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{{Use mdy dates|date=January 2017}}
{|{{Infobox ship begin <!-- full code -->
|infobox caption= <!-- keywords: yes, nodab; or caption text -->
|display title= ital
}}
{{Infobox ship image
|Ship image=StateLibQld 1 172019 Star of Bengal (ship).jpg
|Ship image size= 302
}}
{{Infobox ship career
|Hide header=
|Ship country= United Kingdom
|Ship flag= {{shipboxflag|United Kingdom|civil}}
|Ship registry=[[Belfast]]
|Ship owner=[[Star Line (shipping company)|J.P. Corry & Co.]]
|Ship builder=[[Harland and Wolff]]
|Ship laid down=1873
|Ship completed=January 3, 1874
|Ship maiden voyage=London–[[Melbourne]] (April 25, 1874)
|Ship identification=*British registry number 63957{{sfn|Lloyd's Shipping Register|1896|loc=entry S-1069}}
*Code letters MRCH{{sfn|Lloyd's Shipping Register|1896|loc=entry S-1069}}
*{{ICS|Mike}}{{ICS|Romeo}}{{ICS|Charlie}}{{ICS|Hotel}}
|Ship fate= Sold to J.J. Smith Co. in June 1898
}}
{{Infobox ship career
|Ship country= United States
|Ship flag= {{shipboxflag|US}}
|Ship registry=San Francisco
|Ship owner=*1898–1905: J.J. Smith
*1905–1908: [[Alaska Packers' Association]]
|Ship refit= Repaired and re-rigged as [[barque]] in 1898
|Ship identification=*US Official Number 116974{{sfn|List of US vessels|1908|p=128}}
*Code letters KQCM{{sfn|List of US vessels|1908|p=128}}
*{{ICS|Kilo}}{{ICS|Quebec}}{{ICS|Charlie}}{{ICS|Mike}}
|Ship fate=Sunk at [[Coronation Island (Alaska)|Coronation Island]] on September 20, 1908
}} 
{{Infobox ship characteristics
|Ship type=*1874–1898: [[full-rigged ship]]
*1898–1908: [[barque]]
|Ship tonnage={{GRT|1877}}, {{NRT|1694}}, [[Deadweight tonnage|deadweight]] {{convert|2530|LT}}
|Ship length={{convert|262.8|feet}}
|Ship beam={{convert|40.2|feet}}
|Ship draught={{convert|21|ft|3|in}} (loaded)
|Ship depth={{convert|23.5|feet}}
|Ship propulsion=wind
|Ship capacity=
|Ship crew=17{{sfn|List of US vessels|1908|p=128}}
}}
|}
The '''''Star of Bengal''''' was an iron three-[[Mast (sailing)|masted]] {{GRT|1877}} [[Merchant vessel|merchant]] [[sailing ship|sailing vessel]] built in Belfast in 1874 by [[Harland and Wolff Industries]] (the shipyard that later constructed the ''[[Titanic]]''). Though built towards the end of the [[Age of Sail]], she was successfully operated for 24 years by the British trading company [[Star Line (shipping company)|J.P. Corry & Co.]] The ship mainly travelled on the London-Calcutta [[trading route]], but made a few voyages to Australian and American ports.

Following a formative change in the [[shipping industry]], J.P. Corry switched to [[Steamship|steam vessels]] and sold its sailing fleet around 1898. At the same time, [[merchant shipping]] along the [[West Coast of the United States|United States Pacific Coast]] was experiencing a boom triggered by [[Klondike Gold Rush|Klondike]] and [[Nome Gold Rush|Nome]] gold rushes intensifying the colonization of the [[Pacific Northwest]] and increasing the demand for both passenger and cargo shipping in the area. As a result, the ''Star of Bengal'' was purchased by San Francisco trading company J.J. Smith & Co. and, along with many other old European vessels, taken around [[Cape Horn]] to the Pacific Ocean. J.J. Smith conducted an overhaul of the ship and [[rigging|re-rigged]] her from a [[full-rigged ship]] to a [[barque]] to decrease operating costs.

J.J. Smith operated the ''Star of Bengal'' for 7 more years, mainly hauling grain and coal. As steamships pushed sailing vessels out of business, the trading company could no longer operate her for profit, and in 1905, the ''Star of Bengal'' was sold to the [[Alaska Packers' Association]]. This company used its sailing ships for a single voyage a year: a spring sail carrying [[seasonal worker]]s and supplies from San Francisco to one of its Alaskan [[Salmon cannery|canneries]], followed by a return trip in early fall with the workers and a load of [[canned salmon]].

On September 20, 1908, at the beginning of her return trip from [[Fort Wrangell]] to San Francisco, the ''Star of Bengal'' was [[in tow]] in open sea when she encountered a storm. The ship struck the rocks near the shore of [[Coronation Island (Alaska)|Coronation Island]] and sunk, killing approximately 110 of 138 people aboard. Captain Nicholas Wagner survived the [[Shipwreck|wreck]] and publicly blamed the [[tugboat]] captains for the event. After months of federal investigation, no one was held responsible. As of 2015, the wreck of the ''Star of Bengal'' remains among the top five worst [[maritime disaster]]s in [[History of Alaska|Alaskan history]].

Later, Captain Wagner's daughter, [[Joan Lowell]], pursued literary career, that led to the ''Star of Bengal''{{'}}s portrayal in fiction. Her book ''The Cradle of the Deep'', was the third-bestselling book of 1929 and contained an embellished account of the wreck. A melodramatic play, ''Star of Bengal'', written by [[Thompson Buchanan]] and produced by [[Christopher Morley]], is also set on the ship.

== Specifications ==
The ''Star of Bengal'' was built by [[shipbuilder]] [[Harland and Wolff Industries]]{{refn|group=note|name=Titanic|''[[Harland and Wolff Industries]]'' later built the ''[[Titanic]]''.{{sfn|Lloyd's Shipping Register|1911|loc=entry T-694}}}} in [[Belfast]], [[Ireland (1801–1921)|Ireland]], in 1873 and 1874.{{sfn|Lloyd's Shipping Register|1874|loc=entry STA-4}}{{sfn|Lloyd|2001a|p=18}}{{sfn|Newell|1955|pp=140–141}} Those were the years when the construction of three-[[Mast (sailing)|masted]] iron ships reached its zenith,{{sfn|Lubbock|1927|p=151}} and the shipbuilding industry produced a series of the fastest ships in this category, the ''Star of Bengal'' being one of them.{{sfn|Lubbock|1927|p=152}}

Initially constructed as a two-[[Deck (ship)|deck]] three-masted [[full-rigged ship]],{{sfn|Lloyd's Shipping Register|1885|loc=entry S-929}} in 1898 the ''Star of Bengal'' was re-rigged as a [[barque]].{{sfn|Lloyd's Shipping Register|1899|loc=entry S-882}}{{sfn|McCurdy|1966|p=154}} Her [[gross tonnage]] was 1877, [[net tonnage]] 1694, and tonnage under deck, 1684.{{sfn|Lloyd's Shipping Register|1896|loc=entry S-1069}} She was {{convert|262.8|feet}} long, {{convert|40.2|feet}} wide and {{convert|23.5|feet}} deep,{{sfn|List of US vessels|1908|p=128}}{{sfn|Lloyd's Shipping Register|1885|loc=entry S-929}} and designed to be operated by a crew of seventeen.{{sfn|List of US vessels|1908|p=128}} The ship could load {{convert|2530|LT}} of [[Deadweight tonnage|deadweight]] cargo on a [[Draft (hull)|draught]] of {{convert|21|ft|3|in}}.{{sfn|Lubbock|1927|p=165}}

The ''Star of Bengal'' had a {{convert|9|inch|mm|adj=mid|-deep}} bar [[keel]]. Her [[poop deck]] was {{convert|64|feet}} long and [[forecastle]], {{convert|42|feet}} long.{{sfn|Lloyd's Shipping Register|1885|loc=entry S-929}} The ship's [[moulded depth]] was {{convert|25|ft|3|in|m}} with [[Freeboard (nautical)|freeboard]]{{refn|group=note|name=Freeboard|Measured amidship in the summer.{{sfn|Lloyd's Shipping Register|1896|loc=entry S-1069}}}} of {{convert|5|ft|2.5|in|cm}}.{{sfn|Lloyd's Shipping Register|1896|loc=entry S-1069}} She was originally constructed with three cement [[Bulkhead (partition)|bulkhead]]s,{{sfn|Lloyd's Shipping Register|1896|loc=entry S-1069}}{{sfn|Lloyd's Shipping Register|1885|loc=entry S-929}} but after her overhaul in 1898, only one bulkhead remained in service.{{sfn|Lloyd's Shipping Register|1899|loc=entry S-882}} Overall, the [[ship's hull]] required {{convert|200|LT}} of [[stiffening]].{{sfn|Lubbock|1927|p=165}}

== History of operations ==
=== J.P. Corry & Co. ===
{{Quote box |class = |title = The ''Star of Bengal''<nowiki />'s sample cargo manifest |quote =Arrived from London to [[Melbourne]] on January 27, 1891:{{hidden begin}}6 [[Storage tank|tnks]] 30 [[bag|bgs]] [[seed]]s, 2 bls [[fibre]], 100 [[Case (goods)|cs]] blue, 5 cs leaf tobacco, 25 bls 1 cs tobacco, 3 cs [[plate glass]], 64 [[Barrel|brls]] [[cod oil]], 8 tnks 20 bgs [[Cocoa bean|cocoa]], 2 hnds 24 qr-cks [[rum]]. 30 brls sugar, 22 bls [[Dundee Marmalade|dundees]], 6 tnks [[malt]], 40 cks 200 cs [[Blacking (polish)|blacking]], 1235 cs vestas, 18 cs [[marble]], 172 bgs [[Valonia oak|valonia]], 280 cs pickles, 13 [[anvil]]s. 19 [[vise|vices]], 285 [[grindstone]]s, 100 share plates, 20 cs [[Liquorice (confectionery)|liquorice]], 124 plough plates, 5 cs [[plate glass]], 400 bgs [[fertiliser]], 4 pkgs [[loom]] gear, 370 cs watches, 356 tns 1 cwt, 1 qr old railway chairs, 250 cs [[Distilled spirit|spirits]], 30 cs [[cherry brandy]], 12 tnks soap, 25 cs [[bedstead]]s, 37 cs [[wool]], 11 cs dry [[photo plate]]s, 32 [[axle]]s, 476 [[ingot|pigs]] lead, 2 cs elastic web, 334 brls whiting, 20 pkgs [[saltpetre]], 226 bls 72 rls 175 cs paper. 1125 pkgs soft goods, 23 pkgs grindery, 844 pkgs oils and paints and painters' material, 2246 cs [[Beer bottle|bottled beer]], 275 cs [[whisky]], 5 hhds 44 qr-cks 4 octvs 244 cs wine, 150 qr-cks 50 octvs [[brandy]] 40 tnks 2494 pkgs oilmen's stores, 643 pkgs drugs, 2201 brs 295 bdls 98 plts iron, 150 cs [[galvanised iron]], 686 bdls steel, 317 bdls, 24 single tubes, 132 pkgs [[wallpaper|paperhangings]], 84 pkgs furniture, 1049 pkgs hardware, 1086 pkgs [[wire netting]], 13 pkgs castings, 25 pkgs [[machinery]], 48 pkgs [[Porcelain|china]], glass and [[earthenware]], 255 cs glass bottles, 36 pkgs fancy goods, 57 pkgs printing material, 71 pkgs [[stationery]], 15 pkgs books, 14 cs pianos, 1170 cks cement, 4 cs [[poster|show cards]], 17 pkgs 500 cks effects and [[Toiletries|sundries]].{{hidden end}}
|author =–''[[The Age]]''{{sfn|The Age; Jan 28,|1891|p=4}} |source = |align = right |width = 378px |border =  |fontsize =  |bgcolor =  |style =  |title_bg = |title_fnt =  |tstyle =  |qalign =  |qstyle = |quoted = |salign =  |sstyle = }}

The ''Star of Bengal'' was ordered by shipping company [[Star Line (shipping company)|J.P. Corry & Co.]], which was founded in [[Belfast]] and  headquartered in London.{{sfn|Lloyd's Shipping Register|1874|loc=entry STA-4}}{{sfn|McCurdy|1966|p=154}} At the time of her launch on January 3, 1874,{{sfn|Lubbock|1927|pp=152,165}} the ''Star of Bengal'' was the largest vessel in [[gross tonnage]] in service of J.P. Corry & Co. (in December 1874, she was surpassed by the {{GT|1981}} ''Star of Russia'').{{sfn|Lloyd's Shipping Register|1896|loc=entry S-1074}}{{sfn|Lubbock|1927|pp=165–166}} These two ''Stars'' remained the company's largest sailing vessels.{{sfn|Lubbock|1927|pp=165,470}} The ''Star of Bengal''<nowiki />'s maiden voyage officially began on April 25, 1874, when she sailed out of London towards [[Melbourne]]. She continued to San Francisco and returned to [[Liverpool]].{{sfn|Lubbock|1927|pp=165–166}}

The company's sailing vessels operated three main trading routes, linking London with Canada, India, and Australia.{{sfn|Lubbock|1927|pp=163–164}} The ''Star of Bengal'' largely remained on the London-[[Calcutta]] route, with occasional visits to [[Melbourne]], [[Bombay]], and [[Valparaíso]].{{sfn|The Sydney Mail; Jan 4,|1890|p=46}}{{sfn|Harrington|1996|p=22}} The ship's average time for the London-Calcutta-London round-trip was 7 months and 24 days. The shortest trip was 7 months and 2 days, and the longest 8 months and 14 days.{{sfn|Lubbock|1927|p=167}}

John Smyth was the ''Star of Bengal''<nowiki />'s first captain.{{sfn|Lloyd's Shipping Register|1874|loc=entry STA-4}} He remained at this position for eleven years, until he took command of another company ship, the ''Star of Erin'' in 1885.{{sfn|Express and Telegraph; May 16,|1888|p=4}} He eventually graduated to commanding large company [[steamship|steamers]], earning the unofficial title of "the [[Commodore (rank)|commodore]] of the ''Star'' fleet."{{sfn|The Sydney Mail; Jan 4,|1890|p=46}}

William Legg became the next ''Star of Bengal''<nowiki />'s captain in 1885.{{sfn|Lloyd's Shipping Register|1885|loc=entry S-929}} During the ship's 1886 voyage to Calcutta, the Scottish [[maritime novel]]ist [[George Cupples]] sailed as the ''Star of Bengal''<nowiki />'s honorary [[first mate]].{{sfn|Lubbock|1927|p=167}}{{sfn|Gibbs|1997|p=69}} The ship arrived in [[Calcutta]] on August 19, 1886; shortly after her arrival, the captain broke his leg.{{sfn|Lubbock|1927|p=167}}{{sfn|Gibbs|1997|p=69}} Under the circumstances, the 63-year-old novelist successfully assumed command.{{sfn|Lubbock|1927|p=167}}{{sfn|Gibbs|1997|p=69}}{{sfn|Lloyd's Shipping Register|1886|loc=entry S-927}} The ''Star of Bengal'' was about to leave India and sail out of [[Garden Reach]], when on September 25, the [[steamship]] ''Gulf of Mexico'' collided with the [[Mooring (watercraft)|moored]] ''Star of Bengal'', resulting in a month of repairs.{{sfn|Lubbock|1927|p=167}} Cupples finally sailed out on October 26, bringing the ''Star of Bengal'' back to London on February 1, 1887.{{sfn|Lubbock|1927|p=166}}

Upon arrival, Cupples yielded the captain's position to DeGruchy, who remained the ship's captain for one voyage.{{sfn|Lloyd's Shipping Register|1887|loc=entry S-942}}{{sfn|Lloyd's Shipping Register|1888|loc=entry S-881}} In 1888, William Legg returned to the ''Star of Bengal''<nowiki />'s command.{{sfn|Lloyd's Shipping Register|1889|loc=entry S-875}} In 1892, after four more years of service, he was replaced by John M. Hart, formerly John Smyth's [[first mate]].{{sfn|Express and Telegraph; May 16,|1888|p=4}}{{sfn|Lloyd's Shipping Register|1893|loc=entry S-1313}} Hart remained in command of the ship until 1898, when J.P. Corry & Co.<nowiki />'s decision to put its money into [[steamship|steamers]] led to the sale of its last remaining sailing vessels, including the ''Star of Bengal''.{{sfn|Lloyd's Shipping Register|1896|loc=entry S-1069}}{{sfn|Lubbock|1927|pp=163–171}}

{| class="wikitable sortable collapsible collapsed" style="width: 90%; font-size: 86%; margin-left: auto; margin-right: auto; border: none;"
! colspan ="6"| The selected voyages with best timings of the ''Star of Bengal'' for J.P. Corry & Co.
|- class="sorttop"
! style="width: 15%;"| Origin
! style="width: 15%;"| Destination
! style="width: 15%;" data-sort-type="date"| Departure date
! style="width: 15%;" data-sort-type="date"| Arrival date
! style="width: 15%;"| Timing (days)
! style="width: 15%;"| Captain
|-
|London||Melbourne||April 25, 1874||July 15, 1874||81||J. Smyth
|-
|[[Melbourne]]||San Francisco||August 19, 1874||October 16, 1874||58||J. Smyth
|-
|San Francisco||Liverpool||March 4, 1875||June 23, 1875||111||J. Smyth
|-
|[[Calcutta]]||London||January 14, 1876||April 21, 1876||98||J. Smyth
|-
|London||Calcutta||June 30, 1876||September 25, 1876||87||J. Smyth
|-
|Calcutta||London||October 24, 1876||January 31, 1877||99||J. Smyth
|-
|London||Calcutta||March 24, 1877||June 25, 1877||93||J. Smyth
|-
|Calcutta||London||May 22, 1879||August 29, 1879||99||J. Smyth
|-
|[[Liverpool]]||Calcutta||August 26, 1884||December 3, 1884||99||W. Legg
|-
|Calcutta||London||December 17, 1885||March 25, 1886||98||W. Legg
|-
|London||Calcutta||May 22, 1886||August 19, 1886||89||W. Legg
|-
|Calcutta||London||October 26, 1886||February 1, 1887||98||[[George Cupples|G. Cupples]]
|-
|London||Melbourne||March 12, 1887||June 4, 1887||84||DeGruchy
|-
|Melbourne||[[Valparaiso]]||July 12, 1887||August 27, 1887||46||DeGruchy
|-
|[[Pisagua, Chile|Pisagua]]||[[Falmouth, Cornwall|Falmouth]]||November 2, 1887||January 23, 1888||82||DeGruchy
|-
|[[Cardiff]]||San Francisco||March 30, 1888||July 22, 1888||114||W. Legg
|-
|San Francisco||Falmouth||September 5, 1888||December 26, 1888||112||W. Legg
|-
|Liverpool||Calcutta||February 7, 1889||May 3, 1889||85||W. Legg
|-
|London||Melbourne||November 8, 1890||January 27, 1891||80||W. Legg
|-
|[[Newcastle, New South Wales|New Castle]]||Valparaiso||April 7, 1891||May 22, 1891||45||W. Legg
|-
|[[Kingston upon Hull|Hull]]||[[Algoa Bay]]||April 18, 1894||June 11, 1894||54||J. Hart
|-
|[[Swansea]]||[[Cape Town]]||May 30, 1896||July 30, 1896||61||J. Hart
|- class="sortbottom"
| colspan="6" style="text-align: right;"|<small>Based on [[Basil Lubbock]]'s compilation.</small>{{sfn|Lubbock|1927|pp=165–166}}
|}

=== J.J. Smith & Co. ===
{{multiple image|header= Re-rigging of the ''Star of Bengal''
|image1= StateLibQld 1 170527 Star of Bengal (ship).jpg
|width1=176|height1= |alt1= |link1= |caption1= [[Full-rigged ship]] before 1898
|image2= StateLibQld 1 171287 Star of Bengal (ship).jpg
|width2=200 |height2= |alt2= |link2= |caption2= [[Barque]] after 1898}}
San Francisco-based [[trading company]] J.J. Smith & Co. acquired the ''Star of Bengal'' in June 1898.{{sfn|Lubbock|1927|p=168}} At that time, maritime shipping out of [[West Coast of the United States|United States Pacific ports]] was undergoing a major change. After the impact of the [[Long Depression]] on regional shipping peaked in 1896–1897,{{sfn|McCurdy|1966|p=12}}{{sfn|Hitchman|1990|pp=58, 79}} the demand for [[West Coast of the United States|Pacific Coast]] maritime transportation unexpectedly soared.{{sfn|McCurdy|1966|p=27}} It was driven by the [[Nome Gold Rush]], which intensified the colonization of [[the Pacific Northwest]] and Alaska and created numerous opportunities for new passenger and trade routes.{{sfn|McCurdy|1966|p=27}}{{sfn|Hitchman|1990|pp=57–58,79}}{{sfn|Hanford|1924|pp=224–249}} As a result, many old vessels were purchased to service these routes.{{sfn|Clark|1930|p=148}}

J.J. Smith & Co. re-registered the ''Star of Bengal'' in the United States,{{refn|group=note|name=Hawaii|Technically, during her overhaul and repairs, the ''Star of Bengal'' was first registered in Hawaii. As Hawaii was integrating into United States, the ship's registration shortly became American, and then the ship was re-registered in San Francisco.{{sfn|Lloyd's Shipping Register|1899|loc=entry S-882}}{{sfn|Gibbs|1969|p=91}}{{sfn|Lloyd|2001a|pp=17–18}}}} and in 1898, the 25-year-old ship underwent a major overhaul. To make the ship's operations more cost-effective,{{sfn|Royce|1989|p=282}} her [[mizzen-mast]] was [[Rigging|re-rigged]] from [[Square rig|square]] to [[fore-and-aft rig|fore-and-aft]], and the ''Star of Bengal'' turned from a [[full-rigged ship]] to a [[barque]].{{sfn|Lloyd's Shipping Register|1899|loc=entry S-882}}{{sfn|McCurdy|1966|p=154}} She got new [[Deck (ship)|deck]]s, but the number of [[Bulkhead (partition)|bulkhead]]s in service decreased from three to one.{{sfn|Lloyd's Shipping Register|1899|loc=entry S-882}} In 1904, a [[donkey boiler]] was installed on the ship to assist the crew with raising [[sail]]s.{{sfn|Lloyd's Shipping Register|1907|loc=entry S-686}}{{sfn|Thorstenson|2001|loc=0:14:30}}

While the ''Star of Bengal'' sailed under J.J. Smith & Co., her captain was H. Henderson.{{sfn|Lloyd|2001a|p=18}}{{sfn|Seattle Post-Intelligencer; Sep 24,|1908|p=2}}{{sfn|Lloyd's Shipping Register|1903|loc=entry S-939}} The company operated the ship on a variety of trading missions, mainly trading grain and coal.{{sfn|McCurdy|1966|p=154}} In an incident in March 1899, the ship almost caught fire when, from [[Newcastle, New South Wales|Newcastle]] to San Francisco, her load of coal overheated and became [[Spontaneous combustion|spontaneously combustible]].{{sfn|San Francisco Chronicle; Mar 25,|1899|p=3}} In 1905, the J.J. Smith & Co. could no longer operate the ''Star of Bengal'' with profit and sold her to the ''[[Alaska Packers' Association]]''.{{sfn|McCurdy|1966|p=154}}{{sfn|Lloyd's Shipping Register|1907|loc=entry S-686}}

=== Alaska Packers' Association ===
[[File:Star of Bengal moored by Fort Wrangell cannery.jpg|thumb|right|The ''Star of Bengal'' [[Mooring (watercraft)|moored]] by [[Fort Wrangell]] [[Salmon cannery|cannery]] for the summer]]
The [[Alaska Packers' Association]] (APA) was another beneficiary of Alaskan exploration, and an active consumer of old vessels.{{sfn|Clark|1930|p=148}}{{sfn|Fairburn|1945|p=2654}} Based in San Francisco, the company was engaged in [[Alaska salmon fishery]]; it operated [[salmon cannery|salmon canneries]] across Alaska through a fleet of ships engaged in transporting packed salmon and fishery workers.{{sfn|Lloyd|2001a|p=18}} The company purchased several iron sailing ships originally built for [[Star Line (shipping company)|J.P. Corry & Co.]], including the ''Star of Bengal'', and renamed all of its remaining ships by adding [[prefix]] "''Star of-''" to their names in an attempt to achieve instant [[name recognition]].{{sfn|Fairburn|1945|pp=2654–2655}}{{sfn|Macarthur|1929|pp=46–47}}{{sfn|Gibbs|1969|p=90}} The APA became the largest company engaged in Alaskan salmon fisheries{{sfn|Dickie|1916|p=34}}{{sfn|Loy|2008|p=A1}} and, by 1908, the largest salmon-packing concern in the world.{{sfn|Hylen|1908b|p=55}}

Beginning in 1905, the ''Star of Bengal''<nowiki />'s captain was Nicholas Wagner.{{sfn|Lloyd's Shipping Register|1907|loc=entry S-686}}{{sfn|Seattle Post-Intelligencer; Sep 24,|1908|p=2}} The company had the ''Star of Bengal'' insured by [[Lloyd's of London|Lloyd's]].{{sfn|Seattle Times; Sep 23,|1908|p=4}} In 1908, the ship was appraised between $70,000{{sfn|Good|2015|p=587}} and $75,000 ($1,900,000 and $2,000,000 in 2020 dollars{{refn|group=note|name=Money valuation|The approximate value converted to 2020 dollars, based on a standard adjustment of the 1913 dollar value using the [[Consumer Price Index]] as calculated by [[United States Department of Labor]].{{sfn|Bureau of Labor|2020}}}}).{{sfn|Seattle Times; Sep 23,|1908|p=4}}{{sfn|San Francisco Chronicle; Sep 23,|1908|p=1}} Taking advantage of "good strong old British iron" and "lower insurance rates,"{{sfn|Fairburn|1945|p=2654}} APA operated the ship seasonally: in the spring, she would sail from San Francisco to Alaska, bringing seasonal workers, fuel, and other supplies to the canneries; in the fall, she would sail back loaded with canned salmon and returning workers.{{sfn|Lloyd|2001a|p=18}} In the winter, the ''Star of Bengal'' was moored at [[Alameda, California]] with other ships of the "Star fleet."{{sfn|Thorstenson|2001|loc=0:07:00}}

At the time, salmon canneries required cheap, [[Unskilled laborer|unskilled labor]], and the Alaska Packers' Association primarily hired immigrants of Chinese, Japanese, and [[Filipinos|Filipino]] descent as seasonal workers.{{sfn|Lloyd|2001a|p=18}} These workers were provided in bulk by Chinese labor contractors operating out of San Francisco.{{sfn|Thorstenson|2001|loc=0:12:20}} On the company ships, "[[Orientals]]" were [[Racial segregation|segregated]] from [[White people|white]] workers and crew, in part due to separate habits and diet and because they were treated as [[second-class citizen]]s.{{sfn|Thorstenson|2001|loc=0:16:10, 0:17:25}} The APA supplied these workers with housing, fuel, and water, while Chinese labor contractors provided them with food, [[whiskey]], and [[Opiate|opium]].{{sfn|Thorstenson|2001|loc=0:12:30}}

Additional wooden structures were added to the ''Star of Bengal''<nowiki />'s hold to accommodate seasonal workers.{{sfn|Newell|1955|p=141}}{{sfn|Thorstenson|2001|loc=0:14:55}} In addition to the workers and supplies, the ship could carry a maximum load of 85,000 {{convert|48|lb|adj=on}} cases of salmon, an equivalent of {{convert|2040|ST}} of cargo.{{sfn|Lloyd|2001a|pp=18–19}} In 1906, the [[wholesale price]] of one case of salmon was $5.80,{{sfn|Lloyd|2001a|p=18}} so the ship's full load of salmon represented $500,000 in 1906 dollars ($13,000,000 in 2020 dollars{{refn|group=note|name=Money valuation}}).

== Wreck ==
=== Background ===
{{Location map+ | Alaska
| width          = 306
| float          =
| border         =
| caption        = Coronation Island on the map of Alaska
| alt            =
| places         =
{{Location map~|Alaska|label=[[Coronation Island (Alaska)|Coronation Island]]|label_size=|position=|mark=| marksize=|lat_deg= 55.879444|lon_deg= -134.246111}}
}}
[[File:MapStarOfBengalCrash.png|thumb|right|306px|The ''Star of Bengal''<nowiki />'s final voyage{{refn|group=note|name=map|Based on the map drawn by Ronald R. Burke.{{sfn|Lloyd|2001a|p=19}}}}]]
In 1908, the ''Star of Bengal'' sailed from San Francisco on April 22, arriving at [[Fort Wrangell]] on May 5.{{sfn|Macarthur|1929|p=89}} She was loaded with supplies for Wrangell cannery, including fuel for the season, and had 146 people on board, 110 of which were [[Mongoloid|Asian]].{{sfn|Macarthur|1929|p=89}} Because maneuvering a sailing vessel through a maze of small islands and narrow straits is too risky, the last {{convert|90|miles}} of the voyage, from [[Warren Island (Alaska)|Warren Island]] to Fort Wrangell, the ''Star of Bengal'' was tugged by the {{GT|172}} 250-[[horsepower|hp]] ''Chilkat'', an Alaska Packers' Association [[steamboat]].{{sfn|Lloyd|2001a|pp=18–19}}{{sfn|List of US vessels|1908|p=174}} That summer, the Wrangell cannery yielded 52,000 cases of salmon which were loaded on the ship while she was moored next to the cannery for the season.{{sfn|Lloyd|2001a|p=18}}

=== The events of September 20, 1908 ===
==== Loss of control ====
The return trip began on September 19 with 137 or 138 people on board.{{refn|group=note|name=Passengers|The exact number of people aboard the ''Star of Bengal'' remains unknown, because there was no [[passenger manifest]] of [[Orientals|Asian]] passengers.{{sfn|Lloyd|2001b|p=81}} Sources agree that there were 32 [[White people|Caucasian]] crew and passengers on board, 37 Japanese and [[Filipinos|Filipino]] cannery workers, and approximately 69 Chinese cannery workers, the latter ambiguity resulting in the discrepancy in the totals.{{sfn|Harrington|1996|p=22}}{{sfn|Loy|2008|p=A1}}{{sfn|Seattle Times; Sep 27,|1908|p=8}} As the result of the confusion, crew testimony{{sfn|Macarthur|1929|p=93}} and some media reports{{sfn|Seattle Times; Sep 27,|1908|p=8}} put the number of passengers at 138, while the US official maritime record{{sfn|Good|2015|p=587}}{{sfn|List of US vessels|1909|p=390}} and other media reports{{sfn|San Francisco Chronicle; Sep 23,|1908|p=2}}{{sfn|Los Angeles Times; Sep 23,|1908|p=1}} put the figure at 137. Further complication arises from one historical and often-recited account of the incident that records 132 people on board.{{sfn|McCurdy|1966|p=153}} The error apparently stems from Captain Wagner's published statement: "In exactly fifty-four minutes from the time the ship struck the ledge she went to pieces and sent 132 people into the icy waters..."{{sfn|Seattle Post-Intelligencer; Sep 27,|1908|p=2}} which in fact discounts the four volunteers who had already reached [[Coronation Island (Alaska)|Coronation Island]] in the [[Lifeboat (shipboard)|lifeboat]] and the person who was killed trying to use the [[breeches buoy]].{{sfn|Seattle Post-Intelligencer; Sep 27,|1908|pp=1–2}}}} This time, the tug ''Chilkat'' was unavailable to take the ''Star of Bengal'' into the open sea, so on company orders,{{sfn|Seattle Times; Oct 15,|1908|p=4}} she was towed by two smaller steamboats – the {{GT|80}} 90-[[horsepower|hp]] ''Hattie Gage''{{sfn|List of US vessels|1908|p=214}} and the {{GT|115}} 225-[[horsepower|hp]] ''Kayak'',{{sfn|List of US vessels|1908|p=235}} neither of which were designed for vessel [[towing]] or large enough to perform the operation individually.{{sfn|Lloyd|2001a|p=19}}{{sfn|McCurdy|1966|p=153}} The ''Kayak''<nowiki />'s [[Draft (hull)|draft]] was too shallow, so when towing a vessel she risked propeller and rudder being submerged too shallowly for effective operation, especially in rough weather.{{sfn|Lloyd|2001a|p=19}} The ''Hattie Gage''<nowiki />'s [[aft]] was not equipped with proper [[bitts]], so {{convert|6|inch|cm|adj=mid|-thick}} and {{convert|750|feet|m|adj=mid|-long}} [[hawser]] had to be tied directly to her [[Mast (sailing)|mast]].{{sfn|Lloyd|2001a|pp=18, 20}}{{sfn|Thorstenson|2001|loc=0:25:10}} Both tugs were owned by the Alaska Packers' Association.{{sfn|San Francisco Chronicle; Sep 23,|1908|p=1}}

The ''Hattie Gage'' was under command of Captain Erwin Ferrar,{{refn|group=note|name=Ferrar|At the time, many media reports spelled the captain's last name as Ferr'''''e'''''r{{sfn|San Francisco Chronicle; Sep 23,|1908|p=1}} and his first name as Dan.{{sfn|Seattle Times; Sep 27,|1908|p=1}} However, in later official documents and historical accounts, his name was recorded as Erwin Ferrar.{{sfn|Lloyd|2001a|pp=18–19}}{{sfn|Los Angeles Times; Oct 4,|1908|p=3}}{{sfn|San Francisco Chronicle; Oct 3,|1908|pp=1–2}}{{sfn|San Francisco Chronicle; Oct 14,|1908|p=7}}}} who had 35 years of experience at sea, including 13 seasons in Alaska.{{sfn|Lloyd|2001a|p=18}} The ''Kayak'' was captained by Captain Patrick Hamilton, who had recently obtained his captain's license after 10 years of experience at sea as [[first mate|mate]] and [[boatswain]].{{sfn|Lloyd|2001a|p=19}} Together with Captain Wagner of the ''Star of Bengal'', they decided to proceed with the tow, as the weather was calm.{{sfn|Lloyd|2001a|p=20}} Captain Ferrar was placed in charge of the operation.{{sfn|McCurdy|1966|p=153}} The small [[flotilla]] left Fort Wrangell at 8:20&nbsp;a.m., making about {{convert|5|mph}} and planning to reach the open sea at [[Warren Island (Alaska)|Warren Island]] in 12 to 18 hours.{{sfn|Lloyd|2001a|p=20}} The vessels passed [[Point Baker, Alaska|point Baker]] at 3:50&nbsp;p.m.,{{sfn|Macarthur|1929|p=89}} and reached the {{convert|5.8|mile|km|adj=mid|-wide}} strait between [[Coronation Island (Alaska)|Coronation Island]] and Warren Island at 10:00&nbsp;p.m. By that time, the wind has strengthened, and the visibility was poor due to rain, mist, and darkness. The [[lookout]]s on both tugs could no longer see the ''Star of Bengal'', which was {{convert|250|yard}} behind them.{{sfn|Lloyd|2001a|pp=20–21}}

By midnight, the [[flotilla]] was on its final leg between [[Warren Island (Alaska)|Warren]] and [[Coronation Island (Alaska)|Coronation]] islands, and the captains of both [[tugboat]]s became concerned with the freshening southeast headwind.{{sfn|Lloyd|2001a|pp=20–21}} The vessels were making very little forward progress, and getting closer to Coronation Island than expected.{{sfn|Lloyd|2001a|pp=20–21}} With the poor visibility, the crews of all three ships relied on [[Sounding line|lead lines]] to ascertain their positions with respect to land.{{sfn|Lloyd|2001a|pp=21–22}} As the wind continued to strengthen, by 1:00&nbsp;a.m. Captains Farrar and Hamilton, whose tugboats were moving {{convert|100|feet}} from each other, negotiated a turn to [[jibe]] the ''Star of Bengal'', i.e., to pull her through the wind and change her [[tack (sailing)|tack]] from [[Port and starboard|port to starboard]].{{sfn|Lloyd|2001a|p=21}}

The ''Star of Bengal''<nowiki />'s crew also became concerned, but could neither see nor communicate with the tugboats.{{sfn|Macarthur|1929|p=89}} At 1:45&nbsp;a.m., the ''Hattie Gage'' blew a series of whistles signaling the maneuver, which were heard on the ''Star of Bengal''.{{sfn|Macarthur|1929|p=89}} However, as the tugs started the turn, the ''Kayak''<nowiki />'s [[rudder]] proved ineffective in the rough weather, and she failed to turn into the wind.{{sfn|Lloyd|2001a|p=21}} For some time, the tugs worked against each other,{{sfn|McCurdy|1966|p=153}} their combined effort overpowering the ''Star of Bengal''<nowiki />'s rudder and preventing her from making the turn to safety.{{sfn|Lloyd|2001a|p=22}} Aware of the looming danger, ''Star of Bengal'' [[first mate]] begged Captain Wagner to sever the ''Kayak''<nowiki />'s [[hawser]], which was dragging the ship in the wrong direction, but the captain refused, as [[maritime law]] prohibited such action on the part of the vessel [[in tow]].{{sfn|Lloyd|2001a|p=22}}

At one point, the tugs succeeded turning the ''Star of Bengal'' to a [[starboard]] [[Tack (sailing)|tack]], but she immediately reverted to [[port and starboard|port]] tack.{{sfn|Hooper|1908|p=28}} Whether due to a sudden change in direction of the wind or to an error on part of the ''Star of Bengal''<nowiki />'s crew, her sails were filled aback.{{sfn|Lloyd|2001a|pp=21–22}} This resulted in a more dangerous situation, pushing all three vessels towards the rocky shore of Coronation island.{{sfn|Lloyd|2001a|pp=21–22}} The two tugs continued to struggle to pull the ''Star of Bengal'' out of danger, but the ships continued to drift [[leeward]].{{sfn|Lloyd|2001a|p=22}} Both tugs started to experience mechanical problems with their [[boiler]]s due to overloading, and the ''Hattie Gage'' developed structural problems with her mast mounting.{{sfn|Lloyd|2001a|pp=22–23}} At 3:50&nbsp;a.m. the ''Star of Bengal'' dropped her anchors in {{convert|17|fathom}} of water.{{sfn|Macarthur|1929|p=90}} Pulled into less than {{convert|10|fathom}} of water and occasionally as close as {{convert|100|feet}} to the land,{{sfn|Lloyd|2001a|p=24}} the tugs finally severed their hawsers at 4:00&nbsp;a.m., steamed out of danger,{{sfn|Lloyd|2001a|p=24}} and found shelter from the still-strengthening winds {{convert|12|miles}} away, behind Warren Island.{{sfn|Lloyd|2001b|p=81}}

==== Sinking ====
{{multiple image|footer=<small>Artistic representations based on eyewitness accounts (by [[Seattle Post-Intelligencer]]{{sfn|Seattle Post-Intelligencer; Sep 24,|1908|p=1}}{{sfn|Seattle Post-Intelligencer; Sep 27,|1908|p=1}})</small>|direction=vertical
|image1= ArtisticSPI-02.jpg
|width1=220|height1= |alt1= |link1= |caption1= The ship anchored in danger
|image2= ArtisticSPI-01.jpg
|width2=220 |height2= |alt2= |link2= |caption2= The [[breeches buoy]] debacle}}
With the dawn, the ''Star of Bengal''<nowiki />'s crew realized how dangerous the ship's position was: just {{convert|100|yards}} from the rocky beach of [[Coronation Island (Alaska)|Coronation Island]], barely held by her anchors amidst the storm.{{sfn|Lloyd|2001a|p=25}} By 7:00&nbsp;a.m., the wind turned into a [[gale]], reaching {{convert|60|mph}}.{{sfn|Seattle Post-Intelligencer; Sep 27,|1908|p=2}}{{sfn|Macarthur|1929|p=91}}{{sfn|Thorstenson|2001|loc=0:26:35}} With no [[tug]]s in sight, the crew started preparing for the worst.{{sfn|Lloyd|2001a|p=25}} All men aboard received [[Personal flotation device|life-preservers]];{{sfn|Lloyd|2001a|p=25}}{{sfn|Macarthur|1929|p=91}} however, most of the Chinese passengers did not put them on.{{sfn|Seattle Post-Intelligencer; Sep 27,|1908|p=2}} Captain Wagner called for volunteers who would attempt to reach the shore in a [[Lifeboat (shipboard)|lifeboat]] to secure a [[Log-line|line]] on shore in order to evacuate passengers with a [[breeches buoy]].{{sfn|Lloyd|2001a|pp=25–26}} The crew dumped oil into the sea to calm the waves,{{sfn|Lloyd|2001a|p=26}} but the first attempt to lower a lifeboat failed, as it immediately smashed into pieces.{{sfn|Lloyd|2001a|p=25}}

The second attempt to lower the boat was successful, and manned by four volunteers, the boat reached the shore and broke into pieces on the impact with the rocky beach.{{sfn|Lloyd|2001a|p=26}} All four men survived the crash,{{sfn|Lloyd|2001a|p=26}}{{sfn|Newell|1955|pp=144–145}} and by 9:00&nbsp;a.m. they managed to secure a rope from the ''Star of Bengal'' to a tree.{{sfn|Macarthur|1929|p=91}} The [[donkey boiler]] was used to keep the rope strained.{{sfn|Seattle Post-Intelligencer; Sep 27,|1908|p=2}} However, as another volunteer was climbing along the rope with the breeches buoy, the ship's anchors finally gave in to the storm.{{sfn|Lloyd|2001b|p=78}} The rope became unstable and unsuitable for evacuation,{{sfn|Lloyd|2001b|p=78}} and the volunteer was catapulted {{convert|60|feet}} into the air and killed as he landed on the ship's deck.{{sfn|Seattle Post-Intelligencer; Sep 24,|1908|p=1}}{{sfn|San Francisco Call; Sep 24,|1908|p=3}} At 9:32&nbsp;a.m., the ship struck the rocks.{{sfn|Macarthur|1929|p=92}}{{sfn|Lloyd|2001b|pp=78–79}} During the next 54 minutes, the [[ship's hull]] broke in three pieces, and she sank at {{coord|55|49|30|N|134|17|0|W|display=inline}} with just her [[mizzen]] [[topmast]] visible above water.{{sfn|Good|2015|p=587}}{{sfn|San Francisco Chronicle; Sep 23,|1908|p=1}}{{sfn|Macarthur|1929|p=93}}{{sfn|Gibbs|1969|p=92}}

Passengers and crew found themselves in {{convert|40|F|C}} water surrounded by wooden cases of canned salmon and empty steel fuel drums from the [[Hold (ship)|ship's hold]].{{sfn|Lloyd|2001b|pp=78–80}} Frenzied by the storm, the debris was almost impossible to swim through.{{sfn|Lloyd|2001b|pp=79–80}} Depending on the exact number of passengers aboard the ''Star of Bengal'',{{refn|group=note|name=Passengers}} 110 or 111 people died in the wreck, and 27 people survived. The beach was soon covered by dead bodies, many mutilated by the ship's cargo,{{sfn|Seattle Post-Intelligencer; Sep 24,|1908|p=1}}{{sfn|San Francisco Call; Sep 24,|1908|p=3}}{{sfn|Seattle Times; Sep 24,|1908|p=5}} and many drowned in the powerful [[Undertow (water waves)|undertow]].{{sfn|Lloyd|2001b|pp=80–81}} The 27 survivors included the four volunteers and Captain Wagner, who was pulled unconscious from the water by crew members.{{sfn|Lloyd|2001b|p=81}}

The survivors used the leftovers of fuel to make fire and stay warm.{{sfn|Seattle Times; Sep 23,|1908|p=4}}{{sfn|Macarthur|1929|p=93}} They made an extensive search for survivors, buried white corpses, and left [[Orientals|Asian]] corpses behind, covered by ship's [[sail]]s.{{sfn|Lloyd|2001b|p=81}}{{sfn|Macarthur|1929|p=93}}{{sfn|Seattle Post-Intelligencer; Sep 27,|1908|p=2}} The survivors were picked up by the ''Kayak'' the next day.{{sfn|Lloyd|2001b|p=81}} The US government [[cable ship]] ''Burnside'' arrived at the scene of the wreck later, and her crew buried the remaining corpses in a [[mass grave]].{{sfn|Lloyd|2001b|p=81}}{{sfn|Seattle Times; Sep 23,|1908|p=3}}{{refn|group=note|name=Burnside|Although inconsequential to the outcome,{{sfn|Seattle Post-Intelligencer; Sep 27,|1908|p=2}} the actions of the US government [[cable ship]] ''Burnside'' were criticized, because upon hearing of the ''Star of Bengal''<nowiki />'s predicament from the ''Hattie Gage'', the ''Burnside''<nowiki />'s captain chose to wait for permission to assist from Washington, D.C., rather than to proceed to [[Coronation Island (Alaska)|Coronation Island]] immediately.{{sfn|Seattle Star; Oct 17,|1908|p=4}}}} With the high number of casualties, as of 2015, the wreck is among the top five worst marine disasters in the [[history of Alaska]].{{sfn|Good|2015|p=587}}

{| class="wikitable mw-collapsible mw-collapsed" style="width: 90%; font-size: 86%; margin-left: auto; margin-right: auto; border: none;"
! colspan ="7"| Passengers, casualties, and survivors&nbsp;
|-
! style="width: 10%;"| Group
! style="width: 12%;"| By ethnicity
! style="width: 10%;"| Total aboard
! style="width: 10%;"| Survived
! style="width: 10%;"| Died
! style="width: 10%;"| Survival rate
! Sources and notes
|-
|Crew||Caucasian||21||15||6||71%
|rowspan=6|
*The table is based on the official record published in the [[Seattle Times]]{{sfn|Seattle Times; Sep 27,|1908|p=8}} and Alaskan newspapers,{{sfn|Loy|2008|p=A1}} and may be off plus or minus one person.{{refn|group=note|name=Passengers}}
*Crew members are separated from [[Salmon cannery|cannery]] workers according to the official report{{sfn|Loy|2008|p=A1}} and the published passenger lists.{{sfn|San Francisco Chronicle; Sep 23,|1908|p=2}}{{sfn|San Francisco Call; Sep 24,|1908|p=3}}
|-
|rowspan=4|Passengers
|[[White people|Caucasian]]||11||2||9||18%
|-
|Chinese||69||2||67||3%
|-
|Japanese||33||7||26||21%
|-
|[[Filipinos|Filipino]]||4||1||3||25%
|-
|'''Total'''|| ||138||27||111||20%
|}

=== Investigation ===
As soon as the survivors reached shore, Captain Wagner publicly accused the [[tugboat]] captains of "criminal [[cowardice]]."{{sfn|Lloyd|2001b|p=81}}{{sfn|Seattle Post-Intelligencer; Sep 24,|1908|p=1}}{{sfn|Seattle Times; Sep 24,|1908|p=5}} He alleged that they abandoned the ''Star of Bengal'' in a dangerous situation and ignored her distress lights, thus missing the [[window of opportunity]] before the storm intensified at 8:00&nbsp;a.m. when passengers could have been taken from the ''Star of Bengal'' aboard the tugboats.{{sfn|Seattle Times; Sep 23,|1908|p=4}} Captain Ferrar denied the existence of such a window, as had there been a period of calm sea, Captain Wagner could have evacuated his men ashore.{{sfn|Seattle Star; Oct 8,|1908|p=1}} The case came under federal investigation, and two inspectors started hearings in San Francisco on October 3, 1908.{{sfn|Los Angeles Times; Oct 4,|1908|p=3}}{{sfn|San Francisco Chronicle; Oct 3,|1908|p=1}}

The hearing was initially aimed at assessing the responsibility of the ''Star of Bengal''<nowiki />'s crew.{{sfn|San Francisco Chronicle; Oct 3,|1908|p=1}} Captain Wagner and his [[first mate]], Victor Johansen, were interrogated by the inspectors; both repeated the accusation against the captains of the [[tug]]s.{{sfn|San Francisco Chronicle; Oct 3,|1908|pp=1–2}}{{sfn|San Francisco Chronicle; Oct 3,|1908|p=1}} During the hearing, the [[Alaska Packers' Association]] provided written [[Testimony|testimonies]] of nautical experts that supported the position of the tugs' captains.{{sfn|San Francisco Chronicle; Oct 4,|1908|p=36}} On October 7, Captain Wagner and the first mate filed formal charges of cowardice against the tug captains.{{sfn|San Francisco Call; Oct 7,|1908|p=16}}

Captains Farrar and Hamilton provided their written testimonies,{{sfn|San Francisco Chronicle; Oct 14,|1908|p=7}} insisting that their actions were justified, as after the ''Star of Bengal'' dropped her anchors they were powerless to assist the large ship and responsible to ensure safety of their own vessels and crews.{{sfn|San Francisco Chronicle; Oct 4,|1908|p=36}} After completing repairs, the ''Hattie Gage'' steamed to [[Fort Wrangell]] to seek assistance of a larger ship, the ''Burnside'',{{refn|group=note|name=Burnside}} while the ''Kayak'' went searching for the ''Star of Bengal'', eventually locating the survivors.{{sfn|San Francisco Chronicle; Oct 23,|1908|p=5}} The tugs' crews were summoned to San Francisco to testify on October 23;{{sfn|San Francisco Chronicle; Oct 23,|1908|p=5}} both crews supported their captains' testimonies.{{sfn|San Francisco Chronicle; Oct 27,|1908|p=4}} The hearing of witnesses ended on October 27,{{sfn|San Francisco Chronicle; Oct 27,|1908|p=4}} and the inspectors published their findings on January 27, 1909.{{sfn|San Francisco Chronicle; Jan 27,|1909|p=2}} They exonerated the tugboat captains, stating that there was not sufficient evidence of criminal cowardice.{{sfn|San Francisco Chronicle; Jan 27,|1909|p=2}} Moreover, on April 15, the inspectors revoked Captain Wagner's license, holding him responsible for the loss of life.{{sfn|San Francisco Chronicle; Apr 15,|1909|p=8}} Captain Wagner immediately appealed the decision{{sfn|San Francisco Chronicle; Apr 15,|1909|p=8}} and it was promptly reversed by the supervising inspector as "unsubstantiated."{{sfn|Lloyd|2001b|p=81}}{{sfn|San Francisco Chronicle; Apr 21,|1909|p=18}}

=== Aftermath ===
The wreck of the ''Star of Bengal'' was described as "one of the worst disasters" of the [[West Coast of the United States|Pacific coast]] maritime history.{{sfn|Williams|1908|p=28}} Due to the high number of casualties, as of 2015, the [[shipwreck|wreck]] of the ''Star of Bengal'' remains in the top 5 worst marine disasters in the [[history of Alaska]].{{sfn|Good|2015|p=587}}{{sfn|Gibbs|1997|pp=68–69}} Both, the ship and her cargo were declared a [[total loss]].{{sfn|List of US vessels|1909|p=390}} The cost of the cargo was estimated at $227,000 ($6,000,000{{refn|group=note|name=Money valuation}}),{{sfn|San Francisco Chronicle; Oct 4,|1908|p=36}} bringing the total value of [[Hull (watercraft)|hull]] and cargo to $330,000 ($8,800,000{{refn|group=note|name=Money valuation}}): the largest maritime loss in Alaska waters at the time.{{sfn|Andrews|1916|pp=31–33}} The ship and her cargo was insured by [[Lloyd's of London|Lloyd's]], which limited the losses of the ''[[Alaska Packers' Association]]''.{{sfn|Seattle Post-Intelligencer; Sep 24,|1908|p=2}} The APA made volunteer donations to the families of the lost of more than $16,000 ($425,000{{refn|group=note|name=Money valuation}}) in total,{{sfn|Macarthur|1929|p=93}} which was considered generous at the time.{{sfn|Hylen|1908a|p=7}}

After his license was restored, Captain Wagner continued to command other [[sailing ship|sailing vessels]].{{sfn|McCurdy|1966|p=246}} Captains Farrar and Hamilton were tried by the [[court of public opinion]],{{sfn|Hooper|1908|p=28}} and as of 2001, their role in the wreck remains uncertain.{{sfn|Gibbs|1969|p=91}}{{sfn|Lloyd|2001a|pp=17,22}}{{sfn|Thorstenson|2001|loc=0:25:35}} In 2008, a centennial [[Memorialization|commemoration]] of the wreck was organized in the [[Wrangell Museum]].{{sfn|Loy|2008|p=A1}}

=== Wreckage ===
In later years, numerous attempts have been made by divers to locate the wreckage of the ''Star of Bengal'', but as of 2022, they were unsuccessful.{{sfn|Boyd|2005|p=14}} On 6 May 2022, an eight-person team embarked on the research vessel ''[[RV Endeavor|Endeavor]]'' to find and authenticate the wreckage, as well as to retrieve artifacts. The expedition consisted of both divers and cultural experts, who sought to document the cultural and social significance of the shipwreck.<ref>{{Cite news |last=Smiley |first=Sage |date=9 May 2022 |title=Near Wrangell, the search for a shipwreck that took the lives of Asian cannery workers a hundred years ago |work=KTOO |url=https://www.ktoo.org/2022/05/09/search-for-shipwreck-asian-cannery-workers/ |access-date=28 May 2022}}</ref>

== In fiction ==
=== ''The Cradle of the Deep'' ===
[[File:Cradle-of-the-deep-StarWreck-illustration.jpg|thumb|right|[[Kurt Wiese]]'s illustration of the wrecked ''Star of Bengal'' published in ''The Cradle of the Deep''{{sfn|Lowell|1929|p=103}}]]
In March 1929, Captain Wagner's daughter, [[Joan Lowell]], published a book titled ''The Cradle of the Deep'' purported to be her autobiography.{{sfn|Washington Post; Mar 17,|1929|p=M6}}{{sfn|Rakich|2012|pp=58–60}} In the book, Lowell spends the first 17 years of her life aboard her father's [[schooner]], the ''[[Minnie A. Caine]]'', [[barefoot]] and surrounded by the all-male crew.{{sfn|Washington Post; Mar 17,|1929|p=M6}}{{sfn|Ford|1929b|p=C11}}{{sfn|Colby|2008|p=E20}} Initially, ''The Cradle of the Deep'' received multiple positive reviews from different sources,{{sfn|Rakich|2012|pp=68–69}} including ''[[The Washington Post]]'',{{sfn|Washington Post; Mar 17,|1929|p=M6}} ''[[Time (magazine)|Time]]'',{{sfn|Time; Mar 18,|1929|p=52}} ''[[Life (magazine)|Life]]'',{{sfn|Githens|1929|p=28}} and the ''[[Los Angeles Times]]''.{{sfn|Ford|1929b|p=C11}}

The book soon became a bestseller,{{sfn|Colby|2008|p=E20}} topping the non-fiction category of [[The New York Times Best Seller list]].{{sfn|Los Angeles Times; Apr 14,|1929|p=20}} Even though it was quickly exposed as a [[hoax]],{{sfn|Colby|2008|p=E20}}{{sfn|Rakich|2012|pp=69–70}}{{sfn|Time; Apr 15,|1929|p=38}} the subsequent literary scandal and the media frenzy propelled ''The Cradle of the Deep'' into its fiction category,{{sfn|Rakich|2012|pp=73,76}} and ''The Cradle of the Deep'' finished 1929 as the third best-selling book of the year.{{sfn|Tebbel|1978|p=697}}

In chapter 11 of ''The Cradle of the Deep'', Lowell gives her account of the ''Star of Bengal''<nowiki />'s wreck, which is loosely based on the stories she heard from her father.{{sfn|Lloyd|2001b|pp=78,80}} In the book, ominous signs foreshadow the wreck,{{sfn|Lowell|1929|pp=105–107}} and the full responsibility of the disaster is placed on the shoulders of the [[tugboat]] captains,{{sfn|Gibbs|1969|p=91}} who mishandle their drunken and inexperienced crews, become "panic-stricken," and flee the scene.{{sfn|Lowell|1929|pp=107–109}} Furthermore, the tug captains commit other acts "beyond human comprehension," including burning the [[corpse]]s of the Chinese passengers "like rubbish" on [[Coronation Island (Alaska)|Coronation Island]], and salvaging the food from the ''Star of Bengal''<nowiki />'s hold that was mixed with the dead men and selling the cooked mixture to [[Eskimo]]s.{{sfn|Lowell|1929|pp=116–117}}

Inspired by the scandal, humorist [[Corey Ford]] published a [[parody]] on Lowell's book titled ''Salt Water Taffy; or, Twenty thousand leagues away from the sea; the almost incredible autobiography of Capt. Ezra Triplett's seafaring daughter, by June Triplett'',{{sfn|Rakich|2012|p=73}} which also became a bestseller.{{sfn|Rakich|2012|p=75}} In his book, Ford exaggerates the most grotesque details of ''The Cradle of the Deep'', thus demonstrating the fraudulent nature of the "autobiography."{{sfn|Rakich|2012|p=74}} Chapter 6 of ''Salt Water Taffy'', which mimics chapter 11 of ''The Cradle of the Deep'', Ford ridicules Lowell's devotion to the maritime omens that allegedly preceded the ''Star of Bengal''<nowiki />'s last voyage{{sfn|Ford|1929a|p=97}} and the portrayal of her father as an infallible captain.{{sfn|Ford|1929a|pp=91, 96}}

=== Broadway play === 
In 1929, [[Joan Lowell]]'s husband, [[Thompson Buchanan]], wrote a play titled ''Star of Bengal'', which is set on the ship.{{sfn|Parker|1933|p=315}} The play was produced by [[Christopher Morley]] and opened in late September, starring [[Charles Starrett]], [[Joan Lowell]], and [[William P. Carleton]].{{sfn|Bordman|1995|pp=390–391}}{{sfn|Chicago Sunday Tribune; Sep 29,|1929|pp=5–7}}{{sfn|Brooklyn Daily Eagle; Sep 25,|1929|p=23}} This "consciously superannuated" [[melodrama]] features a love affair between the captain's daughter (Lowell) and a sailor (Starrett) that leads to their [[elopement]].{{sfn|Bordman|1995|p=391}} The runaways are caught, and the captain (Carleton) is about to hang the sailor; however, upon learning that his daughter is pregnant, the captain turns magnanimous.{{sfn|Bordman|1995|p=391}} The play lasted only until November and was generally regarded as unsuccessful. Its failure was rumored to be a contributing factor in Buchanan's and Lowell's subsequent divorce.{{sfn|Chicago Sunday Tribune; Nov 10,|1929|p=25}}{{sfn|Pollock|1929|p=25}}{{sfn|Donaghey|1929|pp=1–7}}

== See also ==
{{Portal|Transport}}
* [[Lists of shipwrecks]]

== Notes ==
{{reflist|group=note}}

== References ==
{{reflist|21em}}

== Literature cited ==
{{refbegin|30em|indent=yes}}
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*{{citation|first=Gerald Martin|last=Bordman|date=1995|publisher=[[Oxford University Press]]|location=New York|title=American theatre: a chronicle of comedy and drama, 1914–1930|isbn=0195090780|lccn=94013842|oclc=30356203}}
*{{citation|first=Ellsworth|last=Boyd|date=March 1, 2005|work=Sport Diver|publisher=[[World Publications]]|location=[[Winter Park, Florida|Winter Park]]|title=The Elusive Star of Bengal|pages=14|volume=13|issue=2|issn=1077-985X|lccn=sn94000644|oclc=30948684}}
*{{citation|first=Henry W.|last=Clark|date=1930|publisher=[[Macmillan Publishers|Macmillan Company]]|location=New York|title=History of Alaska|edition=1st|lccn=30009232|oclc=480062}}
*{{citation|first=Anne|last=Colby|date=March 14, 2008|access-date=October 8, 2020|work=[[Los Angeles Times]]|location=Los Angeles|title=Meet the grandmother of memoir fabricators: Discredited author Margaret Seltzer could learn from her spunky literary predecessor|pages=E20|url=https://www.latimes.com/archives/la-xpm-2008-mar-14-et-cradle14-story.html|issn=0458-3035|lccn=sn81004356|oclc=3638237}}
*{{citation|first=Alexander J.|last=Dickie|editor-first=F. M.|editor-last=Dickie|date=March 10, 1916|work=[[Pacific Marine Review]]|publisher=James S. Hines|location=San Francisco|title=The Story of Alaska|pages=31–52|volume=13|issue=3|lccn=ca08001872|oclc=2449383}}
*{{citation|first=Frederick|last=Donaghey|date=October 6, 1929|access-date=October 8, 2020|work=[[Chicago Tribune|Chicago Sunday Tribune]]|publisher=[[Tribune Media|Tribune Company]]|location=Chicago|title=This and That Thing About the Theater|pages=1–7|volume=LXXXVIII|issue=40|url=https://www.newspapers.com/image/195601659|url-access=subscription|issn=1085-6706|lccn=sn84031492|oclc=1554151}}
*{{citation|first=William Armstrong|last=Fairburn|author-link=William Armstrong Fairburn|editor-first=Ethel M.|editor-last=Ritchie|date=1945|publisher=Fairburn Marine Educational Foundation|location=[[Center Lovell, Maine|Center Lovell]]|title=Merchant sail|volume=4|lccn=57002887|oclc=1452649}}
*{{citation|first=Corey|last=Ford|author-link=Corey Ford|date=1929a|publisher=[[G. P. Putnam's Sons]]|location=New York|title=Salt water taffy, or, Twenty thousand leagues away from the sea: the almost incredible autobiography of Capt. Ezra Triplett's seafaring daughter|lccn=29012707|oclc=1705293}}
*{{citation|first=Thomas F.|last=Ford|date=March 24, 1929b|work=[[Los Angeles Times]]|location=Los Angeles|title=Sailor Girl's Tale Spun: Joan Lowell, Lass Who Sailed Before Mast, Relates Life Story in Lively Book|pages=С11|issn=0458-3035|lccn=sn81004356|oclc=3638237}}
*{{citation|first=Jim|last=Gibbs|date=1969|publisher=Superior Publishing Company|location=Seattle|title=Pacific square-riggers: pictorial history of the great windships of yesteryear|edition=1st|lccn=70087804|oclc=53233}}
*{{citation|first=Jim|last=Gibbs|date=1997|publisher=[[Schiffer Publishing]]|location=[[Atglen, Pennsylvania|Atglen]]|title=Alaskan maritime|series=Schiffer history book|isbn=0764300350|lccn=97080089|oclc=38294528}}
*{{citation|first=Perry|last=Githens|editor-first=Edward Kramer|editor-last=Thompson|editor-link=Edward Kramer Thompson|date=March 22, 1929|magazine=[[Life (magazine)|Life]]|publisher=[[Time Inc.]]|location=Chicago|title=The New Books|pages=28|volume=93|issue=2420|issn=0024-3019|lccn=sf89099014|oclc=5391019}}
*{{citation|first=Warren|last=Good|date=2015|publisher=Warren Good|location=[[Palm Coast, Florida|Palm Coast]]|title=Alaska shipwrecks: 1750–2010|oclc=905614748}}
*{{citation|first=Cornelius|last=Hanford|author-link=Cornelius H. Hanford|date=1924|publisher=Pioneer Historical Publishing Company|location=[[Chicago]]|title=Seattle and Environs 1852-1924|volume=1|oclc=3494902}}
*{{citation|first=Louise Brinck|last=Harrington|date=June 1, 1996|work=Alaskan Southeaster Magazine|publisher=McPhee Publications|location=[[Douglas, Juneau|Douglas]]|title=The Wreck of the Star of Bengal|volume=6|issue=6|oclc=31110280}}
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*{{citation|first=R. B.|last=Hooper|editor-first=H. B.|editor-last=Jayne|date=October 15, 1908|work=[[Pacific Marine Review]]|publisher=James S. Hines|location=San Francisco|title=Star of Bengal, Loss of – Allegations of Cowardice|pages=28|volume=V|issue=10|lccn=ca08001872|oclc=2449383}}
*{{citation|first=I. N.|last=Hylen|date=1908b|work=Proceedings of the 13th Annual Convention of the International Seamen's Union of America|publisher=[[International Seamen's Union|International Seamen's Union of America]]|location=Boston|title=Vice-President Hylen's report|pages=54–56|issue=13|lccn=ca12001258|oclc=25480925}}
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*{{citation|first=Steve K.|last=Lloyd|date=September 1, 2001a|work=The Sea Chest: Journal of the Puget Sound Maritime Historical Society|publisher=[[Puget Sound Maritime Historical Society]]|location=Seattle|title=The Wreck of the Bark ''Star of Bengal'', Part I of II|pages=17–26|volume=35|issue=1|issn=0582-3471|lccn=sn79009771|oclc=2955748}}
*{{citation|first=Steve K.|last=Lloyd|date=December 1, 2001b|work=The Sea Chest: Journal of the Puget Sound Maritime Historical Society|publisher=[[Puget Sound Maritime Historical Society]]|location=Seattle|title=The Wreck of the Bark ''Star of Bengal'', Part II, concluded|pages=77–85|volume=35|issue=2|issn=0582-3471|lccn=sn79009771|oclc=2955748}}
*{{citation|first=Joan|last=Lowell|author-link=Joan Lowell|date=1929|publisher=[[Simon & Schuster|Simon and Schuster]]|location=New York|title=The Cradle of the Deep|lccn=29007122|oclc=486498}}
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*{{citation|first=Ralph D.|last=Williams|date=October 1, 1908|work=Marine Review|publisher=[[Penton (company)|Penton Publishing Company]]|location=[[Cleveland]]|title=Pacific Coast Notes|pages=28|volume=38|issue=14|lccn=40007286|oclc=7166494}}}}
{{refend}}

== External links ==
{{Commons category|Star of Bengal (ship, 1874)}}
* [http://www.bruzelius.info/Nautica/Ships/Merchant/Sail/S/Star_of_Bengal(1874).html Partial registry of the ''Star of Bengal''<nowiki />'s voyages]
* [http://wrecksite.eu/wreck.aspx?166656 The ''Star of Bengal'' in the wreck registry]

{{1908 shipwrecks}}

{{Wenard Attribution}}

[[Category:Individual sailing vessels]]
[[Category:1874 ships]]
[[Category:Tall ships of the United States]]
[[Category:Merchant ships of the United Kingdom]]
[[Category:Merchant ships of the United States]]
[[Category:Barques]]
[[Category:Three-masted ships]]
[[Category:Ships built in Belfast]]
[[Category:Maritime incidents in 1908]]
[[category:Shipwrecks of the Alaska coast]]
[[category:Windjammers]]
[[category:Ships of the Star Line]]

Pages transcluded onto the current version of this page (help):

Advance (1884) (edit)
City of Medicine Hat (sternwheeler) (edit)
Ellen (1883) (edit)
Emily Reed (ship) (edit)
Favorite (steamboat) (edit)
HMS Attentive (1904) (edit)
HMS Berwick (1902) (edit)
HMS Gala (edit)
HMS Gladiator (1896) (edit)
HMS Hero (1885) (edit)
HMS Irresistible (1898) (edit)
HMS Revenge (1892) (edit)
HMS Ribble (1904) (edit)
HMS Tiger (1900) (edit)
HMS Vengeance (1899) (edit)
Japanese cruiser Matsushima (edit)
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RMS Etruria (edit)
Russian cruiser Oleg (edit)
SS Aeon (1905) (edit)
SS Derwent (1888) (edit)
SS Dunearn (edit)
SS Finland (1902) (edit)
SS Hebble (1891) (edit)
SS Mataafa (edit)
SS Saint Paul (1895) (edit)
SS Sangola (edit)
SS Sardinia (1888) (edit)
SS Yarmouth (1903) (edit)
USS Mayflower (PY-1) (edit)
USS Monongahela (1862) (edit)
USS Yankee (1892) (edit)
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