20th Century

— 12,670  U.S. Bureau of the Census. Mortality Statistics 1907. 1909, pp. 35 and 94.

15 registration states: CA/CO/CT/IN/ME/MD/MA/MI/NH/NJ/NY/PA/RI/SD/VT; some cities in non-registration states.

Summary of State and Local Breakouts from below:

 Alabama, Mobile        (    19) U.S. Bureau of the Census. Mortality Statistics 1907. 1909, p. 312.

California                  (  545)             “

Colorado                     (  400)             “

Connecticut                (  209)             “

Delaware, Wilmington (  44)             “

District of Columbia   (  111)             “

Florida      (2 cities     (    83) Jacksonville/59 and Key West/24. Census. Mortality Statistics. 314.

Georgia     (2 cities)    (  164) Atlanta/110 and Savannah/54. Census. Mortality Statistics 1907. 314.

Illinois      (8 cities)    (  438) Chicago especially/372. Census. Mortality Statistics 1907. P. 314.

Indiana                                    (  948) U.S. Bureau of the Census. Mortality Statistics 1907. 1909, p. 312.

Kansas     (2 cities)     (    23)             “

Kentucky (4 cities)     (  225)   Louisville esp./156. Census. Mortality Statistics 1907. P. 314.

Louisiana (New Orleans)(  177) U.S. Bureau of the Census. Mortality Statistics 1907. 1909, p. 314.

Maine                          (  127) U.S. Bureau of the Census. Mortality Statistics 1907. 1909, p. 312.

Maryland                    (  520) Baltimore especially/232. Census. Mortality Statistics 1907. p316.

Massachusetts             (  398) U.S. Bureau of the Census. Mortality Statistics 1907. 1909, p. 312.

Michigan                    (  594)             “

Minnesota (5 cities)    (  145) Minneapolis/St. Paul esp./110. Census. Mortality Statistics 1907. 318

Missouri    (3 cities)    (  119) St. Louis esp./108.       Census. Mortality Statistics 1907. p. 318.

Nebraska   (2 cities)   (    46) Lincoln/16, Omaha/30.          “

New Hampshire          (    52)                                                 “    p. 312.

New Jersey                 (  424) Newark/Trenton esp./71 each.“    pp. 312 and 320.

New York.                  (1,702) NYC esp./740  Census. Mortality Statistics 1907. pp. 312, 320.

North Carolina (2 cities) (   30)                                                “          Page 320.

Ohio        (20 cities)   (   523)  Esp. Cincinnati/161, Cleveland/90, Toledo/60, Columbus/57. 322.

Oregon, Portland        (     37)  US Bureau of the Census. Mortality Statistics 1907. 1909, p. 322.

Pennsylvania              (3,538)  Esp. Philly/890, Pittsburgh/502, Allegheny/143, Scranton/92. 312

Rhode Island               (     55)  US Bureau of the Census. Mortality Statistics 1907. 1909, p. 312.

So. Carolina, Charleston ( 29)                        “                      “                                              p. 324.

South Dakota              (     92)                        “                      “                                              p. 312.

Tennessee (2 cities)    (   137)  Memphis/50, Nashville/87. Census. Mortality Statistics 1907. 324

Texas        (2 cities)    (     58)  Galveston/15, San Antonio/43. Census. Mortality Statistics 1907. P.324.

Utah, Salt Lake City   (     58)  US Bureau of the Census. Mortality Statistics 1907. 1909, p. 324.

Vermont                      (     38)                        “                                  “                                  p. 312.

Virginia       (5 cities) (   149)  Alexandria/10, Lynchburg/24, Norfolk/55, Richmond/46, Petersburg/12

Washington (3 cities) (   161)  Seattle/90, Spokane/43, Tacoma/28. Census. Mortality Statistics 1907. 324.

West Virg., Wheeling (     44) U.S. Bureau of the Census. Mortality Statistics 1907. 1909, p. 324.

Wisconsin (7 cities)    (   111)            “                                  “                                              p. 326.

 

 

Breakout of 1907 Census-recorded Typhoid Fever Deaths by State and Locality

 

—     19  Alabama, Mobile.     U.S. Bureau of the Census. Mortality Statistics 1907. 1909, p. 312.

 

—   545  California.                 U.S. Bureau of the Census. Mortality Statistics 1907. 1909, p. 312.

—    8  Alameda

—    8  Berkeley

—  10  Fresno

—  56  Los Angeles

—  44  Oakland

—    1  Pasadena

—  24  Sacramento

—    7  San Diego

–119  San Francisco

—    8  San Jose

—    5  Stockton

 

—   400  Colorado.                  U.S. Bureau of the Census. Mortality Statistics 1907. 1909, p. 312.

–103  Denver

—  18  Pueblo

 

—   209  Connecticut.              U.S. Bureau of the Census. Mortality Statistics 1907. 1909, p. 312.

–12  Bridgeport

–18  Hartford

–37  New Haven

–10  Norwalk

–16  Waterbury

 

—     44  Delaware, Wilmington. U.S. Bureau of the Census. Mortality Statistics 1907. 1909, 312.

 

—   111  District of Columbia U.S. Bureau of the Census. Mortality Statistics 1907. 1909, p. 314.

 

—     59  Florida, Jacksonville U.S. Bureau of the Census. Mortality Statistics 1907. 1909, p. 314.

—     24       “       Key West.   U.S. Bureau of the Census. Mortality Statistics 1907. 1909, p. 314.

 

—   110  Georgia, Atlanta.      U.S. Bureau of the Census. Mortality Statistics 1907. 1909, p. 314.

—     54        “       Savannah.   U.S. Bureau of the Census. Mortality Statistics 1907. 1909, p. 314.

 

—   438  Illinois (eight cities). U.S. Bureau of the Census. Mortality Statistics 1907. 1909, p. 314.

—    5  Aurora

—    8  Belleville

–372  Chicago

—    3  Decatur

—    5  Jacksonville

—    3  Ottawa

—    8  Quincy

—  34  Springfield

 

—   948  Indiana.                     U.S. Bureau of the Census. Mortality Statistics 1907. 1909, p. 312.

–23  Evansville

–17  Fort Wayne

–15  Hammond

–67  Indianapolis

–10  Jeffersonville

–28  New Albany

–26  Terre Haute

 

—     23  Kansas (two cities)   U.S. Bureau of the Census. Mortality Statistics 1907. 1909, p.314.

—  7  Leavenworth

–16  Wichita

 

—   225  Kentucky (four cities) U.S. Bureau of the Census. Mortality Statistics 1907. 1909, p. 314

—  27  Covington.

–156  Louisville.

—  23  Newport.

—  19  Paducah.

 

—   177  Louisiana, New Orleans.  US Census Bureau. Mortality Statistics 1907. 1909, p. 314.

 

—   127  Maine                         U.S. Bureau of the Census. Mortality Statistics 1907. 1909, p. 312.

–11  Portland              Page 316.

 

—   525  Maryland                   Rohrer. “MD’s An. Typhoid Prob.” MD Med. Jour., 55/3, Mar 1912, p59.^[1]

—   520         “                          U.S. Bureau of the Census. Mortality Statistics 1907. 1909, p. 312.

—    1  Annapolis         Page 316.

–230  Baltimore         Rohrer. “MD’s Annual Typhoid Prob.” MD Med. Jour., 55/3, Mar 1912.

—  30  Cumberland     Page 316.

—    4  Frederick          Page 316.

—    8  Hagerstown      Page 316.

 

—   398  Massachusetts.          U.S. Bureau of the Census. Mortality Statistics 1907. 1909, p. 312.

–64  Boston                Page 316.

–19  Fall River           Page 316.

–23  Lawrence            Page 316.

–11  Lowell                Page 316.

–14  Lynn                   Page 316.

–11  New Bedford      Page 316.

–12  Somerville         Page 316.

–23  Springfield         Page 316.

–19  Worcester           Page 318.

 

—   594  Michigan.                  U.S. Bureau of the Census. Mortality Statistics 1907. 1909, p. 312.

—  17  Bay City                       “          page 318.

–104  Detroit                          “          “

—  27  Escanaba                      “          “

—  33  Grand Rapids               “          “

 

—   145  Minnesota (5 cities)  U.S. Bureau of the Census. Mortality Statistics 1907. 1909, p. 318.

–29  Duluth.                           “

—  4  Mankato.                         “

–74  Minneapolis.                              “

–36  St. Paul.                          “

—  2  Winona.                          “

 

—   199  Missouri (3 cities)     US Bureau of the Census. Mortality Statistics 1907. 1909, p. 318.

—  74  Kansas City.                 “

—  17  St. Joseph.                    “

–108  St. Louis.                      “

 

—     16  Nebraska, Lincoln.    U.S. Bureau of the Census. Mortality Statistics 1907. 1909, p. 318.

—     30        “         Omaha.                 “

 

—     52  New Hampshire.       U.S. Bureau of the Census. Mortality Statistics 1907. 1909, p. 312.

 

—   424  New Jersey.               U.S. Bureau of the Census. Mortality Statistics 1907. 1909, p. 312.

–11  Atlantic City                  “          Page 318.

–19  Camden                          “                      “

–18  Hoboken                         “                      “

–34  Jersey City                     “                      “

–71  Newark                           “          Page 320.

–13  Paterson                         “                      “

–71  Trenton                           “                      “

 

–1,702  New York.                 U.S. Bureau of the Census. Mortality Statistics 1907. 1909, p. 312.

—  21  Albany                          “          Page 320.

–113  Buffalo                         “                      “

—  21  Cohoes                         “                      “

—  10  Corning                        “                      “

—  12  Dunkirk                                    “                      “

—  11  Elmira                          “                      “

—  10  Mt. Vernon                   “                      “

–740  New York City             “                      “

—  48  Bronx               “                      “

–275  Brooklyn          “                      “

–369  Manhattan        “                      “

—  36  Queens             “                      “

—  12  Richmond         “                      “

—  10  Newburg                       “                      “

—  37  Niagara Falls                “                      “

—  14  Oswego                        “                      “

—  30  Poughkeepsie               “                      “

—  31  Rochester                     “                      “

—  19  Syracuse                       “                      “

—  21  Troy                              “                      “

—  13  Utica                             “                      “

—  12  Watertown                   “                      “

 

—     30  North Carolina (2 cities)       “                      “

–19  Raleigh.              U.S. Bureau of the Census. Mortality Statistics 1907. 1909, p. 320.

–11  Wilmington.                   “

 

—   523  Ohio                          US Census Bureau. Mortality Statistics 1907. 1909, pp. 320, 322.

—    3 “   Ashtabula.                “          Page 320.

—    7 “   Bellaire.                    “                      “

—  26 “   Canton.                     “                      “

—  10 “   Chillicothe.              “                      “

–161 “   Cincinnati.                “                      “

—  90 “   Cleveland.                “          Page 322.

—  57 “   Columbus.                “                      “

—  34 “   Dayton.                     “                      “

—    6 “   Findlay.                    “                      “

—    9 “   Hamilton.                 “                      “

—  13 “   Ironton.                     “                      “

—    9 “   Lima.                        “                      “

—    5 “   Marietta.                   “                      “

—    1 “   Middletown.             “                      “

—    4 “   Newark.                    “                      “

—  19 “   Portsmouth.              “                      “

—    2 “   Tiffin.                       “                      “

—  60 “   Toledo.                     “                      “

—  25 “   Youngstown.             “                      “

 

—     37  Oregon, Portland.      U.S. Bureau of the Census. Mortality Statistics 1907. 1909, p. 322.

 

–3,538  Pennsylvania.                        U.S. Bureau of the Census. Mortality Statistics 1907. 1909, p. 312.

–143  Allegheny.                    “          Page 322.

—  22  Allentown                    “                      “

—  28  Altoona                        “                      “

—  29  Braddock                      “                      “

—  48  Erie                               “                      “

—  28  Harrisburg                    “                      “

—  35  Johnstown                    “                      “

—  43  McKeesport                 “                      “

—  28  Newcastle                     “                      “

–890  Philadelphia.                “                      “

–502  Pittsburgh.                    “                      “

—  43  Reading                                    “                      “

—  92  Scranton.                      “                      “

—  28  Wilkes Barre                “                      “

 

—     55  Rhode Island.            U.S. Bureau of the Census. Mortality Statistics 1907. 1909, p. 312.

 

—     29  SC, Charleston.                     “          Page 324.

 

—     92  South Dakota.                       “          Page 312.

 

—     58  Tenn., Memphis.                   “          Page 324.

—     87      “      Nashville.                  “                      “

 

—     15  Texas, Galveston.                 “                      “

—     43      “      San Antonio.             “                      “

 

—     58  Utah, Salt Lake City.            “                      “

 

—     38  Vermont.                               “          Page 312.

 

—   149  Virginia                     U.S. Bureau of the Census. Mortality Statistics 1907. 1909, p. 324.

–10  Alexandria                     “                                  “

–24  Lynchburg                      “                                  “

–55  Norfolk                           “                                  “

–12  Petersburg.                     “                                  “

–46  Richmond.                      “                                  “

 

—   161  Washington               U.S. Bureau of the Census. Mortality Statistics 1907. 1909, p. 324.

–90  Seattle                            “                                  “

–43  Spokane                          “                                  “

–28  Tacoma                          “                                  “

 

—     44  WV, Wheeling.         U.S. Bureau of the Census. Mortality Statistics 1907. 1909, p. 324.

 

—   111  Wisconsin                 U.S. Bureau of the Census. Mortality Statistics 1907. 1909, p. 326.

—  2  Beloit                             “                                  “

—  2  Eau Claire                      “                                  “

—  6  Green Bay                      “                                  “

—  2  Madison                         “                                  “

–83  Milwaukee                     “                                  “

–10  Superior                         “          `                       “

 

Narrative Information

 

Census Bureau: “There were 12,670 deaths from typhoid fever in the registration area during the year 1907, a decrease of 490 from the number shown for the preceding year (13,160).  The death rate for 1907 from this disease was 30.3 per 100,000 of population as compared with 32.1 for 1906….

 

“The mortality of the United States from typhoid fever is much higher than that of the United Kingdom, Germany, Sweden, Switzerland, and a number of other European countries, and should be subject to marked decrease in future years, when greater attention shall be paid to the removal of the causes contributing to typhoid infection….

 

“…typhoid fever is more fatal in small town than in large cities.

 

“The registration area as a whole and each of its subdivisions, except registration cities in other states, had a decreased rate from typhoid fever for 1907 as compared with the preceding year.  This was true also of all of the registration states except Colorado, New Jersey, and New York.  The death rates from this disease for any of the past five years were lowest in 1907 in Vermont (10.8), Rhode Island (11), New Hampshire (11.9), Massachusetts (12.9), Maine (17.7), Michigan (22.7), and Indiana (34.6).  Only 2 states, Colorado (63.7) and Pennsylvania (50.3), showed death rates over the limit chosen for this disease (50).

 

“Among the cities of over 100,000 of population 7 showed death rates of 50 or over per 100,000 of population from typhoid fever for 1907.  These, in order of mortality, were Pittsburg, Pa. (130.8); Allegheny, Pa. (96.9); Scranton, Pa. (75.8); Louisville, Ky. (67.9); Denver, Colo. (67.1); Philadelphia, Pa. (60.7); and New Orleans, La. (55.5).  In the following cities the death rates from typhoid fever were higher for 1907 than for any other of the five years shown:  Scranton, Pa. (75.8); Louisville, Ky. (67.9); New Orleans, La. (55.5); Baltimore, Md. (41.3); Detroit, Mich. (28.3); Newark, N.J. (24); New York, N.Y. (17.5); and St. Joseph, Mo. (14.1).

 

“In 7 cities the death rate from typhoid fever was lower for 1907 than for any other of he years shown.  These cities were as follows: Providence, R.I. (8.2); Boston, Mass. (10.5); Jersey City, N.J. (14); St. Louis, Mo. (16.3); Indianapolis, Ind. (29.4), Washington, D.C. (35.5); and Allegheny, Pa. (96.9)….

 

“The case and death rates for typhoid fever in the District of Columbia in 1907 were lower than those recorded for any previous year. The improvement in the typhoid fever situation within certain limits should go on from year to year.  The price of such improvement, however, will be well directed and unceasing efforts on the part of the local authorities, with the cooperation of the medical profession.  The water must remain of good quality,^[2] the market milk must be improved, and a greater regard must be had for the contagious nature of the disease.”  (35-36.)

 

“The question naturally arises, ‘Why is the typhoid death rate so much lower in western Europe than in the United States?’ There are many reasons for it.  Surface waters used without filtration are less frequent abroad.  In Germany, for instance, the filtration of surface waters is required by law, and rigid restrictions are in force as to the efficiency necessary to be obtained by the filters.  Probably, too, less water is used as a beverage.  In Europe milk is more often boiled before using, and oysters are not as much eaten as with us.  Better water and safer milk having materially reduced the disease, the secondary causes, such as contagion and carriage by flies, decrease as a matter of course… (p. 37.)

 

“The very large number of municipalities in which typhoid fever is continuously or nearly continuously prevalent with high mortality is clearly indicated…[in table on p. 38].  The highest death rates for the year 1907 among the cities of this group were those of Escanaba, Mich. (220.2); Sharon, Pa. (195.5); Jacksonville, Fla. (155.1); Cumberland, Md. (148.5); and Braddock, Pa. (146.4)….” (Census Bureau, 1909, p. 37.)

 

Abbot on Typhoid in Philadelphia in 1907: “In typhoid fever there is a marked decrease of 2,809 in the number of cases reported; this decrease I attribute to a greater area of the City receiving filtered water.” (Abbott, A.C., MD. “Annual Report of the Division of Contagious Diseases for the Year 1907.” Philadelphia, January 1, 1908. Page 115 in City of Philadelphia.)

 

 

On Typhoid Fever

 

CDC: “Typhoid fever and paratyphoid fever are life-threatening illnesses caused by Salmonella serotype Typhi and Salmonella serotype Paratyphi, respectively. Most people in the United States with typhoid fever or paratyphoid fever become infected while traveling abroad, most often to countries where these diseases are common….” (Centers for Disease Control and Prevention. Typhoid Fever and Paratyphoid Fever. Page last reviewed 8-22-2018.)

 

McCarthy: “Typhoid is a virulent micro-organism that attacks the intestinal tract. It can be contracted by hand to hand contact or contaminated food, but in most cases the disease spreads when the excreta of an ill person get into the water supply. The disease is hard-hitting: patients usually experience vomiting and diarrhea that can cause serious dehydration, which in turn can lead to seizures and comas. Fevers as high as 106 degrees also contribute to the complications that in severe cases are fatal. Children were considered more susceptible, but it was by no means only a childhood disease….” (McCarthy, Michael P. Typhoid and the Politics of Public Health in Nineteenth-Century Philadelphia. Philadelphia: American Philosophical Society, 1987.)

 

NY State Dept. of Health: “Typhoid fever is a bacterial infection of the intestinal tract (bowels/gut) and occasionally the bloodstream caused by the Salmonella Typhi bacteria. This strain of bacteria lives only in humans….People with typhoid fever carry the bacteria in their bloodstream and intestinal tract (bowels/gut). In addition, a small number of people, called carriers, recover from typhoid fever but continue to carry the bacteria. Both ill persons and carriers shed Salmonella Typhi in their feces (poop). You can get typhoid fever if you eat food or drink beverages that have been handled by a person who is shedding Salmonella Typhi or if sewage contaminated with Salmonella Typhi bacteria gets into the water you use for drinking or washing food. Therefore, typhoid fever is more common in areas of the world where hand-washing is less frequent and water is more likely to be contaminated with sewage….

 

“Symptoms may be mild or severe and may include fever, headache, constipation or diarrhea (loose stool/poop), rose-colored spots on the trunk of the body, and an enlarged spleen and liver. It is common for symptoms to go away and then appear again. Death occurs in less than 1 percent of those who get antibiotic treatment. Symptoms generally appear one to two weeks after exposure to the bacteria….

 

“Typhoid fever is treated with antibiotics. Resistance to multiple antibiotics is increasing among the Salmonella bacteria that cause typhoid fever, complicating treatment of infections. People who do not get treatment may continue to have fever for weeks or months, and as many as 20% may die from complications of the infection.

 

“Most infected people may return to work or school when they have recovered, if they carefully wash hands after using the toilet. Children in daycare and health care workers must obtain the approval of the local or state health department before returning to their routine activities. Food handlers may not return to work until three consecutive negative stool cultures are confirmed….

 

“People can be reinfected if they come into contact with the bacteria again….

 

“A vaccine is available for people traveling to developing countries where significant exposure may occur. For more information about vaccination, speak to your health care provider. It is equally important to pay strict attention to food and water precautions while traveling to countries where typhoid is common. When drinking water in a developing country, you should buy it in a sealed bottle, boil it, or chemically treat it. When eating foods, avoid raw fruits and vegetables that cannot be peeled and washed, undercooked foods, and foods from street vendors. Additionally, food handlers may not work while sick with typhoid.” (New York State Department of Health. “Typhoid Fever,” Sep 2017 last review.)

 

Sources

 

Centers for Disease Control and Prevention. Typhoid Fever and Paratyphoid Fever. Page last reviewed 8-22-2018. Accessed 8-7-2019 at: https://www.cdc.gov/typhoid-fever/index.html

 

City of Philadelphia. First Annual Message of John E. Reyburn, Mayor of the City of Philadelphia with the Annual Reports of the Departments of Public Health and Charities, Supplies, Public Education, Law, City Controller, City Treasurer, Commissioners of the Sinking Funds, Receiver of Taxes, and Board of Revision of Taxes for the Year Ending December 31, 1907 (Vol. III). Philadelphia: Dunlap Printing Co., 1908. Google digitized. Assessed 12-5-2012: http://books.google.com/books?id=0ihNAAAAMAAJ&printsec=frontcover#v=onepage&q&f=false

 

Lumsden. L. L. “Report on an Outbreak of Typhoid Fever at Omaha, Nebr. – (1909-1910).” Hygienic Laboratory Bulletin No. 72, November 1910. U.S. Treasury Department, Public Health and Marine-Hospital Service of the United States. Washington: GPO, 1910. Accessed 12-24-2019 at: https://books.google.com/books?id=ECdDAAAAYAAJ&ppis=_c&printsec=frontcover#v=onepage&q&f=false

 

McCarthy, Michael P. Typhoid and the Politics of Public Health in Nineteenth-Century Philadelphia. Philadelphia: American Philosophical Society, 1987. Partially Google digitized at:

http://books.google.com/books?id=GAuEpdBXH3QC&printsec=frontcover#v=onepage&q&f=false

 

New York State Department of Health. Thirty-Eighth Annual Report of the State Department of Health of New York For the Year Ending December 31, 1917 (Vol. 1). Albany: J. B. Lyon Co., 1918. Google preview accessed 6-3-2018 at: https://books.google.com/books?id=XE49AQAAMAAJ&printsec=frontcover#v=onepage&q&f=false

 

New York State Department of Health. “Typhoid Fever,” Sep 2017 last review. Accessed 6-26-2018 at: https://www.health.ny.gov/diseases/communicable/typhoid_fever/fact_sheet.htm

 

Rohrer, C. C. G., M.D. “MD’s Annual Typhoid Problem.” Maryland Medical Journal, Vol. LV, No. 3, March 1912. Accessed 12-24-2019 at: https://books.google.com/books?id=VY9FAAAAYAAJ&ppis=_c&printsec=frontcover#v=onepage&q&f=false

 

United States Bureau of the Census, Department of Commerce and Labor. Mortality Statistics 1907 (Eighth Annual Report). DC: GPO, 1909. Google digitized at: http://books.google.com/books?id=THe3AAAAIAAJ&printsec=frontcover#v=onepage&q&f=false

 

 

[1] Cites: Dr. James Bosley, Health Commissioner of the city of Baltimore.

[2] A sand filtration system had been put in the year before.

–13-16 Blanchard estimated death-toll.*

–15-20 Kemper Herald, Scooba, MS. “Boat Explosion Kills Many.” 12-27-1906, p. 1.
–13-17 Blanchard listing of fatalities identified in sources cited herein.
— 16 Biloxi Daily Herald, MS. “Sixteen Killed in River Disaster.” 12-20-1906, p. 1.
— 16 Insurance Engineering, “Recent Boiler Explosions,” Vol. 13, No. 2, Feb 1907, p. 169.
–10-16 Washington Post. “Steamer Blows Up.” December 20, 1906, p. 1.
— 14 Breckenridge News, Cloverport, KY. “River Boat Wrecked.” 12-26-1906, p. 4, col. 1.
— 14 Galveston Daily News, TX. “The Scovell Explosion.” 12-21-1906, p. 4.
— 13 American Marine Engineer. “News’ Brevities.” Vol. II. No. 1, Jan 1907, p. 21.
— 13 Bryan Morning Eagle, TX. “May Never Be Known.” 12-23-1906, p. 3.
— 12 Berman, Bruce D. Encyclopedia of American Shipwrecks. 1972, p. 196.
— 12 Morning Oregonian, Portland. “Explosion Tears Steamer to Bits.” 12-20-1906, p. 2.
— 10 U.S. Steamboat Inspection Service. Annual Report 1907, p. 13.
— 10 Way’s Packet Directory, 1848-1994…Steamboats…MS River System. 1994, 477-478.

* Blanchard estimated death-toll. We employ a range of deaths in that there is no consensus on an exact number of deaths — not surprising in that from the beginning of reporting it was said that an exact death-toll would never be known, in that the boat roster and passenger manifest were destroyed and it is was not known exactly how many people were onboard.

Our own attempt to compile a listing of fatalities from sources cited herein comes to a range of 13 to 17, with the difference explained by one source noting four definite fatalities of black deck hands, while another source wrote that there were eight to nine unidentified black deck hand deaths.

In that the low-end of our range from our listing is thirteen, and in that a number of sources note thirteen or more deaths, we note thirteen as the low-end of our estimated death-toll range.

We note sixteen as the high-end of our estimated death-toll, even though the high-end of our attempt to create a fatality listing is seventeen, because sixteen is the highest number of deaths reported by our sources, with the exception of the Kemper Herald of Scooba, MS of Dec. 27, which noted a range of death of 15-20.

Narrative Information

Insurance Engineering: Sixteen dead, 10 injured. (“Recent Boiler Explosions,” Vol. 13, No. 2, Feb 1907, p. 169.)

U.S. Steamboat Inspection Service: “…the explosion of the boilers of the steamer W.T. Scovell at Vicksburg, Miss., [resulted] in the loss of 10 lives…” (Annual Report 1907, p. 13.)

Way: “W. T. Scovell. Stw p wh b [Sternwheel packet, wood hull, built] Jeffersonville, Ind…. 1895….She exploded her boiler Dec. 20, 1906, with loss of ten lives….Accident happened at Gold Dust Landing, LA.” (Way’s Packet Directory, 1848-1994…Steamboats…MS River System. 1994, 477-478.)

Newspaper

Dec 19: “Vicksburg, Miss., Dec. 19. — One of the most disastrous accidents in the history of the Mississippi River occurred at 10 minutes past 11 o’clock this morning, when the steamer W. T. Scovell, plying in the Vicksburg and Davis Bend trade, was destroyed by the explosion of her boiler. Owing to the large number of her boiler…. officers of the boat who arrived here to-night state that no less than ten nor more than sixteen were killed. The probabilities are that a like number were injured….

The accident occurred at Gold Dust Landing about seventeen miles south of Vicksburg. The Scovell was at the landing taking on freight, when suddenly a terrific explosion occurred and the boat was blown practically to atoms. Many of the timbers of the boat were thrown hundreds of yards and come of those aboard were blown almost as far. The pilot house and front part of the cabin were blown to splinters, and some parts of the boat were so badly damaged that she began to sink immediately. When the Scovell left here late this afternoon she was listing to heavily and her cargo of a thousand sacks of cotton seed and fifty bales of cotton will be lost….

The story of the accident, as told by J. I. Bruce, the engineer of the boat, is as follows:

We were lying at Gold Dust Landing this morning taking on a cargo, when I noticed a small quantity of water coming through the boiler. I suspected that something was wrong, and proceeded to make an examination. About this time the Scovell broke her head lines and drifted, so that I did not have time to make a thorough examination. As soon as I got her back to the bank I crawled on top of the boiler and proceeded with the investigation I had just got down from the boiler when the explosion occurred….

“It is said the accident was caused by a defective boiler plate….” (Washington Post. “Steamer Blows Up.” December 20, 1906, p. 1.)

Dec 20: “Disaster on Mississippi. Majority of the Victims Negroes and the Exact Number of Dead May Never Be Known – Of the List of Passengers and Crew One-Half Are Missing.

“Vicksburg, Miss., Dec. 20. – The steamer W. T. Scovell, plying in the Vicksburg and Davis Bend trade, was destroyed by a boiler explosion. On account of the large number of negroes on board it I impossible to ascertain the actual number of dead and injured….

“The number of dead and injured negroes can not be stated at this time, but of a crew and passenger list of about 50, about half are missing. The negro dead were cared for at the place where the accident occurred, as were some of the injured. About five of the injured negroes were brought to Vicksburg on the steamer Senator Cordill, with the white dead and injured.

“The white dead are as follows: Captain John Quackenboss, master of the boat, Vicksburg, Miss.: Clerk Wade Quackenbush, Vicksburg, Miss.; Lavell Yerger, cottonseed salesman, Jackson, Miss.; Clerk Joseph Smith [Schmitt], Yazoo City, Miss.” (Daily Crescent-News, Defiance, OH. “River Boat Destroyed.” 12-20-1906, p. 1, col. 5.)

Dec 20: “New Orleans, La., Dec. 20. – Specials from Vicksburg tonight still place the dead and missing from the explosion on the steamer W. T. Scovell at fourteen. The first accounts showing the probable fate of those missing, including the captain and his son, were given by Charles McKenna, one of the Scovell’s passengers, today after he had been revived from the semi-conscious state produced by his burns and injuries. McKenna says that those missing were probably scalded to death or drowned, being carried down with the boat and that he believes also that some of them were killed outright by he fierce explosion, It is thought that many of the missing bodies will be found in the steame4r’s cabin, which is now under water. A large party will leave here tomorrow morning with the necessary tackle to raise this part of the steamer….It is feared, however, that not all the missing will be found in the sunken boat. The fact that Capt. Quackenboss’ coat was found floating about 200 yards from thee scene of the explosion makes it appear that some of those on board were blown into the river.” (Galveston Daily News, TX. “The Scovell Explosion.” 12-21-1906, p. 4.)

Dec 21: “Vicksburg, Miss., Dec. 21. – The list of those who are known to have been killed in the wreck of the steamer W. T Scovell has reached thirteen. It is learned that in addition to those already mentioned as dead, the following are also: Mack Clark, negro porter; his son, John Clark; William Hall, negro; two roustabouts and four negroes, deck passengers, whose names are unknown.

“It is probable that it will never be known how many people were killed and injured in the explosion. It is believed that the crew register and the passenger list were destroyed in the explosion. A number of negroes were blown into the river and their bodies sunk. Others were taken into the country, and those who were able to walk made their homes among the negroes in the Gold Dust landing and vicinity….

“The boiler was blown about 200 feet from the boat and landed in an old field. The overcoat of Captain Quackenboss, the master of the boat, was blown several hundred feet inland, and lodged in a tree. It has no blood stains on it, and it is believed that Captain Quackenboss was not wearing it when the accident occurred….The force of he explosion was so great that the heavy iron safe of the Scovell was blown out on the bank.” (Bryan Morning Eagle, TX. “May Never Be Known.” 12-23-1906, p. 3.)

Dec 27: “…The news of the explosion first reached this city [Vicksburg] by telephone to A. G. Russell, who heard of the steamer blowing up from Ashwood Landing [MS]. Mr. Russell telephoned to Ashwood, and there John G. O’Kelly, a prominent citizen, said that he had seen cotton floating down the river and he would send a man on horseback at once to Gold Dust landing, which was eight miles away.

“Gold Dust gin is twenty miles south of Vicksburg, on the Louisiana side of the Mississippi river. The Scovell left here in her trip to Davis Bend and was returning when the accident occurred….
(Kemper Herald, Scooba, MS. “Boat Explosion Kills Many.” 12-27-1906, p. 1.)

Listing of Fatalities Noted By Sources Cited Herein

1. Clark, John Son of porter Mack Clark
2. Clark, Mack Porter
3. Hall, William Black man not identified as passenger or crew
4. Quackenbush, John Captain of the W.T. Scovell; from Vicksburg, MS
5. Quackenbush, Wade Clerk of the boat and son of Capt.; from Vicksburg, MS
6. Schmitt, Joseph Clerk; from Yazoo City, MS
7. Yerger, Lavell Passenger; cottonseed salesman from Jackson, MS
8. Unnamed roustabout #1 of 2.
9. Unnamed roustabout #2 of 2.
10. Unnamed black deck passenger #1 of 4.
11. Unnamed black deck passenger #2 of 4.
12. Unnamed black deck passenger #3 of 4.
13. Unnamed black deck passenger #4 of 4.
14. Unnamed black deck passenger #5 of 8 or 9.
15. Unnamed black deck passenger #6 of 8 or 9.
16. Unnamed black deck passenger #7 of 8 or 9.
17. Unnamed black deck passenger #8 of 8 or 9.

Sources

American Marine Engineer. “News’ Brevities.” V.2, N.1, Jan 1907, p. 21. Accessed 11-5-2020 at: https://www.google.com/books/edition/The_American_Marine_Engineer/Kv1YAAAAYAAJ?hl=en&gbpv=1&bsq=scovell

Berman, Bruce D. Encyclopedia of American Shipwrecks. Boston: Mariners Press Inc., 1972.

Biloxi Daily Herald, MS. “Sixteen Killed in River Disaster.” 12-20-1906, p. 1. Accessed 11-5-2020 at: https://newspaperarchive.com/biloxi-daily-herald-dec-20-1906-p-1/

Breckenridge News, Cloverport, KY. “River Boat Wrecked.” 12-26-1906, p. 4, col. 1. Accessed 11-6-2020 at: https://newspaperarchive.com/cloverport-breckenridge-news-dec-26-1906-p-4/

Bryan Morning Eagle, TX. “May Never Be Known.” 12-23-1906, p. 3. Accessed 11-5-2020 at: https://newspaperarchive.com/bryan-morning-eagle-dec-23-1906-p-3/

Daily Crescent-News, Defiance, OH. “River Boat Destroyed.” 12-20-1906, p. 1, col. 5. Accessed 11-5-2020 at: https://newspaperarchive.com/defiance-crescent-news-dec-20-1906-p-1/

Insurance Engineering. Vol. 13, No’s 1-6, Jan-June 1907. New York: The Insurance Press, 1907. Digitized by Google. Accessed at: http://books.google.com/books?id=3xHOAAAAMAAJ&dq=editions:OCLC2161581&source=gbs_navlinks_s

Kemper Herald, Scooba, MS. “Boat Explosion Kills Many.” 12-27-1906, p. 1. Accessed 11-6-2020 at: https://newspaperarchive.com/scooba-kemper-herald-dec-27-1906-p-1/

Morning Oregonian, Portland. “Explosion Tears Steamer to Bits.” 12-20-1906, p. 2. Accessed 11-5-2020 at: https://oregonnews.uoregon.edu/lccn/sn83025138/1906-12-20/ed-1/seq-2/ocr/

United States Steamboat-Inspection Service. Annual Report of the Supervising Inspector General, Steamboat-Inspection Service to the Secretary of Commerce and Labor for the Fiscal Year Ended June 30, 1907. Washington, DC: Government Printing Office, 1907. 374 pages. Digitized by Google. Accessed at: http://books.google.com/books?id=slcpAAAAYAAJ

Washington Post. “Steamer Blows Up.” December 20, 1906, p. 1. Accessed at: http://www.newspaperarchive.com/FullPagePdfViewer.aspx?img=5233859

Way, Frederick Jr. (Author and Compiler), Joseph W. Rutter (contributor). Way’s Packet Directory, 1848-1994: Passenger Steamboats of the Mississippi River System Since the Advent of Photography in Mid-Continent America (Revised). Athens OH: Ohio University Press, 1999.

–18-20  Blanchard estimated range.[1]

—     60  Baltimore Sun Almanac for 1907.  1-1-1907, p. 172.[2]

–15-20  AP. “Clifton May Never Rebuild. Daily Arizona Silver Belt, Globe. 12-7-1906, p. 1.

—     18  Arizona Silver Belt, Globe, AZ. “Clifton is Swept by Big Flood.” 12-5-1906, p. 1.

—     18  AP. “Details From Clifton Flood.” Daily Arizona Silver Belt, Globe. 12-6-1906, p. 1.

—     18  Briggs. History of the Copper Mountain (Morenci) Mining District…[AZ]. 2016, p. 34.[3]

—     18  ComeToClifton.com. “Floods.” 2018. Accessed 7-6-2019.[4]

—     18  Western Mining History. “Clifton, Arizona,” 2010.

—     14  Arizona Silver Belt, Globe. “The First Report.” 12-6-1906, p. 1.

—     14  The World Today. “The Calendar of the Month,” Vol. 12, No. 1, Jan 1907, p. 109.

 

Narrative Information

 

Hjalmarson: “A larger flood [than one in 1891] occurred on December 3, 1906… Eighteen lives were lost, and damages were estimated at $1 million. Some of the loss of life and damage was from flooding along Chase Creek.” (p. 30)

 

The World Today: “December 4 – By the breaking of the Detroit dam, fourteen lives lost at Clifton, Arizona.” (The World Today. “The Calendar of the Month,” Vol. 12, No. 1, Jan 1907, p. 109.)

 

Western Mining History: “The greatest flood occurred on December 4, 1906, when it rained continuously for thirty hours. This gave the people forewarning of what might happen and most of them took refuge on higher ground.  Nevertheless, eighteen people were killed by this flood.” (Western Mining History.  “Clifton, Arizona,” 2010.)

 

Newspapers

 

Dec 3: “Phoenix, December 4.–Continuous rains in the watershed during the past week have resulted in a flood coming down Salt river. It is supposed that the crest is passing the Roosevelt dam site, seventy miles above Phoenix, late this afternoon, with a volume of 20,000 feet per second. Twenty-five miles above Phoenix the Verde river is adding 14,000 feet a second….

 

“By telephone reports the contractors were well warned and are prepared to repress the flood. The machinery all has been removed from the canyon and the only damage feared will be loss of time necessary to get the water and debris from the excavation after the flood and to rebuild the crest of the cofferdam, which has been swept away.” (Associated Press. “Heavy Rains Cause Flood.” Arizona Silver Belt, Globe, AZ. 12-4-1906, p. 1.)

 

Dec 3: “Several inches of rain fell in Globe during the forty-eight hours ending last evening, but so far but little damage has been reported, owing probably to the steadiness of the downpour. Last evening at about sunset the heavy gray clouds which hung over the city for two days broke for the first time and the sun shone for a few minutes. Superintendent Mallard of the G.V.G. & N. railway reports that the track in some places has been softened by the rain, but no damage has been done, so far as know. It was expected that considerable damage must have been done at Roosevelt, but it was impossible to secure telephone connection with that place yesterday afternoon or last evening.” (Arizona Silver Belt, Globe, AZ. “Heavy Rains, But No Damage Reported Yet.” 12-4-1906, p. 1.)

 

Dec 4: “El Paso, December 4.–A special to the Herald from Morenci, Ariz., says: Eight lives are reported to have been lost in a great flood at Clifton last night. The Detroit Copper company’s concentrator dam broke, sending a wall of water down Chase creek. Wires are down between Morenci and Clifton and no definite new can be obtained until messengers return to Morenci from Clifton. The central telephone station at Clifton has been abandoned, having been pronounced unsafe.” (Associated Press. “Clifton is Swept by Big Flood…Eighteen Thought Dead.” Arizona Silver Belt, Globe, AZ. 12-5-1906, p. 1.)

 

Dec 4: “Phoenix, December 4.–It is reported here tonight that fifty people have been drowned in the floods at Clifton Ariz. Attempts to confirm have been futile, as all wires are down.” (Arizona Silver Belt, Globe, AZ. “Cannot Confirm Report.” 12-5-1906, p. 1.)

 

Dec 4: “Special to the Silber Belt. Phoenix, Ariz., December 4.–Sixty people are reported to have lost their lives in the flood which has swept over Clifton, in Graham county. Superintendent Bicknell of the Maricopa & Phoenix railroad received this report this afternoon. Fully half of the city is reported destroyed. Many of the finest buildings are reported to have been swept away….

 

“In addition to the foregoing dispatches, the Silver Belt received information through the Western Union Telegraph company that the operator at Solomonville, who had communication with Clifton by telephone for a while yesterday, stated that according to reports he had received, eighteen lives had been lost in the flood at Clifton. He was unable to ascertain the names of any of those drowned, nor the extent of the property damage done to the city. He reported, however, that almost the entire business portion of Clifton had been devastated by the flood.

 

“It is believed that the reports of heavy loss of life as contained in the dispatches from Phoenix were considerably exaggerated and that the figures give at Solomonville are correct. Up to 4 o’clock this morning the Silver Belt was unable to receive further information from Clifton, but it is expected that full details will be received today….” (Arizona Silver Belt, Globe, AZ. “Reports Sixty Drowned.” 12-5-1906, p. 1.)

 

Dec 5: “El Paso, Texas, December 5.–A special to the Herald from Clifton gives the first authentic news of the flood. It says that the river is now receding rapidly and the weather clearing. No further damage is apprehended. Two bodies have been recovered from the wreckage in Chase creek. The number of deaths cannot yet be told. Joseph Bhron, who was rescued from the flood after his wife had lost her life, was taken to the hospital in a critical condition, but will probably recover.

Looters Fatally Shot

 

“Three Mexicans who were caught in the act of looting and who refused to surrender to the officers when called upon, were shot and fatally wounded.

 

One House Escapes

 

“The flood in Chase creek was caused by the breaking of the Detroit Copper company’s dam, impounding a vast amount of tailings, which came down with a seven-foot breast of water. Only one big house in Chase creek escaped and many were entirely destroyed. The property loss is appalling.

North Clifton Wrecked

 

“North Clifton is badly wrecked and nearly all of the residences in that section were destroyed or badly damaged. The Becker-Franz Mercantile company was damaged to the extent of $10,000. The Coronado railway suffered all the way from Clifton to Metcalf. It will be several weeks before trains will be running. The first train out of Clifton started today, but it is doubtful if it will reach Duncan….So many restaurants and hotels have been destroyed that it is almost impossible to find a place to eat or sleep, but there is no shortage of provisions, as many stores escaped the flood.

 

“It is reported that the Arizona Copper company will remove its plant to some other location, but no announcement has been made by the company. The president and several directors are there now.

Bridges All Out

 

“All trains are held and the railroad bridges are so badly damaged that it will be impossible to use them for some time. The Herald office was swept away and the Era plant was put out of business for several weeks. The Era building was flooded to a depth of six feet and the plant badly damaged.

 

“Solomonville, December 5.–As a result of thirty hours of steady rain in southern Arizona at Clifton, where the storm was especially heavy, hundreds of people took to the mountains for safety. Owing to disabled wires, details are hard to obtain. It is know that eighteen are dead as result of the flood in Chase creek, the victims being principally Mexicans and other foreigners living in squalid huts which were inundated.

 

“The town is built in three sections, Chase Creek, North and South Clifton.

 

“The catastrophe was caused by the breaking of a reservoir in the mountains above precipitating a vast flood in Chase Creek. The principal streets at the base of the stream were completely destroyed and it was here that the fatalities occurred. The flood came down in a head several feet high, engulfing the people without warning.

 

Dead Mostly Foreigners

 

“The dead are mostly foreigners and their names have not been learned. Two Americans are known to have perished.

 

“North and South Clifton are swept by the waters of the San Francisco river.

 

“The new school building was washed away, as were the floors of many houses. The railroad bridge is tottering.

 

“All information is sent out from a telephone office which is surrounded by water.

 

“The loss to the Arizona Copper company’s smelting works is very heavy. The Arizona & New Mexico Railway company is also a heavy loser, the yards and shops being inundated.” (Assoc. Press. “Details From Clifton Flood.” Daily Arizona Silver Belt, Globe. 12-6-1906, p. 1.)

____

 

Dec 6: “The following message was received late yesterday afternoon by the Silver Belt from Morenci via El Paso and Phoenix, being transmitted by telephone from the latter city, and was the first direct information received here of the flood:

 

“Morenci, via El Paso and Phoenix, December 5.–Early reports of flood damage at Clifton are fully confirmed. Fourteen lives are know to have been lost and several hundred thousand dollars damage to property is considered a conservative estimate.

 

“Most of the damage in the town has been done to the east side, where many stores and business houses have been ruined. The building of the Gila Valley bank is seriously damaged. The Casino club hours and bowling alley is completely wrecked.

 

“Many people are encamped on the mountainside and the water may enforce the removal of the greater portion of the town to higher ground. Wires out of Clifton are down.” (Arizona Silver Belt, Globe. “The First Report.” 12-6-1906, p. 1.)

 

Dec 6: “Morenci, December 6.–The Clifton flood was the most disastrous ever known here, over half the town being demolished. About twelve houses and ten other buildings were swept away and between fifteen and twenty persons drowned, mostly Mexicans.

 

“The water in the river is still very high. The high water mark was two feet higher than ever before. Many people lost their houses and slept on the hillsides around fires last night. The Chase creek district was almost wiped out. Great damage was done by the breaking of the concentrator dam in Morenci.

 

“The Coronado railroad between Clifton and Metcalf was almost entirely washed out, and it will take four weeks to repair the damage to the track. Several Mexicans were shot for looting stores and houses. The smelter and works of the Arizona Copper company were badly damaged. The Herald printing office is a complete loss. The Copper Era printing office was buried half way in mud and concentrator tailings.

ʹDobe Buildings Collapsed

 

“Nearly all the adobe buildings in the city collapsed. Franz’s store, the Gila Valley bank, the Clifton hotel and several warehouses, all adobe, suffered partial collapse. The damage is estimated at close to a million dollars.

 

“The town will probably now be moved to higher ground.

 

“The Arizona & New Mexico railroad was badly washed out and it will take several days to get a train out. Telephone and telegraph wires are all down.

 

“The Patterson addition is still under water and has been almost entirely ruined. The rain lasted four days, melting the snow in the mountains. It is said that fifteen houses have been destroyed in Metcalf, but no one was drowned. Morenci was not damaged. The Gila river is now booming, and it is feared that more damage will be done along the railroads.” (Associated Press. “Clifton May Never Rebuild. Daily Arizona Silver Belt, Globe. 12-7-1906, p. 1.)

 

Dec 7: “Solomonville, Ariz., December 7.–Reports from the flood-stricken city of Clifton indicate that while the water has subsided the town is paralyzed by deposits of mud and smelter sediments. It is still impossible to reach many sections and no definite list of the dead can be obtained. It is now know that the calamity was principally caused by the breaking of a reservoir up Chase creek.

Big Store Flooded

 

“The first rush, which came soon after dark Monday night [Dec 3], formed a dam of wreckage and threes fierce currents over the town. The store of the Arizona Copper company, carrying a half million dollars’ worth of stock, was flooded five feet deep. The smelter works built over the stream were wrecked. Other large firms suffering heavy losses were the Gila Valley bank, Becker-Franz Co., S. J. Forbes and Hosfield & Hagerauer.

 

Track Under Slime

 

“Six miles of the track of the Coronado branch is destroyed. The tracks of the Arizona & New Mexico railway are under three feet of slime. The city is under strong guard to prevent vandalism. Much suffering among the poorer classes is becoming manifest, business is at a standstill and one telephone wire is the sole connection with the outside world.

 

No Bodies Recovered

 

“No bodies have been recovered and the complete death list can never be ascertained. An estimate places the damage at $200,000. A great deal of pillage is now going on and several Mexicans have been shot. The town of Metcalf, north of Clifton, was also damaged but no lives were lost. The two newspaper offices were buried in the mud.” (Associated Press. “May Never Know All of Victims.” Arizona Silver Belt, Globe. 12-8-1906, p. 1.)

 

Dec 8: “Solomonville, Ariz., December 8.–Conditions in the flood-stricken city of Clifton are now somewhat improved. Clear and mild weather now continue to the advantage of the refugees. The work of clearing away the mud and debris is progressing slowly. The city is still without water, lighting and telephone service, and walking over town is difficult and dangerous.

 

Find Six Bodies

 

“A party of searchers found a human arm protruding from the ground, and digging away, recovered the bodies of six unidentified Mexicans. It is certain that the death list will be large, although but two Americans are known to have perished.

 

“A strong guard is still maintained and four men have been shot for looting. Efforts will be made to run a train out of the train tomorrow.” (Associated Press. “Recover Six Clifton’s Dead.” Arizona Silver Belt, Globe. 12-9-1906, p. 1.)

 

Dec 18: “The people of Chase creek, who lay their troubles to the breaking of the dam of the Detroit Copper Mining company, where many thousand tons of tailings and water were stored, have held several meetings since the flood to devise means for the recovery of their losses from the company, says the Copper Era….[A] committee was…appointed to interview the company in regard to recompensing the people for their losses….C. E. Mills, manager of the company, arrived and was asked to participate in the meeting, which he did, but no definite conclusion was arrived at. On the following day the committee, or a part of it, visited Morenci and viewed the dam, and discussed the matter with Mr. Mills, but still without arriving at any conclusion as to a settlement. On Saturday night [Dec 15] another meeting was held at which the committee reported. Another committee…was appointed to serve legal notice upon the company that it would be required to pay for all damage done by the breaking of the dam. This committee was also empowered to employ attorneys, if necessary.

 

“A committee to appraise the losses and to present them to the Detroit Copper company was then selected…claims were subsequently filed and were then presented to the company.

 

“The sufferers as a whole are in favor of a fair settlement rather than litigation, but will stand together to the end, even if it be necessary to carry it to the supreme court of the United States.

 

“It seems to be the prevailing opinion that the company will do the square thing, but if not there will be something doing in a legal way very shortly.” (Arizona Silver Belt, Globe. “Chase Creek Wants Damages.” 12-18-1906, p. 3.)

 

Dec 23: “While removing the sand from the railroad yards near the car house Friday afternoon last [14^th] the body of a woman was found which was afterward recognized as that of Mrs. Josephine Throm, says the Copper Era. The body had been buried in the sand and debris from the night of the 3d until the afternoon of 14^th, but was easily recognized by many people. Even those who uncovered the body at once recognized it as the earthly habitation of the spirit of Mrs. Throm and later it was generally recognized by all who viewed it….

 

“Justice Neff summoned a coroner’s jury, which on Monday returned a verdict to the effect that deceased came to her death through the breaking of the dam of the Detroit Copper company, which loosened an immense amount of tailings and water upon the flooded districts of Clifton. This verdict was not a surprise to the people of Clifton, who had apprehended it from the time the body was found.

 

“The responsibility of the company in the construction of the dam will now be brought before the next grand jury. It is said by those who have visited the dam that it was constructed entirely of tailings, with no retaining wall of any kind. Such a dam could not be expected to withstand a flood of any magnitude.” (Arizona Silver Belt, Globe. “Body Is Recovered.” 12-23-1906, p. 7.)

 

Sources

 

Arizona Silver Belt, Globe. “Body Is Recovered. Remains of Woman…” 12-23-1906, p. 7. Accessed 7-6-2019 at: https://newspaperarchive.com/globe-arizona-silver-belt-dec-23-1906-p-7/

 

Arizona Silver Belt, Globe, AZ. “Cannot Confirm Report.” 12-5-1906, p. 1. Accessed 7-6-2019 at: https://newspaperarchive.com/globe-arizona-silver-belt-dec-05-1906-p-1/

 

Arizona Silver Belt, Globe. “Chase Creek Wants Damages.” 12-18-1906, p. 3. Accessed 7-6-2019 at: https://newspaperarchive.com/globe-arizona-silver-belt-dec-18-1906-p-3/

 

Arizona Silver Belt, Globe, AZ. “Heavy Rains, But No Damage Reported Yet.” 12-4-1906, p. 1. Accessed 7-6-2019 at: https://newspaperarchive.com/globe-arizona-silver-belt-dec-04-1906-p-1/

 

Arizona Silver Belt, Globe, AZ. “Reports Sixty Drowned.” 12-5-1906, p. 1. Accessed 7-6-2019 at: https://newspaperarchive.com/globe-arizona-silver-belt-dec-05-1906-p-1/

 

Arizona Silver Belt, Globe. “The First Report.” 12-6-1906, p. 1. Accessed 7-6-2019 at: https://newspaperarchive.com/globe-arizona-silver-belt-dec-06-1906-p-1/

 

Associated Press. “Clifton is Swept by Big Flood…Eighteen Thought Dead.” Arizona Silver Belt, Globe, AZ. 12-5-1906, p. 1. Accessed 7-6-2019 at: https://newspaperarchive.com/globe-arizona-silver-belt-dec-05-1906-p-1/

 

Associated Press. “Clifton May Never Rebuild. Daily Arizona Silver Belt, Globe. 12-7-1906, p. 1. Accessed 7-6-2019 at: https://newspaperarchive.com/globe-arizona-silver-belt-dec-07-1906-p-1/

 

Associated Press. “Details From Clifton Flood.” Daily Arizona Silver Belt, Globe. 12-6-1906, p. 1. Accessed 7-6-2019 at: https://newspaperarchive.com/globe-arizona-silver-belt-dec-06-1906-p-1/

 

Associated Press. “Heavy Rains Cause Flood.” Arizona Silver Belt, Globe, AZ. 12-4-1906, p. 1. Accessed 7-6-2019 at: https://newspaperarchive.com/globe-arizona-silver-belt-dec-04-1906-p-1/

 

Associated Press. “May Never Know All of Victims.” Arizona Silver Belt, Globe. 12-8-1906, p. 1. Accessed 7-6-2019 at: https://newspaperarchive.com/globe-arizona-silver-belt-dec-08-1906-p-1/

 

Associated Press. “Recover Six Clifton’s Dead.” Arizona Silver Belt, Globe. 12-9-1906, p. 1. Accessed 7-6-2019 at: https://newspaperarchive.com/globe-arizona-silver-belt-dec-09-1906-p-1/

 

Baltimore Sun Almanac for 1907. 1-1-1907, Google preview accessed 7-6-2019 at:  http://books.google.com/books?id=mBoXAAAAYAAJ&printsec=frontcover#v=onepage&q&f=false

 

Briggs, David F.. History of the Copper Mountain (Morenci) Mining District, Greenlee County, Arizona (Contributed Report CR-16-C). Arizona Geological Survey, November 2016, 79 pages. Accessed 7-6-2019 at: http://repository.azgs.az.gov/sites/default/files/dlio/files/nid1695/cr-16-c_morenci_0.pdf

 

ComeToClifton.com. “Floods.” 2018. Accessed 7-6-2019 at: http://www.cometoclifton.com/history/floods.php

 

Hjalmarson, H. W. (USGS). Flood of October 1983 and History of Flooding Along the San Francisco River, Clifton, Arizona. (Water-Resources Investigations Report 85-4225-B, prepared in cooperation with the U.S. Army Corps of Engineers and the U.S. Bureau of Reclamation). Tucson, AZ: U.S. Geological Survey, January 1990. Accessed 2-21-2017 at: https://pubs.usgs.gov/wri/1985/4225b/report.pdf

 

Western Mining History. “Clifton, Arizona,” 2010. Accessed 3-18-2011 at:  http://www.westernmininghistory.com/towns/arizona/clifton/

 

World Today. “The Calendar of the Month. United States.” V. 12, No. 1, Jan 1907, p. 109. Google preview accessed 7-5-20019 at: https://books.google.com/books?id=cZjNAAAAMAAJ&printsec=frontcover#v=onepage&q&f=false

 

 

[1] There appears to be a consensus that at least eighteen people died due to the flood. The AP report noting 15-20 deaths noted the true number would never be know in that most of the victims were poor Mexicans. Given descriptions of the flash flood, we view the high-end of the AP range of twenty deaths very conceivable. This number does not include the 3-4 Mexicans “mortally shot” for alleged looting.

[2] We note in the newspaper coverage below early speculative loss of 50 or 60 lives, later corrected by the press.

[3] “Although many sought refuge on higher ground, eighteen lost their lives that day [Dec 3, 1906].”

[4] “….18 people were known to have lost their lives.”

–39  Logansport Journal, IN. “39 Lives Lost in Lake Storm.” 11-24-1906, p. 1.

–38  Blanchard tally from breakouts below.

–32  World Today. “The Calendar of the Month. United States.” V. 12, No. 1, Jan 1907, p. 109.

 

Lake Erie [not included]                  (  7) Barge found safe several days later with all alive.

–7  Barge Athens, towed by steamer Pratt, broke loose and foundered about 10:00 p.m.[1]

–7  Barge Athens.[2]

 

Michigan                                (  4)

–4  Holland Harbor Cribwork, Holland, MI. Racine Daily Journal, WI. “Storm…” 11-22-1906, 1.

 

Ohio                                       (  1)
–1  Cedar Point marsh, Nov 21. Skiff capsized in storm while hunting; Ottomar Zistel.[3]

 

Wisconsin                              (  1)

–1  Marinette area, Lake MI. Tug O.M. Field crewmember hit in head by loose timber, Nov 21.[4]

 

Canada, Ontario                   (26)

–26  Steamer J.H. Jones, foundered Nov 22 off Cape Croker, Georgian Bay (off Lake Huron).[5]

 

Canada, Toronto Harbour   (  6)

–6  Steam barge Resolute, Nov 22, Toronto Harbour, Lake Ontario.[6]

 

Narrative Information

 

World Today: “November 21.–Thirty-two lost their lives in consequence of a fierce storm on the Great Lakes.” (World Today. “The Calendar of the Month. United States.” V. 12, No. 1, Jan 1907, p. 109.)

 

Nov 22: “Quebec, Nov 22.–A vessel supposed to be the bark Madga, is reported lost on Red Island reef [off Newfoundland] with all on board. She carried a crew of fourteen men.

 

“Grand Rapids, Mich., Nov. 22.–Four men who were caught by last night’s storm on the crib work of the new breakwater at the entrance to Holland harbor on Lake Michigan, were washed away by the waves and drowned. The dead are:

 

Tom Bennett of Muskegon, contractor for the crib work.

George Lechase, of Holland.

Alvid Nelson, of Muskegon.

Martin Woodward of Fennville.

 

“The four men with Ed. Bennett went out to the crib work in a launch and a scow in the afternoon shortly before the storm broke. Then the wind struck the crib the scow with Bennett aboard was torn loose. It drifted up the lake and was finally cast ashore north of Ottawa beach [north shore of Lake Macatawa, which opens onto Lake Michigan] with Bennett safe, although in an exhausted condition. The four men left on the crib could not gain the shore because of the immense sea. The life saving crew attempted to aid them, but the waves were so high that no boat could live. Attempts were made to shoot a line to them, but the hurricane hurled the line back. A tug was requested from Grand Haven, but no boat dared go out in the storm. When night closed the men were still clinging desperately to the crib work. At daybreak today they were gone….[Later report: “When the life saving crew succeeded in reaching the crib today the dead bodies of Bennett, Lechase and Nelson were found in a pocket of the crib. The body of Woodward had been washed away.”]

Fatally Injured.

 

“Milwaukee, Nov. 22.–A special dispatch from Marinette, Wis., says:

 

“During last night’s storm Joseph Kimper, a member of the crew of the tug O. M. Field was struck on the head by a timber and fatally injured. The storm was the worst of the year here, the wind blowing at the rate of sixty miles an hour, accompanied with sleet.

 

“The schooner Ottawa from Sturgeon Bay reached here today after a harrowing experience. The sails had been blown away and the crew was exhausted from their battle with the waves. Many trees have been blown down and several barns unroofed. On the whole the storm did a great deal of damage in this city.

Ashore, But In No Danger.

 

“Detroit, Mich., Nov. 22.–The steel steamer Chauncey Hurlburt bound for Buffalo was blown out of her course on Lake Erie last night by the terrific gale and is aground off Leamington. She is reported to be undamaged and in no danger, although it will be necessary to lighter part of the cargo, before the steamer can be released. Her tow is anchored off Colchester, Unmanned.

 

Captain And Six Die.

 

Sandusky, O., Nov 22.–The barge Athens in tow of the steamer Pratt went down in Lake Erie in the storm last night.[7] The captain and six men of the crew were probably drowned. Captain Mackey of Milwaukee was in command of the barge. He has sailed on the lake for forty years. The Pratt was bound from Escanaba to Buffalo with iron ore. The storm struck the vessel, the tow line parted. The Pratt was able to ride the storm, but the Athens soon foundered. Captain McPherson of the Pratt says that the sea was running so high that he was unable to render any assistance to the Athens and the barge went down about 10 o’clock at night. Captain McPherson says the storm was one of the worst that he has ever experienced.”

 

Six Passengers Drowned.

 

“Toronto, Ont., Nov. 22.–Early this morning the Steambarge Resolution from Erie, Pa., to Toronto, sprang a leak in heavy seas, just outside the harbor here and sank. The crew under the command of Captain Sullivan, put off in two boats. One containing five people reached the shore safely while the second was swamped, her six occupants being drowned. They were: John Harrison, Deseronto, Chief Engineer: Thomas Toppin, Deseronto, Assistant Engineer; Dave White, Prescott, deck hand; Harry Gregory, Port Colborne, Neilson – Christiana, Norway.” (Racine Daily Journal, WI. “Storm Ravages the Great Lakes; Many Lives Lost.” 11-22-1906, 1.)

 

Nov 23: “(Journal Special Service.) Detroit, Nov. 23.–Seven more lives are believed to have been lost in the furious storm on the great lakes, raising the total to thirty-nine. Damage to shipping piers and docks, it is estimated, will reach $1,000,000.” (Logansport Journal, IN. “39 Lives Lost in Lake Storm.” 11-24-1906, p. 1.)

 

Nov 24: “Wednesday’s [21^st] storm does not seem to have been confined to this locality alone. Reports from further north and on the great lakes were to the effect that the gale reached the velocity of sixty miles an hour and did much damage….” (Cayuga Herald, IN. “Storms and Flood.” 11-24-1906, p. 1.)

 

Sources

 

Associated Press. “Disasters on the Lakes. Two Vessels are Lost,” Daily Northwestern, Oshkosh, WI, 11-22-1906, p. 1. Accessed 7-5-2019 at: https://newspaperarchive.com/oshkosh-daily-northwestern-nov-22-1906-p-1/

 

Cayuga Herald, IN. “Storms and Flood.” 11-24-1906, p. 1. Accessed 7-5-2019 at: https://newspaperarchive.com/cayuga-herald-nov-24-1906-p-1/

 

Logansport Journal, IN. “39 Lives Lost in Lake Storm.” 11-24-1906, p. 1. Accessed 7-5-2019 at: https://newspaperarchive.com/logansport-journal-nov-24-1906-p-1/

 

Maritime History of the Great Lakes. “J. H. Hones (Propeller), C90769, sunk, 22 Nov 1906. Accessed 7-5-2019 at: http://images.maritimehistoryofthegreatlakes.ca/56293/data

 

Maritime History of the Great Lakes. “Resolute (Propeller), C88241, sunk, 22 Nov 1906.” Accessed 7-5-2019 at: http://images.maritimehistoryofthegreatlakes.ca/62394/data

 

Racine Daily Journal, WI. “Storm Ravages The Great Lakes; Many Lives Lost.” 11-22-1906, 1. Accessed 7-5-2019 at: https://newspaperarchive.com/racine-daily-journal-nov-22-1906-p-9/

 

Weekly Pantagraph, Bloomington, IL. “Died of Exhaustion.” 11-23-1906, p. 1. Accessed 7-5-2019 at: https://newspaperarchive.com/bloomington-weekly-pantagraph-nov-23-1906-p-2/

 

World Today. “The Calendar of the Month. United States.” V. 12, No. 1, Jan 1907, p. 109. Google preview accessed 7-5-20019 at: https://books.google.com/books?id=cZjNAAAAMAAJ&printsec=frontcover#v=onepage&q&f=false

 

 

 

[1] Racine Daily Journal, WI. “Storm Ravages The Great Lakes; Many Lives Lost.” 11-22-1906, p. 1.

[2] Assoc. Press. “Disasters on the Lakes. Two Vessels are Lost,” Daily Northwestern, Oshkosh, WI, 11-22-1906, p. 1.

[3] Weekly Pantagraph, Bloomington, IL. “Died of Exhaustion.” 11-23-1906, p. 1.

[4] Racine Daily Journal, WI. “Storm Ravages The Great Lakes; Many Lives Lost.” 11-22-1906, p. 1.

[5] Maritime History of the Great Lakes. “J. H. Hones (Propeller), C90769, sunk, 22 Nov 1906.

[6] Racine Daily Journal, WI. “Storm Ravages The Great Lakes; Many Lives Lost.” 11-22-1906, p. 1; Maritime History of the Great Lakes. “Resolute (Propeller), C88241, sunk, 22 Nov 1906.”

[7] Reported on Nov 24 that the barge “with all on board is safe and the captain and crew are well. The barge has been found near Northeast shoal.” (Daily Messenger, Athens, OH. “Safe With All Hands.” 11-24-1906, p. 7.)

—   ~50  Helena Semi-Weekly Independent, MT. “Captain Lermond Blamed.” 1-8-1907, p. 13.[1]

—   >50  Philadelphia Inquirer, PA. “Says Mate Was Cause of Wreck.” 12-2-1906, p. 14.

—     50  Fairbanks Evening News, AK. “More of Dix Horror.” 11-25-1906, p. 1. [Nov 22 report]

—     50  Morning Oregonian, Portland. “Mate Was Not Competent.” 11-23-1906, p. 6.[2]

—     49  Oregon Sunday Journal, Portland. “Will Sink Like Gas Pipes.” 11-25-1906, p. 1.

—     47  Daily Californian, Bakersfield. “Death List Increasing. Five More Victims.” 11-20-1906.

—     46  World Today. “The Calendar of the Month. United States.” V12, N1, Jan 1907, p. 109.

–42-45  Blanchard estimated range.[3]

—     45  Berman, Bruce D. Encyclopedia of American Shipwrecks. 1972, p. 208.

–39-45  Gibbs. Shipwrecks of the Pacific Coast. 1957, p. 90.[4]

—     44  Blanchard tally of named dead or missing (or nationality) listed in newspapers.

—     42  Anaconda Standard, MT.  “General Chronology of Events…Year,” 12-30-1906, p. 34.

—     42  Harrell. “Ceremony to Mark Worst Maritime Disaster in Puget Sound History.” 2006.

—     42  U.S. Steamboat Inspection Service. Annual Report 1907, pp. 13 and 321.

—     41  Morning Oregonian, Portland. “Master Below Taking the Fares.” 11-19-1906, p. 5.

—     41  Captain Lermond statement to press Nov 19 (79 on board, 38 saved).[5]

—     40  U.S. Dept. of Commerce and Labor. Reports of the Department…1907.  1907, p. 373.[6]

—     39  Morning Oregonian, Portland. “Dix Sunk in Collision on Sound.” 11-19-1906, p. 1.

 

Narrative Information

 

Harrell: “It was not a dark and stormy night on Nov. 18, 1906. The moon had risen. There were no whitecaps and no wind as the Dix steamed from a Seattle dock to Port Blakeley on Bainbridge Island….

 

“The Dix was piloted by a confused and unlicensed ship’s mate who steered the Mosquito Fleet steamer into the much larger steamship Jeanie.[7] The Dix rolled like a log, split in two and sank, all within five minutes. Forty-two people died. ‘They didn’t have a chance,’ local maritime historian John Kelly said of the collision, which occurred two miles west of Alki. ‘It was a major catastrophe. There hasn’t been anything like it since.’

 

“The Dix remains 600 feet underwater in Puget Sound. While 35 people were rescued by the Jeanie, victims’ bodies never were recovered from the chilly waters, nor were pieces of the vessel….

 

“”The Dix tragedy was a shocking thing to happen; it came at a time when the Mosquito Fleet was the only way to travel because of the dense forests in the area, and 2 million people a year took these steamers,” said Andrea Mercado, director of the Log House Museum, home of the Southwest Historical Society. “Steamers were so safe and reliable, they went everywhere in Puget Sound, yet out of the blue this very tragic, very quick event occurred. It impacted small communities, and all of Seattle.”

 

“The Dix, smaller but fast and, according to newspaper articles, “more commodious,” was built in 1904 and replaced the Sarah M. Renton on the Seattle-Port Blakely run.

 

“The reason for the collision, Kelly said, is that “the captain was in the process of collecting fares.” It was common and often required of steamship captains to perform this service…

 

“Although ultimate blame fell on First Officer Charles Dennison, who was not licensed to pilot inland waters, Dix Capt. Percy Lermond also was faulted for failing to provide a lookout. Lermond’s license was revoked and later reinstated, and he continued to work as a ship’s master, though only on cargo ships…”  (Harrell 2006)

 

US Dept. of Commerce: “November 18. — The steamers Dix and Jeanie, 130 tons and 1,071 tons, gross, respectively, were in collision just outside of Seattle Harbor, resulting in the sinking of the Dix and the loss of 40 lives. Dix valued at $20,000. Investigated November 21, 22, 23, 24 , 26, 27 , 30, and December 3. Decision December 15, revoking the license of Percy Lermond, master and pilot, in command of the steamer Dix, for negligence.”  (U.S. Dept. of Commerce and Labor. Annual Report of the Secretary of Commerce and Labor. “Report of the Steamboat-Inspection Service.” p. 373.)

 

US SIS: “The collision between the steamers Dix and Jeanie on Puget Sound, on the night of November 18, 1906, when 42 of the 76 persons on board the Dix[8] lost their lives when that steamer sank…” (U.S. Steamboat Inspection Service.  Annual Report 1907, p. 13.)

 

Newspapers

 

Nov 18: “Seattle, Wash., Nov. 18.–(Special)–The steamer Dix was run down and sunk off Alki Point tonight by the Steamer Jeanie, and 41 persons, including all but two members of the Dix crew, were lost. Tug Bahiti is cruising over the scene of the wreck, searching for bodies. The Jeanie and the steamer Florence K. are also out.

 

“The steamer Dix, bound from Seattle to Fort Blakely, attempted to cut across the bows of the steamer Jeanie, bound for Tacoma, when the steamers were off Alki Point. The steamer Dix does not carry a purser, and Captain Percy Lermond placed Mate Charles Dennison in charge and was going through the boat collecting fares. The Survivors of the wreck say the night was clear and that they could see the Jeanie bearing down on their starboard side, but the mate gave no indication that he saw the danger.

 

“The Jeanie drew so close to the Dix that Captain Mason made himself heard to man on the upper deck of the Dix as he called the warning: ‘Where in hell are you going?’

 

Dix Staggered by Blow.

 

“Mate Dennison might possibly have saved his vessel then if he had turned off but he attempted to clear the Jeanie. A moment later the crash came that knocked passengers to the floor and staggered both steamers. Panic-stricken passengers on the Dix rushed to the port side and she turned partially over, then righted herself and came up. Then the Dix slowly began to fill through the gaping hole in her starboard side and slowly went down aft.

 

“The nose of the Dix stuck clear out of the water and held there for five minutes. Passengers on the Dix fought like mad men and women to reach the decks and plunge overboard. From the cabin men smashed window lights and dragged themselves out into thee water. Those on the decks jumped, panic-stricken, into the Sound, while those on the lower decks and the men on the engine-room were caught like rats in a trap and were unable to help themselves.

 

Captain Leaps Overboard.

 

“Captain Lemond, busied in counting his cash, was seated in an upper cabin, and he leaped overboard. A deckhand followed from the Dix. Both were saved later, but all the other members of the steamer’s crew were lost.

 

“Only one girl, of a half dozen or more women aboard, was saved. She is 15-year-old Alice Simpson, of Port Blakeley, who was picked up by a lifeboat sent out from the Jeanie.

 

Numbed by Icy Water.

 

“As soon as the Jeanie had struck the steamer Dix, Captain Mason stopped his vessel and lowered two lifeboats. They picked up about 35 men struggling in the water. For three hours the Jeanie cruised about the spot, using her searchlight to aid in the life-saving work. The tide was running out and the men and women struggling in the water were rapidly carried out toward the open sea. The water of the Sound is bitter cold and the people in the water slowly gave way to numbness and sank before help could reach them.

 

“A few pieces of wreckage and some lifebelts from the Dix, as well as life-belts thrown overboard from the Jeanie, floated near the people in the water, but only a few of the Dix passengers could reach them.

 

“That the Dix was solely responsible for the accident is the story told by the survivors and the officers of the steamer Jeanie. Captain Mason insists that the Dix persisted in trying to cross his bows and this is not disputed by Captain Lermond. He was not at the wheel when the collision occurred, and is not in a position to explain the wreck.

 

“Passengers on deck say that for ten minutes the lights of the Jeanie could be seen and that the night was clear enough to have enabled Mate Dennison to have seen his danger clearly. That he paid no attention to the Jeanie is insisted on from both steamers. All versions of the wreck coincide in the statement that no signals were given.

 

Tide Carries Bodies to Sea.

 

“With the rapid flow of the tide out to sea the search for bodies will be an exceedingly difficult one. There is a fog hanging over parts of the Sound and the bay is full of debris that has floated down from the flooded rivers of Western Washington. Navigation is precarious and with the rapid flow of the tide many bodies will probably be washed away before they can be recovered.

 

“Early this morning the tug Tyee joined the search for missing bodies and the fleet of vessels now out will cruise down the Sound as far as Whidbey Island and look for the lost. It is not within reason to expect that any more persons will be saved. Though the collision between the Dix and the Jeanie occurred at 7:20 o’clock it was not reported in Seattle for nearly three and a half hours.

 

“The Jeanie remained at the scent to search for survivors and stayed about the wreck as long as it was reasonably certain that any one lived in the water. Then she put in to Seattle to announce the catastrophe.

Little Time Given to Escape.

 

“Passengers on the Dix agree that not more than five minutes elapsed between the time she was struck and her sinking. In the meantime the boat had turned over on her port side and then righted herself before gong down aft. The sinking was so sudden that scarcely any time was given the passengers and crew to save themselves.

 

“The suddenness of the sinking is shown by the fact that no one escaped from the engine-room and not even Mate Dennison, in the pilot-house, had time to get out and jump into the water. Most of the passengers on the deck were saved, for they leaped overboard immediately. Those in the upper cabin had a fair chance for safety, but those below were penned in and drowned before they could make a move toward safety.

 

“Captain Lermond’s collections from the passengers showed 70 travelers, in addition to the six members of the crew, were aboard the boat. Thirty-six persons were saved. The list of saved and missing collected tonight fails to account for six persons. It is probable among these are the parents of Dan McEachren, but no one else has reported their loss.

 

“A brother of William Jones, one of the most prominent stevedores on the Sound, was said to have been aboard the boat, but this cannot be confirmed.

 

List of the Survivors [we omit]

 

“….James Smith, who was drowned, was the stepfather of Leonard Masters. Young Masters mother was also among the lost. Two years ago Masters’ father was drowned off a ship lying at the coal bunkers in Seattle, and his body was not recovered for seven weeks. Mrs. Masters afterward married Smith and tonight was drowned with her second husband and son….” (Morning Oregonian, Portland. “Master Below Taking the Fares.” 11-19-1906, p. 5.)

 

Nov 19, Account of Captain Mason of the Jeanie:

 

“I got away from Smith’s Cove a little before 7 o’clock, and laid a course for Tacoma. I had no passengers aboard. I saw the Dix headed for Port Blakeley and signaled to her. The mate was at the wheel. Suddenly the Dix came up astern of me to port. As soon as I saw the Dix was so close I called to the man in her pilot-house to know what he was doing. He put his wheel over to starboard and she started directly across my bows. I signaled to the engine-room of my vessel to back at full speed, but we could not get out of the way in time. The Jeanie was backing a little when we struck. I guess it was pretty well abaft of amidships, and the shock wasn’t enough to have injured an ordinary launce. The Dix listed heavily to starboard, righted herself, and then sank, stern first.”

 

Account of Captain Lermond of the Dix:

 

I don’t know how it happened. Charles Dennison, mate of the boat, was at the wheel. We were just about two miles due north of Alki Point, and running at the usual speed. There was nothing to hinder us. It was a fine, clear night and the water was like a mill-pond. I had seen the lights of a steamer on our starboard quarter some time before, but had not paid any attention to them. I went below to collect the fares. The boat was crowded. There were 70 passengers on board, and it was quite a task to get all the fares. I have been on the run for the past 13 years, and knew almost everybody aboard.

 

When I was in the ladies’ cabin, I heard the bell signal to stop. In a moment I thought that something must be wrong and rushed forward to see what was up. Just as I got on deck, on the starboard side, I saw the bow of a vessel loom up. Almost instantly she struck us. The jib boom crashed through just aft of amidships and heeled the Dix over like a top. She careened like a flash on her port bow and lay there for a minute or two with the water rushing in and all over.

 

I was thrown against the deckhouse. For an instant the wind was knocked out of me and I was almost paralyzed. The steamer lay for almost two minutes on her port beam. This was exactly at 7:24 o’clock, as my watch stopped then. In a moment I recovered by breath and sprang up on the house.

 

Just then the steamer heeled back to starboard. There was another rush of water, cries and screams of men, women and children. From below came sounds such as human ears have seldom heard. Many of the passengers were penned below and could not possibly escape. Then the steamer turned her bow up. She filled and her stern went slowly down, until the bow was standing straight half out of water.

 

For an instant I clung to the railing. The sight fascinated me by its horror. Lights were still burning and I could see people inside of the cabin. The expressions on the faces were of indescribable despair.

 

People on deck slid off into the water and went down shrieking and desperately clutching at the water or at the Jeanie, which still loomed only a few yards away. Within the sinking steamer pandemonium reigned. There were cries, prayers and groans from men and women, and the wail of a child and the shouts of those who were fighting desperately to gain the deck….

 

I leaped into the water, and managed to keep myself afloat. Others from the sunken steamer were floating near me. Every once in a while one who had been swimming until his strength gave out, would throw up his hands and, with a last despairing cry, sink. This happened time after time.

 

All around were floating heads which called for help and watched the Jeanie as she slowly came towards us and dropped boats, which moved here and there, picking up men in every direction. Finally a boat came to me. By that time I was indifferent and didn’t care whether I was saved or not. It must have been at least 25 minutes from the time the Jeanie struck us that the boats were got out, and I guess I was in the water another ten minutes. We were taken on board.

 

There were 38 of our 79 people on the steamship. The rest were drowned. There was no sign of my little steamer. She was gone completely, and before we left there was not even a ripple on the surface to mark the spot where the terrible tragedy had occurred.

 

I don’t think the vessel was very badly damaged by the collision. It was the heeling over on her port beam that caused her loss. She filled with water as soon as she went ovr, and this took her down.

 

“As to the cause of the accident, I cannot say. I was not on deck and don’t know how it happened. I heard my mate signal either one or two whistles. I am not sure which. I also heard him ring a stop bell.

 

I cannot understand myself how it could have happened. The night was almost as clear as day, and the sea was smooth. This is the first accident that has happened on any ship of mine during the 13 years I have been running on the Sound.

 

“Captain Lermond is a well-know navigator and has the reputation of being one of the ablest Sound pilots leaving Seattle. He is a man of about 45 and has been at sea since a boy. The Dix sank in 100 fathoms of water….” (Morning Oregonian, Portland. “Dix Sunk in Collision on Sound.” 11-19-1906, p. 1.)

 

Nov 20: “Seattle, Wash., Nov. 20. – The death list of the wrecked steamship Dix is creeping gradually up…making a total of 47 known dead as a result of the disaster. The body of Albert McDonald, one of the victims floated ashore at Al-Ki Point yesterday and was taken to Port Blakeley.  Parties are still searching along the shores in the vicinity of where the Dix went down.

 

“Local United States marine inspectors will commence an investigation of the wreck tomorrow.  Captain Mason of the Jeanie, which collided with the Dix, will be the first witness.  To the list of missing compiled yesterday, the following have been added:

 

Jos. Bucher, ship caulker, Seattle;

George Burns, longshoreman, Port Blakeley;

Frank Gordon, mill hand, Port Blakeley;

Rogers, blacksmith, Port Blakeley;

1. W. Guel, caulker.

 

“Several others reported missing last night were found today alive and uninjured.”  (Daily Californian, Bakersfield.  “Death List Increasing. Five More Victims.” 11-20-1906, 1.)

 

Nov 21: “ Seattle, Wash., Nov 21.–A rigid investigation of the wreck of the steamer Dix through collision with the steamer Jeanie in Seattle harbor Sunday night was begun this morning by United States Inspectors Bion B. Whitney and Robert Turner. The community is appalled at the heavy loss of life and is almost in the mood to urge drastic action by the inspectors, which will prohibit captains of Sound boats from leaving the wheel during the voyages for the collection of fares.

 

“Captain Mason of the Jeanie was the first witness called and was on the stand the major portion of the day. He declared all the Jeanie’s lights were on. He saw the Dix coming. He hailed the Dix, but got no reply. When he saw the Dix heading for the Jeanie’s bows he called out to find what it was doing. Getting no reply he gave three sharp whistle blasts, indicating that he was going to reverse the Jeanie’s engines. No return signal came.

 

“The Dix struck the Jeanie a glancing blow and keeled over. The Jeanie did not strike the Dix, as she was backing at the time.

 

“The rule for inland navigation, article 1930, statute at large 101, says:

 

When two steam vessels are crossing so as to involve the risk of collision, the vessel which has the other on her own starboard side shall keep out of the way of the other.

 

“The Dix had the Jeanie on her own starboard side. This new point caused a sensation, and marine men unite in saying it clears the Jeanie’s master beyond doubt.

 

“Captain Mason said: ‘I had two quarter-boats in the water within four minutes of the time of the collision and several minutes before the Dix went down.’

 

“Captain Lermond will probably be the next witness and may be called late this afternoon.” (Oregon Daily Journal, Portland. “What Made Dix Go Down?” 11-21-1906, p. 2.)

 

Nov 22: “Seattle, Wash., Nov. 22.–A charge of manslaughter may grow out of the Dix disaster. Investigation of the records in the office of the United States Steamboat Inspectors has developed the fact that Charles Dennison, who was at the wheel of the Dix at the time of the collision, and who lost his life with 49 others, had a license simply to act as mate, not as pilot. Dennison had been under the command of Captain Lermond for more than two months. In his testimony yesterday before the inspectors Lermond declared that he did not think Dennison was capable of taking care of the vessel, and that he tried to discharge him, but that the owners came to the mate’s rescue and would not let him go.

 

“Secretary Metcalfe sent word this morning that the local civil authorities would handle the prosecution of the guilty persons and not the Federal Court. A deputy from the Prosecuting Attorney’s office will be present at the hearing, and if the evidence justifies issuance of a warrant, Prosecuting Attorney Mackintosh declares he will issue it. Gross ignorance of marine laws was displayed by Captain Lermond on the stand yesterday, and should a charge of manslaughter be placed against him, action will also be taken against the owners of the ill-fated craft for forcing Lermond to retain Mate Dennison.

 

“The boat was under lease by the Port Blakeley Mill Company, in which many wealthy men are stockholders.

 

“At the investigation of the Dix disaster this morning it developed that there was but one engineer on board the steamship Jeanie the night of the collision. Chief Engineer Grant remained ashore, leaving Engineer Jackson in charge. He did not notify Captain Mason, however. The second assistant engineer had resigned just before the vessel sailed, and Captain Mason was not aware there was but one engineer below until the morning after the wreck.

 

“The owners of the Dix have libeled the Jeanie for $35,000 as the result of the accident.

 

“Captain William Todd, master of the schooner Invincible, was called by the Marine Inspectors to give evidence in the investigation into the sinking of the Dix last Sunday evening. The substance of his testimony was that a collision could have been avoided if both vessels had kept on their course. He sighted the Jeanie five minutes before the collision. He escaped by climbing up the bobstays of the steamer and later threw a line to little Leonard Masters and drew him on board.

 

“The evidence of the afternoon session tended to show that there was a laxity in the handling of the Dix and it also involves other Puget Sound boats. Tomorrow the captains of three other Sound steamers are to be called. Captain Mason alleges that two steamers passed him while he was signaling for assistance, but paid no attention to the calls.” (Morning Oregonian, Portland. “Mate Was Not Competent.” 11-23-1906, p. 6.)

 

Nov 22: “Seattle, Nov. 22. – a charge of manslaughter may grow out of the wreck of the Dix.  It has developed that Mate Dennison was not a licensed pilot and it was a violation of law to leave a man in charge of a vessel not holding such a license.  Prosecuting Attorney McIntosh has commenced an investigation and warrants for the arrests of persons responsible for the disaster may be issued.” (Daily Californian, Bakersfield. “Manslaughter May Be Charged…Dix Disaster.” 11-22-1906.)

 

Nov 23: “Seattle, Nov. 23…At today’s session of the inquiry into the Dix disaster, the testimony showed that…the Dix had no ‘lookout’ on duty at the time of the accident….” (Fairbanks Evening News, AK. “More of Dix Horror.” 11-25-1906, p. 1.)

 

Nov 24: “Seattle, Nov 24.–(Delayed in transmission)–Today’s investigation of the Dix accident revealed the fact that the masters of steamers plying on Puget Sound often leave the mate of their vessel in command of them.

 

“It was stated today at the investigation that while the Jeanie was whistling for help three Sound steamers passed by her, and paid no attention, although the whistle could be heard plainly on Alki point.”[9] (Fairbanks Evening News, AK. “More of Dix Horror.” 11-25-1906, p. 1.)

 

Nov 25: “That every one of the numerous small passenger steamers plying on Puget sound, with one exception, is liable to the same fate as the Dix and with the same awful loss of life in case of accident is the opinion of Fred A. Ballin, the marine architect who is drawing the plans for the boat that is to take the place of the Dix. ‘I have heard of only one of the mosquito fleet that is bulkheaded,’ said Mr. Ballin last evening. ‘The Dix was unusually cranky, to be sure, but the other steamers would have sunk just about as rapidly, as only one has bulkheads to keep the water from rushing in and filling the entire hull….The law is to blame. It requires that every seagoing vessel carrying passengers shall have at least three water-tight bulkheads. But this regulation does not apply to steamers on sounds and rivers. Yes, there should be such a regulation applying to the river steamers here, too. The Puget sound steamers run over 600 and 1,000 feet of water, and it is the same as the ocean as far as danger of sinking is concerned. They certainly should be required to have bulkheads.’

 

“The Port Blakely Mill company, lessee of the Dix, was aware of the unsuitability of the Dix, and asked Mr. Ballin to visit the corporation officers for a consultation on plans for a boat to take her place. He was delayed by the flood on the Northern Pacific line and reached Seattle Sunday night just half an hour after the Dix had pulled out on her last trip. In the collision with the Jeanie that night 49 passengers were lost. Had Mr. Ballin’s train been on time he would almost certainly have been on board when the accident occurred.

 

“It is possible that the board of supervising inspectors, which meets in Washington, D.C., next month, will make a change in the regulations as to bulkheads for passenger steamers. The fate of the Dix, which filled and sank almost in the twinkling of an eye, will be held up as an example of the need of revision. ‘They are all liable to fill and go down like gas pipes,’ said Mr. Ballin of the Puget sound steamers.

 

“As soon as Ballin had consulted with the managers of the Port Blakely Mill company he was commissioned to draw plans and specifications for a steamer to take the Dix’s place. He is now engaged in his Portland office in doing this work. The new boat will be 130 feet long as compared with the 100 feet of the Dix and will be 22½ feet beam instead of 16. Triple expansion engines are expected to generate 700 horsepower.

 

“The Dix was so cranky that she had to carry 15 tons of lead ballast. The inspectors refused her a license until this ballast was put in. [apparently top heavy]. Her passenger limit was comparatively low. The new boat will have a passenger capacity of 250 against the Dix’s 150, and can also carry 25 to 40 tons of freight.” (Oregon Sunday Journal, Portland. “Will Sink Like Gas Pipes.” 11-25-1906, p. 1.)

 

Nov 26: “Seattle, Nov. 26.–The investigation of the steamer Dix disaster is nearing the end….It developed today that the compass was located on the port side of the pilot house on the Dix. It is the custom to have the needle on the starboard side. The theory is advanced that if Mate Dennison was watching the compass he could not observe the Jeanie approaching on the other side until too late to avoid the collision.” (Morning Astorian, OR. “Investigating Disaster.” 11-27-1906, p. 8.)

 

Nov 26: “Seattle, Nov. 26.–The testimony of Second Mate Gustafson of the steamer Jeanie directly contradicts that of his captain. He stated that no whistles were blown by either boat and also that the Dix swung to port and not to starboard, thus placing the large part of the blame for the disaster on his own ship. The testimony came as a surprise. Gustafson was on the bridge with Captain Mason. The logbook of the Jeanie was introduced in evidence. The inspectors found several erasures in the time of leaving Smith’s cove and the time the accident happened. It will be investigated further. Tomorrow the captains of the two Sound boats will be asked to explain why they did not answer the signals of distress of the Jeanie. The investigation will probably end tomorrow.” (Morning Astorian, OR. “Jeanie Investigation. Contradictory Statements…” 11-27-1906, p. 8.)

 

Dec 1: “Seattle, Dec. 1.–That Mate Dennison of the wrecked steamship Dix was wholly to blame for the loss of the vessel which caused the death of more than fifty men and women is evident from the testimony taken before the United States marine inspectors this morning.

 

“Captain Lermond, master of the Dix, who was among those saved by the steamer Jeanie, testified that he had warned Dennison never to attempt to cross in front of another vessel, but to pass the steamer’s stern.

 

“Both Captains Mason and Lermond were before the inspectors and told of the wreck. Captain Mason, of the Jeanie, told of the efforts he made to avoid a collision.

 

“Lermond testified that he was acting as captain and purser of rthe Dix and was in his room counting the fares when he heard the mate signal for the boat to slow down. When he went on deck the Dix was under the bow of the Jeanie and in a moment he was in the water. He said he called to the mate of his vessel and asked him what he was trying to do. He received no response.

 

“Captain Mason told how he had been overtaken by the Dix and that when he saw there was to be a collision he reversed his engines, but the Dix struck him a glancing blow and went down stern first.” (Philadelphia Inquirer, PA. “Says Mate Was Cause of Wreck.” 12-2-1906, p. 14.)

 

Dec 17: “Seattle, Wash., Dec. 17.–The United States inspectors who investigated the recent sinking of the steamer Dix, in which many lives were lost, have finished their report. It exonerates Capt. P. H. Mason, master of the steamer Jeanie, which sank the Dix, and revokes the license of Capt. Percy A. Lermond, master of the Dix. In was held that the sinking of the Dix was due entirely to the negligence on the part of those handling her. The practice of steamship companies in compelling their captains to act as pursers, thus taking them away from their duties was severely censured.” (Logansport Daily Reporter, IN. “Captain of Dix Blamed.” 12-17-1906, p. 2.)

 

Names of Identified Dead or Missing

 

1. Belair. Mill worker.                Port Blakely, WA       Morning Oregonian. 11-19-1906, p1.
2. Bouler [unclear], Fred            Port Blakely, WA       Morning Oregonian. 11-19-1906, p1.
3. Boyler, C. Store manager       Port Blakely, WA       Morning Oregonian. 11-19-1906, p1.
4. Boyler, W. Brother of C.        Port Blakely                Morning Oregonian. 11-19-1906, p1.
5. Bracefield, William. Longshoreman. Port Blakely    Morning Oregonian. 11-19-1906, p1.
6. Bucher, Jos. Ship Caulker      Seattle                         Daily Californian, 11-20-1906, p. 1.
7. Burns, George. Longshoreman. Port Blakely             Daily Californian, 11-20-1906, p. 1.
8. Buzzattle [unclear], Peter. Barber, Port Blakely        Morning Oregonian. 11-19-1906, p1.
9. Clark, Ralph. Store clerk,       Port Blakely                Morning Oregonian. 11-19-1906, p1.
10. Dennison, Charles.                 Dix Mate                     Morning Oregonian. 11-19-1906, p1.
11. Ford, Mrs. T. C.                      Port Blakely                Morning Oregonian. 11-19-1906, p1.
12. Garcia, Bazzintia.                   Lately from Manila    Morning Oregonian. 11-19-1906, p1.
13. Gordon, Frank. Mill hand.      Port Blakely                Daily Californian, 11-20-1906, p. 1.
14. Granger, Mrs.                         Port Blakely                Morning Oregonian. 11-19-1906, p1.
15. Guel, J. W. Mill caulker.                                            Daily Californian, 11-20-1906, p. 1.
16. Hansen, Martin. Mill caulker. Port Blakely                Morning Oregonian. 11-19-1906, p1.
17. Keating, John, St. Paul, formerly of Port Blakely      Morning Oregonian. 11-19-1906, p1.
18. Kenney, C.J., Army hosp. steward, Fort Ward          Morning Oregonian. 11-19-1906, p1.
19. Larsen, Peter. Oiler.               Port Blakely                Morning Oregonian. 11-19-1906, p1.
20. Meyers, William. Mill caulker. Port Blakeley           Morning Oregonian. 11-19-1906, p1.
21. McDonald, Albert. Lumber surveyor. Port Blakely   Morning Oregonian. 11-19-1906, p1.
22. McDury, Albert. Lumber surveyor, Port Blakely      Morning Oregonian. 11-19-1906, p1.
23. McQuerie, Frank. Ship officer. Port Blakely             Morning Oregonian. 11-19-1906, p1.
24. Nelson, Mr. August.               Port Blakely.               Morning Oregonian. 11-19-1906, p1.
25. Nelson, Mrs. August.              Port Blakely.               Morning Oregonian. 11-19-1906, p1.
26. Parker,____                             Steamer Dix engineer. Morning Oregonian. 11-19-1906, p1.
27. Pigati,____. Mill filer.            Port Blakely                Morning Oregonian. 11-19-1906, p1.
28. Price, Roland. Postmaster’s son. Port Blakely           Morning Oregonian. 11-19-1906, p1.
29. Rogers,____. Blacksmith.      Port Blakely                Daily Californian, 11-20-1906, p. 1.
30. Roland,____                           Dix crewman              Morning Oregonian. 11-19-1906, p1.
31. Smith, James.                          Port Blakely                Morning Oregonian. 11-19-1906, p1.
32. Smith, Mrs. James.                 Port Blakely                Morning Oregonian. 11-19-1906, p1.
33. Smith, son of James.               Port Blakely                Morning Oregonian. 11-19-1906, p1.
34. Swanson, Sven. Mill worker. Port Blakely                Morning Oregonian. 11-19-1906, p1.
35. Wenater [unclear], A. Lumber surveyor, Port Blakely. Morning Oregonian. 11-19-1906.
36. Unknown Steamer Dix deckhand.                              Morning Oregonian. 11-19-1906, p1.
37. Unknown “Chinaman” bound for Blakely for work. Morning Oregonian. 11-19-1906, 1.
38. Unknown “Chinaman” bound for Blakely for work. Morning Oregonian. 11-19-1906, 1.
39. Unknown “Chinaman” bound for Blakely for work. Morning Oregonian. 11-19-1906, 1.
40. Unknown Japanese going to work at Port Blakely    Morning Oregonian. 11-19-1906, 1.
41. Unknown Japanese going to work at Port Blakely    Morning Oregonian. 11-19-1906, 1.
42. Unknown Japanese going to work at Port Blakely    Morning Oregonian. 11-19-1906, 1.
43. Unknown Japanese going to work at Port Blakely    Morning Oregonian. 11-19-1906, 1.
44. Unknown Japanese going to work at Port Blakely    Morning Oregonian. 11-19-1906, 1.

 

Sources

 

Anaconda Standard, MT. “General Chronology of Events During This Year,” 12-30-1906, p. 34. Accessed at: http://www.newspaperarchive.com/FullPagePdfViewer.aspx?img=54805955

 

Berman, Bruce D. Encyclopedia of American Shipwrecks. Boston: Mariners Press Inc., 1972.

 

Daily Californian, Bakersfield. “Death List Increasing. Five More Victims.” 11-20-1906, p. 1.  Accessed at: http://www.newspaperarchive.com/FullPagePdfViewer.aspx?img=156500945

 

Fairbanks Evening News, AK. “More of Dix Horror.” 11-25-1906, p. 1. Accessed 7-6-2019 at: https://newspaperarchive.com/fairbanks-evening-news-nov-26-1906-p-1/

 

Harrell, Debera Carlton. “Ceremony to Mark Worst Maritime Disaster in Puget Sound History.” Seattle Post-Intelligencer, 11-16-2006. http://seattlepi.nwsource.com/local/292571_dixdisaster16.html

 

Helena Semi-Weekly Independent, MT. “Captain Lermond Blamed.” 1-8-1907, p. 13. Accessed 7-6-2019 at: https://newspaperarchive.com/helena-independent-record-jan-08-1907-p-13/

 

Logansport Daily Reporter, IN. “Captain of Dix Blamed. Inspectors Revoke His License…” 12-17-1906, p. 2. Accessed 7-6-2019: https://newspaperarchive.com/logansport-reporter-dec-17-1906-p-2/

 

Morning Astorian, OR. “Investigating Disaster…Board of Inquiry…Dix.” 11-27-1906, p. 8. Accessed 7-6-2019 at: https://newspaperarchive.com/astoria-morning-astorian-nov-27-1906-p-8/

 

Morning Astorian, OR. “Jeanie Investigation. Contradictory Statements Made…” 11-27-1906, 8. Accessed 7-6-2019 at: https://newspaperarchive.com/astoria-morning-astorian-nov-27-1906-p-8/

 

Morning Oregonian, Portland. “Dix Sunk in Collision on Sound.” 11-19-1906, p. 1. Accessed 7-5-2019 at: https://newspaperarchive.com/portland-morning-oregonian-nov-19-1906-p-1/

 

Morning Oregonian, Portland. “Master Below Taking the Fares.” 11-19-1906, p. 5. Accessed 7-5-2019 at: https://newspaperarchive.com/portland-morning-oregonian-nov-19-1906-p-5/

 

Morning Oregonian, Portland. “Mate Was Not Competent.” 11-23-1906, p. 6. Accessed 7-5-2019 at: https://newspaperarchive.com/portland-morning-oregonian-nov-23-1906-p-6/

 

Oregon Daily Journal, Portland. “What Made Dix Go Down?” 11-21-1906, p. 2. Accessed 7-5-2019 at: https://newspaperarchive.com/portland-oregon-daily-journal-nov-21-1906-p-2/

 

Oregon Sunday Journal, Portland. “Will Sink Like Gas Pipes.” 11-25-1906, p. 1. Accessed 7-6-2019 at: https://newspaperarchive.com/portland-oregon-daily-journal-nov-25-1906-p-1/

 

Philadelphia Inquirer, PA. “Says Mate Was Cause of Wreck.” 12-2-1906, p. 14. Accessed 7-6-2019 at: https://newspaperarchive.com/philadelphia-inquirer-dec-02-1906-p-14/

 

United States Department of Commerce and Labor. Reports of the Department of Commerce and Labor. Wash.: GPO, 1907. “Report of the Steamboat-Inspection Service.” Digitized Google:  http://books.google.com/books?id=lqQXAAAAYAAJ&dq=steamer+Dix+jeanie+collision+puget+sound+nov+1906&source=gbs_navlinks_s

 

United States Steamboat-Inspection Service. Annual Report of the Supervising Inspector General, Steamboat-Inspection Service to the Secretary of Commerce and Labor for the Fiscal Year Ended June 30, 1907. Washington, DC: Government Printing Office, 1907. 374 pages. Digitized by Google. Accessed at: http://books.google.com/books?id=slcpAAAAYAAJ

 

World Today. “The Calendar of the Month. United States.” V. 12, No. 1, Jan 1907, p. 109. Google preview accessed 7-5-20019 at: https://books.google.com/books?id=cZjNAAAAMAAJ&printsec=frontcover#v=onepage&q&f=false

 

 

 

 

 

 

 

 

 

[1] “Washington, Jan. 2.–A report of the steamboat inspection officers who made of investigation of the collision between the steamers Dix and Jeanie on November 18 last, near Seattle, by which about 50 people lost their lives, has been received by the department of commerce and labor.”

[2] “…Charles Dennison, who was at the wheel of the Dix at the time of the collision, and who lost his life with 49 others, held a license simply to act as mate, not as pilot.”

[3] Fatalities cannot be nailed down to a specific number apparently because it was unclear how many Japanese and Chinese laborers were onboard. For the low end of our range we rely on the U.S. Steamboat Inspection Service Annual Report. For the high end of the range we rely on Berman and Gibbs, both usually reliable sources.

[4] “Thirty-nine were dead or missing. Other accounts placed the toll at 45 dead, for among the passengers were an undetermined number of coolie millhands hired for employment at the Port Blakely Mill Company.”

[5] Morning Oregonian, Portland. “Dix Sunk in Collision on Sound.” 11-19-1906, p. 1.

[6] Perhaps this is a mistake.  The same report, as page 321 has the fatalities at 42.

[7] Larger and heavier, in that the Jeanie was a freighter loaded with iron ore. (Gibbs)

[8] Gibbs writes there were seventy-seven on board.

[9] Elsewhere on the page two of those were identified as the steamers Multnomah and Manette.

—  >1,500  Chicago Daily News Almanac and Yearbook for 1907. “Hurricanes on…Gulf Coast,” p. 267.[1]

–456-486  Blanchard tally of breakouts below.[2]

—       328  Atlanta Constitution. “328 Killed on the Coast of Florida By Storm.” 10-20-1906, p.1.

–211-328  Blanchard estimated fatality range.[3]

—       211  Wikipedia. “1906 Florida Keys hurricane.” 10-8-2017 edit.

–135 on the Florida East Coast Railway. (Cites Monthly Weather Review, 1906, 479-80.)

—>70 Steamers St. Lucia and Peerless. (Cites: Chicago Daily News Almanac…for 1907.)

—    6  Plantations in the Florida Keys. (Cites: Monthly Weather Review, 1906, 479-80.)

—       193  Rappaport and Partagas (Southeast Florida and Cuba.)

—       164  Blake, et al. The Deadliest, Costliest, and Most Intense US Cyclones…, April 2007.

—       164  Centre for Research on the Epidemiology of Disasters. EM DAT.

—       164  Dunn 1964, 316.

—       164  Hebert/Jarrell/Mayfield. The Deadliest, Costliest…[US] Hurricanes… 1993, p. 80.

—       164  Jarrell et al, 2001.

—       164  Sav 1974.[4]

—       160  Norcross. (Referring to railroad workers killed on the Keys.)

—       134  Rappaport and Partagas. 1995.

 

Elliott Key                             (      250)

–>250  Boston Post. “Hundreds Die in Tidal Wave.” 10-20-1906, p. 1.[5]

 

Jupiter area plantations       (          6)[6]

 

Matocumbo Key                    (      ~50)

–~50 from dredges. Baltimore Sun. “Many Fatalities Reported.” 10-21-1906, p. 1.[7]

 

Maritime                                (135-180)

–135-180  Blanchard estimate.[8]

—    1,200  Workmen on East Coast Extension vessels/craft.[9]

—     ~135  Houseboats and other East Coast Extension vessels. (MWR. AMS, Oct 1906, p. 479.)[10]

—   124  Workmen on East Coast Extension vessels/craft.[11]

—   104  Houseboat No. 4. NYT. “104 Men Drowned on Florida Houseboat.” 10-23-1906, p. 5.[12]

—   101  Barge No. 4. Baltimore Sun. “Saved 49 out of 150.” 10-21-1906, p. 1.[13]

— >100  East Coast Extension quarter boats. (Monthly Weather Review. AMS, Oct 1906, p. 479.)

— >100  East Coast Extension quarter boats. Landsea and Partagas. Year 1906, p. 45.[14]

—     50  Barge at Elliot Key. Atlanta Constitution. (Box, top of page, datelined Miami, Oct 19.)[15]

—   ~35  Steamer Peerless. Baltimore Sun. “Many Fatalities Reported.” 10-21-1906, p. 1.[16]

—     35  Steamer St. Lucie. Baltimore Sun. “Many Fatalities Reported.” 10-21-1906, p. 1.[17]

—     35  Steamer St. Lucie. Barnes. Florida’s Hurricane History. 1998, p. 90.

—     28  Steamer St. Lucie. Atlanta Constitution. “328 Killed on the Coast of…” 10-20-1906, p.1.

—     25  Steamer St. Lucie. Atlanta Constitution. (Box at top of page, datelined Miami, Oct 19.)

—     23  Steamer St. Lucie. (Monthly Weather Review. AMS, Oct 1906, p. 479.)

—     21  Steamer St. Lucie Sinks, Oct 18.  (Berman. Encyclopedia of…Shipwrecks. 1972, 143.)

—     21  Steamer St. Lucie.                         (Singer. Shipwrecks of Florida (2^nd Ed.), 1993, p.127.)

—    10?  Florida Fish and Produce company’s fleet.[18]

 

Narrative Information

 

Singer: “St. Lucie – Sidewheel steamer (steel), 165 tons, built in 1888 at Wilmington, 122’ x 24’ x 4.2’, Captain Bravo.  Foundered during a storm, Oct. 18, 1906, off Elliot Key 21 lives lost.  She was a famous Indian River steamer.”  (Singer. Shipwrecks of Florida (2^nd Ed.), 1993, p. 127.)

 

Newspaper

 

Oct 18: “….The conductor of a train which late last night reached Fort Pierce, Fla., from Miami, reported terrible destruction there by the hurricane. Fully 100 houses had been blown down, and Miami was in a demoralized condition….

 

“The storm which cut off Havana traveled northeast and early yesterday hit the east coast of Florida, isolating the entire State south of Jacksonville. Just before the wires connecting Jacksonville with the south went down the operator at Miami reported a big storm and an unusually high tide. The last word from his said that the water was two feet deep in the telegraph office, and that the low streets were flooded.

 

“About the same time word came from St. Augustine that the tide had reached the highest point in ten years and that the bay front was inundated.

 

“The storm, according to the Washington Weather Bureau, passed over the Sand Key and Key West at 2 A.M. yesterday, the wind reaching a velocity of seventy-two miles an hour at Sand Key. The storm was described as a ‘tropical disturbance of small diameter,[19] but of great severity.’ It was moving north-northeast, and at the time the Government bulletin was issued was apparently central off the southeastern Florida coast…..

 

“Jacksonville, Fla., Oct 18.–A severe storm raged to-day on the east coast of Florida, but the wires went down early in the day, and it was impossible to obtain details….” (New York Times. “Havana Cut Off; Havoc at Miami.” 10-19-1906, p. 1.)

 

Oct 19: “Washington, October 19.–The tropical hurricane which swept from Cuba to the Bahamas now appears to be raging with full force about two hundred miles out in the Atlantic, its only shore effect tonight being a falling barometer and a 25-mile wind off the South Carolina coast. The hurricane, according to Forecaster Henry, of the weather bureau, seems to have been temporarily checked in its northeastward movement and has not advanced in the past twelve hours, nor do the indications point to any change in the next twenty-four hours….

 

“Miami, Fla., October 19.–The reported loss of the steamer St. Lucie, Captain Bravo commanding, has proven true. This evening one of the Flagler steamers arrived in port, bringing sixty wounded, who were taken to the hospital. It is said that there are twenty-eight bodies which will be brought up tomorrow….The steamer St. Lucie belongs to the fleet of the Florida East Coast railway and is employed in carrying workmen to and from the extensive work on the keys. Despite the storm warning, Captain Bravo sailed for Key Largo with a large number of workmen aboard. The steamer was caught in the storm and was driven ashore with the awful loss of life reported.

 

“It is believed now that a portion of the Florida Fish and Produce company’s fleet was lost with loss of life. Manager Adams sent out one of their boats this morning to search for the men and boats and on its return the crew reported no sign of the fleet. The fishing nets were found strews upon the shore….

 

“Another disaster is the breaking loss of a barge at Elliot Key with 100 people on board. She was picked up on the Bahama Islands. Fifty of her people were drowned.” (Atlanta Constitution. “328 Killed on the Coast of Florida By Storm.” 10-20-1906, p. 1.)

 

Oct 21: “Key West, Fla., Oct. 21.–Survivors from one of the house boats of the Florida East Coast Railway extension along the keys tell a harrowing tale of death and destruction during the storm of Thursday. W. P. Dusenberry, civil engineer in charge of the work on Long Key, who miraculously escaped death, arrived here on the Russian steamer Jennie, among other survivors rescued. He says house boat No. 4, on which were 150 men, was struck by the storm at 5 o’clock Thursday morning and was driven out into the Gulf through Hawks channel. At 6 o’clock the house boat began to break up and as the great waves hit her, men singly and in bunches of two and three were washed into the sea and drowned. Some went below for protection, but when the top of the boat was carried away and waves rushed in and the boat went to pieces, thirty or forty of the men being crushed to death in the collapse, the others grabbing timbers to save them from drowning. Engineer Dusenberry was in the hold, but succeeded in getting a log and floated until Friday night, when he was rescued.

 

“On one piece of timber sixteen men were clinging and nine hanging to another. The side of the house boat was crowded with men. It turned over three times, each time reducing the number.

 

“The Russian steamer Jennie sighted the wreckage and succeeded in rescuing the forty-nine men who were brought here….” (Galveston Daily News, TX. “Drowned Like Rats.” 10-22-1906, p1.)

 

Sources

 

Atlanta Constitution. “328 Killed on the Coast of Florida By Storm.” 10-20-1906, p. 1. Accessed 11-14-2017 at: https://newspaperarchive.com/atlanta-constitution-oct-20-1906-p-1/

 

Baltimore Sun. “Many Fatalities Reported.” 10-21-1906, p. 1. Accessed 11-14-2017 at: https://newspaperarchive.com/baltimore-sun-oct-21-1906-p-1/

 

Baltimore Sun. “Saved 49 out of 150.” 10-21-1906, p. 1. Accessed 11-14-2017 at: https://newspaperarchive.com/baltimore-sun-oct-21-1906-p-1/

 

Barnes, Jay. Florida’s Hurricane History. Chapel Hill and London: UNC Press, 1998.

 

Berman, Bruce D. Encyclopedia of American Shipwrecks. Boston: Mariners Press Inc., 1972.

 

Blake, Eric S., Edward N. Rappaport, and Christopher W. Landsea. The Deadliest, Costliest, and Most Intense United States Cyclones From 1851 to 2006. Miami, FL: National Weather Service, National Hurricane Center, April 15, 2007 update, 45 pages. Accessed at: http://www.nhc.noaa.gov/Deadliest_Costliest.shtml

 

Boston Post. “Hundreds Die in Tidal Wave.” 10-20-1906, p. 1. Accessed 11-14-2017 at: https://newspaperarchive.com/boston-post-oct-20-1906-p-1/

 

Centre for Research on the Epidemiology of Disasters. EM DAT Database. Louvain, Belgium:  Universite Catholique do Louvain. Accessed at: http://www.emdat.be/

 

Chicago Daily News Almanac and Yearbook for 1907. “Hurricanes on the Gulf Coast.” Chicago Daily News Co., 1906. Accessed 11-14-2017 at: https://books.google.com/books?id=DW4TAAAAYAAJ&printsec=frontcover&vq=Chicago+almanac+hurricane+1906#v=onepage&q=Chicago%20almanac%20hurricane%201906&f=false

 

Dunn, Gordon E. and Banner I. Miller. Atlantic Hurricanes (Revised Edition). Baton Rouge LA:  Louisiana State University Press, 1964, 377 pages.

 

Galveston Daily News, TX. “Drowned Like Rats.” 10-22-1906, p. 1. Accessed 11-14-2017 at: https://newspaperarchive.com/galveston-daily-news-oct-22-1906-p-1/

 

Hebert, Paul J., J.D. Jarrell, Max Mayfield. The Deadliest, Costliest, and Most Intense United States Hurricanes of This Century (NOAA Technical Memorandum NWS-NHC-31). Miami, FL:  National Hurricane Center, National Weather Service, National Oceanic and Atmospheric Administration, U.S. Department of Commerce, Feb 1993, 41 pages.

 

Jarrell, Jerry D., Max Mayfield, Edward N. Rappaport, Christopher W. Landsea.  The Deadliest, Costliest, and Most Intense United States Hurricanes From 1900 to 2000 (And Other Frequently Requested Hurricane Facts) (NOAA Technical Memorandum NWS TPC-1). Miami, FL:  NOAA NWS and Atlantic Oceanographic and Meteorological Laboratory, October 2001 Update.  Accessed at: http://www.aoml.noaa.gov/hrd/Landsea/deadly/index.html

 

Landsea, Christopher and Jose Fernandez-Partagas. Year 1906. Accessed 11-14-2017 at: http://www.aoml.noaa.gov/hrd/Landsea/Partagas/1905-1908/1906_2.pdf

 

Monthly Weather Review. “The West Indian Hurricane of the Second Decade of October, 1906.” American Meteorological Society, October 1906, p. 479. Accessed 11-14-2017 at: http://www.aoml.noaa.gov/hrd/hurdat/mwr_pdf/1906.pdf

 

New York Times. “104 Men Drowned on Florida Houseboat.” 10-23-1906, p. 5. Accessed 11-14-2017 at: https://newspaperarchive.com/new-york-times-oct-23-1906-p-5/

 

New York Times. “Havana Cut Off; Havoc at Miami.” 10-19-1906, p. 1. Accessed 11-14-2017 at: https://newspaperarchive.com/new-york-times-oct-19-1906-p-1/

 

Norcross, Bryan. Hurricane Almanac: The Essential Guide to Storms Past, Present, and Future.  NY: St. Martin’s Griffin, 2007.

 

Rappaport, Edward N. and Jose Fernandez-Partagas. The Deadliest Atlantic Tropical Cyclones, 1492-1994 (NOAA Technical Memorandum NWS NHC-47). Coral Gables, FL: National Hurricane Center, National Weather Service, National Oceanic and Atmospheric Administration, U.S. Department of Commerce, January 1995, 42 pages. Accessed 8-20-2017 at:  http://www.nhc.noaa.gov/pdf/NWS-NHC-1995-47.pdf

 

Sav, Thomas G. Natural Disasters: Some Empirical and Economic Considerations (Final Report, NBSIR 74-473). Washington, DC:  National Bureau of Standards, Institute for Applied Technology, Center for Building Technology, Building Economics Section, February 1974, 74 pages. Accessed 7-12-2017 at: http://www.fire.nist.gov/bfrlpubs/build74/PDF/b74006.pdf

 

Singer, Steven D. Shipwrecks of Florida: A Comprehensive Listing (2^nd Ed.). Sarasota, FL: Pineapple Press, Inc., 1998. Partially digitized by Google. Accessed at:  http://books.google.com/books?id=6j6kjZQReqkC&printsec=frontcover&source=gbs_navlinks_s#v=onepage&q=&f=false

 

 

 

 

 

 

[1] “More than 1,500 lives were lost in a hurricane which swept the southeastern coast of Florida and the northern part of Cuba Oct. 17-18, 1906. Elliott’s key was engulfed by a tidal wave and 250 persons were drowned; seventy were lost from the steamers St. Lucia and Peerless and eighteen were killed in the city of Havana….The largest number of casualties was on barges and dredges used by contractors building a railroad along the keys to connect the mainland with Key West. About 1,200 workmen were reported drowned.” We do not use for lives-lost-estimate — out of keeping with other estimates.

[2] This is a conundrum. If the reporting reflected below is accurate, or even just close to accurate, then approximately 456-486 lives were lost. In that we do not know the breakouts used to derive the 134-193 figures, we must assume that one or more of the breakouts below were discounted (such as Elliott Key and Matocumbo Key).

[3] It appears to us that a minimum of approximately 211 lives were lost, as reported in the Wikipedia article. Our tally of fatalities reported at the time is far higher — 456-486 lives lost. In that this range is far higher than subsequent reporting we do not feel confident in the range. We choose, instead, to use as the high end or our range the figure of 328 lives lost as reported by the Atlanta Constitution on October 20, though, it may be that this was an overestimate.

[4] Cites:  Don G. Friedman, “Prospective View of Natural Disasters in the United States” (paper presented at the System Safety Society Symposium, July 18, 1973), Table 2.

[5] “Elliot’s Key was engulfed by a tidal wave [storm surge]. Captain Brava of the St. Lucie, who is among the rescued, states that all the inhabitants of the place, more than 250, were drowned.”

[6] From report of H. P. Hardin, Observer, Weather Bureau, Jupiter, Fla.: “….Six lives are reported to have been lost on plantations…destroyed….” (Monthly Weather Review. AMS, Oct 1906, p. 479.)

[7] “It is estimated that 50 lives were lost on dredges at lower Matocumbo…Two men were lost on the pile driver.”

[8] We derive this figure by using 135 figure for workmen on the East Coast Extension vessels/craft (including St. Lucie) as the low-end of the range. For the high end we add approximately 35 from Steamer Peerless, and guestimate of 10 lives lost from Fish and Produce Co. fleet.

[9] Chicago Daily News Almanac and Yearbook for 1907. “Hurricanes on…Gulf Coast,” p. 267.

[10] From report of H. P. Hardin, Observer, Weather Bureau, Jupiter, Fla.: :The storm caught most of the several hundred laborers and mechanics of the railway extension on houseboats and other clumsy craft moored to piling for living quarters. These boats were torn from their moorings and beaten to pieces by the seas. The loss of life among these men was about 135.”

[11] Barnes, Jay. Florida’s Hurricane History. Chapel Hill and London: UNC Press, 1998, p. 89.

[12] “Mobile, Ala., Oct. 22.–Charles Anderson [and other survivors] from Houseboat 4…were landed in this city to-day by the Mallory liner Colorado. They report 104 men drowned off this boat.”

[13] “Key West, Fla., Oct 20.–The Austrian steamer Jennie…has called at this port to land 49 workmen picked up at sea near the Bahama Coast, 160 miles from Key West. The men were part of a force of 150 workingmen belonging to Barge No. 4, engaged on East Coast extension work. Most of the others were either killed or drowned in the storm early Thursday. Nine other barges crowded with workingmen…were at sea with Barge No. 4. There is no news of them and it is feared all were lost…” A later account notes that Barges 6 and 7 “are now safe on the other side of Biscayne bay.” (Baltimore Sun. “Many Fatalities Reported.” 10-21-1906, p. 1.)

[14] “The quarter boats of the East Coast Extension were carried out to sea and many lives, probably more than 100, were lost.”

[15] “Another disaster is the breaking loss of a barge at Elliot Key with 100 people on board. She was picked up on the Bahama Islands. Fifty of her people were drowned.”

[16] After noting 35 deaths from the steamer St. Lucie, it is noted “The steamer Peerless also lost about the same number, who were blown off the vessel.”

[17] “Jacksonville, Fla., Oct. 20.–A special to the Metropolis from Miami, Fla., says: ‘When the Miami steamer St. Lucie was crushed by th high waves in Thursday’s hurricane, out of 100 persons on board 35 were lost.”

[18] Our guestimate. Only reported that the fishing fleet was lost — no indication of number of vessels or men. (Atlanta Constitution. “328 Killed on the Coast of Fl…” 10-20-1906, p.1.)

[19] Elsewhere in this article the width of the hurricane was noted as “hardly more than seventy miles…”

Compiled by B. Wayne Blanchard, June 2014, modified Aug 2017 and Jan 2020, for website: Deadliest American Disasters and Large-Loss-Of-Life Events. https://www.usdeadlyevents.com/

–152-296  Blanchard tally from State breakouts below.

–109-161  Alabama

—  39 – 57  Florida

—    4 – 78  Mississippi

—  134  Bevin update. The Deadliest Atlantic Tropical Cyclones, 1492-1996. 1997.[1]

—  134  Blake, et al. The Deadliest, Costliest, and Most Intense US Cyclones…, April 2007.

—  134  Hebert, Jarrell and Mayfield. The Deadliest, Costliest…[US] Hurricanes… 1993, p. 80.

—  134  Jarrell et al. The Deadliest, Costliest…Most Intense [US] Hurricanes…1900 to 2000. 2001.

—  134  NWS Mobile/Pensacola Weather Forecast Office. September 27^th Hurricane of 1906.

—  134  NWS, New Orleans. Top Weather Events of…20^th Century within the NWSFO…, 2008.

—  133  Garriott. “The Caribbean Sea Storm of Sept. 23-37, 1906,” MWR, Sep 1906, p. 418-423.

—      1  Mobile; p. 422.

–~100  Mobile County southern coast; p. 422.

—    32  Pensacola, p. 419.

Maritime component (included in Blanchard total tally):           (15)

–3  Schooner Agnes. Bayou La Batre, AL. Bureau of Nav. “Loss of American vessels…” p. 374.

–1  Schooner Ethel founders, Heron Bay, AL, Sep 27. Bureau of Navigation 1907, p. 375.

–1  Schooner Margrette B strands, Point of Pines, AL, Sep 27. Bureau of Navigation 1907, 376.

–2  Schooner Two Friends founders, Heron Bay, AL. Bureau of Navigation 1907, p. 378.

–7  Schooner William H. Warren founders, St. Joseph Point, FL. Bureau of Nav., p. 378.

–1  Schooner Daisy strands, Horn Island, MS, Sep 26, Bureau of Navigation, p. 375.

Breakout of Fatalities by State

Alabama        (109-161)

–109-161  Blanchard range based on sources below.[2]

—  150  Along the coast. Murray. “The 1906 Mobile Hurricane.” AlabamaWX Weather Blog.

—      3  Bayou La Batre, schooner Agnes. Bureau of Nav. “Loss of American vessels…” p. 374.

—      1  Heron Bay, Sep 27. Schooner Ethel founders. Bureau of Navigation 1907, p. 375.

—      2             “          “       Schooner Two Friends founders. Bureau of Navigation 1907, p. 378.

—      1  Mobile.           Garriott. “The…Hurricanes of Sep…,” MWR, Sep 1906, p. 422.[3]

—      1       “                 Wikipedia. “1906 Mississippi hurricane.” 4-15-2014 modification.^[4]

—   2-3       “                First National Bank of Mobile, Ala. Highlights of 75 Years in Mobile.[5]

–>150  Mobile County. First National Bank of Mobile, Ala. Highlights of 75 Years in Mobile.

–~150  “               “ McGehee. “A hurricane to remember…storm that struck Mobile.” Bellingrath Museum.

–~125 “               “    Quincy…Herald, IL. “Unparalleled Heroism…Mobile Disaster.” 10-1-1906, 1.[6]

–~100  “               “    Garriott. “The…Hurricanes of Sep…,” MWR, Sep 1906, p. 422.

–~100  “               “     southern. NWS Mobile/Pensacola WFO. September 27^th Hurricane of 1906.[7]

–23  Cedar Point, below Mobile; oystermen.[8]

—  6  Fort Morgan, Baldwin Co. Wikipedia. “1906 Mississippi hurricane.” 4-15-2014 mod.^[9]

–20  Heron Bay; just southwest of Alabama Port.[10]

—      2  Point of Pines, Sep 27. Schooner Margrette B strands. Bureau of Navigation 1907, p376.

 

Florida           (39-57)

–39-57  Florida          Blanchard range.[11]

–~50  Pensacola.        First National Bank of Mobile, Ala. Highlights of 75 Years in Mobile.

—  35         “               Wikipedia. “1906 Mississippi hurricane.” 4-15-2014 modification.^[12]

—  33          “               The Citizen, Frederick, MD. “100 Soldiers Perish…” 10-5-1906, p. 1.[13]

—  32          “               Barnes. Florida’s Hurricane History. University of NC Press, 1998, p. 88.

—  32          “               Garriott. “The…Hurricanes of Sep…,” MWR, Sep 1906, p. 419.[14]

—    7  St. Joseph Point. Sch. William H. Warren founders. Bureau of Nav., p. 378; Singer, 38.

 

Louisiana       (0-~100)

–~100  Lake Borgne area. Malayan settlement. First Nat. Bank of Mobile, Ala. Highlights...[15]

—      0  Roth. Louisiana Hurricane History, p. 28. (Roth mentions no deaths in his document.)

 

Mississippi     (4-78)

—       4-78  Blanchard.[16]

— State 78  Longshore. Encyclopedia of Hurricanes, Typhoons, and Cyclones. 2008, p. 309.[17]

—          78  Wikipedia. “1906 Mississippi hurricane.” 4-15-2014 modification.^[18]

— “Many”  Biloxi. First National Bank of Mobile, Ala. Highlights of 75 Years in Mobile.

—            6  Mississippi Sound. Washington Post. “On Mississippi Sound.” 9-30-1906, p. 3.

–3  Horn Island. Light keeper Johnston, wife and daughter swept into Gulf.[19]

–1  Horn Island, Sep 26, schooner Daisy strands. Bureau of Navigation, p. 375.

 

Narrative Information

 

General/Multi-State

 

Garriott: “The Caribbean Sea Storm of September 23-27, 1906. This was the severest disturbance that has visited the Gulf coast since the occurrence, on September 8, 1900, of the storm that devastated Galveston….The September, 1906, storm was first definitely located over the western portion of the Caribbean Sea on the 22d and crossed the Gulf coast line west of Mobile the morning of the 27^th….The center of the storm crossed the coast line near and west of Mobile at about 8 a.m., seventy-fifth meridian time, of the 27^th. East of the point where the centre crossed the coast an onshore southerly gale combined with the wave from the Gulf to drag vessels from their anchorage, and caused water damage to shore property that was not experienced west of the storm’s path, where northerly offshore winds prevailed during the period of the storm’s greatest intensity. After the 27^th the strength of the storm diminished rapidly, and during its subsequent course northward over the lower and middle Mississippi Valley heavy rains fell within its area….” [p. 418]

 

“The storm was severe east of New Orleans, but there does not appear to have been any loss of life on the Mississippi and Louisiana coasts. The damage to property that could not be moved or protected was great. At Burwood the tide was over the wharf, which is eight feet above mean Gulf level. Railroads and crops suffered great damage.” [p. 419]

 

(Garriott, E. B. (Professor of Meteorology). “The West Indian Hurricanes of September 1906,” Monthly Weather Review, September 1906, pp. 418-419.)

 

Library of Congress World Digital Library: “The sixth hurricane of 1906 was one of 11 hurricanes or tropical cyclones that Atlantic hurricane season. The storm made landfall on September 27, 1906, west of Biloxi, Mississippi, but wreaked its greatest damage from Mobile, Alabama to Pensacola, Florida. The Category 4 hurricane was the most destructive storm to strike the Pensacola area in 170 years. Winds in excess of 105 miles (170 kilometers) per hour stretched past the city and port of Pensacola, and Escambia Bay in the Gulf of Mexico saw a storm surge as high as 14 feet (4.3 meters). This photograph [not reproduced here] shows the damage wrought to Pensacola Harbor. Steam is still rising from the smokestack of a nearly sunken ship, and the harbor is crammed with tumbled and sagging boats and lined with collapsed warehouses and shattered docks. In the background, a wasted city of shaken buildings stretches to the horizon. The storm caused the deaths of 134 people and millions of dollars in damage in Alabama and Florida.” (Library of Congress World Digital Library. “View of the Damage from the Hurricane of 1906.” 10-22-2014 update.)

 

NWS New Orleans/Baton Rouge Weather Forecast Office: “September 27, 1906: Pascagoula, Mississippi Hurricane

 

“A violent hurricane moved onshore near the Pascagoula River, producing a storm surge in excess of 10 feet from Jackson County, MS to the westernmost Florida peninsula. A total of 134 lives were lost from Pascagoula to Pensacola, FL during this hurricane.” (NWS New Orleans/Baton Rouge Weather Forecast Office. NWX LIX – Top Ten Events of 20^th Century (webpage). Slidell, LA. National Weather Service, NOAA.)

 

Alabama

 

First National Bank of Mobile: “STRIKING FURIOUSLY, a West India hurricane roared into the Gulf Coast area on September 27, 1906, and destroyed millions of dollars worth of property in Mobile County. Although only two or three deaths occurred in the city itself, the storm sent more than 150 persons to a watery grave in the nearby vicinity, principally at Sans Souci Beach, Coden, Herron Bay and Navy Cove.

“The storm began on Wednesday, September 25th with a driving rain borne on a strong northeast wind. By the evening of the 26th it was impossible to walk on the streets with umbrellas. The barometer continued to drop until it reached a record low of 28.84, fulfilling the Weather Bureau’s prediction that the storm would be centered at Mobile.

“All during Wednesday the force of the wind increased. By midnight Wednesday it was a northeast gale, and just before dawn Thursday morning it reached hurricane proportions. Daylight found the air filled with flying objects—shutters, signs, awnings, roofs, trees, timbers, and finally bricks from walls and chimneys. Communication and electrical transmission wires were leveled throughout the city.

“During the early morning hours on Thursday, the wind veered to the east, and finally to the southeast, backing up water from the bay into the river until it overflowed the wharves and flooded city streets. By 8 o’clock Thursday morning, the yellow flood had reached Royal Street on St. Michael and was running into Royal Street gutters. It came within 25 feet of Royal on St. Francis—or approximately 30 feet farther up the street than the great flood of 1893. Upper Royal Street, from St. Louis to Beauregard, was also flooded, the water backing on St. Anthony nearly to Conception, and almost as far on State and Congress streets. Water Street at that point was a surging maelstrom, with the wind driving up St. Francis Street and rousing the water in great waves at the street intersection.

“From 7:30 Thursday morning until about 10 o’clock Thursday the storm was at its height. Then the wind abated and the waters receded, allowing many persons to descend from trees which they had climbed to save their lives. By Friday morning, the storm was over and reckoning of lives lost and property damage began.

“It was found that all the lower coast had been badly washed, with fully 150 lives lost, including many fishermen of the Herron Bay oyster and fishing fleet, where only three men and one vessel of the fleet were saved. Eleven steamboats and 22 sailing vessels were wrecked, and many others damaged, in the river. The quarantine station at Fort Morgan was washed away when the waves cut a great channel entirely across the land from the bay to the gulf. Scores of vessels were wrecked in the lower bay and just outside.

“In Mobile itself, the destruction was not nearly so severe. Chief damage was caused by the flood waters, although the wind tore away parts of many buildings. Nearly every church edifice in the city was damaged to some extent: the steeple of Christ Church was blown away and the interior wrecked by falling debris; the Methodist and Baptist Churches on St. Francis Street lost their spires. The courthouse clock and tower were badly damaged, as were the Cawthon, Bienville, St. Andrew, Windsor and Southern hotels. The Old Shell Road and Garrow’s Bend were washed worse than in the storm of 1893, and great sections of other roads and streets throughout the city were scoured away. Gross damage in Mobile County was estimated at more than $15,000,000.

“The Mobile area was not the only one to be ravaged by the storm. The entire Mississippi-Louisiana coast suffered severely. Many persons lost their lives at Biloxi, and some 20 schooners and hundreds of small craft were lost at Pascagoula. The death toll at Pensacola was estimated at 50 persons, with $5,000,000 in property damage. At least 100 Malayans in a settlement on Lake Bourgne, La., were said to have been killed.

After normal conditions had been restored, the populace within the city counted itself fortunate in having withstood the hurricane so well. It was pointed out that in both the storm of 1893 and the most recent one, the city proper had proved to be relatively secure against such hurricane disaster—a fact which was later re-emphasized when an 85-mile-an-hour wind swept the city in 1916.” (First National Bank of Mobile, Ala. Highlights of 75 Years in Mobile.)

Garriott, MWR: “Mobile, Ala.

 

“The storm of September 26-27 was more destructive than any other in the meteorological history of the station, involving a greater loss of property, more numerous marine disasters, and greater destruction to timber.

 

“The storm approached this section without any optical premonitory signs or noticeable cloud formations. Cloudy weather with stratus clouds began on the morning of the 25^th, and there was occasional sunshine until about noon on the 26^th; and only light rain, at times a mere drizzle, was recorded during a part of this period. On the 26^th the fall in [end of p.420] barometer pressure and the increase in wind velocity, which had been gradual, became more rapid toward night. The wind, which was remarkable for the severity and suddenness of its gusts, reached a maximum velocity of 25 miles an hour between 5 and 6 p.m. and higher velocities were attained during succeeding intervals until a maximum of 55 miles, from the east, for five minutes, was reached at 7:15 a.m. of the 27^th, and a single mile was made in somewhat less than a minute; after which lower velocities were recorded and no high velocities occurred after 11 a.m. ….

 

“The lowest reading of the barometer, 28.84 inches, was reached at 6:30 a. m….

 

“The rain, which was continuous from 12:05 p.m. of the 26^th, at times became a heavy downpour. The amount which fell from 12:05 p.m. of the 26^th to 7:20 p.m. of the 27^th was 6.40 inches.

 

“During the morning of the 26^th, the tide reached within six inches of the top of the wharf; it then receded and was one or two feet below the level of the wharf till about 6 a.m. of the 27^th; a rise then began and in about half an hour the water was near the top of the wharf; by 7:45 a.m. it had come into the third street from the river, and at 10 a.m. it attained its maximum stage, exceeding by about a foot the state reached during the hurricane of 1893. During that memorable storm the water was about six feet above the wharf….Markings at the Cotton Exchange Building indicate 13 inches higher water in 1906 then in 1893….

 

“…About twenty building, mostly houses in the residential section of Mobile demolished. Nearly all buildings were more [end of p. 21] or less damaged. Windows were blown in, chimneys felled, tin roofs rolled up, slates and shingles ripped off so that few interiors of houses escaped damage by the rain. In some places heavy timbers were carried considerable distances. Many merchants in the wholesale district had elevated their wares, but the tide exceeded all previous stages and damaged the lowermost goods. All electric services were totally crippled, the telegraph wires being down by 3 a.m. of the 27^th. The roads were made impassable by prostrated trees. There was only one life lost in Mobile. The official list of American vessels wrecked, kept at the office of the collector of customs, is not yet completed. Unofficial records of all marine disasters show that in Mobile Bay and River there were 11 steamships, 17 barks and schooners, and 4 steamboats ashore or sunk, 12 tugboats sunk, ashore, or capsized, and numerous barges and smaller craft which met a similar fate. There are also 11 steamships, barks, and many smaller vessels dismantled or otherwise damaged….

 

“The warnings of the Bureau prevented a greater loss of life, as nearly all vessels remained in the river. However, the storm was of so great severity that ships were torn from their moorings, collisions occurred, and the wind alone dismantled or damaged others….

 

“All localities in southern Alabama and southeastern Mississippi sustained great damage to property, but in the southern parts of Mobile and Baldwin counties the storm was most destructive to life and property and the damage will probably reach a million dollars. On the southern coast of Mobile County about one hundred persons lost their lives, mostly by drowning in the high tide which swept the coast….” (Garriott, E. B. (Professor of Meteorology). “The West Indian Hurricanes of September 1906,” Monthly Weather Review, September 1906, pp. 420-422.)

McGehee: “On September 27, 1906, a hurricane struck Mobile, causing more than $15 million in damage and drowning an estimated 150 people in the southern part of the county [Mobile County].

“The storm moved in on the evening of the 26th, and by the next morning, Mobilians awoke to find the air filled with flying objects – shutters, signs, roof shingles, tree branches, and even bricks from falling walls and chimneys….” (McGehee Tom (Museum Director of the Bellingrath Home). “A hurricane to remember: The tragic 1906 storm that struck Mobile.” Theodore, AL: Bellingrath Gardens and Home.)

 

Florida

 

Garriott, MWR: Pensacola, Fla.

 

“This was the most terrific storm in the history of Pensacola, or since the village of Pensacola, on Santa Rosa Island, was swept away 170 years ago. The greatest loss was to the shipping interests; a large number of ocean going vessels, tug boats, fishing smacks, launces, and craft of all kinds were wrecked upon the beach; the wreckage is strewn from Magnolia Bluff to the entrance of the harbor. During the early morning hours the people of the city were panic stricken, many believing that a repetition of the Galveston disaster was imminent, and large numbers of people took refuge in the higher portion of the city, braving the high-winds and stinging sand-felled rain in the hope of reaching a place of safety. When the wind reached 60 miles per hour (at 1:07 a.m.), every effort was made to protect property and life and people were driven from their homes along the water front. Trees were uprooted; houses were unroofed, and vessels in the harbor began to drag their anchors, being slowly but surely forced upon the beach. At the height of the storm (between 3 and 4 a.m.) the water rose 8½ feet above the normal high-water mark, being the highest known. The great protection afforded by Santa Rosa Island saved Pensacola from more severe suffering. The entire water front property was inundated, the water reaching many houses; some were either carried away completely or irreparably damaged. Muscogee wharf was broken in two in the middle, and the tracks on either side of the main dock were washed away. Thirty-eight coal cars which were on the wharf were washed away. A timber boom was broken and the timber cast adrift; this timber and wreckage of every description is jammed upon the beach in a torn and twisted mass. The water backed up in the low ground north of Intendencia street, where several cottages were inundated, the water in places reaching a depth of 10 feet. About the greatest havoc was wrought along West Main street, the south side of which has been completely washed away. The houses along the bay shore from Barcelona street to Perdido are in ruins and all along the shore innumerable vessels are scattered. The damage to the fishing industry alone will probably aggregate half a million dollars and that to the tow boat industry will aggregate as much more. Several wharfs are completely gone. On Palafox street from the wharf north to Wright street there is hardly a building that has escaped damage, and in many instances the losses will be heavy, as the tin roofs were blown from many and the driving rain damaged stocks to a great extent. The train service in and out of the city is completely paralyzed….From Magnolia Bluff to Milton the track is gone and a portion of Escambia Bridge is washed away. A channel was washed thru Santa Rosa Island east of the Life Saving Statin; the station itself is gone and the entire shore is a mass of ruins. Fort Barrancas is much damaged, Fort Pickens has suffered severely, and Fort McRae is completely razed, the ruins of the old fort standing alone on the shore….

 

“Wharfmaster Cox stated that the tide was fully ten feet above normal high tide along the city water front and twelve feet at Bayou Grande, based upon the reckonings of five reliable men. The sea swells entering the ship between Palafox and Baylen streets were from seven to twelve feet high between midnight and 7 a.m. and were about one hundred yards apart, lifting wharf timbers and boards as they rolled thru the slip and splashed over Cedar street. Oyster boats, launches, steam tugs, lighters, timbers and wreckage of all description are jammed together at the corner of Cedar and Baylen streets….Trees fully exposed to the easterly gale in all parts of the city were blown down, the chinaberry and sycamores suffering most. All weak chimneys that were broadside to the east were tumbled to the westward. Whenever the wind got under a tin roof it rolled it off….

 

“The total known deaths are 32….” (Garriott, E. B. (Professor of Meteorology). “The West Indian Hurricanes of September 1906,” Monthly Weather Review, September 1906, pp. 418-420.)

 

Singer: “A violent hurricane moved onshore near the Pascagoula River, producing a storm surge in excess of 10 feet from Jackson County, MS to the westernmost Florida peninsula. A total of 134 lives were lost from Pascagoula to Pensacola, FL during this hurricane.”[20]

 

Seven of the losses were aboard the Schooner William H. Warren, which foundered at St. Joseph Point, FL with all aboard.  (Singer.  Shipwrecks of Florida (2^nd Ed.). 1998, p. 38.)

 

Mississippi

 

Roth: “September 25-26^th, 1906: This hurricane moved westward through the Caribbean before turning north-northwest through the Yucatan Channel. The system made landfall at the Mouth of the Pascagoula River. Gales were experienced along the Lower Mississippi Delta. Winds gusted to 49 mph as the pressure fell to 29.15″ at New Orleans. The Lake Borgne lighthouse was most likely destroyed in this storm, though Cipra dates the destruction as occurring on the 10th(Cipra). A 24-hour rainfall record was set at Collinston for the month of August, when 4.55” accumulated on the 25th.” (Roth, David. Louisiana Hurricane History. Camp Springs, MD: NWS, p. 28.)

 

Sources

 

Barnes, Jay. Florida’s Hurricane History. Chapel Hill and London: University of North Carolina Press, 1998.

 

Bevin, Jack. The Deadliest Atlantic Tropical Cyclones, 1492-1996.  April 22 1997 update of NOAA Technical Memorandum NWS NHC 47 (The Deadliest Atlantic Tropical Cyclones, 1492-1996 by Edward N. Rappaport and Jose Fernandez-Partagas, May 28, 1995).  Accessed at:  http://www.nhc.noaa.gov/pastdeadly.shtml

 

Blake, Eric S., Edward N. Rappaport, and Christopher W. Landsea. The Deadliest, Costliest, and Most Intense United States Cyclones From 1851 to 2006. Miami, FL: National Weather Service, National Hurricane Center, April 15, 2007 update, 45 pages. Accessed at: http://www.nhc.noaa.gov/Deadliest_Costliest.shtml

 

First National Bank of Mobile, Ala. Highlights of 75 Years in Mobile. Mobile: FNB, 1940, 118 pages. Transcription of the section “1906 – Hurricane Does $15,000,000 Damage” was accessed at GenDisasters.com 1-12-2020 at: http://www.gendisasters.com/alabama/14432/mobile-al-hurricane-sept-1906

 

Garriott, E. B. (Professor of Meteorology). “The West Indian Hurricanes of September 1906,” Monthly Weather Review, September 1906. Accessed 1-12-2020 at: https://www.aoml.noaa.gov/hrd/hurdat/mwr_pdf/1906.pdf

 

Hebert, Paul J., J.D. Jarrell, Max Mayfield. The Deadliest, Costliest, and Most Intense United States Hurricanes of This Century (NOAA Technical Memorandum NWS-NHC-31). Miami, FL:  National Hurricane Center, National Weather Service, National Oceanic and Atmospheric Administration, U.S. Department of Commerce, Feb 1993, 41 pages.

 

Jarrell, Jerry D., Max Mayfield, Edward N. Rappaport, Christopher W. Landsea.  The Deadliest, Costliest, and Most Intense United States Hurricanes From 1900 to 2000 (And Other Frequently Requested Hurricane Facts) (NOAA Technical Memorandum NWS TPC-1). Miami, FL:  NOAA NWS and Atlantic Oceanographic and Meteorological Laboratory, October 2001 Update.  Accessed at: http://www.aoml.noaa.gov/hrd/Landsea/deadly/index.html

 

Library of Congress World Digital Library. “View of the Damage from the Hurricane of 1906.” 10-22-2014 update. Accessed 1-12-2020 at: https://www.wdl.org/en/item/4031/

 

Longshore, David. “Mississippi,” p. 309 in Encyclopedia of Hurricanes, Typhoons, and Cyclones (New Edition). NYC: Facts On File, Inc., an imprint of Infobase Publishing, 2008. Accessed 1-12-2020 at:

https://books.google.com/books?id=8kXwskQHBLoC&printsec=frontcover#v=onepage&q&f=false

 

McGehee Tom (Museum Director of the Bellingrath Home). “A hurricane to remember: The tragic 1906 storm that struck Mobile.” Theodore, AL: Bellingrath Gardens and Home. Accessed 1-12-2020 at: https://bellingrath.org/a-hurricane-to-remember-the-tragic-1906-storm-that-struck-mobile/

 

Murray, Bill. “The 1906 Mobile Hurricane.” AlabamaWX Weather Blog. 9-27-2009. Accessed 1-12-2020 at: https://www.alabamawx.com/?p=23302

 

National Weather Service, Mobile/Pensacola Weather Forecast Office. September 27^th Hurricane of 1906. Sep 2019 update. Accessed 1-12-2020 at: https://www.weather.gov/mob/1906Hurricane

 

National Weather Service, New Orleans/Baton Rouge Weather Forecast Office. NWX LIX – Top Ten Events of 20^th Century (webpage). Slidell, LA. National Weather Service, NOAA. Accessed 1-12-2020 at: https://www.weather.gov/lix/20thcenturytopten

 

National Weather Service, New Orleans/Baton Rouge Weather Forecast Office. Top Weather Forecast Office, Weather Events of the 20^th Century within the NWSFO New Orleans/Baton Rouge Service Area. Slidell, LA: NWS, NOAA, 5-22-2009 last modified. At: http://www.srh.noaa.gov/lix/html/top10.htm

 

New York Times. “Hurricane in South Sweeps Several States…” 9-28-1906, p. 1. Accessed 1-12-2020 at: https://timesmachine.nytimes.com/timesmachine/1906/09/28/101799501.html?pageNumber=1

 

Quincy Daily Herald, IL. “Unparalleled Heroism Amid Mobile Disaster.” 10-1-1906, p. 1. Accessed 1-12-2020 at: https://newspaperarchive.com/quincy-daily-herald-oct-01-1906-p-1/

 

Rappaport, Edward N. and Jose Fernandez-Partagas. The Deadliest Atlantic Tropical Cyclones, 1492-1994 (NOAA Technical Memorandum NWS NHC-47). Coral Gables, FL: National Hurricane Center, National Weather Service, National Oceanic and Atmospheric Administration, U.S. Department of Commerce, January 1995, 42 pages. Accessed 8-20-2017 at:  http://www.nhc.noaa.gov/pdf/NWS-NHC-1995-47.pdf

 

Roth, David. Louisiana Hurricane History. Camp Springs, MD: NWS, p. 28. Accessed 1-12-2020 at: https://www.weather.gov/media/lch/events/lahurricanehistory.pdf

 

St. Regis Falls Adirondack News. “Fort Morgan Wrecked.” 10-6-1906, p. 2. Accessed 1-12-2020 at: https://newspaperarchive.com/saint-regis-falls-adirondack-news-oct-06-1906-p-2/

 

Salt Lake Herald, Salt Lake City UT. “Full Story Has Not Been Told. Harrowing Details of Havoc Wrought by Hurricane Beginning to Arrive.” 9-30-1906, p. 1. Accessed 1-12-2020 at: https://newspaperarchive.com/salt-lake-city-herald-sep-30-1906-p-1/

 

Singer, Steven D. Shipwrecks of Florida: A Comprehensive Listing (2^nd Ed.). Sarasota, FL: Pineapple Press, Inc., 1998. Partially digitized by Google. Accessed at:  http://books.google.com/books?id=6j6kjZQReqkC&printsec=frontcover&source=gbs_navlinks_s#v=onepage&q=&f=false

 

The Citizen, Frederick, MD. “100 Soldiers Perish In Flood.” 10-5-1906, p. 1. Accessed 1-12-2020 at: https://newspaperarchive.com/frederick-citizen-oct-05-1906-p-1/

 

United States Bureau of Navigation, Department of Commerce and Labor. Thirty-Ninth Annual List of Merchant Vessels of the United States…For the Year Ended June 30, 1907. Part IV. “Loss of American Vessels Reported During Fiscal Year 1907.” Washington: Government Printing Office, 1907. Accessed 1-12-2020 at: https://babel.hathitrust.org/cgi/pt?id=uc1.b3330071&view=1up&seq=7

 

Washington Post. “On Mississippi Sound.” 9-30-1906, p. 3. Accessed 1-12-2020 at: https://newspaperarchive.com/washington-post-sep-30-1906-p-11/

 

Wikipedia. “1906 Mississippi hurricane.” 4-15-2014 modification. Accessed 6-13-2014 at: http://en.wikipedia.org/wiki/1906_Mississippi_hurricane

 

[1] Bevin update of document by same name by Edward N. Rappaport and Jose Fernandez-Partagas, 28 May 1995. There are two references in Appendix 1: Cyclones with 25+ deaths. The first is Hebert, P. J., J. D. Jarrell, and M. Mayfield. The deadliest, costliest, and most intense United States hurricanes of this century (Technical Memorandum NWS-NHC-31, 1993, 41 pages. The second is: Monthly Weather Review. U.S. Weather Bureau.

[2] The low-end of our range starts with the approximately 100 people noted as killed, “mostly by drowning in the high tide” which swept the Mobile County coast. It is variously noted that 1-3 people died in Mobile and we use one death in the low range. We add the eight maritime deaths not noted in the Monthly Weather Review in that it was written the maritime loss was unknown at the time. This adds to 115. For the high end we use the First National Bank of Mobile and McGehee estimates of 150 people dying in the Mobile County coast, plus three in Mobile, and eight deaths off the schooners Agnes, Ethel, Margrette B, and Two Friends. These total to 159.

[3] “There was only one life lost in Mobile.”

[4] Cites: New York Times. “Mobile and Pensacola Devastated by Storms.” 9-29-1906.

[5] A transcription of the section “1906 – Hurricane Does $15,000,000 Damage” was accessed at GenDisasters.com.

[6] “As Mobile emerges from the ruin caused by the great hurricane and takes stock of its losses it counts a possible 125 dead….As the bodies of the victims of the storm are washed ashore they are buried where found, with scarcely any attempts at identification.”

[7] Cites the Monthly Weather Review to the effect that “about 100 persons lost their lives, mostly by drowning in the high tide” in southern Mobile County.

[8] St. Regis Falls Adirondack News. “Fort Morgan Wrecked.” 10-6-1906, p. 2.

[9] Cites: Chicago Tribune. “Blots on Coast Mark City Sites.” 9-30-1906. Blanchard note: Fort Morgan is at the west end of a strip of land extending west into Mobile Bay and is directly to the south of Mobile. If there were deaths in this vicinity (not surprising), we speculate these would have been included in the 100-150 lives lost along the AL coast, especially in Mobile County.

[10] Quincy Daily Herald, IL. “Unparalleled Heroism Amid Mobile Disaster.” 10-1-1906, p. 1.

[11] For the low end of the range we use Garriott/MWS for Pensacola loss of thirty-two lives (though we suspect it was 33) and add seven lost from the schooner William H. Warren (for a total of 39). For the high-end we use estimate of fifty lives lost in Pensacola used by the First National Bank of Mobile book and add the seven lives lost from the William H. Warren (57).

[12] Cites: Baltimore Sun. “35 Dead at Pensacola.” 9-30-1906.

[13] “Pensacola, Fla., Oct. 3. – Three additional deaths have been reported, swelling the list to thirty-three.”

[14] “The total known deaths are 32.” (column 2, 5^th line up from bottom)

[15] We have been unable to find confirmation.

[16] While six deaths were reported in the Miss. Sound, we located identification for only four, thus four is the low-end of our range. For the high end we use the number 78 used by Longshore. We note, however, we have not found supporting data, and thus this number seems suspicious to us.

[17] “In September 1906, the Pascagoula-Mobile Hurricane left 78 people dead in Mississippi…”

[18] Cites: Longshore. Encyclopedia of Hurricanes, Typhoons, and Cyclones (1^st Ed.) Facts on File, 1998, 230.

[19] Salt Lake Herald. “Full Story Has Not Been Told. Harrowing Details of Havoc Wrought by Hurricane Beginning to Arrive.” 9-30-1906, p. 1.

[20] Cites: NWS NOLA/Biloxi WFO. Top Weather Events of 20^th Century within the NWSFO…, 2008.

— 2 Blanchard.

We note this loss in that there have been a number of reports of the entire crew of twelve being lost. The earliest such reporting we have seen is the US Bureau of Navigation report of twelve lives lost – in one line in a table titled “Part IV. Loss of American Vessels Reported During Fiscal Year 1906.” We speculate this is the source used by Gibbs, noted below, and others. We do not know where the Bureau of Navigation got its information, but it is incorrect. It is clear from the lengthy description of this loss in the U.S. Life-Saving Service report cited below, and from newspaper accounts of the time, such as the Oakland Tribune account we cite, that the loss of life was two not twelve.

–12 Gibbs, Jim. Disaster Log of Ships. 1971, p. 19.
–12 US Bureau of Navigation. List of Merchant Vessels of the United States…1906, p. 385.
— 2 Oakland Tribune, CA. “Schooner is Wrecked; 2 Drown, 10 are Saved.” 6-12-1906, p. 1.
— 2 US Life-Saving Service. “Wreck of the gasoline schooner Corinthian, June 11, 1906,” p.42.

Narrative Information

US Bureau of Navigation: “Corinthian…94 [tons] 1892 [built]…12 [crew size]…12 [lives lost]…Stranded…June 11, 1906…Humboldt Bar, Cal.”

US Life-Saving Service: “The Corinthian was a 94-ton gasoline schooner, carrying a crew of 12 men, including her captain, L. E. Atwater, and hailing from Eureka, California. The estimated value of the vessel is given as $12,000, and that of her cargo, consisting of lumber, shakes, and shingles, at $1,000. The disaster, which involved the loss of two members of the crew, occurred on June 11, 1906, the schooner having stranded at about 6 p.m. of that day on the western side of the peninsula separating Humboldt Bay from the ocean, two or three hundred yards off shore, and 3 miles northward of the Humboldt Bay life-saving station. The Corinthian left Eureka in the afternoon of the day mentioned en route to San Francisco. When she set out there was a light breeze from the south and the water was quiet, but by the time she had passed out between North Spit and South Spit, the wind had freshened considerably, and there was a strong sea running.

“From Eureka down to the bay entrance the distance is 5 or 6 miles. The bay is a long, narrow body of water from one-half mile to a mile wide, with a tortuous channel, and separated from the ocean by a low, barren, sandy peninsula, from one-half to three-fourths of a mile across. The life-saving station stands on the bay side of the peninsula about half a mile from its point, called North Spit. By boat the distance from the statin down around the point and out to the bar is perhaps 2 miles. Directly across the spit westward half a mile is the station boathouse, a mile from the bar, where are stored one of the Service boats, a beach cart and apparatus, and other life-saving equipment for use in case of disast4r on the ocean side of the peninsula – this arrangement making it possible for the station crew frequently to save much valuable time in answering calls of distress.

“Ahead of the Corinthian, as she neared the bay entrance, could be seen the breakers coming in pretty high, but, anticipating no difficulty in crossing, Captain Atwater kept his course, choosing the south channel in which to make the attempt. The vessel began to encounter trouble, however, as she approached the bar, and her deck load added materially to the difficulty of controlling her. She had little more than entered the breakers when a sea swept completely over her, disabling her machinery and starting the cargo. All hands except the man at the wheel, who was lashed to his post, and a man in the galley, named A. McCory, took to the rigging. Almost instantly following the first sea came another, which tore the galley loose and swept if over the side, taking McCory with it, and also further disarranging the deck load. The galley went by the board so quickly that the shipmates of the unfortunate man could have done nothing to save him had they been on deck and dared to make the attempt, and, of course, once in the sea he was beyond all possibility of aid from aboard ship.

“Realizing that the schooner must certainly be thrown on the shore if no effort were made to regain control of her, the captain and crew undertook, at great risk, to hoist the foresail, hoping to escape through the north channel, but before they had half accomplished their hazardous task the sail was split in two by flying pieces from the deck load, which rendered it useless. With the sail destroyed there was nothing further the crew could do in an endeavor to escape from their perilous situation, and the vessel was swept rapidly northward, all the time in broken water. When she had drifted a mile or more her two anchors were let go in the hope that she might fetch up head to and ride it out until the sea moderated, or until assistance might reach her, but the anchors failed to hold, and she continued to drift, finally taking bottom in the breakers. After she struck, the waves beat over her even more violently than before, carrying away her cargo of lumber and filling the water about her sides and toward the beach with the debris. Within a few moments after the stranding one of the sailors, named Simpson, left his place in the rigging, and against the remonstrance of the captain and mate jumped overboard and struck out for the sore.

“It appears that a number of persons had observed the schooner’s plight from the village of Samoa, on the ocean side of the peninsula, and from a shipyard on the bay, and had assembled on the beach abreast of her soon after the stranding. Among them was Alexander McLean, who had formerly been a member of the Life-Saving Service, part of the time as a keeper of the Point Adams station. When Simpson jumped overboard, McLean and a man named Peterson rushed out into the surf among the threshing timbers and brought him safe to land. Another member of the crew, named Carlson, seeing the success of his shipmate, essayed, against the entreaties of the captain and mate, to get ashore in the same manner, but was swept away and drowned….” [The next three-plus pages of the account details the life-saving measures which resulted in the successful rescue of the remaining crew, with a loss-of-life of the two crew members noted above.]

Newspaper

June 12: “Eureka, Cal., June 12. – While crossing Humboldt bar last evening and attempting to navigate through the south channel the gasoline schooner Corinthian, Walter Coggeshalt, managing owner, Captain Atwater, master, took aboard a huge sea, causing her to become a total wreck. The disaster was marked by two fatalities. The Dead: Andrew McCarry, student at the University of California. Ole Carson, sailor….” (Oakland Tribune, CA. “Schooner is Wrecked; 2 Drown, 10 are Saved.” 6-12-1906, p. 1.

Sources

Gibbs, Jim. Disaster Log of Ships: A Pictorial account of shipwrecks, California to Alaska. NY: Bonanza Books, 1971.

Oakland Tribune, CA. “Schooner is Wrecked; 2 Drown, 10 are Saved. Corinthian, En Route to San Francisco, is Beached While Crossing Humboldt Bar.” 6-12-1906, p. 1. Accessed 2-2-2022 at: https://newspaperarchive.com/oakland-tribune-jun-12-1906-p-1/

United States Bureau of Navigation, Department of Commerce and Labor. Thirty-Eighth Annual List of Merchant Vessels of the United States…For the Year Ended June 30, 1906. Washington, DC: Government Printing Office, 1906. Digitized by Google. Accessed 2-1-2022 at: http://books.google.com/books?id=ROEYAAAAYAAJ&printsec=frontcover&dq=editions:LCCNsn88028129&lr=#v=onepage&q=&f=false

United States Life-Saving Service. “Wreck of the gasoline schooner Corinthian, June 11, 1906,” pp. 42-48 in Annual Report of the United States Life-Saving Service for the Fiscal Year Ended June 30, 1906. Accessed 2-2-2022 at: https://books.google.com/books?id=7JRIAQAAIAAJ&printsec=frontcover&vq=wreck+of+schooner+corinthian+1906+humboldt+bay#v=onepage&q&f=false