20th Century

–14 Brooklyn Daily Eagle Almanac 1905. “General Chronology of 1904,” V. XX, 1905, 605.
–14 Gibbs, James A. Pacific Graveyard. 1993, p.171.
–14 Grover. The Unforgiving Coast: Maritime Disasters of the Pacific Northwest. 2002, p. 35.
–14 Logansport Journal, IN. “Fire at Sea Fatal to 14.” 3-1-1904, p. 5.
–14 Marshall, Don. Oregon Shipwrecks. Portland, OR: Binford & Mort Pubs., 1984, p. 132.
–14 U.S. Steamboat-Inspection Service. Annual Report 1904, p. 6.
–14 U.S. Steamboat-Inspection Service. Annual Report 1905, p. 29.

Narrative Information

Gibbs: “….On February 27, 1904, she suffered a fire off the Oregon coast, where fourteen lives were lost before the vessel finally reached Puget Sound….”

Marshall: “Queen 2.17/1904 [should be Feb 27], 1700 tons….on Feb 17, 1904…fire broke out in the aft portion of the ship. Capt. N. E. Cousins and his crew valiantly fought the stubborn blaze while the ship wallowed in the swells just off Tillamook Heard but, in spite of their best efforts, 14 lives were forfeited….”

U.S. House of Representatives, Merchant Marine Committee hearing:

“Mr. Bruckner [Congressman]. Is it not a fact that a lifeboat is more strongly built than a life raft?

“Mr. Gibson. Yes; but the lifeboat is easily upset.

“Mr. Bruckner. In other words, you mean you can launch a life raft more easily than you can a lifeboat?

“Mr. Gibson. Oh, yes; in a heavy sea and surf they are very much safer for the passenger to get away from the ship. And at the time of the fire on the Queen, which was probably one of the most unique fire disasters that ever happened at sea, she caught fire. I suppose, from an electric extension, cross wires, or something of that kind, and the women and children were put on the boats—I do not remember just how many boats they launched; four or five, anyway—and laid off from the ship, while the male passengers and crew fought the fire. That ship was burned from the engine-room bulkhead behind completely to the ship alley. Just before they had subdued the fire and arranged to take the passengers aboard a wind sprung up so that it became a little choppy, in fact a heavy sea, and in getting the passengers aboard I think one passenger was lost and six or eight members of the crew. This was in handling boats alongside, and I have heard the master of that ship say that if he had thought to put overboard a raft and landed those passengers onto the raft and then taken them aboard that this loss of life might possibly have been avoided. Such contingencies as that frequently come to the people after a disaster.” (Gibson, in: US Congress. House Merchant Marine Cmt. The Seamen’s Bill Hearings, 1914, 308)

U.S. Steamboat-Inspection Service: “…fire on board the steamship Queen, which threatened the destruction of that steamer off the coast of Oregon on February 27, 1904, when the lives of 14 of those who embarked in the lifeboats were lost by the staving or capsizing of the boats…”
(US S-IS. Annual Report 1904, 6.)

U.S. Steamboat-Inspection Service: “February 27. — Steamship Queen took fire on voyage from San Francisco, Cal., to Seattle, Wash., while off Tillamook, Oreg. The fire was extinguished by means of the ship’s fire apparatus after a desperate struggle. While the result was in doubt, boats were lowered and the women and children placed therein. Through the capsizing of 2 of the boats, 4 passengers and 6 of the crew were drowned; 4 of the crew were cut off by the flames and were burned to death…Case investigated March 3. Decision March 5, exonerating the officers of the Queen from any blame. Origin of fire not ascertained, but is supposed to have caught from defective electric wires.” (U.S. Steamboat-Inspection Service. Annual Report 1905, p. 29.)

Newspaper

March 1: “Seattle, Wash., Feb. 29.—Threatened with death by fire on shipboard, many passengers and members of the crew of the steamer Queen risked their lives in small boats in a tempestuous sea and fourteen of them were drowned. Those who preferred to face the peril of what seemed for hours unquenchable flames fought fire and storm and survived to rescue others, bringing in the half-burned ship and tell the story of the disaster. With the greater part of the upper deck burned out, the Queen arrived at this port Sunday [Feb 29] and landed the 200 survivors of one of the most harrowing voyages ever experienced along the north Pacific coast.

“The ship caught fire in the after saloon at 3:45 o’clock Saturday morning [Feb 27], while a terrific gale was raging. It seemed within a short time that the entire vessel would be destroyed, and then the captain allowed all who desired to do so to take to the small boats, two of which were almost instantly swamped, the occupants being drowned.

“The dead—First-class passengers: Mrs. E. Adams, died from exposure after being rescued; Miss Maud Steiner, Clallam, Wash., Second-class passengers: H. Buckley, D.E. Newsbury, Texas. The other ten who lost their lives were all members of the ship’s crew.

“The lifeboats that were floated safely and two rafts that were thrown over to pick up any who might be thrown into the water remained in the vicinity of the burning vessel and within view of it while the fire was being fought by the crew and those among the male passengers that remained on board.

“The passengers and those of the crew who remained on board, continued their fight against the flames, with increasing success, until, at 7:40 a.m., the fire was brought under control. When it was thought the danger from the fire was past Captain Cousins recalled the lifeboats and the occupants were taken aboard.” (Logansport Journal, IN. “Fire at Sea Fatal to 14.” 3-1-1904, p. 5.)

Sources

Brooklyn Daily Eagle Almanac 1905. “General Chronology of 1904,” Brooklyn Daily Eagle, Vol. XX, 1905, p. 605. Digitized by Google at: http://books.google.com/books?id=x8MWAAAAYAAJ&printsec=frontcover&source=gbs_v2_summary_r&cad=0#v=onepage&q=&f=false

Gibbs, James A. Pacific Graveyard. A Narrative of Shipwrecks Where the Columbia River Meets the Pacific Ocean. Portland, OR: Binford & Mort Publishing, 1993.

Grover, David H. The Unforgiving Coast: Maritime Disasters of the Pacific Northwest. Corvallis: Oregon State University, 2002.

Logansport Journal, IN. “Fire at Sea Fatal to 14.” 3-1-1904, p. 5. Accessed 4-17-2020 at: https://newspaperarchive.com/logansport-journal-mar-01-1904-p-5/

Marshall, Don. Oregon Shipwrecks. Portland, OR: Binford & Mort Publishing, 1984.

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, 1904. Washington, DC: Government Printing Office, 1904. 332 pages. Google digitized and accessed at: http://books.google.com/books?id=6lYpAAAAYAAJ

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, 1905. Washington, DC: Government Printing Office, 1905. 347 pages. Digitized by Google. Accessed at: http://books.google.com/books?id=LVcpAAAAYAAJ

— 181 Blanchard. [179 miners and 2 volunteer rescuers (Selwyn Taylor and Daniel Lyle).]

— 184 Brooklyn Daily Eagle Almanac 1905. “General Chronology of 1904,” V. XX, 1905, 605.
— 184 New York Times. “Cause of Mine Explosion,” 1-30-1904, p. 2.
— 184 Public Opinion. “News of the World,” Vol. XXXVI, No. 5, 2-4-1904, p. 153.
— 182 Chicago Daily News Almanac & Yearbook 1919, “Great Mining Disasters…,” p. 169.
— 181 Batz, Bob Jr. Pittsburgh Post-Gazette. “The Harwick Mine Explosion,” 12-11-1995, p.12.
— 181 Carnegie Hero Fund Commission. “Carnegie Hero Fund Remembers Victims…”
— 181 PA Historical and Museum Commission. Carnegie Hero Fund Commission plaque.
— 180 Chester Times, PA. “No Hope For Miners.” 1-27-1904, p. 6. (Refers to “entombed” miners.)
— 180 Granite memorial marker, Springdale, PA; in Batz. “The Harwick Mine Explosion,” 1995.
— 179 Cornell, James. The Great International Disaster Book (Third Edition). 1982, p. 312.
— 179 National Fire Protection Association. Key Dates in Fire History. 1996.
— 179 PA Dept. of Mines. Report of the Dept. of Mines of [PA], Part II, Bituminous, 1904. P. x.
— 179 NIOSH, CDC. “Coal Mining Disasters: 1839 to Present,” page 2.
— 179 United States Mine Rescue Assoc. Mine Disasters in the United States. “…Harwick…”

Narrative Information

Report of the Mine Inspectors: “In summing up the facts, as given in the former part of this report, we are agreed in the opinion that the cause of this explosion was the result of a blown-out shot in the face of No. 1 monkey entry off No. 3 room, off No. 1 butt entry on the south side of the mine. [p. xlv]

“We hold to the opinion that part of the mine was not ventilated as required by law. We further believe that the sprinkling and the laying of the dust according to Rule 60 had been neglected; we further agree in the opinion that fire-damp existed in a large portion of the advanced workings at the time of the explosion. Our reasons for so believing are due to the fact of our having found that in several parts of the mine the heat had been very intense, coking the coal and dust, and that fire-damp was also found at the point where heat had been the greatest. In our searching examination we failed to find any evidence that would lead us to believe that this explosion took place at any other part of the mine. This being true we can readily see that the explosion could be transmitted from one point to another by the carbonic oxide being produced and other gasses distilled from the coal dust which had been suspended in the atmosphere of the mine by the concussion from the initial explosion and other means, and carbonic oxide being an inflammable gas the flame from which was made to reach every nook and corner of the mine thus exploding the accumulations of fire-damp and dust along the path of the explosion carrying death and destruction into every region of its workings….

“From an analysis of this coal we find that it contains as high as 37.4 per cent. Of volatile matter, which renders the coal dust very inflammable [flammable] and exceedingly dangerous under certain conditions, therefore necessitating very great caution on the part of the management in seeing that every known precaution and every legal requirement is enforced.

“From our observation we are on the opinion that the best method of blasting this seam of coal was not practiced…. [p. xlvi]

“We would further recommend that blasting be discontinued in this mine and in all other gaseous mines where safety lamps are used, except when all the men are out of the mines except it is necessary to perform the work; and that they should not be fired in rapid succession, as such shot may liberate some marsh gas along with carbonic oxide and by the concussion stirring the dust charging the mine atmosphere to a very dangerous condition….” [p. xlvil] (Report of the Mine Inspectors to the Chief of the Department of Mines in Relation to the Harwick Explosion, Pittsburgh, Pa., January 30, 1904; in Annual Report of the Bureau of Mines, Official Document No. 23.)

Verdict of Coroner’s Jury in Harwick Mine Inquest, Pittsburgh, April 16, 1904.

“First – The explosion was caused by blown-out shot, igniting gas and coal dust.

“Second – Insufficiency of ventilation, due to accumulation of ice at the bottom of air shaft.

“Third – It is the duty of mine foremen to have ice removed and have air shaft in proper condition for the safety of the men and property.

“Fourth – We find that Mine Foreman Brown and Fire Boss Gordon, of the Harwick mine, at the time of the explosion, were negligent, and did not comply with the mining law of Pennsylvania.

“Fifth – We find Superintendent Sowden violated the mining law of Pennsylvania in not signing more foremen and fire boss report books, as required by law.

“Sixty – We find by the testimony of Mine Inspector Cunningham that he violated the mining law by not enforcing the requirements of the law, by not having in indicator placed on the fan and for allowing longer time to elapse than the law required in making his official inspection.

“Seventh – We, as jurors, do not consider the November 4, 1903, visit by Inspector Cunningham an official inspection, as required by law.

“Eighth – We, as jurors, recommend that the Allegheny Coal Company see that no friction exists between the officers of the Harwick mine for the safety of life and property.

“Ninth – We find from the evidence that Inspector Cunningham and Superintendent Sowden be held for the action of the grand jury on the charge of murder.

“Tenth – And we further censure the Allegheny Coal Company for not attending to the said Harwick mine according to law.

“Eleventh – And we further recommend that the Legislature of the State of Pennsylvania enact laws that are more specific in governing mines.” (Annual Report of the Bureau of Mines, Official Document No. 23., pp. liii-liv.)

Newspapers

Jan 25: “Pittsburg, Jan. 25. – About 8:20 o’clock this morning an explosion occurred in a shaft of the Harwick Coal company, near Cheswick, along the West Penn railroad. At least 125 men were at work in the mines at the time, and so far these are cut off from escape. Three of the tipple men were burned, one of them so badly that he will likely die. Superintendent George Sheets stated at 10 o’clock that he could not estimate the extent of damage or how the men in the mine fared. A messenger was hurriedly sent to Cheswick and Springdale for physicians. The shaft is about a mile back of the Cheswick station.

“A later report states that two hundred men were employed and that 180 were inside and the others outside workers. At noon none of the entombed were rescued or heard from and their fate is unknown. The tipple buildings and lining of the shaft were wrecked, thus choking the shaft with timbers, rocks and earth. Whether the explosion occurred in the far extremity or nearer the shaft is unknown. If any escaped alive, the fact that the shaft is completely choked, thus shutting off the air, will make their death a certainty from suffocation within a few hours. The largest possible force of rescuers are working and every possible effort to reach the entombed men is being made. The mine is operated by Cleveland capitalists and has never experienced any serious trouble before. The injured tipplemen were brought to the Allegheny hospital on a special train. One of them, whose name is unknown, died just as the train arrived in Allegheny.” (Altoona Mirror, PA. “Coal Mine Explosion. 180 Miners Imprisoned.” 1-25-1904, p. 1.)

Jan 25: “Pittsburg, Jan. 25. – By an explosion in the Harwick mine of the Allegheny Coal Co. at Cheswick, 16 miles from Pittsburg, Western Pennsylvania promises to add one of the greatest tragedies of years to the already long list of mine fatalities. Even the officials of the Allegheny Coal Co., the owners of the mine, do not know at this time the number of men still entombed in the chambers of the mine, 220 feet below the surface, but a conservative estimate places the number at 184. Even General Manager Geo. Sheets of the coal company, who is in charge of the mine, gives little hope that many of the men will be brought to the surface.

“The first ray of hope that any of the men had escaped the tremendous concussion of the explosion, came at 6 o’clock to-night when Adolph Gorgie [Gunia] was brought to the surface still living.

“The explosion occurred at 8:20 o’clock this morning at the bottom of one of the shafts, presumably caused by fire damp. It was 4 o’clock this afternoon before it was possible to make the first attempt at rescue. Robert North and Jack McCann, one of the engineers employed by the Allegheny Coal Company, tried to get into the mine by way of the stairs through the air shaft. They managed to grope their way some distance, but were finally driven back by the foul air. The main shaft into the mine, 220 feet deep, was made useless by the explosion, which hurled both cages, one of which was within 30 feet of the bottom of the shaft, through the tipple, 30 feet above the surface. Shortly after 5 o’clock a temporary rigging had been put in place over the mouth of the main shaft and a small bucket, capable of carrying three men, fastened to the tackle. The first effort with the new rig was made by Selwyn M. Taylor, the mining engineer who had been summoned from Pittsburg, and an assistant, J. M. Rayburn. A crowd of anxious young men and women were gathered at the pit mouth as the two men were lowered into the black shaft on the work of rescue.

A Perilous Descent.

“Slowly the rope on the big drums of the engine began to unroll and the two engineers disappeared. Still there was no sound from the depths below except the occasional shouting of men in the bucket to stop while they tested the air. Then the cage reached the bottom. There was a silence of fully 40 minutes, and then came the summons to haul up slowly. When the cage reached to top Rayburn was there and with him was Adolph Gorgie [Gunia], still alive but gasping for breath and evidently seriously injured. Again the cage sent down into the darkness, and this time it carried with it E. Taylor, as assistant of Selwyn Taylor and also Robert Worth and J. McCann who had made the first attempt. There was a call for volunteers to aid in the work of rescue and a call for hammers, nails and brattice cloths to enable the rescuers to brace up the workings so that they can grope their way back to where the 40 men were at work when the crash came.

The little village of Harwick that surrounds the mine workings, two miles back from the West Penn railroad, has been horror stricken all day. The wives and relatives of the entombed men have crowded about the entrance of the pit, beseeching for news of the loved ones below, but only to meet the same sad answer: ‘We do not know yet; if we find him we will send him home.’ The little school house has already been prepared as a morgue and hospital. The benches and seats have all been removed and eight girls from the highest class at the school have been impressed as nurses.

“….Mr. Scheetz, the manager of the mine, said to night to a representative of the Associated Press: ‘The explosion this morning was terrific. Both cages were blown from the shaft, one of them a distance of over 200 feet. Three men at work on the Tipple, were blown to the ground, and one of them is already dead. The other two are badly hurt, but I am told they are resting easily and may recover. There are at least 150 men in the mine and I am afraid that there are a number more, although there are several men on the pay-roll who did not report this morning.’

“….The explosion occurred at 8:20 this morning and the first warning was the sudden rumble underground, and then a sheet of flame followed up the deep shaft. Both mine cages were hurled through the tipple, 20 feet above the landing stage and the three men on the tipple were hurled to the ground. A mule was thrown high above the shaft and fell dead to the ground. The injured men were brought at once to this city where two of them, Henry Mayhew, checkweighman, and George Waltman, tippleman, have since died….” (Bradford Era, PA. “A Most Terrific Explosion and Its Appalling Consequences.” 1-26-1904, p. 1.)

Jan 26: “Pittsburg, Jan. 26. – At 12:15 this morning, Robert North and Michael Cain, of the rescue party, came to the surface and reported that Mr. Selwyn Taylor had been found alive and that 75 of the miners had been located, the majority of them, it is believed, alive.

Great Rejoicing.

“Pittsburg, Jan. 26. – There was great rejoicing among the crowd of about 700 or 800 who surrounded the mine at 12:15 this morning when the rescuers came to the surface and announced that Selwyn Taylor and from 50 to 75 miners had been found. Mr. Taylor was unconscious when found. Rescuer Wood, who went down with Mr. Taylor on the first trip, and came back with young Gunia, remembered on his second trip the route Taylor had planned to take, and following this he discovered the engineer in room B near the south entrance and with him the 50 or 75 others, all unconscious but alive. The supposition is that Taylor, knowing the mine so well, gathered the others to the room where they were found to await rescue. George Horwath, who was with Taylor and Wood when Taylor fell, was brought to the surface at 1:30 unconscious and with a slight chance for recovery. He is the second man to be taken from the mine. The rescue party is now bratticing the mine as they go forward and have hopes of getting the imprisoned men out before death overtakes them.
The Brave Engineer Dead.

“Pittsburg, Jan. 26. – The body of Selwyn M. Taylor was brought to the surface at 2:25 a.m. He had evidently been dead several hours.

Hope Abandoned.

“Pittsburg, Jan. 26. – 2:30 a.m. – The report of the rescuers an hour ago, to the effect that many were alive, was rudely shattered at 2:25, when the body of Selwyn Taylor was brought to the surface. He had evidently been dead for several hours, and now hopes for the other imprisoned men have been abandoned.

“The rescuers are being brought out, coated with ice, drenched to the skin and unable to walk. They report that the dead are scattered one above the other as thick as pine needles. Water is fast pouring into the mine, covering the corpses with a shroud of ice and making the work of rescue almost impossible. Afterdamp is collecting in quantities.

Believes All Are Dead.

“Pittsburg, Jan. 26 – 3:15 a.m. – Dr. W. B. McCullough of Cheswick, who has been in the mine for two hours, has just come to the surface and told the Associated Press that in his opinion not one of the miners who were in the shaft at the time of the explosion is alive. He thinks it will be several hours before any of the bodies can be brought to the surface.” (Bradford Era, PA. “Disaster In A Mine! Between 180 and 190 Men Entombed.” 1-26-1904, p.1.)

Jan 27: “Pittsburg, Jan. 27. – Even the elements seem to be conspiring to prevent the work of rescue at the Harwick mine at Cheswick. Almost zero weather and a bitter, biting, cruel wind swept down over the little valley where the mine is located, and nearly added another list of dead to the long black table already measured off. Not only was the work of search for the dead and living, if any are still alive, rudely interrupted, but cold and ice and wind combined nearly cost the lives of 16 more good men. There is now ho hope of rescuing any of the 180 entombed men alive.

“During the afternoon 16 men went down into the shaft to do the work of bratticing, bolstering, tunneling and removing the debris that has so far barred their progress into the workings where the men were at labor when the explosion came. Their shift was supposed to be of three hours only. Even at that it was a hard task. Even before the bucket reached the bottom they were drenched with water, which the cold draught through the shaft soon turned to ice.

“Shortly after they were let down, two at a time, in the bucket, a temporary hoist, that had been rigged up to bring the debris and the dead, was started down the shaft. Then came the snow and the cold and the wind, and again efforts were made to reach the living men at the bottom of the shaft, but the wooden sides of the hoist, swollen by the water, stuck to the iron guide slide, and then came hours of manoeuvering to reach the bottom. The men below had no means of warmth and many of them were standing in deep water. Every effort was made to lower the cage and finally it was loosened and tot within 12 feet of the bottom. A timber, blown across the way by the explosion was in the path. The men were within easy reach of a rope, but their fingers, number and almost frozen by the cold, were unable to grasp the offered help.

“It was six hours later when the first three men of the party who went down in the afternoon were brought to the surface. Not one of them was able to walk, so numbed were they by the cold, and then they told of their experience in the mine below.

“Henry Deckert was one of the men out of the cage. He was carried to the boiler house, and after 20 minutes of warmth managed to straighten himself up and say: ‘It was a frightful experience. The cold and hunger – and no good that we could do. We were too cold to work. There is apparently no one to rescue. We had a hard time to find many of the dead. A shred of clothing here and another there, a jacket, a pair of overalls, but few bodies. When we left the bottom of the shaft there were 12 bodies lying there ready to be brought up. There are many others there, and the bodies of many will never be found. The south main drift, in which we worked, gives little hope that many bodies recovered there will be recognizable. In the north main drift the way has been cleared for some distance, but we could not tell what was found there.’

“An hour later the last of the rescuers was brought to the surface, and as the last man was helped to the cage, Mine Inspector Tom Adams turned to the new party – three men – ready to go down and said: ‘Have you got your saws?’ Yes, sir. ‘See that the timber that holds the cage from reaching the bottom is out of the way before you come up.’ The signal was given, and they went down again into the water and the ice and the dead companions below….” (Chester Times, PA. “No Hope For Miners.” 1-27-1904, p. 6.)

Jan 29, NYT: “Pittsburg, Jan. 29. – Mine Inspector Cunningham is satisfied he has discovered the cause of the explosion at the Harwick Mine. It has been the theory of the Inspectors that the gas was lighted by a defective blast, one that was not properly tamped and that threw a bit of burning paper from the hole drilled in the coal. This was confirmed in a room in the south left entry where a hole was found in the coal showing that the tamping had been blown out and that the blast was ineffective. Near this point was found the lamp of Fire Boss J. A. Gordon, who was also the head blaster in the mine.

“The mine has now given up 150 bodies. The company expects to start work again in two weeks. An appeal for funds for the benefit of the families of the 184 miners killed a few days ago in the Harwick Mines was received yesterday by Mayor McClellan. The telegram to the Mayor was dated from Cheswick, Penn., and said:

One hundred and eighty-four miners’ killed and families destitute. The committee urges immediate and generous aid.” (NYT. “Cause of Mine Explosion,” Jan 30, 1904, p. 2.)

Apr 21, Public Opinion: “A coroner’s jury investigating the Harwick mine disas¬ter at Harwick, Pennsylvania, in which 178 lives were lost, brought in a verdict holding State Mine In¬spector Cunningham and Mine Super¬intendent Sowden responsible.” (Public Opinion. “News of the World,” Vol. XXXVI, No, 16, April 21, 1904, p. 505.)

Sources

Altoona Mirror, PA. “Coal Mine Explosion. 180 Miners Imprisoned.” 1-25-1904, p. 1. Accessed 5-22-2020 at: https://newspaperarchive.com/altoona-mirror-jan-25-1904-p-1/

Batz, Bob Jr. Pittsburgh Post-Gazette. “The Harwick Mine Explosion,” 12-11-1995, p.12. Accessed 5-23-2020 at: https://news.google.com/newspapers?nid=1129&dat=19951211&id=PackAAAAIBAJ&sjid=pG8DAAAAIBAJ&pg=4654,4481104&hl=en

Bradford Era, PA. “A Most Terrific Explosion and Its Appalling Consequences.” 1-26-1904, p. 1. Accessed 5-22-2020 at: https://newspaperarchive.com/bradford-era-jan-26-1904-p-1/

Bradford Era, PA. “Disaster In A Mine! Between 180 and 190 Men Entombed.” 1-26-1904, p. 1. Accessed 5-22-2020 at: https://newspaperarchive.com/bradford-era-jan-26-1904-p-1/

Brooklyn Daily Eagle Almanac 1905. Vol. XX, 1905. Digitized by Google at: http://books.google.com/books?id=x8MWAAAAYAAJ&printsec=frontcover&source=gbs_v2_summary_r&cad=0#v=onepage&q=&f=false

Carnegie Hero Fund Commission. “Carnegie Hero Fund Remembers Victims of Harwick Mine Disaster 113 Yeats Later.” Accessed 5-23-2020 at: https://www.carnegiehero.org/harwick-mine-disaster-victims/

Chester Times, PA. “No Hope For Miners.” 1-27-1904, p. 6. Accessed 5-23-2020 at: https://newspaperarchive.com/chester-times-jan-27-1904-p-6/

Chicago Daily News Almanac and Yearbook 1919. James Langland, (Ed.). Chicago: Chicago Daily News Company. Digitized by Google at: http://books.google.com/books?id=vWQTAAAAYAAJ&pg=PA788&dq=Ohio+River+Steamship+Disasters#PPA13,M1

Cornell, James. The Great International Disaster Book (Third Edition). New York: Charles Scribner’s Sons, 1982.

Department of Mines of Pennsylvania. Report of the Department of Mines of Pennsylvania, Part II, Bituminous, 1904. Harrisburg, PA: Harrisburg Publishing Co., State Printers, 1905. Accessed 5-23-2020 at: https://babel.hathitrust.org/cgi/pt?id=uc1.b2868870&view=2up&seq=4&size=125

National Fire Protection Association. Key Dates in Fire History. 1996. Accessed 2010 at: http://www.nfpa.org/itemDetail.asp?categoryID=1352&itemID=30955&URL=Research%20&%20Reports/Fire%20statistics/Key%20dates%20in%20fire%20history&cookie%5Ftest=1

National Institute for Occupational Safety and Health, Mining Safety and Health Research.. Mining Disasters (Incidents with 5 or more Fatalities). NIOSH, Centers for Disease Control and Prevention, 2-26-2013 update. Accessed at: http://www.cdc.gov/niosh/mining/statistics/disall.htm
and http://www.cdc.gov/niosh/mining/statistics/content/allminingdisasters.html
Also: https://www.cdc.gov/niosh/mining/statistics/content/coaldisasters.html

New York Times. “Cause of Mine Explosion.” 1-30-1904, p. 2. Accessed at: http://query.nytimes.com/gst/abstract.html?res=9E00EFDB1E3AE733A25753C3A9679C946597D6CF

Pennsylvania Department of Mines. Report of the Mine Inspectors to the Chief of the Department of Mines in Relation to the Harwick Explosion, Pittsburgh, Pa., January 30, 1904; in Annual Report of the Bureau of Mines, Official Document No. 23. Accessed 5-23-2020 at: https://usminedisasters.miningquiz.com/saxsewell/harwick_1904.pdf

Pennsylvania Historical and Museum Commission. Carnegie Hero Fund Commission plaque. Accessed 5-23-2020 at: https://usminedisasters.miningquiz.com/saxsewell/harwick_marker.jpg

Public Opinion – A Comprehensive Summary of The Press Throughout the World on All Important Current Topics, Vol. XXXVI, January, 1904 – June, 1904. New York: Public Opinion. Digitized by Google. Accessed 9-22-2017 at: http://books.google.com/books?id=atYaAAAAYAAJ&printsec=frontcover&source=gbs_navlinks_s#v=onepage&q=&f=false

United States Mine Rescue Association. Mine Disasters in the United States. “Allegheny Coal Company Harwick Mine Explosion.” Accessed 5-23-2020 at: https://usminedisasters.miningquiz.com/saxsewell/harwick.htm

— 60 Named passenger and crew fatalities from newspaper accounts, noted below. (not reliable)
— 56 McClary. “The SS Clallam founders…Strait of Juan de Fuca…” 1-11-2005. (official death toll)
— 2 officers (7 officers survived)
— 7 crew (15 crew survived)
–26 men (14 male passengers survived)
–17 women (all on board)
— 4 children (all on board)
— 56 Wikipedia. “Clallam (steamboat).” Cites Newell & Williamson. Pacific Steamboats, 1958, pp. 84-85.
— 55 Gibbs, Jim. Disaster Log of Ships…shipwrecks, California to Alaska. 1971, p. 55.
— 54 Sunday Oregonian, Portland. “Lost in Straits. Fifty-Four Lives…in Storm.” 1-10-1904, 1.
— 52 Brooklyn Daily Eagle Almanac 1905. “General Chronology of 1904,” V. 20, 1905, p.605.
— 52 Iowa Recorder. “Fifty Die in Waves.” January 20, 1904, p. 2.
— 51 Gibbs, Jim. Disaster Log of Ships…shipwrecks, California to Alaska. 1971, p. 55.
–>50 Daily Colonist, Victoria, B.C. “No Distress Signals Were Displayed.” 1-14-1904, p. 1.
— 50 Public Opinion, “News of the World,” January 1904, Vol. XXXVI, No. 2, p. 57.
— 50 U.S. Steamboat-Inspection Service, Annual Report 1904, p. 6.
— 50 U.S. Steamboat-Inspection Service, Annual Report 1905, p. 29.
— 49 Daily Capital Journal, Salem. “Victims of Clallam Disaster.” 1-11-1904, p. 1.
— 8 recovered bodies
–41 missing
— 48 Spokane Press, WA. “The Clallam Sinks in the Straits…” 1-9-1904, p. 1.
— 26 Berkeley Daily Gazette, CA. “Many Lives Lost.” 1-9-1904, p. 1.

Narrative Information

Gibbs: “The Black Ball steamer Clallam, foundered at the eastern end of the Strait of Juan de Fuca, midway between Dungeness and Smith Island, January 9, 1904 with the loss of 55, some accounts claiming 51. She went down in story seas just six months after being placed on the Seattle-Victoria run.” (Gibbs. Disaster Log of Ships…shipwrecks, California to Alaska. 1971, 55.)

McClary: “On Friday, January 8, 1904, the inland passenger steamer SS Clallam sails from Seattle for Victoria B.C., via Port Townsend with 92 passengers and crew on board. Upon entering the Strait of Juan de Fuca, the Clallam encounters heavy seas and gale-force winds, and within sight of Victoria Harbor, begins to founder. Fearing the vessel is sinking, the captain orders three lifeboats launched, with all the women, all the children, and some men. Within minutes the lifeboats capsize or are wrecked and all are lost into the sea. The remaining passengers and crew manage to keep the Clallam afloat until the early morning of January 9, when she begins to sink. The tugboats Richard Holyoke and Sea Lion rescue 36 survivors, but 56 persons are drowned. This is the greatest maritime disaster involving a Puget Sound Mosquito Fleet steamer ever recorded….

“On Friday, January 8, 1904, the Puget Sound area was buffeted by strong winds from early in the morning until late evening. It was the most severe storm experienced in months. Winds were gusting from the southwest at up to 36 miles per hour on Puget Sound’s inland waters and up to 60 miles per hour at Tatoosh Island, accompanied by snow and heavy rainfall….

“…after rounding Point Wilson and entering the Strait of Juan de Fuca, the Clallam encountered gale force winds from the west and heavy seas. The steamship fought her way across 35 miles of open water to within sight of Clover Point and Victoria Harbor, less than three miles away.

“About 2:00 p.m., Chief Engineer Scott A. DeLaunay reported to Captain Roberts that the vessel was taking water and flooding the engine room. The problem seemed to be a broken dead light (port hole) located amidships on the starboard side and only three feet above the waterline in a calm sea. The bilge pumps had been activated and a damage control party plugged the dead light with blankets held in place by boards nailed across the opening, stopping the rush of sea water. However, water continued flooding the engine room and DeLaunay could not find the source of the leak.

“Watertight compartments temporarily kept the problem from spreading, but the flooding was in the worst possible place, the engine and boiler room. Soon the coal bunkers were awash with water, spilling coal into the bilge and fouling the pumps.

“Water continued rising in the engine room. At about 3:00 p.m., Captain Roberts was advised that it had reached the boilers, extinguishing the fires. Without steam, the ship was dead in the water, wallowing in the heavy seas. The crew rushed to man the hand pumps in an attempt to keep the ship afloat. Then the stay and jib sails were set, giving the ship a degree of maneuverability.

“About 3:30 p.m., Captain Roberts, fearing that the Clallam was breaking apart, ordered the crew to launch the three lee-side lifeboats. Since it was still daylight and Discovery Island was only about two miles away, he believed it was their best chance of survival.

“The first lifeboat launched, filled with women and children, was under the command of Captain Thomas Lawrence of the Yukon riverboat SS Scotia, accompanied by four crewmen. The lifeboat was struck by the guardrail on the side of the ship, nearly capsized, and spilled the occupants into the sea, where they drowned. The second lifeboat, containing the remaining women and children and some male passengers, cleared the side of the ship. The boat had gone about 600 feet when a huge wave swamped it and washed the occupants overboard. They also drowned. The third lifeboat was upended when the forward fall became tangled, throwing all onboard into the water. From the three lifeboats, there were no survivors.

“The remaining lifeboats on the steamer’s weather side could not be launched, so were held in reserve. Although there was not much cargo on deck, First Officer George W. Doney decided to throw it overboard to keep the ship from listing. The remaining passengers and crew set to bailing out the flooded compartments with fire buckets. The Clallam was still afloat mainly because her forward compartments were still relatively dry, but water continued to increase in the hold. Although the wind had blown the ship’s stay sail to shreds, the jib sail kept her bow mostly before the wind, driving her slowly northeast toward Smith Island and San Juan Island.

“At about 3:45 p.m., Edward E. Blackwood, the Puget Sound Navigation Company’s agent in Victoria, went to Clover Point looking for the overdue steamship and spotted the Clallam about four miles from Victoria with her sails set and distress flags flying. Blackwood attempted to find a tugboat to assist the Clallam but none was available and there were no steamships in Victoria Harbor ready to sail. As darkness fell, the storm intensified with raging seas and gale force winds blowing from the west.

“At about 5:00 p.m., Blackwood finally contacted the Canadian Pacific Railway (C.P.R.) agent in Sidney, B.C. who sent the steamship Iroquois out into the storm to search for the disabled Clallam. The Iroquois searched around Smith Island, San Juan Island, and Haro Strait, but returned to Sidney at 11:00 p.m. with nothing to show for the effort but some storm damage.

“At about 5:30 p.m., Captain John B. Libby, general manager of the Puget Sound Tugboat Company in Seattle, received a dispatch telling of the Clallam’s plight. He immediate sent the seagoing tugboats Richard Holyoke, commanded by Captain Robert Hall, from Port Townsend, and the Sea Lion, commanded by Captain Charles C. Manter, from Seattle to rescue the Clallam.

“The Richard Holyoke finally found the Clallam about 10:35 p.m. drifting midway between Smith Island and San Juan Island and passed her a towing hawser. Captain Roberts requested a tow to the nearest port. Captain Hall chose Port Townsend because it was as close as Victoria Harbor and the wind direction was more favorable, making it an easier tow for the tugboat. Although Captain Roberts advised the Richard Holyoke that the Clallam was leaking, he neglected to mention that she was sinking.

“The Sea Lion arrived on scene about 1:00 a.m. Saturday morning, and pulled along side the foundering vessel. Captain Roberts shouted to the Sea Lion to tell the Richard Holyoke to let go the towing hawser, the Clallam was sinking. He told the men below to come on deck, put on life belts to prepare for rescue.

“As soon as the towing hawser slackened, the Clallam veered, went over on her port beam and the stern began to sink. First Officer Doney crawled to the boat deck and launched the life raft by chopping the lines securing it to the deck with an ax. The men scrambled forward onto the steamer’s exposed side, and clung to the starboard rail until huge waves washed them into the sea. About 1:15 a.m., the steamer settled and went down stern first, sinking into 65 fathoms of water approximately eight miles north of Point Wilson. As the Clallam broke apart, the main deck, upper works, and pilot house separated from the hull and floated away.

“The tugboats immediately came about, lowered their lifeboats and started picking up survivors. Several men climbed onto the life raft including First Officer Doney, who then saved Captain Roberts from drowning by pulling him aboard. The Sea Lion threw out lifelines, hauling aboard 12 survivors. Seven men were able to scramble onto the floating pilothouse, hanging on until saved. The tugboat crews, having rescued 34 survivors (14 passengers and 22 crewmen), continued searching the area until daylight, then sailed to Port Townsend. The survivors were taken to Seattle by the Alaska Steamship Company steamer SS Dirigo. How many men drowned when the Clallam foundered is unknown….

“On January 18, 1904, Captains Bion B. Whitney and Robert A. Turner, U. S. Marine Inspection Service, commenced an investigation into the causes of the Clallam disaster. Since the vessel was sitting in 65 fathoms of water in the Strait of Juan de Fuca, the inspectors relied on testimony from officers, crew members, and a dozen passengers to reconstruct the accident.

“The investigation concluded February 3, with the official report issued February 13, 1904, concluding primarily that the ship was flooded by open bilge and sea cocks, which extinguished the boiler room fires, not by taking water through the broken dead light or leaks in the hull. Later, while being towed by the tugboat Richard Holyoke, huge waves smashed all the windows in the dining room and galley on the main deck, completely filling the compartments and hold, causing her to founder. The inspectors also questioned why the Clallam had no signal flares or rockets onboard as required by law.

“Chief Engineer Scott A. DeLaunay was held responsible for leaving the cocks open when the bilge pumps became fouled and ceased to operate, eventually sinking the ship. Captain Roberts was criticized for launching lifeboats without a ship’s officer onboard, for not requesting the Richard Holyoke to tow the steamer to the nearest shelter on the lee side of Lopez Island and for not notifying the tugboat that the Clallam was not just leaking but sinking.

“The U. S. Marine Inspection Board revoked DeLaunay’s Marine Engineers License, while suspending Captain Roberts’ Masters and Pilots License for only one year. The press in British Columbia and the Pacific Northwest called the investigation a farce, stating that both officers should be charged with manslaughter. They stated that DeLaunay had been made the scapegoat for the entire disaster while Captain Roberts escaped with a minor penalty.

“DeLaunay immediately appealed to the U. S. Marine Inspection Service in San Francisco, claiming new evidence, but the Board’s decision was upheld. Captain Roberts went into seclusion at his Seattle home, saying that he may have misjudged the situation, but had tried to do his best.

“On February 11, 1904, a Coroner’s Inquest was held in Victoria, B. C. to investigate the circumstances surrounding the deaths from the Clallam disaster. The inquest focused only on the passengers who were lost from the lifeboats and drowned in Canadian waters. On February 19, 1904, the coroner’s jury declared that Captain Roberts was guilty of manslaughter by virtue of gross negligence. However an arrest warrant was never issued. The jurors censured Chief Engineer DeLaunay for being negligent and incompetent in his duties but also found that the steamer was in an unseaworthy condition, having defective dead lights, a defective rudder, and improperly equipped lifeboats.

“On the day of the disaster, January 8, 1904, the Clallam was sailing to Victoria, B.C. with nine officers, 22 crewmen and 61 passengers (40 men, 17 women and 4 children). The official death toll from the disaster was 56 persons: 2 officers, 7 crewmen, 26 men, 17 women and 4 children. There were 36 survivors: 7 officers, 15 crewmen and 14 male passengers. All the women and children drowned. An exhaustive search of the area by ship and of the islands and shorelines by search parties produced the bodies of only 28 victims; the rest were never found….” (McClary, Daryl C. “The SS Clallam founders in the Strait of Juan de Fuca on January 8, 1904, with a loss of 56 lives.” HistoryLink.org, 1-11-2005.)

Public Opinion: “Saturday, January 9. Domestic. – The steamship Clallam was lost in the Straits of Juan de Fuca, and fifty people, many of them women and children, were drowned.” (News of the World,” January 1904, Vol. XXXVI, No. 2, p. 57.)

US SIS: “…the steamer Clallam [foundered] in the Straits of San Juan de Fuca on January 8, 1904, when 50 lives were lost…” (U.S. Steamboat-Inspection Service, Annual Report 1904, p.6.)

US SIS: “The steamer Clallam foundered while crossing from Port Townsend, Wash., to Victoria, British Columbia; 40 passengers and 10 of her crew were lost….Case investigated, January 18-February 3. Decision, February 13, suspending the license of George Roberts, master, 1 year, for unskillfulness, and revoking the license of Scott A. DeLaunay, chief engineer, for negligence and incompetence. DeLaunay appealed his case to the supervising inspector, first district, who, in a decision rendered September 15, sustained the decision of the local inspectors.” (U.S. Steamboat-Inspection Service, Annual Report 1905, p. 29.)

Newspapers

Jan 9: “Port Townsend, Wa., Jan. 9. – Fears are felt for the safety of the Seattle-Victoria steamer Clallam, which is reported to be helplessly adrift off Discovery Island. The Clallam had about forth passengers. Several tugs have gone to assist her, but a heavy storm is prevailing.” (Winnipeg Tribune, Canada. “Ship’s Safety Feared for Safety of Victoria Steamer Clallam.” 1-9-1904, p. 1.)

Jan 9: “Seattle, Wash., Jan. 9. – It is reported here that the tug Holyoke has returned to Port Townsend, bringing the news of he sinking of the Puget-Sound steamer Clallam, with the loss of twenty-six lives. The Clallam was in tow of the tug Holyoke when she sank, but it occurred so suddenly that she could render the unfortunate steamer little aid. The Clallam sank at midnight, the darkness causing the loss of life to be great and making rescue more difficult. Heart-rending scenes were enacted when distracted mothers became separated from their children in the pitchy darkness. The lifeboats were launched, but proved of little avail. A boat containing nearly all the women and children was capsized shortly after leaving the ship’s side and all perished. Only twenty-four out of the fifty passengers were saved. The passenger list included several people from San Francisco and the cities around the bay.” (Berkeley Daily Gazette, CA. “Many Lives Lost.” 1-9-1904, p. 1.)

Jan 9: “Seattle, Jan. 9. – Twenty-six lives were lost by the foundering of the steamer Clallam in the straits near Port Townsend early this morning. The vessel broke down soon after leaving Victoria yesterday afternoon and drifted before a terrific storm until she met her fate. She began sinking shortly after midnight.

“News of the most terrible catastrophe that has ever occurred in these waters was received in this city at 9:30 a.m. this morning by a marine exchange in a telegram from the masters of the tugs Sea Lion and Richard Holyoke. The former brought 24 survivors and the latter eight to Port Townsend.

“The latest telegram states that the Clallam foundered while in tow of the tug Richard Holyoke, between Smith island and Dungeness Spit. The tug was alongside when she sank, but on account of the terrible storm running could only save less than one-third of those aboard the doomed vessel.

“Fifteen women and children and 10 men, mostly passengers, were drowned.

“Later. – The list of the drowned will probably reach 60….

“The List.

“There were 56 listed passengers aboard the Clallam and a crew of 30. The following is a list of the passengers known to be drowned or missing: [We put in alphabetical order; add numbering.]

1. Miss Bellis. [Or Miss. Bellies. Oregonian, Portland “Lost in Straits, Jan 10, 1904, p. 1.]
2. E. Boneton.
3. Mrs. S. E. Boulton. [Of Alberta, BS; on her wedding tour.]
4. H. Buckner.
5. F. G. Campbell.
6. R. Case.
7. W. Chennet. [Also listed as W. Clurrett. Oregonian, Portland “Lost in Straits, Jan 10, p1.]
8. Mrs. Charles Cox.
9. [M. R. Curren, crew, second mate. Oregonian, Portland “Lost in Straits, Jan 10, p. 1.]
10. [Robert Currie, crew steward, Victoria. Oregonian, Portland. “Lost in Straits.” 1-10-1904, 1.]
11. Guy Dennis. [Also noted as Guy Daniels, musician, of Kansas City.]
12. [Mrs. Diprose, Tacoma. Oregonian, Portland “Lost in Straits, Jan 10, 1904, p. 1.]
13. E. F. Ferris.
14. Mrs. Galletly of Victoria, wife of A. J. C. Galletly, manager of Bank of Montreal, Victoria.
15. Miss T. Galletly of Victoria, daughter of above.
16. W. B. Gibbens. [Of Tacoma. Oregonian, Portland “Lost in Straits, Jan 10, 1904, p. 1.]
17. Miss Gill.
18. Charles Green.
19. [W. H. Grimes. Passenger. Oregonian, Portland “Lost in Straits, Jan 10, 1904, p. 1.]
20. Miss Harris. [Miss Louise Harris, Spokane. Oregonian, Portland. “Lost in Straits.” 1-10-1904, 1.]
21. [Alex Harvey, crew messman, of Seattle. Body recovered. ]
22. Isaac Hewitt.
23. Eugene Hicks. [Indianapolis, IN. Oregonian, Portland. “Lost in Straits.” 1-10-1904, p.1.]
24. [C. J. Hurney. Oregonian, Portland “Lost in Straits, Jan 10, 1904, p. 1.]
25. [George Hudson, crew waiter. Oregonian, Portland. “Lost in Straits.” 1-10-1904, 1.]
26. George Hyson, passenger.
27. C. H. Jay. [Or C. H. Joy. Oregonian, Portland “Lost in Straits, Jan 10, 1904, p. 1.]
28. G. G. Jeffs. [Or G. J. Jeffs. Oregonian, Portland “Lost in Straits, Jan 10, 1904, p. 1.]
29. [Joseph Jewell, crew saloon watchman, of Victoria.
30. C. F. Johnson.
31. Mr. Peter La Plante, brother of survivor William La Plante.
32. Mrs. A. H. La Plant. [Or Mrs. H. W. La Plant, Friday Harbor.] Or Mrs. Carrie La Plante.
33. Mrs. Verna La Plante, daughter of Carrie La Plante; one of a group of 12 with 4 survivors.
34. Captain L. Lawrence, master of the steamer Galena of Victoria.
35. [Bruno Lehman, Tacoma, customs inspector. ] Body recovered off Race Rock.
36. [Ed Lennen. Oregonian, Portland “Lost in Straits, Jan 10, 1904, p. 1.]
37. [R. Lindhope, crew quartermaster, of Seattle.
38. [C. Lockwood, crew, freight clerk. Oregonian, Portland “Lost in Straits, Jan 10, p. 1.]
39. Steel Mahnate. [Steel magnate?]
40. Charles Manson, crew quartermaster, of Seattle.
41. [Mrs. Hattie Moore of San Juan [WA island]; whose body was recovered. Another account notes she was from Fairhaven west of the Island on mainland near Bellingham. ]
42. Miss Murray. [Of Victoria. Oregonian, Portland “Lost in Straits, Jan 10, 1.]
43. [Miss Minnie Murdoch of Seattle, whose body was recovered. ]
44. A. K. Prince. [Kansas City, member of theatrical troupe.]
45. Mrs. Reynolds. [Also listed as Miss Reynolds. Oregonian, Portland “Lost in Straits, Jan 10, p1.]
46. Mrs. Lenora Richards. [Of Port Townsend. Oregonian, Portland “Lost in Straits, Jan 10, 1.]
47. W. C. Rockledge.[Or W. E. Rookledge. Oregonian, Portland “Lost in Straits, Jan 10, p. 1.]
48. [Mrs. Rouin, Seattle, wife of restaurant-owner.] Oregonian, Portland. “Lost in Straits.” 1-10-1904, 1.
49. Mrs. Romano.
50. Mrs. Rose.
51. [Harvey Sears, crew seaman, Victoria. Oregonian, Portland. “Lost in Straits.” 1-10-1904, 1.]
52. N. P. Shaw of Victoria, owner of the steamship Ventura.
53. [James Smith, crew, first assistant engineer of Seattle. ]
54. Mrs. Thomas Sulling and three children. [Also noted as Mrs. T. Sullins and two children.]
55. Leonard Sullins; son of Mrs. Thomas L. Sullins.
56. Violet Sullins; daughter of Mrs. Thomas L. Sullins.
57. Homer H. Swaney, Seattle. Noted as an iron and steel manufacturer onboard but not on Purser’s list.
58. Charles Thomas.
59. [C. W. Thompson, Tacoma, president of Washington Co-operative Mining Co. ] Body of Col. W. Thompson was found.
60. [Captain L. Thompson, Victoria, Lloyds’ agent.]
61. R. Turner. [Also listed as R. Turney. Oregonian, Portland “Lost in Straits, Jan 10, p. 1.]
62. Mrs. R. R. Turner.
63. A. Waldemers. [Or A. Valdemeer. Oregonian, Portland “Lost in Straits, Jan 10, p. 1.]
….
“All of the crew were saved except four whose names are not known. They were seamen.” (Spokane Press, WA. “The Clallam Sinks in the Straits Near Port Townsend With the Loss of Nearly All on Board.” 1-9-1904, p. 1.)

Jan 9: “Seattle, Jn 9. – The Seattle-Victoria steamer Clallam was lost early this morning midway between Smith Island and Dungeness Spit, at least 54 persons losing their lives in the disaster. Every persons who put off in the lifeboats, lowered when it was apparent that the steamer could not live out the terrific gale that was blowing, drowned. Only those who stayed by the vessel, fighting against the sea for possession of the craft, were saved. These persons were compelled to fight desperately for their lives, rushing forward when the vessel turned on her beam ends, clinging frantically to the rails and finally slipping off the sides of the vessel into the waster or to a liferaft hat had been lowered. Subsequently they were picked up by the tugs Sea Lion and Holyoke.

“It was not the fault of commanding officers nor the men in charge of the life-boats that the passengers who took to the boats were lost. When the lifeboats were lowered land was within sight, yet the impotent Clallam was unable even to make headway against the gale. Prudence dictated that the passengers and such of the crew needed to navigate the boats be give the opportunity of saving their lives by the lifeboats. That they failed to reach shore was due entirely to the fact that human strength was but a feeble protest against the fury of the elements….

“For 11 hours the Clallam battled against the fury of the storm before the struggle was abandoned and the boat settled back into the waters of the Sound. Early in the afternoon of Friday [8th] the steamer became disabled; later in the day three lifeboats, freighted with human life, put off into the sea and went down almost within the vision of the watchers aboard. During all the remainder of the afternoon and half of the night that followed, crew and passengers fought to keep the vessel afloat.

“In the meanwhile the distress of the vessel had been noticed by watchers ashore. The steamship company owning the Clallam begged steamer and tugboat-owners of Victoria to put off to relieve the vessel and hurried an American fleet of six tugs to the relief of the Clallam. But the Victoria boatowners refused to risk their craft in the gale. One steamer, the Maud, started out of Victoria harbor to go to the Clallam’s rescue, but after striking the storm was compelled to put about and run to safety….” (Sunday Oregonian, Portland. “Lost in Straits. Fifty-Four Lives Sacrificed in Storm.” 1-10-1904, p. 1.)

Jan 12: “Seattle, Wash., Jan 12. – It is now believed that there may be several persons drowned in the disaster of the steamship Clallam last Friday night and Saturday morning of which there is no account. It is shown positively that the purser’s list of passengers was not complete. The name of Homer H. Swaney, of Seattle, the iron and steel manufacturer, who went down, was not on the list. Swaney was known to have been aboard, for three men who knew him personally have said so. Yesterday parts of the clothing of Miss Minnie Burdock, of Monroe, Wash., were found in one of the drifting lifeboats. Her name was not on the list. This leads to the belief that there may be others. The list as printed in all the papers includes only the names as furnished by the company. Another instance is Miss Hattie Moore, of Fairhaven, whose body is among those recovered….” (Morning Oregonian, Portland: “Purser’s Passenger List Incomplete.” 1-13-1904, p. 5.)

Jan 14: “….At the coroner’s inquest yesterday some remarkable details regarding the disaster were brought to light. Edward Lannen of Seattle, a survivor, swore that the steamer Clallam did not display any distress signals, nor was any attempt made on the part of those on board to attract the attention of a steamer which passed the foundering steamer about 4 o’clock on Friday, an hour after the women and children had been drowned. Capt. Roberts would not accede to the request of a number of passengers to put them on the tug Holyoke after the sinking steamer was picked up. During the terrible night the only light on the vessel was a lantern hung about half way up the foremast. The only other lights on board were four lanterns used by the bailers. In view of these facts and the fact that it is shown that Capt. Roberts could have had the tug tow the Clallam around Cattle point into the lee of San Juan and in comparative calm water in forty-five minutes at the most instead of allowing the tug to proceed on into the heavy seas on a three hours’ tow to Port Townsend, the criticism of Capt. Roberts grows apace. It is by no means confined to Victoria. The Portland Oregonian voices the sentiment of that district….” (Daily Colonist, Victoria, B.C. “No Distress Signals Were Displayed. No Efforts Made by Those on the Steamer to Warn Passing Vessel of Dire Necessity of the Foundering Clallam.” 1-14-1904, p. 1.)

Jan 20: “Fifty-two persons were drowned Saturday afternoon by the sinking of the steamer Clallam of the Seattle-Victoria fleet midway between Smith island and Dungeness in the straits of Juan de Fuca during a storm. The terrific seas buffeted the ship and made life uncomfortable for those on board, but little alarm was felt until word was brought up from below decks that the vessel was leaking, through which the water rushed, extinguishing the fires beneath its boilers and putting it at the mercy of a howling gale.

“Every woman and child aboard perished. This was due to the desperate effort to save them in the lifeboats, which were capsized almost as soon as they were launched. The first boat contained only women and children, three deck hands from the Clallam and Captain Lawrence of the Victoria going off in it. The boat was overwhelmed 600 feet from the Clallam, and its occupants shrieked in vain for aid from those aboard the steamer. The second boat rowed away into the darkness. The third boat, containing only men, was swamped in launching.

“From that time on the members of the crew and the few passengers who had volunteered to remain aboard devoted themselves to the task of trying to save the vessel. The pumps were impotent and three gangs of bailers were set to work. In spite of their efforts the water gained on them, and they were about to resign themselves to their fate which the Richard Holyoke, one of the six tugs which had been sent to the rescue from Port Townsend, hove in sight.

“A line was thrown aboard the tug, and with its tow it started for Port Townsend. It made fair progress, and it seemed for a time that the Clallam…was to be saved. But the hull of the Clallam began to give way before the terrific assaults of the waves. The Clallam went on her beam end and began sinking rapidly. A few minutes later she lurched and disappeared beneath the waves. By heroic efforts the crews of the two tugs saved the lives of nearly all who remained aboard the Clallam. A few were swept away and perished in the blackness of the storm.” (Iowa Recorder, Greene, IA. “Fifty Die in Waves.” January 20, 1904.)

Sources

Berkeley Daily Gazette, CA. “Many Lives Lost.” 1-9-1904, p. 1. Accessed 2-20-2022 at: https://newspaperarchive.com/berkeley-daily-gazette-jan-09-1904-p-1/

Brooklyn Daily Eagle Almanac 1905. “General Chronology of 1904,” Brooklyn Daily Eagle, Vol. XX, 1905, p. 605. Digitized by Google. Accessed 2-20-2022 at: http://books.google.com/books?id=x8MWAAAAYAAJ&printsec=frontcover&source=gbs_v2_summary_r&cad=0#v=onepage&q=&f=false

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Daily Colonist, Victoria, B.C. “No Distress Signals Were Displayed. No Efforts Made by Those on the Steamer to Warn Passing Vessel of Dire Necessity of the Foundering Clallam.” 1-14-1904, p. 1. Accessed 2-21-2022 at: https://newspaperarchive.com/victoria-daily-colonist-jan-14-1904-p-1/

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

Iowa Recorder, Greene, IA “Fifty Die in Waves.” January 20, 1904. Accessed 2-20-2022 at: http://www.newspaperarchive.com/PdfViewerTags.aspx?img=7712041&currentResult=1&src=search

McClary, Daryl C. “The SS Clallam founders in the Strait of Juan de Fuca on January 8, 1904, with a loss of 56 lives.” HistoryLink.org (the free Encyclopedia of Washington State History), 1-11-2005. Accessed 2-21-2022 at: https://www.historylink.org/File/7203

Morning Oregonian, Portland. “Purser’s Passenger List Incomplete.” 1-13-1904, p. 5. Accessed 2-20-2022 at: https://newspaperarchive.com/portland-morning-oregonian-jan-13-1904-p-5/

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Tacoma Times, WA. “Clallam Wreck.” 1-13-1904, p. 1. Accessed 2-20-2022 at: https://newspaperarchive.com/tacoma-times-jan-13-1904-p-1/

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, 1904. Washington, DC: Government Printing Office, 1904. 332 pages. Google digitized and accessed at: http://books.google.com/books?id=6lYpAAAAYAAJ

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, 1905. Washington, DC: Government Printing Office, 1905. 347 pages. Digitized by Google. Accessed 2-20-2022 at: http://books.google.com/books?id=LVcpAAAAYAAJ

Wikipedia. “Clallam (steamboat).” 11-27-2021 last edit. Accessed 2-21-2022 at: https://en.wikipedia.org/wiki/Clallam_(steamboat)#cite_note-PacificSteamboats-10

Winnipeg Tribune, Canada. “Ship’s Safety Feared for Safety of Victoria Steamer Clallam.” 1-9-1904, p. 1. Accessed 2-20-2022 at: https://newspaperarchive.com/winnipeg-tribune-jan-09-1904-p-1/

Compiled by B. Wayne Blanchard, May 2013; modified Jan 2020, for website: Deadliest American Disasters and Large-Loss-Of-Life Events. https://www.usdeadlyevents.com/

–3,284  US Census Bureau. Mortality Statistics 1907 (Registrations States & Cities)^[1] P 94.^[2]

–3,284  US Census Bureau. Special Reports. Mortality Statistics 1900 to 1904.[3] 1906, p. 708.

 Connecticut               (200)   Hartford especially (108)

–200  State. US Census. Special Reports. Mortality Statistics 1900 to 1904. 1906, p. 708.

–149  Cities                —  51  Rural    Death rate 42.7, highest of registration states. xliii.

–108  Hartford. Steiner and Ingraham. “Epidemic Cerebrospinal Meningitis in Hartford…,” 353.

District of Columbia (  11)   Death rate 22.8 per 100,000 population; p. xliii.

–11                                         US Census. Mortality Statistics 1900 to 1904. 1906, p. 708.

 

Indiana                       (159)  Death rate 26.7 per 100,000 population; p. xliii.

–159  State.                            US Census. Mortality Statistics 1900 to 1904. 1906, p. 708.

—  45  Cities    –114  Rural

 

Maine                         (  22)  Death rate 29.4 per 100,000 population; p. xliii.

–22  State.                              US Census. Mortality Statistics 1900 to 1904. 1906, p. 709.

–5  Cities        –17  Rural

 

Massachusetts           (155)  Death rate 32.1 per 100,000 population; p. xliii.

–155  State.                            US Census. Mortality Statistics 1900 to 1904. 1906, p. 709.

–125  Cities    –30  Rural

 

Michigan                    (143)   Death rate 15.5 per 100,000 population; p. xliii.

–143  State. US Census. Mortality Statistics 1900 to 1904. 1906, p. 709.

 

New Hampshire        (  14)   Death rate 30.8 per 100,000 population; p. xliii.

–14  State.                              US Census. Mortality Statistics 1900 to 1904. 1906, p. 709.

–4  Cities        –10  Rural

 

New Jersey                (245)   US Census. Mortality Statistics 1900 to 1904. 1906, p. 709.

–245  State.                            Death rate 41.1 per 100,000 population; p. xliii.

–195  Cities    –50  Rural

 

New York                   (1,630)            New York City especially (1,083-1,403)

–1,630  Statewide                   US Census. Mortality Statistics 1900 to 1904. 1906, p. 709.

            –1,538  Cities –139  Rural    Death rate 42.5 per 100,000 population; p. xliii.

—  >17  Buffalo. Public Health and Marine-Hosp. Ser. Public Health Reports, 4-28-1905, p. 762.

–1,403  NYC. Elsner, Henry. The Prognosis of Internal Diseases (Vol. VI). 1916, pp. 177-178.

–1,083  NYC. Billings. “Cerebrospinal Meningitis [NYC]…1904 and 1905.” JAMA, 6-2-1906.

 

Ohio                           (   >7)

—>7 Findlay and Springfield. Public Health and MHS. Public Health Reports, 4-28-1905, p. 762.

 

Pennsylvania             (    14)

–14  Public Health and Marine-Hospital Service. Public Health Reports, 4-28-1905, p. 762-763.

—  5  Carbondale and vicinity

—  4  Chester

—  8  Plymouth (July 1, 1904 to April 1, 1905) (Not in tally — do not know year breakout.)

—  5  Shenandoah

—  1  Wilkes Barre

 

Rhode Island             (     55) US Census. Mortality Statistics 1900 to 1904. 1906, p. 709.

–34  Cities      –21  Rural      Death rate 24.9 per 100,000 population; p. xliii.

 

Vermont                     (     19) US Census. Mortality Statistics 1900 to 1904. 1906, p. 709.

–4  Cities        –15  Rural      Death rate 32.7 per 100,000 population; p. xliii.

 

Narrative Information

 

Billings:  “During the past forty years there have been four outbreaks of epidemic cerebrospinal meningitis in New York City. The first and, up to that of 1904 and 1905, the most severe epidemic was in 1872, when there were 782 deaths—a death rate of 8.70 per 10,000. In 1881 and 1893 the outbreaks were not so severe; the number of deaths were, respectively, 461 and 469, and the death rates 3.70 and 2.67. The latest epidemic, the severest in the history of the city, began in the early months of 1904 and continued through 1905. During 1904 there were 1,083 deaths and a death rate of 4.6; during 1905, 1,511 deaths and a death rate of 6.3.

 

“The winters of 1872, 1881, 1893 and 1904 were what are known as “hard winters;” being cold, with considerable snow. The disease has always been abnormally prevalent for a year or two after each…”  (Billings, J. S. Jr. “Cerebrospinal Meningitis in New York City During 1904 and 1905.” JAMA, Vol. XLVI, No. 22, 6-2-1906, pp. 1670-1676, abstract.)

 

JAMA abstract:  “During the month of April and the last week in March the deaths from epidemic cerebrospinal meningitis in New York City have averaged over 100 a week, and toward the end of the month the fatality was rather on the increase than on the decrease. Over 1,000 deaths from the disease have occurred in New York City since the beginning of the present year. It is easy to understand, then, that every effort is justified in preventing any further spread. Accordingly, though the affection has not been proved to be contagious, the New York City Department of Health has announced that hereafter the disease must be reported and that every room in which it has occurred must be disinfected and every patient as carefully isolated as for any of the known virulently contagious diseases”  (JAMA (The Journal of the American Medical Association).  “Epidemic Cerebrospinal Meningitis,” Vol. 17, 4-29-1905, pp. 1371-72.)

 

Rockefeller University:  “In the winter of 1904-1905 meningococcal meningitis swept through New York City, killing more than 3,000 people as part of a worldwide pandemic. Simon Flexner (1863-1946), director of the newly established Rockefeller Institute for Medical Research, was appointed to a city health department commission to investigate the epidemic.

 

“A renowned pathologist, Flexner knew that a bacterium caused the meningitis since it had been identified in 1887 and could be cultured easily. In addition, an antiserum that could kill the bacterium was available, made from the blood of horses infected with the it, but the therapy was being administered by subcutaneous injection and was not effective. Flexner also was familiar with cerebrospinal meningitis, having been part of a team that identified it during an epidemic among Maryland coal miners in 1893. From 1904 to 1907, he brought this field experience and his laboratory skills to bear on the disease. Using cultures from New York victims of the disease, he inoculated guinea pigs and monkeys to study the course of infection and ways of administering antiserum. He recognized that the problem was getting the antiserum where it was needed, in the brain, and thus he delivered it into the fluid that bathes the spinal column and the brain by a spinal (intrathecal) injection. The first human subjects received intrathecal injections of antiserum during a 1907 epidemic in Ohio. The death rate from the disease—which had been 75 percent—was cut in half. It remained the only effective therapy for three decades, until sulfa drugs and penicillin became available. The success of this treatment, which was widely reported in newspapers, impressed John D. Rockefeller, Sr. and helped persuade him to pledge funds, in 1908, to build the Rockefeller Hospital. By 1913, Flexner could report on the serum’s effectiveness in treating 1300 patients around the world.” (Rockefeller University. “The First Effective Therapy for Meningococcal Meningitis.” 2010.)

 

Steiner and Ingraham on CT: “Connecticut has been visited by three previous extensive epidemics of cerebrospinal meningitis…The first epidemic, continuing from 1806 to 1816, is well known to the student of medical history in this country….The second epidemic was seen in Middletown in 1823…The third epidemic occurred in 1873…The epidemic we shall consider began in March, 1904, and continued, though in a much abated form, until December 1905. [p351]

 

“The first case, reported April 4, 1904, occurred in the northwestern outskirts of the town [Hartford], but previously three examples of the malady had been observed at the Hartford Hospital, although they were not then so diagnosed. Following these cases many persons were stricken  with the disease, and its epidemic nature soon became thoroughly established. During the two succeeding years 145 cases were reported, most of them occurring during the first three months of the epidemic. If we tabulate the cases as reported, we note during 1904: 2 in March, 45 in April, 45 in May, 19 in June, 4 in July, 1 in August, 2 in September, 3 in October, 2 in November, and 2 in December. In other words, 92 of the cases were observed during the first three months, and 125 of the 145 cases during the first year….

 

“Of the 145 cases, 90 were males and 55 females. As to age, the distribution was: one to ten years, 86 cases; eleven to twenty years, 35 cases twenty-one to thirty years, 8 cases; thirty-one to forty years, 8 cases; forty-one to fifty years, 2 cases; fifty-one to sixty years, 3 cases; sixty-one to seventy years, 2 cases, seventy-one to eighty years, 1 case….Of the total number (145), 108 died, giving a mortality of 74.48 per cent.

 

“Geographically, most of the cases came from the east side of Hartford, where the population is the densest and largely made up of the lower classes, including the foreign element. Here the hygienic surroundings are frequently at fault. Twenty-two streets had more than one case, and in thirteen streets the cases were near one another, though some were on opposite sides of the street…. [p. 352]

 

“Fifty-five of the patients were admitted to the Hartford Hospital, and were studied as carefully as possible during the time at our command. Of this number 37 died, giving a mortality of 78.18 per cent….” [p. 353.]

 

(Steiner, Walter R., M.D. and Clarence B. Ingraham, Mr., M.D. “Epidemic Cerebrospinal Meningitis in Hartford, Connecticut, During 1904-1905.” American Journal of the Medical Sciences, Vol. CXXXV, pp. 351-365. Philadelphia and NY: Lea & Febiger, March 1908.)

 

Newspapers

 

May 13, 1904: “Charles O. Long, who had been the Superintendent of the Statue of Liberty since its erection on Bedloe’s Island, died on Wednesday night at his home…from spinal meningitis. He had been confined to his home for seven weeks.” (NYT, “Liberty’s Guardian Dead.” 5-13-1904, 9.)

 

May 26, 1904: “Morristown, N.J., May 26. – Dr. Charleston T. Lewis died at his home…this afternoon from cerebro-spinal meningitis. Dr. Lewis was ill less than three days….” (New York Times. “Dr. Charlton T. Lewis.” 5-27-1904, p. 9.)

 

June 13, 1904: “Francisco Mora-Silva, Chancellor of the Consulate of Ecuador, died of spinal meningitis early yesterday morning at Roosevelt Hospital…” (New York Times. “Ecuadorian Chancellor Dead.” 6-14-1904, p. 7.)

 

About Meningitis

 

CDC on Meningococcal Meningitis (ICD Code A39.0): “Meningococcal disease can refer to any illness caused by the type of bacteria called Neisseria meningitidis, also known as meningococcus… These illnesses are often severe and can be deadly. They include infections of the lining of the brain and spinal cord (meningitis) and bloodstream infections (bacteremia or septicemia).

 

“These bacteria spread through the exchange of respiratory and throat secretions like spit (e.g., by living in close quarters, kissing). Doctors treat meningococcal disease with antibiotics, but quick medical attention is extremely important. Keeping up to date with recommended vaccines is the best defense against meningococcal disease.” (CDC. Meningococcal Disease. 4-9-2018 update.)

 

Healthline on Meningitis: “Meningitis is a swelling of the membranes around the spinal cord and brain. It can be caused by fungi, parasites, or even injury. Most often, it’s caused by viral or bacterial infection. Children are especially vulnerable to bacterial meningitis. Symptoms begin within a week after exposure. Common symptoms include headache, fever, and skin rash. Some types of meningitis are even life-threatening….

 

“Whether meningitis is contagious or not depends on the cause and the type….

 

“Fungal meningitis is not contagious….

 

“Parasitic meningitis is extremely rare and life-threatening…it isn’t contagious….

 

“Viral meningitis is the most common type, but it’s not usually life-threatening. The enteroviruses that cause meningitis can spread through direct contact with saliva, nasal mucus, or feces. They easily spread through coughing and sneezing. Direct or indirect contact with an infected person increases your risk of getting the same virus….Arboviruses that cause meningitis can be transmitted through insects like mosquitoes and ticks. Infection is most likely to occur in summer and early fall….

 

“Bacterial meningitis is a serious illness and can be life-threatening. It’s most often caused by Neisseria meningitides or Streptococcus pneumoniae. Both are contagious. Meningococcal bacteria can’t survive outside the body for long, so you’re unlikely to get it from being near someone who has it.

 

Prolonged close contact with an infected person may increase risk of transmission. This is a concern in daycare centers, schools, and college dormitories. The bacteria can also spread through:

• Saliva
• Mucus
• Kissing
• Sharing eating utensils
• Coughing
• Sneezing
• Contaminated food

 

“Some of us have meningitis-causing bacteria in our throats or noses. Even if we don’t get sick, we can still spread it to others.

 

“According to the World Health Organization, the incubation period is between to and 10 days…

 

“Stay up to date with immunizations and booster shots for meningitis.” (Healthline.com. “How Contagious is Meningitis?”)

 

Sources

 

Billings, J. S. Jr. “Cerebrospinal Meningitis in New York City During 1904 and 1905.” JAMA, Vol. XLVI, No. 22, 6-2-1906, pp. 1670-1676. Abstract accessed 5-15-2013 at: http://jama.jamanetwork.com/mobile/article.aspx?articleid=458278

 

Elsner, James B. and A Birol Kara. Hurricanes of the North Atlantic:  Climate and Society.  New York:  Oxford University Press, 1999.

 

Centers for Disease Control and Prevention. Meningococcal Disease. 4-9-2018 update. Accessed 10-3-2018 at: https://www.cdc.gov/meningococcal/index.html

 

Gover, Mary, and Glee Jackson. “Cerebrospinal Meningitis,” Public Health Reports, Vo. 61, No. 13, pp. 433-450, 3-29-1946. Accessed 1-7-2020 at: https://www.jstor.org/stable/4585609?read-now=1&refreqid=excelsior%3Aea37750a229ba00f6f108426a7282e66&seq=1#page_scan_tab_contents

 

Healthline.com. “How Contagious is Meningitis?” Accessed 6-19-2018 at: https://www.healthline.com/health/how-contagious-meningitis#avoiding-meningitis

 

New York Times. “Dr. Charlton T. Lewis.” 5-27-1904, p. 9. Accessed 1-6-2020 at: https://timesmachine.nytimes.com/timesmachine/1904/05/27/102575597.html?pageNumber=9

 

New York Times. “Ecuadorian Chancellor Dead.” 6-14-1904, p. 7. Accessed 1-6-2020 at: https://timesmachine.nytimes.com/timesmachine/1904/06/14/100471706.html?pageNumber=7

 

New York Times. “Liberty’s Guardian Dead.” 5-13-1904, p. 9. Accessed 1-6-2020 at: https://timesmachine.nytimes.com/timesmachine/1904/05/13/101145552.html?pageNumber=9

 

Rockefeller University. “The First Effective Therapy for Meningococcal Meningitis.” 2010. Accessed 5-15-2013 at: http://centennial.rucares.org/index.php?page=Meningitis

 

Steiner, Walter R., M.D. and Clarence B. Ingraham, Mr., M.D. “Epidemic Cerebrospinal Meningitis in Hartford, Connecticut, During 1904-1905.” American Journal of the Medical Sciences, Vol. CXXXV. Philadelphia and NY: Lea & Febiger, March 1908. Accessed 1-7-2020 at: https://books.google.com/books?id=BFk9AQAAMAAJ&ppis=_e&printsec=frontcover#v=onepage&q&f=true

 

United States Department of Commerce and Labor, Bureau of the Census. Mortality Statistics 1905 (Eighth Annual Report). DC: GPO, 1907. Google digitized at: https://www.cdc.gov/nchs/data/vsushistorical/mortstatsh_1905.pdf

 

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

 

United States Department of Commerce and Labor, Bureau of the Census. Special Reports. Mortality Statistics 1900 to 1904. Washington: GPO, 1906. Accessed 1-7-2010 at: https://www.cdc.gov/nchs/data/vsushistorical/mortstatsh_1900-1904.pdf

 

United States Public Health and Marine-Hospital Service. Public Health Reports, 4-28-1905, p. 762-763. Accessed 1-7-2020 at: https://books.google.com/books?id=EPmcKPTwnSUC&ppis=_e&printsec=frontcover#v=onepage&q&f=false

 

 

 

 

 

 

 

[1] Fifteen Registration States (CA, CO, CT, IN, ME, MD, MA, MI, NH, NJ, NY, PA, RI, SD, VT).

Several dozen cities from within non-registration states.

[2] There were 10,553 meningitis deaths registered; of which 7,295 were labeled “Simple or unqualified,” and 3,284 as “Epidemic cerebrospinal meningitis.” It is this “epidemic” form we in take note of in our tally. According to Gover and Jackson (1946, p. 435), “simple meningitis…comprises meningitis not recorded as cerebrospinal or stated to be due to some organism other than the meningococcus.”

[3] From “Table 5. – Deaths in Registration Areas, from each disease and class of diseases: 1904,) item 66, “Epidemic cerebro-spinal meningitis.”

—  700  Brooklyn Daily Eagle Almanac 1905. “Great Fires, 1904…Notable Fires,” XX, p. 477.[1]

—  602  Barlay. Fire: An International Report. Brattleboro: Stephen Greene Press, 1973, p. 25.[2]

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

—  602  Chertkoff and Kushigian. Don’t Panic: The Psychology of Emergency Egress. (Chapter 3)

—  602  Country Beautiful Editors. Great Fires of America.  1973, p. 141.

—  602  Drabek, Thomas E. The Human Side of Disaster. Boca Raton, FL: CRC Press, 2010, 33.

—  602  Groves, Iroquois Theater Fire, 2006.

—  602  National Fire Protection Association. Key Dates in Fire History.  1996.

—  602  NFPA. The 1984 Fire Almanac. 1983, p. 137.

—  602  NFPA. U.S. Unintentional Fire Death Rates by State. December 2008, p. 21.

—  602  National Fire Sprinkler Association.  F.Y.I.  1999, p. 6

—  602  Smith. Dennis Smith’s History of Firefighting in America...  1978, p. 109.

—  602  Wikipedia, “Iroquois Theater Fire.”

–>600  Brandt. Chicago Death Trap: The Iroquois Theater Fire of 1903. 2006

—  600  Elliott. “The Need of State Building Codes.” Safety Engineering, 26/3, Sep 1913, p. 142.

—  600  History.com. This Day in History, Disaster, Dec 30, 1903. “Fire Breaks Out in Chicago”

—  600  Indus. Comm. WI. “Why the State Regulates Buildings,” Safety Engineering, 1914, 283.

—  600  Iowa Recorder. “City Bowed in Grief.” January 13, 1904.

–<600  Public Opinion, “The Grim Harvest of Death,” Vol. XXXVI, No. 1, Jan 17, 1904, p. 4.

—  600  Forster. “America’s Challenge: Loss of Life…Fire…” Safety Engineering, 41/1, Jan 1921

—  600  Gunn. Chapter 54: “Chicago, Illinois, fire.”

–>600  Smith, Roger. Catastrophes and Disasters. Edinburgh and NY: Chambers, 1992, p. 97.

—  591  Iowa Recorder. “Fixing The Blame.” January 13, 1904.

—  587  Walker, John. “The Iroquois Theater Fire: Entrances and Exits,” Disasters. 1973, p. 110.

—  580  Barlay. Fire: An International Report. Brattleboro: Stephen Greene Press, 1973, p. 139.

—  575  Decatur Daily Review (IL).  “Theater Death Toll in Past Disasters…,” Jan 30, 1922, p.1.

Fire

–>200  Smith, Roger. Catastrophes and Disasters. Edinburgh and NY: Chambers, 1992, p. 97.

Trampling and Suffocation

— 400  Smith, Roger. Catastrophes and Disasters. Edinburgh and NY: Chambers, 1992, p. 97.

 

Narrative Information

Country Beautiful: “…during Christmas week, many families attended the special afternoon perfor­mance of the light opera, “Mr. Bluebeard,” which featured the theater company’s popular comedian, Eddie Foy. Children were on Christmas vacations from school and parents deemed it an appropriate time to take the children on an outing to the theater.” (Country Beautiful  Great Fires, 1973, 141)

Groves: “On November 23, 1903, the Iroquois Theater opened in Chicago.[3] Dubbed a “virtual temple of beauty” by the Chicago Tribune, the Iroquois was reportedly fireproof.[4] In a rush to get the theater open quickly, however, the theater management did not finish many basic fire precautions. Most notably, the theater had no fire alarm or sprinklers and the emergency smoke vents above the stage were nailed shut. Six weeks later, the Iroquois Theater was home to the deadliest fire in Chicago history.”  (Groves 2006, Iroquois.)

“The Iroquois Theater presented Mr. Bluebeard, a musical comedy, to a standing-room-only crowd of over 1,900 people[5] on December 30, 1903.[6] Another 400 performers[7] and stagehands were crowded into the basement dressing rooms and backstage areas.[8]  (Groves 2006, Iroquois.)

“Halfway through the show,[9] a floodlight over the stage exploded, setting fire to the red velvet curtain.” (Groves 2006, Iroquois Theater Fire)

Another account has it that “The stage was partially darkened for a moonlight scene, and a powerful spotlight, followed the actors. Part of the stage drapery came into close contact with the light and caught fire.”[10]  Some stagehands saw the fire and tried to smother it with their hands and other primitive means; however, the fire was more than they could handle. The audience was made aware of the fire as a flaming piece of drapery swung across the stage.” (Country Beautiful, 1973, 137.)

Groves: “The fire quickly spread to the oil-painted wood and canvas set pieces hanging in the catwalks and soon flaming debris was falling onto the stage….Despite pleas from the show’s star to remain calm,[11] the audience panicked and attempted to flee the theater, just as smoke began filling the auditorium”  (Groves 2006, Iroquois Theater Fire)

Moberly Daily Monitor, Dec 31: “The fire in itself up to this time was not serious and possibly could have been checked had not the asbestos curtain failed to work.[12]  As soon as the fire was discovered Eddie Foy, the chief comedian of the company, shouted to lower the curtain and this was immediately done.  It descended about half way and then stuck.  The fire thus was given practically a flue through which a strong draft was settling, aided by the doors which had been thrown open in the front of the theater.  With a roar and a bound the flames shot through the opening over the heads of the people on the first floor and, reaching clear up to those in the first balcony, caught them and burned them to death where they sat.  Immediately following this rush of flames there came an explosion which lifted the entire roof of the theater from its walls, shattering the great skylight into fragments….It is believed that the explosion was caused by the flames coming into contact with the gas reservoirs of the theater causing them to burst.”  (Moberly Daily Monitor, “A Theater Horror,” Dec. 31, 1903, p. 2)

Groves: “The fleeing audience members did not get far. Many of the exits were locked[13] or hidden behind heavy, decorative curtains. Other doors were unlocked, but they only opened inward, trapping the victims in the jam-packed hallways. Some theatergoers were even trapped by illegal, accordion-style metal gates that the theater management locked during the shows to keep audience members in the upper balconies from sneaking downstairs for a better view of the show.[14] As the flames spread into the auditorium, hundreds of theatergoers were burned to death, while hundreds more trapped in the hallways suffocated from the smoke.

“As there was no fire alarm in the theater, a stagehand had to run to the nearest firehouse to report that the theater was in flames.[15] When the first firefighters arrived at the theater they found it difficult to enter the auditorium because of the number of bodies stacked up at the doors. Once inside, they were able to quickly douse the flames, as the fire has already consumed most of the flammable materials in the theater. (Groves 2006)

Moberly Daily Monitor, Dec 31: “The building was so full of smoke when the firemen first arrived that the full extent of the catastrophe was not immediately grasped until a fireman and a newspaper man crawled up the stairway leading to the balcony… As they reached the doorway the fireman…seized his companion by the arm, exclaiming: ‘Good God, man, don’t walk on their faces.’ The two men tried vainly to get through the door, which was jammed with dead women piled higher than either of their heads….The two men immediately hurried to the floor below and informed Chief Musham, of the fire department that the dead bodies were piled high in the balcony and prompt assistance must be rendered if any of them were to be saved.

“The chief at once called upon all of his men in the vicinity to abandon work on the fire and come at once to the rescue.  Over 200 lights were quickly carried into the building and the work of rescue commenced. (Moberly Daily Monitor, “A Theater Horror,” Dec. 31, 1903, p. 2)

Country Beautiful: “People crowded onto the fire escape from the doomed balconies but the fire was shooting out from windows below them and that route was useless. All were out of range of aerial ladders and still more people crowded onto the platform. Painters in the next building provided ladder-bridges across the alley for the trapped people. “Ladders, planks, ropes, poles, everything that could possibly be secured to assist these poor creatures in their battle for life was rigged and turned into bridges, but few got across alive,” a newspaper reported.”  (Country Beautiful, 1973, 137.)

Moberly Daily Monitor, Dec 31: “So rapidly were the bodies brought down that in an hour there were two streams of men in and out of the door, the one carrying bodies, the other composed of men returning to get more.  Although all the patrol wagons and every ambulance owned by the city was pressed into service, they were utterly inadequate to carry away the dead and in a short time there was a line of corpses 30 feet long piled two and three high on the sidewalk in front of the theater.  It was found necessary in order to convey the bodies rapidly to the morgue and to the various undertaking establishments to press trucks into service…. One large truck ordinarily  used for conveying freight to depots was so heavily loaded with dead in front of the theater that the two large horses attached to it were unable to start and the police were compelled to assist by tugging at the wheels.” (Moberly Daily Monitor, “A Theater Horror,” Dec. 31, 1903, p. 2)

Groves: “Once the fire was out, one firefighter apparently shouted: ‘If there is any living person in here, groan or make a sound.’ His request was met by silence.” (Groves 2006)

“In the end, 602 people, mainly women and children[16], were killed in the fire.[17] At one locked exit, firefighters counted 200 bodies stacked ten high and twenty deep.[18] (Groves 2006)

Moberly Daily Monitor, Dec 31: “As the police removed layer after layer of dead in these doorways the sight became too much for even for police and firemen, hardened as they are to such sights, to endure.  The bodies were in such as inextricable mass and so tightly were they jammed between the sides of the door and the walls that it was impossible to lift them one by one and carry them out.  The only possible thing to do was to seize a limb or some other portion of the body and pull with main strength.  Men worked at the task with tears running down their cheeks and the sobs of the rescuers could be heard even in the hall below where this awful scene was being enacted.  A number of the men were compelled to abandon their task and give it over to others whose nerves had not as yet been shaken by the awful experience….”  (Moberly Daily Monitor, “A Theater Horror,” Dec. 31, 1903, p. 2)

Friday, January 8: “As Chicago began to recover from the shock and stunning grief of the Iroquois Theater calamity, demands became loud from both people and press for the exemplary punishment of all the men who would seem in any way responsible for the death of nearly 600 human beings…. Late Friday night Will J. Davis and Harry J. Powers, proprietors and managers of the Iroquois Theater, and George Williams, city building inspector, were placed under arrest on the criminal charge of manslaughter.  Arthur E. Hull, who lost a wife and three children, with their maid, in the holocaust, swore to the complaint on which the warrants were issued.  Ten of the employees of the theater are also in jail, and many of the chorus girls of the ‘Mr. Blue Beard’ company, who were on the stage when the fatal fire started, are under restraint, being held as witnesses.  According to the Tribune [Chicago] an inadequately protected ‘spot light’ machine, close to which hung the frayed edge of the arch draperies, made the combination that caused the fire.  William McMullen, the man who operated the ‘spot light,’ is under arrest with a charge of manslaughter against him.”  (Iowa Recorder, “Arrests Are Made,” January 13, 1904)

Saturday, January 9: “Aghast at the possibilities of another theater horror, the Chicago authorities on Saturday sought the safety of a multitude of play-goers by closing the doors of every amusement house in Chicago.  Not one of the thirty-six theaters and concert halls of the city was open for business that night…. The action, which was taken in the name of the public weal by Mayor Harrison, means a suspension of performances for weeks in some of the theaters, months in others where the structures will have to be remodeled, while in others nothing will suffice but a tearing down and a rebuilding.” (Iowa Recorder, “City Bowed…,” Jan. 13, 1904.)

Sunday January 10:  “More funerals were held in Chicago Sunday than ever before in a single day in an American city.  According to the burial permits of the health department, 256 bodies were buried that day in local cemeteries or shipped out of town.  Of these 226 were bodies of those who had lost their lives in the Iroquois Theater fire.  Funerals of fire victims began Friday, when eighty-nine were buried.  One hundred and ninety-seven were interred Saturday.  In the three days given over to burials, funeral services were said over 512 of the bodies, 283 of which have been placed in Chicago burying grounds and 229 shipped to a distance.  But eighty identified dead and six unidentified remained on Monday to be consigned to their last resting places.  All the identified dead were interred by Tuesday.” (Iowa Recorder, “City Bowed in Grief,” January 13, 1904.)

Groves: “The subsequent investigations into the fire uncovered numerous troubling facts, including the lack of sprinklers and fire alarms and the locked exits. In the coming months and years, many laws were enacted in response to the Iroquois Theater Fire, including laws requiring mandatory theater upgrades including outward-opening doors that remain unlocked, exit lights, automatic sprinklers, fire alarm systems, and flame resistant scenery, props, and curtains.”  (Groves 2006)

Moberly Daily Monitor, Dec 31: “Will J. Davis, manager of the theater, said after the catastrophe that if the people had remained in their seats and had not been excited by the cry of fire not a single life would have been lost.  This is, however, contradicted by the statements of the firemen, who found numbers of people sitting in their seats, their faces directed toward the stage as if the performance was still going on.  It is the opinion of the firemen that these persons had been suffocated at once by the flow of gas which came from behind the asbestos curtain.” (Moberly Daily Monitor, “Theater…,” 1903)

A Coroner’s Inquest was begun within two weeks. “Witnesses heard told and retold in terrible detail the story of the fire and panic.  Out of the mass of evidence the main fact apparent was the utter carelessness, blundering and criminal negligence that resulted in the sacrifice of human life….It will probably take two weeks to gather together the mass of evidence as to the cause of the fire and the reason for its quick spread.  More than 200 witnesses will testify at the inquest, which is conducted in person by Coroner Traeger and Deputy Coroner Buckley.  The witnesses include actors, stage hands, spectators who were in the playhouse and officials and other attaches of the theater….”  (Iowa Recorder. “Fixing The Blame.” January 13, 1904.

“Harry J. Powers and Will J. Davis, Chicago managers of the Iroquois Theater…made their first statements under oath Wednesday…. In answer to…inquiries both men professed to have no personal knowledge of the management of the theater; were uninformed as to whether employees had instructions for action at time of fires or panic; were uninformed as to what fire apparatus was in the house; had only given most general instructions to their subordinate manager, and did not know how many people were in the theater when the fire broke out….”  (Iowa Recorder. “Fixing The Blame.” January 13, 1904.)

“Chicago Fire Department Attorney Monroe Fulkerson submitted an official statement on behalf of the Department to the effect that:

Evidence submitted under oath proves conclusively that had the skylights and ventilators over the stage of the Iroquois Theater been open, and the openings over the auditorium been closed, there would have been no fire in the audience room of the playhouse last Wednesday and no lives need have been lost by panic. (Iowa Recorder. “Fixing The Blame.” January 13, 1904.)

Fire Department testimony was also presented to the effect, according to the press, “That there had been a previous fire at the theater, and that the same obstruction at that time prevented the fire curtain’s being thrown between the stage and the audience….That, with one or two notable exceptions, the employees of the theater deserted their posts, or did not understand what should have been their duties at such a time.  That there is no evidence that there had been any fire drill or systematic organization of the theater employees for the protection of the public in an emergency. That there was no fire alarm box on the stage, or in the theater building. (Iowa Recorder. “Fixing The Blame.” January 13, 1904.)

“Mr. Noonan, business manager of the theater, who also testified, said he knew that people were allowed to stand up on the lower floor back of the last row of seats, but insisted that he did not authorize Head Usher Dusenberry to permit this. He also admitted that two of the main doors in the second tier in the foyer were locked, but as to whether the several doors barring the way to other exits were locked he was not sure.” (Iowa Recorder. “Fixing The Blame.” Jan. 13, 1904.)

History.com: “In the aftermath of the disaster, Williams was later charged and convicted of misfeasance. Chicago’s mayor was also indicted, though the charges didn’t stick. The theater owner was convicted of manslaughter due to the poor safety provisions; the conviction was later appealed and reversed. In fact, the only person to serve any jail time in relation to this disaster was a nearby saloon owner who had robbed the dead bodies while his establishment served as a makeshift morgue following the fire.” (History.com. This Day in History, Disaster, Dec 30, 1903. “Fire Breaks Out in Chicago Theater.”)

Safety Engineering: “The use of a dry product tube on burning scenery in the Iroquois Theater is believed to be responsible for the loss of 600 lives.  A soda-acid extinguisher conveniently at hand probably would have prevented that holocaust.” (Safety Engineering. “America’s Challenge:  Loss of Life from Fire…,” Vol. 41, No. 1, Jan 1921.)

Elliott: “In the burning of the Iroquois Theater 600 lives were lost. The principal cause for the loss of life was due to the system of ventilation employed.  In a properly ventilated theater the fresh air is introduced close to the floor level and near the stage. The vitiated air is removed at the rear of the seats and at the highest possible point in the au­ditorium. The natural draught, there­fore, is toward the auditorium and up­ward through the balcony and gallery. The natural draught is usually accelerated by a plenum or exhaust fan through which the air travels at a rate of about 1,200 feet per minute. With the pros­cenium opening unprotected by a fire curtain and the automatic ventilator in­operative the natural circulation of air drew the gases and fire from the stage and suffocated and burned 600 human beings.” (Elliott. “The Need of State Building Codes.” Safety Engineering, 26/3, Sep 1913, 142.)

Public Opinion: “Nearly six hundred people lost their lives in a fire which occurred on Wednesday of last week in the Iroquois theater, Chicago. The house was crowded with an afternoon audience composed largely of women and children, and it was among them that the greater number of deaths were caused by suffocation and crushing in the mad attempt to reach the doors. The fire began with a small blaze in the stage draperies, supposed to have been caused by a calcium or arc light. This was followed by the explosion of a gas tank, and in a few minutes after the first alarm the smoke and flames were sweeping toward the galleries. Attempts to lower the asbestos curtain separat­ing the stage from the auditorium were unavailing on ac­count of some defect in the mechanism or to a strong draft toward the seats which jammed the curtain rod against the sides of the stage.

“The theater building was but little damaged except by scorching. It was a new building, conforming in all re­spects but one to the most advanced ideas in theater con­struction, the only fault in its design being that there was no shaft or vent over the stage by which flame and smoke would have been drawn upward and away from the au­dience. The exits were ample in number, but many of them were locked or inaccessible, and before many of them the dead were found in ghastly piles….

“The Chicago Evening Post approves Mayor Harrison’s action in closing all the other Chicago theaters, but it adds that “it is a bitter reflection that hundreds of lives had to be sacrificed to bring about this simple result”:

Without the faintest desire to prejudge the case, or to presume guilt where the law adheres to the theory of inno­cence, it may be said that the evidence already available points to negligence, carelessness, and want of skill and organization as no small factors in the awful Iroquois catastrophe. There is but little comfort for the right-minded in the thought that responsibility for the terrible disaster may be fixed on a few individuals who, after all, followed the general American practice and took advan­tage of the slackness and indifference of the public au­thorities. The community is too sorrowful to be vindic­tive or cruel. While the law must take its course, the question of punishing possible misconduct should be, and undoubtedly is, subordinated by most citizens to the ques­tion of future safety and prevention.

“In more senses than one,” says the Chicago News, “theatrical managers have been playing with fire for a great many years”:

The woeful story of the Iroquois disaster shows upon its face two startling facts. The safety appliances that were provided did not work. Those appliances were as­tonishingly meager. In this day every well-equipped busi­ness establishment, mill, or manufactory has its auto­matic fire extinguishers to flood it from roof to basement when a fire breaks out. Fire extinguishers are ready in every nook and corner for instant use. There is a care­fully drilled and adequately led fire company selected from the workers in the building, and its members know pre­cisely what to do upon the outbreak of a fire. Yet this most modern of theaters provided a patent preparation in small tubes which had no effect upon the flames and an asbestos curtain which stuck in its grooves! The dead can not be brought back to life. Nothing that can be done now can quench the grief which has fallen upon so many hundreds of homes. But this awful lesson must transform the business of amusing the public into some­thing more than a mere thing of surface glitter and blind chance. Every theater in this country must be thoroughly overhauled and made safe. Then it must be kept safe.

“Lessons To Be Learned

“At the first announcement of this appalling calamity, it was simply beyond human comprehension,” the Chicago Record-Herald says. “The whole city was like a home stricken with sudden death where the loss is only half realized by the rebellious or benumbed senses”:

But the thought for the living must not be entirely lost in the thought for the dead, and even now, in the midst of this sorrow, there must be an emphatic insistence upon two points that relate to the question of the future security of the public. First, the responsibility for the tragedy must be fixed if it can be fixed. And, second, regard should be had for the broad general subject of remedies and prevention as it concerns all playhouses and other places of public assemblage. There are lessons to be learned from the visitation which should govern the con­duct of the authorities in the future and lead to the enact­ment of any legislation that may be needed for the pro­tection of the people.

“The one consolation that the Inter Ocean can see in the tragedy is that its incidents leave no room for re­flection upon the bravery and courage of its victims or of those who came upon the scene in the capacity of rescuers:

The little that can ever be known regarding the con­duct of the self-possessed few within the building reflects no discredit upon American manhood and womanhood, while the acts of valor which must be recorded in the re­cital of the work of rescue outside the building are such as to leave but one impression, and a lasting and good one, of the resourcefulness and courage to be found in an aver­age crowd of our citizens. If anything can console a community stricken as this is, if anything can lighten the heavy burden which thousands of our people have been so suddenly called upon to bear, it must come with the knowledge that nothing which the bravery, the ingenuity, the energy—the tenderness—of man could accomplish was left undone at the supreme moment.

“The Chronicle’s comment leads one to infer that it at­taches no blame to the theater managers and owners.

“Safer Theaters Demanded

“Every city in the land has extended its sympathy to Chicago in the most earnest words that could be em­ployed. And after this has been done the universal dis­position is to examine local conditions in the light of the Iroquois theater disaster and to begin an agitation which will render our theaters safer in the future. More effec­tive means of emptying playhouses is, in the opinion of the Boston Transcript, the improvement that should be aimed at. “What we want,” the Transcript says, “is not ‘fire­proof’ theaters, but panic-proof theaters. We can not pre­vent panics, but we can build so that they shall be without reasonable excuse and so that resultant dangers shall be reduced almost if not quite to the vanishing point.” The Philadelphia Ledger agrees with this opinion, but it ad­mits that even if theater exits were larger and more num­erous it would do little good, because people remember only the way by which they came, and all rush instinc­tively toward the one main entrance. The Ledger makes the valuable suggestion, however, that audiences should be regularly dismissed through all the different exits to ac­custom the public to their use.

“In the opinion of the New York Evening Post, the “one point from which public attention must not be di­verted” is that the fire, however it started, had tons of combustible material to feed on:

Managers will put such matter into theaters so long as the law permits them to do so with impunity. They are not men of murderous intention, yet in their recklessness or ignorance they may be almost as dangerous as an in­sane person with homicidal proclivities. But all the re­sponsibility does not rest upon them. The public can defend itself, if it chooses, through the legislatures. If it can not be roused on such an occasion as this to demand the enactment and enforcement of penal laws compelling the proper chemical treatment of all stage trappings, it must take the consequences.

“Papers everywhere echo the statement made by the Pittsburg Dispatch, that “The fearful example at Chicago should cause every city in the land to inspect its theaters, and if any of them fall short of the requirements of safety, to make them conform to the standard in every respect.’ In several cities theaters have already been closed and managers arrested because they had not complied with the building laws. It develops, as might be expected, that all our cities have adequate laws, the aim of which is to render public places of amusement as safe as possible, but that everywhere, except perhaps in Boston, these laws are obeyed in a perfunctory manner if at all; that exits are constantly kept locked; that “asbestos curtains” are often made of painted burlap, and that in many cases stages and auditoriums are separated only by wooden partitions. It appears from an examination of local papers that every city has one or more theaters which are known to be veri­table death traps, and the present agitation, if it does noth­ing more, will have the result of closing such places.” (Public Opinion, “The Grim Harvest of Death,” Vol. XXXVI, No. 1, Jan 17, 1904, p. 4.)

Public Opinion: “Thursday, January 14. Fifteen Chicago churches were closed in consequence of the Iroquois fire…” (Public Opinion, “News of the World,” Vol. 36, No. 3, Jan 1904, p. 87.)

Smith: “Of course grief-stricken and angry Chicagoans de­manded that an investigation be made into this tragedy, and the findings were quickly translated into a new fire code. No more would Chicago allow doors in public places to open inward—instead they would be equipped with easily operated “panic bars” and open outward. Exits were to be clearly marked and totally unobstructed. Theater personnel were to be drilled in directing people out in quick and orderly fashion. Automatic sprinkler systems were made mandatory. It had taken Chicago twenty-seven years and twice the casualties to learn the Brooklyn Theatre lesson. Luckily, many other cities, both in the United States and all over the world, heeded the lesson of the Iroquois in their theaters—and have thus probably saved thousands of lives.” (Smith.  Dennis Smith’s History of Firefighting in America...  1978, p. 109.)

Fireproof Magazine: “The fire in the Casino Theater, New York, which would have duplicated the Iroquois disaster if it had happened two hours later, has revealed the fact that all the wrath and grief that swept over the country a year ago have been practically barren. The most stringent rules for the safety of life were adopted in New York, as in other cities, after the crime in Chicago, but hardly anything seems to have come of them. Theatrical managers have become brazen in their defiance of public sentiment. The firm that owned the show which was on the Iroquois stage at the time of the fire, as well as part of the theater itself, actually brought a libel suit against a paper that ventured to print a cartoon on the subject, and when that failed it had the paper’s critic excluded from most of the theaters of New York.” (Fireproof Magazine. “Two Frightful Lessons in Vain,” Vol. 6, No. 4, April, 1905, p. 211.)

 

Sources

Barlay, Stephen. Fire: An International Report. Brattleboro, VT: Stephen Greene Press, 1973.

Brandt, Nat. Chicago Death Trap: The Iroquois Theater Fire of 1903. Southern Illinois University, 2006, 240 pages.

Brooklyn Daily Eagle Almanac 1905. “Great Fires, 1904. Other Notable Fires.”  Brooklyn Daily Eagle, Vol. XX, 1905, p. 477. Digitized by Google. Accessed 9-22-2017 at:  http://books.google.com/books?id=x8MWAAAAYAAJ&printsec=frontcover&source=gbs_v2_summary_r&cad=0#v=onepage&q=&f=false

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

Chertkoff, Jerome M. and Russell H. Kushigian. Don’t Panic: The Psychology of Emergency Egress. Praeger, 1999.

 

Country Beautiful Editors. Great Fires of America. Waukesha, WI: Country Beautiful, 1973.

Drabek, Thomas E. The Human Side of Disaster. Boca Raton, FL: CRC Press, 2010.

Decatur Daily Review, IL. “Theater Death Toll in Past Disasters Shows Heavy Totals,” 1-30- 1922, p.1. At: http://www.newspaperarchive.com/FullPagePdfViewer.aspx?img=1245857

Elliott, Fred W. “The Need of State Building Codes.” Safety Engineering, Vol. 26, No. 3, September, 1913, pp. 141-144.  Accessed 9-22-2017 at:  http://books.google.com/books?id=L9YMAAAAYAAJ&printsec=frontcover&dq=editions:LCCNsc80000582&lr

Forster, H. Walker. “America’s Challenge: Loss of Life from Fire and Safety Activities of the Past.” Safety Engineering, Vol. 41, No. 1, Jan 1921. NY: Safety Press, Inc., 1922. Google digitized. Accessed 9-22-2017 at: http://books.google.com/books?id=bCLOAAAAMAAJ&printsec=frontcover&source=gbs_v2_summary_r&cad=0

Groves, Adam. “Iroquois Theater Fire, Chicago: December 30, 1903.” Ideals, Illinois Fire Service Institute, University of Illinois at Urbana-Champaign 2006. Accessed 9-22-2017 at:  https://www.ideals.uiuc.edu/handle/2142/85

Gunn, Angus M. Encyclopedia of Disasters: Environmental Catastrophes and Human Tragedies (Volume 1 of 2).  Greenwood Press, 2007.

History.com. This Day in History, Disaster, December 30, 1903. “Fire Breaks Out In Chicago Theater.” Accessed 12-28-2008 at: http://www.history.com/this-day-in-history.do?action=Landing&displayDate=12/30&categoryId=disaster

Industrial Commission of  Wisconsin. “Why the State Regulates Buildings,” Safety Engineering, Vol. 28, No’s 1-6, July-December, 1914, p. 283. Accessed 9-22-2017 at:  http://books.google.com/books?id=a9YMAAAAYAAJ&dq=editions:LCCNsc80000582&lr=&source=gbs_navlinks_s

Iowa Recorder. “City Bowed in Grief.” 1-13-1904. Accessed at:  http://www.newspaperarchive.com/PdfViewerTags.aspx?img=7711975&currentResult=1&src=search

Iowa Recorder. “Fixing The Blame.” January 13, 1904. Accessed at:  http://www.newspaperarchive.com/PdfViewerTags.aspx?img=7711975&currentResult=1&src=search

Moberly Daily Monitor. “A Theater Horror,” 12-31-1903. Accessed at:  http://www.newspaperarchive.com/PdfViewerTags.aspx?img=76539731&firstvisit=true&src=search&currentResult=0

National Fire Protection Association. Key Dates in Fire History. 1996. Accessed 2010 at:  http://www.nfpa.org/itemDetail.asp?categoryID=1352&itemID=30955&URL=Research%20&%20Reports/Fire%20statistics/Key%20dates%20in%20fire%20history&cookie%5Ftest=1

National Fire Protection Association. The 1984 Fire Almanac. Quincy, MA: NFPA, 1983.

National Fire Protection Association (John Hall, Jr.). U.S. Unintentional Fire Death Rates by State. Quincy, MA: NFPA, 31 pages, December 2008.

National Fire Sprinkler Association, Inc. F.Y.I. – Fire Sprinkler Facts. Patterson, NY: NFSA, November 1999, 8 pages. Accessed at: http://www.firemarshals.org/data/File/docs/College%20Dorm/Administrators/F1%20-%20FIRE%20SPRINKLER%20FACTS.pdf

Public Opinion – A Comprehensive Summary of The Press Throughout the World on All Important Current Topics, Vol. XXXVI, January, 1904 – June, 1904. New York: Public Opinion. Digitized by Google. Accessed 9-22-2017 at: http://books.google.com/books?id=atYaAAAAYAAJ&printsec=frontcover&source=gbs_navlinks_s#v=onepage&q=&f=false

Smith, Dennis. Dennis Smith’s History of Firefighting in America: 300 Years of Courage. NY:  The Dial Press, 1978.

Smith, Roger. Catastrophes and Disasters. Edinburgh and NY: Chambers, 1992, p. 97.

Walker, John. “The Iroquois Theater Fire: Entrances and Exits,” pp. 109-110 in Disasters. Chicago: Follett Publishing Co., 1973.

Wikipedia. “Iroquois Theater Fire.” Accessed 12-28-2008 at: http://en.wikipedia.org/wiki/Iroquois_Theater_Fire

 

 

[1] Not used in that the figure of 700 deaths is not in keeping with any of the sources we have consulted, with many of them noted herein. Shown only to denote we are aware of source and figure.

[2] Note below that on page 139 Barlay notes 580 deaths.

[3] 24-28 West Randolph Street, north side, between State and Dearborn.

[4] “In fact, George Williams, Chicago’s building commissioner, and fire inspector Ed Laughlin looked over the theater in November 1903 and declared that it was ‘fireproof beyond all doubt’. They also noted its 30 exits, 27 of which were double doors. However, at the same time, William Clendenin, the editor of Fireproof magazine, also inspected the Iroquois and wrote a scathing editorial about its fire dangers, pointing out that there was a great deal of wood trim, no fire alarm and no sprinkler system over the stage.” (History.com. This Day in History, Disaster, Dec 30, 1903. “Fire Breaks Out in Chicago Theater.”)

[5] Coroner’s Inquest testimony was given “that there were 1,606 people seated in the theater and probably 196 standing.”  (Iowa Recorder. “Fixing The Blame.” January 13, 1904.)

[6] “At two o’clock today a vast audience, mostly women and children, attended the matinee at the new Iroquois Theater in Chicago.  It is the holiday season and every seat was filled with a happy throng.”  (Reno Evening Gazette (NV), “Appalling Holocaust Today in Crowded Iroquois Theater,” December 30, 1903, p.1.)

[7] “The company, which was very large, escaped to the street in safety, nearly all of them…being compelled to flee into the snowy streets with no clothing but their stage costumes. A few members of the company sustained minor injuries, but none was seriously hurt.”  (Moberly Daily Monitor, “A Theater Horror,” 12-31-1903, p. 2.)

[8] Wikipedia:  “Versus the 1,724 seating capacity, nearly 2,000 patrons, mostly women and children on the holidays school break, were in attendance at this Wednesday matinee showing of the popular musical Mr. Bluebeard starring Eddie Foy and Annabelle Whitford and a performance troupe of 500.

[9] “At about 3:15…”  (Wikipedia, “Iroquois Theater Fire.”

[10] On the first day of the Coroner’s Inquest a Chicago Fire Department attorney testified, according to newspaper reports, that the fire started from an overheated floodlight twenty feet above the floor by which a linen curtain, which was nearer than usual to the light, was ignited.  (Iowa Recorder. “Fixing The Blame.” January 13, 1904.)

[11]  Eddie Foy was the star – “When the actors became aware of the fire, they scattered backstage. Foy later returned and tried to calm the audience, telling them to stay seated.  An asbestos curtain was to be lowered that would confine the fire but when it wouldn’t come fully down, a panic began.  It later turned out to be made of paper so it wouldn’t have helped in any case.  Soon, all the lights inside the theater went out and there were stampedes near the open exits.  When the back door was opened, the shift of air caused a fireball to roar through the backstage area.”  .”  (History.com. This Day in History, Disaster, Dec 30, 1903. “Fire Breaks Out in Chicago Theater.”)

[12] The “drop of the asbestos or fire curtain was obstructed by a light or light board fastened to the wall of the theater back of the proscenium arch.”  (News report from first day of Coroner’s Inquest, citing Fire Department testimony; see Iowa Recorder. “Fixing The Blame.” January 13, 1904.)

[13] “…27 of the theater’s 30 exits were locked…..The teenage ushers working the theater fled immediately, forgetting to open the locked emergency exit doors.  The few doors that were able to be forced open were four feet above the sidewalk, which slowed down the exiting process.”  (History.com. This Day in History, Disaster, Dec 30, 1903. “Fire Breaks Out in Chicago Theater.”)

[14] “Most of the 591 people who died were seated in the balconies. There were no fire escapes or ladders to assist them and some took their chances and jumped. The bodies were piled six deep near the narrow balcony exits. In fact, some people were knocked down by the falling bodies and were eventually pulled out alive from under burned victims.”  (History.com. This Day in History, Disaster, Dec 30, 1903. “Fire Breaks Out in Chicago Theater.”)

[15] “…stage manager Bill Carlton went out front to watch the show with the 2,000 patrons while the other stage hands left the theater and went out for a drink.  It was a spotlight operator who first noticed that one of the calcium lights seemed to have sparked a fire backstage.  The cluttered area was full of fire fuel—wooden stage props and oily rags.”  .”  (History.com. This Day in History, Disaster, Dec 30, 1903. “Fire Breaks Out in Chicago Theater.”)

[16] Including 30 school teachers in the Chicago school system.  (Iowa Recorder, “Thirty School Teachers Dead,” January 13, 1904.)  This is perhaps the largest loss of life of school teachers in a disaster in the history of the U.S.

[17] Not all were killed by the fire.  Perhaps the smallest percentage of deaths was by burning.  Many were suffocated and “scores were trampled to death.”  (Moberly Daily Monitor, “A Theater Horror,” December 31, 1903, p. 2)

[18] “When the firemen entered the building the dead were found stretched in a pile reaching from the head of the stairway at least eight feet from the door back to a point about five feet in the rear of the door.  This mass of dead bodies in the center of the door reached to within two feet of the passage way.  All of the corpses at this point were women and children.  The fight for life, which must have taken place at these two points is something that is simply beyond power to adequately describe….”  (Moberly Daily Monitor, “A Theater Horror,” Dec. 31, 1903, p. 2)

–22  Advertiser-Courier, Hermann, MO. “Twenty-Two Dead in Train Wreck,” 12-30-1903, p. 1.

–22  Ogdensburg Advance, NY. “Twenty-Two Killed,” Jan 1, 1904.

–22  New York Times. “More Victims of Wreck,” Dec 28, 1903, p. 3.

–21  Evening Record, Traverse City, MI. “One More Dead.” 12-29-1903, p. 1.

–21  Ellison. “21 Christmas travelers were killed in 1903 Kentwood train wreck,” mlive, 12-26-2011.

–18  Michigan Dept. of Transportation. Michigan’s Railroad History. 2014, p. 16.

–18  Sunday Review, Decatur, IL. “Orders Confused and Two Trains Crash,” 12-27-1903, p. 1.

 

Narrative Information

 

Ellison: “….the trains hit about 5:40 p.m. The westbound bound No. 5 train was traveling down grade about 60 mph, while the Detroit-bound No. 6 train was climbing the hill at about 40 miles mph. They slammed into each other in the middle of a long, sweeping curve.

 

“The collision immediately reduced the baggage and smoking cars behind each locomotive to a pile of wood. One engine turned over and lay facing the opposite direction, the other climbed the wreckage, its boiler torn from the running gear and stood erect in the center of a heaping debris pile.

 

“Between them, the trains carried 120 passengers total. The collision caused the instant death of 19. Two others died later….

 

“Pere Marquette officials blamed the weather and a mix-up in orders for the accident. The No. 6 train was directed to meet the No. 5 at a different site, farther east than usual.

 

“Running in heavy snow and darkness, the engineer on No. 5 blew past McCords, never seeing the stop signal, which the operator didn’t realize was blown out until too late. Dispatchers managed to phone a farmer nearby, but were not in time to flag down the eastbound train….

 

“The engineer of No. 5 survived the wreck, cleared his name following a coroner’s inquest, but later left his family and disappeared, still feeling the guilt. Today, the track is still in use, although the Pere Marquette company was folded into CSX Transportation long ago….” (Ellison, Garret. “21 Christmas travelers were killed in 1903 Kentwood train wreck,” mlive (Michigan Live), Grand Rapids News, 12-26-2011.)

 

Michigan Dept. of Transportation: “Dec. 26, 1903. Pere Marquette Railroad passenger train accident at East Paris[1] killed 18 persons.”

 

Public Opinion: “….The official explanation of the Michigan wreck is that the wind blew out a signal set to prevent the two trains running toward each other on the same track from coming together. The Chicago News declares that such explanations will not do:

 

The public is expected to believe that in these cases no blame can be placed upon any of the officials or employees of the roads. Even if it were true that under present methods of railroading such catastrophes could not be foreseen or prevented, what should be said of the system or lack of system which fails to provide for such prevention? Is the science of railway management still so primitive that collisions can not be guarded against?  It is the business of railways to transport passengers safely, and it is the prime requisite of that business that they supply every conceivable precaution necessary to prevent killing people. Accidents can not be explained away. It is the fact that they occur and not the reason for their occurring that constitutes proof of inefficiency. If they are not due to gross negligence that fact only emphasizes the innate and essential faultiness of the system. The railroads must stop this slaughter of their passengers, and it is the duty of congress, of the state legislatures, and of the courts to compel tem to stop it.

 

“The Michigan papers agree in saying that the wreck in that state shows that our signal system is inadequate. We must, says the Detroit Free Press, have a system that ‘can be absolutely depended upon whatever the atmospheric conditions.’ The News says that ‘the risk of such a signal system is too great.’  A lantern, in the opinion of the News, is not a sufficient safeguard for 200 lives. The Detroit Tribune comments very severely upon the relatively flimsy construction of day coaches, to which it attributes part of the loss of life in the Grand Rapids wreck, adding that ‘It is a most atrocious system that enables railroads to use the possibility of a hideous fate as a means to oblige a traveler to pay the extra fee to ride in a car that will preserve his life, in case of an accident.’

 

“In the opinion of the Chicago Post, ‘the real cause of wrecks,’ or of most of them, is that the safety of passengers and trainmen is sacrificed to a desire to ‘make time’:

 

Back of any system, automatic or otherwise, which the railroads may install must ever remain the competency of the railroad operatives and the urgency of railroad travelers. So long as there is this public demand to be taken rapidly from one point to another the trainmen will be required by their superiors to ‘make time.’ And the more of this urging there is, the more accidents will there be to chronicle. When the public refuses to travel on railroads which have built a reputation for ‘making time,’ no matter what the cost, there will be more careful running; and when the railroad managements cease crowding their employees to the point of nervous and physical collapse in order to maintain schedules, there will be fewer accidents. The chief cause of these fatalities is the insane American rush, and human skill can not devise any mechanism that will offset this and wholly prevent accidents and the seeming recklessness of life.

 

“There is in most of the comment on this subject no such disposition as the Post displays to divide the responsibility between the railways and the public. As the Columbus Press says –

 

“Somebody blundered” is regarded as the most inexcusable of all excuses that could be offered for such a misfortune. And in most instances the “somebody” who must bear the brunt of the blunder is a martyr for the real “somebody” who is to blame and ought to be held responsible. In the Michigan instance the imprecation falls upon the head of the train dispatcher. It seems nat­ural and conclusive, so nobody waits to hear the dispatch­er’s story and nobody seems to care. It appeases public vengeance to hold any miserable mortal responsible, and survivors await the next horror with the same wide lati­tude for jumping at conclusions.

 

“The comment which follows shows that the feeling is widespread that something must be done to lessen the loss of life through railway catastrophes. No less attention is paid to the subject on the Pacific coast than in eastern papers, the San Francisco Call saying:

 

The crowding of business on American railroads, which is steadily increasing, is adding to the perils of their operation. Railroad managements are employing all kinds of devices and methods for the insurance of greater safety to life and property in handling the traffic. They appear, however, to be entirely inadequate. The list of fatalities is increasing yearly. While the British railroads are be­ing operated with comparatively little loss of life to passengers and a minimum of casualties to operatives, the proportion of fatalities and other casualties on the rail­roads of the United States is increasing at an alarming rate. Increased density in the population is evidently cre­ating conditions in this country which railroad managers have apparently been unable to meet with suitable provi­sions for safety to the traveling public and their own em­ployees. The last quarterly bulletin of the interstate com­merce commission shows that during the fiscal year end­ing June 30, 1903, 3,554 passengers and railroad employees were killed outright on the railroads of the United States and 45,977 injured, the mortality being 735 and the in­jured 6,177 more than in the previous fiscal year. These figures are big enough to make everyone thoughtful and to call loudly for the adoption of improvements in methods of operation for greater security to life and property.

 

“Room for Great Improvement

 

“Another evidence that the agitation of this subject ex­tends to every part of the country is found in this edito­rial in the Spokane Spokesman-Review:

 

For this long list of disasters many causes have been assigned, but no satisfactory reasons are given why, in these days of modern railroad management, wreck should follow wreck so regularly. For many of the train dis­asters train dispatchers and other negligent employees have been at fault. The list of collisions has been unusu­ally large, and these, almost without exception, are due to the carelessness of employees. Other catastrophes have occurred, the blame for which could be thrown upon no particular individual. In this class the causes have been obstructions, such as that which resulted in the recent holocaust in Pennsylvania; rail-spreading, broken wheels and axles, failure of air brakes to work, and other irregu­larities that often could not be overcome with the closest attention. There is no doubt that the American railroad managers are the ablest in the world, and they are ever in search of new devices that will make train operation easier and insure greater safety to life and property in transit. But there is still room for great improvement, as the wreck story of this year proves, and the railroad men must make this improvement, both for the reputation of their lines and in order to escape from immense damage payments.

 

(Public Opinion. “The Loss of Life on Our Railways,” V. XXXVI, No. 1, Jan 7, 1904, pp. 4-5.)

 

Public Opinion: “A disaster in which 600 people are killed in a few minutes makes a deeper impression upon the sympathies and imagination of the public, but this is a very favorable moment to call attention to the fact that more than ten times six hundred people were killed on railways in 1903. The exact number is 6,973.”  (Public Opinion, “The Week,” Vol. XXXVI, No. 1, Jan 7, 1904, p. 1)

 

Newspapers at the time

 

Dec 26: “Grand Rapids, Mich., Dec 26.–Two passenger trains on the Pere Marquette railroad met in a headon collision six miles east of this city this evening. Eighteen persons are known to be dead and it is expected several more bodies will be found under the wreckage. More than thirty people were injured, some of whom will probably die.

 

“The two trains were running at full speed and the engines were reduced to a tangled mass of wreckage. The first cars were also demolished, and the entire trains left the track, except the last coach on each, so great was the force of the collision.

 

“The eastbound train was due to leave here at 5:20 bound for Detroit, but was a little late. The westbound train due from Detroit at 5:15 was also late. The latter, on account of being late, was sent out before the other arrived. The wreck is said to be due to a misunderstanding of orders.

 

“The eastbound train was crowded with passengers when it left Grand Rapids. It carried scores of Christmas visitors, returning to their homes along the Pere Marquette line after spending the holiday here.

 

“The incoming train also bore a holiday crowd, as well as the regular Saturday rush of passengers. The wreck occurred half a mile west of East Paris, where there is a curve and a long grade.

The Casualties

 

“This is the identified list of the dead:

 

Engineer Charles A Stoddard, Detroit.

Baggageman William Helmrich, Grand Rapids.

Charles A Devine, Grand Rapids.

William Smith, farmer, near Saranac, Mich.

Allen H. Wells, Big Rapids, Mich.

Peter W. Wierengo, Grand Rapids.

Lester Williams, Boston, died in hospital.

Fireman Ed Burns, missing, supposed to be under the wreck.

[Gerrit Motman; Advertiser-Courier, MO. “Twenty-Two Dead…” 12-30-1903, 1.]

 

 

“It is also reported several more bodies have been taken from the wreck since the special train came from the scene, including two women….

 

Eight More Bodies

 

“Grand Rapids, Dec. 26.–It is now stated that eight more bodies have been recovered from the wreck, five men, two women and a boy, making the total bodies recovered seventeen. The missing fireman is thought to be one of the last four….” (Sunday Review, Decatur, IL. “Orders Confused and Two Trains Crash,” 12-27-1903, p. 1.)

 

Dec 27, NYT: “Grand Rapids, Mich., Dec. 27.–The death list resulting from the head-on collision between two Pere Marquette Rail road passenger trains near East Paris early yesterday evening stands to-night twenty-two, four of whom are unidentified. Twenty-nine persons were injured, several of them probably fatally.

 

“It was the most disastrous wreck in the history of the Pere Marquette system, and as already stated, is charged to the high wind which extinguished the red signal light in the order board at McCord’s Station, where the west-bound train was expected to stop and receive new orders.

 

“Two minutes before the train rushed by McCord’s the light was burning, according to the operator there, but in that brief interval the blizzard that was raging extinguished it, and train No. 5 flashed by the station to crash into east-bound train No. 6, near East Paris. The trains, which were two of the finest on the system, were reduced to a pile of broken and twisted timber and metal, with dead and injured pinned down and crushed by the fragments of the heavy cars. Five cars and two locomotives were jammed into a space ordinarily occupied by three coaches, and the wreckage was strewn across the railroad’s right of way from fence to fence.

 

“When Train No. 5, bound west, whizzed by McCord’s the frightened operator notified the dispatcher, and then found that his red light had been extinguished. He reported this fact, but the collision was inevitable. The dispatcher’s office called for medical aid and gave orders to get the

wrecking outfit under steam. They then waited for the word they knew must come.

 

“There was no chance for the flying trains to see each other through the driving blizzard even in time to slow down, and in a few minutes word came from the conductor of No. 5 that they had crashed together and that there was an awful loss of life.

 

“The west-bound engine. No. 397, drove through No. O’s engine like a wedge, separating the gear from the boiler and standing the latter on end like a broken, twisted shell. The running gear was crumpled up like so much twine. Great steel side-rods were bent Into many shapes, and even the big driving wheels spilt and sprung, landing in some cases ten feet from the engine. The boiler of engine No. 397 turned over several times, and the very force of the twisting impact seems to have been the means of saving the life of Engineer Waterman. He was flung forty feet over the fence at the edge of the right of way…his fireman, was sitting on the opposite side of the cab, and he, too, was thrown clear of the pile of wreckage.

 

“No. 6, east bound, was composed of a mall and baggage car, combination smoker, buffet parlor car, day coach, and diner.  The baggage coach, caught between the engine and heavy train, crumpled up like pasteboard, only the roof remaining partially broken. The big mail coach, heavily bulk-headed, took the brunt of the blow, but withstood the crash and communicated it to the smoker next in the rear. The smoker in turn crashed several feet into the parlor car. And it was at the rear end of the smoker and forward end of the buffet where most of the passengers were killed and injured. From a space six feet square the bodies of two women, a boy, and a man were taken out.

 

“The west-bound flyer with its heavy bulk-headed cars remained on the rails, back of the baggage and mail cars, and the passengers in this train escaped serious injury.  As one man they rushed out of the train to assist the less fortunate ones on the train from this city. According to statements made by officials of the Pere Marquette, the west-bound train was traveling down grade at the rate of sixty miles an hour. The east-bound train was climbing the hill at a speed of forty miles an hour.  The former carried probably 75 passengers, while the latter Is- believed to have been carrying at least 125 persons….

 

“General Superintendent Smith interviewed Booth, the operator at McCord’s last night and said to-day: ‘I have reason to doubt the statement of Booth that his light was burning two minutes before No. 6 passed McCord’s, and that the wind extinguished it.  He is an old operator, and has been in the employ of the road several years.” (NYT. “More Victims of Wreck,” Dec 28, 1903, 3)

 

Dec 28: “Grand Rapids, Mich., Dec. 28.–The death list Sunday night resulting from the head-on collision between two Pere Marquette railroad passenger trains near East Paris Saturday evening stands at 22, with 38 persons injured, several of them probably fatally….” (Advertiser-Courier, Hermann, MO. “Twenty-Two Dead in Train Wreck,” 12-30-1903, p. 1.)

 

Dec 28: “Record of the Dead.

 

Mr. and Mrs. S. A. Baldwin and son George of Mulliken.

Lester Williams, Lansing.

Mrs. Daisy Giles, Lowell.

Burt Meyers, Lake Odessa.

Walter B. Jordan, Clarksville.

Jasper Hullum (colored), Windsor, Ont.

Austin I. Wager, Detroit, baggageman.

Charles A. Stoddard, Detroit, engineer No. 6.

Charles A Devine, Grand Rapids, parents line in Dexter, Mich.

William Helmerich, Detroit, baggageman.

William J. Burns, Detroit, fireman No. 6.

George T. Palmer, Detroit, American Express Co.’s agent on train No. 6.

1. Frank May.

William G. Smith, Portland.

William Smith, Saranac.

1. F. Coykendall, Lake Odessa.

Peter W. Wierngo, Grand Rapids.

1. Wells, Big Rapids.

Unknown man, aged about 25, with initials “A. J. K.” marked on cuffs.”

 

(Evening Record, Traverse City, MI. “Frightful Death List. Awful Wreck on Pere Marquette Near Grand Rapids.” 12-28-1903, p. 1.)

 

Dec 29: “By Wire to the Evening Record. Grand Rapids, Mich., Dec. 29.–Gerrit Motman died this morning at the Union Benevolent Association hospital of injuries sustained in the Pere Marquette wreck. Motman leaves a widow and five children, who live in Grand Rapids. This makes a total death list, as a result of the wreck, of 21. It is believed none of the others injured will die.” (Evening Record, Traverse City, MI. “One More Dead.” 12-29-1903, p. 1.)

 

Jan 1: “….The two trains collided at about the middle of a long, sweeping curve three-quarters of a mile west of East Paris. On the inner side of the curve is a high embankment, preventing a view of the track ahead. When the engines met one turned completely over and lay with its nose in a direction opposite to that in which it had been traveling. The other climbed the wreckage of the first, its boiler, torn from the trucks, standing erect in the center of the debris.

 

“Investigation by the Pere Marquette officials into the cause of the wreck has brought out some conflicting statements. Operator F. M. Booth at McCord’s states most emphatically that when he received orders to hold the westbound train at McCord’s he immediately displayed the red light and set the board against the approaching train.

 

“Engineer Waterman, his fireman and Conductor Neil all state that the signal lamp was burning, but that instead of a red light it displayed a white light.” (Ogdensburg Advance, NY. “Twenty-Two Killed,” Jan 1, 1904.)

 

Recap of Fatalities (22) Noted in Sources Above

 

Baldwin, Mr. S. A.

Baldwin, Mrs. S. A.

Baldwin, George, son of Mr. and Mrs. S. A. Baldwin, Mulliken, MI

Burns, William J. (Ed.). Fireman (No. 6), Detroit, MI.

Coykendall, E. F. Lake Odessa, MI.

Devine, Charles A. Grand Rapids.

Giles, Mrs. Daisy, Lowell, MI

Helmrich (or Heimerich), William. Baggageman, Grand Rapids, MI.

Hullum, Jasper (African American), Windsor, Ontario, Canada.

Jordan, Walter B. Clarksville, MI.

May, A. Frank.

Meyers, Burt. Lake Odessa, MI.

Motman, Gerrit.

Palmer, George T. (American Express Co.’s agent on train No. 6.), Detroit, MI.

Smith, William. Farmer, near Saranac, MI.

Smith, William G. Portland, MI.

Stoddard, Charles A. Engineer (No. 6), Detroit, MI.

Wager, Austin I. Baggageman, Detroit, MI.

Wells, Allen H. Big Rapids, Mich.

Wierengo (or Wierngo), Peter W. Grand Rapids, MI.

Williams, Lester. Lansing, MI, died in hospital.

Unknown man, aged about 25, with initials A. J. K. marked on his cuffs.

 

Sources

 

Advertiser-Courier, Hermann, MO. “Twenty-Two Dead in Train Wreck,” 12-30-1903, p. 1. Accessed 7-17-2018 at: https://newspaperarchive.com/hermann-advertiser-and-advertiser-courier-dec-30-1903-p-1/

 

Evening Record, Traverse City, MI. “Frightful Death List. Awful Wreck on Pere Marquette Near Grand Rapids.” 12-28-1903, p. 1. Accessed 7-18-2018 at: https://newspaperarchive.com/traverse-city-evening-record-dec-28-1903-p-1/

 

Evening Record, Traverse City, MI. “One More Dead. Gerrit Motman Succumbed to His Injuries Today. This Makes a List of Twenty-One Deaths Due to the Pere Marquette Wreck.” 12-29-1903, p. 1. Accessed 7-17-2018 at: https://newspaperarchive.com/traverse-city-evening-record-dec-29-1903-p-1/

 

Ellison, Garret. “21 Christmas travelers were killed in 1903 Kentwood train wreck,” mlive (Michigan Live), Grand Rapids News, 12-26-2011. Accessed 7-17-2018 at: https://www.mlive.com/news/grand-rapids/index.ssf/2011/12/21_christmas_travelers_were_ki.html

 

Ogdensburg Advance, NY. “Twenty-Two Killed. Results of Pere Marquette Disaster Exceed First Report,” 1-1-1904. At: http://www.gendisasters.com/data1/mi/trains/eastparis-trainwreck-dec1903.htm

 

Michigan Department of Transportation (MDOT). Michigan’s Railroad History 1825-2014. Lansing, MI: MDOT, 2014. Accessed 7-16-2018 at: https://www.michigan.gov/documents/mdot/Michigan_Railroad_History_506899_7.pdf

 

New York Times. “More Victims of Wreck. Michigan Disaster’s Death Roll Now Numbers Twenty-two,” Dec 28, 1903, p. 3. At: http://www.newspaperarchive.com/FullPagePdfViewer.aspx?img=52187379

 

Sunday Review, Decatur, IL. “Orders Confused and Two Trains Crash,” 12-27-1903, p. 1. Accessed 7-18-2018 at: https://newspaperarchive.com/decatur-daily-review-dec-27-1903-p-1/

 

[1] As Ellison notes, East Paris was “a tiny country village in eastern Paris Township, later to become the city of Kentwood.”

–76-78  Blanchard tally based on State and Maritime breakouts below.

 

Summary of Fatalities by State

 

Connecticut                           (       7)

Georgia                                  (       3)

Illinois                                    (       7)

Indiana                                   (       3)

Iowa                                        (       2)

Kentucky                               (       2)

Massachusetts                       (     16)

Michigan                                (   3-4)

Missouri                                 (       1)

Nebraska                                (       1)

New England Maritime        (       5)

New York                               (17-18)

Ohio                                       (       3)

Pennsylvania                         (       7)

Rhode Island                         (     ~9)

            Total               76-78

 

Breakout of Winter Weather Fatalities by State and Locality (where noted):

 

Connecticut                           (   7)

–1  Ansonia, Jan 11. Effects of exposure to severe cold during fishing trip Jan 5.[1]

–1  Derby, Jan 5. Scalded lungs. “In attempt to warm himself…placed mouth over steaming spout…”[2]

–1  Moodus, Jan 4 (body found). Exposure? Body of Patrick O’Neill found in snowdrift.[3]

–4  New Haven railroad yard, Jan 3. Italian snow shovelers.[4]

–3  New Haven near Cedar Hill station, Jan 2. Gang of 20 RR snow shovelers hit by train.[5]

 

Georgia                                  (   3)

–1  Americus area, McNeil farm, Dec 25. Snow and wind storm; man killed by flying timbers.[6]

–1  Americus area, Larter plantation, Dec 25. House blown down and man killed.[7]

–1  Rome area ~Berryhill’s crossing and Central RR, on doorsteps. Frozen to death; Jeff Ware.[8]

 

Illinois                                    (  7)

–1  Chicago, Dec 25. Traction car runs into train “[d]uring the blinding storm.” James Dooley.[9]

–1  Chicago, Dec 26. Froze to death near Lake Shore & Michigan Southern RR; Frederick Houston.[10]

–1  Chicago, Dec 26. Hit by train engine on Wabash RR at 43^rd St. in blinding snow; Archie Stewart, 65.[11]

–1  Chicago, Dec 26. Notes four people dies as a result of Saturday’s blizzard [have noted 3].[12]

–1  Elmwood area, Dec 26. Froze to death; temperature reached 7 below zero, John Weir, 45.[13]

–1  Pana area farm, Jan 5. Froze to death; farmer in his barn; William Ukena, 55.[14]

–1  Peoria, Dec 26. “…found frozen to a tree here…” Temp. 7 below. George Baumgarten.[15]

 

Indiana                                   (  3)

–1  Anderson, Dec 25. Traction train car hits man in street during “fiercest part” of blizzard.[16]

–1  Brazil, Dec 30. Froze to death; farmer (W. Akre) froze before getting to home from town.[17]

–1  Earl Park area, Dec 30. Frozen to death; after drinking, tried to walk home during blizzard.[18]

 

Iowa                                        (  2)

–1  Davenport, Jan 1-2. Exposure; body found Jan 4; thought to have died ~36 hours earlier; Shipper.[19]

–1  Storm Lake area, Dec 28. Exposure; body of unknown man found mile from Storm Lake.[20]

 

Kentucky                               (  2)

–1  Bennetts Fork, Dec 27. Froze to death in cabin seeking safety from blizzard; Tim Thompson.[21]

–1  Stoney Fork Creek valley near Middlesboro, body found Dec 27 frozen; William Wilson.[22]

 

Massachusetts                       (16)

–3  Boston harbor, Dec 26. Dredger Gen Poe, sinks in “one of the heaviest seas ever known.”[23]

–1  Boston, Brookline st., Jan 2. Apparent hypothermia at home “due to the severe weather.” Harvey J. Chick, 67.[24]

–1  Boston, Jan 2. Heart “failure, brought on by the intense weather.” Harvey J. Church, 66.[25]

–1  Boston, Jan 2. Heart attack due to exposure to cold; Captain Joseph Hallet, 70, of Cotuit.[26]

–1  Boston, Jan 2. Heart attack sweeping snow from in front of his house; John Manning, 70.[27]

–1  Boston, Jan 2. Corner of Washington & Bedford, “overcome by the storm,” Calvin T. Whittier, 80.[28]

–1  Boston, Goodnow’s wharf, schooner Maggie Hurley, Jan 4. Fall; numbed by cold sailor.[29]

–1  Cambridge, Jan 2. Man shoveling snow and “blinded by the storm” hit by train; Joseph Battle.[30]

–1  Cambridge, Jan 2. Man sweeping snow out of a switch hit by train during storm; James Beattie.[31]

–1  Charlestown. Jan 3. Exposure; found against fence of rail drawbridge at the Neck; John McNulty, 60.[32]

–1  Nantasket shore, foot of Atlantic Hill, MA. Jan 3. Body of woman washed onto rocks.[33]

–1  North Webster, Jan 4. Found frozen to death in the snow; William Pattison.[34]

–1  Revere, Dec 27. Found frozen to death on Revere street; Frank Morin, 40, of Lynn.[35]

–1  Rockdale, Jan 5. Found frozen to death a short distance from her house; Mrs. Kate Foley, 80.[36]

 

Michigan                                ( 3-4)

–3  Bay Port, Jan 2. Froze to death; pre-teen boys out on frozen Bay during “terrific storm.”[37]

–1  West Bay City, Jan 3. Hypothermia? Body found frozen on floor of home; Mrs. Catherine Todd.[38]

 

Missouri                                 (     1)

–1  St. Louis, Jan 4-5. Froze to death; traveling salesman, thought to have gone to sleep outdoors.[39]

 

Nebraska                                (      1)

–1  Omaha, Dec 26. Man “found frozen to death in a shed in the north part of the city today.”[40]

 

New York                               (17-18)

–1  Fonda area, Jan 2. Track hand hit by train during “blinding snow storm…” William Sconite.[41]

–8  New York City and vicinity by Jan 5; three reported on Jan 5. Cold and exposure.[42]

–1  New York City, Jan 4. Elevated train gateman “found frozen to death at his post.” John Adick.[43]

–5  New York City, Jan 4-5 (24-hours). “Five additional deaths, due directly to the cold…”[44]

–4  NYC, Jan 6. The News, Frederick, MD. “Four Dead In New York.” 1-6-1904, p. 1.

–1  Found frozen to death in street cleaning dept. snow cart; William Brooks.

–3  Found frozen to death; unknown itinerants or homeless men.

–1  NYC, 117^th st and Nelson Ave, Jan 6. Hypothermia in barn of employer; John Nicholson, 29.[45]

–4-5  New York City, by Jan 6. Gas asphyxiation; frozen gas pipes thaw, gas asphyxiated.[46]

–1  New York Hotel, 1541 Broadway. Frozen pipe thaws overnight; Frank Coffey.[47]

–1  NYC harbor, barge Claremont cabin, coal gas fumes; Sigmund Goldgrandsen.[48]

–1  Park Ave, Jan 6. Asphyxiated by “escaping gas…freezing of the pipes.” Robert Isbistis, 31.[49]

–1  Shelter Isl., Jan 6. Asphyxiated; illuminating gas after pipes thawed; Frederick C Johnson, 18.[50]

–1  Newburgh station area, Jan 4. Train engine derails; pulling car through “deep snow.” John F. Miller.[51]

–1  Richmond borough [Staten Isl.], Jan 3. Froze to death; body found at golf course; Peter Johnson.[52]

–1  Richmond Terrace, Jan 3. Froze to death in her woodshed; Mrs. Frances Jeanette, 75.[53]

–1  Sauthfields [?], “last week.” Froze to death; William Conklin.[54]

–1  Spencerport, Dec 28. Froze to death; Frank Goft, 54.[55]

–1  Staten Island, Jan 3. Found “frozen to death in a drift near his home…” Frederick Spring, 45.[56]

 

Ohio                                       (   3)

–1  Findlay, Jan 5 report. Frozen to death; oil worker Grant Travis.[57]

–1  Findlay area; Froze to death after fall from pole and injury; lineman William Helpen.[58]

–1  Lima, Dec 28. Found frozen to death in snowdrift near home; Charles Wisemeyer, 40.[59]

 

Pennsylvania                         (  7)

–1  Hazleton area. Frozen to death; Upper Lehigh miner on road ~Hazleton; James Pendegast, 63.[60]

–1  Potter Co., late Dec. Froze to death; body of hermit found in “crude dugout.” August Swanson.[61]

–1  Reading, ~Jan 4. Apparent heart attack while shoveling snow; unnamed male.[62]

–1  Shimer’s Cut, Honesdale branch, Jan 3. Froze to death; “little home…” Charles Higgins, 80.[63]

–1  Tamaqua, Jan 4. Frozen to death on road; had left Middleport for home; John Hoffman, 55.[64]

–1  Titusville area, Dec 27 (body found). Froze to death just outside “his little hovel.” Frank Friel.[65]

–1  Womelsdorf, Jan 4; Heart attack “superinduced” by prolonged exposure to “severe cold.” Benjamin Gerhart.[66]

 

Rhode Island                         (~9)

–~7  Providence. Severe Cold and exposure; “several” prior to Jan 4 and four on Jan 4.[67]

–3  [“Several”] prior to Jan 4.

–4  Jan 4.

–Margaret Cronin.

–Robert Cross.

–Lottie Harris.

–James McLaughlin of Scituate (it was thought).

—  2  Providence, Jan 9. Men clearing snow from RR tracks, Brayton Ave. crossing hit by train.[68]

 

New England Maritime        (  5)

–5  Week of Dec 25-Jan 1. Drownings; northeast gale and snow; four shipwrecks; 5 men lost.[69]

 

Narrative Information

 

General

 

Dec 26: “Chicago, Dec. 26.–The crest of the cold wave east-bound passed Chicago today. The minimum temperature here is eight degrees below zero. Trains as a result of the cold, generally are unable to maintain schedule time.

 

“The weather remains cold throughout the northwest. Some of the low temperatures reported this morning are: St. Pau. 16 below; Winnipeg, 30 below; LaCrosse, 15 below; Lafayette, 8 below.

 

“In Western Missouri, Eastern Kansas and Oklahoma the temperature averaged five below with high winds while in Western Kansas the mercury is thirty-six above zero.” (Muscatine Journal, IA. “Cold Wave is Passing Away.” 12-26-1903, p. 1.)

 

Jan 4: “Washington, D.C., Jan. 4.–All of the United States west of the Rocky Mountains [rest of article makes it clear it was meant to be “east”] is held in the grasp of the storm king. From nearly all of the northern states reports come of the coldest weather of the winter, in some places the record for many years being broken. The weather bureau promises a gradually rising temperature for the next few days but it will remain very cold.” (Fort Wayne News, IN. “Intense Cold Over Country.” 1-4-1904, p. 4.)

 

Jan 6: “Washington [DC], Jan. 6.–The weather bureau this morning issued the following:

 

Temperatures have risen in the Mississippi and Missouri valleys, the lower, lake regions and eastern New York, although it continues unseasonably cold in the last named district. The cold weather continues in the south and middle Atlantic and east gulf states and New England. Zero temperatures are reported this morning from Eastern Pennsylvania, Eastern New York and the interior of New England. In the last named a minimum temperature of 20 degrees below zero was recorded at Concord; N.H.

 

The eastern area of high pressure has drifted slowly southward and is central this morning, over the middle and south Atlantic coast. A second area of high pressure has moved in from the north Pacific and occupies the plateau regions. A depression of considerable magnitude covers the northwest territories, and is apparently moving eastward.

 

There has been no precipitation of consequence on the last 24 hours.

 

The temperature will rise in eastern districts to-night and Thursday. It will also be warmer to-night in the Ohio valley and lower lake regions.”

 

(Naugatuck Daily News, CT. “The Cold Wave Is Over.” 1-6-1904, p. 1.)

 

Alabama

 

Dec 26: “Birmingham, Ala., Dec. 26.–The thermometer today registered 17, the coldest of the winter, and a drop since yesterday of 35 degrees.” (Fort Wayne Weekly Sentinel, IN. “Coldest of Winter.” 12-30-1903, p. 11.)

 

Connecticut

 

Jan 4: “New Haven, Conn., Jan. 4.–The most severe spell of winter weather in some years in Connecticut is the present cold snap. Around the state this morning the temperature ranged from zero to 23 degrees below zero. The railroad trains were running this morning in all directions but were all late.” (Fort Wayne News, IN. “Traffic is Impeded.” 1-4-1904, p. 2.)

 

Jan 5: “New Haven, Conn., Jan 5.–This was the coldest morning in the last five years in Connecticut. From midnight until 5 o’clock this morning the official thermometer was 6 below. The lowest in the state is at Danbury, 26 degrees below. Traffic was delayed on account of the difficulty of making steam.” (Salt Lake Herald, UT. “Traffic Delayed.” 1-6-1904, p. 2.)

 

Jan 6: “New Haven, Jan. 6.–The thermometer at the local weather bureau early this morning again reached 6 below zero, the same point as yesterday. In other parts of the city it was from 10 to 20 below last night. At 8 o’clock the weather bureau thermometer was at 2 below and rising rapidly.

 

“Hartford, Jan. 6.–The thermometer at 7 o’clock this morning registered from 18 to 20 degrees below zero in various parts of the city.” (Naugatuck Daily News, CT. “The Cold Wave Is Over.” 1-6-1904, p. 1.)

 

Delaware

 

Jan 5: “Wilmington, Del., Jan 5.—The cold wave extends over Delaware with practically no variation. The thermometers ranged from 2 to 8 below zero. In this city many large industrial establishments suffered from bursting pipes, and many were compelled to shut down.” (Salt Lake Herald, UT. “Factories Close Down.” 1-6-1904, p. 2.)

 

Georgia

 

Dec 26: “Atlanta, Ga., Dec 26.–The minimum temperature here today was 19, a fall of 37 degrees in the last twenty-four hours. An additional fall in temperature is forecasted for tonight, the cold wave reaching to the south Atlantic and gulf states.” (Fort Wayne Weekly Sentinel, IN. “Cold Wave at Atlanta.” 12-30-1903, p. 11.)

 

Illinois

 

Dec 25: “Chicago, Dec. 25.–A severe snow storm, followed by a cold wave, visited Chicago to-day. The snow commenced to fall at 9 o’clock in the morning and continued into late in the afternoon, the entire fall being estimated by the weather office at three and one-half inches. The storm was at first unaccompanied by wind, but late in the afternoon a gale of forth miles an hour sprung up from the northwest and the mercury fell rapidly. The thermometers stood 15 above during the greater part of the day, and at 10 o’clock it had fallen to four below, with a promise of ten degrees below by daylight. The snow did not cause any trouble until the wind rose, when it commenced to drift badly, and many outlying street car lines were badly crippled. Cold is scheduled to continue through to-morrow, with a high wind to add to the discomfort.

 

“During the blinding storm this afternoon a Pan-Handle suburban train crashed into the Chicago, Milwaukee and St. Paul train at Fifty-fourth street. James Dooley, a passenger, brakeman, was fatally and four other trainmen were slightly injured.” (Burlington Hawk-Eye, IA. “Death and Ruin On Icy Blasts.” 12-26-1903, p. 1.)

 

Dec 26: “Chicago, Dec. 26.–With a minimum of 8 degrees below zero, the crest of a cold wave moving eastward, struck Chicago today. Trains in many instances were unable to maintain schedule time. Temperatures close to zero were reported in the west and northwest. Northern Indiana reported 8 below, St. Paul 16 below and Winnipeg 30 below….” (Fort Wayne Weekly Sentinel, IN. “Crest of Cold Wave.” 12-30-1903, p. 11.)

 

Indiana

 

Dec 25-26: “Indianapolis, Ind., Dec. 26.–Indiana was in the grasp of the fiercest storm of the winter yesterday. At Washington, the storm broke suddenly, causing a loss of $25,000, which included the demolition of a large five-story factory. The storm was more or less general over the entire state, breaking with particular fury in several of the towns in the south-central part. The snow fall varied from flurries to a depth of six inches at Petersburg, Ind. In nearly every case th snow was accompanied by terrific gales that caused thousands of dollars of damage to buildings, trees, railroad, telegraph and telephone companies. Railway schedules were knocked out by the snow and sort and interurban lines especially suffered a disarrangement of their schedules. Telephone and telegraph wires are down in many parts of the state, and it is impossible to get complete information from the path of the storm. A decided drop in temperature followed in the wake of the storm and Christmas day, which dawned balmy, closed in the grip of frigid weather.” (Fort Wayne Weekly Sentinel, IN. “Hoosier State Blizzard-Swept.” 12-30-1903, p. 11.)

 

Dec 25-26: “Lafayette, Ind., Dec. 26.–From 35 degrees above Friday afternoon the temperature dropped to eight degrees below at seven o’clock Saturday morning, the coldest in two years. The Wabash river was frozen over and there was much damage from the high wind.” (Upper Des Moines Republican, IA. “Death and Woe in Frigid Blast.” 12-30-1903, p. 7.)

 

Dec 25-26: “Muncie, Ind., Dec. 26.–Snow which began to fall yesterday turned into a blizzard last night–the severest in years. Pedestrians were scarcely able to see their way.” (Fort Wayne Weekly Sentinel, IN. “Blizzard at Muncie.” 12-30-1903, p. 11.)

 

Iowa

 

Dec 26: “Burlington, IA., Dec. 26.–A fierce blizzard raged here, accompanied by a drop of thirty degrees in temperature.” (Le Mars Sentinel, IA. “Wind…Cold Weather.” 12-29-1903, p.2.)

 

Dec 26: “Des Moines, Ia., Dec. 26.–Two degrees below zero was recorded at the weather bureau today…The cold here was accompanied by a disagreeable, raw wind, which made it more intense during the night.” (Muscatine Journal, IA. “Cold Wave…Passing Away.” 12-26-1903, 1)

 

Dec 26: “At Dubuque, Iowa, the mercury went 14 below and at Davenport a mark of 12 was registered.” (Fort Wayne Weekly Sentinel, IN. “Crest of Cold Wave.” 12-30-1903, p. 11.)

 

Kentucky

 

Dec 26: “Louisville, Dec. 26.–A gale blowing at the rate of fifty miles an hour struck Louisville at 5 o’clock and within two hours the mercury dropped over twenty degrees. The gale was accompanied by a brief but blinding snowstorm. The ferryboat City of Jeffersonville, plying between Louisville and Jeffersonville, became unmanageable and after an exciting trip, lasting two hours, was blown to the bank at the eastern end of the city. The passengers were gotten safely ashore and the boat made fast for the night with slight damage. The storm destroyed many chimneys, show windows, etc.” (Le Mars Sentinel, IA. “Wind…Cold Weather.” 12-29-1903, 2.)

 

Maine

 

Jan 2-3?: “Cundys Harbor. The severe cold wave which reached us last week seems loath to leave, the thermometer ranging from 4 to 14 degrees below zero. At no time for five days was it up to zero. More salt water ice has formed in the past few days than for 15 years. Monday from this harbor no water could be seen either in Quahaug [Quahog?] bay or the New Meadows river, the latter frozen to Wood island. Quahaug bay is frozen below Card’s cove. Tuesday people crossed the ice from Pinkham’s Point to Bethel Point. Three schooners, besides many smaller boats, are frozen in the ice. Sunday quite a number of our men who were obliged to brave the wind and storm to try and break ice to save them from damage, were quite badly frost bitten. C. W. Leavitt’s boat sunk at her mooring Saturday night [Jan 2?].[70]

 

“The high winds of Sunday [Jan 3] drifted snow so badly that there is hardly enough for sleighing, there being many places of bare ground.” (Bath Independent and Enterprise, ME. “Neighborhood News.” 1-9-1904, p. 6.)

 

Jan 3: “Burnham, Me., Jan. 3.–As the result of a collision between a snow plow with a freight train which was standing on the main line at the Maine Central station, early today, the engine which was driving the plow, and car attached to the latter were thrown from the track and badly damaged. Engineer Edward, Coburn, Conductor Charles Buck, Brakemen Goodale [unclear] and Stinson, of the snow plow train, were severely bruised and Fireman James Coyne sustained a deep scalp would and an injury to one knee. The crew of the freight train escaped without injury. It is believed the accident was caused by the blinding snow storm, which prevented the engineer of the special train from discovering his position in time to avoid the collision.” (Daily Kennebec Journal, Augusta, ME. “Five Maine Central Men Shaken Up at Burnham.” 1-4-1904, p. 1.)

 

Jan 3: “Dexter, Me., Jan. 3.–Saturday was the coldest of the season in central Maine, the mercury not being above zero at any time and dropping to 10 below at night, when a severe snow and wind set in. Reports from the northern part of the State say that thermometers there registered 35 below zero early in the day.” (Daily Kennebec Journal, Augusta, ME. “Away Below Zero at Dexter..” 1-4-1904, p. 1.)

 

Jan 4: “Brunswick, Me, Jan 4–All except five of the large number of Maine Central railroad and Western Union wires passing through here were snapped off during the night by the intense cold. The thermometer registered 28 below at Dawn. The Kennebec river at Bath was frozen completely over, so that the Maine Central ferryboat connecting Bath and Woolwich wass unable to run until the ice was broken up, suspending the through train service between Bath and Rockland an hour. It is an unusual occurrence for the Kennebec to freeze at that point. All the schools were closed because of the inability to heat the buildings. Work on the Androscoggin ice fields was suspended, five of the crew of 15 men having their faces badly frozen. The mercury registered 32 degrees below at Lisbon Falls.” (Boston Globe, MA. “Snapped Telegraph Wires.” 1-4-1904, p. 7.)

 

Jan 4: “Portland, Me, Jan 4–The most severe weather in Maine this winter was experienced today, causing much discomfort, but so far as reported at noon no fatalities. Morning trains were delayed nearly an hour. School sessions in many cities and towns were suspended for the day owing to the impossibility of sufficiently heating the buildings and the small attendance. The long continuous cold weather is unusual, even for this state. The lowest record, 32 below at dawn, was reported from Lisbon Falls, Pejepscot, Mechanic Falls and South Rumford. Eastport reported 14 below. Skowhegan 25 below, Canaan 25 below, Athens 27 below and Brighton 29 below….Much inconvenience was occasioned by the freezing of water pipes in all sections.

 

“In this city the upper harbor was completely frozen over, as were various sounds along the coast. The upper harbor has not been so thoroughly frozen for 25 years, it is said. The lowest reading of the thermometer was 21 below. A number of schooners frozen into their docks will have much difficulty in getting away until the wind shifts or warmer weather arrives….Merriconeag Sound was frozen solid for a distance of four miles.” (Boston Globe, MA. “Portland Harbor Freezes.” 1-4-1904, p. 7.)

 

Jan 4: “Rumford Falls, Me, Jan 4–Except two years ago when the mercury registered 36 below, the weather was said to be the coldest ever known in this section. It was 23 below in the business center, 30 below at South Rumford and 32 below at Mechanic Falls. All school sessions were suspended for the day.” (Boston Globe, MA. “Had to Close Schools.” 1-4-1904, p. 7.)

 

Maryland

 

Dec 27: “Allegany County….Cumberland, Md., Dec 27….A heavy snow has fallen at Frostburg, which at many points has drifted over fence tops. The mercury continues to hover about zero.” (Baltimore Sun, MD. “Allegheny County.” 12-28-1903, p. 10.)

 

Jan 5-6: “Hagerstown, Md., Jan. 6.–Weather records for this vicinity for 20 years have been broken. Between midnight and six o’clock Tuesday morning [Jan 5] was the coldest weather since the winter of 1880, when the mercury reached 26 degrees below zero, was experienced. Sharpsburg was the coldest place heard from, the thermometer registering 20 below zero. At Hancock it was 16 below, and Williamsport and several other places reported 14 below. In this city thermometers ranged from ten to 15 below the zero mark.” (Logansport Daily Reporter, IN. “January Frosts Are Very Severe.” 1-6-1904, p. 2.)

 

Massachusetts, Rhode Island, Vermont

 

Dec 26: “Boston, Dec. 26.–A heavy northeast snow storm began here today. The strong wind, driving in from the sea contributed to conditions resembling a blizzard.” (Fort Wayne Weekly Sentinel, IN. “Snow Falls on Boston.” 12-30-1903, p. 11.)

 

Dec 26, Boston: “The weather bureau predicts that it will be much colder tonight, that a cold wave is coming, and that all day Sunday [27^th] the frost will have New England in its clutches, with high west and northwest winds.” (Boston Globe, MA. “Storm is Heavy. Will Be Short.” 12-26-1903, p. 9.)

 

Dec 26, Woods Hole: “Woods Hole, Dec 26–A blinding snowstorm and a brisk westerly gale struck these shores at noon today and have steadily increased in fury, compelling all shipping to seek refuge at the anchorage grounds in the sound. The schooners which were driven back to the harbor at Vineyard Haven when the gale struck them yesterday started out this morning, bound around the cape, and there are fears that some of them got so far along up over the shoals that they will have a hard time groping their way to an anchorage in the thick snowstorm. It has shut in so thick in the sound off here that it is impossible to see more than a few hundred yards from shore. When last seen the vessels at anchor off Nobska point were pulling and tugging at their anchors and pitching and plunging in the heavy sea which the gale kicked up….” (Boston Globe, MA. “Brisk Gale at Woods Hole.” 12-26-1903, p. 9.)

 

Jan 2-3, Boston: “Ten inches of snow, a north wind which blew at the rate of 34 miles an hour and one degree below zero is the official weather bureau report of the storm which raged in Boston and New England Saturday night [Jan 2] and Sunday morning up to 10:25, when the wind abated and shifted to the west and the snow ceased falling. Reports do not always tell the whole story. There may have been only 10 inches of snow, but it looked more like 10 feet to most people yesterday morning, especially to those whose houses stood in the way of the 34-mile-an-hour breeze which accompanied the snow. Then the snow was so fine that there was no crevice too small for it to get through and it felt as if the mercury was a good 20 below zero instead of one below when it struck you full in the face….

 

“The predictions for today are that it will be clear and cold; the thermometer will probably not rise above 15 above zero during the day; the wind will remain west; there will be no snow and Tuesday it will be much milder and the weather as far as can be determined will be fair. The wind will remain west or close to that point for the next two days.” (Boston Globe, MA. “City Digging Itself Out.” 1-4-1904, p. 1.)

 

Jan 3: “Attleboro, Jan 4–Attleboro was visited yesterday [Jan 3] by one of the coldest and severest storms it has experienced in recent years. The railroad and street railways suffered the most. The country roads were practically impassable in many places, the drifts being from two to six feet deep. The thermometers registered lat last evening from 15 to 25 degrees below zero, the coldest ever known in Attleboro.” (Boston Globe. “Coldest Ever In Attleboro.” 1-4-1904, p. 7.)

 

Jan 4: “Boston, Mass., Jan. 4.–Boston is today digging herself out from under the twelve inches of snow which, blown by a north wind at the rate of 34 miles an hour. In a zero temperature, was piled in drifts all Saturday night [Jan 2], and up to noon yesterday. The storm raged all over New England and was the worst since the blizzard of 1898 [1899?]. Railroad and trolley traffic is affected, trains being from one to ten hours late and trolley lines in many cases being completely tied up. The temperature this morning at 9 o’clock was 4 degrees below zero.” (Fort Wayne News, IN. “Intense Cold Over Country.” 1-4-1904, p. 4.)

 

Jan 4: “Hull, Jan 4–Hull is still snowbound. No trains are running, and there is no communication between here and the outside world except by telephone. All telegraph wires are down or out of order. No newspapers or mail have reached here since Saturday morning [Jan 2]. The weather is very cold, and the snow is drifted throughout the town. Only one train has run to the South shore this morning, and none whatever to Hull.” (Boston Globe, MA. “Hull Buried in Snow.” 1-4-19004, p. 7.)

 

Jan 4: “Lowell, Jan 4–At 2 a.m. today the thermometer record at the pumping station on Pawtucket boulevard was 22 degrees below zero and at daylight 10 degrees below. At 12:30 p.m. today in the business center it was zero, the coldest for years….” (Boston Globe. “Lowell Thawing Out.” 1-4-1904, p. 7.)

 

Jan 4-6: “Boston, Jan. 6.–Reports from all over New England indicated more intense cold than on Monday [Jan 4]. At Salem, Mass., the harbor was frozen over for the first time in 15 years. From New Hampshire, Keene reported 32 degrees below zero, the lowest in 15 years while at other places the mercury fell to 43 below. Woods River Junction, R.I., reported the lowest temperature ever known, 36 below zero. Trains everywhere were from two to six hours late Tuesday [Jan 4]….Thermometers in Orange, Mass., burst Monday night at 50 below zero. Athol and Tully, Mass., bulbs went down to 42 and 44 below. William Pattison was frozen to death in the snow at North Webster.” (Logansport Daily Reporter, IN. “January Frosts Are Very Severe.” 1-6-1904, p. 2.)

 

Jan 5: “Boston, Jan. 5.–Reports from all over New England indicated intense cold today. At Salem, Mass., the harbor was frozen over for the first time in fifteen years. From New Hampshire, Keen reported 32 degrees below zero, the lowest in fifteen years, while at other places the mercury fell to 45 below. Woods River Junction, R.I. reports the lowest temperature ever known, 36 below. Thermometers in Orange, Mass., burst last night at fifty below zero. At Tulley, Mass., bulbs went down to 44 below. William Pattison was frozen to death in the snow at North Webster last night. For the first time in ten years the eastern and western passages of Narragansett bay are closed by ice. The ice has choked up the wharves along the water front at Newport, R.I., and soldiers walked today from Fort Grable on Dutch island to the west ferry over the ice. Thermometers in different sections of Rutland, Vt., registered from 40 to 44 below zero today. The Rutland public schools were closed owing to the cold weather.” (Salt Lake Herald, UT. “Thermometers Burst. Mercury at Orange, Mass., Reached 50 Below.” 1-6-1904, p. 2.)

 

Michigan

 

Jan 4 report: “Detroit, Mich., Jan. 4.–With the mercury two below zero and the Detroit river frozen over solid so that pedestrians are walking to and from Canada, this city is experiencing a record breaking winter. The severe cold extends throughout the state. Three boys, fishermen’s sons, were frozen to death at Bayport while trying to find their father’s fish shanties on the bay during a blinding snow storm.”[71] (Fort Wayne News, IN. “Boys Frozen to Death.” 1-4-1904, p2.)

 

Minnesota

 

Dec 26: “St. Paul, Minn., Dec. 26.–Sixteen degrees below zero was the record at the local weather bureau Saturday….The cold here was accompanied by a stinging wind which made it more intense during the night.” (Upper Des Moines Republican, IA. “Death and Woe in Frigid Blast.” 12-30-1903, p. 7.)

Missouri

 

Dec 26: “Kansas City, Mo., Dec. 26.–The temperature in western Missouri Saturday [26^th] averaged five degrees above zero with a strong wind blowing. In Kansas and Oklahoma mild weather prevailed, the temperature ranging from five degrees above zero in eastern Kansas to 36 above at the Colorado state line.” (Upper Des Moines Republican, IA. “Death and Woe in Frigid Blast.” 12-30-1903, p. 7.)

 

Dec 26: “St. Louis, Dec 26.–Almost zero weather prevails in St. Louis and vicinity. The temperature fell thirty-one degrees in four hours. This fall in temperature was accompanied by a high wind, which gained a velocity of forty miles an hour, doing considerable damage in various parts of the city. During the height of the blow the east and north walls of the partially completed Buckingham hotel, at West Pine and King’s Highway were blown down, causing damage estimated at $75,000. On the World’s fair grounds nearby considerable damage resulted from the wind, which blew down some temporary structures.” (Le Mars Sentinel, IA. “Wind and Cold Weather.” 12-29-1903, p. 2.)

 

New England

 

Jan 3: “With the mercury hovering around the zero mark in Boston, Mass., and reaching an extreme of 35 degrees below in northern Maine; with a foot of snow piling up at exposed points in huge drifts that delayed railroad trains, caused the abandonment of street railway schedules, and, in many cases, interfered with the street lighting systems, New England slowly emerged Sunday [Jan 3] from the clutches of the wildest blizzard that has swept that part of the country since the memorable storm of November, 1898. The gale, accompanied by a blinding fall of snow, swept the coast from Newport, R.I., to Eastport, Me., until noon when it moved eastward and at night was raging with almost unprecedented fury over the maritime provinces. New Brunswick and Nova Scotia suffered the most.

 

“Double patrols of life savers watched the coast Sunday night. Only one shipwreck is known to have occurred, that of the schooner Belle J. Neal, on Allerto [?] bar; but later a woman’s body was washed ashore at Nantasket [Hull, MA] and it is feared that another vessel went down during the storm.

 

“Five deaths from exposure have occurred in Boston….” (Carroll Sentinel, IA. “Storm Sweeps East.” 1-5-1904, p. 6.)

New Hampshire

 

Jan 3: “Portsmouth, N.H., Jan. 3–Today was the coldest of the season, the thermometer in the city ranging from 12 to 15 below zero and in the neighboring towns from 15 to 20 below zero.” (Boston Globe, MA. “Portsmouth’s Coldest Day.” 1-4-1904, p. 3.)

 

Jan 4: “Concord, N.H., Jan 4–Thermometers in this city registered at 32 below zero early today. Center Barnstead and Sutton, nearby towns, reported 35 below.” (Boston Globe, MA. “Two N H Towns 35 Below.” 1-4-1904, p. 7.)

 

Jan 4: “Lancaster, N H, Jan 4–This locality has been in the grasp of one of the coldest waves of low temperature of which there is any record, during the past two days. The mercury held below zero all day Sunday [Jan 3], and at the approach of evening the mercury lowered rapidly, reaching as low as 33 degrees below zero at several points in the river valleys. After midnight there was a milder temperature by from 10 to 20 degrees, but today the thermometer still shows below zero, the record being 10 below at 10:30.” (Boston Globe, MA. “Cold Wave at Lancaster.” 1-4-1904, p. 7.)

 

Jan 4: “Manchester, N.H., Jan 4–The coldest weather recorded in this city and vicinity in 23 years is reported for the night and this morning. At the state industrial school, situated in the northern section of the city, and at Greggs Falls on the Piscataquog river, the mercury registered 33 degrees below zero. At Amoskeag Falls, where the temperature is hourly taken, it was 26 below, and at 9:15 this morning the temperature had fallen from 8 degrees below zero, at 6, to 10 below. Throughout the Merrimac and Piscataquog river valleys the temperature reached lower points than on higher ground.” (Boston Globe, MA. “Down to 33 Below.” 1-4-1904, p. 7.)

 

New Jersey

 

Jan 2, New Brunswick: “The heaviest snow of the season fell today and the storm this afternoon threatened to reach very large proportions. Trolley officials said today that the snow had not interfered with the running of the cars.” (Daily Times, New Brunswick, NJ. “Heavy Snow Storm.” 1-2-1904, p. 1.)

 

Jan 2-4, New Brunswick: “The cold wave which the weather man predicted for yesterday arrived as per schedule and the coldest day of the Winter followed, the temperature being around the zero point all day. To-day the cold weather was still very much felt. The lowest point reached by the thermometer was three degrees above zero. With the cold wave was a fall of five inches of snow. The storm interfered with trolley traffic Saturday [Jan 2] and to-day. All of the Pennsylvania trains were delayed mostly to-day from and to New York owing to the engineers having difficulty with the pipes on the engine, some of which froze up. The cold weather will continue until to-morrow, when the temperature will commence to rise.” (Daily Times, New Brunswick, NJ. “Bitter Cold Wave Arrives on Time.” 1-4-1904, p. 1.)

 

Jan 6: “In Atlantic City, N.J., a minimum temperature of 6 degrees below zero was recorded. At Cape May zero weather prevailed, and throughout Delaware the temperature fell to 6 and 8 degrees below zero.” (The News, Frederick, MD. “Cold Records Broken.” 1-6-1904, p. 1.)

 

New York

 

Dec 26: “New York, Dec. 26.–A heavy fall of snow, accompanied by high wind, began here today. So thick were the snow and the clouds that during the morning darkness almost like that of night prevailed in the downtown streets. The snow, wet and heavy, at first melted as fast as it fell, but later the temperature dropped and the storm took on the semblance of a blizzard. The darkness lasted nearly an hour, after which the storm lessened considerably in severity, although the snow continued to fall. A heavy snowstorm accompanied at many places prevailed throughout the state. During the dark period in this city many ferryboats went astray, their captains having lost their bearings, and the harbor resounded with the whistles of tugs and other steam craft that had become enveloped in the darkness and blinding snow. Several liners on their way from quarantine to their piers had to lay to until the darkness lifted. Later in the day the snow stopped, but the mercury dropped rapidly, going down 15 degrees, from 34 to 19, in three hours. A sharp wind intensified the cold which the weather bureau officials said would probably reach the lowest thus far for the winter.” (Fort Wayne Weekly Sentinel, IN. “Blizzard Hits New York.” 12-30-1903, p. 11.)

 

Dec 27: “Auburn, Dec. 27.–The city has been in the grasp of a howling blizzard all day. The thermometer registered at zero early this morning and the mercury has not risen but a few degrees during the day. A fierce northwest wind has whirled the snow which fell at intervals into fantastic piles, which were pretty to look at, but disagreeable to tramp through. Street car traffic has been greatly impeded by the storm despite the fact that the snow plow has been run almost constantly over the tracks.” (Post-Standard, Syracuse, NY. “In the Grasp of a Blizzard,” 12-28-1903, p. 10.)

 

Jan 2-3, New York City: “New York, Jan 3–Clear skies and biting cold succeeded the snow storm which raged all yesterday and last night, resulting in a total fall of from 8 to 10 inches, the heaviest of the season. While there was little interruption of street car traffic today, owing to the constant use of snowplows during the continuance of the storm, the service on railroads entering the city was badly crippled….

 

“At Albany the coldest weather of the season has followed last night’s storm, with its six inches of snow. The temperature there tonight reached 10 below zero….

 

“Buffalo reports…There was another snowstorm today, but it was insignificant compared with the blizzard of Saturday….

 

“The ice jam on the American side above Niagara Falls continues to pile up. Thousands of persons went there today to witness the unusual sight of a practically dry riverbed between the American shore and Goat island and also in the channel between the Three Sister islands. A tremendous volume of water is being forced over the Horseshoe falls. The jam is from 25 to 35 feet high and extends out into the river about 1000 feet.

 

“The Mohawk valley is suffering from one of the worst storms in years. A foot of snow fell yesterday, and the thermometer registered 15 below zero in Fonda tonight….

 

“Saratoga is experiencing one of the most severe winters it ha suffered for a quarter of a century. Cold weather made its appearance early in November and has continued unbroken ever since. Cold waves and snow storms have followed in rapid succession for the past seven weeks. Twelve inches of additional snow is the result of the blizzard that howled last night and early this morning, when the cold wave dipped to 8 below zero. The mercury recorded 6 below at 9 o’clock this morning and averaged from 4 to 6 below during the noon and early afternoon hours, since which time it has been gradually growing colder. The heavy drifts retarded the movement of trains.” (Boston Daily Globe, MA. “New York Feels Effect of the Storm.” 10401904, p. 3.)

 

Jan 3-4: “Glens Falls, N.Y., Jan 4.–Following the heavy snow storm the mercury fell 20 degrees last night and this morning is the coldest day of the winter, the thermometer registering 25 degrees below zero. In the Adirondacks there is much snow and bitter cold, thermometers registering as low as 40 degrees below zero.” (Fort Wayne News, IN. “Weather in New York.” 1-4-1904, p. 2.)

 

Jan 4: “Gloversville, N.Y., Jan 4.–The mercury has not been above the zero mark in Fulton county during the past three days. At 7 o’clock this morning the records at various points were: Gloversville, 26 below zero; Johnstown, 23 below; Northville, 23 below; Broadalbin, 22 below; Mayfield, 20 degrees below…” (Fort Wayne News, IN. “Twenty-Six Below Zero.” 1-4-1904, 2.)

 

Jan 4: “Little Falls, N.Y., Jan. 4.–Last night was the coldest in many years in Herkimer county. The thermometer registered 25 to 30 degrees below zero.” (Fort Wayne News, IN. “Intense Cold Over Country.” 1-4-1904, p. 2.)

 

Jan 5, Albany: “Albany, N.Y., Jan. 5.–Twenty-five degrees below zero, the lowest temperature in twenty-eight years, was recorded here today.” (Salt Lake Herald. “Mercury…” 1-6-1904, p.2.)

 

Jan 5, Amsterdam: “Amsterdam, N.Y., Jan. 5.–The average temperature in this city today was 25 and 29 degrees below zero.” (Salt Lake Herald. “Mercury Way Down.” 1-6-1904, p. 2.)

 

Jan 5, Fishkill Landing: “Fishkill Landing, N.Y., Jan 5.–The thermometer here this morning registered 36 below zero.” (Salt Lake Herald, UT. “Intensely Cold.” 1-6-1904, p. 2.)

 

Jan 5, NYC: “New York, Jan. 5.–When the government thermometer reached four below zero at 5 o’clock this morning all local January cold records since 1875, when six below was registered, were beaten. Thermometers in various outlying districts went several degrees lower, and in the suburbs from eight to twelve degrees below zero was reached. At 9 o’clock the official thermometer had gone up to two below, and the absence of wind was some relief. The intense cold interfered considerably with all outdoor occupations and delayed all regular and suburban trains from a few minutes to several hours. The effects of the heavy snow had been overcome, but it was difficult to keep up steam, and many local trains had to be abandoned on account of disabled engines.

 

“Traffic on land and water was in serious trouble. Trans-Atlantic liners arrived looking like spectre ships. Both the East and North rivers were barely navigable, while the Harlem river, for the first time in eight years, was impassable above MacCombs’ dam bridge at 155^th street. Ferry boats and tugs were swept out of their courses by the drift ice, and every ounce of power in them required to reach their slips. The boats which land at the Battery had to turn battering rams to part the ice in their slips. Mails from the west and east were from six to ten hours late. Snow was not to blame for this so much as the inability of the locomotives to keep steam up under the great outside cold pressures. The severe weather was the cause of an unusual number of fires. Between 1:30 and 8:30 a.m. thirteen alarms were sent in. All were for small fires.” (Salt Lake Herald, UT. “Mercury Seeks Bottom of Bulb.” 1-6-1904, p. 2.)

 

Jan 5, Troy: “Troy, N.Y., Jan 5.–In exposed places in the city and suburbs it was 32 below, and in other places 2 below, the coldest in the history of Troy.” (Salt Lake Herald, UT. 1-6-1904, 2.)

 

Jan 5-6: “New York, Jan. 6.–Dispatches from every section of the state tell of record breaking cold weather. At a number of points within 20 miles of this city the thermometers marked 20 to 30 degrees below zero at dawn Tuesday [Jan 5]. The coldest weather in many years was reported throughout the Adirondack region Monday night. At Saranac Lake it was 40 below and Lake Placid 41 below. For the past four nights the thermometer has registered not less than 12 below anywhere, and as low as 41 below at some points in northern New York. An average temperature of 30 degrees below zero prevailed throughout the central and western part of the state.” (Logansport Daily Reporter, IN. “January Frosts Are Very Severe.” 1-6-1904, p. 2.)

 

Jan 6, Albany: “Albany, N.Y., Jan. 6.–Twenty-five degrees below zero, the lowest temperature in twenty-eight years was recorded here.” (Evening Journal, Washington, IA. “Polar Cold in East.” 1-6-1904, p. 8.)

 

Jan 6, NYC: “New York, Jan. 6.–When the government thermometer reached 4 below at 5 o’clock in the morning all local January cold records since 1875, when 6 below was registered, were beaten. Thermometers in various outlying parts of the city went several degrees lower, and in the suburbs from 8 to 12 below zero was reported. At 9 o’clock, the official thermometer had gone up to 2 below and the absence of wind was some relief. The intense cold interfered considerably with all out-door occupations and delayed all regular and suburban trains from a few minutes to several hours. The effects of the heavy snow had been overcome, but it was difficult to keep steam and many local trains had to be abandoned on account of disabled engines….” (Evening Journal, Washington, IA. “Polar Cold in East.” 1-6-1904, p. 8.)

 

Jan 6, NYC: “New York, Jan. 6.–The weather here has moderated somewhat. The distress disclosed by the cold snap has set city officials and charitable organizations at work extending relief. The courts have refused to consider disposess [dispossessed?] cases until the cold wave passes away. Five additional deaths, due directly to the cold occurred during the 24 hours ending at midnight last night. The harbor is almost ice bound for the first time in years. Navigation is attended with difficulty and only large and stoutly built boats are attempting it..” (Naugatuck Daily News, CT. “The Cold Wave Is Over.” 1-6-1904, p. 1.)

 

Ohio

 

Dec 25-26: “Cleveland, Ohio, Dec. 26.–The first real blizzard of the winter is reported from various points in Ohio to have prevailed last night and today. In this city the wind reached a velocity of fifty-two miles an hour, while a heavy, blinding snow fell to the depth of several inches. During the past twenty-four hours the weather bureau thermometer has dropped 22 degrees and now registers near the zero mark. Railway traffic is delayed owing to the heavy storm. The weather bureau predicts a still lower temperature for tonight.” (Fort Wayne Weekly Sentinel. “Ohio Swept by Storm.” 12-30-1903, p. 11.)

 

Jan 4: “Zanesville, O., Jan. 4.–It is almost as cold here this morning as on the morning of February 10, 1899, when all records for cold weather in Ohio were shattered. Thermometers this morning show a reading of from 20 to 30 below zero. On very low ground it is even lower. It is believed that all fruit will be killed. Stock is reported to be suffering severely.” (Fort Wayne News, IN. “Touched Record In Ohio.” 1-4-1904, p. 2.)

 

Pennsylvania

 

Dec 26: “Altoona, PA., Dec. 26.–This city is at present in the throes of a terrific blizzard and the mercury has dropped five degrees below zero. Snow fell heavily last night and this morning, covering this entire section to a depth of ten inches….

 

“Pottsville, PA., Dec. 26.–A howling blizzard prevailed here to-day, tying up trolley traffic for a time. Early this morning the wind was so high as to put out the street lights in the suburbs. The temperature to-night is close to the zero point.

 

“Scranton, Pa., Dec. 26.–Scranton has been enjoying excellent sleighing today, owing to the heavy fall of snow during the night.”

 

“Stroudsburg, Pa., Dec. 26.–A blizzard struck this county to-day. There was a heavy wind. On the Pocono Mountains about six inches of snow fell, and has drifted considerably. At Tobyhanna ten-inch ice is being harvested….” (Philadelphia Inquirer, PA. “Blizzard Whirls in Poconos.” 12-27-1903, p. 2.)

 

Dec 26-27, Indiana [PA]: “The coldest day of the winter was Saturday [Dec 26] and during the night the mercury reached zero in Indiana. In Green township the lowest point recorded was 10 below, but Canoe [township] has not yet been heard from and the returns from this district are being anxiously awaited. Most of the local churches held but one service Sunday, although the weather moderated considerably during the day. The entire county was in the grasp of a fierce blizzard Saturday and Sunday and many of the country roads had to be dug out on account of the large drifts, the church attendance in rural districts being considerably diminished on this account….” (Indiana Weekly Messenger, PA. “Thermometer Touches Bottom.” 12-30-1903, p1.)

 

Jan 2: “Allentown, PA., Jan. 2.–A blizzard is raging here to-night. During the day fully 12 inches of snow fell, while the wind is blowing in all directions….

 

“Norristown, Pa., Jan. 2.–A blustering blizzard swept this city and surroundings to-day, depositing snow to the depth of eight inches. Suburban trolley traffic was greatly interfered with, and to-night scarcely a wheel is turning on the network of trolley lines centering here. The mercury lingers a few degrees from the zero mark. Business is at a standstill….

 

“Pottsville, Pa., Jan. 2.–A severe snow storm raged here all day and shows no indication of abating to-night. It has tied up railway traffic and hampered business. It is feared the heavy snow fall will make a general resumption of work at the collieries next Monday impossible….

 

“South Bethlehem, Pa., Jan. 2–A blizzard that bids fair to surpass the memorable snow storm of 1888 rages in the Lehigh Valley to-night. With it snowing and blowing, the mercury tonight dropped to zero. In Bethlehem, where the Easton and New Jersey and Bangor, Pan Argyl and Nazareth trolley roads connect with the Philadelphia, Slatington and Reading lines, through Allentown, scarcely a car is moving….

 

“Williamsport, Pa., Jan. 2.–A severe snow storm, accompanied by a high wind and very cold weather, has had this part of the State in its grasp all day. To-night trolleys are tied up and steam roads severely handicapped. Country roads are drifted and some impassable….” (Philadelphia Inquirer, PA. “With Blizzard Snow King Lashes State; Trolley Lines Tied Up; Steam Cars Struggle.” 1-3-1904, p. 3.)

 

Jan 3: “Allentown, Pa., Jan. 3.–As a result of yesterday’s blizzard, the roads in Lehigh county are badly drifted, some being entirely closed for miles. On some of the trolley lines traffic had not been resumed to-night….

 

“Corry, Pa., Jan. 3.–The blizzard has ceased, but th mercury still hovers below zero to-night. Early this morning the thermometer registered fifteen below zero….

 

“Pottsville, Pa., Jan. 3.–As the result of yesterday’s blizzard there are snow drifts at many points four and five feet deep. The railroad sidings into some of the collieries are badly blocked, which will greatly hamper the movement of coal trains…Four degrees below zero, the coldest of the year, was recorded to-day….

 

“Reading, Pa., Jan. 3.–This ahs been the coldest day of the winter. From midnight last night until 9 o’clock this morning the thermometers in sheltered places registered zero, while at exposed points the figures were from 2 to 6 below….

 

“Stroudsburg, Pa., Jan 3.–Yesterday’s blizzard, one of the worst experienced in this county for years, was followed to-day by extreme cold weather. At Mount Pocono, Tobyhanna and other points on the Pocono Mountains it was 10 degrees below zero….

 

“Susquehanna, Pa., Jan. 3.–Last night was the coldest of the season, the thermometer registering from 8 to 12 degrees below zero. Six inches of snow fell….

 

“York, Pa., Jan. 3.–Winter’s coldest wave has struck this city and all York is shivering. Just before daylight this morning the temperature was three degrees above zero….” (Philadelphia Inquirer, PA. “In Icy-Fingered Grip of Whirling Blizzard.” 1-4-1904, p. 3.)

 

Jan 5: “Philadelphia, Jan. 5.–Official figures show this to be the coldest January day this city has experienced since 1875. At 7 o’clock this morning the weather bureau thermometer registered two degrees below zero, while in the suburbs the mercury ranged from four to ten below. The Delaware river below this city is frozen over from shore to shore for the first time in years, interfering seriously with the movement of shipping. In the mountain districts and coal regions the thermometer ranged from six to twenty-five degrees below zero, and coal mining has been seriously interfered with, many mines being unable to operate.” (Salt Lake Herald, UT. “Coldest Since 1875. Delaware River Frozen Over…” 1-6-1904, p. 2.)

 

Jan 5: “Philadelphia, Jan 6.–Pennsylvania, New Jersey and Delaware experienced the coldest weather in years Tuesday [Jan 5]. In many places thermometers registering a lower temperature than at any time since 1875. In this city the temperature was minus two at seven a.m., after which it grew slowly warmer, and at eight p.m. 14 degrees above zero were registered at the weather bureau. Bitterly cold weather prevailed in the interior of Pennsylvania during the early hours of the day. At Scranton and Wilkesbarre, which lie in valleys, the official thermometers registered respectively 16 and 13 degrees below zero, while at Eaglesmere [Eagles Mere?], on the crest of the Allegheny mountains, the record was 17 below. At Harrisburg the minimum temperature was five below; Lancaster, one below; New York, 18 below; Williamsport, 17 below; Altoona, 19 below; Johnstown, 15 below; Bellefonte, 26 below; Mauch Chunk, 28 below. In some of the mountain regions temperature as low as 36 degrees below zero was recorded.

 

Frozen from Shore to Shore.

 

“The Delaware river below this city [Philadelphia] is frozen from shore to shore for the first time in years, interfering seriously with the movement of shipping. Railroads and industrial establishments all over the state were more or less hampered by the severity of the weather. In Philadelphia all through trains were as much as four hours late and the suburban schedules of the railroads were tangled all day. Mining operations, particularly throughout the anthracite regions, were also seriously affected, many collieries having to shut down because of the freezing up of pipes and machinery.” (Logansport Daily Reporter, IN. “January Frosts…Severe.” 1-6-1904, 2.)

 

Jan 5, Wilkes-Barre: “Wilkesbarre, Pa., Jan. 5.–The temperature today is the severest in many years in this section of the state. At Glen Summit the thermometer was 28 below zero, at Mountain Top, 29, while in this city it registered as los as 14 below. Coal mining is seriously hampered and while the demand for coal is great, many companies have been unable for a week to make deliveries.” (Salt Lake Herald, UT. “Twenty-nine Below.” 1-6-1904, p. 2.)

 

Rhode Island

 

Dec 26: “Newport, R.I., Dec. 26–A heavy northeast snow squall struck Newport at noon today. The barometer fell rapidly to a low point, indicating that the storm center was off here. The wind increased in velocity to 30 miles within half an hour. Heavy seas are running outside, and all shipping has been suspended.” (Boston Globe, MA. “Severe Gale at Scituate.” 12-26-1903, p. 9.)

 

Dec 26: “Providence, Dec. 26–A snowstorm of uncommon severity, accompanied by a strong gusty wind, visited this section today, and after an hour’s blinding squall, changed into a more gentle though steady downfall. The temperature was not very low, though it was cold enough to ensure quite a considerable depth of snow in the outlying districts.” (Boston Globe, MA. “Storm of Uncommon Severity.” 12-26-1903, p. 9.)

 

Dec 29: “Newport, R.I., Dec. 29.–Nearly every variety of weather was experienced here today, snow, hail and rain falling, while a thunderstorm, accompanied by blinding lightning, caused terror to many who recalled the disastrous storm of 1894. At 8 o’clock in the morning the mercury was 8° above zero. At 6 o’clock in the evening it registered 34°. (Baltimore Sun. “Thunderstorm at Newport.” 12-30-1903, p. 7.)

 

Jan 2-3: “Newport, R.I., Jan. 3–The storm which raged here last night and part of today was, according to Capt. Chauncey Kenyon of the Brenton Reef lifesaving station, the severest in his 28 years of experience. The velocity of the wind reached 75 miles an hour with a prevailing temperature of 5° above zero….The authorities today sent out snow plows drawn by oxen, accompanied by large numbers of men armed with shovels to open up the roads. Those in Bellevue Ave. district, where many costly villas are located, however, were practically impassable.” (Boston Globe, MA. “Worst in 28 Years.” 1-4-1904, p. 2.)

 

Vermont

 

Jan 4: “Burlington, Vt., Jan 4–The lowest temperature recorded here today was 24 below zero….” (Boston Globe, MA. “Icy Touch At Burlington.” 1-4-1904, p. 7.)

 

Jan 4: “Montpelier, Vt., Jan 4–Arctic weather prevails in central Vermont. The temperature here this morning is 20 below zero, with the wind blowing from the northwest. At Barre it was 28 below. The wind and intense cold made last night the worst of the winter….” (Boston Globe, MA. “Where It’s 28 Below.” 1-4-1904, p. 7.)

 

Jan 4: “Providence, Jan 4–With the mercury ranging from 5° to 26° below zero in this state, there is great difficulty in keeping the land and waterways open for transportation. Many upcountry roads cannot be opened until the cold wave is broke. Narragansett bay has not in a dozen years been so hampered with ice fields, and the situation is now considered a serious one, for there are a number of vessels in the ice, and some have been carried ashore in the ice pack. Towboats went down the bay today and tonight, and they will make an effort to rescue some of the schooners in the vicinity of Dutch island, where there is one solid pack of ice from 10 inches to 4 feet thick.

 

“Several deaths have been due to the severe cold and exposure to the blizzard. There were four more today, Margaret Cronin, Lottie Harris, Robert Cross and a man supposed to be James McLaughlin of Scituate. Numerous cases of persons being partially frozen are being reported, but the most severe is that of William Herber, and it is said at the hospital that he cannot recover.

 

“Steamship Essex arrived this afternoon after a hard struggle with the gale at sea. She had decks washed and there were several tons of ice on her sides….At Block island it blew a 50-mile gale today. The steamer New Shoreham is stormbound there.” (Boston Globe, MA. “Four Deaths Due To Cold.” 1-5-1904, p. 3.)

 

Jan 6: “Rutland, Vt., Jan. 6.–Thermometers in different sections of the city registered from 40 to 44 degrees below zero Tuesday [Jan 5]. The public schools were closed owing to the cold weather.” (Logansport Daily Reporter, IN. “January Frosts Are Very Severe.” 1-6-1904, p. 2.)

 

Virginia

 

Jan 4: “Newport News, Va., Jan 4–The coal barges New Jersey and Liberty, both heavily laden, and bound from Newport News to Providence [RI], broke away  from the towing steamer Navigator early Sunday morning [Jan 3] off Hogg island,[72] and no trace of either of the vessels has been found. It is believed both went to the bottom during the blizzard which swept this entire section, and that as a result nine lost their lives. The Navigator is still at sea searching for the missing barges…” (Boston Globe, MA. “Nine Probably Dead.” 1-5-1904, p. 3.)

 

Jan 4: “Norfolk, Va., Jan. 4.–The severest weather of the winter continues throughout Virginia and North Carolina, with Albemarle and Pamlico Sounds in Eastern Carolina frozen over and vessels tied up. There is much suffering on the coast.” (Fort Wayne News, IN. “Intense Cold Over Country.” 1-4-1904, p. 4.)

 

West Virginia

 

Jan 3: “The snow at Thomas, W.Va., on the West Virginia Central railroad, is from 8 to 10 inches deep. At Elk Garden the thermometer registered 3° below zero.” (Baltimore Sun, MD. “Snow Covered With Cards.” 1-4-1904, p. 7.)

 

Jan 4: “Wheeling, W.Va., Jan. 4.–To meet the conditions caused by the cold weather, the Fairmount Coal Co., and subsidiary concerns today cut the coal prices twenty-five cents a ton to private consumers, and 15 cents to retailers and jobbers. The company will sell coal to any private consumer now at the new rates. The cut will go far towards relieving the distress. At Roneys Point it was 20 degrees below zero last night.” (Fort Wayne News, IN. “Coal Barons Thaw Out.” 1-4-1904, p. 2.)

 

Wisconsin

 

Dec 26: “La Crosse, Wis., Dec. 26.–A drop in temperature of 30 degrees in 24 hours occurred here and Saturday morning [26^th] the government thermometer registered 15 below. A penetrating north wind made it the most disagreeable day of the winter and charitable organizations were besieged by pleas for fuel from poor people.” (Upper Des Moines Republican, IA. “Death and Woe in Frigid Blast.” 12-30-1903, p. 7.)

 

Sources

 

Altoona Mirror, PA. 1-5-1904, p. 4, column 2. Accessed 12-29-2018 at: https://newspaperarchive.com/altoona-mirror-jan-05-1904-p-4/

 

Atlanta Constitution, GA. “Negro Frozen Near Rome.” 12-29-1904, p. 12. Accessed 12-25-2018 at: https://newspaperarchive.com/atlanta-constitution-dec-29-1903-p-12/

 

Atlanta Constitution. “Two Men Frozen To Death.” 12-29-1904, p. 9. Accessed 12-25-2018 at: https://newspaperarchive.com/atlanta-constitution-dec-29-1903-p-9/

 

Baltimore Sun, MD. “Allegheny County.” 12-28-1903, p. 10. Accessed 12-26-2018 at: https://newspaperarchive.com/baltimore-sun-dec-28-1903-p-10/

 

Baltimore Sun, MD. “Snow Covered With Cards.” 1-4-1904, p. 7. Accessed 12-26-2018 at: https://newspaperarchive.com/baltimore-sun-jan-04-1904-p-7/

 

Baltimore Sun, MD. “Thunderstorm at Newport.” 12-30-1903, p. 7. Accessed 12-26-2018 at: https://newspaperarchive.com/baltimore-sun-dec-30-1903-p-7/

 

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Boston Sunday Post, MA. “5 Dead in Boston’s Raging Blizzard.” 1-3-1904, p. 2. Accessed 12-27-2018 at: https://newspaperarchive.com/boston-sunday-post-jan-03-1904-p-2/

 

Boston Sunday Post, Ma. “Four Deaths in Boston Attributed to Storm.” 1-3-1904, p. 4. Accessed 12-27-2018 at: https://newspaperarchive.com/boston-sunday-post-jan-03-1904-p-4/

 

Boston Sunday Post, Ma. “Railroad Man Killed While Clearing Tracks.” 1-3-1904, p. 4. Accessed 12-27-2018 at: https://newspaperarchive.com/boston-sunday-post-jan-03-1904-p-4/

 

Boston Sunday Post, MA. “Three Killed in Storm.” 1-3-1904, p. 4. Accessed 12-27-2018 at: https://newspaperarchive.com/boston-sunday-post-jan-03-1904-p-4/

 

Burlington Hawk-Eye, IA. “Death and Ruin On Icy Blasts.” 12-26-1903, p. 1. Accessed 12-24-2018 at: https://newspaperarchive.com/burlington-hawk-eye-dec-26-1903-p-1/

 

Burlington Hawk-Eye. “Found Frozen to Death.” 12-27-1903, p. 3. Accessed 12-24-2018 at: https://newspaperarchive.com/burlington-hawk-eye-dec-27-1903-p-3/

 

Carroll Sentinel, IA. “Storm Sweeps East.” 1-5-1904, p. 6. Accessed 12-25-2018 at: https://newspaperarchive.com/carroll-sentinel-jan-05-1904-p-6/

 

Catskill Mountain News, NY. “News Notes From All About.” 1-1-1904, p. 6. Accessed 12-28-2018 at: https://newspaperarchive.com/margaretville-catskill-mountain-news-jan-01-1904-p-6/

 

Chariton Democrat, IA. “Frozen to Death in Illinois.” 1-7-1904, p. 7. Accessed 12-23-2018 at: https://newspaperarchive.com/chariton-democrat-jan-07-1904-p-7/

 

Cook County Herald, Arlington Heights, IL. “Two Men Frozen to Death.” 1-8-1904, p. 3. Accessed 12-23-2018 at: https://newspaperarchive.com/arlington-heights-cook-county-herald-jan-08-1904-p-3/

 

Daily Kennebec Journal, Augusta, ME. “Five Maine Central Men Shaken Up at Burnham.” 1-4-1904, p. 1. Accessed 12-25-2018 at: https://newspaperarchive.com/daily-kennebec-journal-jan-04-1904-p-1/

 

Daily News, Marshall, MI. “Frozen in the Ice. 1-4-1904. Accessed 12-28-2018 at: https://newspaperarchive.com/marshall-daily-news-jan-04-1904-p-1/

 

Daily Times, New Brunswick, NJ. “Bitter Cold Wave Arrives on Time.” 1-4-1904, p. 1. Accessed 12-28-2018 at: https://newspaperarchive.com/new-brunswick-daily-times-jan-04-1904-p-1/

 

Daily Times, New Brunswick, NJ. “Heavy Snow Storm.” 1-2-1904, p. 1. Accessed 12-28-2018 at: https://newspaperarchive.com/new-brunswick-daily-times-jan-02-1904-p-17/

 

Defiance Crescent News, OH. “Frozen to Death.” 12-28-1903, p. 5. Accessed 12-28-2018 at: https://newspaperarchive.com/defiance-crescent-news-dec-28-1903-p-10/

 

Dubuque Telegraph-Herald, IA. “Cyclone in the South.” 12-27-1903, p. 1. Accessed 12-24-2018 at: https://newspaperarchive.com/dubuque-telegraph-herald-dec-27-1903-p-1/

 

Dubuque Telegraph-Herald, IA. “Frozen to Death.” 12-28-1903, p. 8. Accessed 12-24-2018 at: https://newspaperarchive.com/dubuque-telegraph-herald-dec-28-1903-p-8/

 

Evening Journal, Washington, IA. “Polar Cold in East.” 1-6-1904, p. 8. Accessed 12-25-2018 at: https://newspaperarchive.com/washington-evening-journal-jan-06-1904-p-8/

 

Evening Record, Traverse City, MI. “Condensed News of Michigan.” 1-7-1904, p. 2. Accessed 12-28-2018 at: https://newspaperarchive.com/traverse-city-evening-record-jan-07-1904-p-2/

 

Fort Wayne News, IN. “Boys Frozen to Death.” 1-4-1904, p. 2. Accessed 12-23-2018 at: https://newspaperarchive.com/fort-wayne-news-jan-04-1904-p-2/

 

Fort Wayne News, IN. “Coal Barons Thaw Out.” 1-4-1904, p. 2. Accessed 12-23-2018 at: https://newspaperarchive.com/fort-wayne-news-jan-04-1904-p-2/

 

Fort Wayne News, IN. “Traffic is Impeded.” 1-4-1904, p. 2. Accessed 12-23-2018 at: https://newspaperarchive.com/fort-wayne-news-jan-04-1904-p-2/

 

Fort Wayne News, IN. “Weather in New York.” 1-4-1904, p. 2. Accessed 12-23-2018 at: https://newspaperarchive.com/fort-wayne-news-jan-04-1904-p-2/

 

Fort Wayne News, IN. “Intense Cold Over Country.” 1-4-1904, p. 4. Accessed 12-23-2018 at: https://newspaperarchive.com/fort-wayne-news-jan-04-1904-p-2/

 

Fort Wayne News, IN. “Touched Record In Ohio.” 1-4-1904, p. 2. Accessed 12-23-2018 at: https://newspaperarchive.com/fort-wayne-news-jan-04-1904-p-2/

 

Fort Wayne News, IN. “Twenty-Six Below Zero.” 1-4-1904, p. 2. Accessed 12-23-2018 at: https://newspaperarchive.com/fort-wayne-news-jan-04-1904-p-2/

 

Fort Wayne Weekly Sentinel, IN. “Blizzard at Muncie.” 12-30-1903, p. 11. Accessed 12-23-2018 at: https://newspaperarchive.com/fort-wayne-weekly-sentinel-dec-30-1903-p-11/

 

Fort Wayne Weekly Sentinel, IN. “Blizzard Hits New York.” 12-30-1903, p. 11. Accessed 12-23-2018 at: https://newspaperarchive.com/fort-wayne-weekly-sentinel-dec-30-1903-p-11/

 

Fort Wayne Weekly Sentinel, IN. “Cold Wave at Atlanta.” 12-30-1903, p. 11. Accessed 12-23-2018 at: https://newspaperarchive.com/fort-wayne-weekly-sentinel-dec-30-1903-p-11/

 

Fort Wayne Weekly Sentinel, IN. “Coldest of Winter.” 12-30-1903, p. 11. Accessed 12-23-2018 at: https://newspaperarchive.com/fort-wayne-weekly-sentinel-dec-30-1903-p-11/

 

Fort Wayne Weekly Sentinel, IN. “Crest of Cold Wave.” 12-30-1903, p. 11. Accessed 12-23-2018 at: https://newspaperarchive.com/fort-wayne-weekly-sentinel-dec-30-1903-p-11/

 

Fort Wayne Weekly Sentinel, IN. “Hoosier State Blizzard-Swept.” 12-30-1903, p. 11. Accessed 12-23-2018 at: https://newspaperarchive.com/fort-wayne-weekly-sentinel-dec-30-1903-p-11/

 

Fort Wayne Weekly Sentinel, IN. “Man Struck by Train.” 12-30-1903, p. 11. Accessed 12-23-2018 at: https://newspaperarchive.com/fort-wayne-weekly-sentinel-dec-30-1903-p-11/

 

Fort Wayne Weekly Sentinel, IN. “Ohio Swept by Storm.” 12-30-1903, p. 11. Accessed 12-23-2018 at: https://newspaperarchive.com/fort-wayne-weekly-sentinel-dec-30-1903-p-11/

 

Fort Wayne Weekly Sentinel, IN. “Snow Falls on Boston.” 12-30-1903, p. 11. Accessed 12-23-2018 at: https://newspaperarchive.com/fort-wayne-weekly-sentinel-dec-30-1903-p-11/

 

Fort Wayne Weekly Sentinel, IN. “Two Frozen To Death.” 12-30-1903, p. 11. Accessed 12-23-2018 at: https://newspaperarchive.com/fort-wayne-weekly-sentinel-dec-30-1903-p-11/

 

Indiana Weekly Messenger, PA. “Thermometer Touches Bottom.” 12-30-1903, p. 1. Accessed 12-29-2018 at: https://newspaperarchive.com/indiana-weekly-messenger-dec-30-1903-p-1/

 

Jasper Herald, IN. “Three Boys Frozen to Death.” 1-8-1904, p. 3. Accessed 12-23-2018 at: https://newspaperarchive.com/jasper-herald-jan-08-1904-p-3/

 

Jeffersonville National Democrat, IN. “Frozen to Death.” 1-1-1904, p. 5. Accessed 12-23-2018 at: https://newspaperarchive.com/jeffersonville-national-democrat-jan-01-1904-p-5/

 

Kokomo Daily Tribune, IN. “Dead in a Snowdrift.” 12-30-1903, p. 6. Accessed 12-23-2018 at: https://newspaperarchive.com/kokomo-daily-tribune-dec-30-1903-p-6/

 

Kokomo Daily Tribune, IN. “Man Overcome By Cold.” 12-31-1903, p. 6. Accessed 12-23-2018 at: https://newspaperarchive.com/kokomo-daily-tribune-dec-31-1903-p-6/

 

Le Mars Sentinel, IA. “Wind and Cold Weather.” 12-29-1903, p. 2. Accessed 12-25-2018 at: https://newspaperarchive.com/le-mars-sentinel-dec-29-1903-p-2/

 

Logansport Daily Reporter, IN. “January Frosts Are Very Severe.” 1-6-1904, p. 2. Accessed 12-23-2018 at: https://newspaperarchive.com/logansport-daily-reporter-jan-06-1904-p-2/

 

Middletown Daily Argus, NY. “Frozen To Death.” 1-6-1904, p. 1. Accessed 12-28-2018 at: https://newspaperarchive.com/middletown-daily-argus-jan-06-1904-p-1/

 

Muscatine Journal, IA. “Cold Wave is Passing Away.” 12-26-1903, p. 1. Accessed 12-24-2018 at: https://newspaperarchive.com/muscatine-journal-dec-26-1903-p-1/

 

Naugatuck Daily News, CT. “Ansonia Letter Carrier Dead.” 1-11-1904, p. 1. Accessed 12-28-2018 at: https://newspaperarchive.com/naugatuck-daily-news-jan-11-1904-p-1/

 

Naugatuck Daily News, CT. “Found Frozen to Death.” 1-6-1904, p. 1. Accessed 12-23-2018 at: https://newspaperarchive.com/naugatuck-daily-news-jan-06-1904-p-1/

 

Naugatuck Daily News, CT. “The Cold Wave Is Over.” 1-6-1904, p. 1. Accessed 12-23-2018 at: https://newspaperarchive.com/naugatuck-daily-news-jan-06-1904-p-1/

 

New York Times. “Aftermath of Cold Snap.” 1-7-1904, p. 16. Accessed 12-28-2018 at: https://newspaperarchive.com/new-york-times-jan-07-1904-p-16/

 

Orange County Press, Middletown, NY. “Local.” 1-8-1904, p. 6. Accessed 12-28-2018 at: https://newspaperarchive.com/middletown-orange-county-press-jan-08-1904-p-6/

 

Orange County Press, Middletown, NY. “Old Man Frozen To Death.” 1-8-1904, p. 1. Accessed 12-28-2018 at: https://newspaperarchive.com/middletown-orange-county-press-jan-08-1904-p-1/

 

Philadelphia Inquirer, PA. “Blizzard Whirls in Poconos.” 12-27-1903, p. 2. Accessed 12-29-2018 at: https://newspaperarchive.com/philadelphia-inquirer-dec-27-1903-p-2/

 

Philadelphia Inquirer, PA. “Dead in his Dugout Where Wildcats Howl.” 1-4-1904, p. 3. Accessed 12-29-2018 at: https://newspaperarchive.com/philadelphia-inquirer-jan-04-1904-p-3/

 

Philadelphia Inquirer, PA. “In Icy-Fingered Grip of Whirling Blizzard.” 1-4-1904, p. 3. Accessed 12-29-2018 at: https://newspaperarchive.com/philadelphia-inquirer-jan-04-1904-p-3/

 

Philadelphia Inquirer, PA. “Overcome By Cold, Perish By Wayside.” 1-5-1904, p. 3. Accessed 12-23-2018 at: https://newspaperarchive.com/philadelphia-inquirer-jan-05-1904-p-3/

 

Philadelphia Inquirer, PA. “With Blizzard Snow King Lashes State; Trolley Lines Tied Up; Steam Cars Struggle.” 1-3-1904, p. 3. Accessed 12-29-2018 at: https://newspaperarchive.com/philadelphia-inquirer-jan-03-1904-p-3/

 

Post-Standard, Syracuse, NY. “In the Grasp of a Blizzard,” 12-28-1903, p. 10. Accessed 12-28-2018 at: https://newspaperarchive.com/syracuse-post-standard-dec-28-1903-p-10/

 

Postville Review, IA. “News of the World…Domestic.” 1-8-1904, p. 6. Accessed 12-25-2018 at: https://newspaperarchive.com/postville-review-jan-08-1904-p-6/

 

Salt Lake Herald, UT. “Coldest Since 1875. Delaware River Frozen Over for the First Time in Many Years.” 1-6-1904, p. 2. Accessed 12-23-2018 at: https://newspaperarchive.com/salt-lake-city-herald-jan-06-1904-p-2/

 

Salt Lake Herald, UT. “Factories Close Down.” 1-6-1904, p. 2. Accessed 12-23-2018 at: https://newspaperarchive.com/salt-lake-city-herald-jan-06-1904-p-2/

 

Salt Lake Herald, UT. “Intensely Cold.” 1-6-1904, p. 2. Accessed 12-23-2018 at: https://newspaperarchive.com/salt-lake-city-herald-jan-06-1904-p-2/

 

Salt Lake Herald, UT. “Mercury Seeks Bottom of Bulb.” 1-6-1904, p. 2. Accessed 12-23-2018 at: https://newspaperarchive.com/salt-lake-city-herald-jan-06-1904-p-2/

 

Salt Lake Herald. “Mercury Way Down.” 1-6-1904, p. 2. Accessed 12-23-2018 at: https://newspaperarchive.com/salt-lake-city-herald-jan-06-1904-p-2/

 

Salt Lake Herald, UT. “Thermometers Burst. Mercury at Orange, Mass., Reached 50 Below.” 1-6-1904, p. 2. Accessed 12-23-2018 at: https://newspaperarchive.com/salt-lake-city-herald-jan-06-1904-p-2/

 

Salt Lake Herald, UT. “Traffic Delayed.” 1-6-1904, p. 2. Accessed 12-23-2018 at: https://newspaperarchive.com/salt-lake-city-herald-jan-06-1904-p-2/

 

Salt Lake Herald, UT. “Twenty-nine Below.” 1-6-1904, p. 2. Accessed 12-23-2018 at: https://newspaperarchive.com/salt-lake-city-herald-jan-06-1904-p-2/

 

Sandusky Evening Star, OH. “Around About.” 1-5-1904, p. 4. Accessed 12-28-2018 at: https://newspaperarchive.com/sandusky-evening-star-jan-05-1904-p-4/

 

Sedalia Sunday Sentinel, MO. “Fierce Blizzard in the East.” 1-8-1904, p. 2. Accessed 12-28-2018 at: https://newspaperarchive.com/sedalia-weekly-sentinel-jan-08-1904-p-2/

 

Sunday Herald, Syracuse, NY. “Killed in Snowstorm.” 1-3-1904, p. 22. Accessed 12-28-2018 at: https://newspaperarchive.com/syracuse-sunday-herald-jan-03-1904-p-23/

 

The News, Frederick, MD. “Cold Records Broken.” 1-6-1904, p. 1. Accessed 12-26-2018 at: https://newspaperarchive.com/news-jan-06-1904-p-1/

 

The News, Frederick, MD. “Four Dead In New York.” 1-6-1904, p. 1. Accessed 12-26-2018 at: https://newspaperarchive.com/news-jan-06-1904-p-1/

 

The Register, Rake, IA. “A Week’s Record.” 1-1-1904, p. 2. Accessed 12-25-2018 at: https://newspaperarchive.com/rake-register-jan-01-1904-p-2/

 

Titusville Morning Herald, PA. “Frank Friel Found Frozen at His Hovel.” 1-6-1904, p. 1. Accessed 12-29-2018 at: https://newspaperarchive.com/titusville-herald-jan-06-1904-p-1/

 

Upper Des Moines Republican, IA. “Death and Woe in Frigid Blast.” 12-30-1903, p. 7. Accessed 12-25-2018 at: https://newspaperarchive.com/algona-upper-des-moines-dec-30-1903-p-7/

 

Waterloo Daily Reporter, IA. “Found Body in Filth.” 1-4-1904, p. 2. Accessed 12-25-2018 at: https://newspaperarchive.com/waterloo-daily-reporter-jan-04-1904-p-2/

 

 

[1] Naugatuck Daily News, CT. “Ansonia Letter Carrier Dead.” 1-11-1904, p. 1. Notes that he was able to get back home, but was stricken blind “and went into convulsions which ended in his death.”

[2] Boston Globe, MA. “Fatal Attempt to Get Warm.” 1-6-1904, p. 4. Writes that two-year-old Anthony Rangewitz scalded his lungs with steam and died within thirty minutes.

[3] Boston Globe, MA. “Body Found In Drift.” 1-4-1904, p. 2.

[4] Boston Globe, MA. “Body Found In Drift.” 1-4-1904, p. 2. Do not know which of two reports is correct.

[5] Boston Sunday Post, MA. “Three Killed in Storm.” 1-3-1904, p. 4. Article notes that this was during a “blinding snowstorm,” and that the fang of about twenty men neither saw nor heard the oncoming train.

[6] Dubuque Telegraph-Herald, IA. “Cyclone in the South.” 12-27-1903, p. 1.

[7] Dubuque Telegraph-Herald, IA. “Cyclone in the South.” 12-27-1903, p. 1.

[8] Atlanta Constitution, GA. “Negro Frozen Near Rome.” 12-29-1904, p. 12.

[9] Burlington Hawk-Eye, IA. “Death and Ruin On Icy Blasts.” 12-26-1903, p. 1.

[10] Upper Des Moines Republican, IA. “Death and Woe in Frigid Blast.” 12-30-1903, p. 7. Notes he was 43.

[11] Upper Des Moines Republican, IA. “Death and Woe in Frigid Blast.” 12-30-1903, p. 7.

[12] Postville Review, IA. “News of the World…Domestic.” 1-8-1904, p. 6.

[13] Fort Wayne Weekly Sentinel. “Two Frozen To Death.” 12-30-1903, p. 11.

[14] Chariton Democrat, IA. “Frozen to Death in Illinois.” 1-7-1904, p. 7.

[15] Fort Wayne Weekly Sentinel. “Two Frozen To Death.” 12-30-1903, p. 11.

[16] “Slipping and staggering on the frozen streets during the fiercest part of the blizzard yesterday afternoon [25^th], Edward Week, fifty-eight years old…was run down by an interurban car…and killed.” (Fort Wayne Weekly Sentinel, IN. “Man Struck by Train.” 12-30-1903, p. 11.)

[17] Kokomo Daily Tribune, IN. “Man Overcome By Cold.” 12-31-1903, p. 6.

[18] Kokomo Daily Tribune, IN. “Dead in a Snowdrift.” 12-30-1903, p. 6. Victim identified as Gideon W. Harris.

[19] Waterloo Daily Reporter, IA. “Found Body in Filth.” 1-4-1904, p. 2. “In a room reeking with filth, situated on the third floor of an abandoned warehouse building at 216 East Front street, Constable Holliday yesterday [Jan 3] found the frozen body of George Shipper, aged 73 years, which had evidently been separated from life for thirty-six hours…a coroner’s jury…declared that the man had come to his death through exposure.”

[20] Dubuque Telegraph-Herald, IA. “Frozen to Death.” 12-28-1903, p. 8.

[21] Atlanta Constitution. “Two Men Frozen To Death.” 12-29-1904, p. 9.

[22] Atlanta Constitution. “Two Men Frozen To Death.” 12-29-1904, p. 9.

[23] Boston Globe, MA. Three Men Lost. Dredger at Bottom. Went Down Suddenly.” 12-26-1903, p. 1. Notes: “After being pounded for several hours by one of the heaviest seas ever known in Boston harbor, the dredger Gen Poe, the biggest dredging machine in Massachusetts bay, went to the bottom this morning, carrying down with her three men. The catastrophe occurred in Broad sound, midway between Deer Island light and Nix’ mate, at 10:45 a.m., and she now lies in 40 feet of water. The drowned are: George W. Coombs, a government inspector; William O’Neil, a blacksmith employed on the dredger; T. Jones, a deck hand….”

[24] Boston Sunday Post, MA. “5 Dead in Boston’s Raging Blizzard.” 1-3-1904, p. 2.

[25] Boston Sunday Post, MA. “Four Deaths in Boston Attributed to Storm.” 1-3-1904, p. 4.

[26] Boston Sunday Post, MA. “Four Deaths in Boston Attributed to Storm.” 1-3-1904, p. 4.

[27] Boston Sunday Post, MA. “Four Deaths in Boston Attributed to Storm.” 1-3-1904, p. 4.

[28] Boston Sunday Post, MA. “Four Deaths in Boston Attributed to Storm.” 1-3-1904, p. 4.

[29] “One death was due to the low temperature. Harry Stillman, a seaman, was overcome by the cold while climbing around the rigging of the schooner Maggie Hurley…late yesterday afternoon. Being number with the cold, he lost his hold and fell into the water. As soon as he was taken from the water he was hurried to the relief hospital, but the physicians there said that he was dead…Stillman was about 45 years old….” (Boston Globe, MA. “Cold Nips Many. More Than 100 Go to the Hospitals.” 1-5-1904, p. 2.)

[30] Boston Sunday Post, MA. “5 Dead in Boston’s Raging Blizzard.” 1-3-1904, p. 2.

[31] Boston Sunday Post. “Railroad Man Killed While Clearing Tracks.” 1-3-1904, p. 4. Notes victim was hit in the Cambridge freight yards “just below East street…and, on account of the storm, did not hear the approaching train.”

[32] Boston Globe, MA. “Died Of Exposure.” 1-4-1904, p. 2.

[33] Boston Post, MA. “Body of a Woman in Nantasket Surf.” 1-4-1904, p. 8. Writes: “The…body of a woman was beaten against the rocks by the heavy combers near the foot of Atlantic Hill this morning, and the belief is entertained that another ship was wrecked in Saturday’s storm [Jan 2].

[34] Salt Lake Herald, UT. “Thermometers Burst. Mercury at Orange, Mass., Reached 50 Below.” 1-6-1904, p. 2.

[35] Boston Daily Globe, MA. “Frozen To Death.” 12-28-1903, p. 1.

[36] Naugatuck Daily News, CT. “Found Frozen to Death.” 1-6-1904, p. 1.

[37] Jasper Herald, IN. “Three Boys Frozen to Death.” 1-8-1904, p. 3. Daily News, Marshall, MI, of 1-4-1904, notes “Two Loundsberg and one Dutcher boys were discovered Sunday frozen stiff upon the ice.” (“Frozen in the Ice.”

[38] Evening Record, Traverse City, MI. “Condensed News of Michigan.” 1-7-1904, p. 2.

[39] Logansport Daily Reporter, IN. “January Frosts Are Very Severe.” 1-6-1904, p. 2. Victim identified as Edward Edmundson, from Greenfield, TN.

[40] Burlington Hawk-Eye. “Found Frozen to Death.” 12-27-1903, p. 3.

[41] Sunday Herald, Syracuse, NY. “Killed in Snowstorm.” 1-3-1904, p. 22.

[42] Boston Globe, MA. “More Deaths in New York.” 1-6-1904, p. 4.

[43] Sedalia Sunday Sentinel, MO. “Fierce Blizzard in the East.” 1-8-1904, p. 2.

[44] Naugatuck Daily News, CT. “The Cold Wave Is Over.” 1-6-1904, p. 1.

[45] New York Times. “Aftermath of Cold Snap.” 1-7-1904, p. 16. “…death being superinduced by the cold.”

[46] “New York, Jan 6-Deaths and injuries from gas during the recent cold snap have been numerous in the city. Gas froze in many flats and apartments. When Capt. Larsen of the freight barge Claremont opened to door of the cabin today he was met by a rush of coal gas that nearly stifled him. In the cabin he found his mate, Sigmund Goldgrandsen, dead, seated beside the stove. A surgeon from the Presbyterian hospital said the mate had been overcome by the gas fumes. Frederick C. Johnson, 18 years old, was asphyxiated today in his room at 31 Irving pl. Johnson was visiting his uncle, Henry P. Haven, a contractor. The gas pipes in the house had been frozen. Johnson had tried in vain to light his gas on retiring last night and had left the jet turned on. The gas thawed out and killed him. When Frank Coffey retired last night in his room at the New York hotel, 1541 Broadway, he left the gas burning. The gas froze during the night and the light went out. Early this morning the pipes in the building were thawed out and the gas flowed from the open jet in Coffey’s room Coffey was found dead. Two other lodgers were found unconscious. Two other deaths were also reported from the same cause.” (Boston Globe, MA. “Melting Gas Killed Four.” 1-7-1904, p. 8.) [Blanchard: Writes of four deaths; describes three, naming victims, then notes there were two other similar deaths. If so, the total would be five, not four.]

[47] Boston Globe, MA. “Melting Gas Killed Four.” 1-7-1904, p. 8.

[48] Boston Globe, MA. “Melting Gas Killed Four.” 1-7-1904, p. 8.

[49] New York Times. “Aftermath of Cold Snap.” 1-7-1904, p. 16. Victim was on the top floor of his home.

[50] New York Times. “Aftermath of Cold Snap.” 1-7-1904, p. 16. Writes: “The gas pipes had been frozen, and the gas fitters, pouring quantities of wood alcohol down the pipes, melted the frozen pipes so that the gas flowed as well as before. Young Johnson did not know it and paid no attention to the open gas jet in his room.”

[51] Boston Globe, MA. “New York Feels Effect of the Storm.” 1-4-1904, p. 3. Victim was the engine fireman.

[52] Boston Globe, MA. “Perished in New York.” 1-4-1904, p. 7.

[53] Boston Globe, MA. “Perished in New York.” 1-4-1904, p. 7.

[54] Orange County Press, Middletown, NY. “Local.” 1-8-1904, p. 6.

[55] Catskill Mountain News, NY. “News Notes From All About.” 1-1-1904, p. 6.

[56] Boston Globe, MA. “New York Feels Effect of the Storm. Staten Island Man Found Dead…” 1-4-1904, p. 3. On page 7 of evening edition the age is provided and it is noted he lived in Clifton and was found in Clifton park.

[57] Sandusky Evening Star, OH. “Around About.” 1-5-1904, p. 4.

[58] Cook County Herald, Arlington Heights, IL. “Two Men Frozen to Death.” 1-8-1904, p. 3. Writes that Helpen fall from a pole, spraining his hip and was thus unable to move to safety. “The temperature had ranged from 10 to 20 degrees below zero.”

[59] Defiance Crescent News, OH. “Frozen to Death.” 12-28-1903, p. 5.

[60] Philadelphia Inquirer, PA. “Overcome By Cold, Perish By Wayside.” 1-5-1904, p. 3.

[61] “Williamsport, Pa., Jan. 3.–Word has been received here of the finding of the body of August Swanson, a hermit, who was frozen to death in the intense cold of last week. Curled up before the hearth in a crude dugout in the wilds of Potter county, the body was found yesterday by two woodsmen. Every article of furniture had been burned by the old man in an effort to save himself. Outside the snow was covered with the tracks of catamounts and wild cats, which had tried to break into the hut. While one of he men stood guard with a gun the other summoned help from the nearest neighbor, seven miles away.” (Philadelphia Inquirer, PA. “Dead in his Dugout Where Wildcats Howl.” 1-4-1904, p. 3.)

[62] Altoona Mirror, PA. 1-5-1904, p. 4, column 2.

[63] Middletown Daily Argus, NY. “Frozen To Death.” 1-6-1904, p. 1. Another source notes his home was between Glen Eyre and Kimbles. (Orange County Press, Middletown, NY. “Old Man Frozen To Death.” 1-8-1904, p. 1.)

[64] Philadelphia Inquirer, PA. “Overcome By Cold, Perish By Wayside.” 1-5-1904, p. 3. Notes: “This section is experiencing the coldest weather in years, the mercury going to 10 degrees below zero at times.”

[65] Titusville Morning Herald, PA. “Frank Friel Found Frozen at His Hovel.” 1-6-1904, p. 1.

[66] Philadelphia Inquirer, PA. “Overcome By Cold, Perish By Wayside.” 1-5-1904, p. 3. Notes: “Benjamin Gerhart, of Kleinfeltersville, drove ten miles in a blinding snow storm to Womelsdorf and then dropped dead of paralysis of the heart, superinduced by the severe cold.”

[67] Boston Globe, MA. “Four Deaths Due to Cold.” 1-5-1904, p. 3. “Providence, Jan 4….Several deaths  have been due to the severe cold and exposure to the blizzard. There were four more today…” For the purpose of contributing to a tally we translate several into three.

[68] “Providence, Jan 9–While clearing snow from the tracks at the Brayton Av crossing of the NY, NH & H railroad today, Daniel Shea, about 35 years of age, and James Shea, 24 years of age, were struck and instantly killed by the northbound New York express. The two men had stopped off one track to get out of the way of a local train, and had no sooner got on the other track when the express struck them.” (Boston Globe, MA. “Snow Shovelers Killed.” 1-10-1904, p. 8.)

[69] The Register, Rake, IA. “A Week’s Record.” 1-1-1904, p. 2.

[70] Jan 9 was a Saturday, thus it appears very unlikely that the reference to Saturday night was the 9^th. The previous Saturday was Jan 2.

[71] We have seen other reporting that appears to put the deaths on or about Jan 2.

[72] There is a Hog Island within the Virginia Barrier islands near Exmore in Northampton County. We presume this is the island in reference.

–40 Gottehrer. The Associated Press Stylebook for Alaska (Revised 2nd edition). 2000, p. 91.
–30 Alaskashipwreck.com. Alaska Shipwrecks. “Alaska Shipwrecks 1900-1925.”
–30 Alaskashipwreck.com. Alaska Shipwrecks. “Shipwrecks A-Z.” “D.”
–30 U.S. Steamboat-Inspection Service. Annual Report 1904, p. 6.
–30 U.S. Steamboat-Inspection Service. Annual Report 1905, p. 31.
–26+ AK Bur. Ocean Energy Mgmt., Reg., Enforce. Alaska’s Worst All Time Shipping Losses.

Narrative Information

Alaska Bureau Ocean Energy Mgmt.: “Nov 1, 1903. Steamer Discovery. Foundered. Off Lituya Bay, Gulf of Alaska. 26+ (all hands).” (AK Bur. Ocean Energy Mgmt., Reg., Enforce. Alaska’s Worst All Time Shipping Losses.)

Alaskashipwreck.com: “1903…Discovery…SC [south central area]…90 Foot…Wood Steamer… 30 [lives lost.” (Alaska Shipwrecks. “Alaska Shipwrecks 1900-1925.”

Alaskashipwreck.com: “Discovery (1903). The 209 ton wood steamer Discovery is ‘supposed to have been lost during the night of November 1, 1903.’ The vessel departed Yakutat November 1, 1903 with about 14 passengers and about 16 crewmembers. She was never heard from again. The following are excerpts from the wreck report filed at Port Townsend, Washington by B Hasting, President of the Discovery Transportation Company who owned the Discovery:

Supposed to be between Yakutat and Cross Sound. Supposed to have foundered. Heavy gale from ENE with southeast & southwest cross sea running. Wind 60 mi.; dark night.

Revenue Cutter Rush was sent from Sitka after some weeks, but found no tidings. Since then report comes of Indians finding hull of vessel. This has not been confirmed. Parties coming from Cape Yakataga to Kayak, in November report finding doors, windows, and broken parts of steamers house on beach, also life preservers marked Str Discovery. This is same way the Discovery life preservers were marked.

We are convinced the Discovery is lost with all hands on board. The exact time and how the accident occurred will never be known.

“According to the wreck report, along with the Discovery an estimated 30 passengers and crew were lost including J W McGrath, Charles Mokler, Ed Nord, Guy Trolford, Ed Van Dice, R Price, Christ Judson, — Shady, A Dergin, William Dangerfield, Albert R Cassell, Robert Carlson, — Hans; Joe Birry and wife, Captain Seabery and George Powell. The Discovery was valued at $24,000 at the time of the loss and was insured for $12,000.

“Other reports of the fate of the Discovery state that all but one of the passengers who had started with the vessel at Nome, had quit the trip at Unga, Kodiak and Valdez claiming that the Discovery was not seaworthy. The remaining 26 persons aboard, mostly crew, were lost with the vessel somewhere between Middleton Island and Cross Sound. One questionable report from a claimed survivor has the vessel striking an iceberg at Cross Sound. The cabin of the Discovery was reported found in August of 1904, storm ravaged and buried in beach sand on Middleton Island.

“A second more credible report was published a year after the disappearance. Chief John of the Lituya Bay Native Tribe was said to have witnessed the loss of the Discovery the afternoon of November 2, 1903 outside of Lituya Bay. His story did not reach the south until late the following year. According to a credible source, the Chief watched as the Discovery attempted to enter the bay but the waterlogged vessel seemed out of control. After an hour or so the steamer was said to have gone down in the stormy seas with no chance for survivors. She was last seen attempting to round the point on the southern side of Lituya Bay.

“Mapping and Location: South Central Alaska 59 32 30 N 139 51 30 W Chart 16760.

“Additional Information: Tonnage 209 Gross 111 Net, Length 90, Built 1889, Registered Port Townsend Washington, ON 157263, Master M R Walters of Port Townsend, Last Port Yakutat November 1, 1903, Destination Port Townsend via Cross Sound.

“Sources: 1. U S Customs Wreck Report January 22, 1904, 2. Shipwrecks of the Alaskan Shelf and Shore (1992), 3. Daily Alaska Dispatch (August 5, 1904) “Discovery Wreck Found” Front Page, 4. Morning Olympian (October 6, 1904) “Saw Discovery Sink in Stream” Pgs 1&3.”

Gottehrer: “Nov. 1, 1903. The steamer Discovery disappeared between Yakutat and Cape Spencer. An estimated 40 people were on board. A newspaper report of the search period stated the full passenger list would never be known.” (Gottehrer. The Associated Press Stylebook for Alaska (Revised 2nd edition). 2000, p. 91.)

US SIS: “…the steamer Discovery [foundered] off the southeastern coast of Alaska about November 1, 1903, with a loss of 30 lives.” (U.S. Steamboat-Inspection Service. Annual Report 1904, p. 6.)

US SIS: “November 1. – Steamer Discovery, 209 gross tons, Marshall R. Walters, master, was lost with all hands somewhere between Yakutat and Cross Sound, Alaska, about November 1, 1903. Wreckage found on different places along coast, but no trace of ship’s boats or hull. At the time of the supposed wreck there was a gale of southwest blowing and much ice reported coming out of Cross Sound. Thirty lives lost – 13 passengers and 17 crew….” (U.S. Steamboat-Inspection Service. Annual Report 1905, p. 31.)

Sources

Alaska Bureau of Ocean Energy Management, Regulation and Enforcement. Alaska’s Worst All Time Shipping Losses. Accessed 7-18-2011 at: http://www.alaska.boemre.gov/ref/ships/

Alaskashipwreck.com. Alaska Shipwrecks. “Alaska Shipwrecks 1900-1925.” Accessed 11-16-2021 at: https://alaskashipwreck.com/alaska-shipwrecks-1729-2012/alaska-shipwrecks-1900-1925/

Alaskashipwreck.com. Alaska Shipwrecks. “Alaska Shipwrecks A – Z.” Accessed 11-16-2021 at:

Alaska Shipwrecks (D)

Gottehrer, Dean M. The Associated Press Stylebook for Alaska (Revised and 2nd edition). Fairbanks, Alaska: Epicenter Press, 2000. Partially digitized by Google at: http://books.google.com/books?id=O53zwdFYTGEC&printsec=frontcover#v=onepage&q&f=false

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, 1904. Washington, DC: Government Printing Office, 1904. 332 pages. Google digitized and accessed at: http://books.google.com/books?id=6lYpAAAAYAAJ

— 19 U.S. Steamboat-Inspection Service. Annual Report…1904, pp. 6, 20.
— 18 Marshall, Don. Oregon Shipwrecks. Portland, OR, 1984, pp. 27-28.
— >18 Oakland Tribune. “Steamer South Portland Wrecked…Thirty-Six…Lost.” 10-20-1903.
— >15 Chicago Daily News Almanac and Yearbook for 1904. “Events of 1903.” 1903. p. 243.

Narrative Information

Marshall: “….En route Portland-San Francisco under the command of part-owner Captain J. B. McIntyre, the vessel carried a wheat cargo, 14 passengers and a crew of 25. She struck Cape Blanco reef bow-on at seven knots and immediately began to fill; the first boat away contained the captain; two other boats capsized. Mate Charles Bruce remained aboard and tried to run the sinking vessel to shore. He later endeavored to protect the captain by testifying the he asked the captain to leave; 18 souls perished from drowning and exposure. The captain was found criminally negligent for leaving the ship….” (Marshall, Don. Oregon Shipwrecks. Portland, OR, 1984, p. 28.)

U.S. Steamboat Inspection Service: “…the steamer South Portland [stranded] on Cape Blanco, Oregon, on October 19, 1903, by which 19 lives were lost…” (U.S. Steamboat-Inspection Service. Annual Report 1904, p. 6.)

“Steamer South Portland, 909 gross tons, struck on a rock near Cape Blanco, Oregon, in a thick fog, at 4:40 p.m., and sunk in 45 minutes afterwards. Eight passengers, 9 crew, and 2 stowaways lost their lives in this disaster, 5 of these dying from exposure on life rafts…This case was investigated and the license of Capt. James B. McIntyre, master, was revoked on November 23 for reason of his unskillfulness and negligence in the navigation of the steamer and in his duties as master after the steamer struck. Moreover, he did not have fire and boat drills on board during the time he had command of this steamer….” (US Steamboat-Inspection Service. Annual Report 1904, pp. 6, 20.)

Newspaper

Oct 20: “Marshfield, Or., Oct 20. – The steamship South Portland, which sailed from Portland early Sunday [Oct 18] morning for San Francisco, was wrecked last evening [Oct 19] near Bandon, on the southwestern coast of Oregon, and it is feared that a large number of passengers and crew have been drowned. The vessel struck about 5 o’clock, just as it was growing dark, and sank in a few minutes. The vessel had 36 souls on board, 22 in the crew and 14 passengers.

“Two boats were manned but both capsized and several of the occupants were thrown into the sea and drowned. The captain, the cook and five passengers reached shore in safety, but it is feared that at least 18 people have been drowned.

“A life raft was seen in the breakers this morning with 12 people on it and the life-saving crew is now endeavoring to rescue them.

“In a blinding fog the steamer South Portland, bound for San Francisco from Portland with a cargo of wheat and carrying a crew of 22 men and 14 passengers, struck Cape Blanco reef while steaming at the rate of seven knots…..

“The South Portland struck bow on, which lifted her forward parts high out of the water and she settled aft and later slid off the rocks and immediately began to fill with water. The captain, seeing that all hopes of saving his ship were gone, gave orders to man the boats with all possible haste. Two boats and the life-raft were lowered.

“One boat containing the captain and seventeen souls capsized as they were getting away from the sinking steamer, and only seven of the eighteen were able to get into the boat again. The other boat also capsized and was seen drifting away in the thick fog without a person in sight.

“The survivors of the ill-fated steamer reached Port Orford last evening in a pitiable condition from exposure to the cold winds and waves. They have little hopes for the remainder of the passengers and crew….” (Oakland Tribune. “Steamer South Portland Wrecked…Thirty-Six… Lost.” 10-20-1903, p. 1.)

Sources

Chicago Daily News Almanac and Yearbook for 1904. “Events of 1903,” p. 243. Chicago: Chicago Daily News Co., 1903. Digitized by Google at: http://books.google.com/books?id=o20TAAAAYAAJ&printsec=frontcover#v=onepage&q&f=false

Marshall, Don. Oregon Shipwrecks. Portland, OR: Binford & Mort Publishing, 1984.

Oakland Tribune, CA. “Steamer South Portland Wrecked and Thirty-Sic People are Lost.” 10-20-1903, 1. At: http://www.newspaperarchive.com/FullPagePdfViewer.aspx?img=44347759

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, 1904. Washington, DC: Government Printing Office, 1904. 332 pages. Google digitized and accessed at: http://books.google.com/books?id=6lYpAAAAYAAJ

— 19 Chicago Daily News Almanac and Yearbook for 1904. “Events of 1903.” 1903. p. 243.
— 12 Clinton Morning Age (IA). “Lake Steamer is Wrecked…Erie Hackley…,” Oct 6, 1903, 1.
— 12 Deseret News, Salt Lake. “Twelve…Drowned…Steamer J.H. Hackley…” 10-5-1903, 7.
— 11 Blanchard fatality estimate.*
— 11 Boyer. Ships and Men of the Great Lakes. 1977. (Excerpts by Jim & Alice LaPeer.)
— 11 Find A Grave. “Shipwreck – Erie L. Hackley.” Accessed 11-25-2020
— 11 Milwaukee Journal, WI. “Eleven Drown in Green Bay…Steamer Hackley.” 10-5-1903, 1
— 11 New York Times. “Wreck on Lake Michigan. Steamer Sinks…” 10-5-1903, p. 1.
— 11 Podgers. “Peninsula Connections…Green Bay…” Door County Magazine. Spring 2011.
— 11 Shelak. Shipwrecks of Lake Michigan. 2003, pp 29-30.
— 11 Swayze. Shipwreck!…Directory of…Shipwrecks on the Great Lakes. 1992, p. 104.
— 11 U.S. Steamboat Inspection Svc. Annual Rpt.…Fiscal Year Ended June 30, 1904. 1904, 76.

* Blanchard fatality estimate. We have looked for and found obituaries for eleven people lost on the Hackley. We see thirteen names altogether in newspaper reports. One, Trunchley, noted as a cook, seems to be a mistaken identification of Carl Pelkey, whose obituary notes he was a cook on the Hackley, and we are skeptical there were two. The other name in early newspaper reports is that of a N. Fitzsimmons of Jacksonport. We have not been able to identify such a person and believe this to be mistaken. Thus, it appears to us there were eleven deaths, not twelve.

Narrative Information

Podgers: “The Erie L. Hackley was one of several ship lines that performed regular ‘runs’ between the various Door County [WI] ports and Menominee [MI]. Owned and operated by Four Fish Creek [WI] men, the Hackley provided a transportation service for the transport of passengers and freight. On the evening of October 3, 1903, the Hackley was returning from Menominee when a squall blew just as the ship rounded Green Island, five miles from the shoreline. Within minutes the storm entrapped the vessel and she plummeted 115 feet to the bottom of the bay. Of the 19 crew and passengers, 11 perished that night, all of them Fish Creek residents. The tragedy was shared by communities on both shores.” (Podgers, Patty. “Peninsula Connections, Opposite Sides of Green Bay Have Shared Prosperity and Tragedy.” Door County [WI] Magazine. Spring 2011.)

US Steamboat Inspection Service: “Local District of Milwaukee, Wis. 1903….

“October 16 [sic]. – Steamer Erie L. Hackley left Menominee bound for Egg Harbor, Wis. When about one hour out was struck by a heavy squall, thrown down on her beam end and sunk. Her master, cook, and deck hand, and eight passengers were lost. Valuation of steamer is estimated at $3,000.” (U.S. Steamboat Inspection Service. Annual Report of…for the Fiscal Year Ended June 30, 1904. 1904, p. 76.)

Newspapers

Oct 4: “Marietta, Wis., Oct 4. – During a squall last night on Lake Michigan the steamer Erie L. Hackley capsized, and eleven persons, three of whom were women, were drowned. The Goodrich Line steamer Sheboygan rescued the other seven persons on board the Hackley, all men, after they had drifted all night in Green Bay, clinging to bits of wreckage, and brought them to Fish Creek to-day.

“The Hackley was struck by the squall when off Green Island, seven miles from this port. The upper works of the vessel were blown away, and the boat then turned over and went down in deep water.

“The drowned were Capt. Joseph Voreous of the Hackley, Cook Truchly, and the following passengers: Freeman Thorp, Edna Barringer and her brother Lawrence, Henry Rabitor, and Carl Kelky, all of Fish Creek, Wis.; Nels Nelson, Sturgeon Bay; Frances Vincent and her sister of Egg Harbor, Wis., and George Le Clair, Jr., and N. Fitzsimmons, both of Jackson Port, Wis. ….

“As the Hackley went to the bottom all except the Captain, who stuck to his vessel, seized on floating pieces of wreckage. The waves were rolling high, and several of those who at first saved themselves from immediate death lost strength and sank. It was not until 7 o’clock this morning that the steamer Sheboygan sighted the helpless survivors and effected their rescue.

“The officers of the Sheboygan feel sure that they took aboard every person afloat, but some of the persons who were rescued say that it is possible that one or more of the eleven persons missing may have escaped death. Not much credence is given this view by the sailors of the Sheboygan.

“The Sheboygan ran into Fish Creek when hope of rescuing other persons seemed improbable. The rescued persons were so exhausted from their struggle against drowning that they were unable for some time to tell anything about the wreck. The persons saved by the Sheboygan say that with the crashing away of the upper works all persons aboard the Hackley ran on deck. Hasty preparations for a plunge into the water were begun, but before any plans could be carried out the boat listed, turned over, and went down like a rock.

“Search is still making for any person who may have escaped death and for the bodies of those who were drowned.

“The Erie L. Hackley was a 54-ton screw steamer which was built at Muskegon, Mich., in 1882. The Hackley was owned in Fish Creek by Capt. Voreous and other residents of that village. The steamer made a trip every other day between Sturgeon Bay and Washington Island, going up one day and back the next.

“Sturgeon Bay, Wis., Oct; 4. – Purser Blakefield, one of the survivors of the Hackley, who was on the steamer Sheboygan when it reached here, gave a vivid description of the wreck. He said:

The squall struck us about 6 o’clock as we were just north of Green Island. It came suddenly, and with terrific fury. I was in the pilot house with the Captain, who had just said that the elements looked threatening, and that he would try to run to port. When the first fierce gust hit us the Captain tried to throw the boat up into the wind, but his efforts to do so were unavailing. Then I joined him at the wheel, but our combined efforts were not sufficient to make her mind the wheel.

Then of a sudden she lifted, and began to fill with water. Realizing that the passengers and crew were becoming panic-stricken I left the Captain in the pilothouse and ran aft to let down the lifeboat. By the time I got aft the Hackley was filling so rapidly that it was apparent it would be impossible to launch any boat. There came another fierce blast, and the upper works went by the board.

Then the steamer began to sink rapidly, and it was apparent her settling to the bottom would be a question of only a few moments. Eighteen of the nineteen people aboard were gathered on the deck, most of them in a state of panic.

The situation was made particularly heart-rending by the women, who shouted hysterically, imploring the men to save them, and accompanied their appeals for assistance with prayers.

As the boat sank it was clear that there was only one hope of any one being saved, and that was by clinging to the wreckage. I gave orders for the men to put the women on it first.

They did so, and behaved well, every man remaining on the sinking boat until the women had been placed on pieces of the cabin and other wreckage. It was then a wild scramble on the part of each man to get such pieces of planking as he could secure and cling to them.

Every man found something to float on except the Captain, who remained in the pilot house to the last, doing his best to right the boat. He finally went down with her.

We floated on different pieces and for a few minutes we were in sight of each other, but soon darkness came on and we separated.

The last persons that I saw, except for those with me, were the two Vincent girls from Egg Harbor, who were floating together. They seemed to have recovered entirely from their first fright, and were making a brave struggle for their lives, a struggle which now seems to have been in vain.

Those of us who were fortunate to escape clung to the wreckage all night, bitten by the cold wind and benumbed by the colder-water, and the surprise is that we did not all die of exposure. We drifted I know not where until picked up by the Sheboygan.

“Capt. J. B. Johnson of the Sheboygan, which picked up the survivors, said:

This morning, when near Strawberry Island, I saw wreckage which I knew was fresh, and began to search the surroundings in order to discover the survivors if there were any. Near Green Island I discovered five persons clinging to wreckage, and got them on board after considerable difficulty.

Soon I discovered two other men on different pieces of planking, and also succeeded in getting them on board. The men were in a state of great exhaustion, and the condition of some of them is still serious.

“The Hackley left Menominee, Mich., Saturday afternoon late, and was bound for Fish Creek and Green Bay.” (New York Times. “Wreck on Lake Michigan. Steamer Sinks…” 10-5-1903, p. 1.)

Oct 5: “Marinette, Wis., Oct. 5. — During a squall Saturday night on Lake Michigan the steamer Erie Hackley capsized and 12 persons were drowned. The Goodrich line steamer Sheboygan rescued the other nine persons on board the Hackley, after they had floated about all night on pieces of wreckage. The Hackley was struck by the squall when seven miles off Green island. The upper work was blown away before the men could reach a haven. The boat then turned over and went down in deep water. The drowned are:

Joseph Vorous, captain of the Hackley;
Trunchley, cook of the Hackley, and the following passengers:
Freeman Thorp, Fish Creek [WI];
Edna Barringer, Fish Creek;
Lawrence Barringer, brother of Edna Barringer, Fish Creek;
Frances [Ethel] Vincent, Egg Harbor [WI];
[Edna] Vincent, sister of Frances [Ethel], Egg Harbor;
George LeClair, Jr., Jacksonport, Wis.;
N. Fitzsimmons, Jacksonport; [We can find no obituary for N. Fitzsimmons.]
Henry Rabbitor [Robertoy], Fish Creek;
Carl Kelky [Pelkey], Fish Creek;
Nels Nelson, Sturgeon Bay.[?]
[Not listed: Hugh Miller, deck hand; body lost at sea, about 19 or 20.

“It was several hours after the Hackley sank before the Sheboygan have within hailing distance. The shouts of the floating men attracted the attention of the sailors on the Sheboygan, and every assistance was lent. The rescue was effected at 7 a.m. The officers of the Sheboygan feel sure that they took aboard every person afloat. Some of the persons who were rescued say that it is possible that one or more of the eleven persons missing may have escaped death. This view is not given much credence by the sailors of the Sheboygan. The Sheboygan made into Fish Creek when hope of rescuing other persons seemed improbable. The rescued persons were so exhausted from their struggle against drowning that they were unable for some time to tell anything about the wreck.” (Clinton Morning Age (IA). “Lake Steamer is Wrecked…Erie Hackley…,” Oct 6, 1903, p. 1.)

Oct 5: “Marinette, Wis., Oct. 5. – In the furious gale which swept over Green Bay last Saturday night the passenger steamer Erie L. Hackley foundered and eleven persons were drowned. Nine survivors of the shipwreck were rescued early Sunday morning by the steamer Sheboygan of the Goodrich line after they had floated for many hours on pieces of wreckage in a heavy sea that threatened to sweep them away from their frail rafts.

“The survivors were almost dead of exposure when they were picked up by the crew of the Sheboygan, and for a time they were unable to tell of the disaster. The pieces of wreckage on which they had floated nearly all night were small, and every sea washed completely over them. Several women who had managed to seize bits of wood when the Hackley went down were washed from their improvised life preservers and drowned….

“The storm which sent the Hackley to the bottom is the worst which has been recorded in this vicinity for years. The steamer was seven miles from Green Island when it broke, and warned by the threatening clouds, the captain was hastening to get his boat under the shelter of the island.

“A number of those lost were carried under by the suction of the sinking boat, and, it is believed, did not come to the surface again….The wind, which continued with almost the force of a hurricane, caused a heavy sea to spring up immediately. In the darkness and the pouring rain which accompanied the wind, it was almost impossible to see, and the strongest swimmers were unable to render aid to those who were struggling near them. The wind drove them farther apart, so that the cries of the drowning were lost….

“The steamer was owned by Ted Thorp, Henry Rabitoy and Capt. Vorus and father….It was purchased last year by Fish Creek people to take the place of the Cecilia Hill, which was transferred….” (Milwaukee Journal, WI. “Eleven Drown in Green Bay…Steamer Hackley.” 10-5-1903, p. 1.)

Sources

Chicago Daily News Almanac and Yearbook for 1904. Chicago: Chicago Daily News Co., 1903. Digitized by Google at: http://books.google.com/books?id=o20TAAAAYAAJ&printsec=frontcover#v=onepage&q&f=false

Clinton Morning Age, IA. “Lake Steamer is Wrecked…Erie Hackley…,” Oct 6, 1903, 1. At: http://news.google.com/newspapers?id=m-UyAAAAIBAJ&sjid=8QAGAAAAIBAJ&pg=4993,3698825&dq=steamer-erie&hl=en

Deseret News, Salt Lake City, UT. “Twelve Persons Were Drowned. The Steamer J.H. Hackley Was Capsized During a Squall on Lake Michigan.” 10-5-1903, 7. Accessed 4-16-2011 at: http://news.google.com/newspapers?id=C50wAAAAIBAJ&sjid=VEoDAAAAIBAJ&pg=2972,3370158&hl=en

Find A Grave. “Capt. Joseph L. Vorous.” Record created 3-7-2013. Accessed 11-25-2020 at: https://www.findagrave.com/memorial/106340473/joseph-l_-vorous

Find a Grave. “Carl Pelkey.” Cites Door County Democrat, 10-10-1903, p. 9, col. 1. Accessed 11-25-2020 at: https://www.findagrave.com/memorial/106353258/carl-pelkey

Find A Grave. “Edna Barringer.” Accessed 11-25-2020 at: https://www.findagrave.com/memorial/49996332/edna-barringer

Find A Grave. “Edna Vincent.” Accessed 11-25-2020 at: https://www.findagrave.com/memorial/106353628/edna-vincent

Find A Grave. “Ethel Vincent.” Accessed 11-25-2020 at: https://www.findagrave.com/memorial/106353532/ethel-vincent

Find A Grave. “F. Henry Robertoy.” Cites Door County Democrat, 10-10-1903, p. 9, col. 1, and 10-31-1903, p. 1, col. 2; and The Advocate, 10-31-1903, p. 1, col. 3. Accessed 11-25-2020 at: https://www.findagrave.com/memorial/106354027/f.-henry-robertoy

Find A Grave. “Freeman Edwin Thorp.” Record created 2-16-2010. Accessed 11-25-2020 at: https://www.findagrave.com/memorial/48203311/freeman-edwin-thorp

Find A Grave. “George LeClair.” Accessed 11-25-2020 at: https://www.findagrave.com/memorial/49996716/george-leclair

Find A Grave. “Hugh Miller.” Cites Door County Democrat of 10-10-1903, p. 9, col. 1 and 11-14-1903, p. 12, c. 4. Accessed 11-25-2020 at: https://www.findagrave.com/memorial/106352961/hugh-miller

Find A Grave. “Lawrence Barringer.” Accessed 11-25-2020 at: https://www.findagrave.com/memorial/49996333/lawrence-barringer

Find a Grave. “Nels Nelson.” Cites Door County Democrat, 10-10-1903, p. 9, col. 1; and The Advocate, 11-14-1903, p. 8, col. 3. Accessed 11-25-2020 at: https://www.findagrave.com/memorial/106354922/nels-nelson

Find A Grave. “Shipwreck – Erie L. Hackley.” Accessed 11-25-2020 at: https://www.findagrave.com/virtual-cemetery/364695?page=1#sr-49996332

LaPeer, Jim and Alice. “Sinking of the Erie L. Hackley.” (Excerpts from Ships and Men of the Great Lakes, by Dwight Boyer, 1977.) Accessed 11-25-2020 at: http://www.jalhost.net/Family_History/Hackley_Story/Erie_L_Hackley-Boyer.html

Milwaukee Journal, WI. “Eleven Drown in Green Bay. The Steamer Hackley Goes Down During a Severe Storm.” 10-5-1903, p. 1. Accessed 4-16-2011 at: http://news.google.com/newspapers?id=9jYzAAAAIBAJ&sjid=iyAEAAAAIBAJ&pg=3628,3168280&hl=en

New York Times. “Wreck on Lake Michigan. Steamer Sinks [Erie L. Hackley]…” 10-5-1903, p. 1. Accessed at: http://www.newspaperarchive.com/FullPagePdfViewer.aspx?img=52442754

Podgers, Patty. “Peninsula Connections, Opposite Sides of Green Bay Have Shared Prosperity and Tragedy.” Door County [WI] Magazine. Spring 2011. Accessed 1-17-2012 at: http://www.rootsweb.ancestry.com/~wipgs/PGS/PGSSteamerErieLHACKLEYsunk3Oct1903FreemanETHORP.htm

Shelak, Benjamin J. Shipwrecks of Lake Michigan. Big Earth Publishing, 2003. Partially digitized by Google. Accessed at: http://books.google.com/books?id=4CBCcye0n6IC

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