“ONLY INVESTIGATION WILL DETERMINE WHY GLENESSLIN WRECKED,” read the headline in the Oct. 2, 1913, issue of the Oregon Daily Journal. “Alleged That Captain Was Intoxicated and Refused Effort to Save His Vessel,” it elaborated.

Dramatic photos show a classic windship tilted to her starboard, under full sail, stopped dead, with her bow bashed into boulders at the foot of Neahkahnie Mountain.

How did she get into this fix? Down through the years, many of us have wondered.

Breaking news

That first story in the Journal reads, “Neah-Kah-Nie Mountain, Ore., Oct. 2 — Wedged upon the great rocks that lie in the waters of the Pacific off the extreme point of Neah-Kah-Nie mountain in northern Tillamook county and rapidly going to pieces under the pounding of the surf, the British ship Glenesslin, bound from Liverpool to Portland for a grain cargo, is a total wreck today.

Pull Quote

“That Captain Owen Williams, master of the vessel, was so drunk that he could hardly stand up after being taken ashore, was the statement made this morning by S.G. Reed, proprietor of Neah-Kah-Nie tavern.”

“The 21 members of the crew, by means of a lifeline stretched from the vessel to the higher rocks, were taken off safely.

“That Captain Owen Williams, master of the vessel, was so drunk that he could hardly stand up after being taken ashore, was the statement made this morning by S.G. Reed, proprietor of Neah-Kah-Nie tavern.

‘Crashed to her doom’

“With all sails set, the ship crashed to her doom shortly after 2 o’clock yesterday afternoon. The day was reasonably clear, and that nothing was done by her crew to avert the disaster until after she had entered the oblique line of breakers that indicate the hidden rock spits at that place, is a mystery that perhaps will be cleared up at the hearing that will probably be held before British Vice Consul Cherry at Astoria tomorrow.

“Rescue of the members of the crew was effected by Mr. Reed and a party of men.

“Shortly before the Glenesslin struck, T. T. Steel, who lives on the beach, saw the vessel drifting in, and … notified Mr. Reed, and the latter, with his manager, S.P. Williams and Walter Cain, a farmer [headed for the rocks] … .As they started, the boat struck.

“The tide had just turned, and in 20 minutes after the Glenesslin hit, the men were on the rocks nearest the ship and less than 200 feet from her bow, which was then headed northeast.

“Someone on the vessel tried to toss a heavy line to shore, but it fell short. Then a lighter line was used, and after some unsuccessful effort, it was secured by the party of landsmen. A cable was then hauled to the rocks and made fast around a jagged point. While the ship was attached to the forecastle head, several of the crew then came ashore hand over hand. A boatswain’s chair, rigged up with a tow line, brought in the rest. All were on shore within two hours after the Glenesslin struck.

En route to disaster

“The Glenesslin, of 1,818 tons burden, was headed for the Columbia River from Santos, Brazil. … She was in ballast and had been chartered for the Portland Flouring Mills’ grain carrying fleet.

“Captain Owen Williams was in charge and was the last to leave the ship. …

“Residents on Necarney beach [Manzanita, Ore.] saw the vessel at intervals for several hours before she struck. There had been considerable haze during the morning, but this had mostly cleared at the time she was noticed to be dangerously close to shore. When first seen, the Glenesslin was several miles at sea, southwest of the Neah-Kah-Nie mountain, and due west of the mouth of the Nehalem River.

“According to statements of the seamen, the Second Mate was on deck after noon. The Captain was also there, it is alleged, but was in no condition to handle the ship. One of the seamen was at the wheel, and the rest of the crew was engaged in painting.

“When it was seen that the Glenesslin was headed for the rocks, First Officer Howard, who was below, went on deck and took command. The Second Officer, it is declared, had tried to persuade Captain Williams to put about at a time, it is said, when he could have saved the vessel. His entreaties with the Skipper useless, he went below and summoned Howard, but it was too late. …

The rescuing party

“When the rescuing party left the Tavern [at Neahkahnie Hotel] for the rocks a mile north, Mrs. Reed, wife of the proprietor, was left behind to telephone the lifesaving crew at Garibaldi.

“The crew left by special train. Arriving at Brighton, it crossed the Bay in the power lifeboat, and, leaving the latter on the beach inside the Bar, started up the beach for the wreck. The crew arrived about 6 o’clock, and its assistance was not needed.

“‘When Captain Williams came ashore,’ said S.G. Reed [of the Neahkahnie Tavern], ‘he was so drunk that he could hardly stand up. He was the last man to leave the ship, and, climbing over the rail, got into the boatswain’s chair unassisted. I understand that it was the Captain’s watch on deck, but I am told that the Second Mate, Collifield, was in charge.’ Mr. Reed said that Captain Williams is all right this morning.”

(S.G. Reed, of the above opinion, was no ordinary tavern-keeper. He had purchased 800 acres of land on the south side of Mt. Neahkahnie before 1912, built a massive and handsome shingle-style ocean-side resort he called the Neahkahnie Tavern. It was architect-designed, had dozens of rooms for rent, a fabled restaurant, and, eventually, a large golf course.

(Capt. Williams later denied drinking and was quoted by the Morning Oregonian as saying, “ ‘I was not intoxicated at the time the ship was nearing shore or after, and further, I have never been under the influence of liquor.’ ”)

Continuing to quote from the Journal, “… several residents along the beach saw the [Glenesslin] … floundering in the breakers, and saw it strike the rocks later. ‘She drove straight in,’ said one. ‘There was apparently no effort made to stop her, either by lowering sails or dropping anchors.’

Bottom ripped open

“It is believed that the Glenesslin, whose hull is of steel, cannot be saved. Holes the size of a large barrel were torn in her sides and her whole bottom is ripped open. She is on rocks that are above the surface of the water at low tide.

“The Glenesslin lies just off the extreme end of the mountain. The beach ends half a mile south. …

“The wreck of the German bark Mimi lies on Nehalem spit, four miles south of the Glenesslin. The Mimi drove on the sands of the spit last January. …” Oct. 2, 1913. The Oregon Daily Journal.

Captain or mate?

Eight days later, the Journal headlined testimony at the Court of Inquiry, “CAPTAIN SHOULDERS BLAME FOR WRECK OF GLENESSLIN ON MATE.”

The secondary headline added, “Second Officer on Other Hand Testifies Master Was Told of Danger in Ample Time.

“Whether Captain Owen Williams, 26 years a mariner,” wrote the Oregon Daily Journal’s reporter, “will be held responsible for the wrecking of the British ship Glenesslin … , or whether the blame will be put on the shoulders of Second Mate John K. Colefield, who was on watch at the time, will be determined Monday by the British Court of Inquiry which heard the evidence yesterday. From morning till late in the afternoon, the Court, which consisted of British Consul Thomas Erskine, Captain Dalton, master of the British steamer Border Knight, and Captain Davidson, master of the British bark Lord Templeton, listened to testimony of officers and crew of the Glenesslin. …

“[Second Mate] Colefield has testified that it was his watch on deck and that the Captain had laid down for a nap, after setting the course with the wind, and toward the shore. This was at 12:45 o’clock in the afternoon and the vessel was less that 20 miles from the beach. Before he retired, Williams told Colefield to call him at 2 o’clock.

“The [Second] Mate insisted he called the Captain at 1:55 and told him the ship was nearing shore. Later Colefield said he notified the [First] Mate, who in turn notified the Captain. At that time, runs the testimony, the ship could have been saved, but by the time the Captain came on deck, the vessel was too near the rocks and a short time later was in the breakers.

“On the other hand, Captain Williams declares he was never called until the first mate notified him of the ship’s position after 2 o’clock. He had been up the two preceding nights, he said, and thinking everything safe, planned for an hour’s nap in the chart house.

“A Chinese cook testified that he had gone upon the poop deck and asked Colefield to stand offshore and that the latter told him to clear out and mind his own business.” Oct. 10, 1913. The Oregon Daily Journal.

Negligence

The Daily Journal’s article the following Monday, Oct. 13, begins, ”CAPTAIN IS GUILTY OF NEGLIGENCE IN WRECK OF VESSEL, Master of Ship Glenesslin Loses His Certificate for Period of Three Months as Result of Inquiry.

“Captain Owen Williams, Master of the ill-fated ship Glenesslin, which was wrecked in the breakers at Neah-Kah-Nie mountain, Oregon, Wednesday, Oct. 1, was found guilty of negligence and his Master’s certificate suspended for three months by a Court of Inquiry meeting at the British consulate this noon.

“L.W. Howard, First Mate of the vessel, was given a reprimand for not acting quickly in the emergency which arose when the Glenesslin got into a dangerous position.

“The severest penalty imposed by the Court was accorded to Second Mate John K. Colefield, whose certificate was suspended for six months. The court found him guilty of great negligence in going too close to shore and in not calling the Master before he did. …

“The Captain and First Mate were below at the time the boat ran in the breakers, with the Second Mate in charge. At a previous hearing it was brought out that the course was never changed without orders from the Captain.

“The Second Mate is said to have awakened Williams and told him of the ship’s proximity to the shore, but receiving no satisfaction or orders, later awoke the First Mate, who in turn again called the Skipper. The Master reached the deck too late to save the ship. …

“Although charges were made at the time of the wreck that the Captain was intoxicated when he came ashore, nothing was said of the matter by the court of inquiry in its finding today.” Oct. 13, 1913. The Oregon Daily Journal.

The Naval Court

Excerpts from the official findings of the Naval Court, include:

“… and the cause of such stranding, and to enquire into the conduct of the master, certificated first and second mates and crew of said vessel.

“The Glenesslin was a steel sailing, full-rigged, ship, of 1,645 tons registered tonnage, built at Liverpool in 1888. It appears from the evidence before the Court that she sailed from Santos, Brazil, on the 28th of May, 1913, bound for Portland, Oregon, with about 850 tons rubble ballast and a crew of 23 hands …. She was drawing 13 feet. The ballast was properly secured. …

“At 1.30 a.m. the course was changed to west-south-west to get offshore again, which course was maintained until 8 a.m. The course then set to come in shore again.

“Sights were taken at 8.30 [a.m.] and land was sighted about 11, but it was very hazy, and latitude at noon was 45N° 38’ and 124° 26’ west.

“At about 20 minutes to one the Master went to the chart house to lie down, leaving the Second Mate in charge of the vessel, with instructions to hold the course set and to call the Master at 2 p.m.

“At five minutes before two the Second Mate states that he called the Master, as the vessel was getting close to the shore, and again called him at five minutes after two, and was told by the Master to call him again at 2.30.

“The Second Mate then called the First Mate, who came on deck looked at the shore and went back to his room. In two or three minutes the Second Mate called the First Mate again, and the First Mate then went to the Master, who came on deck and ordered the crew to wear ship, but before this could be done she struck and immediately began to fill with water.

“The Court, having regard to the circumstances above stated, find as follows:

“That the Master, Owen Williams, was negligent in his duty, and the Court orders that his certificate as Master be suspended for three months.

“That the First Mate, L.W. Howarth, is reprimanded for not acting immediately on his being notified of the threatened danger but was not notified in time to save the ship.

“That the Second Mate was acting under orders but showed great negligence in running so close to shore without insisting on the Master coming on deck, and, also, when the Master did not answer his second call, negligence in not taking matters into his own hands and ordering the crew to wear ship in the critical position in which he considered the vessel to be, and the Court therefore orders that his certificate as second mate be suspended for the term of six months. …”

A crying shame

From The Morning Oregonian of Nov. 22, 1913, we read, “In a letter to Capt. Frank Andrews, of Tacoma, John S. De Wolf, of C.E. De Wolf & Co., owners of the British ship Glenesslin, which went on the rocks at Necarney Mountain, Oct. 1, and was a total wreck, bemoans the loss of the vessel:

“ ‘It seems a crying shame that this beautiful little vessel should have been so wantonly thrown away …The First and Second officers apparently blame the Captain, and I suppose the Captain, on the other hand, blames them; but, anyhow, between the lot of them they have cast away a fine vessel. Next to the Glenalvon, she was our pet lamb …”

Another interesting note from The Morning Oregonian of Jan. 9, 1914:

“To the photograph collection on the walls of the Port of Portland Commission’s headquarters at the Courthouse … will be added an enlargement of a picture of the British ship Glenesslin …. The enlargement is nearly four feet long and about three feet high … It shows the ship under full sail, with a noticeable list to starboard, and while her stem is fast in the rocks, beyond the vessel the ocean appears tranquil.

Total authority

So why didn’t the Glenesslin’s crew override the captain’s apparent inability to act correctly in time to save the ship?

After the notorious sinking of the cruise ship Costa Concordia in 2012, U.S. Coast Guard Adm. (Ret.) James M. Loy explained the nature of a ship captain to CNN: “ ‘The captain of a ship at sea is one of the last bastions of total authority in this world. … But with that absolute authority comes absolute responsibility. …it is a captain’s responsibility to err on the side of safety …’ .”