1897-1923

Cargo Passenger Liner

Gross Tonnage                                                   3168.8

Net Tonnage                                                      1862

Length                                                               307.7

Beam                                                                 42.2

Depth                                                                24.7

Decks                                                               two

Official Number                                                215771

Construction                                                    steel

The famed German shipyard of Blohm and Voss, who also built the World War II German battleship Bismarck and the Coast Guard training ship Eagle, among others, launched the Coblenz, the ship that was to become the Cuba, from their Hamburg shipyard in 1897. Of steel-web frame construction, Cuba featured eight watertight bulkheads, water ballast tanks, and a double bottom. Three single-end Scotch boilers provided steam. The twin triple expansion engines drove twin propellers with cast iron hubs and detachable bronze blades.

Cuba was a well decked ship, with a combined poop and bridge deck 200 feet long and a forecastle deck 47 feet long. Between these two constructions lay the main cargo hold, or weld. The amidships bridge deck and steering station were open. Most of the passenger accommodations lay aft. By the early 1920's, Cuba featured a high technology wireless radio, electric lights and "certified electrical apparatus "(RAFS 1922) that included auxiliary batteries with some 59 cells.

The Coblenz was in a Philippine port when the United States entered World War I. The vessel was siezed as a war prize and admitted to American Registry under a joint resolution of Congress on May 12, 1917 and was renamed Sachem. After being purchased by the Pacific Mail Steamship Company from the United States Shipping Board, she was rechristened Cuba on May 11, 1920. Little is known of her earlier career under German registry. The following cryptic entries suggest a well maintained vessel (RAFS 1922). The subject of a special survey in March, 1918, the Cuba's shafts s were drawn in February, 1921, and her machinery was surveyed in August, 1922. In 1922, Cuba carried an A1 rating, the second highest possible.

Cuba as Sachem. Photo courtesy of Mike McGarvey.

First placed in service between San Francisco and Havana, Cuba later voyaged between various South American and Mexican ports and San Francisco (Shaw 1985, p 114 and 115). On August 17, 1923, the Cuba left the Panama Canal Zone, stopping briefly at Mazatlan on September 3. By the early morning hours of September 8, Cuba approached the waters of the Santa Barbara Channel. The crew had navigated on dead reckoning for the past three days because of  persistent fog. a lack of spare parts left the ship's radio unrepaired. Capt. J. C. Holland retired for the night, leaving orders for him to be roused if visibility became less than five or six miles and in no case later than 3 AM in order to take soundings.

Second Officer John Rochau did not call the captain, even though he estimated visibility at 4 miles while on watch. When First Officer Wise arrived to take the watch at 4 AM, he immediately awakened the captain. In the words of the radio operator, "The captain was already on the bridge, his shoes merely slipped on, with his suspenders hanging over his hips, and was taking charge of the vessel"(LAT 10 Sep 23). Holland directed an immediate turn to port (west), and at that time the vessel struck rocks about one quarter mile off Point Bennett, San Miguel Island.

Holland ordered reverse engines and the Cuba briefly refloated, but was swung around by the seas and ran onto the rocks stern first, demolishing the propellers. In rough seas, the vessel listed to port, which caused complications in launching the starboard lifeboats, which had to be dragged across the vessel to the port davits.

Captain Holland, the purser, the steward, and eight crew remained aboard to guard the cargo, an important part of which was silver bullion, while the rest of the crew and passengers took to the lifeboats. Consternation and near panic among the second class passengers on the lower deck was handled capably by Stewardess Lottie Brown. While most of the lifeboats reached the beach at Point Bennett, the lifeboat of First Officer Wise voyaged east along the south side of San Miguel Island and entered the Santa Barbara Channel through the San Miguel passage. After a brief encounter with some troublesome whales, Wise and his crewmen hailed the Standard Oil tanker W F Miller, which transported them to San Francisco. Those who had arrived on the beach gave out stories of vessel wreckage and human remains that littered the area. Three lumber schooners known to have wrecked in the immediate vicinity certainly contributed to the wreckage, while the abundant archaeological sites at Point Bennett provided the human skeletons.

Two other lifeboats , one commanded by the luckless Second Officer Rochau, traveled due west, owing to a compass reversal, and by great good fortune encountered the US Navy destroyer Reno in thick fog. These vessels turned to Point Bennett and removed the people on the beach, returning them to San Pedro. The Reno also sent the first radio messages concerning the disaster to the outside world. On September 9, or a few days later, the USS Selfridge reached the wreck and removed the silver bullion, as well as most of the crew that had remained behind. Passengers and bullion eventually reached San Francisco aboard the steamer Venezuela.A court of inquiry later fixed the blame on second officer Rochau, whose license was suspended for 90 days (SBMP September 29, 1923).

The wireless traffic resulting from the notification of authorities about the Cuba's fate has been suggested as a contributing factor to one of the worst peacetime disasters ever suffered by the U.S. Navy, the wrecking of a flotilla near Point Arguello about five hours later. The Naval board of inquiry that investigated this mass wrecking apparently considered the possibility but rejected it.

Captain Holland and six crew members remained with the Cuba until September 14, staying in the fisherman's hut at Point Bennett and removing "money, bullion, passenger's baggage and other valuables" from the stricken ship. Two watchmen were left behind (SBMP, September 15, 1923), but they were evidently not effective, being mentioned later only for selling some deck chairs for $75. Frenzied salvage of borderline legality promptly ensued, keeping the Cuba in the newspapers for several more weeks. Undoubtedly, more salvage occurred then has been recorded; the Cuba rests in an isolated spot, open to every passing ship.

The revenue cutter Vaughn steamed to the wreck with orders to capture all trespassers and seize salvaged items, as Eaton and Lloyd’s representatives debated the legal status of the Cuba and its goods, They eventually struck a deal whereby Eaton was to receive 40 percent of the value of the goods he had removed for his efforts. At the same time, Marcella Dillon was reported to have stripped and sold fittings and goods from the vessel in another unauthorized salvage operation (SBMP, September 30, 1923). Dillon did apparently salvage and sell some material at the dock in Santa Barbara, including "blankets, coats, carpets, rope, electric switches and motors, drug stores, and commissary stores" (LAT, September 19, 1923)

As the dispute was negotiated, "a company of Motion Picture actors [used] the wreck for the past two days for shipwreck pictures" (SBMP, October 2, 1923). The company was from the Thomas Ince Studios of Hollywood (SBMP, September 30, 1923). The result of this filming, or the whereabouts of any resulting footage, is unknown.

Finally, as the vessel listed "40 degrees to port" and began breaking up, Eaton and Lloyd’s struck a deal for the hulk, paying an undisclosed price (SBMP, October 7, 1923). Although Eaton planned to strip machinery from the vessel with divers, no additional salvage occurred, as oil from the wreck hindered operations. Eaton apparently paid $700 for the wreck.

In addition to the salvage related above, the Cuba’s safe and some corner-mount sinks reached the ranch on San Miguel Island. The preceding accounts suggest that as salvage commenced, the most valuable and portable items were taken first understandable behavior in view of the precarious nature of the wreck and its steady disintegration. Much of interest remains on the wreck today.

The wreckage of the Cuba is the most compact and organized of all of the major wrecks in the park. Despite the violent nature of the waters around Point Bennett, the material has remained in place. An impression gained from repeated dives on the wreck is that the Cuba is actually sheltered from heavy seas by a series of shallow reefs which flank the wreck on the north, west, and south, and by Point Bennett on the east and southeast. The immediate vicinity of the wreck is relatively calmer than the surrounding area, although the wreck is usually not approachable. A southern swell, particularly in the summer months, presents a discouraging picture of prospective divers.

Picture of point bennett

The vessel's cutwater is tilted back, at roughly a forth-five degree angle, pointing south. Right in front lies an anchor with attached anchor chain. Two other anchors, one still within a hawse-pipe, can be found in wreckage on the starboard side of the bow. The main deck near the bow has fallen straight down, retaining an anchor winch and related gear.

Proceeding aft, two more large winches can be found amidships in an area near the cargo mast and the main hatch. A fragment of four inch ceramic tiled surface is located here, near fragments of bulkhead or decking all of which suggests relatively finished construction that might be associated with the bridge. Also here is a metal corner wash basin identical to three found at the Lester ranch house on San Miguel Island, perhaps from the forecastle.  Inner aspects of both port and starboard hull side are visible beneath extensive sections of the main deck. Several bitts and empty portholes occur here.

Swimming north, or aft, a diver sees prominent sections of the floors lying beneath two conspicuous single-end Scotch boilers. Immediately aft are the twin triple expansion steam engines, standing upright and reaching within less than ten feet of the surface at low tide. Nearby are fragments of copper wire and paired pump assemblies. Twin propeller shafts, still on bearings, flank the condenser and lead aft to the stern area. There, sections of surfaces tiled in a distinctive octagonal two color ceramic tile, as well as individual tiles, suggest the furnishings of the passenger accommodations. On the starboard side near a piece of hull side, are a smaller single ended Scotch boiler, two separate bronze propeller blades, rudder fragments, and sections of the steering gear.

Throughout the wreckage, bare round holes in hull side fragments proclaim the former locations of portholes. Despite the obvious pillage by brass thieves, much material remains on this turn of the century steamer. Its wild and remote setting in the breakers at Point Bennett, the proliferation of pinnipeds around the wreck, and the beautiful kelp canopy make the Cuba a tremendously impressive dive. Its historical and archeological potential is far greater than the brass artifacts which have lured vandals here in the past.