Brother Jonathan (steamer)

The ship was commissioned by Edward Mills, a New Yorker who tried to operate a shipping business during the California Gold Rush.[5] She was named after Brother Jonathan, a character personifying the region of New England. When built in 1851, she was 220 feet 11 inches (67.34 m) long and 36 ft (11 m) wide.[6] Her route was from New York to Chagres, Panama and on her first journey set a record for the then-fastest round-trip – 31 days.[7] Passengers would cross the Isthmus of Panama and make their way north to California via another ship.[5]

In 1852 the ship was purchased by Cornelius Vanderbilt, who operated a competing line, to replace one of his ships that had been wrecked. Vanderbilt had Brother Jonathan sail around Cape Horn and used her on the Pacific side of the route. Vanderbilt also had the steamer modified to accommodate more passengers.[8]

Sailing card

Vanderbilt's company had had an exclusive contract ferrying passengers across the isthmus through Nicaragua, but in 1856 the Nicaraguan government cancelled the agreement. The ship was then sold to Captain John Wright, renamed Commodore and put on West Coast routes, including from her home port of San Francisco to Vancouver, British Columbia, as gold prospectors travelled to the Fraser Canyon Gold Rush.

The ship played a small but symbolic role in the history of the state of Oregon. After President James Buchanan signed the bill admitting Oregon to the Union on 14 February 1859, the news was wired to St. Louis, carried by stagecoach to San Francisco, and loaded on Commodore on March 10. On March 15, the ship docked in Portland, delivering the official notification of statehood to the people of Oregon.[9]

By 1861, she had fallen into disrepair and was sold again to the California Steam Navigation Company, who retrofitted her, restored her original name of Brother Jonathan, and kept her on the northward route from San Francisco to Vancouver via Portland, allowing prospectors to work the Salmon River Gold Rush. Over the next several years, the vessel gained a reputation as being one of the finest steamers on the Pacific Coast, being the fastest ship to make the run, sixty-nine hours each way.[Note 1]

On her last voyage, the ship ran into a heavy gale within hours after leaving San Francisco Bay to steam north. Most of the passengers on board Brother Jonathan became seasick and were confined to their cabins by the continuing storm of "frightful winds and stormy seas". Early Sunday morning, 30 July 1865, the steamer anchored in Crescent City harbor on the first leg of its trip to Portland and Victoria, B.C. After leaving the safety of the bay that Sunday afternoon, the ship steamed into more stormy conditions. The seas were so bad near the California-Oregon border that the captain ordered the ship turned around for the harbor of Crescent City. Forty-five minutes later on that return and close to port, the ship struck the rock, tearing a large hole in the hull. Within five minutes, the captain realized the ship was foundering and ordered the passengers and crew to abandon ship.

Although there were enough lifeboats to hold all of the people on board, only three boats were able to be deployed. Acts of courage and desperation, fear and self-sacrifice, were numerous.[11][12][13][14][3][4] The rough waves capsized the first lifeboat that was lowered and smashed the second against the vessel's sides. Only a single surfboat, holding eleven crew members, five women, and three children, managed to escape the wreck and make it safely to Crescent City. As a result of this tragedy, new laws were written to increase passenger-ship safety, including the ability of lifeboats to be released from a sinking ship.[15][16] It also resulted in approval to build the St. George Reef Lighthouse, though construction was not completed until 1892.

Among the victims were:

• Brigadier General George Wright, the Union Commander of the Department of the Pacific
• Dr. Anson G. Henry, Surveyor General of the Washington Territory, who was also Abraham Lincoln's physician and close friend
• James Nisbet, a well-known publisher, who wrote a love note and his will while awaiting his death
• Roseanna Keenan, a colorful San Francisco madam, who was travelling with seven "soiled doves"
• William Logan, who was appointed superintendent of The Dalles Mint in Oregon and whose death was partially responsible for the mint's failure to begin operating

For its final voyage, crates of gold coins had been loaded on the vessel, including the annual treaty payments in gold for Indian tribes, Wells Fargo shipments consigned for Portland and Vancouver, and gold carried on board by the passengers. A large ship's safe safeguarded valuable jewelry, more gold coins, and gold bars. The gold alone was valued at $50 million in today's dollars.[Note 2] Divers and ships began searching for the sunken treasure two weeks after the disaster, but despite the attempts of numerous sailors, for over 125 years, the ship's treasure of gold and artifacts remained one of the Pacific's great secrets.

A coin that went down with the ship.

Despite the fact that Brother Jonathan sank just 8 miles (13 km) from Crescent City, the storms, rocky passageways, underwater currents, and underwater darkness prevented her from being found. Technology needed to improve and explorers had to change their assumptions before the ship could be found. On the last day of its 1993 expedition, men involved with Deep Sea Research (DSR) decided that the ship had floated underwater to hit bottom 2 miles (3.2 km) from where it smashed into the rock. Led by Donald Knight, and under risky conditions, a mini-sub on 1 October 1993 discovered the ship in the predicted location.

Over time, the team began to bring artifacts back from a depth of 275 feet (84 m).

In 1996, a mini-sub passed a "glint" on the bottom, raising curiosity. On 30 August 1996, divers found 875 1860s gold coins in near-mint condition. Over time, the salvors recovered 1,207 gold coins, primarily $20 double eagles.

Among the thousands of other items eventually raised were 19th-century cut-crystal sherry glasses, white porcelain plates, beer mugs, terracotta containers (once holding mineral water from Germany), glassware, cups, glass containers, multi-faceted cruet bottles, wine and champagne bottles, crates of goods (including axe handles and doorknobs) and tinctures of medicine.[3][4][19][20][21][22]

While recovery efforts were being conducted, lawsuits flew around among the salvors, the State of California, and numismatic experts. California took the legal position that it owned the rights to the wreck and everything located close to its shores. As the state had enacted a broad law granting it these rights to "historical shipwrecks", it fought the salvor's claims of ownership. Although every judge along the way disagreed with California's position, a number of states with similar interests joined in the legal battle. Finally, the U.S. Supreme Court in 1998 unanimously held that existing federal law controlled, declared the law(s) unconstitutional, and ruled for the salvors.[23][24][25][26][27][28][29][30] However, California officials told DSR that they would take the fight up again to the Supreme Court on the facts, and the state received 20% of the recovered gold in a final settlement.

In the first legally-recognized sale of all of the salvors' gold discovered from a sunken treasure ship, more than 500 bidders crowded into the Airport Marriott Hotel in Los Angeles for the auction of DSR's gold coins on 29 May 1999.[31][32] The sale of its 1006 coins fetched a total of $5.3 million. Later, the finders of the coins once again appealed the Supreme Court's decision and were granted the rest of California's gold coins.

Meanwhile, another debate had broken out over the authenticity of historic gold bars secretly recovered from Brother Jonathan during the 1930s. Numismatic experts attacked each other over the authenticity of the bars in a rare public controversy at the 1999 American Numismatic Association's annual convention. This also resulted in litigation.[33]

Deep Sea Research set up a conservation lab for the recovered artifacts that was run by the local historical society in Crescent City, the Del Norte County Historical Society. The salvors also hired national experts including numismatists Robert R. Johnson, Ronald F. Umile, and Konstantin Balter to work with the volunteers in these efforts.[21][22][34] This small historical society has been refurbishing and maintaining the artifacts, as well as having an exhibit on Brother Jonathan's demise and a variety of the objects that were reclaimed.

The Brother Jonathan Cemetery and Memorial in Crescent City, California

The reef the ship slammed into is now known as Jonathan Rock, and the St. George Reef Lighthouse was built in response to this disaster. A memorial for the deceased, registered as California Historical Landmark No. 541, sits at Brother Jonathan Vista Point in Crescent City. The shipwreck is listed in the National Register of Historic Places.[Note 3]

Despite the gold coins already discovered and brought up, crates of gold from Brother Jonathan still remain hidden and undisturbed. The large safe with its millions of dollars of jewels, gold bars, and gold was never found. The salvors estimate that four-fifths of the treasure is still waiting to be discovered—mere miles from land.[17][18]

In 2010, folk music singer-songwriter John Donovan released an album entitled Bells Will Ring, a line from his song about the shipwreck entitled "Brother Jonathan".[36] On the 150th Anniversary of the S.S. Brother Jonathan shipwreck, the Idaho Civil War Round Table held a special commemorative program honoring the victims and survivors of the tragedy in the Marion Bingham Room at the downtown Boise Library presided over by President K.C. Piccard where the Brother Jonathan 150th Anniversary website [37] was unveiled.

• Lists of shipwrecks

• "Del Norte". California Historical Landmarks. Office of Historic Preservation. Retrieved 2005-08-29.
• Walker, Goodyear (1999). "We'll Find a New Captain..." (PDF). The Brother Jonathan Shipwreck Exhibit. California State Lands Commission. Retrieved July 29, 2018.CS1 maint: ref=harv (link)
• Bowers, Q. David (1999). The Treasure ship S.S. Brother Jonathan: Her Life and Loss, 1850-1865. Wolfeboro, New Hampshire: Bowers and Merena Galleries, Inc. ISBN 978-0943161815.CS1 maint: ref=harv (link)
• Delgado, James P. (1995). "National Register of Historic Places Registration Form / Brother Jonathan" (PDF). National Park Service. Retrieved October 7, 2012.CS1 maint: ref=harv (link)
• DeWolf, Maria (Knight) (19 March 1900), Handwritten biography and stories on file at the Del Norte Historical Society, Crescent City, CaliforniaCS1 maint: ref=harv (link)
• Emert, Phyllis Raybin (April 1999). "California's Golden Tragedy". East Bay Monthly. Oakland, California.CS1 maint: ref=harv (link)
• Powers, Dennis (2006). Treasure Ship: The Legend and Legacy of the S.S. Brother Jonathan. New York, New York: Kensington/Citadel Press.CS1 maint: ref=harv (link)
• United States Printing Office. Acts of Congress Relating to Steamboats. Washington: Government Printing Office, 1867.

Wikimedia Commons has media related to Brother Jonathan (ship, 1851).

• California State Lands Commission pages on the shipwreck of the Brother Jonathan
• Brother Jonathan Passenger List
• Brother Jonathan Find a Grave Memorial
• "Photos accompanying NRHP registration" (PDF). National Park Service. Retrieved 7 October 2012.