St. Michaels Map and History

© John Norton

On the broad Miles River, with its picturesque tree-lined streets and beautiful harbor, St. Michaels has been a haven for boats plying the Chesapeake and its inlets since the earliest days. Here, some of the handsomest models of the Bay craft, such as canoes, bugeyes, pungys and some famous Baltimore Clippers, were designed and built. The Church, named “St. Michael’s,” was the first building erected (about 1677) and around it clustered the town that took its name.

For a walking tour and more history of the St. Michaels area visit https://tidewatertimes.com/travel-tourism/st-michaels-maryland/.

ful outlines of wind-dependent wooden vessels gliding past Hoopersville. Unless the wind had been westward when Lawson passed, he couldn’t have heard the cacophony of hoops clanging against seven masts, metal against metal.

“Of course, she was rather far away ~ in the channel of the Bay,” wrote Captain Hooper. On her seemingly majestic sail to Baltimore, she may have been under tow. In less-than-ideal conditions, the behemoth was extremely cranky and frequently ran aground. The tug Paraquay shadowed her at all times. Her designer asked an early skipper how long it took to tack and

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was told, “Well, you go below and eat your dinner and when you come on deck she may be off on the other tack.”

Headed to Baltimore, she likely carried coal, cargo she freighted for five years along the East and Gulf coasts. Her huge, engine-less cargo hold made this trade profitable, especially with steam-driven donkey engines enabling two men per mast to raise twenty-five various sails: a full acre of canvas.

When coal prices dropped, though, profits declined. A decision was reached to send her to Newport News, to have the hold fitted with seven pairs of bulk-fluid tanks. The repurposed Lawson was also reassigned, from coastal to ocean freighting, the first “supertanker.”

At Marcus Hook, Pennsylvania, in 1907, Lawson loaded 2.25 million gallons from Sun Oil Company, bound for London. Superstition was rife along the waterfront. Often aground, she was known as an unlucky ship, with a name containing thirteen letters. For one reason or another, the Lawson’s usual captain and crew declined to join her first transatlantic voyage. Instead, Captain George Dow, with years under sail, mostly on squareriggers, took command.

The year before, Dow’s favorite first mate, Ben Libby, had re-

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tired and settled into family life with his wife and five children. At Dow’s pleading, he signed for one more trip. Dow also retained Engineer Edward Rowe, who had twice saved Lawson from nearly capsizing while loading. Otherwise, the captain scrambled to the last minute patching together eighteen crewmen. In Thomas Hall’s book T. W. Lawson, Hall describes the resultant crew as warm-bodied, rather than able-bodied, seamen. Some spoke little English, further complicating mast designations.

Leaving port November 19, 1907, Lawson immediately ran aground in Delaware River. Once tugged free, she proceeded downriver to deep water, for what should have

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