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The Seal Hunt of Spaniard's Bay: Approxomately 1834-1890

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The Seal Hunt of Spaniard's Bay: Approxomately 1834-1890

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The
Seal Hunt
Of
Spaniard's Bay
Approxomately
1834----1890
Please Note
I located this material in British Columbia. I am presenting it exactly as I
found it. I strongly suspect it to be the work of Eric Gosse. This material is
almost identical to but much more comprehensive than Chapter # 3 in Eric's
book on Spaniard's Bay. Ifthis is not Eric's work than he must have relied
very heavily on it as a source or the author of this material and Eric must
have used a common source.
I believe this is an early draft of Eric's chapter # 3, the seal fishery. It
contains many errors but that's because it is a draft and not the refined copy.
This material is too comprehensive not to be preserved as part of Spaniard's
Bay's history and culture. It is in excess of Eric's book in that it presents
charts, names of ships and their owners, names of the captains and stats on
the number of seal pelts procured.
I think Eric Gosse should be given total credit for researching this material.
Azariah Smith
THE SEAL FISHERY
An added impetus to this shipbuilding program was the lucrative seal hunt, always
referred to as the seal fishery. Throughout the eighteenth century, shore based
fishermen in Notre Dame Bay, Bonavista Bay and Trinity Bay were taking young
seals (white coats) from the huge herds which whelped on the arctic ice floe in early
spring.
Few Conception Bay settlers had an opportunity to join in the hunt as the young seals
were usually active enough to escape to the sea by the time the southern drift of the
ice floe had reached Bacccaleau Island. Undeterred, they launched their shallops and
sailed to the ice pack at the entrance of Conception Bay. Here, they either hauled their
boats over the ice, or worked their way north through open channels in search of the
herds. With luck, such craft could be loaded and the return home made within a week.
The risks were many and the discomforts appalling but the financial rewards were
well worth the gamble.
By 1880 these fishermen had sufficient knowledge of the hunt to realize that larger
and stronger vessels were necessary to reduce the risks involved and provide a greater
percentage of successful ventures. In consequence, the demand for dual purpose
vessels suitable for the seal hunt and fishing along the French Shore accelerated.
These sturdy craft were designed by local master builders to withstand the heavy
weather experienced in coastal waters and the shock of ice floes during the spring seal
fishery. Heavily framed with juniper, and full timbered forward, their bottoms were
of birch (witch hazel) below the waterline. Planked with black spruce, their decks
were of eastern pine and a few strakes of hardwood were fastened along the waterline
to protect the hull from the constant chafing from the ice flows. In many cases, the
stem was protected by heavy iron plates. They were described when registered as:
caravel built, schooner rigged, square stemmed, two masts, standing bowsprit, no
galleries, no figurehead.
So durable was this class of fishing craft that the "William" of 40 tons built and
owned by William Porter, Sr. of Spaniard's Bay in 1818, lasted until 1860 when his
son, William, Jr., replaced her with the second "William", an exact replica of the
original. She also continued fishing and sealing until the 1880's after which steamers
replace sailing ships in the prosecution of the seal fishery.
By 1820, Spaniard's Bay had not only weathered the great economic slump in
European fish markets, but found sufficient funds to build an adequate Church of
England in Bishop's Cove (Bread and Cheese Cove). At that time no attempt had
been made to construct such a facility in Northern Cove and it was not until 1829 that
a local day school was opened under the auspices of the Newfoundland School
Society, which also served as an Anglican Church until 1842.
1
It was during this decade that William Donnelly, the most successful entrepreneur of
the nineteenth century in Spaniard's Bay, founded his first local commercial venture.
He was born in Newfoundland, probably in Harbour Grace, in 1797, and in his early
youth was apprenticed as a clerk to John Fergus, the principal merchant of Bay
Roberts. With a thorough training in the operations of this important Conception Bay
firm and a working knowledge of foreign fish markets, he established a business
enterprise in Mint Cove. His silent partner, named Bayliss, remained in the
background, unknown to the public, until the following notice appeared in the
Harbour Grace Journa1 dated June 9, 1840: "the business of Donnellly & Bayliss to
be run by William Donnelly".
The partner ship which had lasted for approximately fifteen years had been successful
enough to acquire a small fleet of sealing vessels composed of two brigs and two
schooners. These craft were used during the summer in the Labrador fishery and the
transportation of dried codfish to foreign markets.
The only other sealing venture in Spaniard's Bay was undertaken by Isreal and Moses
Gosse, who were master shipwrights as well as commission agents, dealers or traders
in fisheries supplies and dried salt codfish. In 1833, Moses Gosse built the "Orestes",
a 78 ton schooner, in his father's dockyard at Northern Cove. She was jointly owned
by the brothers who formed a partnership and operated her at the seal fishery for 18
years. In succeeding years, the brothers supplied for the seal hunt, not only the
"Orestes", but the "Romp", a brig of97 tons, and the "Pomona", a 127 ton brig built
and owned outright by Isreal Gosse.
It is unlikely that this business partnership, or indeed any other type of marine
enterprise in Conception Bay, could have survived in such risky and hazardous
ventures without the Mutual Marine Insurance Club of Conception Bay. This unique
cooperative organization was the brain child of the original secretary, Henry Corbin
Watts and was founded in 1806. For most of the nineteenth century it was successful
in finding sufficient funds to maintain the fishing fleets against heavy losses which so
frequently occurred. Some records of the Club are available at the Conception Bay
Museum in Harbour Grace and provide the best source of detailed statistics on
individual vessels operating from the east coast of Newfoundland.
The minutes of the annual meeting of the Club for February, 1834 record the
attendance of the following vessel owners: John C. Nuttal, William Parsons, Thomas
Godden, James Brown, John Murphy, James Glavine, George Thorne, William
Punton, Robert Parsons, Patrick Hearn, Thomas Foley, Roger Hannahan, Joseph
Soper and Peter Rogerson, all of Harbour Grace; and William Donnelly, Moses and
Isreal Gosse of Spaniard's Bay. The annual meeting for the following year, again held
in February, also lists a large percentage of vessel owners from various harbours in
Conception Bay. Contained in the minutes adopted were the following items: (I)
2
Payment for vessel losses would be in Spanish dollars; (2) Coverage would last from
March 4th to May 21st; (3) Each Spanish dollar to be valued at 5 shillings; (4) The
number of officers to include the following: Spaniard's Bay, Robert Gosse, Jr.; Bay
Roberts, Samuel Mercer; Bareneed, John Richards; Ship Cove, William Andrews;
Port-de-Grave, Patrick Delaney.
This system of insuring vessels in the risky venture of securing seal pelts from the ice
floes off Newfoundland, was probably the only method that could withstand the
heavy losses involved. Fortunately, the hundreds of small craft engaged, measuring a
maximum of 140 tons and as little as 40 tons, were manned by exceedingly tough,
courageous and well seasoned crews.
These veterans who had exploited the codfishery from June to November commenced
sealing operations as early as late January ofthe following year. Crews signed articles
of agreement with vessel owners and/or suppliers on St. Stephens Day. Individual
members "signed" on for half the voyage with the suppliers allotted the remaining
pelt. Each man paid from 10 shillings to 30 shillings for a berth but if he supplied a
musket and ammunition, no charge was levied. The hired Captain received 4 pence to
6 pence per seal pelt and at times 5.0.0 per month plus a man's share.
Originally, sale was by seal pelt but so little of the valuable fat was retained on the
skins that the practice was discontinued in favour of weight. Through strikes and
protests, sealers improved their chances of obtaining better earnings over a number of
years but living conditions remained unchanged.
Their clothing consisted of red blanketing, flannel or knitted drawers. Shirts were also
of red flannel over which was worn a heavy garment. Outer clothing consisted of
canvas or moleskin trousers with a canvas or fustian jacket. Heavy seal skin boots
which reached to above or below the knees. Scotch caps with a long gauze was
attached to this headgear to shield the eyes as a protection against bright sunshine
which often caused temporary blindness when reflected off the ice floes.
Whenever possible, crewmen stowed aboard their craft, sea chests containing spare
underwear and other clothing, fresh bread, Davy Farrels (large pork pies), rolled oats
and the inevitable jar of rum and molasses. Medical supplies consisted of Friars
Balsam, a salve of SUlphate of zinc for curing cuts, sores and snow blindness.
Before sailing, all hands drove thin pieces of steel into the heels of their boots,
usually three in number, so that they protruded approximately one quarter of an inch
and measured the same amount in width. These were known as chisels, and like the
nails or sparables extending from the soles, they prevented slipping on the ice floes.
To protect the craft from being damaged by this safety devise, a temporary sheeting
of/umber was placed over the deck from stem to stem.
3
Other personal equipment included a large hunting knife of steel, belted at the waist
with the handle seized in tarred yam to ensure a firm grip. A rope of approximately
three fathoms long and a quarter inch in diameter was also seized at both ends and
used to tow seal pelts. These were laced together in tandem, usually three at a time,
with skins next to the ice and towed either to the vessel or a central collection point.
This towrope was coiled and slung over one shoulder like a sash, when not in use.
Sealers also carried a small canvas knapsack containing hard tack, a bag of rolled oats
and ajar of rum and molasses.
Another important item of personal equipment was the gaff, and no man would leave
the vessel without one. It consisted of a stout spruce pole approximately 6 ft. long,
grooved at the far end a distance of one foot. The upper portion of an iron spear about
2 ft long, fitted with a protruding hook 4 inches from its point, was inserted into the
aperture and cleated. To further strengthen the attachment and provide a tidy
appearance, this section of the gaff was seized with tarred marlin.
Gunners, regarded as elite members of the crew, were good marksmen and often
brought their own pieces and ammunition. Their muskets, termed "swillin guns",
were originally of two types: (1) The smooth bore flint lock which measured more
that 6 ft. in length and fired a round bullet. Charges were heavy and shoulder pads
were necessary to withstand the back kick when fired; (2) Shotguns of similar make
and length had a larger bore, were much heavier and fired outsize shot. It could kill a
one thousand pound hood seal at close range if the powder change was exceptionally
large. Unfortunately overloading sometimes caused serious accidents until the
introduction of high powered rifles in later years.
Guns were seldom carried on the ice when young harp seals called "white coats"
could easily be killed by clubbing with a gaff. Later, in the spring, when they
disappeared and only the old harps remained, the gunners accompanied by two
helpers, nicknamed "dogs", led the hunt. From small boats, known as punts, or on ice
pans they came by stealth in range of the herds. The best shot in the trio did all the
shooting and the "dogs" loaded and passed the musket to this gunner. If these mature
seals were killed outright, the rest of the herd seldom moved to disappear through
individual "blow holes" in the ice. However, a few misplaced shots, causing wounded
animals to cry out and thrash around, would so alarm the rest of the herd that escape
by the "blow holes" was swift and certain.
Conditions aboard these sailing vessels were far from comfortable. A crew of twenty
or more slept on tiered bunks in an overcrowded forecastle. They never undressed or
changed underwear unless drenched with water by falling through the ice. Fresh
water was never available except for cooking and drinking purposes. A gallery was
fixed to the deck just aft of the forecastle scuttle and near the shuttle butt. It consisted
of a puncheon tub that would hold forty liquid gallons which was filled with rock and
used to lay wood fires for cooking the grub of each watch. Once they reached the seal
herds crewmen gorged themselves on the young and tender meat still regarded as a
delicacy by most Newfoundlanders.
4
During the years 1834 to 1837 inclusive, the following vessels from Spaniard's Bay
engaged in the spring seal hunt as tabulated:
Vessel Rig Captain Suppliers& or Owners Tonnage
Crew
Earl Grey Brig John Donnelly William Donnelly 113
29
Despatch Brig T. Phelan " " 101
26
Elizabeth Schooner John Delaney " " 82
20
Orestes Schooner Moses Gosse, Sr. Moses & Isreal Gosse 78
20
The only information on the number of seal pelts taken during these 4 years was in
1837 when John Donnelly in the brig "Earl Grey", secured 3900 pelts in two trips;
while Moses Gosse, Sr., Captain of the schooner "Orestes", took 1700 pelts in one
voyage. It must be concluded that the sealing ventures for these four vessels were
generally successful, since the numbers engaged during subsequent years remained
constant and in some cases showed some increase.
The Spaniard's Bay sealing fleet showed some variation in masters and vessels during
1838 and 1839 as shown hereunder:
1838
Vessel
Crew
Rig Captain Suppliers& or Owners Tonnage
Earl Grey
Elizabeth
23
Brig John Donnelly William Donnelly
Schooner Owen Chipman "
Despatch Brig
31
S. Johnson "
113
"
"
Orestes
20
Schooner Isreal Gosse Moses &Isreal Gosse
Remarks: No information on the number of seal pelts taken.
Vessel Rig Captain Supplier& or Owners Tonnage
Despatch Brig J. Goosney William Donnelly
30
Malvin Brig T. Whalen " "
30
29
82
101
78
Crew
101
101
5
Elisabeth Schooner W. Corban " " 82
21
Clarenda Schooner John Donnelly " " 88 24
Orestes Schooner Isreal Gosse Mose & Isreal Gosse 78
21
Remarks: A total of 6200 seal pelts were landed from Donnelly fleet at Spaniard's
Bay.
No information on numbers taken by the Orestes.
The composition of the Spaniard's Bay sealing fleet for 1840 was exactly the same as
that for the previous year. Details on the vessels engaged in the hunt for the next three
years are listed hereunder:
Vessel
Crew
Rig Captain Suppliers & or Owners Tonnage
Malvina
Earl Grey
Elizabeth
Clarina
26
Despatch
Orestes
28
Brig T. Phalan William Donnelly 112 31
Brig George Davis "
Schooner W. Corbin "
Schooner J. Donnelly
Brig James Goosney "
Schooner Edward Barrett
Seal Pelts landed: No figures available.
Vessel
Crew
Rig Captain
" II3 30
" 82 22
" " 88
" 101 27
Moses & Isreal Gosse 78
Suppliers& or Owners Tonnage
Malvina
Earl Grey
Clarinda
Despatch
Ellen
Brig G. Davis William Donnelly Il2 37
30
Orestes
29
Brig T.Perton
Schooner W. Corbett
Brig J. Goosney
Brig J. Donnelly
Schooner T. Phelan
Seal Pelts Landed: No figures available.
"
"
"
" 113 30
" 88 28
" 101 29
" " 102
Moses & Isreal Gosse 78
6
Vessel
Crew
Rig Captain Suppliers& or Owners Tonnage
Ellen
31
Elizabeth
Despatch
Malvina
Clarinda
Orestes
21
Brig John Donnelly
Schooner Kent "
Brig J. Goosney "
Brig G. Davis "
Schooner P. Corbin "
Brig Charles Butt, Sr.
Pomona Brig T. Phalan "
Seal Pelts Landed: No figures available.
William Donnelly
"
"
"
"
82
112
112
88
Moses & Isreal Gosse
" " 127
102
78
33
29
37
30
40
With the addition of the Pomona built by Isreal Gosse at Northern Cove in 1843, the
Spaniard's Bay sealing fleet was increased from six to seven vessels. There is no
information whatsoever on the number of vessels which sailed from this port to
prosecute the seal hunt for the years 1844 to 1848 inclusive.
It must be concluded that the annual seal hunt during these years was pursued at the
same rate as in the preceding years. Furthermore, the craft engaged in subsequent
years show little change as indicated in the following list:
Vessel
Crew
Malvina
Jemima
Elizabeth
Clarinda
James
Rig Captain
Brig John Donnelly
Brig W. Corbin
Schooner P. Kent
Schooner W. Kent
Schooner P. Corbin
Suppliers & or Owners Tonnage
William Donnelly
" "
" "
" "
" "
112
103
82
88
54
45
45
39
38
25
Prestes
23
Schooner Moses Gosse, Jr. Isreal Gosse 78
Seal Pelts Landed: No figures available.
Vessel
Crew
Rig Captain Suppliers & or Owners Tonnage
Malvina Brig John Donnelly William Donnelly 112 45
7
Jemima Brig W. Corbin " " 103 45
Clarinda Schooner A. Mundon " " 88 39
Elizabeth Schooner Walsh " " 82 38
James Schooner Alfred Gosse " " 54
25
Orestes Schooner Moses Gosse, Jr. " " 78
25
Seal Pelts Landed: No figures available.
Vessel
Crew
Rig Captain Suppliers & or Owners Tonnage
Malvina
Jemima
Clarinda
Elizabeth
James
25
Orestes
31
Brig John Donnelly(2400) William Donnelly
Brig P Corbin (3900) " "
Schooner A. Mundon (850) " "
Schooner Alfred Gosse (950) " "
Schooner Brian (300) " "
Schooner Moses Gosse, J r(l400) Isreal Gosse
112
103
88
82
Seal Pelts Landed: Malvina - 2400; Jemima - 3900; Clarinda - 850;
Elizabeth - 950; James - 300; Orestes - 1400
45
45
39
38
54
78
For the years 1852 and 1853 the composition of the Spaniard's Bay sealing fleet
remained unchanged except for the "Orestes" which was lost in 1851 at Cat Harbour.
Vessel
Crew
Rig Captain
Brig W. Corbin
Brig Stapleton
Brig Taylor
Schooner Thomson
Schooner Thistle
Suppliers or Owners Tonnage
William Donnelly
" "
" "
" "
" "
126
\03
112
88
82
46
40
45
35
33
Caroline
Jemima
Malvina
Clarinda
Elizabeth
Romp Brig Moses Gosse, Jr. Isreal Gosse 97
35
Seal Pelts Landed: No figures available.
It is believed that 1857 was the last year that William Donnelly operated his 5 vessels
from Spaniard's Bay. In 1852 he bought the premises of Thomas Hooper & Co. at
Harbour Grace. Thi •• ite wa. more convenient for his fishing fleet and he gradually
8
removed all gear and equipment, together with his seal fat reduction facilities, to the
former Hooper property.
For more than 25 years he had been the principal merchant of Spaniard's Bay and the
mainstay of local employment. His fleet of sealing vessels required crews numbering
a total of more than 230 men. The never ending task of maintaining these crafts,
which were also engaged in the summer fishery, coastal freighting, and the
transportation of dried codfish to foreign markets, must have provided ample work
for the majority of the local population
His other activities included the building of the "stone house", a beautiful residence
quarried from Kelly's Island rock and freighted to Mint Cove. This large cottage was
built in the New England style and had a steep sloping roof tiled with slate brought
from Wales. It is believed that he occupied this home for some years as a bachelor
before marrying Isabella Fergus on July 7, 1842 at Portugal Cove. She was the
daughter and heiress of his former employer. John Fergus, but unfortunately she died
on June 19, 1843, aged 36, soon after the birth of their son who was baptized William
John Fergus Donnelly in the local Church of England. This boy grew up in Harbour
Grace and, after the death of his father, he took over his business and operated under
the trade name of J.W.S. Donnelly. He too became a prominent and affluent merchant
of Harbour Grace and was also famous as a politician and for some years was
Minister of Finance in the Government of Newfoundland.
William Donnelly died at Harbour Grace on March 17, 1864. He was so well known
and highly respected, that the House of Assembly then in session, adjourned on the
following day "out of respect to the memory of the late William Donnelly, Esquire, of
Harbour Grace".
In addition to being one of the principal merchants in Conception Bay, he was also a
magistrate and well renowned as a philanthropist. Mainly through his financial
backing and personal encouragement, a Roman Catholic school at mint Cove,
Spaniards Bay, was constructed in 1843. It also served as a place of worship until the
erection of the church on Chapel Point in 1844 with a seating capacity for a
congregation of three hundred.
There is no information on the William Donnelly sealing operations at Spaniard's
Bay during 1855 and 1856. Contemporary family records state that Isreal Gosse of
Bishop's Cove continued to outfit the brigantine "Romp" under the command of his
son, Moses Gosse, Jr. No reference is made as to the number of seals taken either
spring, but a brief note indicated that the voyages for both years were moderately
successful.
In 1857 Isreal Gosse again outfitted the brigantine "Romp" with Moses Gosse, Jr.
still master, which sailed from Spaniard's Bay in early March to prosecute the seal
fishery. Authentic reports on the outcome for this voyage indicate that she landed
2000 seal pelts which yielded 4615 gallons of oil. Five other sealing vessels from
9
Mint Cove and Northern Cove took a total of 3857 seal pelts and sufficient rendered
fat for 8087 gallon of oil.
The only place in Spaniard's Bay that could store these skins and reduce the fat to oil,
was William Donnelly's plant in Mint Cove. It can, therefore, be safely concluded
that he not only supplied these vessels but also processed their catches and probably
the landings fonn the "Romp".
It was also the final spring in which Isreal Gosse supplied a vessel to undertake a
sealing operation. Without these six relatively large craft, the local population was
forced to seek berths aboard the Harbour Grace sealing fleet and intensify their efforts
in the inshore, coastal and Labrador fisheries.
1857 was also a very notable year for Spaniard's Bay in that it marked 152 years
of permanent settlement, dating from the time the Smiths first occupied land at
Bread and Cheese Cove in 1705. They and the other founding families had made
great progress during these arduous years with little or no help form temporal
or spiritual sources.
A brief reference to important historical events indicates that the crown colony of
Newfoundland was granted Representative Government in 1832 and issue the first
detailed census on each settlement in 1836. The published data on Spaniard's Bay
recorded a population of 792, an increase of 100% above the estimated 1820 number
of pennanent settlers. The census also recorded a list of 108 dwelling houses, 7 I male
and 31 female servants and sufficient cultivated land to produce a total crop of 1,466
bushels of potatoes. Other significant efforts at subsistence farming included small
numbers of cattle, hogs, sheep and horses.
With few horses available, most of the cultivated gardens were cleared by pick,
shovel and hand barrow. The shallow and rocky land required back breaking labour
which fortunately could only be undertaken in the spring and fall, as the fisheries
precluded additional efforts. Obviously the production of vegetables from small
household gardens was highly valued and worth the grinding toil involved.
Other infonnation in the census of 1836 indicates that the economic mainstay of
Spaniard's Bay was still the inshore fishery. Fortunately an increase in the tonnage
and strength of fishing boats pennitted greater opportunities to venture much further
along the coastline in search of more prolific fishing grounds. Larger vessels built
mainly for the seal fishery were utilized on the French shore until the return of the
French fishing fleet after the Napoleonic wars in 1815.
The Newfoundland fishing craft, now barred from operating on the north east coast
from Cape St. John to the Straits of Belle Isle, moved further north to establish the
Labrador fishery. Meanwhile small schooners and western boats continued to fish on
the straight shore stretching from just south of Cape Freels to north of Cat Harbour
(Lumsden). This area became a favourite haunt for Spaniard's Bay fishing crews,
10
particularly the Gosse family who were very adept in the use of cod seines which
were ideally suited to operate along this white, sandy coastline. Unfortunately Cat
Harbour, eventually renamed Lumsden, the only shelter available on this section of
the coast, was entirely exposed to easterly winds. Three of their schooners, including
the "Orestes", were caught there in a fierce gale during October 1851 and were lost,
together with full cargoes of salt bulk codfish. All crew members escaped this
catastrophe and in spite of the resulting financial difficulties, continued to fish along
this treacherous shore until the mid 1860's
Other families such as the Barretts of Bishop's Cove turned south and west to fish on
the prolific Ballards Bank and Golden Bay. Their small schooners called western
boats, were eventually replaced by larger craft to fish on the Grand Banks manned by
the Neils, Porters, as well as the Barretts.
In 1856 Newfoundland was granted Responsible Government by the British House of
Commons and the following year conducted an island wide census. Population
figures for Spaniard's Bay were 1389 settlers, an increase of 597 over those for the
year 1836. If the 228 residents located at Spaniard's Bay Bridge and Pond are
included, the total number had increased more than 100% in 21 years. Bearing in
mind that immigration was negligible during these years, the population explosion
was quite impressive, for it could not have occurred without a standard of living
adequate enough to assure the survival of such a large percentage of succeeding
generations.
There was a steady increase in the amount of cultivated land as compared with 1836.
Potatoes were still the chief crop, but significant quantities of oats and hay were
also grown to help feed increasing numbers of cattle, sheep and horses reared by
householders.
Communication and transportation had been transformed during these years and the
road system in Conception Bay had reached a standard where traveling by horse and
buggy was relatively safe and comfortable from Carbonear to St. John's. Spaniard's
Bay and Trinity Bay were also linked by a road that was passable for all types of
vehicular traffic. Prior to the early 1840's, transportation was by sea, foot and
horseback. The resulting restrictions on communication and postal services greatly
retarded social intercourse between settlements.
The Church of England church and school was erected at Bishops Cove in the 1820's
with a resident clergyman and schoolmaster. In Northern Cove a day school was
opened in 1829 and served as a Protestant place of worship until the Anglican Church
was completed in 1842.
Largely due to the patronage of William Donnelly, a Roman Catholic school opened
in Mint Cove in 1843 and this was followed by a church capable of seating 300
people constructed on Chapel Point in 1844.
11
In little more than 150 years the original settlers of Spaniard's Bay and their
descendants had built a town of 1600 residents with living standards comparable to
that of many in North America. While the codfishery and ship building were the
mainstay of their livelihood, the sealfishery provided the extra income necessary to
maintain a fair measure of prosperity between 1830 and 1857.
The exploitation of the seal hunt by the brothers Isreal and Moses Gosse commenced
with the schooner "Orestes" in 1833 , followed by the brig Pomona" in 1843, the
schooner "Lady Ann" and finally the brigantine "Romp".
There is some doubt as to whether the risks involved warranted the heavy yearly
expenditures required. Nevertheless the balance must have been weighed in their
favour to warrant pursuing these precarious ventures for a period of 24 years.
Evidently the combination of the codfishery and the exploitation of the seal herds
each spring justified the gamble and there was always the hope of beating the odds
with a few full cargoes of seal pelts.
After 1843 Moses played a minor role in the partnership, as his name no longer
appeared in the sealing records. However, the brothers continued to engage in joint
business enterprises throughout their lives with Moses having his headquarters in
Northern Cove, while Isreal operated from Harbour Grace and Bishops Cove. They
both continued to build and supply schooners for the coastal and Labrador fisheries,
were dealers and traders in fish and fishing supplies and for many years were local
constables and returning officers during Government election years.
Isreal died and was buried at Bishops Cove in 1876 at the age of 75 years. Moses,
although an older brother, lived to be 83 and was buried in the old Anglican Church
yard at Northern Cove in 1882.
It is evident that William Donnelly had a larger share of good fortune in his sealing
ventures than the Gosse brothers. Starting with some financial backing circa 1825, his
business in Mint Cove expanded to such a rapid degree during the next 30 years that
he was classified as one of the principal merchants of Conception Bay. Clearly he had
outgrown his premises in Spaniard's Bay and the purchase of a larger developed site
in Harbour Grace, with ample space for his sealing and codfishery feet, was a prime
necessity.
Local folklore maintains that he and his son W.J.S. Donnelly continued to transact
considerable business at his premises in Mint Cove until 1874. Local production of
dried salted codfish that year amounted to 18,765 qtls and this alone would be an
attractive quantity to warrant supplying the inshore fishermen and those engaged in
fishing aboard schooners along the Newfoundland coast and Labrador.
Old fishermen residing in Mint Cove often declared that they remembered Donnelly'S
vats being used to render out seal oil. Since there was no customs house in Spaniard's
Bay sealing skippers probably did not bother to declare the number of pelts landed
12
locally nor the quantity of seal fat reduced to oil. The census for 1874 lists 8
schooners engaged in the seal fishery but without mention of the number of seals
landed as in former years. This gives credence to the reminiscences of these senior
settlers who were born circa 1860.
The importance of the sealfishery to Newfoundland is indicated by the huge number
of seals taken during the 19th century. In 1844 the catch reached a peak of 685,530
with more than 14,000 men engaged. Chafe's Sealing Book lists a total of 323 vessels
prosecuting the seal herds in the spring of 1851 crewed by 10,682 men. Chief home
ports were" Harbour Grace, Carbonear, Spaniard's Bay, Bay Roberts and Brigus.
During the latter half of the 19th century, the number of seals taken per year steadily
declined. The owners and suppliers of the sealing fleet intensified their efforts to
obtain larger cargoes by increasing the crews of each vessel. For many years the
average number was less than 30 per craft but by 1870 this figure reached 60 men or
more. Oak brigantines, built in Nova Scotia and New Brunswick, were introduced.
They were faster sailers and more durable than the local brigs and schooners but these
measures failed as reproduction of the seal herds could not withstand the decimation
suffered by the annual Newfoundland seal hunt.
In tracing the history of Spaniard's Bay sealing vessels one is struck by the frequent
changes in the names of their captain. During the 24 years that Moses and Israel were
engaged in the hunt, seven different masters were in command of their expeditions.
The only exception was Moses Gosse, Jr. who for six successive years was master of
their sealing vessels. He was also skipper of the "Romp" for several years in the
coastal trade and Labrador fishery and referred to locally as "Romp Mose" to
distinguish him from his uncle and two cousins.
The Donnellys, both father and son, often changed the masters of their sealing vessels
probably in the hope that a few lucky leaders would bring them consistent bumper
voyages. A number of their captains were selected locally as they included the
following well known Spaniard's Bay family names: John Delaney, William Kent,
Alfred Gosse, Patrick Kent and William Porter. Those with the most voyages to their
credit were: John Donnely 17, 1. Stapleton 21, and William Porter 10.
Very little is known of the many captains who commanded the schooners, brigs and
brigantines in the Conception Bay sealing fleet. Two notable exceptions were
William Porter III and Robert Gosse IV of Spaniard's Bay. The following brief
accounts of their careers are included:
The Porters were one of the earliest founding families of Spaniard's Bay and
William's great-grandfather Richard established their fishing plantation at Green
Head and was appointed a local constable by the Crown in 1735. His son William, Sr.
and grandson William, Jr. built a 32 ton schooner on the foreshore of their plantation
in 1818 and named her the "William". During her long sailing life she was outfitted
for the summer coastal fishery and the spring seal hunt by William Donnelly. It was
13
aboard this durable craft that William Porter III learned his skills as a seaman,
fisherman and navigator. He eventually took command from his father William Jr.
and successfully fished until old age made her unseaworthy and she was hauled shore
and broken up in 1859.
In 1860-61 William Porter III constructed a 44 ton schooner on the same site and also
named her the "William". He owned all 64 shares and following his father's example,
he continued to take his supplies from the Donnelly firm for the summer codfishery
and joined their sealing fleet each spring for the next seven years. Although his catch
records are not available, he must have been reasonably successful to warrant risking
the annual expenditure necessary to outfit this vessel for so long a period.
During the summer of 1868 the "William" was wrecked on the coast of Labrador. Her
crew was rescued but with no vessel available, William Porter was forced to stay
ashore the following year. In 1870, however, he accepted the offer from Punton and
Munn of Harbour Grace to command the "James Clift" for a sealing voyage. This
brigantine was built in Prince Edward Island in 1844 and measured 88 tons. With a
crew of 42 men she was his first relatively large command with double the crew and
carrying capacity of his 44 ton schooner. Unfortunately his catch of 800 seals that
spring was far from a paying proposition.
In 1871 William Porter returned to the firm of W.J.S. Donnelly and was given
command of the "Hecla" during the spring seal hunt. This brig of 117 tons burthen
was built at St. John's in 1852 and carried a crew of 50 men. The voyage was
moderately successful and consisted of 2200 old harp seal pelts. The following spring
he was again in command of the "Hecia" but there are no records available on the
quantity of seal pelts landed.
In the spring of 1873 William Porter was ashore once again. This time he had the
contract to rebuild the "Sneezer", a brigantine from the W.J.S. Donnelly fleet. Built in
Prince Edward Island in 1859, she measured 128 tons and because of hard usage was
badly in need of a thorough overhaul and major renovations. This was a considerable
project as new ways had to be constructed at the Porter's old dock site near Green
Head, Spaniard's Bay. Heavy baulks were required to withstand the weight of water
soaked timbers in the relatively large brigantine. The task of hauling her ashore using
large and elaborate burtons and manpower must have required all the ingenuity of
local ship riggers.
The contact was completed on time and the "Sneezer" was ready for the 1874 seal
hunt. With William Porter as master, the crew of 60 men took 1400 seal pelts, a
number that could barely be classed as a "saving voyage" when compared with
previous landings.
1875 was the last year that W.J.S. Donnelly exploited the seal hunt. He sent the
"Sneezer", the last of his fleet under the command of Thomas St. John, and there is
no record available as to how the venture fared .
14
For fifty consecutive springs the Donnellys had prosecuted the codfishery and the seal
herds from Spaniard's Bay and Harbour Grace. Their flotilla of from five to seven
sailing ships consisted of schooners, brigs and brigantines, ranging in size from Billy
Porter's 44 tonner to the "Creole" of 140 tons. Their contribution to the development
and prosperity of Spaniard's Bay during the 19th century is but vaguely remembered
by a few very old residents.
With no prospect of a command with the Donnelly firm, William Porter was accepted
by John Munn & Company as master of the "Rival", a schooner of 105 tons built at
New Perlican in 1867. With a crew of79 men they landed 1400 seal pelts. During the
following spring of 1876 he was again in command of the "Rival" and the outcome
for this voyage consisted of 2000 young harp seals.
This was the last voyage of William Porter III as master of a sealing ship. In the last
decade of the 19th century William Porter III, now affectionately known as Uncle
Billy, attempted to build another sailing ship for the sealfishery. Unfortunately for
him, nobody with any capital was interested in reviving the old methods and only
steamships were considered a reasonable risk. By great effort he constructed her
frame and local shipwrights maintained that the heavy timbers and overall length
indicated that she was modeled along the lines of the "Sneezer". Without adequate
funds, the project was eventually abandoned and the remains of the hulk broken up
for firewood.
Robert Gosse IV, nicknamed "Anti-Bob", because of his vehement opposition to
confederation with Canada during the latter half of the 19th century, was the great
grandson of Robert Gosse, Sr. the first of this family to settle in Spaniard's Bay
during the middle of the 18th century. He was born in Northern Cove in 1835 and in
his early teens, having received an elementary education in the local school, worked
as an apprentice shipwright with his father in the family dockyard. He also served
with his uncles Moses and Isreal Gosse at the spring seal hunt and the summer
fisheries.
During the fall, winter and spring of 1860-61, he and his five brothers assisted their
father, Robert Gosse III, in building the "Victoria", a schooner of 42 tons. Owned
outright by their parent, the closely knit family formed a competent and well balanced
crew and fished her from Cat Harbour (Lumsden) during the summer codfishery until
his untimely death in 1863.
The "Victoria" was left to his widow, the former Mary Sheppard of Mint Cove. She
immediately took overall command, found the money to outfit for the fishery in 1864-
65, and appointed her son Robert as captain and her eldest son John Charles as master
of the codseines. With her crew of six sons she sailed aboard the "Victoria" during
both voyages as cook and chief supervisor of these expeditions. In 1866 Mary stayed
ashore, having sold her schooner to Robert and the remaining members of the family
dispersed.
15
During the following seven summers, Robert IV fished aboard the "Victoria" at Cat
Harbour and on the coast of Labrador. In 1865 he married Eliza Stokes of Cape Freels
and in 1868-69 built a home at Green Head on 2 Y, acres of land purchased form the
estate of William Coady.
During this period, hard usage in the Labrador fisheries and the spring seal hunt had
so managed the "Victoria" that it was necessary to re-build her in 1871., only ten
years after she was launched. He continued his sealing and fishing operations until
John Munn of Harbour Grace commissioned him to build the "Industry" a fishing
schooner of 37 tons. She was completed between the fall of 1873 and the spring of
1874 which gave Robert sufficient time to prosecute the Labrador fishery.
In 1875 Paterson & Foster, a well known Harbour Grace mercantile firm, purchased
the "Creole" from the defunct business of W.J.S. Donnelly and appointed Robert
Gosse IV her sealing captain. This 140 ton brigantine was built at Prince Edward
Island in 1870 and was classed as one of the finest vessels in the sealing fleets of
Harbour Grace. It was Gosse's first command and he must have been highly regarded
by his principals to obtain the commission instead of more experienced captains.
Detailed records of his sealing voyages in the "Creole" are given hereunder:
Year Vessel Captain Owner & or Supplier Tonnage Crew
Catch
1875 Creole Robert Gosse Sealing Co. 140 80
3300 pelts
1876 " " " " 75
2500 "
1877 " " " " 70
4500 "
1878 " " " " 75
3000 "
1879 " Kennedy " " 65
900 "
1880 " Robert Gosse " " 70
1000 "
His average annual catch for these five expeditions was 2860 pelts, well above that of
similar vessels operating from Conception Bay harbours. It was probably the deciding
factor with Paterson & Foster in giving him command of the "S.S. Mastiff' for the
1881 sealing voyage. This auxilliary barque of 360 gross tons was built at Dundee,
Scotland in 1867 and owned by Robert Stewart and John Paterson of Harbour Grace,
each partner holding 32 shares. Without sufficient power and clumsy to handle under
16
sail in ice floes, she experienced wide fluctuations in the quantities of seal taken
during thirty-two successive voyages to the sealfishery. Her record landings for a
single expedition were 21,000 pelts under the command of Captain E. Murphy in
1871. The only captain to come near this figure was Robert Gosse with a cargo of
19,000 pelts on his first voyage in 1881. During the next three springs his voyages
were economic disasters which he claimed were due to frequent engine failures and
heavy rafted ice preventing the "S.S. Mastiff' from reaching the seal herds.
In the next five years Robert Gosse was ashore during the spring sealfishery. The
command of the "S.S. Mastiff' kept changing hands but her total catch of 9030 pelts
during this period was less than half the 23,462 pelts secured by Gosse in the four
springs he was master.
During this period he was busily engaged in the Labrador fishery and had built at
Horse Harbour, situated on the northeast extremity of Hamilton Inlet, a substantial
fishing room and landing facilities for a 100 ton schooner. In 1886 he established a
business partnership with his two sons, George and Martin, which operated under the
name of Robert Gosse until his death in 1899. The name was then changed to G & M
Gosse and expanded to supply upwards of 50 crews in the Labrador fishery and the
export of their catches of dried salted codfish to markets in Spain, Greece and the
West Indies.
In 1889, after a lapse of five years and without any contact with the sealfishery,
Robert Gosse was given command of the "S.S. Vanguard". This ship was the queen
of the Harbour Grace steam powered sealing fleet and was built for John Munn at
Aberdeen, Scotland in 1872. Barque rigged, she measured 559 gross tons unlike the
"Mastiff', had sufficient horsepower to drive her at a fair turn of speed.
For the previous 16 springs her landings had averaged 7061 seals per voyage and on
two occasions she had returned with an empty hole. In spite of changing captains five
times during this period, wild fluctuations continued in the annual catches and
therefore the monetary returns.
The following detailed account of the seven successive voyages of Robert
Gosse IV as master of the "S.S. Vanguard" are given hereunder:
Year Ship Rig Captain Net Tons Crew Supplier
Catch
1889 S.S. Vanguard Barque Robert Gosse 322 230 J. Munn
21271 pelts
1890 " " " 230 " "
10286 "
1891 " " " " 235 " "
23206 ..
1882 " " " " 231 " "
7494 "
& Co
17
1883 " " " " 275 ~ "
9276 "
1884 " " " " 271 " "
7410 "
1885 " " " " 275 " "
3653 "
The average landings per voyage during this period were 11 ,800 seal pelts, as compared with
the 7061 pelts taken during her previous 16 annual expeditions. In recalling his sealing
career, he seldom failed to mention that he had been master of vessels in sail and steam for 18
years and "never lost a ship and never lost a man".
1895 was Robert Gosse's last spring in command of a ship at the seal hunt. He had weathered
the bank crash of the previous year and from his own resources had found enough capital for
A. & M. Gosse to supply their crews for the Labrador fishery. Suffering from angina, he was
handicapped physically but retained enough energy to oversee the burgeoning progress of the
partnership he founded until his death of congestive heart failure in 1899.
There was scarcely a business or individual in Newfoundland not adversely affected by the
bank crash of 1894 and Harbour Grace was no exception. Merchants operating sailing
vessels in sealing and the codfishery had, in some cases, retired before this economic
catastrophe; others less fortunate were bankrupted.
John Munn, who had done so much in the development and prosperity of Conception Bay,
failed to survive this crisis and the following significant item appeared in the Royal Gazette,
dated Octoher I, 1895:
"Early last week the sealing steamers Greenland, Iceland, Vanguard and Mastiff, belonging to
the insolvent estate of J. Munn & Co., were purchased for the sum of $45,000. The
purchasers are said to be a firm in Glasgow (Murray) dealer in Newfoundland fishery
products. The only factory was also bought by the same firm and it is understood they will
prosecute the seal fishery from Harbour Grace and possibly enter into the general business of
the colony".
This startling news article marked the end of any further sealing expeditions led by a captain
from Spaniard's Bay. Experienced crew members continued to obtain berths aboard sealing
ships from St. John's but the effect on the local economy was negligible.
For most of the nineteenth century the sealfishery had so augmented the income of Spaniard's
Bay that a fair standard of living was maintained in spite of a rapidly increasing popUlation.
With the decline of this importance resource immigration to the United States and Canada
increased and a considerable number found work on the new iron ore mine on Belle Island
and the Newfoundland railway. The 190 I government census showed very little increase in
the numher of residents including Bishops Cove, Tilton and Goddenville when compared
with figures for 1884.
Although a large percentage of Spaniard's Bay fishermen served as hands aboard the local
sealing vessels as well as those from Harbour Grace, they were fortunate in avoiding nearly
all of the terrible tragedies of the nineteenth century. Their vessels were sometimes lost
through being stove in or crushed by rafting ice but with few exceptions they were lucky
enough to be rescued from death by neighbouring ships.
18
The following reminiscences collected from some old sealers are not of tragic events but
human interest anecdotes that portrayed the characters of those involved.
Levi (big Paddy) Chipman
"We were steaming up the Bay in the Vanguard and there was old Billy Winsor in the Iceland
stuck in a string of ice. We went over and cleared him and got caught ourselves. Before we
reached clear water the Iceland was ahead. I went for a mug-up and when I came out of the
galley with a boiling kettle of water, there she was bow on to Munn's wharf. The old man,
Bobby Gosse, was roaring mad and going full speed for the gap. We ploughed between the
wharf and the Iceland with the crews of both ships standing in the waist and cursing each
other.
When we staggered to a stop the whole crew of the Vanguard boarded the Iceland and the
fight was on. I remember smashing the kettle over the head of one fellow and knocked down
a few others but one of them bloodied me nose before I flattened him. At that time we had to
leave because the Iceland was drifting off and we had to jump to reach the Vanguard's rail.
That was a good spring, my son, we had over 20,000 skins and I didn't begrudge the loss of
me kettle."
John Greenland of Coley'S Point, aged 85 years:
"I was with Captain Bobby Gosse in the Mastiff. Behind his back we called him the old man
or Anti-Bob. It was a poor spring and we couldn't get near the main patch. The old man
wouldn't give up the voyage and here we were stinkin dirty, beat out and no baccy. Some
were smoking dried tea leaves and the rind off the gaffs; it was that bad. Says, I, "boys, I'm
going aft and ask the old man for a smoke". They were all against it, arguing that if a
Spaniard's Bay man couldn't get a plug, how could a stranger from Coley's Point.
Cap in hand I knocked on the cabin door and walked in. They were all sitting around the table
having a feed and the old man said, "John, what do you want, me son?" I told him my
trouble; he walked over to his sea chest, unlocked it and took out a full box of plug tobacco. I
think it was anchor brand. Half he gave to his officers and the rest to me. I thanked him and
when I wet through the door I shifted one plug to my pocket before going forward. I can tell
you that was a big deal and I was some man until the baccy ran out."
Martin Gosse. bridge Master. 89 years old: (son of Captain Robert)
"That was the year we stove in the port bow of the Vanguard at the waterline, when she hit a
growler in a gale of wind. We made a lot of water and father had to let her fall off and run
before it. We carried some sail to steady her and steamed at half speed to control her. Some
of the best shipwrights aboard were detailed to build a box of heavy plank around the hole,
braced from the starboard side and filled with hard tack. These oval shaped cakes of bread
were soon reduced to thick porridge and swelled so much that every seam in the box was
plugged.
I was on the bridge that night and it was an anxious time. The old man had already sent Joe
and Humphrey Neil aloft to take in the main top gallant sail to ease the strain on her. They
were gone so long that he asked me to follow them with instructions to cut away the canvas if
19
the clews were frozen . When I got near the yardarm Joe hollered that the clews were now free
of ice and to climb down as the canvas would soon be secured.
Next morning the storm abated and we found ourselves 23 miles southeast of St. John's. We
headed north again and by this time the poultice in the box was frozen hard. That spring we
made a saving voyage and she never leaked although there were times when we had to work
our way through heavy rafter ice."
Charles (Skipper Charlie) Butt, aged 70 years:
"I sailed with Bobby Gosse as boy and man until he gave up. Then I went with Charlie Dawe
and I was his best gunner. We had Martin Henri rifles and I could hit a bullseye at 150 yards
right or left.
I mind one time we were picking up seals when the barrelman spied a big pan with a lot of
old harps lying in the sun. The old man ordered me overboard with a few boxes of bullets in a
satchel; so I had it all to myself. It took me half an hour to get within range and once I had to
lie down and roll across a weak, marshy spot of ice. Taking my time I finally crawled within
easy distance firing at the ones farthemost from me. I never missed a shot. Every time I fired
they reared up but never moved because each seal I hit was dead and could not warn the
others. When the Vanguard came alongside the big pan I had killed thirtY of the thirtY-one old
harps and only one wounded seal escaped. Captain Charlie ordered me aboard, took me aft,
gave me a double grog ofrum and a big feed at his table.
The most incredible incident in the lives of Spaniard's Bay sealers was the ordeal of Jonathan
Gosse. He was born in Northern Cove about 1850 and was a member of that branch of the
Gosse family known as "white-heads" because so many of them were platinum blonds.
Martin Gosse, a distant relative, described him as being tall, raw boned, unusually strong and
a seasoned fisherman, seaman and "swiller".
He fished board his father's schooner from Cat Harbour on the straight shore and served
aboard the "S.S. Vanguard under Charles Dawe of Bay Roberts and later with Robert Gosse,
a neighbour and distant relative. In his mid-twenties he met and married a girl at Cat Harbour
and went north to settle in the Indian Islands with his wife and her family.
In the spring of 1892 he and some of his wife's relatives were picking up scattered young
seals on the ice floe a mile from shore. Suddenly the ice broke about a half mile from land
with a sudden change in wind and tide. The others dropped their tows of seal and made good
their escape. Unfortunately Jonathan held on to his seal pelts and by the time he reached the
fissure, the gap was so wide that it was impossible to jump across. For nine days and nights
he drifted south along the straight shore and rounded Cape Freels. At times he actually saw
people ashore and tried to signal them.
Meanwhile the people of Indian Islands launched boats, towed them across the ice to open
water in the hope of finding him but without success. Finally they gave up the search, drew
their blinds and went into deep mourning.
On the tenth morning, Jonathan Gosse was off Cape Bonavista but the terrible endurance test
had badly weakened him. According to his own account he had survived thus far because the
weather had been fine and mild with seals plentiful. His daily routine was to knock a few
20
seals unconscious, lie on them and sleep. When they recovered and crawled from underneath
him he fell to the ice and woke up.
During the night he stayed awake, walked in circles and watched for an opportunity for the
ice floes to reach a point of land so that he could get shore. For food he rationed himself to
half a cake of hard tack per day eaten with seal's hearts and livers. Within three or four days
he was reduced to eating raw seal only. Attempts to light a fire fueled with seal fat failed and
finally his stomach revolted and on the tenth morning he was so weak that he could barely
stand.
His own version concerning the final day of his ordeal was that he dreamed of being rescued
by Robert Gosse in the "S.S. Vanguard". In actual fact Charlie Dawe was coming south in the
"Terra Nova" and quintering (Picking up scattered seals) off Cape Bonavista that morning
when the barrel man saw a seal to the southwest. As they drew nearer, a long look through
the spy glass disclosed to their astonishment a man lying across two seals. All three were
hoisted aboard and the unconscious man taken aft, stripped, rubbed down and given a double
grog of hot rum and molasses when he revived. He was then given a complete new outfit of
clothes and spoon fed until he fell asleep. Twenty-four hours later all aboard and especially
those from Spaniard's Bay, were astounded to discover that it was Jonathan Gosse they had
rescued.
After discharging their cargo he was taken to Northern Cove and lived with his uncle until
late spring, when he took passage aboard the first ship going to the Indian Islands. There he
was greeted by his mourning family as one back from the dead. A few years afterwards, at the
request of his brother Moses, Robert Gosse in his fishing schooner, the "New Era", anchored
off the Indian Islands and took Jonathan Gosse and his family to Spaniard's Bay. From there
he went to live in Broad Cove, Trinity Bay, where he spent the rest of his life in the lumber
business.
21
Re: 1705-Spaniard's Bay
I state unequivocally and without reservation that the date of pennanent settlement for the
Town of Spaniard's Bay is not 1705.
Today, Spaniard's Bay means the Town of Spaniard's Bay or that body of land between
Main Beach and Baggs Hill.
In 1705 Spaniard's Bay meant that body of land / water between Coopers Head and Mad
Rock and extending to the West. It meant "Bay". People settled on the North side of that
Bay.
In 1705 only one town existed in Spaniard's Bay---Bread and Cheese Cove / Bishop's
Cove. Today two towns exist in Spaniard's Bay. In the western end is the Town of
Spaniard's Bay and at the eastern end / entrance is the town of Bishop's Cove.
Eric Gosse's book at no time states that pennanent settle in the Town Spaniard's Bay
took place in 1705. In fact Eric Gosse states on two occasions that a date for pennanent
settlement in the Town of Spaniard's Bay can not be established. Yet, the Town accepts
the year 1705 as the date of penn anent settlement in the Town of Spaniard's Bay.
I have examined most, all or the same plantation documents as Eric Gosse. I have come
to the exact same conclusion as Eric that no date of penn anent settlement for the Town of
Spaniard's Bay can be established.
From where did the misunderstanding concerning 1 705 come? Pennit me to give you
some facts.
When one examines all 38 plantation documents one can see that from # 1 to # 22 are
located in the Town of Spaniard's Bay, that is from Green Head to Baggs Hill. One can
also see that # 23 to # 38 are located in Bishop's Cove or from Baggs Hill in the West to
Coopers Head in the East.
All plantations from # 1 to # 22 were registered between 1783---1815. These plantation
owners were not teen-agers. They were all approximately 30 to 40 years of age when the
plantations were registered. One individual was my third great grandfather Chipman born
1760. Another was my fourth great grandfather Gosse born 1766. These were among the
[lISt, but not the first, to settle in the Town and they were nor even born in 1705. William
Porter, plantation # 5 was born approximately 1766. Robert Brown plantation # 14, was
born approximately 1772. It is possible that not one of the 22 plantation owners that
comprised The town of Spaniard's Bay was born on or before 1705.
Plantations # 23 to # 38 are much older than the first 22 because they are in Bishop's
Cove. Bishop'S Cove was settled before Spaniard's Bay.
Eric Gosse bases his 1705 permanent settlement date on plantation # 37 which is located
in Bishop's Cove which in turn is located in "Spaniard's Bay." It is based on the
plantation of William Smith who inherited the property from his father (Maybe Abraham
Smith) and registered in 1785. The property was in the family for more than 80 years. So
the Smith family was there in 1705. Please note that plantation # 37 was in Bread and
Cheese Cove in the BAY of Spaniard's Bay and not in the Town of Spaniard's Bay. This
means that Bishop's Cove has had permanent settlement since 1705.
Has anyone ever noticed that the best water front land in Spaniard's Bay is found in
Northern Cove and Back Cove. The Gosses purchased the land in Back Cove and Mint
Cove. That's another story.
The Gosses never came to Bishop's Cove until 1726 or 1727. Richard was born in 1720
and Robert in 1723. Robert's two sons, William 1760 and Robert 1766, started a ship
yard in Northern Cove. They registered their plantation in 1802. If the Town of
Spaniard's Bay was settled in 1705, how come all the best property was still available to
the Gosses several decades later.
Eric Gosse is correct in what he writes, but he didn't write what the Town believes, that
permanent settlement took place in Spaniard's Bay in 1705.
Do I know when the Town of Spaniard's Bay was settled? NO. I do believe it was
somewhere between 1750---1775. However, no documentation is available to support or
refute those claims.
By the way, I may be living on plantation # 17, registered in 1804 by Joseph Forter.
Azariah Smith
August 17,2007.

Description

Descriptive Title	The Seal Hunt of Spaniard's Bay: Approxomately 1834-1890
Category	Knowledge of the land/water and environment Work Migration/settlement
Topic	Hunting Towns
Keywords	Communities
Person as Topic	Gosse, Eric Martin Smith, Azariah
Description	Writting on the seal hunt and Spaniard's Bay with a introduction by Azariah Smith who suspects this to be an early draft of Eric Martin Gosse's book The Settling of Spaniard's Bay (1988).
Date	1988
Collector	Gosse, Eric Martin
Location Depicted/Discussed	Canada-Newfoundland and Labrador-Spaniard's Bay
Format	application/pdf
Type	Text
Language	eng
Source	Paper copy held by the Gosse Family
Collection	Intangible Cultural Heritage - Avalon Peninsula
Rights	CC BY-NC 2.0 CA
Transcript	The Seal Hunt Of Spaniard's Bay Approxomately 1834----1890 Please Note I located this material in British Columbia. I am presenting it exactly as I found it. I strongly suspect it to be the work of Eric Gosse. This material is almost identical to but much more comprehensive than Chapter # 3 in Eric's book on Spaniard's Bay. Ifthis is not Eric's work than he must have relied very heavily on it as a source or the author of this material and Eric must have used a common source. I believe this is an early draft of Eric's chapter # 3, the seal fishery. It contains many errors but that's because it is a draft and not the refined copy. This material is too comprehensive not to be preserved as part of Spaniard's Bay's history and culture. It is in excess of Eric's book in that it presents charts, names of ships and their owners, names of the captains and stats on the number of seal pelts procured. I think Eric Gosse should be given total credit for researching this material. Azariah Smith THE SEAL FISHERY An added impetus to this shipbuilding program was the lucrative seal hunt, always referred to as the seal fishery. Throughout the eighteenth century, shore based fishermen in Notre Dame Bay, Bonavista Bay and Trinity Bay were taking young seals (white coats) from the huge herds which whelped on the arctic ice floe in early spring. Few Conception Bay settlers had an opportunity to join in the hunt as the young seals were usually active enough to escape to the sea by the time the southern drift of the ice floe had reached Bacccaleau Island. Undeterred, they launched their shallops and sailed to the ice pack at the entrance of Conception Bay. Here, they either hauled their boats over the ice, or worked their way north through open channels in search of the herds. With luck, such craft could be loaded and the return home made within a week. The risks were many and the discomforts appalling but the financial rewards were well worth the gamble. By 1880 these fishermen had sufficient knowledge of the hunt to realize that larger and stronger vessels were necessary to reduce the risks involved and provide a greater percentage of successful ventures. In consequence, the demand for dual purpose vessels suitable for the seal hunt and fishing along the French Shore accelerated. These sturdy craft were designed by local master builders to withstand the heavy weather experienced in coastal waters and the shock of ice floes during the spring seal fishery. Heavily framed with juniper, and full timbered forward, their bottoms were of birch (witch hazel) below the waterline. Planked with black spruce, their decks were of eastern pine and a few strakes of hardwood were fastened along the waterline to protect the hull from the constant chafing from the ice flows. In many cases, the stem was protected by heavy iron plates. They were described when registered as: caravel built, schooner rigged, square stemmed, two masts, standing bowsprit, no galleries, no figurehead. So durable was this class of fishing craft that the "William" of 40 tons built and owned by William Porter, Sr. of Spaniard's Bay in 1818, lasted until 1860 when his son, William, Jr., replaced her with the second "William", an exact replica of the original. She also continued fishing and sealing until the 1880's after which steamers replace sailing ships in the prosecution of the seal fishery. By 1820, Spaniard's Bay had not only weathered the great economic slump in European fish markets, but found sufficient funds to build an adequate Church of England in Bishop's Cove (Bread and Cheese Cove). At that time no attempt had been made to construct such a facility in Northern Cove and it was not until 1829 that a local day school was opened under the auspices of the Newfoundland School Society, which also served as an Anglican Church until 1842. 1 It was during this decade that William Donnelly, the most successful entrepreneur of the nineteenth century in Spaniard's Bay, founded his first local commercial venture. He was born in Newfoundland, probably in Harbour Grace, in 1797, and in his early youth was apprenticed as a clerk to John Fergus, the principal merchant of Bay Roberts. With a thorough training in the operations of this important Conception Bay firm and a working knowledge of foreign fish markets, he established a business enterprise in Mint Cove. His silent partner, named Bayliss, remained in the background, unknown to the public, until the following notice appeared in the Harbour Grace Journa1 dated June 9, 1840: "the business of Donnellly & Bayliss to be run by William Donnelly". The partner ship which had lasted for approximately fifteen years had been successful enough to acquire a small fleet of sealing vessels composed of two brigs and two schooners. These craft were used during the summer in the Labrador fishery and the transportation of dried codfish to foreign markets. The only other sealing venture in Spaniard's Bay was undertaken by Isreal and Moses Gosse, who were master shipwrights as well as commission agents, dealers or traders in fisheries supplies and dried salt codfish. In 1833, Moses Gosse built the "Orestes", a 78 ton schooner, in his father's dockyard at Northern Cove. She was jointly owned by the brothers who formed a partnership and operated her at the seal fishery for 18 years. In succeeding years, the brothers supplied for the seal hunt, not only the "Orestes", but the "Romp", a brig of97 tons, and the "Pomona", a 127 ton brig built and owned outright by Isreal Gosse. It is unlikely that this business partnership, or indeed any other type of marine enterprise in Conception Bay, could have survived in such risky and hazardous ventures without the Mutual Marine Insurance Club of Conception Bay. This unique cooperative organization was the brain child of the original secretary, Henry Corbin Watts and was founded in 1806. For most of the nineteenth century it was successful in finding sufficient funds to maintain the fishing fleets against heavy losses which so frequently occurred. Some records of the Club are available at the Conception Bay Museum in Harbour Grace and provide the best source of detailed statistics on individual vessels operating from the east coast of Newfoundland. The minutes of the annual meeting of the Club for February, 1834 record the attendance of the following vessel owners: John C. Nuttal, William Parsons, Thomas Godden, James Brown, John Murphy, James Glavine, George Thorne, William Punton, Robert Parsons, Patrick Hearn, Thomas Foley, Roger Hannahan, Joseph Soper and Peter Rogerson, all of Harbour Grace; and William Donnelly, Moses and Isreal Gosse of Spaniard's Bay. The annual meeting for the following year, again held in February, also lists a large percentage of vessel owners from various harbours in Conception Bay. Contained in the minutes adopted were the following items: (I) 2 Payment for vessel losses would be in Spanish dollars; (2) Coverage would last from March 4th to May 21st; (3) Each Spanish dollar to be valued at 5 shillings; (4) The number of officers to include the following: Spaniard's Bay, Robert Gosse, Jr.; Bay Roberts, Samuel Mercer; Bareneed, John Richards; Ship Cove, William Andrews; Port-de-Grave, Patrick Delaney. This system of insuring vessels in the risky venture of securing seal pelts from the ice floes off Newfoundland, was probably the only method that could withstand the heavy losses involved. Fortunately, the hundreds of small craft engaged, measuring a maximum of 140 tons and as little as 40 tons, were manned by exceedingly tough, courageous and well seasoned crews. These veterans who had exploited the codfishery from June to November commenced sealing operations as early as late January ofthe following year. Crews signed articles of agreement with vessel owners and/or suppliers on St. Stephens Day. Individual members "signed" on for half the voyage with the suppliers allotted the remaining pelt. Each man paid from 10 shillings to 30 shillings for a berth but if he supplied a musket and ammunition, no charge was levied. The hired Captain received 4 pence to 6 pence per seal pelt and at times 5.0.0 per month plus a man's share. Originally, sale was by seal pelt but so little of the valuable fat was retained on the skins that the practice was discontinued in favour of weight. Through strikes and protests, sealers improved their chances of obtaining better earnings over a number of years but living conditions remained unchanged. Their clothing consisted of red blanketing, flannel or knitted drawers. Shirts were also of red flannel over which was worn a heavy garment. Outer clothing consisted of canvas or moleskin trousers with a canvas or fustian jacket. Heavy seal skin boots which reached to above or below the knees. Scotch caps with a long gauze was attached to this headgear to shield the eyes as a protection against bright sunshine which often caused temporary blindness when reflected off the ice floes. Whenever possible, crewmen stowed aboard their craft, sea chests containing spare underwear and other clothing, fresh bread, Davy Farrels (large pork pies), rolled oats and the inevitable jar of rum and molasses. Medical supplies consisted of Friars Balsam, a salve of SUlphate of zinc for curing cuts, sores and snow blindness. Before sailing, all hands drove thin pieces of steel into the heels of their boots, usually three in number, so that they protruded approximately one quarter of an inch and measured the same amount in width. These were known as chisels, and like the nails or sparables extending from the soles, they prevented slipping on the ice floes. To protect the craft from being damaged by this safety devise, a temporary sheeting of/umber was placed over the deck from stem to stem. 3 Other personal equipment included a large hunting knife of steel, belted at the waist with the handle seized in tarred yam to ensure a firm grip. A rope of approximately three fathoms long and a quarter inch in diameter was also seized at both ends and used to tow seal pelts. These were laced together in tandem, usually three at a time, with skins next to the ice and towed either to the vessel or a central collection point. This towrope was coiled and slung over one shoulder like a sash, when not in use. Sealers also carried a small canvas knapsack containing hard tack, a bag of rolled oats and ajar of rum and molasses. Another important item of personal equipment was the gaff, and no man would leave the vessel without one. It consisted of a stout spruce pole approximately 6 ft. long, grooved at the far end a distance of one foot. The upper portion of an iron spear about 2 ft long, fitted with a protruding hook 4 inches from its point, was inserted into the aperture and cleated. To further strengthen the attachment and provide a tidy appearance, this section of the gaff was seized with tarred marlin. Gunners, regarded as elite members of the crew, were good marksmen and often brought their own pieces and ammunition. Their muskets, termed "swillin guns", were originally of two types: (1) The smooth bore flint lock which measured more that 6 ft. in length and fired a round bullet. Charges were heavy and shoulder pads were necessary to withstand the back kick when fired; (2) Shotguns of similar make and length had a larger bore, were much heavier and fired outsize shot. It could kill a one thousand pound hood seal at close range if the powder change was exceptionally large. Unfortunately overloading sometimes caused serious accidents until the introduction of high powered rifles in later years. Guns were seldom carried on the ice when young harp seals called "white coats" could easily be killed by clubbing with a gaff. Later, in the spring, when they disappeared and only the old harps remained, the gunners accompanied by two helpers, nicknamed "dogs", led the hunt. From small boats, known as punts, or on ice pans they came by stealth in range of the herds. The best shot in the trio did all the shooting and the "dogs" loaded and passed the musket to this gunner. If these mature seals were killed outright, the rest of the herd seldom moved to disappear through individual "blow holes" in the ice. However, a few misplaced shots, causing wounded animals to cry out and thrash around, would so alarm the rest of the herd that escape by the "blow holes" was swift and certain. Conditions aboard these sailing vessels were far from comfortable. A crew of twenty or more slept on tiered bunks in an overcrowded forecastle. They never undressed or changed underwear unless drenched with water by falling through the ice. Fresh water was never available except for cooking and drinking purposes. A gallery was fixed to the deck just aft of the forecastle scuttle and near the shuttle butt. It consisted of a puncheon tub that would hold forty liquid gallons which was filled with rock and used to lay wood fires for cooking the grub of each watch. Once they reached the seal herds crewmen gorged themselves on the young and tender meat still regarded as a delicacy by most Newfoundlanders. 4 During the years 1834 to 1837 inclusive, the following vessels from Spaniard's Bay engaged in the spring seal hunt as tabulated: Vessel Rig Captain Suppliers& or Owners Tonnage Crew Earl Grey Brig John Donnelly William Donnelly 113 29 Despatch Brig T. Phelan " " 101 26 Elizabeth Schooner John Delaney " " 82 20 Orestes Schooner Moses Gosse, Sr. Moses & Isreal Gosse 78 20 The only information on the number of seal pelts taken during these 4 years was in 1837 when John Donnelly in the brig "Earl Grey", secured 3900 pelts in two trips; while Moses Gosse, Sr., Captain of the schooner "Orestes", took 1700 pelts in one voyage. It must be concluded that the sealing ventures for these four vessels were generally successful, since the numbers engaged during subsequent years remained constant and in some cases showed some increase. The Spaniard's Bay sealing fleet showed some variation in masters and vessels during 1838 and 1839 as shown hereunder: 1838 Vessel Crew Rig Captain Suppliers& or Owners Tonnage Earl Grey Elizabeth 23 Brig John Donnelly William Donnelly Schooner Owen Chipman " Despatch Brig 31 S. Johnson " 113 " " Orestes 20 Schooner Isreal Gosse Moses &Isreal Gosse Remarks: No information on the number of seal pelts taken. Vessel Rig Captain Supplier& or Owners Tonnage Despatch Brig J. Goosney William Donnelly 30 Malvin Brig T. Whalen " " 30 29 82 101 78 Crew 101 101 5 Elisabeth Schooner W. Corban " " 82 21 Clarenda Schooner John Donnelly " " 88 24 Orestes Schooner Isreal Gosse Mose & Isreal Gosse 78 21 Remarks: A total of 6200 seal pelts were landed from Donnelly fleet at Spaniard's Bay. No information on numbers taken by the Orestes. The composition of the Spaniard's Bay sealing fleet for 1840 was exactly the same as that for the previous year. Details on the vessels engaged in the hunt for the next three years are listed hereunder: Vessel Crew Rig Captain Suppliers & or Owners Tonnage Malvina Earl Grey Elizabeth Clarina 26 Despatch Orestes 28 Brig T. Phalan William Donnelly 112 31 Brig George Davis " Schooner W. Corbin " Schooner J. Donnelly Brig James Goosney " Schooner Edward Barrett Seal Pelts landed: No figures available. Vessel Crew Rig Captain " II3 30 " 82 22 " " 88 " 101 27 Moses & Isreal Gosse 78 Suppliers& or Owners Tonnage Malvina Earl Grey Clarinda Despatch Ellen Brig G. Davis William Donnelly Il2 37 30 Orestes 29 Brig T.Perton Schooner W. Corbett Brig J. Goosney Brig J. Donnelly Schooner T. Phelan Seal Pelts Landed: No figures available. " " " " 113 30 " 88 28 " 101 29 " " 102 Moses & Isreal Gosse 78 6 Vessel Crew Rig Captain Suppliers& or Owners Tonnage Ellen 31 Elizabeth Despatch Malvina Clarinda Orestes 21 Brig John Donnelly Schooner Kent " Brig J. Goosney " Brig G. Davis " Schooner P. Corbin " Brig Charles Butt, Sr. Pomona Brig T. Phalan " Seal Pelts Landed: No figures available. William Donnelly " " " " 82 112 112 88 Moses & Isreal Gosse " " 127 102 78 33 29 37 30 40 With the addition of the Pomona built by Isreal Gosse at Northern Cove in 1843, the Spaniard's Bay sealing fleet was increased from six to seven vessels. There is no information whatsoever on the number of vessels which sailed from this port to prosecute the seal hunt for the years 1844 to 1848 inclusive. It must be concluded that the annual seal hunt during these years was pursued at the same rate as in the preceding years. Furthermore, the craft engaged in subsequent years show little change as indicated in the following list: Vessel Crew Malvina Jemima Elizabeth Clarinda James Rig Captain Brig John Donnelly Brig W. Corbin Schooner P. Kent Schooner W. Kent Schooner P. Corbin Suppliers & or Owners Tonnage William Donnelly " " " " " " " " 112 103 82 88 54 45 45 39 38 25 Prestes 23 Schooner Moses Gosse, Jr. Isreal Gosse 78 Seal Pelts Landed: No figures available. Vessel Crew Rig Captain Suppliers & or Owners Tonnage Malvina Brig John Donnelly William Donnelly 112 45 7 Jemima Brig W. Corbin " " 103 45 Clarinda Schooner A. Mundon " " 88 39 Elizabeth Schooner Walsh " " 82 38 James Schooner Alfred Gosse " " 54 25 Orestes Schooner Moses Gosse, Jr. " " 78 25 Seal Pelts Landed: No figures available. Vessel Crew Rig Captain Suppliers & or Owners Tonnage Malvina Jemima Clarinda Elizabeth James 25 Orestes 31 Brig John Donnelly(2400) William Donnelly Brig P Corbin (3900) " " Schooner A. Mundon (850) " " Schooner Alfred Gosse (950) " " Schooner Brian (300) " " Schooner Moses Gosse, J r(l400) Isreal Gosse 112 103 88 82 Seal Pelts Landed: Malvina - 2400; Jemima - 3900; Clarinda - 850; Elizabeth - 950; James - 300; Orestes - 1400 45 45 39 38 54 78 For the years 1852 and 1853 the composition of the Spaniard's Bay sealing fleet remained unchanged except for the "Orestes" which was lost in 1851 at Cat Harbour. Vessel Crew Rig Captain Brig W. Corbin Brig Stapleton Brig Taylor Schooner Thomson Schooner Thistle Suppliers or Owners Tonnage William Donnelly " " " " " " " " 126 \03 112 88 82 46 40 45 35 33 Caroline Jemima Malvina Clarinda Elizabeth Romp Brig Moses Gosse, Jr. Isreal Gosse 97 35 Seal Pelts Landed: No figures available. It is believed that 1857 was the last year that William Donnelly operated his 5 vessels from Spaniard's Bay. In 1852 he bought the premises of Thomas Hooper & Co. at Harbour Grace. Thi •• ite wa. more convenient for his fishing fleet and he gradually 8 removed all gear and equipment, together with his seal fat reduction facilities, to the former Hooper property. For more than 25 years he had been the principal merchant of Spaniard's Bay and the mainstay of local employment. His fleet of sealing vessels required crews numbering a total of more than 230 men. The never ending task of maintaining these crafts, which were also engaged in the summer fishery, coastal freighting, and the transportation of dried codfish to foreign markets, must have provided ample work for the majority of the local population His other activities included the building of the "stone house", a beautiful residence quarried from Kelly's Island rock and freighted to Mint Cove. This large cottage was built in the New England style and had a steep sloping roof tiled with slate brought from Wales. It is believed that he occupied this home for some years as a bachelor before marrying Isabella Fergus on July 7, 1842 at Portugal Cove. She was the daughter and heiress of his former employer. John Fergus, but unfortunately she died on June 19, 1843, aged 36, soon after the birth of their son who was baptized William John Fergus Donnelly in the local Church of England. This boy grew up in Harbour Grace and, after the death of his father, he took over his business and operated under the trade name of J.W.S. Donnelly. He too became a prominent and affluent merchant of Harbour Grace and was also famous as a politician and for some years was Minister of Finance in the Government of Newfoundland. William Donnelly died at Harbour Grace on March 17, 1864. He was so well known and highly respected, that the House of Assembly then in session, adjourned on the following day "out of respect to the memory of the late William Donnelly, Esquire, of Harbour Grace". In addition to being one of the principal merchants in Conception Bay, he was also a magistrate and well renowned as a philanthropist. Mainly through his financial backing and personal encouragement, a Roman Catholic school at mint Cove, Spaniards Bay, was constructed in 1843. It also served as a place of worship until the erection of the church on Chapel Point in 1844 with a seating capacity for a congregation of three hundred. There is no information on the William Donnelly sealing operations at Spaniard's Bay during 1855 and 1856. Contemporary family records state that Isreal Gosse of Bishop's Cove continued to outfit the brigantine "Romp" under the command of his son, Moses Gosse, Jr. No reference is made as to the number of seals taken either spring, but a brief note indicated that the voyages for both years were moderately successful. In 1857 Isreal Gosse again outfitted the brigantine "Romp" with Moses Gosse, Jr. still master, which sailed from Spaniard's Bay in early March to prosecute the seal fishery. Authentic reports on the outcome for this voyage indicate that she landed 2000 seal pelts which yielded 4615 gallons of oil. Five other sealing vessels from 9 Mint Cove and Northern Cove took a total of 3857 seal pelts and sufficient rendered fat for 8087 gallon of oil. The only place in Spaniard's Bay that could store these skins and reduce the fat to oil, was William Donnelly's plant in Mint Cove. It can, therefore, be safely concluded that he not only supplied these vessels but also processed their catches and probably the landings fonn the "Romp". It was also the final spring in which Isreal Gosse supplied a vessel to undertake a sealing operation. Without these six relatively large craft, the local population was forced to seek berths aboard the Harbour Grace sealing fleet and intensify their efforts in the inshore, coastal and Labrador fisheries. 1857 was also a very notable year for Spaniard's Bay in that it marked 152 years of permanent settlement, dating from the time the Smiths first occupied land at Bread and Cheese Cove in 1705. They and the other founding families had made great progress during these arduous years with little or no help form temporal or spiritual sources. A brief reference to important historical events indicates that the crown colony of Newfoundland was granted Representative Government in 1832 and issue the first detailed census on each settlement in 1836. The published data on Spaniard's Bay recorded a population of 792, an increase of 100% above the estimated 1820 number of pennanent settlers. The census also recorded a list of 108 dwelling houses, 7 I male and 31 female servants and sufficient cultivated land to produce a total crop of 1,466 bushels of potatoes. Other significant efforts at subsistence farming included small numbers of cattle, hogs, sheep and horses. With few horses available, most of the cultivated gardens were cleared by pick, shovel and hand barrow. The shallow and rocky land required back breaking labour which fortunately could only be undertaken in the spring and fall, as the fisheries precluded additional efforts. Obviously the production of vegetables from small household gardens was highly valued and worth the grinding toil involved. Other infonnation in the census of 1836 indicates that the economic mainstay of Spaniard's Bay was still the inshore fishery. Fortunately an increase in the tonnage and strength of fishing boats pennitted greater opportunities to venture much further along the coastline in search of more prolific fishing grounds. Larger vessels built mainly for the seal fishery were utilized on the French shore until the return of the French fishing fleet after the Napoleonic wars in 1815. The Newfoundland fishing craft, now barred from operating on the north east coast from Cape St. John to the Straits of Belle Isle, moved further north to establish the Labrador fishery. Meanwhile small schooners and western boats continued to fish on the straight shore stretching from just south of Cape Freels to north of Cat Harbour (Lumsden). This area became a favourite haunt for Spaniard's Bay fishing crews, 10 particularly the Gosse family who were very adept in the use of cod seines which were ideally suited to operate along this white, sandy coastline. Unfortunately Cat Harbour, eventually renamed Lumsden, the only shelter available on this section of the coast, was entirely exposed to easterly winds. Three of their schooners, including the "Orestes", were caught there in a fierce gale during October 1851 and were lost, together with full cargoes of salt bulk codfish. All crew members escaped this catastrophe and in spite of the resulting financial difficulties, continued to fish along this treacherous shore until the mid 1860's Other families such as the Barretts of Bishop's Cove turned south and west to fish on the prolific Ballards Bank and Golden Bay. Their small schooners called western boats, were eventually replaced by larger craft to fish on the Grand Banks manned by the Neils, Porters, as well as the Barretts. In 1856 Newfoundland was granted Responsible Government by the British House of Commons and the following year conducted an island wide census. Population figures for Spaniard's Bay were 1389 settlers, an increase of 597 over those for the year 1836. If the 228 residents located at Spaniard's Bay Bridge and Pond are included, the total number had increased more than 100% in 21 years. Bearing in mind that immigration was negligible during these years, the population explosion was quite impressive, for it could not have occurred without a standard of living adequate enough to assure the survival of such a large percentage of succeeding generations. There was a steady increase in the amount of cultivated land as compared with 1836. Potatoes were still the chief crop, but significant quantities of oats and hay were also grown to help feed increasing numbers of cattle, sheep and horses reared by householders. Communication and transportation had been transformed during these years and the road system in Conception Bay had reached a standard where traveling by horse and buggy was relatively safe and comfortable from Carbonear to St. John's. Spaniard's Bay and Trinity Bay were also linked by a road that was passable for all types of vehicular traffic. Prior to the early 1840's, transportation was by sea, foot and horseback. The resulting restrictions on communication and postal services greatly retarded social intercourse between settlements. The Church of England church and school was erected at Bishops Cove in the 1820's with a resident clergyman and schoolmaster. In Northern Cove a day school was opened in 1829 and served as a Protestant place of worship until the Anglican Church was completed in 1842. Largely due to the patronage of William Donnelly, a Roman Catholic school opened in Mint Cove in 1843 and this was followed by a church capable of seating 300 people constructed on Chapel Point in 1844. 11 In little more than 150 years the original settlers of Spaniard's Bay and their descendants had built a town of 1600 residents with living standards comparable to that of many in North America. While the codfishery and ship building were the mainstay of their livelihood, the sealfishery provided the extra income necessary to maintain a fair measure of prosperity between 1830 and 1857. The exploitation of the seal hunt by the brothers Isreal and Moses Gosse commenced with the schooner "Orestes" in 1833 , followed by the brig Pomona" in 1843, the schooner "Lady Ann" and finally the brigantine "Romp". There is some doubt as to whether the risks involved warranted the heavy yearly expenditures required. Nevertheless the balance must have been weighed in their favour to warrant pursuing these precarious ventures for a period of 24 years. Evidently the combination of the codfishery and the exploitation of the seal herds each spring justified the gamble and there was always the hope of beating the odds with a few full cargoes of seal pelts. After 1843 Moses played a minor role in the partnership, as his name no longer appeared in the sealing records. However, the brothers continued to engage in joint business enterprises throughout their lives with Moses having his headquarters in Northern Cove, while Isreal operated from Harbour Grace and Bishops Cove. They both continued to build and supply schooners for the coastal and Labrador fisheries, were dealers and traders in fish and fishing supplies and for many years were local constables and returning officers during Government election years. Isreal died and was buried at Bishops Cove in 1876 at the age of 75 years. Moses, although an older brother, lived to be 83 and was buried in the old Anglican Church yard at Northern Cove in 1882. It is evident that William Donnelly had a larger share of good fortune in his sealing ventures than the Gosse brothers. Starting with some financial backing circa 1825, his business in Mint Cove expanded to such a rapid degree during the next 30 years that he was classified as one of the principal merchants of Conception Bay. Clearly he had outgrown his premises in Spaniard's Bay and the purchase of a larger developed site in Harbour Grace, with ample space for his sealing and codfishery feet, was a prime necessity. Local folklore maintains that he and his son W.J.S. Donnelly continued to transact considerable business at his premises in Mint Cove until 1874. Local production of dried salted codfish that year amounted to 18,765 qtls and this alone would be an attractive quantity to warrant supplying the inshore fishermen and those engaged in fishing aboard schooners along the Newfoundland coast and Labrador. Old fishermen residing in Mint Cove often declared that they remembered Donnelly'S vats being used to render out seal oil. Since there was no customs house in Spaniard's Bay sealing skippers probably did not bother to declare the number of pelts landed 12 locally nor the quantity of seal fat reduced to oil. The census for 1874 lists 8 schooners engaged in the seal fishery but without mention of the number of seals landed as in former years. This gives credence to the reminiscences of these senior settlers who were born circa 1860. The importance of the sealfishery to Newfoundland is indicated by the huge number of seals taken during the 19th century. In 1844 the catch reached a peak of 685,530 with more than 14,000 men engaged. Chafe's Sealing Book lists a total of 323 vessels prosecuting the seal herds in the spring of 1851 crewed by 10,682 men. Chief home ports were" Harbour Grace, Carbonear, Spaniard's Bay, Bay Roberts and Brigus. During the latter half of the 19th century, the number of seals taken per year steadily declined. The owners and suppliers of the sealing fleet intensified their efforts to obtain larger cargoes by increasing the crews of each vessel. For many years the average number was less than 30 per craft but by 1870 this figure reached 60 men or more. Oak brigantines, built in Nova Scotia and New Brunswick, were introduced. They were faster sailers and more durable than the local brigs and schooners but these measures failed as reproduction of the seal herds could not withstand the decimation suffered by the annual Newfoundland seal hunt. In tracing the history of Spaniard's Bay sealing vessels one is struck by the frequent changes in the names of their captain. During the 24 years that Moses and Israel were engaged in the hunt, seven different masters were in command of their expeditions. The only exception was Moses Gosse, Jr. who for six successive years was master of their sealing vessels. He was also skipper of the "Romp" for several years in the coastal trade and Labrador fishery and referred to locally as "Romp Mose" to distinguish him from his uncle and two cousins. The Donnellys, both father and son, often changed the masters of their sealing vessels probably in the hope that a few lucky leaders would bring them consistent bumper voyages. A number of their captains were selected locally as they included the following well known Spaniard's Bay family names: John Delaney, William Kent, Alfred Gosse, Patrick Kent and William Porter. Those with the most voyages to their credit were: John Donnely 17, 1. Stapleton 21, and William Porter 10. Very little is known of the many captains who commanded the schooners, brigs and brigantines in the Conception Bay sealing fleet. Two notable exceptions were William Porter III and Robert Gosse IV of Spaniard's Bay. The following brief accounts of their careers are included: The Porters were one of the earliest founding families of Spaniard's Bay and William's great-grandfather Richard established their fishing plantation at Green Head and was appointed a local constable by the Crown in 1735. His son William, Sr. and grandson William, Jr. built a 32 ton schooner on the foreshore of their plantation in 1818 and named her the "William". During her long sailing life she was outfitted for the summer coastal fishery and the spring seal hunt by William Donnelly. It was 13 aboard this durable craft that William Porter III learned his skills as a seaman, fisherman and navigator. He eventually took command from his father William Jr. and successfully fished until old age made her unseaworthy and she was hauled shore and broken up in 1859. In 1860-61 William Porter III constructed a 44 ton schooner on the same site and also named her the "William". He owned all 64 shares and following his father's example, he continued to take his supplies from the Donnelly firm for the summer codfishery and joined their sealing fleet each spring for the next seven years. Although his catch records are not available, he must have been reasonably successful to warrant risking the annual expenditure necessary to outfit this vessel for so long a period. During the summer of 1868 the "William" was wrecked on the coast of Labrador. Her crew was rescued but with no vessel available, William Porter was forced to stay ashore the following year. In 1870, however, he accepted the offer from Punton and Munn of Harbour Grace to command the "James Clift" for a sealing voyage. This brigantine was built in Prince Edward Island in 1844 and measured 88 tons. With a crew of 42 men she was his first relatively large command with double the crew and carrying capacity of his 44 ton schooner. Unfortunately his catch of 800 seals that spring was far from a paying proposition. In 1871 William Porter returned to the firm of W.J.S. Donnelly and was given command of the "Hecla" during the spring seal hunt. This brig of 117 tons burthen was built at St. John's in 1852 and carried a crew of 50 men. The voyage was moderately successful and consisted of 2200 old harp seal pelts. The following spring he was again in command of the "Hecia" but there are no records available on the quantity of seal pelts landed. In the spring of 1873 William Porter was ashore once again. This time he had the contract to rebuild the "Sneezer", a brigantine from the W.J.S. Donnelly fleet. Built in Prince Edward Island in 1859, she measured 128 tons and because of hard usage was badly in need of a thorough overhaul and major renovations. This was a considerable project as new ways had to be constructed at the Porter's old dock site near Green Head, Spaniard's Bay. Heavy baulks were required to withstand the weight of water soaked timbers in the relatively large brigantine. The task of hauling her ashore using large and elaborate burtons and manpower must have required all the ingenuity of local ship riggers. The contact was completed on time and the "Sneezer" was ready for the 1874 seal hunt. With William Porter as master, the crew of 60 men took 1400 seal pelts, a number that could barely be classed as a "saving voyage" when compared with previous landings. 1875 was the last year that W.J.S. Donnelly exploited the seal hunt. He sent the "Sneezer", the last of his fleet under the command of Thomas St. John, and there is no record available as to how the venture fared . 14 For fifty consecutive springs the Donnellys had prosecuted the codfishery and the seal herds from Spaniard's Bay and Harbour Grace. Their flotilla of from five to seven sailing ships consisted of schooners, brigs and brigantines, ranging in size from Billy Porter's 44 tonner to the "Creole" of 140 tons. Their contribution to the development and prosperity of Spaniard's Bay during the 19th century is but vaguely remembered by a few very old residents. With no prospect of a command with the Donnelly firm, William Porter was accepted by John Munn & Company as master of the "Rival", a schooner of 105 tons built at New Perlican in 1867. With a crew of79 men they landed 1400 seal pelts. During the following spring of 1876 he was again in command of the "Rival" and the outcome for this voyage consisted of 2000 young harp seals. This was the last voyage of William Porter III as master of a sealing ship. In the last decade of the 19th century William Porter III, now affectionately known as Uncle Billy, attempted to build another sailing ship for the sealfishery. Unfortunately for him, nobody with any capital was interested in reviving the old methods and only steamships were considered a reasonable risk. By great effort he constructed her frame and local shipwrights maintained that the heavy timbers and overall length indicated that she was modeled along the lines of the "Sneezer". Without adequate funds, the project was eventually abandoned and the remains of the hulk broken up for firewood. Robert Gosse IV, nicknamed "Anti-Bob", because of his vehement opposition to confederation with Canada during the latter half of the 19th century, was the great grandson of Robert Gosse, Sr. the first of this family to settle in Spaniard's Bay during the middle of the 18th century. He was born in Northern Cove in 1835 and in his early teens, having received an elementary education in the local school, worked as an apprentice shipwright with his father in the family dockyard. He also served with his uncles Moses and Isreal Gosse at the spring seal hunt and the summer fisheries. During the fall, winter and spring of 1860-61, he and his five brothers assisted their father, Robert Gosse III, in building the "Victoria", a schooner of 42 tons. Owned outright by their parent, the closely knit family formed a competent and well balanced crew and fished her from Cat Harbour (Lumsden) during the summer codfishery until his untimely death in 1863. The "Victoria" was left to his widow, the former Mary Sheppard of Mint Cove. She immediately took overall command, found the money to outfit for the fishery in 1864- 65, and appointed her son Robert as captain and her eldest son John Charles as master of the codseines. With her crew of six sons she sailed aboard the "Victoria" during both voyages as cook and chief supervisor of these expeditions. In 1866 Mary stayed ashore, having sold her schooner to Robert and the remaining members of the family dispersed. 15 During the following seven summers, Robert IV fished aboard the "Victoria" at Cat Harbour and on the coast of Labrador. In 1865 he married Eliza Stokes of Cape Freels and in 1868-69 built a home at Green Head on 2 Y, acres of land purchased form the estate of William Coady. During this period, hard usage in the Labrador fisheries and the spring seal hunt had so managed the "Victoria" that it was necessary to re-build her in 1871., only ten years after she was launched. He continued his sealing and fishing operations until John Munn of Harbour Grace commissioned him to build the "Industry" a fishing schooner of 37 tons. She was completed between the fall of 1873 and the spring of 1874 which gave Robert sufficient time to prosecute the Labrador fishery. In 1875 Paterson & Foster, a well known Harbour Grace mercantile firm, purchased the "Creole" from the defunct business of W.J.S. Donnelly and appointed Robert Gosse IV her sealing captain. This 140 ton brigantine was built at Prince Edward Island in 1870 and was classed as one of the finest vessels in the sealing fleets of Harbour Grace. It was Gosse's first command and he must have been highly regarded by his principals to obtain the commission instead of more experienced captains. Detailed records of his sealing voyages in the "Creole" are given hereunder: Year Vessel Captain Owner & or Supplier Tonnage Crew Catch 1875 Creole Robert Gosse Sealing Co. 140 80 3300 pelts 1876 " " " " 75 2500 " 1877 " " " " 70 4500 " 1878 " " " " 75 3000 " 1879 " Kennedy " " 65 900 " 1880 " Robert Gosse " " 70 1000 " His average annual catch for these five expeditions was 2860 pelts, well above that of similar vessels operating from Conception Bay harbours. It was probably the deciding factor with Paterson & Foster in giving him command of the "S.S. Mastiff' for the 1881 sealing voyage. This auxilliary barque of 360 gross tons was built at Dundee, Scotland in 1867 and owned by Robert Stewart and John Paterson of Harbour Grace, each partner holding 32 shares. Without sufficient power and clumsy to handle under 16 sail in ice floes, she experienced wide fluctuations in the quantities of seal taken during thirty-two successive voyages to the sealfishery. Her record landings for a single expedition were 21,000 pelts under the command of Captain E. Murphy in 1871. The only captain to come near this figure was Robert Gosse with a cargo of 19,000 pelts on his first voyage in 1881. During the next three springs his voyages were economic disasters which he claimed were due to frequent engine failures and heavy rafted ice preventing the "S.S. Mastiff' from reaching the seal herds. In the next five years Robert Gosse was ashore during the spring sealfishery. The command of the "S.S. Mastiff' kept changing hands but her total catch of 9030 pelts during this period was less than half the 23,462 pelts secured by Gosse in the four springs he was master. During this period he was busily engaged in the Labrador fishery and had built at Horse Harbour, situated on the northeast extremity of Hamilton Inlet, a substantial fishing room and landing facilities for a 100 ton schooner. In 1886 he established a business partnership with his two sons, George and Martin, which operated under the name of Robert Gosse until his death in 1899. The name was then changed to G & M Gosse and expanded to supply upwards of 50 crews in the Labrador fishery and the export of their catches of dried salted codfish to markets in Spain, Greece and the West Indies. In 1889, after a lapse of five years and without any contact with the sealfishery, Robert Gosse was given command of the "S.S. Vanguard". This ship was the queen of the Harbour Grace steam powered sealing fleet and was built for John Munn at Aberdeen, Scotland in 1872. Barque rigged, she measured 559 gross tons unlike the "Mastiff', had sufficient horsepower to drive her at a fair turn of speed. For the previous 16 springs her landings had averaged 7061 seals per voyage and on two occasions she had returned with an empty hole. In spite of changing captains five times during this period, wild fluctuations continued in the annual catches and therefore the monetary returns. The following detailed account of the seven successive voyages of Robert Gosse IV as master of the "S.S. Vanguard" are given hereunder: Year Ship Rig Captain Net Tons Crew Supplier Catch 1889 S.S. Vanguard Barque Robert Gosse 322 230 J. Munn 21271 pelts 1890 " " " 230 " " 10286 " 1891 " " " " 235 " " 23206 .. 1882 " " " " 231 " " 7494 " & Co 17 1883 " " " " 275 ~ " 9276 " 1884 " " " " 271 " " 7410 " 1885 " " " " 275 " " 3653 " The average landings per voyage during this period were 11 ,800 seal pelts, as compared with the 7061 pelts taken during her previous 16 annual expeditions. In recalling his sealing career, he seldom failed to mention that he had been master of vessels in sail and steam for 18 years and "never lost a ship and never lost a man". 1895 was Robert Gosse's last spring in command of a ship at the seal hunt. He had weathered the bank crash of the previous year and from his own resources had found enough capital for A. & M. Gosse to supply their crews for the Labrador fishery. Suffering from angina, he was handicapped physically but retained enough energy to oversee the burgeoning progress of the partnership he founded until his death of congestive heart failure in 1899. There was scarcely a business or individual in Newfoundland not adversely affected by the bank crash of 1894 and Harbour Grace was no exception. Merchants operating sailing vessels in sealing and the codfishery had, in some cases, retired before this economic catastrophe; others less fortunate were bankrupted. John Munn, who had done so much in the development and prosperity of Conception Bay, failed to survive this crisis and the following significant item appeared in the Royal Gazette, dated Octoher I, 1895: "Early last week the sealing steamers Greenland, Iceland, Vanguard and Mastiff, belonging to the insolvent estate of J. Munn & Co., were purchased for the sum of $45,000. The purchasers are said to be a firm in Glasgow (Murray) dealer in Newfoundland fishery products. The only factory was also bought by the same firm and it is understood they will prosecute the seal fishery from Harbour Grace and possibly enter into the general business of the colony". This startling news article marked the end of any further sealing expeditions led by a captain from Spaniard's Bay. Experienced crew members continued to obtain berths aboard sealing ships from St. John's but the effect on the local economy was negligible. For most of the nineteenth century the sealfishery had so augmented the income of Spaniard's Bay that a fair standard of living was maintained in spite of a rapidly increasing popUlation. With the decline of this importance resource immigration to the United States and Canada increased and a considerable number found work on the new iron ore mine on Belle Island and the Newfoundland railway. The 190 I government census showed very little increase in the numher of residents including Bishops Cove, Tilton and Goddenville when compared with figures for 1884. Although a large percentage of Spaniard's Bay fishermen served as hands aboard the local sealing vessels as well as those from Harbour Grace, they were fortunate in avoiding nearly all of the terrible tragedies of the nineteenth century. Their vessels were sometimes lost through being stove in or crushed by rafting ice but with few exceptions they were lucky enough to be rescued from death by neighbouring ships. 18 The following reminiscences collected from some old sealers are not of tragic events but human interest anecdotes that portrayed the characters of those involved. Levi (big Paddy) Chipman "We were steaming up the Bay in the Vanguard and there was old Billy Winsor in the Iceland stuck in a string of ice. We went over and cleared him and got caught ourselves. Before we reached clear water the Iceland was ahead. I went for a mug-up and when I came out of the galley with a boiling kettle of water, there she was bow on to Munn's wharf. The old man, Bobby Gosse, was roaring mad and going full speed for the gap. We ploughed between the wharf and the Iceland with the crews of both ships standing in the waist and cursing each other. When we staggered to a stop the whole crew of the Vanguard boarded the Iceland and the fight was on. I remember smashing the kettle over the head of one fellow and knocked down a few others but one of them bloodied me nose before I flattened him. At that time we had to leave because the Iceland was drifting off and we had to jump to reach the Vanguard's rail. That was a good spring, my son, we had over 20,000 skins and I didn't begrudge the loss of me kettle." John Greenland of Coley'S Point, aged 85 years: "I was with Captain Bobby Gosse in the Mastiff. Behind his back we called him the old man or Anti-Bob. It was a poor spring and we couldn't get near the main patch. The old man wouldn't give up the voyage and here we were stinkin dirty, beat out and no baccy. Some were smoking dried tea leaves and the rind off the gaffs; it was that bad. Says, I, "boys, I'm going aft and ask the old man for a smoke". They were all against it, arguing that if a Spaniard's Bay man couldn't get a plug, how could a stranger from Coley's Point. Cap in hand I knocked on the cabin door and walked in. They were all sitting around the table having a feed and the old man said, "John, what do you want, me son?" I told him my trouble; he walked over to his sea chest, unlocked it and took out a full box of plug tobacco. I think it was anchor brand. Half he gave to his officers and the rest to me. I thanked him and when I wet through the door I shifted one plug to my pocket before going forward. I can tell you that was a big deal and I was some man until the baccy ran out." Martin Gosse. bridge Master. 89 years old: (son of Captain Robert) "That was the year we stove in the port bow of the Vanguard at the waterline, when she hit a growler in a gale of wind. We made a lot of water and father had to let her fall off and run before it. We carried some sail to steady her and steamed at half speed to control her. Some of the best shipwrights aboard were detailed to build a box of heavy plank around the hole, braced from the starboard side and filled with hard tack. These oval shaped cakes of bread were soon reduced to thick porridge and swelled so much that every seam in the box was plugged. I was on the bridge that night and it was an anxious time. The old man had already sent Joe and Humphrey Neil aloft to take in the main top gallant sail to ease the strain on her. They were gone so long that he asked me to follow them with instructions to cut away the canvas if 19 the clews were frozen . When I got near the yardarm Joe hollered that the clews were now free of ice and to climb down as the canvas would soon be secured. Next morning the storm abated and we found ourselves 23 miles southeast of St. John's. We headed north again and by this time the poultice in the box was frozen hard. That spring we made a saving voyage and she never leaked although there were times when we had to work our way through heavy rafter ice." Charles (Skipper Charlie) Butt, aged 70 years: "I sailed with Bobby Gosse as boy and man until he gave up. Then I went with Charlie Dawe and I was his best gunner. We had Martin Henri rifles and I could hit a bullseye at 150 yards right or left. I mind one time we were picking up seals when the barrelman spied a big pan with a lot of old harps lying in the sun. The old man ordered me overboard with a few boxes of bullets in a satchel; so I had it all to myself. It took me half an hour to get within range and once I had to lie down and roll across a weak, marshy spot of ice. Taking my time I finally crawled within easy distance firing at the ones farthemost from me. I never missed a shot. Every time I fired they reared up but never moved because each seal I hit was dead and could not warn the others. When the Vanguard came alongside the big pan I had killed thirtY of the thirtY-one old harps and only one wounded seal escaped. Captain Charlie ordered me aboard, took me aft, gave me a double grog ofrum and a big feed at his table. The most incredible incident in the lives of Spaniard's Bay sealers was the ordeal of Jonathan Gosse. He was born in Northern Cove about 1850 and was a member of that branch of the Gosse family known as "white-heads" because so many of them were platinum blonds. Martin Gosse, a distant relative, described him as being tall, raw boned, unusually strong and a seasoned fisherman, seaman and "swiller". He fished board his father's schooner from Cat Harbour on the straight shore and served aboard the "S.S. Vanguard under Charles Dawe of Bay Roberts and later with Robert Gosse, a neighbour and distant relative. In his mid-twenties he met and married a girl at Cat Harbour and went north to settle in the Indian Islands with his wife and her family. In the spring of 1892 he and some of his wife's relatives were picking up scattered young seals on the ice floe a mile from shore. Suddenly the ice broke about a half mile from land with a sudden change in wind and tide. The others dropped their tows of seal and made good their escape. Unfortunately Jonathan held on to his seal pelts and by the time he reached the fissure, the gap was so wide that it was impossible to jump across. For nine days and nights he drifted south along the straight shore and rounded Cape Freels. At times he actually saw people ashore and tried to signal them. Meanwhile the people of Indian Islands launched boats, towed them across the ice to open water in the hope of finding him but without success. Finally they gave up the search, drew their blinds and went into deep mourning. On the tenth morning, Jonathan Gosse was off Cape Bonavista but the terrible endurance test had badly weakened him. According to his own account he had survived thus far because the weather had been fine and mild with seals plentiful. His daily routine was to knock a few 20 seals unconscious, lie on them and sleep. When they recovered and crawled from underneath him he fell to the ice and woke up. During the night he stayed awake, walked in circles and watched for an opportunity for the ice floes to reach a point of land so that he could get shore. For food he rationed himself to half a cake of hard tack per day eaten with seal's hearts and livers. Within three or four days he was reduced to eating raw seal only. Attempts to light a fire fueled with seal fat failed and finally his stomach revolted and on the tenth morning he was so weak that he could barely stand. His own version concerning the final day of his ordeal was that he dreamed of being rescued by Robert Gosse in the "S.S. Vanguard". In actual fact Charlie Dawe was coming south in the "Terra Nova" and quintering (Picking up scattered seals) off Cape Bonavista that morning when the barrel man saw a seal to the southwest. As they drew nearer, a long look through the spy glass disclosed to their astonishment a man lying across two seals. All three were hoisted aboard and the unconscious man taken aft, stripped, rubbed down and given a double grog of hot rum and molasses when he revived. He was then given a complete new outfit of clothes and spoon fed until he fell asleep. Twenty-four hours later all aboard and especially those from Spaniard's Bay, were astounded to discover that it was Jonathan Gosse they had rescued. After discharging their cargo he was taken to Northern Cove and lived with his uncle until late spring, when he took passage aboard the first ship going to the Indian Islands. There he was greeted by his mourning family as one back from the dead. A few years afterwards, at the request of his brother Moses, Robert Gosse in his fishing schooner, the "New Era", anchored off the Indian Islands and took Jonathan Gosse and his family to Spaniard's Bay. From there he went to live in Broad Cove, Trinity Bay, where he spent the rest of his life in the lumber business. 21 Re: 1705-Spaniard's Bay I state unequivocally and without reservation that the date of pennanent settlement for the Town of Spaniard's Bay is not 1705. Today, Spaniard's Bay means the Town of Spaniard's Bay or that body of land between Main Beach and Baggs Hill. In 1705 Spaniard's Bay meant that body of land / water between Coopers Head and Mad Rock and extending to the West. It meant "Bay". People settled on the North side of that Bay. In 1705 only one town existed in Spaniard's Bay---Bread and Cheese Cove / Bishop's Cove. Today two towns exist in Spaniard's Bay. In the western end is the Town of Spaniard's Bay and at the eastern end / entrance is the town of Bishop's Cove. Eric Gosse's book at no time states that pennanent settle in the Town Spaniard's Bay took place in 1705. In fact Eric Gosse states on two occasions that a date for pennanent settlement in the Town of Spaniard's Bay can not be established. Yet, the Town accepts the year 1705 as the date of penn anent settlement in the Town of Spaniard's Bay. I have examined most, all or the same plantation documents as Eric Gosse. I have come to the exact same conclusion as Eric that no date of penn anent settlement for the Town of Spaniard's Bay can be established. From where did the misunderstanding concerning 1 705 come? Pennit me to give you some facts. When one examines all 38 plantation documents one can see that from # 1 to # 22 are located in the Town of Spaniard's Bay, that is from Green Head to Baggs Hill. One can also see that # 23 to # 38 are located in Bishop's Cove or from Baggs Hill in the West to Coopers Head in the East. All plantations from # 1 to # 22 were registered between 1783---1815. These plantation owners were not teen-agers. They were all approximately 30 to 40 years of age when the plantations were registered. One individual was my third great grandfather Chipman born 1760. Another was my fourth great grandfather Gosse born 1766. These were among the [lISt, but not the first, to settle in the Town and they were nor even born in 1705. William Porter, plantation # 5 was born approximately 1766. Robert Brown plantation # 14, was born approximately 1772. It is possible that not one of the 22 plantation owners that comprised The town of Spaniard's Bay was born on or before 1705. Plantations # 23 to # 38 are much older than the first 22 because they are in Bishop's Cove. Bishop'S Cove was settled before Spaniard's Bay. Eric Gosse bases his 1705 permanent settlement date on plantation # 37 which is located in Bishop's Cove which in turn is located in "Spaniard's Bay." It is based on the plantation of William Smith who inherited the property from his father (Maybe Abraham Smith) and registered in 1785. The property was in the family for more than 80 years. So the Smith family was there in 1705. Please note that plantation # 37 was in Bread and Cheese Cove in the BAY of Spaniard's Bay and not in the Town of Spaniard's Bay. This means that Bishop's Cove has had permanent settlement since 1705. Has anyone ever noticed that the best water front land in Spaniard's Bay is found in Northern Cove and Back Cove. The Gosses purchased the land in Back Cove and Mint Cove. That's another story. The Gosses never came to Bishop's Cove until 1726 or 1727. Richard was born in 1720 and Robert in 1723. Robert's two sons, William 1760 and Robert 1766, started a ship yard in Northern Cove. They registered their plantation in 1802. If the Town of Spaniard's Bay was settled in 1705, how come all the best property was still available to the Gosses several decades later. Eric Gosse is correct in what he writes, but he didn't write what the Town believes, that permanent settlement took place in Spaniard's Bay in 1705. Do I know when the Town of Spaniard's Bay was settled? NO. I do believe it was somewhere between 1750---1775. However, no documentation is available to support or refute those claims. By the way, I may be living on plantation # 17, registered in 1804 by Joseph Forter. Azariah Smith August 17,2007.
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