THE SCOW (SAND BARGE)
(Barge) in the Niagara River opposite the Toronto Power Station just upstream of the Horseshoe Falls
At about 3 p.m. on the afternoon of Tuesday August 6th 1918, a steel copper bottomed sand scow (barge) was engaged in dredging operation in the fast currents on the American side of the Niagara River opposite Port Day at the entrance of the Niagara Falls Power Company hydraulic canal.
The scow was being towed by the tug boat - "Hassayampa" being operated by
Captain John Wallace. The scow had two deck hands aboard. They were Gustave
Ferdinand Lofberg, age 51 of
The tug and scow were owned and operated by the Great Lakes Dredge and Docks Company. During the operation, the tug suddenly struck a sandbar approximately a ½ mile upriver from the Falls. The taut towline rope that held the barge to the tug snapped "like a thin string". The scow was 122 feet long and 30 feet wide.
The powerless barge containing approximately 2,000 tons of sand and rock quickly drifted out of control into the Canadian channel and towards the Horseshoe Falls. Lofberg and Harris were helpless and could do nothing to stop the scow. They were seen trying to slow the swift progress of the scow with the use of makeshift oars but with no success.
Although some reports indicate that, they opened the two holes in the bottom of the scow to allow water to enter the barge, they simply had no time. Other reports indicated that Lofberg and Harris had thrown a concrete anchor weighing about one ton into the water but that it didn't hold.
Lofberg and Harris could only hope and pray for a miracle as they faced to see rising mist of the great Horseshoe Falls growing closer by the second. The roar of the Falls echoed in their ears. In a twist of fate, the scow became grounded and became lodged on a rock shoal at 2,500 feet (767m) upriver from the Horseshoe Falls in the shallow but fast moving cascades. After the scow had stopped moving, Over the next twenty-four hours, Lofberg and Harris worked feverishly dumping the forward hold into the river in an effort to further secure the scow from moving. They manually shifted about fifty tons of the load to the front of the scow to further secure the barge on the shoal.
The alarm that the sand scow was being swept towards the Falls with two deck hands aboard spread throughout Niagara Falls, New York and the towns on the Canadian side. Hundreds of people crowded the buildings that lined the shore and the riverbanks to watch the human helplessness and the scow's progress. When the scow grounded it electrified everyone. Hundreds of men made for the point on the Canadian shore nearest the ledge.
Employees of the Toronto Power Company who had watched the scow drifting in the river from the roof of the company building rushed to telephones. Calls were sent to the fire departments in Niagara Falls, New York and Niagara Falls, Ontario and to the Life Saving Station in Youngstown, New York.
Benjamin Hall of Pennsylvania Street in Niagara Falls, New York, standing on the eastern tip of Goat Island witnessed the barge careening out of control through the rapids until it ground in mid stream just off the head of the island. At the urging of Mr. Hall, the Youngstown Life Savers (United States Coast Guard) were sent for.
Lofberg and Harris began ripping huge timbers from the inside of the barge and were seen throwing some overboard. They were actually building a makeshift windlass (a winch device) in hopes that if a rope line from shore could somehow reach them they would be able to secure the line to the barge in order to hopefully prevent the barge from becoming dislodged and moving any closer to the Falls. A bungled haul would mean the dislodging of the scow.
With sheer determination and with their very lives at stake, Lofberg and Harris completed building the clumsy windlass. The two stranded men could now only wait.
While awaiting rescue, Lofberg, thinking safety tied himself to the barge. Harris, on the other hand tied a rope around himself with the other end tied to a barrel. Harris thought that if the barge broke free, he could jump clear and hope that the barrel got caught up on more rocks.
of the remains of the Scow in the Niagara River just upstream of the Horseshoe Falls
A rescue boat could not be utilized to rescue the two men because of the distance, the turbulence of the rapids and the proximity to the Horseshoe Falls.
The Niagara Falls Fire Department was the first to arrive at the Power Company Building. They brought with them a small life saving gun. It was carried to the roof of the building. Fire Chief A. H. Newman discharged the gun. The rope rolled out towards the barge. It spun out about 300 feet (91.4m) before falling into the river. A second attempt was made but with the same result. In the meantime an army truck bearing five men from the Life Saving Station in Youngstown and their equipment including a larger gun and longer ropes. The five men were on their way from Fort Niagara at best speed driven by Private Fred Daubney. The truck made the 25 mile trip in 35 minutes.
When the men from the Life Saving Station arrived with a Lyle gun capable of firing a lifeline to the scow, they mounted their gun on the roof of the Toronto Power House. The first shot to the scow with a light weight rope was successful shot over the barge. Lofberg and Harris grabbed the rope and began the process of pulling it aboard and connecting it to the windlass. In the meantime, the rescuers tied a much heavier rope to the end of the first rope. Lofberg and Harris began the long struggle of winding the rope in from the power house to the scow. The weight of the heavy rope was being carried downriver by the torrent of water and threatened in itself to dislodge the barge. At a time more than a hundred men on shore were needed to pulled the rope taunt in order to prevent this from happening. Scores of men who manned the lines on the roof of the Toronto Power Company plant, where the scorching rays of the sun mingled with the heat from the giant generators, made the place almost unbearable.
After many hours of labour under terrifying conditions, Lofberg and Harris were able to bring the heavy rope aboard the barge and secure it to the windlass. By this time darkness had arrived.
The first attempt to send a breeches buoy from the power plant to the stranded scow ended in failure just before midnight. All rescue efforts were suspended until morning.
With nightfall, four huge searchlights were erected and trained on the scow and rescue rope. A breeches buoy (a chair like attachment) followed the line but became snarled half way across.
Unable to continue because of the
darkness and because their voices could not be heard above the roar the
falls, an electric light was rigged up to
advise the stranded men that they had not been abandoned. The workers
cut letters in cardboard and placed them in front of the searchlights
thus making improvised electric signs.
The rescue attempt was abandoned until first daylight. During the night while the lifesavers worked feverishly on the power house roof as a thunderstorm threatened but there was no rain.
With the arrival of dawn, thousands of people crowded the shoreline watching this drama unfold.
The morning was clear and the mist from the falls blew back onto the Canadian mainland.
At first light. a second line containing the breeches buoy was successfully fired by the Lifesavers from the roof of the power plant to the scow. The rope was secured by Lofberg and Harris but the line had become entangled with the primary rope line.
At 6 a.m. on Wednesday August 7th, Red Hill Sr. went out hand over hand along the rope as his body was tugged by the current of the rapids. Red Hill Sr. reached the tangled breech buoy and worked for hours until he was able to untangle it in order to allow the rescue. Hill dislodged the fouled ropes and was drawn back to the power plant. Still the buoy would not travel smoothly.
stranded Scow (barge) in the Niagara River in sight of the brink of the Horseshoe
At 8:30 a.m., Red Hill journeyed out again. This time Hill got within 130 feet (40m) from the scow. From here, he was able to talk to Lofberg and Harris. Hill discovered that one of the small coils of rope on the scow was wound around the big rope from the breeches-buoy, preventing the buoy from getting closer to the scow. Hill tried to shout directions to Lofberg and Harris but both had become so weak that they had difficulty untangling the rope. With Hill giving instructions and the persistence of both crew members, the rope was finally untangled. Hill returned to the roof of the Toronto Power House.
Red Hill found one of the smaller ropes wound around the big line eight times. He was near enough to the scow now to talk to Harris and Lofberg. They were making feeble efforts to dislodged the fouled rope but were unable to do so because they were weak from hunger and exposure. Hill untwisted the rope but when he turned to give the signal for his return he found the ropes behind him fouled. Before he could be drawn back to the power house roof Hill had to untangle the ropes. He was drawn back to safety at last and the way was clear for the passage of the little buoy from the roof to the scow.
With lines cleared after Hill's second trip out in the buoy, Lifesaver Capt. A. D. Nelson placed his men on the roof in positions to protect the lines and sent the little buoy with the white breeches dangling out on the big line. It traveled slowly and those who watched it from the shore and the roofs of buildings nearby became impatient. Finally it neared the scow.
Charles Possert and Thomas
Dorrington, both riggers with the Toronto Power Company working the lines, the
breeches buoy was able to make his way to the stranded scow.
At the cataract house Harris waited
for him. A gray-haired woman guest looked at the two men in cried "thank
God you're saved I prayed for half the night!".
Niagara Falls August 9th 1918 - Buffalo Express News
No attempt will be made to reclaim the stranded scow on the reef of rocks above the Horseshoe Falls from which Gustave F. Lofberg and James H. Harris were rescued yesterday morning.
Both R. Coddington, Superintendent of construction for the Hydraulic Power Company and W. J. McCarthy, Superintendent for the Great Lakes Dredge and Dock Company today denied the story that efforts will be made to salvage it.
Mr. McCarthy said the scow would not be replaced today for less than $60,000 because of the high price of steel. But both Mr. Coddington and Mr. McCarthy said it would be impossible to get the scow safely to land because of the swift current of the river near it. Both said they would not consider endangering the lives of workers in an endeavour to bring it in.
Lofberg and Harris worked today on another barge about a mile above the American Falls. They told their companies that their experience was all in a days work and that they were glad to be back on the job. They went to their sleeping quarters on one of the big dredges at the head of the hydraulic canal yesterday afternoon. They slept for many hours in their bunks and went to work this morning as if nothing had happened to disrupt their customary routine.
Some reports indicated that Harris and Lofberg never returned to work on the Niagara River.
Harris continued to live in Buffalo taking a series jobs unrelated to the river. Lofberg for a short time gave speeches about the scow and their escape.
Harris died in Buffalo in 1939.
historical aerial photograph of the stranded Scow in the Niagara River
William "Red" Hill Sr. was awarded a Carnegie Life Saving Medal for his heroic efforts. The crew of the scow had been rescued without any loss of life.
The loss of the barge was estimated by company officials at $36,000. Discussions about the possible salvage and recovery of the barge soon followed however it was expected that winter ice would soon dislodge the barge and carry it over the Falls.
The sand barge (scow) although rusting and disintegrating with age, still remains in the same location where it became stuck. It is located just south of the Toronto Power House (which was closed in 1974) close to the Canadian shoreline.
"I thought I would drop a quick
line to let you know that my family enjoyed
of the Subchaser - "Sunbeam" in the Niagara River just upstream of the Horseshoe
In June of 1923, Mr. Seymour Lasker of Lasker Iron & Construction Company of Chicago purchased the 1914-1918 World War I, surplus Subchaser "Sunbeam". This boat which was originally built in Brooklyn, New York for the U.S. Navy in 1917 for use as a patrol boat, was to be converted into a private yacht for Mr. Lasker.
The Subchaser "Sunbeam" was a wooden hull ship. It was 80 feet long with a 14 foot wide beam and 8 feet deep. The Sunbeam was equipped with three motors which generated 220 horsepower. At full speed, the Sunbeam could reach 35 miles per hour (mph).
of the Subchaser - "Sunbeam" stranded in the Niagara River
Jane's Fighting Ships -1943 Edition: describes old-type sub-chasers built between 1917-1919 as having a displacement of 75 tons; or 85 tons fully loaded. They were 105-110 feet in length with a beam of 14 feet - 9 inches. This ship had a full load draught of 5 feet - 8 inches.
The subchaser was armed with one - 3 in., 23 cal., M.G. and D.C.
The subchaser had three gasoline engines with 3 propeller shafts generating 660 horsepower @ 17knots. The subchaser carried 2400 gallons gasoline and could travel a distance of 900 miles at 10 knots. It carried a complement of 26 sailors.
Mr. Lasker and a crew of three set out from New York for Chicago by way of the Erie Canal. They set out on a course that they thought would take them across Lake Erie. Unfortunately, they made a serious navigation error and arrived in Chippawa on the Niagara River several miles above the Falls.
They soon realized their error but night was near so they tied up the "Sunbeam" until they would resume their journey the next morning. Mr. Lasker and his crew went into town for some entertainment.
During their absence, the "Sunbeam" subchaser somehow broke free of its mooring and began drifting down river.
When the subchaser reached a location just Southwest of the Toronto Power Company Generating Station, approximately one thousand feet from shore, and close to the stranded scow, she turned over on her side and became stuck on the rocks.
The cost to recover the subchaser was too expensive, so Mr. Lasker sold this vessel "as is" to William "Red" Hill Sr. for the sum of one dollar.
Mr. Hill made plans to haul this boat off of the rocks by using shore stationed cranes however the Niagara Parks Commission required that a cash bond be put up in advance to cover any damage to the parkland. This cash bond was more money than Red Hill Sr. had hoped to make from the recovery from the salvage so he dropped his plans to do so.
The subchaser was made of wood and was gradually broken into pieces in 1936/1937 by the winter ice until finally nothing was visible of the hull.
Since 1961, with the maximum amount of water diverted for power purposes, the shoal on which the boat was stranded has come into sight in the winter season. The engines, propeller shaft and other heavy equipment of the vessel are now visible during low water periods.
Date last updated:
April 10, 2013
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