Compiled by Wayne Blanchard; last edit 3-11-2024 for upload to: http://www.usdeadlyevents.com/
–209-300 Blanchard range:
For the low end of our range we choose to rely on the letter of Captain Watkins of the San Francisco in the New York Times of February 10 where he specifically notes “about 150” swept away by the sea on the 24th and another 59 lost from fatigue and exposure prior to rescue. Given the large number of sources noting 240 or 300 deaths, we are not comfortable ignoring these estimates, thus we note 300 as the high end of our estimated range. We note here that the Quartermaster of the San Francisco stated that “about three hundred persons were lost.”
— 300 Berman, Bruce D. Encyclopedia of American Shipwrecks. 1972, p. 222.[1]
— >300 NYT. “Total Loss of the San Francisco. Loss of Over 300 Lives.” Jan 14, 1854.
— 300 Timelines of History, 1850-1854
— 259 Blanchard [See “–200 US Congress note below.]
— 240 Adams Sentinel and General Advertiser, PA. “Awful Shipwreck!” Jan 16, 1854, p. 5.
— 240 Insurance Engineering. Vol. 8, July-Dec, 1904. “Marine Disasters.” P. 81.
— 240 Oakland Tribune. “Shipwreck One of Worst Since Janeiro’s Loss…” 8-30-1929, D3.
— 240 Simonds. The American Date Book. 1902, p. 99.
— ~209 Letter of San Francisco Capt. Watkins in NYT, 2-10-1854 (in Mariners’ Museum).
–“about 150 souls” carried off the deck by “a terrific sea” on Dec 24.
— Jan 5th a.m. “Up to this time we had lost fifty-nine, who died from fatigue and exposure.
— >200 Mariners’ Museum and Park, Newport News, VA. “To the Rescuers of Passengers…”
— ~200 Mass. Register (Issue. 91). “General Events…Years 1854, 1855, and 1856,” 1857, 306.
— ~200 US Congress. Reports of Committees for First Session, 33rd Congress, 1853-`54.
[Number refers to those washed away on Dec. 24. If Captain Watkins statement that
59 died from “fatigue and exposure” afterwards, then the loss would be about 259.]
— 170 Wreck Site. “SS San Francisco (+1854).” Accessed 3-11-2024.
— 150 Hunt’s Merchants’ Magazine (V30, Jan-Jun). “Vessels Wrecked in 1853.” 1854, p370. [2]
Narrative Information (alphabetically arranged)
Childs: “…the steamship San Francisco, which was wrecked off the coast of South Carolina,[3] in the latter part of December. The vessel was new, and was on her first voyage at the time of the disaster. She sailed from New York on the 22d of December, with seven hundred persons on board, nearly five hundred and fifty of whom were United States troops bound for California. On her third day out the ship encountered a violent gale, and it soon became so fierce and the sea so heavy that the starboard paddle-box was stripped, her smoke stacks carried away, and about one hundred and fifty of the troops and officers were washed overboard. The ship became utterly unmanageable, and drifted from day to day, until she came near the latitude of Boston, where the survivors were rescued by passing vessels. Nearly two hundred lives were lost by the disaster.” (Childs. A History of the United States In Chronological Order…1492-1885. 1886, p. 139.).
Mariners’ Museum and Park. To the Rescuers of Passengers After San Francisco Wreck:”
“NOTES: Information from MaritimeHeritage.org concerning the history of the steamer San Francisco: From the Daily Alta California, August 16, 1850:
THE NEW STEAMER SAN FRANCISCO.– This steamer, which is now building in New York, is designed to run between this city (San Francisco) and Panama, in connection with the Sarah Sands, Northerner and New Orleans. Her dimensions are as follows: Length of keel 243 feet; length on deck 255 feet; beam 40 feet; depth 24 feet. She measures 2000 tons, and is furnished with two powerful engines. Altogether she is said to be superior to any thing that has yet made its appearance on the Pacific. Steamers and Clippers for California: The following notices of vessels building, freighting or about leaving New York for San Francisco, are from our New York correspondent’s letter: The handsomest, most graceful and one of the largest steamers ever launched is now receiving her machinery at the Morgan Works, in this city. She is called the San Francisco, built for the Pacific Mail Steamship Company, and to be commanded by Commodore Watkins. A more exquisitely modeled ship never floated.
“From the Daily Alta California, July 17, 1853:
THE STEAMSHIP SAN FRANCISCO, for the Pacific Mail Co.’s line between Panama and San Francisco, was launched at New York on the 9th of June, from the yard of Mr. Wm. H. Webb. She registers about 2200 tons, is 280 feet long, 40 feet broad and 16 feet deep. She has a very shore model, and for the workmanship it is only necessary to say she was built by Mr. Webb. She will be propelled by two oscillating engines, from the Morgan Works. They are to be of great power, and will be placed fore and aft, thus leaving a clear run on each side of the main deck from stem to stern. She is to be an improvement on the John L. Stephens, and will be fitted up with all the modern appliances to render her second to no steamer afloat.
“From the Daily Alta California, August 12, 1853: The New Steamship for San Francisco. A New York paper of July 5th, gives the following account of this new steamship:
This beautiful addition to the steam fleet of the Pacific Mail Steamship Company, lately launched from the yard of Mr. Wm. H. Webb, foot of Sixth street, has been built in the most substantial manner and with special attention to the trade she is intended for. Her model is very sharp, having concave lines at each end, and it is fully expected she will excel in speed the celebrated Golden Gate, (another of Mr. Webb’s construction) which has run from San Francisco to Panama, stopping at Monterey, San Diego and Acapulco, in eleven days and four hours, a distance of 3600 miles – beating all competitors from two to three days. Her length on deck is 285 feet; breadth of beam, 41 feet; and she is 24 feet deep. She has three decks. With a light joiner’s deck 8 feet above the 24 feet deck, making a covering for cabins, state rooms, and the officer’s rooms on the latter deck, besides a clear space above, and forming a splendid promenade fore and aft. She will be rigged with two masts.
The hull is remarkable for its immense strength. The bottom is solid, and there are double diagonal braces as an additional security for the frame, running from the floor heads to the upper deck, all bolted to the frame and riveted together at each crossing, and still further secured by a large iron plate which runs fore and aft over the upper ends of the diagonal braces, to which it is riveted, and also bolted to the frame. In addition to this, another method of strengthening has been introduced into this vessel never before adopted. This consists in having two bulkheads, running fore and aft, one on each side of the engine and boilers, and secured to the bottom and the middle deck beams, and diagonally braced with iron the whole length, rendering it an impossibility for anything much less a complete wreck to start a timber.
The interior is to be arranged with state rooms above and with single open berths, similar to the Hudson river boats, and with open steerage berths below. Having a great number of very large sideports and skylights, affording an unusual amount of light and ventilation, this portion of the arrangements will not be subject to the inconvenience resulting from the want of those two necessities for comfort that render traveling in warm latitudes on board some steamships quite a serious consideration.
The machinery is now being completed at the Morgan Works. It will consist of two oscillating engines, with two boilers. The engine will oscillate with a new adjustable cut-off arrangement. The cylinders are 65 inches in diameter, with 8 feet stroke and placed fore and aft in the ship. The wheels, which are fitted with feathering buckets, are 28 feet in diameter, with a face of 8 feet; wheel shafts 18 inches in diameter; one pair of cranks, and one crank pin, and four piston rods. The air pumps will be worked with an auxiliary engine. The dimensions of the boilers are 13 feet eight inches in diameter and 34 feet long. The engine frames are made of boiler iron. The fire rooms are placed fore and aft, with air-tight arrangements. The danger from fire is well provided against, by having two independent fire pumps, with boilers attached.
The San Francisco, when completed, will be the finest steamship on the Pacific. Nothing will be spared to render her worthy of that position. Her beautiful construction must excite much attention there, and she will undoubtedly command a large share of the traveling patronage between San Francisco and Panama. She registers about 2200 tons.
“From Queens of the Western Ocean:
On Christmas Day 1853, the San Francisco was disabled, and on January 6th, 1854, she foundered with a loss of more than 200 lives. Upwards of 500 were saved, principally by the splendid work of the ships Three Bells, of Glasgow, and (John A.) Zerega’s Antarctic, George E. Stouffer Master (from 1853-1858), who saved 197 from SS San Francisco, with the bark Kilby rescuing 108 or thereabouts.”
“From the New York Daily Times, January 6, 1854:
Disaster to the New Steamship San Francisco. A telegraphic dispatch from Liverpool, N. S., dated yesterday, says the Maria Freeman arrived there reports — that on the 26th of December, in Lat. 38 deg. 20′, long. 69 deg., fell in with the new American Steamship San Francisco, from New York, for San Francisco, with her decks swept, boats gone, and completely disabled. Could not render any assistance, as she drifted out of sight during the gale.
“From the New York Daily Times, January 9, 1854:
The San Francisco, Additional Particulars of the Loss of this Steamer;
Another dispatch received this morning from Liverpool, N. S., furnishes the following additional particulars concerning the San Francisco. The Captain of the Maria Freeman states that when he saw the San Francisco her engines were not working, her smoke-pipe was gone, and her decks were swept of everything. The Captain of the steamer requested him to stay by him, and he did so, but a gale sprung up during the night and drove her out of sight. Saw at least one hundred and fifty persons on board. Capt. Freeman, of the brig Maria, at Liverpool, N. S., who fell in with the steamer San Francisco on the 26th of December, as previously reported, adds to his report that during the following night the wind increased to a hurricane from the northwest, during which the Maria laid to, but lost sight of the steamer and he thinks she must have foundered during the gale, as he could not find her afterwards.
“From the New York Daily Times, January 14, 1854:
The Loss of the San Francisco. In our columns, this morning, we furnish the details of a disaster more terrible than any of which it has ever fallen to our lot to record. The United States steamship San Francisco, about which so many fears have been abroad for ten days past, stimulated by telegraphic dispatches, and under untelegraphic rumors, has gone to the base of the ocean, and of seven hundred living beings that she carried, three hundred will see the light of the sun no more. Tragedies have been recently accumulating. What with conflagrations on land, and disasters at sea, we have “supped full of horrors.” If anything could add to the tragedy of the San Francisco, it would be the outbreak of cholera, consequent upon the dissipation indulged in by the black and white waiters, and by a few of the troops, who deemed drunkenness and gluttony the best preparation for a “sea change.” From fifty to sixty deaths — statistics are somewhat dubious at present — are chargeable to such excesses.
The human freight of the San Francisco is scattered. Three hundred and more are in the waves; one hundred and fifty (round numbers) are gone to Liverpool in the ship that saved them; about the same number have arrived, mostly without garments, in this port; and nearly an equal number rescued by another vessel have still to be heard from. A good word must be said for the captain of the British ship now in this port, who kept about the wreck six days, rescuing as many as were left, and suffering no soul to sink. He did his duty and no more, but the blessings of those he saved, and of their friends at home, will not forsake him. For the fullest particulars that could be obtained to the time of our going to press, we direct our readers to the details in another column.
During the ensuing days, the Kilby, the Three Bells, and the Antarctic took on the passengers and crew of the SS San Francisco.
Captain Watkins boarded the Kilby (and) on behalf of the United States Government, contracted to pay the owners $15,000 to take as many of the passengers off the steamer on board his vessel as was possible. He further agreed to give the Captain $200 a day, on behalf of the Pacific Mail Steamship Company, to lay alongside in case he should be obliged to do so for any great length of time. The Captain was also to receive $1,000 for his noble conduct in launching his boats when his crew had refused the duty, and the sea threatened to swallow him up with his frail craft, as well as five percent primage on the amount contracted to be paid by the Government. At 3 o’clock P. M. the hawser was run to the bow of the Kilby, and soon after the disembarkation of the passengers commenced. Great fears were entertained by many that the boats would be swamped, owing to the rush to get into them. Several of the officers had provided themselves with weapons to keep back the crowd, and Colonel Gates addressed the troops, declaring that he would be the last to desert the ship, and that he hoped the officers and soldiers on board would follow his example, and wait with patience until their names were called. The first boat soon after came alongside. I was on deck at the time, and shall never forget the scene of confusion which ensued. The first boat which left carried Col. Gates and his family. After this the officers followed according to grade, and the boats continued plying to and fro until dark, at which time about one hundred passengers had been transferred to the Kilby. The last boat which crossed was swamped alongside of her, and the captain of the Kilby stated that he would prefer discontinuing the further disembarkation of passengers until the morning, as the sea beginning to rise, and a violent northwester was again springing up.
“Capt. Watkins submitted the following letter which was subsequently published in the New York Daily Times, February 10, 1854:
The Wreck of the San Francisco.; LETTER FROM CAPTAIN WATKINS.; Interesting Particulars. Ship “Antarctic,” Liverpool, Jan., 1854.
Nathaniel Hawthorne, Esq., U. S. Consul at Liverpool:
SIR: I have the painful duty to report to you the loss of the U. S. Mail Steamer San Francisco, under my command. The San Francisco was chartered by the U. S. Government as a troop ship, and sailed from New-York for San Francisco, California, Dec. 22, 1853, having on board eight Companies of the Third Regiment U. S. Artillery. The following is a list of the officers: Col. Wm. Gates, (and family,) commanding regiment; Major and Brevet Lieut. Col. Washington; Major Charles S. Merchant, (and family,) surgeon; G. S. Satterlee, assistant surgeon; H. E. Wirtz, third lieutenant, S. L. Fremont, regimental quartermaster, and family; First Lieut. Loeser, acting assistant Commissary, and family; Capt. And Brevet Col. M. Burke; Captain and Brevet Major George Taylor, and family; Captain and Brevet Major J. O. Wyse, and family; Capt. F. B. Field; Lieut. W. A. Winder; Lieut. C. S. Winder; Lieut. B. H. Smith; Lieut. J. Van Vost; Lieut. J. S. Chandler;, and W. G. Rankin. Also, Capt. Gardner, of the First Dragoons; Lieutenant Murray, of the U. S. Navy; and about 70 camp women and children. The following is a list of the other cabin passengers: Sr. Jacinto Derwanz, (Brazilian Consul,) lady and servant; Capt. Battie, (Brazilian Army,) and lady; Mr. Geo. W. Aspinwall, Mr. J. Lorimer, Jr., Rev. Mr. Cooper and family; Messrs. Tenney, Gates, Southwick, and one gentleman, name unknown; numbering in all, ship’s company inclusive, about 750 souls.
On the night of the 23d December, judging myself on the southern edge of the Gulf stream, we experienced a most terrific gale from northwest, which continued to increase with great violence until it blew a perfect hurricane, with a very high, irregular sea. At 3:30 A. M., on the 24th, the chief engineer reported to me that the engines had broken down. Up to this time the ship behaved very handsomely, but she immediately fell off in the trough of the sea, and labored very heavily. At 5 A., M., lost our foremast, and all the canvas off the ship, carrying away, at the same time, four of our life-boats, with the wreck of the spars.
I had now great fears that the ship could not safely out live the gale. At 7 A. M., just as the chief engineer was making an effort to start the engines under high pressure, a terrific sea boarded us, carrying with it the whole of the upper saloon and everything abaft the paddle-boxes, and about 150 souls; both smoke stacks, the remainder of our boats, staving about 50 feet of the spar deck over the main saloon, and leaving the ship almost a perfect wreck — leaking very much.
The following is a list of the officers and others, cabin passengers, who were washed overboard: Brevet Lieutenant-Colonel J. M. Washington, Brevet Major George Taylor and lady; Captain H. B. Field, Lieutenant R. H. Smith, Mr. Gates, son of Col. Gates, Mr. Tenney and another gentleman, name unknown, together with 130 soldiers and four of the crew.
The remainder of the passengers were as soon as possible formed into gangs to assist in bailing and pumping, and in twelve hours succeeded in gaining on the water several inches. On the morning of the 25th, the weather became more moderate, and the engineers succeeded in starting the steam pump, which soon released the passengers from bailing. The crew, with a number of carpenters from the command, were employed in clearing away the wreck, stopping leaks as well as possible in the upper works and lightening the ship.
From the 25th to the 27th inclusive, experienced moderate gales with high, confused sea. On the 28th fell in with and boarded the American bark Kilby, for New Orleans. This vessel was chartered by Col. Gate to take on board all of the troops, and convey them to the nearest port in the United States; and at 7 o’clock P. M. succeeded in getting about 100 souls on board of her, when I received word from the captain that he could receive no more on board that evening.
At 10 P. M. it commenced blowing fresh from the southward and eastward, with rain, and at midnight it blew a heavy gale, with a very high sea. At 4 A. M. on the 29th the gale was most terrific. Passengers were again mustered into gangs, to pump and bail. During the night lost sight of the Kilby, and saw nothing more of her. At noon the gale moderated, with the wind from the N. W.
On the 30th, more moderate. All hands employed in lightening the ship and stopping the leaks. During the last gale the ship had labored and strained so much I deemed it impossible for her to outlive another, and as I had no motive power on board by which I could work her to the southward, out of the Gulf Stream into fine weather — the engineer having decided that it was impossible to work the engines again, and the passengers and crew were fast dying off with fatigue and exposure — I determined to abandon the ship the first opportunity. On the 31st, wind blowing fresh from the W. S. W., with a high sea, fell in with and spoke the British ship Three Bell, of Glasgow, bound for New-York. Requested the Captain to lay by us until it moderated and take us off, which he promptly consented to do, but the weather continued too boisterous for him to send his boat alongside up to the 2d inst. The ship was then well to windward of us, lying to. At 9 A. M. on the 2d she made signals of distress to a strange sail, which was answered, and both ships ran down to us. At 1 P. M. spoke the strange sail, which proved to be the Antarctic, Captain G. C. Stouffer, of New-York, bound for Liverpool. Begged him to take us off, which he readily consented to do, and both ships immediately lowered away their boats and sent them alongside, when we commenced transferring the troops to both ships.
On the morning of the 5th, succeeded in getting all hands out of the ship without accident. Up to this time we had lost fifty-nine, who died from fatigue and exposure.
The following is a list of officers on board the Three Bells: Brevet Major F. O. Wyse, Lieutenant W. A. Winder, and about 200 troops, including camp women and children. Of the ship’s company — Edward Welles, First officer; Dr. W. B. Buel, surgeon; John W. Marshall, chief engineer; George Gretton, second engineer; Wm. Wickman, storekeeper, and all the assistant engineers, firemen, and coal-passers, and all the bulk of the ship’s crew, with a few exceptions, who are on board of this ship.
On board the Antarctic are Lieut. Charles C. Winder and servant; Lieut. J. G. Chandler, and 192 troops, women and children, and with me, my purser, Theo. L. Schell, Charles F. Barton, third officer; John Mason, fourth officer; Washington Duckett, carpenter, and one servant.
The constant kind attention which we have all received from Captain Stouffer, of the Antarctic, and his officers — his deep solicitude and his judicious care of our men, women and children, since we came on board of his ship — is above all praise, and merits our most sincere and lasting feelings of gratitude. Very respectfully, (signed) Jas. T. Watkins.”
US Congress. Reports of Committees for First Session, Thirty-Third Congress, 1853-`54:
Feb 6, 1854: “Ordered to be printed. Mr. Shields made the following Report. {To accompany Joint Resolution S. No. 9.}
“The joint committee of the Senate and House of Representatives, to whom was referred the resolution of the Senate and House of Representatives “to inquire and report in what form the acknowledgment of Congress may be most appropriately expressed to those benevolent and courageous men who, under Providence, were the means of rescuing from death so many citizens of this republic,” have had the same under consideration, and submit to the respective houses the following report:
“The steamship San Francisco, the property of the Pacific Mail Steamship Company of New York, was chartered by the War Department to convey United States troops and military stores to California, via Cape Horn.
“She left New York on the 22d December, 1853, having on board, in addition to the crew of the vessel, the third regiment of United States artillery and several passengers, among whom was a number of women and children; in all about eight hundred souls.
“On the night of the 23d she encountered a severe storm, which rendered her wholly unmanageable. On the morning of the 24th she was struck by a violent wave, which shattered her quarter-deck, her hurricane-deck, and carried away her upper saloon, and all the officers, soldiers, and passengers who had taken shelter in it from the storm, amounting to about two hundred in number. The vessel was very seriously damaged by this terrible shock, and continued afterwards to leak so badly that it required the utmost efforts of all on board to keep her afloat. On the same day, and soon after this dreadful occurrence, she spoke the brig Napoleon, of Portland. The captain of this brig promised to lie by her, but was separated from her during the night. The next day, the 25th, the San Francisco spoke the brig Maria, of Liverpool. The captain of the Maria also promised to lie by her, but the night separated the vessels.
“On the 27th the barque Kilby, of Boston, Capt. Low, hove in sight. This vessel had suffered much in the storm that wrecked the San Francisco. She was short of provisions and water, and leaking badly, yet her captain promised to stand by the wreck, which promise he faithfully kept through the night. The next day, the 28th, upwards of one hundred persons, men, women, and children, were transferred from the San Francisco to the Kilby. This operation was arrested by the increase of the gale at night, but it was intended to be resumed the next day, until all should be removed from the wreck: the storm, however, increasing with the night, the vessels were unavoidably separated. The Kilby cruised in search of the wreck for some time, until her own crippled and disabled condition compelled her to abandon the search and provide for her own safety. It was full time, as she afterwards encountered great difficulties in getting safely into port.
“On the 31st, the ship Three Bells, of Glasgow, Captain Creighton, came in sight, and, on learning the condition of the passengers and crew, promised to lie by them and succor them at all hazards. This vessel had suffered severely from the storm, was short of provisions and water, and leaked so badly that her condition was scarcely less critical than that of the San Francisco; but her gallant commander faithfully kept his promise. At the most imminent risk to his vessel, he lay by the wreck for several days of storm and danger, having for this purpose to perform the most skillful and perilous maneuvers, passing frequently under the lee of the wreck to cheer and encourage those on board.
“On the 3d of January, 1854, the ship Antarctic, bound for Liverpool, fell in with the San Francisco, and generously tendered assistance and succor to those on board. On the 4th and 5th all the surviving passengers, not previously transferred to the Kilby, were removed on board the Three Bells and Antarctic, On the 6th all the officers and crew were taken from the wreck, Capt. Watkins being the last man who abandoned the ill-fated vessel.
“The barque Kilby, after struggling with the winds and waves for fourteen days, finally reached within ten miles of New York, when a storm arose and she was again driven to sea. The next day she fell in with the ship Lucy Thompson, of New York, whose commander, upon learning her perilous and distressed condition, kindly volunteered to take the passengers on board. This removal was immediately effected, and the Lucy Thompson supplied the Kilby with provisions and water, of which she stood greatly in need. The Lucy Thompson brought these suffering passengers in safety to New York.
“The Kilby was afterwards found in a helpless condition, and was towed into Boston harbor by the steamer “City of New York.”
“The Three Bells arrived safely in New York, but sufficient time has not yet elapsed to hear of the arrival of the Antarctic at Liverpool.
“The committee are deeply impressed with the generous conduct of these gallant men, who aided in rescuing our distressed countrymen from the wreck of the San Francisco.
“The commanders of the Three Bells, Kilby, and Antarctic deserve the grateful acknowledgments of the country for their humanity and intrepidity.
“Thanks and praise are especially due to Captain Creighton, of the Three Bells, who, for six tempestuous days and nights, in a spirit of disinterested humanity, and at the imminent peril of himself and crew, stood by the sinking steamer until her gallant commander, who remained the last man on board, abandoned the doomed and deserted vessel.
“Captain Watkins and his officers and crew appear to great advantage on this trying occasion. Lieutenant Francis Key Murray, of the United States navy, is also entitled to especial notice for his humane and valuable services. Praise is also due to surgeon Buel, of the San Francisco, for the assiduity with which he attended to the sick and dying soldiers after they were separated from their own surgeons. Major Wyse and his junior officers deserve great credit for their efficient conduct in the absence of their superior officers. Several others, who cannot now be designated by name, owing to the imperfect information before the committee, are believed also to be entitled to praise and to the thanks of the country.
“The committee are persuaded that these humane and noble services were rendered without any hope or expectation of pecuniary compensation; but they are for that very reason, in the judgment of the committee, entitled not only to grateful acknowledgment, but also to some substantial reward. They therefore report a joint resolution for that purpose.
“JOINT RESOLUTION manifesting the sense of Congress towards the officers and seamen of the vessels and others engaged in the rescue of the officers and soldiers of the army, the passengers, and the officers and crew of the steamship San Francisco, from perishing with the wreck of that vessel.
“Resolved by the Senate and House of Representatives of the United States of America in Congress assembled, That the President of the United States be requested to procure three valuable gold medals, with suitable devices, one to be presented to Captain Creighton, of the ship Three Bells, of Glasgow; one to Captain Low, of the barque Kilby, of Boston; and one to Captain Stouffer, of the ship Antarctic, as testimonials of national gratitude for their gallant conduct in rescuing about five hundred Americans from the wreck of the Steamship San Francisco; and that the cost of the same be paid out of any money in the Treasury not otherwise appropriated.
“Sec. 2. Resolved, That a sum not exceeding one hundred thousand dollars is hereby appropriated, out of any money in the Treasury not otherwise appropriated, to enable the President to reward, in such manner as he may deem most appropriate, the officers and crews of those vessels that aided in the rescue of the survivors of said wreck, and such other persons as distinguished themselves by offices of humanity and heroism on that occasion; the reward to be proportionate to the nature of the efforts made, and the merit of the services rendered, so far as the same can be ascertained.
James Shields, Chairman Joint Committee on the part of the Senate,
Joseph R. Chandler, Chairman Joint Committee on the part of the House.”
(U.S. Congress. The Reports of the Committees of the Senate of the United States for the First Session, Thirty-Third Congress, 1853-`54 (in Three Volumes). 1854, p. 97.)
Newspapers (chronologically arranged):
Jan 14, 1854: “The British ship Three Bells, of Glasgow, Capt. Creighton, from Glasgow to this port [NYC], arrived yesterday at 4 ½ p.m., with merchandise and passengers, after a passage of 45 days. She brought over 150 passengers from the steamship San Francisco, and confirmed the worst fears that had been entertained of the fate of that vessel.
“The San Francisco, Commodore Watkins, left this port on the 21st of December, bound to San Francisco, via the Straits of Magellan, touching at Rio Janeiro, Valparaiso, and Acapulco. On board, were Companies A, B, D, G, H, I, K, and L, of the Third Regiment of United States Artillery, amounting, with the non-commissioned staff and band of the regiment, to over 500 men.
“The following is a list of the officers in command:
Colonel Wm. Gates, commanding regiment….
[Follows is list of 16 other officers, members of their families, including children, officers of other units “catching a ride” to SF, and a list of the ship’s 16 officers.] The above, with 16 seamen, and the cabin and steerage waiters, made up a total of over 700 souls who sailed in the San Francisco from this port. She was entirely a new ship, constructed with a view to her occasional employment in the transportation of troops. She had three months’ provisions for the crew, and twelve months’ provisions for the troops.
“As our readers are aware, the first news obtained of her after her departure was contained in the following telegraphic dispatch:
Halifax, Thursday, Jan. 5. A telegraphic dispatch from Liverpool, N.S., dated yesterday, says the Maria Freeman, arrived there reports that, on the 26th December, in lat. 38 [degrees] 20’, lon. 69 [degrees], she fell in with the new American steamship San Francisco, from New-York for San Francisco, with her decks swept, boats gone, and completely disabled. Could not render her any assistance, as she drifted out of sight during the gale.
“From that time until last evening the public mind was kept in a state of terrible suspense respecting her. Senator Gwin applied to the Secretary of the Navy for aid, and a merchant steamer was at once chartered to go in search of her, Mr. Vanderbilt having twice refused the use of his steamer North Star for that purpose. The steamer Alabama was also chartered by the War Department, and dispatched to aid in the search. The steamer Union, Captain Adams, with Commander Hudson, and several officers of the Navy, on board, left this port on the 11th inst. ….
“On the 7th inst., intelligence was received at Boston that a herm. Brig, the Maria Freeman, as she was erroneously called, her name being the Maria of Liverpool, had seen the San Francisco in a disabled state, but was unable to render her any assistance. Still later, the following telegraphic dispatch was received and published by us:
Boston, Saturday, Jan 7 – P.M. The brig Napoleon, Captain Strout, from Matanzas 29th November, reports experiencing three tremendous gales….Captain Strout also reports, December 25, latitude 38 [degrees] 04’, longitude 69 [degrees] 30’, fell in with the steamship San Francisco, demasted, everything swept above deck, and the spray making a complete breach over her. Captain Watkins stated that the steamer was leaking fast, and requested Captain Strout to lay by, which he did; but the next morning the steamer was not in sight, having drifted fast to the eastward. First saw her at mid-day, and lost sight of her at dark. Her hull appeared sound. The wind flew a fresh gale from the northwest during the night, but moderated on the next day, and was nearly calm. The first mate of the brig states that a part of the hurricane-deck forward was standing, and the crew were busily engaged cutting it away and throwing it overboard. The steamer was on the southeast edge of the Gulf Stream, and was drifting out. Capt. Strout judged that they were more safe on board the steamer than those on board his brig. There were about two hundred persons on deck, and when the brig hove in sight they loudly cheered her.
“….By the following account, by an officer of the San Francisco, we are put in possession of the whole history of her voyage and mishaps, from the time of her sailing till she was scuttled and abandoned. When last seen she was on her bean ends, and would go down in less than an hour. Nothing, we man add, was saved from the wreck.
“We conversed last night with Mr. Edward Osier, of Buffalo, one of the Quartermasters of the ship. He assures us that the accounts given by the mate and the other officer are correct. According to the best means he had of judging, about three hundred persons were lost, over one hundred being washed away by a single wave which swept the deck. About one hundred and fifty were taken on board the Antarctic, bound for Liverpool, and about the same number were taken off by the bark Kilby, on the 28th ult., bound to this port. The Kilby being short of provisions, and having only one cask of water on board, would probably make the nearest port. She has not yet been heard from.
“Col. Gates, Major Merchant, Col. Burke, Capt. Judd, Lieutenant Fremont, Lieutenant Loeser, and Lieutenant Van Voast, with all of the ladies, were put on board of the Kilby. Lieuts. C.S. Winder and J.G. Chandler were put on board of the ship Antarctic, bound to Liverpool. Major F.O, Wyse and Lieut. Wm. A. Winder came on the Three Bells.
“Col. J.M. Washington, Major Taylor and wife, Capt. H.B. Field, and Lieutenant Smith, were washed overboard on the first night of the gale.
“The following memorandum has been handed us by one of the officers of the steamer San Francisco, who desires it published for the information of friends:
….Died.
Levi Heath, steerage steward…
Walter Heath, waiter. Both…were from Haverhill, Mass.,…
Charles Sanford, colored, insane, jumped overboard while on board the Three Bells.
William Wilson…waiter.
- Testador…waiter.
Johnson…head waiter.
Arthur Henry, fireman.
Walter Watkins, fireman.
Brooks…waiter,
The barber…washed overboard.
- Duckett…steer. Waiter, washed overboard.
A seaman named Alexander.
“Dissipation on Board…One of the most terrible features of this shocking disaster, was the…dissipation of a portion of the troops, and of the…waiters. While the ship was at the mercy of the waves, many of these individuals…determined since they had given up the idea of escaping, to enjoy themselves before the ship went down. In the confusion that prevailed, the storeroom was left unfastened, and the contents were too tempting to be withstood. They accordingly indulged their appetites without restraint. They partook of preserves, cakes, sweetmeats, dainties of all kinds ad libitum, and then repaired to the spirit room, where they washed down their repasts with copious and undiluted draughts. The effects of this conduct unexpectedly manifested themselves in violent attacks of cramp and diarrhoea. Some of the debauchees died in less than ten hours from the time of seizure; others laid a day or two, while some recovered altogether. We are informed by an officer that nearly sixty individuals perished in this manner, some dying on board the Three Bells, while on her way to this port; others were put on board the Antarctic, so much reduced by diarrhoea as to give but little prospect of recovery.
“Only one seaman was lost. He was knocked from the spanker-boom, and was drowned….
“We learn that she was nearly opposite Cape Hatteras when she was struck by the wind and driven to the northwest. She was soon rendered unmanageable, and drifted before the gale. When she was met by the Three Bells, she was some hundred leagues to the northward, out of her course.
“The number of troops lost, according to Lieut. Winder’s computation, is nearly or quite 160. Four officers were swept off by the wave that cleared the deck of over 100 souls….nothing was saved from the San Francisco – neither provisions nor baggage. When over 250 men had been lost everybody thought himself lucky who escaped with his life. Many of the soldiers brought to this port by the Three Bells are prevented from going on shore for want of apparel.
“The Three Bells is an iron vessel. She is owned by three brothers named Bell, citizens of Glasgow. The rescued soldiers and crew on board are loud in praise of her commander. They unanimously state that no language is adequate to describe the kind and considerate manner in which they were treated, and the readiness manifested to supply their necessities. We asked one of the officers last night about the Captain of the Three Bells. He replied, with feeling emphasis, and his eyes watered as he spoke – ‘He is a gentleman, God bless him – he is a gentleman.’ The Three Bells laid by six days, accomplishing her good work of rescue.
“With these discursive facts, gleaned in haste, but from sources perfectly reliable, we introduce the following digested and authentic statement of one of the officers of the ill-fated vessel:
“Dec. 22, at 9 A.M. – Left our anchorage off at Quarantine, and stood down the Bay, with light breeze from southwest and clear weather.
“Dec. 23 – Continues with light breezes and pleasant weather. At 12:20 P.M., discharged pilot outside the Bar. Latter part of the night, the wind increased and hauled to the westward. Set the fore and aft sails, and, at noon, the square sails. Fag-ends, with fresh breeze from the west and cloudy weather.
“24th – Moderate breeze from west, and cloudy weather. Bent studding sails. Heavy rain towards evening. At 6 P.M., the wind died away to a light baffling breeze; weather very threatening. Took in all sail. Ship going 8½ knots. Temperature of weather 67 [degrees], water 54 [degrees]. At 9 P.M., the wind came out suddenly from N.W., blowing very strong, and the sea making up rapidly. At 10 P.M., the ship broached to, (head to northward.) Set fore-staysail and fore-spencer, when she again fell off before it. Set the foresail, and gave the engineers orders to give her all steam he thought prudent. Ship going 10 knots until 11 P.M., when she again broached to (to the northward), and all endeavors to get her off were of no effect. Blew away fore-staysail. Hauled up the foresail at 12 P.M. Blew away fore-spencer and foresail from the lee yardarm; lashed the head of the spanker to haul out the clew. About this time, ship laboring heavily, knocked up her planking over the after guards. Ordered all the troops forward. Cleared away the after standees, and stowed them forward.
“At 1:15 A.M. the engine stopped; the end of the air-pump piston rod breaking off, and the air-pump bucket consequently adrift. At this time the spanker blew away, thus leaving the ship entirely at the mercy of the waves and wind. From this time the ship labored heavily, laying in the trough of the sea, and every sea striking tremendous blows under the guards, tearing up the planking fore and aft on both sides. At the same time tore away the railing on the upper deck. Hencoops, hay-boxes, barrels, &c, &c., all in a confused mass. All hands employed in clearing decks and lightening ship. The ship now began making water, both donkey pumps were kept running, and the hand-pumps manned. Water gaining, organized the troops into bailing gangs, who passed the water up through the engine-rooms. From this time until daylight things went about the same, the ship laboring very heavy and tearing her guards, although those not employed at bailing were employed in clearing the wreck of all stock, provisions, &c., &c.,
“At 7 P.M. the foremast went over the side, with all attached, breaking about six feet above deck, and splintering to the berth deck. At 9 A.M., shipped a heavy sea amidships, which stripped the starboard paddle-box, carried away starboard after king post, both smoke stacks, all the upper saloon, staving the quarter deck through, and washing overboard a large number of the passengers – one hundred and fifty – including Colonel Washington, Major Taylor and wife, Captain Field, Lieut. Smith, two ladies – names unknown; three civilians, also unknown, and about one hundred and fifty privates. Brooks, a waiter, the barber, and a young man named Duckett (the carpenter’s brother) were killed. Up to this time the water had gained much. The ship was now open in the seams, over the wales, a large part of her quarter-deck stove in, and it was only by the greatest exertions the ship was kept afloat. A gang of soldiers set apart to hold blankets around the shafts to prevent the flowing in of water. Made an attempt to cut away the mizzenmast, but it could not be accomplished on account of the ship’s laboring.
“Dec. 25. – Continues with a heavy gale from the North-west and rough sea; ship laboring heavily and making much water; all pumps going, and bailing continued, — about held our own with the leaks. During the night more moderate. In the morning, got the water down so that the engineers went to work at the air-pumps. Still at work heaving overboard provisions, and to lighten the ship in other ways. About noon, spoke brig Napoleon of Portland, who promised to lay by us. Latter part more moderate.
“Dec. 26 – Continues with a fresh gale from the North-west and high sea. Engineers at work at the air pumps; soldiers bailing, pumping and heaving overboard provisions. During the afternoon the Napoleon was seen picking up our provisions. During the night, weather much the same. In the morning the Napoleon not to be seen by us; latter part more moderate. Employed as before, and at clearing the wreck of the quarter-deck. About noon spoke brig Maria of Liverpool, who had tried to lay by us.
“Dec. 27. – Continues, with a strong gale from the north-west, and heavy sea. Employed at lightening the ship, pumping, bailing, and clearing the wreck. Cut away officers’ rooms and upper deck, and shifted the steering wheel aft on quarter deck. During the night, much the same. Nothing to be seen of the Maria. At 10 o’clock, A.M., started the engine; it worked about ten minutes, and the bucket again gave out. Bent the storm-mizzen. Lost a seaman overboard, named Alexander. Saw a bark hove-to to windward.
“Dec. 28. – Continues the same. Employed as before. Spoke bark Kilbey, bound from New Orleans to Boston, short of provisions, 48 days out, one cask of water on board, who promised to lay by us. During the night, more moderate. Morning – the bark in sight, but a long way off to windward of us. Latter part, quite moderate. Employed at getting in readiness to embark passengers. Johnson, a waiter, died.
“Dec. 29. – Moderate and pleasant. The sea going down quite fast. The bark sent a boat, and Capt. Watkins, of the San Francisco, went on board, and soon returned, and we commenced embarking passengers at about 2:30 P.M. At 3 P.M. ran a hawser to the bark, to which she held on. Before night, succeeded in getting on board the Kilbey onwards of 100 persons, men, women, and children, including Col. Gates and family, Lieut. Loeser and family, Capt. Gardner, Lieut. Murray, Major Merchant and family, Capt. Judd and lady, Lieut. Fremont and family, Mr. G. W. Aspinwall, and Mr. J.L. Graham. Also sent on board a quantity of stores. During the night, the wind increasing, with squally weather. At 10 P.M. the Kilbey let go our hawser.
“Morning. – Nothing to be seen of the Kilbey. Latter part, a gale of wind from southwest, and cloudy. Louis Hestator died (a waiter).
“Dec. 30. – Throughout the day, a strong gale from the southwest, and cloudy weather, with showers of rain. The ship laboring heavily, and striking hard under her guards and beams. Carried away the port after-guard. A large number sick, and many dying daily. Heaving coal overboard.
“Dec. 31. – Continues with a moderate gale from the southwest, and cloudy weather. The soldiers heaving coal overboard. During the night, much the same. At about 2 A.M. made a ship standing to inward. Fired guns throughout the remainder of the night. At 9:30 A.M. was spoken by the British ship Three Bells, of Glasgow, and the Captain promised to lay by us. Latter part of the night employed as above. Wm. Wilson, mate, died.
“Jan. 1. – Throughout the day a strong gale from the northwest, and heavy sea, the ship laboring heavily. Employed heaving over coal, &c. The Three Bells still in company, and occasionally passing close under our lee. Many of the people sick, and dying fast.
“Jan. 2. – Continues with a fresh gale from the north-west, and high sea. The wind more moderate. Built two rafts, cut away the ship’s guards, stopping leaks, &c. Launched one raft, and made it fast. During the night more moderate. At daylight the raft gone. The ship still in company. Latter part much the same. The Three Bells passing quite close under our lee in communication with us. Still a great many sick and dying.
“Jan. 3. – Continues with a moderate gale from the northwest and cloudy weather. At about 1 P.M., the Three Bells’ boat came alongside. Sent Mr. Gretton, second officer, on board to charter the Three Bells to the United States Government, through Major Wyre, the senior United States officer on board. During the night fresh gale from the northwest and cloudy weather, firing our guns during the night. Latter part moderating a little. The Three Bells holding on to the windward. At about 8:30 made another sail running before the wind and apparently steering directly for us. Hoisted our colors, union down. The strange sail shortened sail, and passed close under our stern; spoke to us and asked if we wished to leave the ship – to which Capt. Watkins replied he did. The captain of the Antarctic then told us to be of good cheer, that he would have us all off. He then filled his main-topsail, and shot ahead some three miles.
“Jan. 4. – She wore ship and lowered away two boats. The Three Bells also sent her boat, and we succeeded in embarking some seventy or eighty passengers before night. The Antarctic had her two boats stove just at night. During the night, moderate and pleasant, with a prospect of a fine day. Fired our guns through the night, and our companions burned blue lights. At 7 A.M., commenced embarking our passengers again. Latter part, quite moderate and pleasant. The Three Bells’ long boat out, and she being short of provisions and water, the long boat was much used for transporting water and provisions. Today, the Antarctic was able to lower only one boat for want of oars.
“Jan. 5. – Continues moderate and pleasant. Getting along quite fast and embarking troops and provisions. At sunset had all the passengers, a quantity of provisions and water embarked. During the night continues quite moderate and pleasant. At 7 A.M. commenced again at landing water, provisions, &c., to the Three Bells, also the crew. At 10:30 A.M. all out of the ship excepting Capt. Watkins, Mr. Marshall (Chief Engineer), and myself; we then left, Capt. Watkins being the last. Latter part a gentle breeze from the west and squally weather. Capt. Watkins, Mr. T.L. Schell (Purser), Mr. Barton, 3d officer, and Mr. Mason, 4th officer, with Lieut. Chandler, Lieut. Chas. Winder, Mr. Rankin, and carpenter Washington Duckett, — excepting the above, all the officers of the ship and army returned in the Three Bells.
“The following statement of Lieut. Winder will be read with interest. It…describes with powerful effect the force of that wave which, on the 24th inst., swept the deck, and washed one hundred persons overboard, including some of the principal officers of the ship:
“Ship Three Bells, At Sea, Friday, Jan 6, 1854.
“The steamer San Francisco…sailed from New-York on the 22d of December, with United States troops, bound for California….About 9 o’clock the second day out a gale sprung up, and continued to increase all night. At daylight it was perfectly frightful. During the night – I think about 12 – our engine gave out, and soon our foremast was carried away, which left us at the mercy of the wind and waves. The scene in the cabin during this time was truly distressing. Nearly all had turned out of the state-rooms, despair depicted on the countenances of all. A few of us who occupied the upper cabin left it and went below; and well it was for us, for soon after…I think about 8 o’clock – a sea broke over our starboard wheel-house, and with frightful force dashed against the after-cabin, carrying away all of the cabin and about 150 people, among whom were Col. J.M. Washington, Maj. Geo. Taylor and his wife, Capt. H.B. Field, and Lieut. Smith. 2 or 3 males and females who were unknown to me, and two citizen passengers, Mr. Rankin, out sutler – the other names I have not learned – were swept off but the return wave brought them back.
“I had gone below but a few moments before this terrible crash, and was lying at the foot of the steps at the time. I never experienced such a sensation as when the water came pouring into the cabin, together with the debris of the upper cabin, down upon my head and breast. I was swept across the cabin with terrible force, but after three attempts succeeded in regaining my feet. I supposed that the ship had broken in half, and that we were fast sinking. I followed after some I saw going on deck, and on reaching it my blood ran cold at the sight of the poor fellows struggling among the fragments in the sea; the waves were, to my eyes, frightful, we could render no assistance whatever, and, in fact, expected ourselves that we should go down every minute. With great difficulty we clung to the deck, the sea making a perfect breach over us, and the cold so great that an hour longer must have finished us. Close by me was Major Wyse, his young wife and babe. It was a truly heart-rending sight. The poor child must have been nearly frozen. About this time Mr. Melires, the first officer of the ship, than whom no braver seaman lives, came aft with an axe; this not only surprised me, but greatly raised my hopes. I watched him closely until he approached the only remaining mast. He attempted to cut it away, but the sea ran so high that he was unable to do it. This was the first time I was aware that the ship was not full of water. Soon after this our gallant Commodore Watkins came along. I asked him what our chances were; he replied, ‘Good.’ I then determined to get into the cabin.
“The San Francisco was built by Messrs. W.H. Aspinwall, for the Pacific Mail Steamship Company, and cost $350,000. Her constructor was Mr. William H. Webb, one of the most successful and accomplished shipbuilders in this City, under the immediate inspection of Commodore Kearney and Captain Bell, both officers of the United States Navy, who, from time to time expressed their views and made their suggestions. Captain Skiddy, so long and so favorably known for his nautical skill and practical knowledge, was also employed by the Government to superintend her build. Her model and outward appearance were very beautiful, although somewhat spoiled by guards, which gave her too much the appearance of a sound or river steamer. This was the first Government vessel, we believe, ever built in that manner, which adds so much to the comfort and convenience of passengers in a hot climate, at the same time serving all purposes for which she was originally built….” (New York Times. “Total Loss of the San Francisco. Loss of Over 300 Lives.” 1-14-1854.)
Jan 16, 1854: “The principal destruction of life occurred at 9 o’clock on the morning of Sunday, Dec. 25, when a heavy sea struck the vessel amidships, swept off all her upper works, and carried overboard several United States officers, with their families, and about a hundred soldiers. It is probable that many of them were crushed by the timbers, and were thus killed before being washed overboard, as no cries were heard, and very few persons were seen to struggle in the waves even for a moment.” (New York Times, Jan 16, 1854.)
Feb 15, 1854: New York Times coverage of a Court of Inquiry into the Loss of the San Francisco:
“This inquiry was pursued yesterday morning [14th] at 10 ½ o’clock…
“Mr. Edward Mellus was…called, sworn and examined as follows:
- – Are you the first officer of the San Francisco? A. – Yes.
- – How long have you followed the sea? A. – Twenty years.
- – What was the character of the storm in which the San Francisco was wrecked?
- – The heaviest I have ever seen in the Atlantic.
- – How long was it before she was wrecked in that storm? The storm commenced at
what hour, and she was wrecked at what time?
A.– The storm commenced at 9 o’clock…the ship began to receive damage at midnight.
- — What was that damage?
- – The breaking of the guards and bulwarks, and the sails blowing away.
- – What time did she become disabled?
- – I do not know; the foremast went over the side about daylight; she shipped the sea
between 8 and 9 o’clock in the morning.
- – Would she have weathered the storm…if the engine had not been broken?
- – That is questionable, I think.
- – What was the breaking – what part? A. – The air-pump piston rod.
- – Is that a piece of wrought iron? A. – Yes….
- – Did the vessel, in your judgment, go to sea in a proper and safe condition as respects
her depth in the water?
- – She was deeper than she was intended to be loaded, but nothing too deep to hurt her
under any ordinary gale.
- – If the freight had been taken from the lower steerage could it be stored elsewhere;
for instance, upon deck?
- – In my opinion I think not.
- – In your judgment, were or were not the best arrangements made for quartering the
troops, as the case admitted of, adopted by the Commanding Officer? I mean in
regard to the place where the troops were put upon the upper deck?
- – There was quite a large place taken out for a hospital…
- – There were about 350 men upon the upper deck?
- — I never knew how many there were before the accident, it occurred so soon after
leaving port.
- – Where else could they have gone in that ship?
- – The second cabin might have been given up to them; it contained 120 open berths
and 36 berths in the staterooms.
- – The second cabin held the Camp women and the non-Commissioned Staff?
- – I know they were there, but I cannot say how many of them.
- – Was the lower steerage so occupied with baggage that it could not be used for
quartering the men” A. – Yes, entirely filled.
- – And you think there was no other place in which that baggage could be removed to?
- – No, we had to put out of bulk 500 barrels of Quarter Master’s stores to make room
for that baggage.
- – For the voyage you were going on, which was the best place in your judgment to
quarter the men; in the lower steerage if you had the use of it for that purpose, or
upon the upper deck in standees as they were?
- – For a greater portion of the time upon the deck; for a few days after leaving our
coast, and for a few days after we had reached the Southward of the Straits of
Magellan, down below.
- – Could you not have stowed that ship in such a way as to have put every soldier and
camp woman below decks? A. – No sir, not with what we had in her.
- – How were they sheltered?
- – They had a deck over them; about half the length of the ship, was built up to that
deck; the other half canvassed from the bulwarks up; the bulwarks were all around
the ship; the canvass was about 3 ½ feet in height.
- – Did the officers of the ship receive proper aid when needed and called for from the
troops?
A.– Yes Sir, always, everything was done that we asked except the last request that I
made to heave coal overboard; then Major Wyse said that he supposed that had
made the men sick; there was a good deal of sickness then, and the men were worn
down.
“Cross-examined by Colonel Gates:
- – At the time when the transfer began, were people on the steamer to all appearance as
safe as upon the Kilby?
- – I considered them perfectly safe at all times, except those who were sick….
“Gen. Stanton….The ship San Francisco made, previous to her sailing on this voyage, several trial trips down the Bay – were they of a satisfactory character to the officers of the ship? A. – The last one was.
Gen. Stanton – Just previous to sailing” A. Yes.
- – Had the steamer sufficient power for a seagoing steamer?
- – An abundance; we thought she would be the fastest ship in the world, and had every reason to believe it.
(New York Times. “The San Francisco Disaster. Court of Inquiry….” 2-15-1854.)
Sources
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[1] Berman incorrectly states that the San Francisco went down off the coast of California.
[2] We speculate that this is a reference to the approximately 150 people washed overboard by huge sea on Dec. 24.
[3] The NYT report of Jan 14, 1854, quoted herein, states that the San Francisco “was nearly opposite Cape Hatteras [NC] when she was struck by the wind and driven to the northwest.”
