The Indiana Steamer Hubbub

The SS "State of Indiana" was a steamship built in 1874 by Thomas Wingate & Company in Glasgow, Scotland.  Here is a more detailed description taken from another source:

The State of Indiana, was built by Messrs. Thomas Wingate and Co., at Whiteinch, Glasgow, for the State Line, to be employed in the trade between Glasgow and New York. She was launched with all her machinery on board, and completely fitted for sea, on Aug. 27, 1874, made a trial trip on Sept. 2, and sailed from Glasgow for New York, via Larne, Belfast, on the 5th, with a full cargo of goods and a large number of passengers.

The hull was 330 ft in length, 36 ft. in breadth, and 28½ ft. in depth, with a burden of 2528 tons gross register, and was propelled by a pair of compound surface condensing engines, of 400-horse power nominal, indicating about 2000-horse power effective. She was built under special survey, and was classed A 100, the highest description of the first class in the Lloyd's registry. In addition to a large cargo capacity, accommodation was provided for 80 first-class cabin, 30 second-class cabin, and 500 third-class or steerage passengers, besides the 109 crew members, including the officers. The cabin saloon was unusually spacious, and was elegantly fitted up, with large mirrors, a piano, and a library. Abundant light and ventilation was supplied by means of a large oval well in the centre, in addition to the usual side lights. The ladies' cabin opened off the saloon, and was very tastefully furnished in blue velvet, with decorations of white enamel and gold. There was also a large circular boudoir on deck for the exclusive use of the ladies, with large plate-glass windows, shaded with blue silk hangings and floored with encaustic tiles. From this apartment a private staircase lead to a promenade deck.

There was a commodious smoking-room for gentlemen, with large windows and tiled floor. Adjoining the saloon was the chief steward's pantry, which was of extra large size, with all convenient fittings. Electric wires were led from the saloons and staterooms to that apartment; and it was in communication with the galley above by means of hoists. The staterooms were entirely separate from the saloon. They were spacious, well lighted, ventilated, and beautifully painted with white enamel and gold. Comfortable, well arranged baths and other conveniences were in that part of the vessel. The second cabins were roomy apartments, comfortably furnished as parlour and bedroom.

The steerage accommodations were unsurpassed. Separate compartments were provided for single men, for married couples and families, and for single women. Cleanliness and good ventilation prevailed throughout, and in cold weather the entire ship was heated by steam. The captain's apartments, and also those of the officers of the ship, were amidships. The forecastle presented a special feature, being semicircular, with twelve doors leading by staircases to the tweendecks, the quarters of the sailors and firemen. It also formed a shelter in bad weather. Immediately over the captain's and officers' rooms were the bridges and charthouse, from which telegraphic communication was arranged with the engine department and wheelhouse, controlling all the movements of the ship.

Besides the usual donkey engines and steam-winches there were independent steam engines for steering, hoisting ashes, or working the anchors, so as to reduce manual labour. There were numerous life-boats raised on platforms to allow passengers to walk under them, and fitted with the approved patent lowering apparatus.

The State of Indiana was the fourth vessel Messrs. Thomas Wingate and Co. built for the State Line, which then consisted of nine ships, the others having been built by the London and Glasgow Engineering and Ship-Building Company of Glasgow. Six of the vessels were similar in size, power, and style to the State of Indiana. They constituted the line to New York, and sailed regularly every Friday from Glasgow, calling at the railway wharf at Larne, near Belfast, on Saturday morning, to take on board goods and passengers. The ships sailed on the return voyage from New York every Saturday; they called at Larne to land passengers for Ireland and those who wished to avail themselves of the most expeditious route to England without going on to Glasgow. The other three vessels belonging to the company were employed in maintaining a monthly communication between Liverpool and New Orleans. (Illustrated London News, October 17, 1874)

The ship set sail on July 14, 1881, from New York for Glasgow.  On this particular excursion were Washingtonians W. Harvey Gove, Elijah J. Chaffer, and Peyton Cress.  They were on their way to Europe to purchase horses.  A few days into the voyage, there was a major mechanical failure, and the ship was left adrift in the middle of the Atlantic.

This was at a time of no radio signals and no satellite radar, so they were alone.  The ship's crew desperately tried to use the sails to steer the ship towards what they thought was the nearest landmass.  They were completely cut off from the outside world for weeks.  Glasgow had heard nothing from the ship, and family members waiting for its arrival began to panic.  Word reached home that the ship had not arrived, and panic rose stateside.  This was the write-up in The Evening Peorian newspaper on August 6, 1881: 

The relatives and friends of W.H. Gove, E.J. Chaffer and Peyton Cress are very much alarmed for their safety.  It is now twenty-five days since they took passage on the Star Line steamer State of Indiana, at New York, and up to this writing they have not been heard from.  The agent on the Star Line steamers at New York has several times been telegraphed to, but he either does not receive the telegrams or refuses to reply.  Mr. Gove wrote on the eve of starting, stating that seventy-five cabin passengers had registered for the trip out, over fifty being from the state of Illinois.

It turns out, the ship had been spotted by another Steamer, the Sardinian, right around August 1.  The Sardinian attached some heavy cables to the drifting State of Indiana vessel and began a multi-day tow to the nearest landmass, which was Newfoundland.  They arrived there on August 5, 1881.  Undoubtedly, passengers were able to send letters home to ease the minds of worried family after that time.  After eleven days of repairs, the ship set sail again on August 16, 1881, finally reaching Glasgow on August 26, 1881, exactly one month after its expected arrival date.

The State of Indiana failure in July, 1881 served as a prime example of the weakness of single-engine ships and the need for trans-Atlantic communication, both of which would be rectified in the years to come.