Star of Bengal
History | |
---|---|
United Kingdom | |
Owner | J.P. Corry & Co. |
Port of registry | Belfast |
Builder | Harland and Wolff |
Laid down | 1873 |
Completed | January 3, 1874 |
Maiden voyage | London–Melbourne (April 25, 1874) |
Identification | |
Fate | Sold to J.J. Smith Co. in June 1898 |
History | |
United States | |
Owner |
|
Port of registry | San Francisco |
Refit | Repaired and re-rigged as barque in 1898 |
Identification | |
Fate | Sunk at Coronation Island on September 20, 1908 |
General characteristics | |
Type |
|
Tonnage | 1,877 GRT, 1,694 NRT, deadweight 2,530 long tons (2,570 t) |
Length | 262.8 feet (80.1 m) |
Beam | 40.2 feet (12.3 m) |
Draught | 21 feet 3 inches (6.48 m) (loaded) |
Depth | 23.5 feet (7.2 m) |
Propulsion | wind |
Crew | 17[2] |
The Star of Bengal was an iron three-
Following a formative change in the
J.J. Smith operated the Star of Bengal for 7 more years, mainly hauling grain and coal. As steamships pushed sailing vessels out of business, the trading company could no longer operate her for profit, and in 1905, the Star of Bengal was sold to the
On September 20, 1908, at the beginning of her return trip from
Later, Captain Wagner's daughter, Joan Lowell, pursued literary career, that led to the Star of Bengal's portrayal in fiction. Her book The Cradle of the Deep, was the third-bestselling book of 1929 and contained an embellished account of the wreck. A melodramatic play, Star of Bengal, written by Thompson Buchanan and produced by Christopher Morley, is also set on the ship.
Specifications
The Star of Bengal was built by
Initially constructed as a two-deck three-masted full-rigged ship,[9] in 1898 the Star of Bengal was re-rigged as a barque.[10][11] Her gross tonnage was 1877, net tonnage 1694, and tonnage under deck, 1684.[1] She was 262.8 feet (80.1 m) long, 40.2 feet (12.3 m) wide and 23.5 feet (7.2 m) deep,[2][9] and designed to be operated by a crew of seventeen.[2] The ship could load 2,530 long tons (2,570 t) of deadweight cargo on a draught of 21 feet 3 inches (6.48 m).[12]
The Star of Bengal had a 9-inch-deep (230 mm) bar
History of operations
J.P. Corry & Co.
Arrived from London to
sundries.
The Star of Bengal was ordered by shipping company J.P. Corry & Co., which was founded in Belfast and headquartered in London.[4][11] At the time of her launch on January 3, 1874,[14] the Star of Bengal was the largest vessel in gross tonnage in service of J.P. Corry & Co. (in December 1874, she was surpassed by the 1,981 GT Star of Russia).[15][16] These two Stars remained the company's largest sailing vessels.[17] The Star of Bengal's maiden voyage officially began on April 25, 1874, when she sailed out of London towards Melbourne. She continued to San Francisco and returned to Liverpool.[16]
The company's sailing vessels operated three main trading routes, linking London with Canada, India, and Australia.
John Smyth was the Star of Bengal's first captain.[4] He remained at this position for eleven years, until he took command of another company ship, the Star of Erin in 1885.[22] He eventually graduated to commanding large company steamers, earning the unofficial title of "the commodore of the Star fleet."[19]
William Legg became the next Star of Bengal's captain in 1885.
Upon arrival, Cupples yielded the captain's position to DeGruchy, who remained the ship's captain for one voyage.
The selected voyages with best timings of the Star of Bengal for J.P. Corry & Co. | |||||
---|---|---|---|---|---|
Origin | Destination | Departure date | Arrival date | Timing (days) | Captain |
London | Melbourne | April 25, 1874 | July 15, 1874 | 81 | J. Smyth |
Melbourne | San Francisco | August 19, 1874 | October 16, 1874 | 58 | J. Smyth |
San Francisco | Liverpool | March 4, 1875 | June 23, 1875 | 111 | J. Smyth |
Calcutta |
London | January 14, 1876 | April 21, 1876 | 98 | J. Smyth |
London | Calcutta | June 30, 1876 | September 25, 1876 | 87 | J. Smyth |
Calcutta | London | October 24, 1876 | January 31, 1877 | 99 | J. Smyth |
London | Calcutta | March 24, 1877 | June 25, 1877 | 93 | J. Smyth |
Calcutta | London | May 22, 1879 | August 29, 1879 | 99 | J. Smyth |
Liverpool | Calcutta | August 26, 1884 | December 3, 1884 | 99 | W. Legg |
Calcutta | London | December 17, 1885 | March 25, 1886 | 98 | W. Legg |
London | Calcutta | May 22, 1886 | August 19, 1886 | 89 | W. Legg |
Calcutta | London | October 26, 1886 | February 1, 1887 | 98 | G. Cupples |
London | Melbourne | March 12, 1887 | June 4, 1887 | 84 | DeGruchy |
Melbourne | Valparaiso |
July 12, 1887 | August 27, 1887 | 46 | DeGruchy |
Pisagua | Falmouth | November 2, 1887 | January 23, 1888 | 82 | DeGruchy |
Cardiff | San Francisco | March 30, 1888 | July 22, 1888 | 114 | W. Legg |
San Francisco | Falmouth | September 5, 1888 | December 26, 1888 | 112 | W. Legg |
Liverpool | Calcutta | February 7, 1889 | May 3, 1889 | 85 | W. Legg |
London | Melbourne | November 8, 1890 | January 27, 1891 | 80 | W. Legg |
New Castle | Valparaiso | April 7, 1891 | May 22, 1891 | 45 | W. Legg |
Hull | Algoa Bay | April 18, 1894 | June 11, 1894 | 54 | J. Hart |
Swansea | Cape Town | May 30, 1896 | July 30, 1896 | 61 | J. Hart |
Based on Basil Lubbock's compilation.[16] |
J.J. Smith & Co.
San Francisco-based
J.J. Smith & Co. re-registered the Star of Bengal in the United States,
While the Star of Bengal sailed under J.J. Smith & Co., her captain was H. Henderson.[5][43][44] The company operated the ship on a variety of trading missions, mainly trading grain and coal.[11] In an incident in March 1899, the ship almost caught fire when, from Newcastle to San Francisco, her load of coal overheated and became spontaneously combustible.[45] In 1905, the J.J. Smith & Co. could no longer operate the Star of Bengal with profit and sold her to the Alaska Packers' Association.[11][41]
Alaska Packers' Association
The Alaska Packers' Association (APA) was another beneficiary of Alaskan exploration, and an active consumer of old vessels.[37][46] Based in San Francisco, the company was engaged in Alaska salmon fishery; it operated salmon canneries across Alaska through a fleet of ships engaged in transporting packed salmon and fishery workers.[5] The company purchased several iron sailing ships originally built for J.P. Corry & Co., including the Star of Bengal, and renamed all of its remaining ships by adding prefix "Star of-" to their names in an attempt to achieve instant name recognition.[47][48][49] The APA became the largest company engaged in Alaskan salmon fisheries[50][51] and, by 1908, the largest salmon-packing concern in the world.[52]
Beginning in 1905, the Star of Bengal's captain was Nicholas Wagner.[41][43] The company had the Star of Bengal insured by Lloyd's.[53] In 1908, the ship was appraised between $70,000[54] and $75,000 ($1,900,000 and $2,000,000 in 2020 dollars[note 4]).[53][56] Taking advantage of "good strong old British iron" and "lower insurance rates,"[46] APA operated the ship seasonally: in the spring, she would sail from San Francisco to Alaska, bringing seasonal workers, fuel, and other supplies to the canneries; in the fall, she would sail back loaded with canned salmon and returning workers.[5] In the winter, the Star of Bengal was moored at Alameda, California with other ships of the "Star fleet."[57]
At the time, salmon canneries required cheap,
Additional wooden structures were added to the Star of Bengal's hold to accommodate seasonal workers.).
Wreck
Background
In 1908, the Star of Bengal sailed from San Francisco on April 22, arriving at
The events of September 20, 1908
Loss of control
The return trip began on September 19 with 137 or 138 people on board.
The Hattie Gage was under command of Captain Erwin Ferrar,
By midnight, the
The Star of Bengal's crew also became concerned, but could neither see nor communicate with the tugboats.
At one point, the tugs succeeded turning the Star of Bengal to a
Sinking
With the dawn, the Star of Bengal's crew realized how dangerous the ship's position was: just 100 yards (91 m) from the rocky beach of
The second attempt to lower the boat was successful, and manned by four volunteers, the boat reached the shore and broke into pieces on the impact with the rocky beach.
Passengers and crew found themselves in 40 °F (4 °C) water surrounded by wooden cases of canned salmon and empty steel fuel drums from the
The survivors used the leftovers of fuel to make fire and stay warm.
Passengers, casualties, and survivors | ||||||
---|---|---|---|---|---|---|
Group | By ethnicity | Total aboard | Survived | Died | Survival rate | Sources and notes |
Crew | Caucasian | 21 | 15 | 6 | 71% | |
Passengers | Caucasian | 11 | 2 | 9 | 18% | |
Chinese | 69 | 2 | 67 | 3% | ||
Japanese | 33 | 7 | 26 | 21% | ||
Filipino | 4 | 1 | 3 | 25% | ||
Total | 138 | 27 | 111 | 20% |
Investigation
As soon as the survivors reached shore, Captain Wagner publicly accused the tugboat captains of "criminal cowardice."[67][94][109] He alleged that they abandoned the Star of Bengal in a dangerous situation and ignored her distress lights, thus missing the window of opportunity before the storm intensified at 8:00 a.m. when passengers could have been taken from the Star of Bengal aboard the tugboats.[53] Captain Ferrar denied the existence of such a window, as had there been a period of calm sea, Captain Wagner could have evacuated his men ashore.[113] The case came under federal investigation, and two inspectors started hearings in San Francisco on October 3, 1908.[82][114]
The hearing was initially aimed at assessing the responsibility of the Star of Bengal's crew.
Captains Farrar and Hamilton provided their written testimonies,
Aftermath
The wreck of the Star of Bengal was described as "one of the worst disasters" of the Pacific coast maritime history.[122] Due to the high number of casualties, as of 2015, the wreck of the Star of Bengal remains in the top 5 worst marine disasters in the history of Alaska.[54][123] Both, the ship and her cargo were declared a total loss.[70] The cost of the cargo was estimated at $227,000 ($6,000,000[note 4]),[115] bringing the total value of hull and cargo to $330,000 ($8,800,000[note 4]): the largest maritime loss in Alaska waters at the time.[124] The ship and her cargo was insured by Lloyd's, which limited the losses of the Alaska Packers' Association.[43] The APA made volunteer donations to the families of the lost of more than $16,000 ($425,000[note 4]) in total,[69] which was considered generous at the time.[125]
After his license was restored, Captain Wagner continued to command other sailing vessels.[126] Captains Farrar and Hamilton were tried by the court of public opinion,[90] and as of 2001, their role in the wreck remains uncertain.[38][127][128] In 2008, a centennial commemoration of the wreck was organized in the Wrangell Museum.[51]
Wreckage
In later years, numerous attempts have been made by divers to locate the wreckage of the Star of Bengal, but as of 2022, they were unsuccessful.[129] On 6 May 2022, an eight-person team embarked on the research vessel Endeavor to find and authenticate the wreckage, as well as to retrieve artifacts. The expedition consisted of both divers and cultural experts, who sought to document the cultural and social significance of the shipwreck.[130]
In fiction
The Cradle of the Deep
In March 1929, Captain Wagner's daughter, Joan Lowell, published a book titled The Cradle of the Deep purported to be her autobiography.[132][133] In the book, Lowell spends the first 17 years of her life aboard her father's schooner, the Minnie A. Caine, barefoot and surrounded by the all-male crew.[132][134][135] Initially, The Cradle of the Deep received multiple positive reviews from different sources,[136] including The Washington Post,[132] Time,[137] Life,[138] and the Los Angeles Times.[134]
The book soon became a bestseller,[135] topping the non-fiction category of The New York Times Best Seller list.[139] Even though it was quickly exposed as a hoax,[135][140][141] the subsequent literary scandal and the media frenzy propelled The Cradle of the Deep into its fiction category,[142] and The Cradle of the Deep finished 1929 as the third best-selling book of the year.[143]
In chapter 11 of The Cradle of the Deep, Lowell gives her account of the Star of Bengal's wreck, which is loosely based on the stories she heard from her father.
Inspired by the scandal, humorist Corey Ford published a parody on Lowell's book titled Salt Water Taffy; or, Twenty thousand leagues away from the sea; the almost incredible autobiography of Capt. Ezra Triplett's seafaring daughter, by June Triplett,[148] which also became a bestseller.[149] In his book, Ford exaggerates the most grotesque details of The Cradle of the Deep, thus demonstrating the fraudulent nature of the "autobiography."[150] Chapter 6 of Salt Water Taffy, which mimics chapter 11 of The Cradle of the Deep, Ford ridicules Lowell's devotion to the maritime omens that allegedly preceded the Star of Bengal's last voyage[151] and the portrayal of her father as an infallible captain.[152]
Broadway play
In 1929, Joan Lowell's husband, Thompson Buchanan, wrote a play titled Star of Bengal, which is set on the ship.[153] The play was produced by Christopher Morley and opened in late September, starring Charles Starrett, Joan Lowell, and William P. Carleton.[154][155][156] This "consciously superannuated" melodrama features a love affair between the captain's daughter (Lowell) and a sailor (Starrett) that leads to their elopement.[157] The runaways are caught, and the captain (Carleton) is about to hang the sailor; however, upon learning that his daughter is pregnant, the captain turns magnanimous.[157] The play lasted only until November and was generally regarded as unsuccessful. Its failure was rumored to be a contributing factor in Buchanan's and Lowell's subsequent divorce.[158][159][160]
See also
Notes
- ^ Measured amidship in the summer.[1]
- ^ Technically, during her overhaul and repairs, the Star of Bengal was first registered in Hawaii. As Hawaii was integrating into United States, the ship's registration shortly became American, and then the ship was re-registered in San Francisco.[10][38][39]
- ^ Consumer Price Index as calculated by United States Department of Labor.[55]
- ^ Based on the map drawn by Ronald R. Burke.[64]
- ^ Asian passengers.[67] Sources agree that there were 32 Caucasian crew and passengers on board, 37 Japanese and Filipino cannery workers, and approximately 69 Chinese cannery workers, the latter ambiguity resulting in the discrepancy in the totals.[20][51][68] As the result of the confusion, crew testimony[69] and some media reports[68] put the number of passengers at 138, while the US official maritime record[54][70] and other media reports[71][72] put the figure at 137. Further complication arises from one historical and often-recited account of the incident that records 132 people on board.[73] The error apparently stems from Captain Wagner's published statement: "In exactly fifty-four minutes from the time the ship struck the ledge she went to pieces and sent 132 people into the icy waters..."[74] which in fact discounts the four volunteers who had already reached Coronation Island in the lifeboat and the person who was killed trying to use the breeches buoy.[75]
- ^ At the time, many media reports spelled the captain's last name as Ferrer[56] and his first name as Dan.[81] However, in later official documents and historical accounts, his name was recorded as Erwin Ferrar.[63][82][83][84]
- ^ cable ship Burnside were criticized, because upon hearing of the Star of Bengal's predicament from the Hattie Gage, the Burnside's captain chose to wait for permission to assist from Washington, D.C., rather than to proceed to Coronation Island immediately.[112]
References
- ^ a b c d e f g Lloyd's Shipping Register 1896, entry S-1069.
- ^ a b c d e List of US vessels 1908, p. 128.
- ^ Lloyd's Shipping Register 1911, entry T-694.
- ^ a b c Lloyd's Shipping Register 1874, entry STA-4.
- ^ a b c d e f g h Lloyd 2001a, p. 18.
- ^ Newell 1955, pp. 140–141.
- ^ Lubbock 1927, p. 151.
- ^ Lubbock 1927, p. 152.
- ^ a b c d e Lloyd's Shipping Register 1885, entry S-929.
- ^ a b c d e Lloyd's Shipping Register 1899, entry S-882.
- ^ a b c d e McCurdy 1966, p. 154.
- ^ a b Lubbock 1927, p. 165.
- ^ The Age; Jan 28, 1891, p. 4.
- ^ Lubbock 1927, pp. 152, 165.
- ^ Lloyd's Shipping Register 1896, entry S-1074.
- ^ a b c Lubbock 1927, pp. 165–166.
- ^ Lubbock 1927, pp. 165, 470.
- ^ Lubbock 1927, pp. 163–164.
- ^ a b The Sydney Mail; Jan 4, 1890, p. 46.
- ^ a b Harrington 1996, p. 22.
- ^ a b c d e Lubbock 1927, p. 167.
- ^ a b Express and Telegraph; May 16, 1888, p. 4.
- ^ a b c Gibbs 1997, p. 69.
- ^ Lloyd's Shipping Register 1886, entry S-927.
- ^ Lubbock 1927, p. 166.
- ^ Lloyd's Shipping Register 1887, entry S-942.
- ^ Lloyd's Shipping Register 1888, entry S-881.
- ^ Lloyd's Shipping Register 1889, entry S-875.
- ^ Lloyd's Shipping Register 1893, entry S-1313.
- ^ Lubbock 1927, pp. 163–171.
- ^ Lubbock 1927, p. 168.
- ^ McCurdy 1966, p. 12.
- ^ Hitchman 1990, pp. 58, 79.
- ^ a b McCurdy 1966, p. 27.
- ^ Hitchman 1990, pp. 57–58, 79.
- ^ Hanford 1924, pp. 224–249.
- ^ a b Clark 1930, p. 148.
- ^ a b c Gibbs 1969, p. 91.
- ^ Lloyd 2001a, pp. 17–18.
- ^ Royce 1989, p. 282.
- ^ a b c Lloyd's Shipping Register 1907, entry S-686.
- ^ Thorstenson 2001, 0:14:30.
- ^ a b c Seattle Post-Intelligencer; Sep 24, 1908, p. 2.
- ^ Lloyd's Shipping Register 1903, entry S-939.
- ^ San Francisco Chronicle; Mar 25, 1899, p. 3.
- ^ a b Fairburn 1945, p. 2654.
- ^ Fairburn 1945, pp. 2654–2655.
- ^ Macarthur 1929, pp. 46–47.
- ^ Gibbs 1969, p. 90.
- ^ Dickie 1916, p. 34.
- ^ a b c d e Loy 2008, p. A1.
- ^ Hylen 1908b, p. 55.
- ^ a b c d Seattle Times; Sep 23, 1908, p. 4.
- ^ a b c d e Good 2015, p. 587.
- ^ Bureau of Labor 2020.
- ^ a b c d San Francisco Chronicle; Sep 23, 1908, p. 1.
- ^ Thorstenson 2001, 0:07:00.
- ^ Thorstenson 2001, 0:12:20.
- ^ Thorstenson 2001, 0:16:10, 0:17:25.
- ^ Thorstenson 2001, 0:12:30.
- ^ Newell 1955, p. 141.
- ^ Thorstenson 2001, 0:14:55.
- ^ a b c Lloyd 2001a, pp. 18–19.
- ^ a b c d Lloyd 2001a, p. 19.
- ^ a b c d e Macarthur 1929, p. 89.
- ^ List of US vessels 1908, p. 174.
- ^ a b c d e f g h Lloyd 2001b, p. 81.
- ^ a b c Seattle Times; Sep 27, 1908, p. 8.
- ^ a b c d e Macarthur 1929, p. 93.
- ^ a b List of US vessels 1909, p. 390.
- ^ a b San Francisco Chronicle; Sep 23, 1908, p. 2.
- ^ Los Angeles Times; Sep 23, 1908, p. 1.
- ^ a b c d McCurdy 1966, p. 153.
- ^ a b c d e f Seattle Post-Intelligencer; Sep 27, 1908, p. 2.
- ^ Seattle Post-Intelligencer; Sep 27, 1908, pp. 1–2.
- ^ Seattle Times; Oct 15, 1908, p. 4.
- ^ List of US vessels 1908, p. 214.
- ^ List of US vessels 1908, p. 235.
- ^ Lloyd 2001a, pp. 18, 20.
- ^ Thorstenson 2001, 0:25:10.
- ^ Seattle Times; Sep 27, 1908, p. 1.
- ^ a b Los Angeles Times; Oct 4, 1908, p. 3.
- ^ a b San Francisco Chronicle; Oct 3, 1908, pp. 1–2.
- ^ a b San Francisco Chronicle; Oct 14, 1908, p. 7.
- ^ a b Lloyd 2001a, p. 20.
- ^ a b c Lloyd 2001a, pp. 20–21.
- ^ a b c Lloyd 2001a, pp. 21–22.
- ^ a b Lloyd 2001a, p. 21.
- ^ a b c Lloyd 2001a, p. 22.
- ^ a b Hooper 1908, p. 28.
- ^ Lloyd 2001a, pp. 22–23.
- ^ Macarthur 1929, p. 90.
- ^ a b Lloyd 2001a, p. 24.
- ^ a b c d Seattle Post-Intelligencer; Sep 24, 1908, p. 1.
- ^ Seattle Post-Intelligencer; Sep 27, 1908, p. 1.
- ^ a b c d Lloyd 2001a, p. 25.
- ^ a b c Macarthur 1929, p. 91.
- ^ Thorstenson 2001, 0:26:35.
- ^ Lloyd 2001a, pp. 25–26.
- ^ a b c Lloyd 2001a, p. 26.
- ^ Newell 1955, pp. 144–145.
- ^ a b Lloyd 2001b, p. 78.
- ^ a b c San Francisco Call; Sep 24, 1908, p. 3.
- ^ Macarthur 1929, p. 92.
- ^ Lloyd 2001b, pp. 78–79.
- ^ Gibbs 1969, p. 92.
- ^ Lloyd 2001b, pp. 78–80.
- ^ Lloyd 2001b, pp. 79–80.
- ^ a b Seattle Times; Sep 24, 1908, p. 5.
- ^ Lloyd 2001b, pp. 80–81.
- ^ Seattle Times; Sep 23, 1908, p. 3.
- ^ Seattle Star; Oct 17, 1908, p. 4.
- ^ Seattle Star; Oct 8, 1908, p. 1.
- ^ a b c San Francisco Chronicle; Oct 3, 1908, p. 1.
- ^ a b c San Francisco Chronicle; Oct 4, 1908, p. 36.
- ^ San Francisco Call; Oct 7, 1908, p. 16.
- ^ a b San Francisco Chronicle; Oct 23, 1908, p. 5.
- ^ a b San Francisco Chronicle; Oct 27, 1908, p. 4.
- ^ a b San Francisco Chronicle; Jan 27, 1909, p. 2.
- ^ a b San Francisco Chronicle; Apr 15, 1909, p. 8.
- ^ San Francisco Chronicle; Apr 21, 1909, p. 18.
- ^ Williams 1908, p. 28.
- ^ Gibbs 1997, pp. 68–69.
- ^ Andrews 1916, pp. 31–33.
- ^ Hylen 1908a, p. 7.
- ^ McCurdy 1966, p. 246.
- ^ Lloyd 2001a, pp. 17, 22.
- ^ Thorstenson 2001, 0:25:35.
- ^ Boyd 2005, p. 14.
- ^ Smiley, Sage (May 9, 2022). "Near Wrangell, the search for a shipwreck that took the lives of Asian cannery workers a hundred years ago". KTOO. Retrieved May 28, 2022.
- ^ Lowell 1929, p. 103.
- ^ a b c Washington Post; Mar 17, 1929, p. M6.
- ^ Rakich 2012, pp. 58–60.
- ^ a b Ford 1929b, p. C11.
- ^ a b c Colby 2008, p. E20.
- ^ Rakich 2012, pp. 68–69.
- ^ Time; Mar 18, 1929, p. 52.
- ^ Githens 1929, p. 28.
- ^ Los Angeles Times; Apr 14, 1929, p. 20.
- ^ Rakich 2012, pp. 69–70.
- ^ Time; Apr 15, 1929, p. 38.
- ^ Rakich 2012, pp. 73, 76.
- ^ Tebbel 1978, p. 697.
- ^ Lloyd 2001b, pp. 78, 80.
- ^ Lowell 1929, pp. 105–107.
- ^ Lowell 1929, pp. 107–109.
- ^ Lowell 1929, pp. 116–117.
- ^ Rakich 2012, p. 73.
- ^ Rakich 2012, p. 75.
- ^ Rakich 2012, p. 74.
- ^ Ford 1929a, p. 97.
- ^ Ford 1929a, pp. 91, 96.
- ^ Parker 1933, p. 315.
- ^ Bordman 1995, pp. 390–391.
- ^ Chicago Sunday Tribune; Sep 29, 1929, pp. 5–7.
- ^ Brooklyn Daily Eagle; Sep 25, 1929, p. 23.
- ^ a b Bordman 1995, p. 391.
- ^ Chicago Sunday Tribune; Nov 10, 1929, p. 25.
- ^ Pollock 1929, p. 25.
- ^ Donaghey 1929, pp. 1–7.
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External links
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