MYSTERY OF THE SCHOONER VIRGO REGINA

By T. Clement Robison

Mystery surrounds the reappearance of the Schooner Virgo Regina after being lost at sea for over a year. Mysterious still is the whereabouts of the crew and the Spanish treasure on board the ship when lost. There is little evidence available to help solve these mysteries. The reader is invited to join the author in speculating as to a theory behind the abandonment of the ship, the fate of its crew and the location of the missing treasure. Take a Dramamine and then come aboard for a sailing adventure of a life time.

• Language: English
• Publisher: Xlibris US
• Release date: May 21, 2024
• ISBN: 9798369422076

T. Clement Robison

Award winning author T. Clement Robison is a retired attorney. He lives with his wife on the beach in South Carolina. You can view and purchase his other works at: www.tcrobison.com

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PROLOGUE

I must disclose right up front I do not possess first-hand knowledge of the events of which you are about to read. The story as told here is derived from several limited sources. Among them are the ship’s log, eye witness statements, personal journals, the transcripts of the salvage hearing and the official investigation of the Nautical Court’s Board of Inquiry. Additionally, many of the map coordinates stated in the story are based on the ship’s log. Others have been approximated.

Admittedly, it was necessary for me to interject speculation as to the contents of most of the conversations you will find in the story. Due to the limited sources alluded to earlier, I was required to develop, as fully as possible, a more complete logical narration. All dialog spoken in a foreign language has been translated into English for the benefit of the reader to the best of my ability. Your indulgence is requested.

Along with the facts, I have attempted to document several theories proposed by credible— and some not so credible— sources. In any case, I have included as much information in those theories as possible based, again, on the limited sources available.

Lastly, I have used the modern-day names of the islands and seaports so the reader might more easily track the voyages of the schooner Virgo Regina throughout the story.

T. Clement Robison 2024

CHAPTER ONE

The keel of the Virgo Regina was laid at the Clarence Mortimer shipyard in Medford, Massachusetts on April 1, 1872. It was one of the last ships built at the yard which closed on December 12, 1873.

Medford was famous for two things, distilling rum, and shipbuilding. With alcohol spirits available in abundance among the hundreds of carpenters, caulkers, joiners, and the many apprentices working in the yard, it was difficult to keep the workmen from imbibing on a regular basis. This occurred even though standard pay was only two dollars a day. Arguments and fistfights were common occurrences among the workers and distracted many from the tasks at hand.

The yard was a noisy and smelly place to work. Axes and saws cut the timber and heavy mauls drove the spikes. Orders and directions were shouted out by the foremen and workers alike. Tar, tallow, and pitch kettles boiled over wood fires. The stench carried for miles on salty air currents. Teams of horses pulling sleds brought oak and pine timbers to the docks in the upper Merrimac region where they were floated down the Middlesex Canal to the yard located on the bank of the Mystic River.

The river had the necessary depth at high tide to easily launch ships. The location had the available land and workmen, making it ideal for shipbuilding. Five dozen workmen could build a ship in as little as six months. And so, on September 15, 1872 the chock blocks were knocked away and the Virgo Regina slid effortlessly into the blackish water. As was the custom, school children were let out of class so they could join their parents in watching what was considered a festive event.

The Virgo Regina was a sleek ship. Classified as a top sail schooner. It carried three masts. The foremast was rigged with a square top sail. The main and mizzenmasts could carry not only the main sail and the mizzen sail but also a gaff top sail along with a ringtail sail. A top gallant sail could be added to the foremast which gave the ship the sub-classification of a brigantine.

With their unique type of sails and streamline hulls, schooners were fast ships as well. The shape of its sails allowed the ship to catch more wind—being able to angle the sails allowed for more maneuverability. They were an economical ship to operate. Because their fore sails could be hoisted from the deck, smaller crews were needed to sail them.

Brigantines were versatile and could be used for many purposes. However, their primary purposes were for hauling cargo and transporting passengers. In many cases, these fast ships were ideal for transporting perishables such as fruits and vegetables. Many schooners were used as fishing vessels primarily along the eastern seaboard because of their ease of handling and maneuverability in bays and inlets. The size of their crews would vary depending on the purpose for which the ships were used. However, rarely was there room for more than a dozen crew members. They were stable ships, not only in coastal waters, but also in the open sea.

How the Virgo Regina, which translates into English as the Virgin Queen, got its name remains a mystery. Some believe it is based on the fact that Clarence Mortimer was a wealthy man who, along with his wife, lived in a large mansion on a high hill near the town. Clarence’s wife, Sarah—originally from the State of Virginia—conducted herself like royalty refusing to associate with the other townspeople. She boasted her circle of friends were from New York City, Boston, and Washington D.C., where she visited on many occasions. She also claimed, more than once, to be a descendant of British royalty.

The ship was sold to the Mid-Atlantic Shipping Company with offices in New York City. The company intended to use the ship primarily to transport goods and passengers from ports along the East Coast of the United States to Havana, Cuba, San Juan, Puerto Rico, Montego Bay Jamaica, and other ports in the Caribbean.

It soon became necessary to hire a captain and crew and that was when the trouble began. It seemed an easy task. There were plenty of able sea captains available in New England as were seasoned crews. But Rupert Stone, the President of Mid-Atlantic Shipping, wanted one particular captain. An argument ensued between Stone and his director of personnel, Lyle Albertson.

Stone and Albertson had been schoolmates. When Stone inherited the shipping company from his father, he gave his old friend a position. Although friends, the two quarreled a great deal about most everything. Their wives were good friends as well and got a great deal of humor out of watching their husbands argue. Nevertheless, the four of them spent nearly every Sunday together at one another’s home enjoying evenings meals and an occasional game of Whist.

Stone wanted to hire Murdock Bass and Albertson was dead set against it.

What is your objection to hiring Bass? Stone demanded to know.

You know as well as I do, Albertson shouted back.

If you’re talking about that incident that happened off Barbados two years ago, Bass was cleared by a board of inquiry.

He wasn’t cleared. The board concluded there wasn’t enough evidence to make a final determination. There wasn’t enough evidence because Bass threatened to kill any witness who testified against him.

Oh, there was no proof of that. It was all speculation and rumor, Stone replied.

It wasn’t speculation. I personally spoke to two members of Bass’s crew who confirmed the threats, Albertson angrily replied.

"It is common knowledge there are always hard feelings between members of a ship’s crew and the captain. They don’t like it when the captain makes them work harder than they want. They are a lazy lot. And that is the reason I want Bass as the captain of the Virgo Regina. If we are going to make any profit off that ship, we need to transport goods and passengers from the mainland to the islands as quickly as possible. Especially during the winter months when the demand is the greatest."

What about Bass’s temper? He has gone to jail on more than one occasion for street brawling. He’s even put a couple of people in the hospital.

"I can’t deny he is a ruffian but he only gets in fights when he has been drinking. I’ll have a talk with him and make sure he understands he needs to stay out of trouble. There won’t be anything to drink on the Virgo Regina. I’ll make sure of that."

Maybe not on the boat but what about the ports? Albertson quipped.

I’ll warn Bass if he gets into any trouble in any of the ports, I’ll dock his pay. Sea captains are motivated by money, that will get his attention Stone replied.

Albertson could see his boss’s mind was made up. He had stated his objections and the company would now have to live with the consequences of Stone’s decision.

Two weeks later Bass was standing before Stone in the president’s office. He was a hulk of a man. His six foot two, two-hundred-and-fifty-pound frame was imposing. His steel blue eyes and heavy brow gave his face a stern appearance. His long salt and pepper hair was tied behind his head in a ponytail. His huge hands were callused and his fingers were gnarled. He rarely smiled but when he did the absence of one of his front teeth was evident.

Murdock Bass was a study in contrasts. His father had been a Presbyterian minister. His mother was a school teacher. He had grown up educated in not only the Bible but also mathematics, history, geography, and languages. His father wanted him to become a minister as well, while his mother wanted him to go into engineering. His mother’s influence helped to get him admitted into Pennsylvania State University where he only stayed for two years. His need for a more adventurous life led him to the sea where he signed on as an apprentice seaman, but he quickly worked his way up until he was captain of his own ship at age thirty.

"You understand what I’m saying to you, Bass? There is not to be any problems aboard the Virgo Regina. You keep the crew busy with their duties so they won’t have time to misbehave. And you behave yourself as well. That means no drinking. If you get into any trouble, I’ll dock your pay.

I’m hiring you because I need a firm hand at the helm. The ship needs to make as many voyages in its first two years for the company to make a decent return on its investment, Stone scolded.

There won’t be any trouble from me but I can’t vouch for the crew. There is always a troublemaker or two on board who are lazy and slow to follow orders, Bass replied.

Mr. Albertson will interview every crew member and clear each one before we sign them on. After that, it is up to you to make sure they do what they are told. It is already the end of October. I want the ship to be ready to take on provisions and cargo no later than the middle of November. It needs to be in southern waters before winter. The ship is moored at number twelve berth in the city’s east harbor. Once you leave New York, your home port will be Charleston, South Carolina.

Bass left the office pleased to be once again the skipper of a fast ship. He hired a carriage to take him to the harbor. When he arrived at berth twelve, he stood for several minutes and gazed at the beautiful ship rocking majestically in cadence with the rolling waves. Although rigged slightly differently than the two masted schooners he was used to sailing, he knew he could quickly learn the names of the additional sails and rigging.

The crew was quickly vetted and hired. The first mate and ship’s navigator, was a slim man with wide shoulders and a firm jaw. His name was James MacPherson. He answered to the nickname of Scottie. He had the reputation of being a friendly mate but could be firm with a crew when necessary. He had twelve years of sailing experience. Four of those years were served as first mate. His easy demeanor was the main reason he had never been given a command of his own, though he possessed a captain’s certificate. Nevertheless, he was a skilled navigator and was in high demand.

Reportedly, although difficult to confirm, he and one other crew member were the only survivors of a ship that sank off the Falkland Islands The two men drifted in a small boat for twenty days before being picked up by a fishing boat just off the coast of Mar del Plata, Argentina.

MacPherson testified at the board of inquiry that the ship was struck by a whale causing the forward portion of the hull to collapse. The four other crew members, along with the captain, were trapped below decks as the ship quickly took on water, rolled on its side and slipped beneath the waves in a matter of minutes. He and the one other surviving member of the crew were on deck at the time and were able to abandon ship seconds before it sank.

Bass eyed each of the crew members as they came aboard. He had not been involved in their hiring which bothered him greatly. There were eight in all, including the first mate. He wondered which of them would be the first to cause trouble. Subsequently, Bass barked out orders to MacPherson who relayed them to the crew. Provisions were loaded in short order. Mooring lines were cast off. Sails were hoisted and the halyard lines were made fast. The sheet lines were manned, trimming the sails.

The cloudy gray skies of November hung heavy as the ship was maneuvered out into the middle of the Hudson River. The fore stay sail, the jib and the jib top sail were unfurled and the soft breeze carried the ship out into the New York Bay which emptied directly into the Atlantic Ocean. The graceful schooner sailed effortlessly past the city and out into the open water where the crew was ordered to unfurl the fore sail, main sail, and mizzen sail. The sleek ship quickly came up on the wind and raced southward.

Captain Bass took the wheel. He was anxious to see how well the ship answered the helm. He steered it through several course changes and was impressed by how well she handled. It was then MacPherson’s turn. He did the same maneuvers and was likewise impressed. Each member of the crew then followed. It was necessary for every one of them to know how to steer the ship and read the compass. They would all be required to do so when it was their turn to take the watch.

Their course was set mostly by the compass but it would also be necessary for MacPherson to take a sighting at noon using the position of the sun and the horizon and at midnight using the stars to keep her on course.

The ship would sail from New York to Charleston where it would take on cargo of cotton, wool, and cottonseed oil. It would then sail directly to Havana, Cuba.

With no cargo to worry about, the crew would have little to do on the maiden voyage to Charleston. To keep them busy Bass involved them in drills designed to make them knowledgeable of the ship’s sails and riggings. Several men would be sent aloft to either take in the top sail and top gallant sail or unfurl them. Bass timed these drills in order to know how quickly the crew could respond to any emergency.

There were two long boats on board. The crew was required to deploy them and bring them back aboard as quickly as possible. Bass reminded them their lives may depend upon their efficiency and quickness in performing these maneuvers. MacPherson had a special interest in making sure these drills were performed properly.

The crew’s quarters in the forward area of the ship below the fo’c’sle deck were small but adequate. Narrow bunks attached to the bulk heads on each side of the ship were provided for sleeping. Sea bags which contained personal items of clothing and toiletries hung from pegs at the foot of each bunk. Down the center of the room was a long table with benches on each side. Meals, prepared in a small nearby galley, would be served to the crew by the ship’s cook or galley steward.

The center of the hull was used for cargo. Two hatches in the deck above could be opened so bulky items could be lowered into the hold using a boom.

The aft section of the ship contained the officers’ quarters, the largest of which was reserved for the captain. It was customary for the officers to take their meals in the captain’s cabin but on special occasions the captain might join the passengers for their evening meals. Two staircases, one forward and one aft, led to the main deck above.

Four small cabins which could be rented by passengers for long or short voyages were located on the main deck. A central area containing a table and eight chairs was used by the passengers for dining. The price of their passage included two meals a day.

The watches were set and the officers and crew quickly settled into a routine. Bass spent a great deal of time at the helm while MacPherson kept the crew busy adding or trimming sails depending on the strength of the wind.

The jibs billowed in the stiff breeze. When the square fore top sail and the top gallant were unfurled, the sleek ship cut through the waves at over eight knots. With a strong wind blowing out of Canada, it was an easy sail south.

The speed of the ship would be nearly cut in half once it crossed the thirty-sixth northern longitude near North Carolina and began bucking the Gulf Stream. The four-mile-an-hour current flowed north out of the Gulf of Mexico through the Florida Straits and up along the eastern seaboard until it turned east toward northern Europe. Once the ship set sail from Charleston it would cross the Gulf Stream on its way to Cuba.

After three days at sea Charleston Harbor lay off the starboard beam. Rupert Stone had allowed only two days for the ship to take on its cargo and set sail for Havana. He would not tolerate delays except for inclement weather and then only a strong storm in the Caribbean would be accepted as a reason for any delay.

The crew worked quickly and after only a day and a half all cargo was secured below and the hatches were battened. The ship would sail on the morning tide.

Bass had resisted the urge to go ashore. He issued orders that none of the crew was allowed to leave the boat. This caused some grumbling but the entire crew complied. Bass was taking no chances one or more members of the crew would get into mischief or cause any delay.

CHAPTER TWO

Bass wasn’t told until after the ship was moored at the Charleston dock that a passenger would be joining the voyage. Cabin number one was made ready. Several pieces of luggage preceded the passenger aboard on a fog-shrouded November morning. Bass was preparing to give the order to cast off all lines when a carriage stopped at the base of the gangplank. The door to the carriage was opened and a figure emerged. He was tall and slender with a dark complexion. His face was framed with a well-trimmed beard, sideburns, and moustache. Bass stood at the top of the gangway impatiently waiting for the passenger to board.

Sergio Miguel Garcia didn’t appear to be in any hurry. He talked for several minutes to another passenger who remained in the coach. Only after Bass gave the order to cast off the bow lines did Garcia slowly climb the plank and board the ship. By then Bass had left his position to take the helm leaving the on-board greetings to his first mate.

Senor Garcia, welcome aboard. I am James MacPherson. I am the first mate. If you follow me, I will show you to your quarters.

Garcia responded to the invitation by bowing slightly and gesturing with his hand for MacPherson to go first. As they walked, the first mate directed two members of the crew to pick up the luggage and follow them. Once the passenger was settled in his cabin, MacPherson left him to unpack and joined the captain at the wheel.

He’s a quiet one, he is. Didn’t say a word, MacPherson remarked as he stood next to Bass.

Let’s just hope he stays quiet for the entire voyage, the captain responded.

Do we know anything about him?

Only that he booked passage at the last moment. He’s only traveling with us until we dock at Havana. Then we will be rid of him, Bass replied.

Will we be taking on any passengers in Cuba, Captain?

Won’t know until we get there. I don’t mind lugging cargo around but I don’t like dealing with passengers. They are alright for the first couple of days but then they get bored and start demanding things.

I don’t think that will happened with Garcia. I noticed he brought several books aboard. I’ll bet he stays in his cabin and reads for the entire voyage, MacPherson responded.

It was just after the bell rang for the first Dog Watch when there was a knock on the door of the captain’s cabin.

Enter.

Bass looked up from the charts he was studying to see an older man standing in the hatchway. He wore a wool knitted cap on his head and a stained apron around his ample waist.

Yes, Cookie, what is it?

It’s the passenger sir.

What about him?

He’s asked that he take his meals in his cabin, the cook replied.

I knew it. Not even one day out and already he’s making demands. What did you tell him? Bass asked.

I said it was a bit irregular. Passengers usually take their meals in the dining area and then he says to me, since he was the only passenger, it shouldn’t be a problem. Then I said to him I would have to check with the captain to see if it was alright.

I guess I don’t care. It’s only a few more steps for you or the steward.

Yes, sir, the cook replied and then left the cabin.

Bass didn’t like giving special treatment to the passengers but he really didn’t have any good reason for denying the request. Except for a few minutes on a couple of evenings, Sergio Miguel Garcia would not be seen outside of his cabin for the entire trip.

For one full day after the ship left the port of Charleston it sailed due south. At noon on the second day Bass steered the vessel south by east and then directly east. The fully rigged sails took advantage of the strong northernly winds pushing the ship across the Gulf Stream with little difficulty.

Having cleared the Florida Keys, the ship was only one day out of the Havana harbor when MacPherson came to the captain with another request from the passenger.

What is it he wants now? Bass asked.

Mr. Garcia is requesting that he be allowed to disembark at the Port of Martel.

Martel! He knew when he booked passage the only port we were bound for was Havana. Martel is further down the western coast of Cuba. We would have to go out of our way to stop there. Did he give a reason for his request?

No, sir. But he did offer to compensate us well for the inconvenience if you granted his request, the first mate replied.

I wonder want he thinks would be sufficient compensation?

Well, sir, he mentioned an amount of one thousand dollars.

That a generous offer but it’s out of the question. We are on a tight schedule. We can only take one day to unload the cargo and another day to take on new cargo before setting sail for Jamaica. It would take an extra day to sail to Martel and then back to Havana. Tell him his request is denied.

Yes, sir, MacPherson replied and left the cabin.

Bass thought that was the last he would hear of the passenger’s request. Nevertheless, later that evening there was a knock on the captain’s cabin door.

Enter.

The door swung open and Sergio Garcia entered the cabin. Good evening, Captain.

Good evening, Senor Garcia. To what do I owe the pleasure of this visit?

Your first mate has informed me of your decision not to allow me to leave the ship at the Port of Martel.

Did he tell you the reason for my decision?

"Yes, he said your schedule would not permit it. I would like you to reconsider that decision. I am prepared to pay you well for any inconvenience