Cape Beale, . . . a lighthouse which later came to notice in a gallant and romantic rescue resulting from the actions of Mr. and Mrs. Paterson who kept the light from 1895 to 1908.
In December 1906, the United States barque Coloma left the Puget Sound with a cargo of lumber for Australia. There was a gale from the southeast and, cracking on to take advantage of this fair wind to clear the Straits of Juan de Fuca, the old wooden vessel sprang a leak when she encountered a heavy sea off Cape Flattery. With her decks awash, and the gear aloft carrying away as she pitched in an enormous swell, the Coloma was soon unmanageable and hoisted her ensign upside down in token of distress as she drifted down to leeward and the outlying reefs of Cape Beale.
In this position, and doubtless having let go her anchors to the bitter end, the barque was sighted from the lighthouse. The only chance of help lay in alerting the Quadra, then under the command of Captain Charles Hackett, which Paterson knew was lying at anchor in Bamfield Inlet, six miles away. The lifeboat, it will be recalled, was not on station at Bamfield until the following year. Telephone lines were down and the light keeper was unable to leave his foghorn which required constant attention. Although the trail was blocked by fallen trees and lay for much of the distance along a rocky shore. Mrs. Paterson at once insisted on making the journey herself. It was then night, and in darkness and dreadful weather she set off with a lantern and her dog, hoping against hope to be in time.
The plan was to get the news to James Mackay at Bamfield who would row off to the Quadra and raise the alarm. Arriving at the house physically exhausted, drenched to the skin and with her shoes and clothing ripped to pieces, it was found that Mackay was away from home repairing the telephone wires. Nothing daunted, Minnie Paterson and Mrs. Mackay themselves launched the boat and came alongside the Quadra as daylight came. Captain Hackett weighed anchor at once and the Quadra punched her way out of the Inlet against a heavy swell rolling in from the Pacific. Off Cape Beale the wreck was sighted, a boat was lowered under the command of the second officer Mr. James E. McDonald, and the distressed crew were recovered. No sooner had the boat returned to the Quadra than the derelict parted her cables and drove ashore to destruction. Mr. McDonald was promoted to chief officer shortly afterwards.
Immediately after her courageous action, and before the return of the Quadra with the shipwrecked men, Mrs. Paterson walked all the way back to the lighthouse. She had five children to look after and her husband was constantly at work in a period of rain and bad visibility. It was another week before communications were restored, and only then did the Paterson’s learn of the triumphal rescue which had resulted. Unfortunately, the results of Mrs. Paterson’s tremendous exertion soon made themselves apparent and she never entirely recovered, dying five years later.
Originally I had this article titled as Lighthouse Time referring to the time we were required to be at work on the station. Lighthouse Time-Keeping (leading up to automation) is a better phrase as it reflects punching the clock, etc. which we did not actually have do on a lighthouse. Someone was always there. You never left a lighthouse alone.
On the lighthouse we worked to get the job done. When it was done we could relax. We were on watch all the time.
In the early days (1800s – 1950s) the lighthouse was a one family station and if an assistant was required for heavy work then it was up to the keeper to hire a person from the local community using his own wages to pay the person. The keepers hours of duty were long and hard and were broken only when the wife was free to help out. Two man and/or family stations were only on very isolated stations with keepers on duty approximately twelve hour shifts but usually longer. Actually, at that time, no shifts were set down on paper – the station had to be manned no matter what.
In the 1950s to 1970s the stations with more duties, equipment, or isolation had an extra man so there were one-, two- and three-man stations. These people were on duty at differing hours. A one-man station required the keeper to sometimes sleep in the engine/fog alarm room when heavy fog was prevalent for days on end. In the mid 1960s the two-man stations had a shift time of twelve hours each man and three-man stations eight hours each. The early 1970s saw some automated equipment installed and most three-man stations reduced to two-man and a susequent increase in the number of hours on duty without an increase in pay.
Late 1970s brought more talk of automation, more equipment, especially station monitoring equipment for automation, but no increase in the keeper’s pay. In fact the first closing of some stations was started, automation equipment was put in place and keepers were ignored.
Finally by the mid 1980s a job description was given to the lighthouse keepers and this would be what their wages were based on – more duties, more pay.
Keepers were requested to submit a list of the duties they performed and the time involved. But only Coast Guard related work was to be on the list. All the extra work the lightkeeper did was not recorded – jobs such as weather reporting, sea water samples, search and rescue, bird and animal surveys, pollution watch, radio watch, etc. This, according to the Coast Guard was not the job of a lighthouse keeper.
Again in the mid 1980s, automation in Ottawa computers and on the lights designated that we had to have hours of work laid down. Up to that time we were paid a yearly wage divided by the number of government paydays in a year (52). This gave us our bi-monthly wage. Divided by the number of hours we were on duty (for seven days a week you must remember), this worked out to very much less than the minimum wage at the time. Finally the government worked out that we would all have an eight hour shift each, during daylight hours and they worked it out this way:
As you can see the by the first table the shifts were 8 hours long in two periods as we were supposed to ignore the station during our one hour break at lunch and breakfast and supper.
The second table shows that weather reports did not fit into this shift pattern at lunchtime.
The third table shows the extra quarter hour (or half hour, depending on the intensity of weather) we used to make the observations and record all afterwards. The result was a normal nine- to ten-hour day but we were only listed as working eight.
What the government did not include was overtime! We had an eight hour shift to work. Finished! They did not consider the times when we were phone in the night for weather reports, where one had to dress, go outside, read the barograph and write-up the weather; or the nights where we baby-sat a boat in distress because Coast Guard radio was tied up with so many incidents because of bad weather; or the nights the engines shut down because of bad fuel delivered to us; or the time the main light blew out twice in a row; or the time the battery went dead on their automatic engines and shut down the station (the battery controlled the control panel) – I can list hundreds of times we worked through the nights, but all on an eight hour shift!
Pay Stub
You will notice on the pay stub (left) the highlighted number 56 under “Hours of Work”. This is eight hours a day for seven days (8 hours X 7 days = 56 hours). You can also see by the shift chart that daylight hours (which were imposed to stop us collecting shift differential1) were an impossibility unless you were working in the summer above the Arctic Circle!
But, there was a good side. We worked as we wished. No office supervisor and no daily logging in and out. We could work twelve hours here and then go fishing for four hours, always mindful of the radio, the weather, engines, fog, and the light. We could work a morning shift and spend the next eight hours unloading a supply ship (no overtime) and then hit the sack. Next day we could take it easy! Only the weather reports at 3AM , 6AM, 9AM, Noon, etc.
But then the Coast Guard decided that we had to report exactly what we were doing! They issued us with log books and a new set of rules and we were supposed to log everything we did during our shift!
Well we filled the books with every little detail we performed. Contrary to our job description we included all the local, marine, synoptic, special and extra weathers. All the radio contacts, all the ship contacts, all the jobs done and listed every minute of the shift. We filled reams of books and sent them into the office every month. It didn’t help us, didn’t help them, but gave us an extra entry in the logbook “0900-0910 Filling out logbook”!
Present day (November 2006) the Coast Guard removed most of the foghorns (no monitoring), lowered or changed the intensity of the lights, removed range lights, removed radio beacons and their towers, removed weather equipment such as barometers, wind recorders, etc., and removed from the lightkeepers duties most weather reporting details so that they have become glorified groundskeepers.
But rest assured, as long as the government lets them remain on duty, they will come to your assistance with a radioed weather report, a can of gas or a friendly hello. God Bless all lighthousekeepers!
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FOOTNOTES:
1Shift Differential – Additional pay for work regularly performed outside normal daytime hours, usually defined as before &AM and after 6PM.
Crates awaiting lowering to the ship - photo Glenn Borgens
One of the problems with moving to another lighthouse was that everything had to be crated and or well-packed to withstand the dangers of the transportation and handling by ship and/or helicopter. It also had to survive unexpected falls and/or water damage, both fresh and salt.
When my wife Karen and I first moved on the lighthouses we had no material for crating so we had to get professionals from a moving company to do the work for us. They did a very good job but were very expensive.
When we got the bill we did not have the money to pay for it, so we told the man we would leave half the furnishings there in the warehouse and get them shipped out next month when we got paid. He was having nothing of that and eventually dropped the price to something we could afford. Continue reading Moving Day 1970s→
McInnes with weather instruments (lower half) – photo John Coldwell
One of the duties on most of the lighthouse stations, and especially on McInnes Island, up to 2003, was the reporting of local weather (weather visible in the immediate area of the station) to Environment Canada (EC) – earlier called the Atmospheric Environment Service (AES) – for re-broadcast to boaters, pilots and climatologists.
Extreme Tendency November 05, 1988 – scan Glenn Borgens
Every three hours during the day, starting at around three o’clock in the morning we would collect the information on sky condition, visibilty, wind speed and direction, rain/snowfall, wet and dry bulb temperatures plus maximum and minimum temperatures, station pressure and tendency (whether pressure was rising or falling and how rapidly), and sea and swell height. This was then recorded on AES forms or in a notebook depending on the station. Not all stations reported or had the instruments for all observations. These records were forwarded to AES every month along with a Climate Summary for the month. Continue reading Weather Observing – a Large Part of the Job→
Well, in the beginning was the Lightkeeper’s Voice, Fog Bell, Sirens, Dynamite, Cannons and other assorted methods, and then came the Hand Horn.
Powers Brothers Hand Horn - photo Chris MillsLothrop Hand Horn - photo Chris Mills
First of all was the Powers Brothers Hand Horn used in the days before mechanical equipment. Many were used up until the early 1950s. and were still kept on station in case of emergencies well into the 1990s. The horn was activated when a vessel required it, usually by blowing its own horn any time of day or night, occasionally having to wake the keeper with more than one blast. Another smaller version was this Lothrop Hand Horn (right)
The following memory was passed on to me by Margit Losel. It happened during their time at Boat Bluff in the years 1977 – 1980. They were lucky! They were able to get off and on the lighthouse. Some stations were too isolated for this method to work. – retlkpr
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Boat Bluff c.1970s - photo Ray McKenzie
We were living on Boat Bluff Light and my oldest son Simon was an infant. He developed a very bad case of Croup. One stormy night he all but stopped breathing and we tried frantically to get some help.
We finally managed to get a radio patch through Bull Harbour Coast Guard Radio with a doctor in Bella Bella. The radio reception was so poor that the connection with the doctor broke up all the time, but we did understand that Simon needed medical attention as soon as possible.
The Lightkeeper – many years ago he had no contact with anyone – now the whole world can communicate with him and through him!
Around 2004 the Canadian government decided to limit the weather report information put out by the lighthouse keepers to a very restricted set of criteria.
Wind detecting devices (anemometers) were removed, pressure detecting devices (barometers) were removed and devices for measuring cloud height (ceilometers) were also removed. Basic weather training was kept to a minimum. The lightkeeper was left to his own devices to observe and report the weather every three hours to his designated Coast Guard radio station.
No one was interested or affected . . . except those that used the weather reports! – the aircraft pilots, cruise ships, fishing boats, recreational boaters, and others that travelled the wind-swept and storm-lashed west coast of British Columbia. This coast is over 7,000 kilometres long from Vancouver, BC to Alaska, USA if you follow all its indentations, and sometimes these indentations are a life-saver when a storm blows up. (see the article Why We Need MORE Lighthouses . . .) Continue reading Weather Reporting at Boat Bluff c. 2004→
Over the years since I started this website in 2005 I have collected many books on British Columbia lighthouses. Some with only a reference to lighthouse, others dedicated exclusively to BC lighthouses like Donald Graham’s books.
Later I will dedicate a page to each book as I have to some earlier ones, but right now I am more interested in showing newcomers what is/was available so that they will recognize them when they are found in a flea market or garage sale.
If you click on the photo left, it will take you to a modified page from my old website which lists books that I have collected over the years. It will also specify if the book is available for sale or not.
Listed below are a few more lighthouse-related books that did not make it onto that list before I created this new website. If you can, please send me an email or comment about a new book that you have found. I will add it to the list and we can make this as complete as possible. Also, if possible, would you please also send a scan of the front cover so I can add it to the pages. You know the old saying “A picture is worth a thousand words”. Thank you.
Shipwrecks Along the West Coast Trail – Richard E. Wells – Sono Nis Press
Silent Seige III – Bert Webber – 301 pages – Webb Research Group (December 1992)
The Last Island – Alison Watt – Harbour Publishing – 978-1-55017-296-6 · 1-55017-296-4 $34.95 · Hardback 6.5 x 9.5 · 192 pp · September 2002 (Available) http://www.harbourpublishing.com/title/TheLastIsland ISBN-10: 0936738731, 10.7 x 8.3 x 0.9 inches
There’s A Landing Today – Richard E. Wells – Sono Nis press
Chance Brothers – Early Suppliers of Equipment for Canadian Lighthouses
The graphic to the left appeared on The Lighthouse Society of Great Britain (LSGB) website.
After much Googling for it I finally found “With regret, this website has been closed.” The information below is printed with permission of Dr. Ken Tretheway.
Dr. Trethewy’s site had all the data from this book on line in PDF files which I am going to host here as they are priceless documents showing the inner workings of older British and Canadian lighthouses.
The available PDF file, A Few Notes on Modern Lighthouse Practice, can be read, saved, and downloaded from this link (2.45 MB).
The derrick is another lifting device used on stations that do not have a rock in the sea for a highline and where seas were also relatively calm. It was used like the highline to lift and lower items to and from the work boats or lower the keeper’s boat or station boat in and out of the water.
Definition – “a derrick is a lifting device composed of one mast or pole which is hinged freely at the bottom. It is controlled by (usually 4) lines powered by some such means as man-hauling or motors, so that the pole can move in all 4 directions. a line runs up it and over its top with a hook on the end, like with a crane. It was commonly used in docks.”Derrick (Lifting Device), 28 april 2006 12:06 UTC, Wikipedia, The Free EncyclopediaContinue reading Derrick Operation at Boat Bluff c. 2004→
In this position, and doubtless having let go her anchors to the bitter end, the barque was sighted from the lighthouse. The only chance of help lay in alerting the Quadra, then under the command of Captain Charles Hackett, which Paterson knew was lying at anchor in Bamfield Inlet, six miles away. The lifeboat, it will be recalled, was not on station at Bamfield until the following year. Telephone lines were down and the light keeper was unable to leave his foghorn which required constant attention. Although the trail was blocked by fallen trees and lay for much of the distance along a rocky shore. Mrs. Paterson at once insisted on making the journey herself. It was then night, and in darkness and dreadful weather she set off with a lantern and her dog, hoping against hope to be in time.
