CCA YEARBOOK 1926

Commodore

Vice Commodore

OFFICERS

1926 Commodore

STUYVESANT WAINWRICHT

Vice-Commodore

MELVILLE R. SMITH

Rear-Commodores

GEORGE B. DOANE

ROBERT H. MOORE

OGDEN T. McCLURG

Secretary-Treasurer

EDWIN H. TUCKER

Governing Board

Class of 1 928

HENRY DE FOREST BALDWIN

ROBERT N. BAVIER

JAMES K. BRUGLER. Jr.

ALFRED F. MASURY

HENRY A. WISE WOOD

Class of 1927

SYDNEY S. BREESE

MARTIN S. KATTENHORN

JOHN PARKINSON

W. P. STEPHENS

HERBERT L. STONE

STANDING COMMITTEES

1926

Membership

James K. Brugler, Jr., Chairman

A. D. Seymour, Jr.

Melville R. Smith

Cruising Information

Gordon Prince, Chairman

Butler Whiting

Allen T. Weeks

S. Elliot Cabot

Henry deForest Baldwin

H. B. Greening

W. A. Wilson Alexand er

Walter H. Smith

Chari

es D. Mower

B. K. Sharp

F. B. Thurber

Henry Howard

U. J. Herrmann

Neilson Thomas P. Hammer

Geo. P. P. Bonnell

Design and Construction

Henry Howard, Chairman

Dr. L. H. Baekeland

John G. Alden

Awards

W. P. Stephens

H. H. Gordon, Jr.

Henry A. Wise Wood, Chairman

Eldon H. Trimingham

Entertainment

Herbert L. Stone, Chairman

Edward D. Payne

Willard B. Cook

Race

C. Sherman Hoyt, Chairman

Alfred F. Masury

Edwin H. Tucker

G. N. Wallace

one

Herbert L. St N

J. Goodwin Hall

Henry A. Jackson

Edwin H. Tuck

Charles Atwat

athaniel Emmons

Charles D. Mower

Henry A. Wise Wood

Year Book

Henry A. Jackson, Chairman

Stephen D. Baker er

Auditing

Gilbert D. Maxwell, Chairman

Henry A. Jackson er

Foreign Relations

Henry A. Wise Wood

LOCAL STATIONS

BOSTON STATION

REAR COMMODORE GEORGE B. DOANE BOX 5253. BOSTON. MASS.

Boston Yacht Club extends dining privileges of its Rowes Wharf Station to Cruising Club of America members.

HUNTINGTON STATION

REAR COMMODORE ROBERT H. MOORE WILLIAM ATKIN. SECRETARY .Address c/o HUNTINGTON YACHT CLUB HUNTINGTON. N. Y.

Nos. Telephott' 688 345 Yacht on

Moore Huntington 4 Atkin Bixby

Mail and telegrams may be addressed c/o Huntingt Club, where the Club Burgee will be flown.

o moor-

The Huntington Station have arranged to put down tw ings in Lloyds Harbor for the use of Club members and they will bo marked with the Club flag.

At the Huntington Yacht Club, gas, water, and meals may be obtained, also taxi service to the Railroad Station.

CHICAGO STATION

REAR COMMODORE OGDEN T. McCLURG 209 LAKE SHORE DRIVE CHICAGO. ILL.

Chairman Local Membership Com. U. J. HERRMANN may be sent in care: Mail U. J. HERRMANN CORT THEATER, CHICAGO. ILL.

MOORINGS

Information has been received that moor ings for use of members have been established at harbors stated below, able of the character, condition members using same do so at their

Location

No record is availor size and own risk.

In charge of

Seal Cove, Blue Hill Bay, Me. Roger Griswold

Pleasant Point, Me.

Thomaston, Me.

So. Freeport, Me-

Wilbur Morse

Charles Morse

T. H. Soule

Smiths Cove, Gloucester, Mass. Sherman Tarr

Onset Bay, Mass.

Lloyds Harbor, N. Y.

Rye, N. Y.

H. S. Parkhurst

Huntington Station

American Y. C.

THE CRUISING CLUB OF AMERICA, Inc.

CONSTITUTION

Adopted November 19, 1924. Amended to Jaiuuiry 14, 1926.

I. NAME.

The name of this organization shall be “The Cruising Club of America, Inc.’’

II. OBJECT.

The objects of this Club arc to promote cruising by amateurs, to encourage the development of suitable types of cruising craft, to stimulate interest in seamanship, navi gation and iiandling of small vessels, to gather and keep file all information which may be of assistance to mem bers in cruising, on

III. OFFICERS.

Commodore, Vice Commodore, Rear Commodores, Sec retary-Treasurer, who with ten members shall constitute the Governing Board.

IV. DUTIES OF OFFICERS.

The Commodore shall be the general executive officer and preside at all meetings. . , ● ,.i

The Vice Commodore shall assist the Commodore in the discharge of his duties and in his absence act in his stead.

The Rear Commodores shall command their stations and perform such other duties as assigned to them by their superior officers and the Governing Board.

The Secretary-Treasurer shall perform all the proper duties pertaining to those offices. r i-,- .

The Governing Board shall have the powers of Directors and general charge of all matters pertaining to the man agement of the Club.

V. MEMBERSHIP.

Any amateur who has proven his ability to handle and navigate a yacht or small vessel,_ and has had sufficient cruising experience, shall be eligible to membership. All applications for membership must be on forms ap proved by the Governing Board. Applicants name n^t^st be proposed by one member and seconded by two others

Adopted November 19, 1924.

I. ORDER OF BUSINESS.

The order of business at all Club meetings shall be as follows:

Roll Call

Minutes of previous meeting

Report of oflicers

Reports of committees

Unfinished business

Elections

New business

In case of dispute as to order or debate, Cushing's Man uel shall govern.

II. NOTICES.

Notices of Annual and Fall Meetings shall be sent to each member at least twenty days previous thcrc^to. Notice for Annual Meeting must contain report of Nominating Committee. Notices of special meeting shall be sent to each member at least fifteen da3's previous thereto, and siiall state in detail the subjects to be brought up for action and no other matters may be considered.

III. APPEAL.

A member shall have the right of appeal to the Club, from a decision of the Governing Board, ■which may_ be overruled at the next regular meeting by a two-thirds Notice of such appeal vote of those present, or bj’’ proxy, must be stated fully in the call for the meeting.

IV.

VOTING.

None but members shall be allowed in the meeting room during a meeting of tiic Club.

Every member present when a motion is under con sideration shall vote thereon unless excused by the pre siding officer.

Proxies must be in writing, signed, witnessed and filed with the Secretarj'-Treasurer five days in advance of the meeting.

V. AMENDMENT AND SUSPENSION.

These By-Laws cannot be suspended under any circum stances but may be amended by a two-thirds vote at Annual or Fall Meeting.

Proposed amendments must be in writing signed by five members and sent to the Secretary-Treasurer in time to be included in the notice of the meeting.

PAST OFFICERS

WILLIAM WASHBURN NUTTING 1922

HERBERT L. STONE

MARTIN S. KATTENHORN

ROBERT N. BAVIER

Vice-Commodore

1923 1924 1925

JAMES K. BRUGLER, Jr. 1925

Secretarjr-Treasurer

SYDNEY S. BREESE

SYDNEY S. BREESE

EDWIN H. TUCKER

1922 1923 1924 «925

HONORARY MEMBERS

MEMBERS

Ackerly, S. Le Roy

Alden, John

Alker, James W.

Amory, Harold Atkin, Wm.

Atwater, Charles W.

Atwater, David H.

Atwater, John J.

Harry

William E., Jr Baldwin, F.

Brayton, Edward

Brown, B. H.

Brugler, James

Cabot, F. Elliot Caesar,

Clarke, Marcel T.

Coffin, Sami. Barlow

Cole, John F.

Cook, Willard B.

Cooke, Carlton S.

Cowl, Donald FI.

Cox, Stanley M.

Crabbe, Edward

Curtis, William J. Jr.

Cutting, U. D.

Mower, Charles

Moxham, Egbert,

John K. Myrick, Eugene

c c ■ >-o (3

Z

5. Every account of typed, and must be log giving for each day:

a conci cruise must be clearly written. It should be in the form of a

or se.

(q)—Such information low the course of the vessel f the place of arrival.

as will enable tiie judges to folrom the place of departure to

(b)—The dista nee made good, and whether under sail or otherwise.

(c)—The direction of the wind.

(d)—Height of the barometer at such times as may be material and convenient.

(e)—Any information deemed of interest to members. There should also be a summary showing in tabular form the distances made good, and a small scale chart or plan showing the track followed and the places visited. Failure to strictly comply with this rule shall not disqualify provided the information given is sufficient to enable the judges to form an opinion ns to the merits of the cruise.

6. No cruise which has previously been publised or entered organization shall for any cup or prize offered by any other be eligible for competition, and the winner of any prize shall not at any time afterwards compete with the for organization, nor shall he before it has appeared in

same cruise any prize offered by any other publish an account of his cruise the club journal.

7. The judges shall not award a prize if in their opinion ●it has been entered for competition. no cruise of sufficient mei

8. The member to whom a prize is awarded shall receive it at the club dinner next following the award.

WINNER FOR 1923

In the opinion of the Board of Governors the most meri torious achievement of the year 1923 was that of Alain J. Gerbault, a citizen of France, who, single-handed, sailed the little cutter Firecrest from Gibraltar to New York in the of that year, and the fi rst Blue Water Medal was, summer

therefore awarded to him.

old

The vessel in which this passage was made was an style British cutter, built in 1891 from designs by Dixon Kemp, narrow and deep, with a 35 feel over all, 30 feet on

She was of a type popular some thirty years ago, plumb stem and a fl ush deck, the water, with SJA feet beam

She was and a draft of 7 feet, being thick in the garboards with a She was heavily built, with oak planking below

weak bilge, the water line and teak above.

In spite of her age, her hull was in fi ne condition and her ballast consisted of a long lead shoe on

her keel, its exact weight being unknown, with some She carried a typical cutter rig with a long reefing or housing bowsprit, the jib and jib-

In addition to the mainsail and

3000 lbs. of lead inside. topsail being set flying, forestaysail, and the two sails already mentioned, she carried Her main a topsail and a squaresail for use in running, boom was fitted with a roller reefing gear.

After sailing Firecrest from England, where he purchased her, to the south of France, Gerbault fitted her out at Gibraltar for the Trans-Atlantic voyage, sailing from that port June 7th for New York, where he arrived September 15th. all of this passage the shipper was little ship.

On absolutely alone on' the to the south'

Leaving Gibraltar the Firecrest laid a course theast trade wind belt.. west in order to work down to the nor

On the third day out the fi rst of his difficulties arose when his roller reefing gear, which turned. he stripped the worm on out to be too light for the size boom that he carried. Although, il, Gerbault refused to be.- there was no reef points in the sa

discouraged and for the rest of the passage reefed his sail by lowering away and rolling the foot around the boom by hand.

Striking the northeast trades, Firecrest's course was changed to the westward, and for the following days she ex perienced the best sailing of her trip, passage the weather seemed to alternate between calms, squalls and heavy winds, much of the time, the wind being ahead.

The sails of Firecrest, being old, were constantly being blown out, and the skipper spent much of his tim and patching them.

On the rest of the e repairing To add to Iiis difficulties, his bow¬ sprit carried away at the gammon iron when the sliip bucking a head sea. Unshipping the butt end, he sli

was pped the bowsprit, which was hanging by the bobstay, through the gammon iron and was able to proceed, on his shrouds carried away, but

Later, the eye splice going aloft, the skipper managed to repair this damage and kept westward. plugging to the

more westerly gales were

Eighty-four days out from away.

Approaching the American Coast, encountered and the little cutter was driven to the eastward as more sails were blown Gibraltar he spoke a Greek steam since

er, the first ship sighted leaving Gibraltar, and a supply of fresh water and a bag of ship's bisquite were put aboard. Twelve days later, ninety-six days from Gibralt which proved to be Nantucket.

or ar, land was finally sighted.

Working slowly to the westward past Block Island, skipper bore up through the Race and came up through Long Island Sound, finally dropping anchor off Fort Totten, Whitestone, L. I. from Gibraltar.

It is interesting to note that Gerbault picked out Whitestone as his destination because it was the home of a member

the at September 15th just one-hundred days on of the Cruising Club, William Washburn Nutting, wh

ose voy age in the Typhoon ’ two years before had given Firecrest’s skipper the inspiration for this single-handed voyage which will go on record as one of the most remarkable of all time.

WINNER FOR 1924.

Tlie award of tlie Blue Water Medal for 1924 was made to a Dane, Axel Ingwersen who. with two of his compatriots, in that year completed a voyage from Shanghai, Chinn, to Copen hagen, in a small 47-foot double-ended auxiliary ketch named the Shanghai, which they designed and had built by native labor in China.

The reason for the undertaking wa.s tlie desire of Ingwersen and the others, who had fi nished their work with the Great Northern Telegraph Co., in Chinn, to sail home to Denmark in their own vessel. Ingwersen was a member of the Shang hai Yacht Club, and when the ketch was completed she was named the Shanghai. She was 47 feet long over all. 40 feet 9 inches water line, 16 feet beam and drew l\''i feet of water, while she measured 27 tons, net.

She sailed from Shanghai February 20, 1923. and had a rough passage down the China Sea to Manila, thence going to the Dutch East Indies. At Batavia, Java, three of the original crew of six decided to proceed home by steamer, but Ingwersen, E. Haugland and H. Vauman decided to complete the voyage in the Shanghai. She crossed the Indian Ocean, calling at Rodriques and Mauritius, rounded the Cape of Good Hope, and called at Cape Town. From here they sailed north calling at St. Helena and the Canaries, as well as at some of the ports on the west coast of Africa. After being hove to for four days in a gale ofr the Lizard they arrived at Copen hagen in May, 1924, after a voyage of over fourteen months, during which they sailed 16,000 miles and crossed the equator twice. Ingwersen was the navigator and the leader of the undertaking, and the Blue Water Medal was therefore awarded to him.

He has also been made an honorary member of the Copen hagen Amateur Sailing Club.

WINNER FOR 1925.

o an Americs, who, on October 3 1st

ong, sea no In the entire annals of the

For 1925 the Blue Water Modal was awarded t can, Harry Pidgeon, of Los Angel of that year completed a 35,000 mile voyage around the worla single-handed in the little yawl Islander, 34-feet 1 which he built himself, more noteworthy achievement than this remarkable voyage has been recorded, for Pidgeon was not a seafaring man by call ing, out an amateur sailor, a native of Iowa, whose .sailing knowledge all came from the love of the sea and who had not, before starting on this voyage, visited a single one of the spots he touched at during the four years he took to circum navigate the globe; nor had he any previous knowledge of the waters through which he sailed.

The building of the Islander Angeles Harbor. was begun in 1918 at Los - a development of the Seabird, de signed by C. D. Mower, in a 25-foot model of which Thomas rieming Day crossed the Atlantic 15 years ago. S feet long overall, with 10 feet, 6 inches beam and of 5 feet.

She is

last on her keel and h 634 feet of v/orking her two suits of ten

as some

,200 300 pounds more inside. one.

She is 34 - a draft pounds of iron as She carries 1 outside balHer canvas is her sole motive power and of -ounce sails Pidgeon himself made

The Islander is strongly built but not of heavy construction, her sevZjt however, that she came back after onPn/>4 « ● , many buffetings without having Harrv r*®*" ability, according to ballaSed the fact that she gave before the seas, like a ballasted cork, rather than smashing into them.

When the Island

er

e spring

e same year.

For forty geon s years e his first

Southern California was completed Pidgeon explored the r loon 1 . <:oa3t and islands in her until thof 1920. when he sailed to Hawaii, returning later th ihe next fall he started on his world voyage, years, since he discovered Stevenson, Pid eyes had been on the Great Adventure. He decided ago that Anaho Bay, in the Marquesas, was to b objective, because it was there that Stevenson first saw 'the South Sea,. And ,o „„ November 18, 1921, the Islander poked her nose southward for the Island of Nukuhiva. At sunrise, 43 days later, she dropped anchor in Anaho Bay.

The Islander spent four months in the Marquesas and luamotu Archipelago and then she sailed for Tahiti, arriving

Here Pidgeon had her hauled 1922.

at Papeete. May 20, 1922. out for her fi rst overhaul, and in July, he -sailed for Samoa, reaching Pago Pago, August 10.

Wis most onjoj’ahlc visit of the entire voyage was in the Fiji Islands, where he spent .six months. He arrived at Suva from Pago Pa go on November I 5th. and did not leave the Fijis until the following spring of 1923.

From Fiji Pidgeon sailed to the New Hebrides and it was while he was prowling about those islands that he got his fi rst taste of the old adventu of suddenly rounding a point and his boat completely surrounded by savages.

He tells rous days of the South Seas, sailing into a cove to fi nd canoes full of naked

From Villa, New Hebrides, the Islander headed again to the westward, up through Torres Straits to New Guinea, reaching Port Moresby on June 6, 1923; Thursday Island, and mid-Straits, July 5th; and Timor, an island of the Dutch East Indies, a week later. His hist i^top in the East Indies was at Christmas Island, which outpost of Oceania was was touched on August 20th.

The Islander then ran across the Indian Ocean in fast time, negotiating the 2,900-mile reach before the southeast Trades to Port Louis, Mauritius, in 25 days. She arrived at Mauritius on September 15, 1923, and after spending two months on the island sailed for the African mainland, reaching Durban on Christmas Eve.

16 was were entirely being a succession of either was wet from miles

News of the Islander’s coming had preceded her to Cape Town and on the morning of her arrival at the South African metropolis she and her skipper were greeted by the entire squadron of the Royal Cape Yacht Club, of which Pidgeon was subsequently made a member. Nineteen months later, when the Islander completed her globe belting at Los Angeles, the burgee of the Royal Cape Yacht Club was flying at her main truck.

Starting home from ' met with his only serious accident of the night out, when the Islander miles north of Cape Town.

Cape Town in ran asho 80

July, 1924, Pidgeon the second cruise on re in Souhwest Bay.

sea dent.

The boat was loafing along, sailing herself with an easy and light b reeze”, Pidgeon says, in recounting the inci-

1 thought I was far enough offshore for safety and had gone below for a nap when I felt her roll under a ground swell.

1 knew right away that things were getting ticklish I could get on deck her keel began bumping rocks”. Luckily there was a short stretch of sandy beach in between the rocks, and on this the Islander fetched middle of it, and rested easily up, right in the on her side, high and dry.

Tlie following day, upon hearing of the Islander’s mishap, members of the Royal Cape Yacht Club sent out a tug and salvage crew from Cape Town, and three days later the little yawl was again aRoat, as sound as the day she was Pidgeon warmly praises the sportsmanship of the Cape sailors and says but that for their assistance before and after his stranding, he could not have completed the voyage.

built.

poleon's exile on October 10, 1924. during his month at St. Hel

The Islander made good time before the on the run southeast trades up to St. Helena, and reached the island of NaAmong the men he met ena was Captain E. A. Harper, the same man who nearly thirty years before had given Cap tain Joshua Slocum his famous goat, which ate ail the charts, when he was

circumnavigating the globe in the Spray.

From St. Helena the Islander ran across to Ascension Island, the lonely cone in the middle of the South Atlantic, formerly used to check chronometers by the old clipper ship masters coming home from the far east.

38

Continuing on, off the coast of Brazil, and South America to Trinidad.

Island. Pidyeon made Fernando Noronh.a proceeded alonp the c

on.Ht of first time

m many port of Cristobal, Cana! Zone, at Balboa, ilc beat nyainst the three months were spent of the voyage, the 3.700to Los Angcle.s—which was to require bD days.

I Balboa Pidgeon met Alain Gerbault, the d the Atlantic Gerbault. w was then on

While he was a youthful French sportsman 36-foot sloop Firccrest knocking about the West Indies. Easter Island, and the two adventurers had quite a talk-test, the skipper of the Islander giving Gerbault the benefit ol his with South Pacific winds and currents.

in the ●ho had been who crosse 1923. in his way to experiences

ro

the starboard tack. noon of the globe. containing a message imi the Islander had been at that .spot on December 7. 1921. quiring just 46 months to a day to belt the world.

The big moment October 7. 1925. when rth 18 30’

re-

that long starboard tack

39

THE LOSS OF THE LEIV EIRIKSSON AND THE EFFORTS THAT WERE TAKEN TO FIND TRACE OF HER.

Hu HEItlilJRT L. ^TOSE

On July 4. 1924, two members of the C America, William Waahbu Club of ruising rn Nutting, the fi rst Commodore of ur Sturgis Hildebrand, left Bergen, Nor- the Club, and Arth way, in a small cutter rigged double-ender, or skoitc, of Colin Archer design, on a voyage to America with the inten tion of following for part of the way the route the Vikings took a thousand years ago on their voyages to Iceland, Green land and Labrador. Nutting was in command of the expedi¬ tion, and besides Hildebrand, the con.sisted of John O. Todahl of New York, and Bj. Fleischer, a Norwegian yachts-

crew man.

The little ship was named, son. She was 42J/2 feet over all, strongly built and well equipped for the long passage, which was to include, if ice conditions permitted, a call at the east coast of Greenland, which is rarely visited.

very appropriately, Leiv Eirika-

After calling at the Fa Reykjavik, Icela 1

nci, on

Jul

roe Islands the Eiriksson reached Letters y 25th, without mishap, written by Nutting and received subsequent t from Reykjavik gave the date for Greenland as

o the d August 10th

eparture of their proposed departure . ice was reported to be very heavy off the southeastern coast of Greenland

In these letters he said that d that they would not attempt to make the sett ement there but would coast along the edge of the ice to the southwest coast of Greenland, and go from there to Battle Harbor, Labrad

an v.’here they expected t or. o arrive prior to September 15th.

Up to October 1st no apprehension was felt for' the safety of the party. But receiving no further report from the ship, or no word having been received of her arrival in Greenland, action was taken early i in October in an endeavor to locate

Through the courtesy of Mr. Harry Cox, a cable, transmitted through private wireless stato Greenland, asking whether the Eiriksson had made that she had not. Requests were in Nova Scotia information obtainable Through forwarded to all Hudthe Labrador coast asking that they be the lookout for the yacht and her crew.

The reply was

the yacht, via Denmark, was tions port there, also made of Western Union cable stations and Newfoundland to report any through shipping and amateur wireless stations. Mr. Harry Greening a request was son's Bay stations on on a Norwegian news-

In the meantime the Norgensposten, of Brooklyn, received from their Norwegian corresponleLter had been received from Mr. Fleischpaper dent a report that a stating that the Leiv Eiriksson had made port at Julianehaub, Greenland, and would leave for Battle Harbor, Labrador, er. compliance with September 8th. firmation of this report rvas obtained by cable.

In our on request, conAt the same ived from Greenland confirming time a further cable was receiv the departure of the yacht on

On the arrival of Donald B. McMillan from the Arctic September 8th. for Battle Harbor.

mu

and the Labrador about the m nicated with, and repor or her crew. He also advised us as

iddle of October, he was comIcd he had no word of the Eiriksson to weather conditions

along the route of the Eiriksson from September 8th to 17th, which were most unfavorable.

request rvas a A similar telegram w to as asking that he enlist also addressed to the Secretary of Slate, the aid of the Canadian, Danish and Norwegian Governments, effect that the State Prompt advices were received to the Department had complied with the request and that the Nor wegian Government had already notified them, through the United States Minister, that immediate action would be taken, confirmed the sailing of the The Danish Government also

made to the U. S. imrevenue cutter

Eiriksson from Julianehaab, September 8th. On October 30th and 31st, Mr. Henry A. Wise Wood telegraphed to the Navy Department and to the President of the United States restating the facts of the case, and pointing out the need for immediate action.

li; 'j. if

for the available from

In the confe rence between Captain Kalbfua of the Trenton and Messrs. Wise Wood and Kattenhorn it was decided that the search should be made between Meridians 27 and 45 West and Latitudes 54 and 59 North,

f

}

n Kalbfus and Mr. Wise Wood, on the Trenton when she left on November 3rd

and sailed .

instance of Captain Kalbfus advertisements also inserted in the New York. Boston. Halifa

might have sighted her.

The search of the Trenton occupied 12 days, understand the difficulties entailed the official appended.

In order to excerpts from reports of Captain Kalbfus, of the Trenton

in the search,

are IS his estimate of the situation, area to be searched, and the other report on the actual search itself, which covered of sea and was carried out under some es 4,1 00 mil . unfavorable con itions, the time of year being such that the sea was rough, preventing the use of scouting planes, and the hou light Were short. of day- rs

One of these i which governed him in the is his 42

The Search for the Leiv Eiriksson, from the Report of E. C. Kalbfus, Captain U. S. Navy, Commanding; Scout Cruiser Trenton.

Estimate of the Situation.

42-foot -skoito, double-ended. 14' ^

boonr and left 1924, for B.attle Julianehaab. Greenland, on She \s'as not Harbor, Labrador, d with radio except n small (amateur) i

board. rour men were on equippe receivinji set. r

j

It was the plan to proceed to Bnddcck. make Battle Harbor. three seperate sources.

Nova Scotia, if it was not possible to The vessel was seen in Iceland, on of the U. S. S. Richmond and she actually came alon{;side the ffered the Leiv Eiriksson.

August 8th. by the ofheers Siic Provisions were o Richmond, took but few items as she was well stocked at the time. *

*

from Julianehaab and by first making the Labrador coast the cover 700 miles. It is definitely rrived in Battle I-lorbor on trip to Battle Harbor would known that she had not a 2nd November, 55 days after her departure. * ●f-

In a complex problem of this formation consists only in nation, the course (within limits).

nature, where the exact inthc date of departure, the destind the expected time of a

arrival, and where a single ship is conducting the search, the f which is at a considerable distance from her base, it all aspects of the case and to area o is necessary xamine into base the decision

to e

Only the most probable assumptions, the search be conducted profitably. on The area in this way can that can _ the possible area is almost limitless. 43

mination of the officers of the Trento

n to search thoroughly

the most likely sea area in accordance with the pin realized that there would be no assistance such

aid the search, and that the band of search the scout vessel being searched for. although th seas

It was as smoke to on either side of was necessarily narrow, because of the size of the The daylight hours were short, e moon was full during part of the period. The search was actually adversely affected by the fact that the were frequently heavy, which reduced the width of the band of search, and the fact that the hydro-aeroplanes could not be used because of the strong winds and heavy seas.

Snow fl urries were encountered in the vicinity of the Great Bank of Newfoundland and the weather during the period of search proper was bad.

force of 9, coming in great puffs when it did behaved splendidly throughout, although she at high speed into the heavy

The wind frequently reached the The vessel so. not driven was seas.

Inspection of the reports of the weather from Belle Isle since 8th September, and the opinion of Captain Bartlett, indicate that the weather encountered by the Trenton this time of th was normal for While it is known that a small boat can remain afloat in almost miraculous fashion i It did not seem to the officers craft could possibly live in the

e year.

- in a heavy sea, of the Trenton that a 40-ft. seas through which the Trenton passed, unless the personnel on board were skilled and alert n the small craft in a normal operating condition, which ould scarcely be the case after such w a lapse of time.

that the Trenton was searching was broadcasted to with the request for prompt information if any thing resembling her was sighted. On 6th November a report from the S. S. Aroll Amendi to the effect that

. a. m., on 4th November, that vessel had passed a floating obstruction in Lat. 40—36 North, Long. 57 29 West, he captain of the Aroli Amendi was requested to furnish urther information and in response reported that the obstruc tion was about 40 feet 1 and 14 feet wide, apparently ong

the meantime was as well as the

the

kept stationed. were

Upon the return of the Trenton to the southwest end of the second search line, it was decided that to examine further uld not be profitable. One ose greater probable drift speeds wo reason for this decision was that higher drift speeds than th e.xamined by the Trenton would carry the vessel close to the Azores and the low powered steamer lanes, the likelihood being that, if the Leiv Eiriksson had reached this area with uld probably make the .Azores, the area in those on board alive, she co

»

47

ously, too late in the year. Throughout the search he re fused to entertain the idea that the crew of the Leiv Hlrlksson had met their death. So many things could have happened that it is impossible to make a true guess as to what did happen. The days of anxiety and hope of a chance encounter on the part of the officers of the Trenton during the progress of the search led to the fi rm conviction by all that the Leiv Eiriksson is not afloat on the sea with her personnel alive.

E. C. KALBFUS.

Since the return of the Trenton no word has come from the Leiv Eiriksson or her party, and as a year and a half have elapsed since her departure from Greenland, all hope for h safety has er been abandoned and we must conclude that she and her crew have made the port of missing ships, and that our comrades and shipmates will never be heard from.

Through the efforts of Harry B. Greening, the Hudson Bay Co., during the winter of 1924-25, Company s posts in Baffin Land to be on the lookout for traces of the ship or party, and if found, to harb winter and get them across to Labrador durin of 1925.

instructed all of the

or them over the g the summer no t They discovered race of the party.

During the summer of 1925 from Norway, with the and a search but would

an expidilion was sent out o£ the Danish Government, was made of the southwest coast of Greenland, no trace of the party and no wreckage was found which ■ give any indication of its fate.

What

consent

ight have happened i I m S purely conjecture. Probably no one ever will know, lett believes they hit a Greenland Coast, and

one knows Captai “growler” went down

these bird returned indicat s never quickly that th

No n Bart er floating ice, near the It has been reported that at Julianehaab Nutting was given two carrier pigeons to re lease if the ship got in trouble. If this is so, the fact that es that the end came so It is some

comfort to think that this was likely, and that the Leiv Eiriksson’s crew were spared long suffering and hardship.

was no time to set them free. ere 48

LEIV EIRIKSSON

Lost in the Arctic

September 1924

With shipmates our

WILLIAM WASHBURN NUTTING ARTHUR STURGIS HILDEBRAND

JOHN O. TODAHL

OTTO FLEISCHER

Water Wledal

BLUE WATER MEDAL 1924

Shanghai '

Copenhagen, Denmark

Axel Ingwersen

V* a

Los Angeles, Cal. Harry Pidgeon Islander

Martin S. Kattenhorn Surprise

Swastika

U. J. Herrmann

Zodiac

Robert W. & J. Seward Johnson

Henry Howard

Charles B. Downs

Blue Wing

Hutoka

Geo. B. Drake

H. E. McCormick

Samuel C. Loveland Vagabond

Lassie

D. B. Bannerman

Monhegan

William T. Reid. 3rd

Penekese Henry de F. Baldwin

Sabrina

F. W. Baldwin

Bonnie Dundee Clifford D. Mallory

Henry A. Wise Wood

Henry A. Jackson Victory II