, caught everybody in bed. The women in many cases were unable to get more than their night clothes. Some secured a blanket, but that was all. There were several cases where they had nothing more than an undershirt. Then they were plunged into the cold waters, where the wonder is that they did not die of exposure. As in all wrecks, there were innumerable heartbreaking stories, of loved ones lost. When they were placed on the San Pedro there was no place for them to get warm. They were forced to huddle on the stern of the ship and shiver. The wife of Capt Hansen gave away every stitch of clothing she had in five minutes. One woman was furnished a man’s overcoat to hide her nakedness.

Finally the lashings that held the deckload of lumber on the San Pedro began to break and the lumber to wash off. Some of the passengers were then compelled to leave the vessel. The water began coming in through the open seams at the bow, and it was but a short time before the ship was at the water’s edge.

ELDER REACHES EUREKA

It was between 5 and 6 o’clock when the Geo W. Elder arrived on the scene, and the passengers were transferred, almost six hours after the collision. The passengers naturally were very anxious, and the sight of the approaching vessel gladdened them exceedingly, inasmuch as but a little while before another vessel had been sighted to seaward about four miles off, but could not be hailed even by four sailors who had left the ship in a boat to get her attention. The passing vessel was thought to be the Buckman. There were also the steamers Norwood, the M F. Plant and the Meteor, which passed. They signaled to lend assistance, but their offers were declined, after the Elder came alongside. The steamer Roanoke going to San Francisco stopped for a short time, but continued on when informed that the Elder had the situation well in hand. Second Mate Agerup, who was left in command of the Columbia crew after the death of Captain Doran, and of First Officer Whitney, stated that he would probably have taken his men on the Roanoke to San Francisco if the time had not been taken up in making fast the San Pedro to the Elder. The steamer Signal also came alongside.

THEY DID THEIR DUTY

The crews of the San Pedro and the Columbia are said to have behaved themselves as true seamen in every sense of the word. No complaint was heard of their actions. They bravely did their best to save the passengers, and worked hard. Some harsh words, however, are spoken of the acts of Third Officer R Howse of the Columbia. This is the first wreck that Captain Hansen of the San Pedro has experienced. He was sleeping shortly before the collision, but arose at once when he heard the danger signal from the whistle. He came on the bridge Just as the San Pedro was entering the bow of the Columbia. “There was no noise to speak of,” he says; “the San Pedro cut right through the bow of the big liner as easily as could be imagined. This talk of a great crashing racket is not true. It was a comparatively noiseless. A great hole was made in the Columbia big enough for a wagon to drive through, and the water surged in.

THE COLUMBIA

The Columbia was built in Pennsylvania in the year 1881, and was brought around the Horn to this coast shortly after her launching. She has been in the coast service therefore almost all of the time, and had always plied between San Francisco and Portland. Her length was about 318 feet, and her carrying capacity was 2700 tons gross. She was equipped with powerful engines, and is said to have made an average speed of 16 knots. Her passenger accommodations were for 180 people cabin, and 80 steerage. On her last trip she had aboard a valuable miscellaneous cargo.

She was owned by the San Francisco and Portland Steamship Company, which recently purchased the interests of the O R and N(Oregon Railway and Navigation Co.), that formerly operated the big steamer. At the time of the earthquake the Columbia will be remembered as one of the vessels at the Union Iron Works, which was sunk on the ways and badly damaged in consequence.

The wreck of the Columbia has indeed proved a calamity to little Madora Spark of Little Rock, Arkansas. In the wreck of the ship the little one left her father, who with her was on a pleasure trio to Portland. The young lady had the misfortune to lose her mother a short time ago which makes the loss of her father doubly hard. Until word can be received from her relatives in the East, she is being cared for at the home of F. W. Georgeson, of this city, who was a business acquaintance of her father.

Emil Silvo, heartbroken over the loss of his wife and two children, left on the Elder last evening, en route to Aberdeen. The story of this man was more than sad and he wept as he narrated it. “When the vessels collided,’ he said “my wife and I jumped up and I commenced to dress. We went on deck, Mrs. Silvo having our three-months-old boy on her arm and I holding our little girl who is little over two years of age. I went back to the stateroom for life preservers, but the water had covered it. I then implored a man who had two to give me one, but he said: “Wait a while.”

When the vessel began to careen we jumped into the sea. It seemed to me I was under the water ten minutes and the suction from the sinking ship was so great that I lost the baby. When I arose I yelled for my wife, but received no answered. I was finally picked up and taken aboard the San Pedro.”

Much uncertainty still exists as to those who were lost and those who were saved from the Columbia. A number of the survivors who yet remain in Eureka are eagerly waiting some word of loved ones, and they are keeping a steady watch on telegrams from San Francisco, as well as of any news which may develop here. The number saved has been increased somewhat by the arrival at San Francisco of a life raft in tow of the steamer Daisy Freeman.

In this city, Frank Ulf and Miss Sarah Roberts, have been discovered as two more who were aboard the Columbia and succeeded in reaching shore.

The Roanoke picked up no survivors, but brought to San Francisco a life raft with the body of a man.

At Shelter Cove no more boats have come to land. A patrol is being kept on the beach, as The Times was informed last night, but so far not even wreckage is said to have come ashore. Where it has drifted is not known.

Captain Hannah of the Topeka, who passed the locality of the collision yesterday, says there was nothing to be seen on the sea. Purser Byrnes of the Columbia is unable to give an estimate of the number of children who were on the ship at the time of the catastrophe.

STRUCK A LOG

Ingels of Oakland in telling of his experience on the Columbia, said that when the collision occurred the officers of the ship came around and assured him that there was no danger as they “had only struck a log” and advised that he keep to his stateroom. The noise and confusion, however created the fear that something was amiss so he got into his clothes and with his wife and daughter hurried to the deck, where boats were being lowered. He felt confident that if the advice of the officers had been heeded he would now be at the bottom of the deep with the bones of the Columbia.

LUCKY SMITH

Fortune was particularly kind to Fred Smith, one of the waiters on the Columbia. He had not time to get away from the ship before it went down, and had Just time enough to put on his life preserver. He was in the act of climbing into a boat when the ship sank with a rush. He says it seemed as if he must have been taken clear to the bottom of the sea. As he struggled his life preserver became fastened to one of the davits and he could not release himself for a few minutes. He soon began to strangle and swallowed much water. Then the davit was disengaged and he arose to the top of the waters.

LOSES BROTHER

Among the missing of the Columbia’s passengers, George Smith, a San Francisco rigger, is mentioned. He and his brother William Smith, who was rescued, and is now stopping at the Hotel Vance, were traveling north to Portland on a business trip. Not a word has yet come through as to whether or not he succeeded in making shore in safety. William Smith last remembers his brother, when he had placed him in a boat with a life preserver, the brother not being able to swim. Then the Columbia went down and both were carried deep into the sea. After coming to the surface George was missing. William began a search in the water, and in so doing rescued four or five women whom he placed in lifeboats before becoming exhausted to the extent that he was forced to climb into a boat himself.

George Smith and Captain M. A. Brandt of this city were old shipmates on the steamer Compeer, which was built at the Bendixsen shipyards, and which was operated between the Sound and San Francisco in the year 1877. Both Smiths are sons of a well known rigger, a resident of San Francisco until his death some years ago. They have taken up their father’s vocation, and have been very successful in it.

SALVAGE QUESTION

Nothing more has developed in the matter of the steamer San Pedro, which is yet guarded by three watchmen in the employ of the North Pacific Steamship Company. One consultation took place yesterday between C. P. Doe and representatives of the Metropolitan Lumber Company, but as to its results nothing is given out. Captain Hansen of the San Pedro refuses to state just what conversation he had with Captain Jessen of the Elder after he came aboard the Elder. He does say, however, that he was given a very cold reception, and that it appeared to him that Captain Jessen did not desire to recognize him. When asked if he stated to Captain Jessen that he wished to return to the San Pedro after the third trip to the Elder, Capt. Hansen would say little. “Well, maybe I did, but that will all come out later.” Why Captain Jessen should have treated him so Captain Hansen is unable to understand. He says that for 20 minutes Sunday night he stood on the bridge of the Elder with Capt. Jessen, during all of which time no word passed between them.

Relative to the significance of his act in taking all his men from the San Pedro on the third trip to the passenger ship, Captain Hansen stated that it was necessary in order to man the boat, and look after the lines. He had only his two mates and four seamen. When questioned concerning the insinuation that has been made that the San Pedro was out of her path, the master of the lumber vessel stated that he was not out of his proper course. To back up his assertion he called attention to the fact that the next morning nearly a dozen ships passed by on the very path in which the San Pedro lay. As for different courses for north and for southbound ships, he said there was nothing definite recognized by skippers. In foggy weather it was natural that ships would keep farther to seaward that any mistake by the man at the wheel would not come to a disastrous end through landing on the rocks. Captain Hansen claimed that in foggy weather he generally kept the bridge with the officer of the watch, but that at the time of the collision his trust was in the first officer, Hendrikson, who has master’s papers, and was to have taken command of the steamer Rival when that vessel should leave Field’s Landing, where she is at present tied up. He said that he had just held the bridge with the second mate before First Mate Hendrikson came on. He could give nothing certain as to the signals that were blown by the San Pedro for the reason that he knew nothing of what was happening until he got on deck after the danger blasts had sounded, and just as the San Pedro crashed Into the Columbia.

It was suggested to Captain Hansen that the San Pedro might have stayed in the hole that was made in the Columbia, and thus have prevented the sinking of the ship. The captain replied that the force of the impact was sufficient to swing the San Pedro around and out of the hole to a distance of possibly 300 yards. All that could be done then was to come as close as possible in answer to a call from the bridge of the Columbia to lay alongside. Captain Hansen said that the two ships could not have hung together because of the great rebounding force incident to the collision.

Another account:

Humboldt Times
September 30, 1907

HENDRICKSEN TELLS STORY SAN FRANCISCO AND PORTLAND STEAMSHIP COMPANY FURNISHES THE ASSOCIATED PRESS WITH STATEMENT REGARDING THOSE LOST ON THE STEAMER COLUMBUA WHICH WAS RUN DOWN BY THE STEAMER SAN PEDRO THE 2IST OF THIS MONTH.
By Associated Press. SAN FRANCISCO. July 30.

Testimony of the officers of the San Pedro, before Captain Bermingham today demonstrated clearly that the habit of coast shippers, said to be practically universal, of running their vessels at full speed regardless of fog, was mainly responsible for the wreck of the Columbia and its terrible consequences.

Chief Mate B. Hendricksen, who was in charge of the San Pedro at the time of the collision testified that when he first hear the fog signals of the Columbia, he did not slow down and that when the passenger vessel loomed out of the fog it was too late to do anything but to try and make the collision as light as possible. He appears to have acted with dispatch and good judgment when he sighted the Columbia but at the time, according to his testimony, the ships were not more than a boat’s length apart and not much … as possible. There was no time to go to starboard. He therefore blew a danger signal, four short blasts, ordered the engines slowed and throw the helm hard aport. He did not order the engines reversed he explained, as he hoped to throw the San Pedro around so as to strike only a glancing blow and in order to do this it was necessary to keep sufficient speed in her. The San Pedro had been making eight knots and was probably making five knots when she struck the Columbia.

The mate said it was customary to slow down when fog signals were heard, but that the Columbia’s signals seemed far away.

Historic aside: Edison’s first commercial order for the incandescent light bulb was placed by the owner of the Columbia shortly after it was built in 1880. Despite reservations, a dynamo was built to power the lights that were installed on the Columbia, thus starting a maritime trend.

Wikipedia has an excellent webpage with a more in depth coverage of the Columbia and the results of follow up investigations into the accident.

Earlier Odd and Old News:

There are many more, but here are the most recent:

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27 Comments
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lauracooskey
Guest
lauracooskey
3 years ago

Omigosh. This must be the world’s most thorough coverage of the tragedy! Thank you, David!

David Heller
Guest
David Heller
3 years ago
Reply to  lauracooskey

There are so many articles about this wreck in the US press Laura-it really went viral. Mrs. Leidelt’s ‘herstory’ at the link in the article preface is emotionally powerful, I hope that folks that care to read it as well. And, as always, thanks to Kym for setting up the article for us.

Shipwreck Silver
Guest
Shipwreck Silver
3 years ago

My son found a Silver Dollar, minted in SF in 1882, in the sand South of the Mattole about ten years ago. It must have come from a wreck around Punta Gorda.

Mr. Bear
Guest
3 years ago

I lost my grandpappy’s silver dollar on that beach about 11 years ago. It was minted in 1882 and was silver in color. I will forward my address for ease of shipment.

Guest
Guest
Guest
3 years ago

As I remember there is a part of some ship buried in the sand in the surf line at Big Flat.

Mary Ann Machi
Guest
Mary Ann Machi
3 years ago
Reply to  Guest

Likely USS Shubrick

Mary Ann Machi
Guest
Mary Ann Machi
3 years ago

Meal ticket from SS Columbia

Mary Ann Machi
Guest
Mary Ann Machi
3 years ago

Partial list of shipwrecks off coast of California

Guest
Guest
Guest
3 years ago
Reply to  Mary Ann Machi

Thank you Mary Ann.

Ernie Branscomb
Guest
Ernie Branscomb
3 years ago

There were a lot of ships lost on Blunt’s Reef off Cape Mendocino. They had various lightships anchored just off the reef to guide ships around. The Lightships were stationed there from 1905 ’til 1971. The first Blunts reef lightship failed its first major storm. It broke it’s anchor chain and had to run to Humboldt Bay.

The San Pedro made it around Blunt’s reef only to ram into and sink the Columbia. Modern electronic navigation systems must seem like a miracle to modern sailers.

Going around Cape Mendocino and Blunt’s Reef was the big obstacle between Humboldt Bay and San Francisco.

Link; https://cdnc.ucr.edu/cgi-bin/cdnc?a=d&d=SFC19051225.2.78&e=——-en–20–1–txt-txIN——–1

Mary Ann Machi
Guest
Mary Ann Machi
3 years ago

Here’s a few Blunt’s Reef wrecks Ernie

Ernie Branscomb
Guest
Ernie Branscomb
3 years ago
Reply to  Mary Ann Machi

Thanks Mary Ann

There has been lots of small fishing boats lost there. I’m not sure that some of them are even listed.

There were enough ships lost there that they figured out that they had to put a light and an audible signal there.

Mary Ann Machi
Guest
Mary Ann Machi
3 years ago

Ernie, I actually never heard of this reef until a couple years ago. Maybe too far north for the Machis to be concerned about. They had enough work rescuing people near the Cove.

Guest
Guest
Guest
3 years ago
Reply to  Mary Ann Machi

At low tide you can see the white water washing around the reef. At high tide you can’t see it as it lurks just below the surface. The cause of many lives lost.

Mary Ann Machi
Guest
Mary Ann Machi
3 years ago

I thought the notes on this postcard were so out of sync with the photo. August 1907.

David Heller
Guest
David Heller
3 years ago
Reply to  Mary Ann Machi

Truly! Mary Ann, I am going to have to drop off a jar of huckleberry jam at your doorstep next trip north in appreciation of your additions!
Thanks again.

Mary Ann Machi
Guest
Mary Ann Machi
3 years ago
Reply to  David Heller

I would love that!!! I looked in my “Columbia” folder and have almost 100 items there. Some are the same newspaper article but broken down into separate jpgs. Now I have more to add thanks to you!

David Heller
Guest
David Heller
3 years ago
Reply to  Mary Ann Machi

Good. If one clicks on the Mrs. Leidelt link, the Gendisasters.com site archived a number of newspaper articles on the disaster. There may be more there for you.

b.
Guest
b.
3 years ago
Reply to  Kym Kemp

It’s worth blowing up the postcard to read the script. Hilarious! Kind of a Dark Humor relief.

cu2morrow
Guest
cu2morrow
3 years ago

I love this stuff, good distraction from modern day jibberish

Dave Kirby
Guest
Dave Kirby
3 years ago

A lot of meat on this bone Heller. A lot of history to be had here. Thanks for your work and glad its getting out there.

Ernie Branscomb
Guest
Ernie Branscomb
3 years ago

David and Mary Ann, here is a link to some old Dog Hole Schooner stories.

http://tsra.org/mod/secfile/viewed.php?file_id=2133

My ancestors, the Lockharts, and the Middletons had a lot of close association with dog hole schooners in Westport, Rockport, and usal.

David Heller
Guest
David Heller
3 years ago

Very cool, thanks Ernie!

Bushytails
Guest
Bushytails
3 years ago

The Wikipedia link seems to be poorly formatted, possibly something to do with non-standard quote characters. https://en.wikipedia.org/wiki/SS_Columbia_(1880)