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SCUBA My World
Slobodna "Mast Wreck"
Slobodna "Winch Hole"
Slobodna Historical Occurrence
Slobodna Site Report
Mast Wreck Diver
Slobodna Federal Admiralty Records
Slobodna 1887 SHIP NAME: SLOBODNA (SLABDONA)
SHIP TYPE: Austrian Ship
DATE OF LOSS: 1887/03/16 SITUATION: .Stranded/bilged
LOCATION - REEF: Molasses Reef ZONE: 3
LAT/LONG; LORAN: SOURCE: KW/ADM r14/p123
COMMENTS. : Written in record as "Slabdona". Captain T. Milinovitch (sp?), master. Bound from New Orleans to Revel (?) laden with 4,500 bales of cotton. (p. 131) "Libellant Baker ... discovered from on board his schooner, then off Conch Reef, a ship ashore on that part of the Florida Reef known as French Reef (reported by others as Molasses Reef) She had gone ashore about 9 a.m. that morning. Second. The ship lay upon the southern or outer part of the reef, heading, N. by W. the wind blew fresh from the westward with a very heavy under tow, the master at the time having all square sails backed on the ship." (p. 137) Salvors were engaged for 30 days in performance of service; several days they worked night and day. Most ofthe cotton was saved; much was recovered by diving.
KW/ ADM r14/p124: From case of Harry Strenge et al. vs " 456 bales and a lot of loose cotton saved from the ship 'Slobodna'": "The ship lay upon the outer side of what is known as Molasses reef with her lower hold full of water and slightly careened over on the port side and partly stripped of her rigging and all of her sails." ... Enoch Baker was principal of the salvors then engaged to assist in rendering service - offer to assist declined - 3rd. Tues. March 22nd, 1887 part of the ship's spars were cut away by the first salvor and on Wed. 23 March, libellants were in vited to assist. (Pg. 124): "...assigned to them for that purpose the space from the forehatch to the forepart of the ship in the lower hold.
"Fourth. In this space thus assigned to libellants all the cotton lay under water, that is, the top of the tier on the starboard side was even with the water's edge and that on the port side lay about six feet under the water.
"Fifth. Libellants began work on that day the 23rd of March by taking cotton out of the space afresaid and continued from day to day including Sundays until Tuesday the 7th day of April, at which time their vessels were loaded and the divers reported that it was impossible to obtain any more cotton if any remained because of the loose cotton which lay some ten feet deep in the bottom of the ship.
"Sixth. That all of the cotton was taken out of the water and as the work progressed it became necessary to dive for same and this necessitated the making a special contract with those willing and able to perform that service, whereupon (Pg. 125) an agreement was entered into, with the divers that they should receive twenty-five cents for each and every bale of cotton dived up, and by this means two hundred and forty six (246) were saved." "Sixth. [repeated] Libellants took cotton to Key West. Seventh. "...they have worked arduously and honestly in the performance of the aforesaid service, that all of said cotton was taken from the water and portions of it dived up from water twenty feet deep ...they are unable to ascertain the value of said cotton in its present condition"- asked for an appraisal.
(Pg. 131) Enoch Baker testimony: "...on Wednesday morning the 16th March A.D. 1887 at about 9 A.M. he discovered from on board his schooner, then off Conch Reef, a ship ashore on that part of the Florida Reef known as French Reef. He immediately proceeded to said ship, and on boarding her at about 10 A.M. same day learned from the master, that it was the Austrian ship Slobodna, laden with 4500 bales of cotton and bound from New Orleans to [blank] and that she had gone ashore about 9 A.M. that morning.
"Second. The ship lay upon the southern or outer part of the reef, heading N. by W. the wind blew fresh from the westward, with a very heavy under tow, the master at the time having all square sails backed on the ship, and his crew employed moving and taking the chains from foreward to aft.
"Third. Libellant Baker then offered his services to the master which was not accepted until about 4 P. M. when the schooner City of Key West was hauled alongside, and uder thestarboard bow of the ship and the ship's starboard anchor weighing 3,000 lbs. with 30 Fathoms of chain and 85 fathoms of a new 8 inch Hawser, were placed on board of her, a warp was then run out in a S.S.E. Direction from the ship, and a small anchor let go, the end of the warp carried to the schooner City of Key West, where she was hauled out to the small anchor, and the ship's starboard anchor let go in 8 fathoms of water, a strain was then hove on the hawser, with a four fold purchase, from the stern of the ship.
"Fourth. That while a portion of the salvors were engaged in carrying out the anchor, others were employed at the pumps, the ship having 6 feet of water in her hold, your libellant making the soundings around the ship, and at high tide, (finding that the ship had under her bows on both sides 18 feet, and under her stern 24 feet, the master informing the said libellant that the ship drew before going ashore 17 feet forward and 18 feet aft.
"Fifth. At 11 P.M., the tide rising a heavy strain was kept on the hawser until the tide
began to fall, the pumps being attended to with both pumps going during the night except the starboard pump which gave out several times during the night and had to be repaired up to which time they had reduced the water in the ship, the water gaining on them with only one pump working.
"Sixth. At 9 A.M. the 17th the schooner Rapid was hauled alongside for the purpose of lightening the ship when they were obliged to haul her off on account of the weather, having placed on board of her only 29 bales of Dry Cotton, the other vessels except the Nonpariel being obliged to leave the ship, and make a harbor, leaving about 60 men on (Pg. 133) board of the ship, who were engaged in pumping, and breaking out cargo, and shifting it aft, getting ready for the next high tide.
"Seventh. At 2:45 P.M. a heavy squall came up from the S.S.W. with a very heavy sea, when the ship started asteTn with her stern swinging to the Northward and Eastward, and at the same time bringing the anchor home(?) continued to swing in that same direction until she headed to the S.W. laying broadside to the reef, the ship striking and pounding heavily upon the bottom while swinging, after the ship had swung broadside to the reef, put a stopper on the hawser, then led the end of the hawser foreward to the capstan, by this time the wind had jumped to the north west and blew very hard, when the jobs were twisted, the stopper cut, and the slack. of the hawser taken in, when a heavy strain was placed on the hawser, but could not move the ship, tookin sail again, sounded the pumps, and found that the ship had 15 feet of water in her hold, libellant then informed the master that it was useless to pump any further as he was satisfied that the ship had bilged, at the same time calling the master's attention to the fact that the men were pumping up articles of grounded plank, sand and coral, the master requesting libellant to pump one hour longer which was done, but without gaining on the leak.
"Eighth. At the time of the ship starting, libellant sounded the pumps as the ship had pounded heavily upon the bottom and found 4 ft. 1 inch of water, 10 minutes later, again sounded and found 4 feet 3 inches, 10 minutes later again sounded and found 6 feet 1 inch, 10 minutes later and at the time the ship had gone broadside to the reef, again sounded, and (Pg. 134) found that the ship had 15 feet of water in her, it being about 5 P.M. of the afternoon of the17th."
Commenced loading vessels with bales of Dry Cotton. (Ninth, Tenth, Eleventh, Twelfth. Mon. 21st - "Before the salvors could finish loading the Eliza Bennett the wind came up from the S.E. blowing fresh, causing a heavy roll, and swell upon the reef " The Salvors were obliged to haul her off till morning. From the thirteen entry through the twenty-fourth (Pg. 135 and 136) on Saturday the 9th of April, the Salvors were working continuously saving cotton fromthe lower hold. They recovered 1,157 bales of wet cotton. The weather was again bad on the 9th and it was too rough to bring vessels alongside until Wednesday, April 13th, when they again began loading.
(Pg. 136) Only 22 bales were saved, "...the divers being exhausted and the condition of the ship making it entirely too dangerous to work in the lower hold." Then on Thursday the 14th they abandoned the work after saving the rest of the ship's materials.
"Seventeenth. Libellants would further give the Court to understand that they saved 3,540 Bales of cotton, out of which number they have saved Dry 1650 Bales, partly wet 584 Bales and 1306 wet bales, That 1081 bales were saved by actually diving for which they have paid from 25 to 50 cents per bale, that the divers were subject to severe pain from their eyes, a number of whom had to give up diving, That several of the salvors were injured by falling blocks, and being struck by bales of cotton, that several of the vessels were damaged while alongside of the ship, having their bulworks (sic) stove in." (Pg. 137) The salvors stated that they were engaged for 30 days in performance of the service and for several days they worked night and day. They estimated the value to be $175,000.00.
(Pg. 139) On April 4, 1887 a letter was written by F. R. Maloney, Notary Public, informing Capt. A. A. Fengar of the U. S. Revenue Service, Commander of the U. S. ,Revenue Cutter Crawford Lieut. T. S. Smythe, Ex-officer of the U. S. Rev. Cutter Crawford; and Wm. H. Pierce, Mast shipwright:
"You are hereby appointed a board of survey on the Austrian ship Slobodna now lying ashore on Molasses Reef where she struck on Wednesday March 16th with a cargo of cotton while bound from New Orleans to Reval."You are requested to proceed to that point and hold a strict and careful survey in said vessel making a close examination of her condition and a statement of the damage she has received and of the probabilities of saving the ship, you will make such recommendations regarding her condition and disposition as may seem best to you for the interest of all parties , concerned and for the purpose of advising the master as to his future course. In case you find it impossible to come to any determination about the ship's bottom without the aid of a submarine diver you are authorized to engage one who will make his report to you." (Copy certified in text).
(Pg. 140) Reply to F. R. Maloney, Dated April 6th 1887 :
"We the undersigned having been appointed a board of survey on the Austrian ship Slobodna ashore on the Florida Reefs, have the honor to report that we have this day repaired alongside and on board said ship and made a thorough examination of her hull spars, rigging and apparel, as requested and find as follows:
"The Slobodna is stranded on an outlying reef equidistant between Pickles reef beacon and French reef beacon, and is lying in fifteen feet of water on hard but rocky bottom, Rodriguez Key bearing by compass N.W. by W. 3/4 west about 4 1/2 miles distant. Tavanier Key bearing W. by S. 1/8 S. about 6 5/4 miles. The ship is listed off-shore and lying on her port bilge and is heading about S. W. Her cargo of cotton consisting of about 4500 bales has been nearly all removed there remaining but about 400 bales at the time of this survey with every probability ofnearly or quite all of it being saved. The ship's hull as far as can be seen is in fine condition, not a butt or seam started or the least show of starting visable anywhere except that a water tank under the foreward house has been raised some 14 or 15 inches, as this tank rested on the (Pg. 141) keelson, it is not probably that it has been lifted from its bed by any other cause than from swelling of cargo, "From testimony obtained among the wreckers it is evident the ship has never moved from her bed since swinging into her present position. Her bilges may have chafed more or less and it is reasonable to suppose they have from the swell occasioned by the breezes of several days ago. But the ship having very little dead rise an examination of her bottom where she now lies is impossible.
"The wreckers have removed the steering gear, but the rudder is intact and working freely, ten (10) lower deck beams have been cut to remove the cargo and one (1) carlene have been cut for like purposes. A thorough inspection of the ship between decks does not show in a single instance any starting of knees either hanging or on (loson?) or any weakening of fastenings. "Her topmast have been cut away to enable wrecking vessels to get alongside, but her lower masts, bowsprit, lower and topsail yards are intact, her lower standing rigging is also in good condition, the sails and running gear have been saved. "The wreckers have in our opinion prematurely removed the metal from the starboard side as far down as it could be reached otherwise they have not damaged the vessel or appertenances more than the circumstances would admit. Two (2) cargo ports are out on the port side in order to admit a free flow of water, for the purpose of working the cargo, but can be secured when necessary.
"We are of the opinion that the value of this ship warrants extreme efforts to release and bring her into port. We recommend the procuring (Pg. 142) of powerful steam pumps and after closing the cargo ports now open under water and removing as much of the 150 tons of stone ballast as possible (which is now in the bottom of the vessel) that an attempt to free the ship of water be made and if successful (which at present looks feasible) she be towed to a place of safety for further examination. If the pumps or other means of freeing the s'hip are not available or cannot be procured at a reasonable cost, compared with the value of th:e ship, we recommend the sale of hull and apparel as she now lies, for the benefit of whom it may concern.
Signed by the Board of Survey: A.A. Fengar, Captain U. S. Rev.
Percy W. Thompson 3rd Lieut. U. S. Rev.
William H. Pierce Master Shipwright
(Certified to be a correct copy in the record.)
(Pg. 143) "And an April 22nd A. D. 1887 report of survey was filed as follows:
Key West Fl. April 20th 1887
"Hon. J. W. Locke, Judge of U. S. District Court &c. &c.
"We the undersigned having been appointed by your honor a board of survey on the Austrian ship 'Slobodna' stranded on Molasses Reef, Florida Keys have the honor to report in obedience to the instructions contained in your order, that we have this day repaired on board said ship 'Slobodna' and have made a careful and thorough survey as the circumstances of the case would admit. We found the ship lying on her port bilge (Pg. 144) with her head to the southward and westward, in about 23 feet of water aft, 18 feet of water amidships, and 15 feet of water foreward. The ship is water logged, her back is broken, and she is badly lugged(?). The deck is lifted fully a foot amdiship, Deck houses and batch combings started. Water nay? butts and deck seams open. The hanging knees to the second beams as far as can be seen are broken at the shoulders and the beams as well as the lower deck beams are adrift.
"The stern post is started, the mainmast has been unstepped by force of the sea, and cut away to prevent further damage and is now lying alongside with wire rigging attached.
"The fore and mizzen masts are still standing. The ship's bottom is without doubt badly stove on the port side, from the fact that she has settled so deep that the front? plankshear is covered amidship at high water. The ship has so heavy a list to port as to make it difficult to walk the deck. The 'Slobodna' is a complete wreck and beyond help. We recommend the sale of the ship as she now lies for the beefitn fit of all concerned. "
Board of Survey: A. A. Fengar, Captain U. S. Rev.
Wm. Black, Ship's Master
William H. Pierce, Master shipwright.
[There is no certification of this document and no explanation why it differs so from the previous report filed.]
KW/ ADM r14/p157: Judge's Decree: Case of Enoch Baker et al vs. Cargo. "This vessel laden with 4500 Bales of cotton, from New Orleans bound to Reval, went ashore on a projecting point of rock between French and Pickles Reefs, on the Florida Coast, about 100 miles from this port, on the morning of the 16th of March 1887, at about 9 o'clock where she was soon boarded by the principal libellant in this case, where offered his assistance.
"The vessel lay upon the extreme outer point of the reef on hard rock bottom, she was under considerable sail with a fresh wind when she struck and went ashore so as to be lifted fully two feet from her ordinary draft from her main chains foreward, at high water, at low water much more.
"For a time the master thought he would be able to get his vessel afloat so declined to accept aid, but at length, at about 4 o'clock that afternoon, finding his efforts ineffectual accepted the assistance of the libellants with several of their vessels there at the time, all professional licensed wreckers who carried out a 4000 pound anchor with 30 fathoms of chain and 85 fathoms of 8 inch hawser and let it go in deep water and as the tide rose, heaved heavy strains with all the power they were able with a four fold purchase led to the capstan. A part of the Libellants manned the pumps as there was found 6 feet of water in her hold, and finally reduced it to 4 feet. They hove with what force they could until two hours past high water that night, but were unable to move the vessel. '
"A portion of the libellants then went to breaking out and moving cotton aft, others constantly pumping in order to keep the water down. The next morning one schooner was hauled alongside to take cotton, but by the time she had received 29 bales, the wind increased and the weather became so bad that she was compelled to drop off, and all the vessels with one
(Pg. 158) exception had to leave their anchorage outside the reef and go inside to seek a harbor, leaving 60 of the libellants on board who continued pumping, breaking out and moving cargo aft, and heaving at the anchor as the tide rose. At Four o'clock that afternoon the 17th the weather became worse, the wind shifted to the southward - a dangerous point, and a violent squall struck the ship with such force as to lift her off the bottom, so that the Libellants succeeded in moving her astern, nearly if not quite half her length, but unfortunately the anchor at that time dragged. The ship partly relieved from the bottom, swung broadside onto the reef and thumped and pounded heavily, at the same time increasing the leak so rapidly that within 40 minutes the water gained, notwithstanding constant pumping, from 4 feet to fifteen; the depth she was in, where it continued. After pumping a long time the libellants concluded that the vessel had bilged and proceeded to save cargo. ,," "The salvors, already represented by libel or petition have saved 4310 bales of cotton and
an amount of loose cotton estimated at about 142 bales and others are still at work saving what yet may be got from the wreck. "The bales were qvery heavy, many of them weighing over a half ton as they came out of the water. It is true, the vessel has been lost but the cargo has or will be almost entirely saved, though in a damaged condition.
"There were 335 men and 41 vessels, two of which were steamers, engaged in the general consort and who worked all the time the weather was such that they could work at the ship, for a month lacking two days, part of the time it was impossible to work on board or be alongside. 9 vessels and 69 men have also worked more or less on their own account and saved 861 bales outside of the general' consort.
"The work has been laborious in the extreme, the bales of cotton were pressed into the ship with much force at first, and being wet had become greatly swollen. During the latter part of the service the bottom of the vessel was so crushed up that it held the bales under (Pg. 159) the beams so that it was almost impossible to break them out, many of them were broken, or necessarily pulled apart, until the water was filled with a pulpy mass of loose cotton and broken ties and dunnage, that made it very difficult and to a certain extent dangerous to dive through it.>br> "The salvors had no appliances for diving or saving labor, but it all had to be done under water by naked divers and hoisted by hand. The bales had become so saturated and heavy that they would not float, but each had to be broken out and slung underwater. About 1700 bales have been dove up from more than 6 feet of water and from that to 18 feet, and about 150 of loose saved in the same way.
"The great question in this case that must influence the amount of satvage is, Did the salvors do their whole duty in their attemps (sic) to save the property? First, Was there any dereliction of duty in not preventing the vessel from swinging again aground when partly relieved from the bottom; and secondly, Could they have pumped her out and saved her after she had been partly lightened of her cargo? Salvors are held to a strict accountability for everything which is omitted to be done by them for the saving of property by every means within their power, and if from lack of energy, judgment, or skill. they fail in one particular the amount of salvage awarded, if any, will be reduced accordingly. It is not only honesty of purpose but skill, energy, and good judgment to use every appliance which they can possibly command, that is demanded, yet Courts
(Pg. 160) cannot require impossibilities of them and must only consider the means under their control.
"In this case was it within their power to have forseen by any degree of care or diligence the probability of the anchor dragging and prevented it? In the case of the St. James the vessel was permitted to swing back onto the reef by the breaking of a hawser when the salvors had shown a most deplorable lack of skill or judgment in using a small line to lengthen out a large hawser when it was within their power to have used a larger one or increased the strength of that used by several doublings, and the entire salvage was forfeited (Records of this Court, 1872). But in this case the depth of water was properly selected, the largest anchor carried out in the best direction with the strongest hawser that could be obtained. The weight of the anchor was such that no reasonable man would have considered it necessary to back it with another, but would have presumed it to hold in bottom such as it was known to be, as much or he more than the hawser.
"It seems that at the time of the service anyone would have conceded that everything had been done within the power of the salvors to float the ship and but for the change and increase of the wind, the suddeness of the violent squall and sea, and the accidental breaking out or dragging of the anchor through the rock where it first held, it would have been successful.
"The suddeness and severity of the wind and squall prevented anything being done after the anchor had started until it was too late, and the vessel was evidently bilged and leaking so badly that no power of the libellants could control the amount of water in her. I am not satisfied that anything more could have been done to float the vessel than was before she started from the bottom or to prevent her going ashore again. After partly discharging her, the question was very properly suggested both by the wreckers and a board of survey whether she could not then be floated and (Pg. 161) brought to port, but in order to do that it would be necessary to control the water coming into her or undoubtedly she would have sunk in deep water. Had the libellants had at their command a powerful steam pump or had it been within their power to procur one and they had not done so and endeavored to float her, I should have certainly have considered them lacking in energy and enterprise requisite for such an occasion, but they had none. The master wrecker came to Key West and endeavored to procur one but was unable and upon his return found that the vessel was undoubtedly so broken as to be beyond recovery.
"They have therefore done all they could do in saving the cargo, materials, and stores, and bringing them to a place of safety. What amount ought they to receive for this service? It is unquestionably a salvage service. The property was in jeopardy of certain loss: it was only by such means as were used that it could be saved. It was an almost uninhabited coast, a hundred miles from any assistance and several hundred from any except what did offer itself.
"It was on a dangerous reef the approach to which was at all times more or less perilous to vessels. The weather was bad part of the time and all the salvors' vessels were more or less exposed to dangers entirely different from those of ordinary navigation. The actual labor was arduous and long continued, perhaps the number of men employed for the time occupied may not be a true measure of the actual labor performed, as a good deal of the time was taken up by the small vessels bringing cotton to Key West, discharging it and returning. Also there was some of the time when it was impossible to work at the ship, as the sea was sweeping entirely
(Pg. 162) over her and all of those engaged in the service were compelled to lie at anchor inside of the reef. But their time was occupied either in working or waiting, and I consider the circumstances justified the employment of the large number. Nor, am I prepared to say that it could have been done with a smaller number or in a shorter time."
"...I do not consider than an Admiralty Judge should depart from usual rates given in similar cases, and decree according to his feelings at a particular time, whether liberal and generous or otherwise, in salvage cases more than any other class of cases. In questions of salvage, Courts cite precedents of amounts and it is presumed somewhat guided by those cases the nearest parallel in circumstances unless good reason is found for a variation... "
[Cases are cited which pertain to the Judge's decision regarding the amount of salvage to be awarded. The vessels cited were: (Pg. 163):
"The Brothers,""The Fleece,""Friendship,""John Gilpin,""Comanche,""'Thetis,""America,""Telamon,""Yucatan,""Brewster,""Isaac Allerton,""Nathan Kimbal,""Maryland,"
"May Howl,""Alfred,""Cora Nellie,""Ajax,""Emery,""Norway,""Kristrel,""North America,""Tellumah,""Elizabeth Bruce,""Alitralia,""Concordia,&qu ot;"Mary Hale, "Helen E. Brooks,""Mimie,"
"Mulhouse,""Indian, Hunter,""Eliza Mallory,""Mary Coe,""Ocean Belle."
"The Ship 'Yucatan' laden with cotton and rock? was lost near Cape Florida. The salvage was 43% on the cargo saved, shares $62.
"The 'Brewster,' cotton laden, was lost on Carrysford reef, Salvage 1-3.
"The 'Isaac Allerton' was driven over the reef and sunk in five fathoms of water, over 400 persons were engaged in saving cargo; one half of the net value of the amount was decreed... ."
(Pg. 165) "1859. From the wreck of the 'Indian Hunter' salvors saved 3432 bales of cotton valued at $88,220. Salvage of 25%, 42, and 50% was given upon the dry, damaged, or saved by diving. The last case cited was almost precisely similar in the locality, season of the year, and character of the services rendered with the one under consideration."
"These were a few of the cases of similar character as the present decided in this Court previous to 1861, and in an opinion in the "Ocean Belle" that year, Judge Marvin remarks, 'The most usual rates of salvage for saving cotton on this coast when the ship has been lost and the cargo saved, has been 25% on the dry, 40% on the wet saved without diving, but taken from under water and 500/0 and in some instances 55% and 60% for saving it by diving in the lower hold.'"
"In the fall of 1865 during a severe hurricane several large cotton ships were driven ashore or on to the reef, and more than a million and a half dollars worth of cotton was saved within a short space of time..."
(Pg. 166) Vessels listed as lost during this hurricane:
"John Wesley.") ,
(Pg.166) "Since these cases there have been comparatively few vessels lost on this coast from which cargoes have been saved under similar circumstances, there have though been some. "In 1871 a portion of the cargo of the Spanish bark 'Aquila' was saved for which the Court paid 27% of the dry and 42% of that wet and damaged, and 50% upon that saved by diving."
[Also cited: "Mississippi,""North wester")
(Pg. 167) "In 1872, the brig 'Amazon' was lost on the reef in the vacinity (sic) of where the Slobodna was, and her cargo consisting of cotton was saved in the same manner, 35% was given upon the entire cargo.
"In the same year the ship 'St. James,' loaded with 1500 tons of Rail Road Iron was lost on the same reef. The cargo was saved with great exposure and labor, 50%, 62%, and 68% were given upon the net proceeds.
"In 1874, the British steamer 'Mississippi' was run onto Fowey Rocks near Cape Florida when she filled with water. Her cargo consisting of the looser heavier kinds of assorted merchandise, cotton ties, hard ware, earthen ware, &c. was save partly dry and partly by diving or hooking up from the bottom. The salvors were saved to (sic) great deal of labor as all the hoisting and discharging was done by the hoisting engine of the steamer, 30%, 40, and 50% was given according to the circumstances of each class of cargo saved, whether dry from the top of the water or by diving. The crews of two of the vessels that arrived first at the wreck shared $50, but the others from $15 to $32."
"In 1879, The 'Mary E. Riggs' laden with cotton (Pg. 168) struck the reef but a short distance from where the 'Slobodna' went ashore, and bilged before the salvors were enabled to get her afloat. They saved 4,646 bales of cotton, but the ship broke up before they could complete the service and about 300 bales went adrift."
(Pg. 169) "It is to be regreted (sic) that the modern wrecking appliances can not be introduced upon this coast, but the nature of the service, the extent of the reef line to be watched and the uncertainty of remunerative employment has so far prevented it. The character of the bottom, sharp coral rock, demands that the assistance to be of service must be speedy. The introduction of improvments (sic) requires the concentration of capital at. one point that the lack of means of rapid communication renders oftentimes useless. In this case, the cargo has been appraised by appraisers appointed by the Court, in its present condition and circumstances at $46 per bale for the dry cotton, $38 per bale for that partly wet, $27 for that wet and $16 per bale of the loose cotton, and no objections ha ve been made to the same. The materials and c stores have been sold for $2751, and the proceeds brought into the registry of the Court.
"Considering the entire case and all the surrounding circumstances it is ordered that from the foregoing values all the expenses
landing, storing, watching, and labor heretofore incured and the costs herein be deducted and the libellants and petitioners have receive and recover the following rates for salvage on the net values so found of the quantities severally saved by them to wit:
"On the cotton saved dry and appraised at $46. per bale, 25%.
"On that partly wet and appraised at $38. per bale, 33 1/3%.
"On 435 bales wet saved from water less than 6 feet, 40%.
"On the balance saved by diving in water more than 6 feet in depth and loose, 50%.
"And inasmuch the crew assisted in stripping the ship, the libellants receive 45% of the net (Pg. 170) proceeds of materials and stores and that the matter be refered to E. Locke, commissioner of this Court for investigation and computation as to the amounts severally due libellants and petitioners hereunder. This will make the individual shares about $45 which is small compensation, but as a proportion as I can feel justified in awarding."
James W. Locke, Judge.
(Pg. 174) "Having computed the salvage on the net value of property saved, under interlocutory decree of the Court I report the salvage to be as follows:
"Enoch W. Baker et al. on Materials oc. $ 1,102.75
"On 1650 bales dry cotton, 584 partly wet, and 1306 wet, and 62 1/2 loose 41,233.97, 42,336.72
"H. Strenge et al on 456 bales of wet and 13 1/2 bales loose cotton. 5,256.97
"Peacon et al. on 145 bales wet & 31 1/4 bales loose cotton 2,017.31
"A. Albury 29 bales wet & 3 loose 379.90
"Ob. T. Roberts 13 bales wet & 3 1/2 loose. 185.92
"J. A. Russell. 1 bale wet and 22 1/2 boxes 175.47
"E. de Vedig 38 bales wet cotton 458.34
"E. de Vedig 2 bales loose cotton 25.46
"J. R. Russell, 52 bales wet cotton 642.20
"T. Curry 6 bales wet and 6 bales loose 117.60 "
E. Weatherford, 30 bales wet, 1/2 loose 374.12 "
J. Roberts, 2 bales loose. 14.50
" May 15, 1887"