NEWS BY THE MAIL.

Globe, Volume VI, Issue 626, 21 June 1876, Page 3

NEWS BY THE MAIL.

THE WRECK OF THE STRATHMORE, {Home Heirs ) The official inquiry, ordered by the Board of Trade, into the loss of the emigrant ship Strathmore, on the northernmost rock of the Orozet Islands, far to the south-east of the Cape, on July Ist, 1875, was commenced on May 2nd, at the Greenwich Police Court, before Mr Pattesou, with Captain Beesley and Captain White, R.N, as nautical assessors. Mr Ravenhill appeared for the Board of Trade. Mr Cooper, solicitor, appeared for PJr David Bruce, the managing owner of the ship, and for the representatives of the master, Captain MacDonald, who was lost with the ship. Mr Arthur Joslen, solicitor, of Maidstone, the father of Percy Joslen, who was drowned, and of Spenc.r Joslen, who was saved, watched the case on behalf of his surviving son. Mr Ravenhill stated the circumstances under which the loss of the vessel occurred, and the mode in which the crew was rescued, which did not differ materially from the narratives already published. Ho said the questions for the Court were—(l) What was the conduct of the captain and officers'? (2) Was a ship well found which had her boats in the position in which this ship’s boats were? (3) Was the stowing of the gunpowder which she carried worthy of notice ? (4) Was it right that spirits should be left in such an exposed situation that the crew got at them, and got drunk within ten days of leaving the country, and got at them a second time and became mutinous? (5) Ought not the captain to have hove to during the night as the fog increased? (6) Was all done that could have been done for the saving of life? (7) What was the condition of the compasses, and could the cargo have had a deleterious effect upon them ? The ship ought to have been many miles to the south of the group, whereas she struck on the northernmost rock of the northernmost island.

Mr Peter Feathers, of Dundee, said that he, in March, 1875, gave a certificate of the state of the compasses. They were then correct in accordance with the deviation cards. There was a compass in the binnacle in front of the wheel (which was aft). Another was on the front of the poop, aud the standard compass was on a platform near the mainmast. They were all in good order, and as well placed as they could be. It was very much left to him to place them. The ship had a very large cast-metal steering apparatus, which was very objectionable, and that did affect the compass at the wheel, but not so as to cause danger. It would tend, he said, to make the error of the compass a little erratic under the change of latitude. It was of no trouble at Dundee, but mi-jht have been a source of trouble iu other latitudes. The extent of that trouble he could not tell ; it could only be known by actual observation. Compasses on new iron ships are more a ffected than on old. The amount of iron stated to have been carried in the mainhold (111 tons of iron rails, 300 tons of wrought iron bars, &c) would have caused him to recommend v now swinging of the ship. If, however, this second swinging had occurred, it would, indeed, have taken her more correctly clear of land, but Captain MacDonald, at a thousand miles thence, would have been in the same position as he was with one swinging. The adjustments made in Dundee or London are not permanent. He believed all careful captains swing their ships at sea By Mr Cooper—The standard compass was about 15ft above the maindeck, and that was high enough. The deck was of wood, to the best of his recollection. The compasses were new, of the best quality, and furnished by himself. By Captain Beosley—The standard compass was an ordinary compass, It was ten or twelve feet from the mainmast, which was of iron. The ship had a wooden wheel. The steering eouipass was

distant five or seven feet from the large metal case of the steering gear. All the com ■ passes were corrected by magnets. This steering compass was one of Rennie’s patent. It was corrected by magnets on deck, and by a soft iron pillar in front of the wheel. The standard compass was on a pillar. The binnacle was on the top of this and a wooden band was placed from the binnacle to the pillar, and by placing a magnet on that band the error of the compass (three points! was reduced. He produced a copy of the deviation card left on board with the captain. On the east and west courses there was no deviation. He adhered to this statement. By Captain White —The cargo taken in at London might have rendered his swinging and his deviation card useless. Mr Poolny, a clerk in the Custom House, produced the specification of the cargo carried by the Strathmore. Mr William Bussey, master stevedore, said he stowed the Strathmore at the East India Dock, London. All the iron was stowed below. The bolts and wheels and machinery came up within 6ft of the’tween deck beams, and general goods in bales and cases, crates of earthenware, and so forth, were placed above. Forward from the iron there were casks of bulk spirits and beer, and then casks of cement, which came up to the fore hatch and formed a bulkhead. Forward of the cement were the ship’s store coals, and some cans of oil and casks of soda. There was an empty space at the top. Above the spirits were general goods, cases of merchandise, with a little space left at the top. Forward was an empty space—a good deal there being so ranch dead weight. Aft of the iron came cement again, with cases and bales on top. Right aft were the case spirits—cases of geneva, brandy, and wine. Either with salt or with other goods, they made up a bulkhead in front of the spirits. In the ’tweendocks, commencing right aft, first came the store room. Prom the store room bulkhead were general goods forward to within 10ft of the after-hatch. Then a space for the steerage passengers. Then the passengers’ store room. Then general goods again, to the main hatchway, Than a space for the powder over the main hatchway. From the fore-part of the main hatchway to the afterpart of the fore-hatch were general goods. Then came the fore-hatch, and forward of that were the wax-matches, in cases. There were twenty-five to thirty tons’ measurement of gunpowder, but he could not fell the weight. It was taken in below Gravesend when he was not on board. All he knew was that he made a space for it. He did not recollect any spirits in the ’tween decks, unless they were right aft, against the store room bulkhead. There were none upon the upper deck, nor in the sail room. The powder room was measured off, and an old fore-sail was nailed on deck, lining the powder room all round.

By Mr Joslen—lt is usual to take in as much iron. Some ships require several hundreds of tons as dead weight. There was nothing unusual in the quantities of spirits and matches. There was no iron lining round the “ gunpowder-room,” which was made up with cases. Such a cargo he is in the habit of so stowing many times in the year. By Mr Cooper—The place for the powder was a very proper place, unless you built a magazine, and that is not usual. He did all he could to cover up what he thought people would get at. He loaded 2312 tons of cargo, weight and measurement together. The vestas were, in tin and in the fore ’tween decks. There was a sailroom down near, but no other inflammable goods.

By the Assessors —It is usual in all passenger ships from London which are not under the Act to cany gunpowder secured in the same manner as the Strathmore. She had not enough passengers to come under the Passenger Act. He had stowed powder in many vessels since in the same manner, miking up a square with bales (but not iron bound bales), and not building a magazine.

Mr Thomas B. Peters, the second mate, twenty-three years of age, said he had been nine years at sea, and held a first mate’s certificate, granted at the end of 1874. Including the [captain and officers, the crew were thirty-eight all told, so far as he could remember, There were fifty passengers, he believed. In his opinion the cargo was properly stowed, the spirits included. Ho saw the gunpowder after it was stowed, and considered it was properly protected. Nine or ten days after leaving England some of the crew got among the spirits and broached them. They got down the fore hatches and worked their way to the after peak, where the spirits were stowed, climbing in the open space above the cargo. lie did not believe the Strathmore was swung for the adjustment of her compasses before she left the river. He considered she was well found in every way. The only land they sighted was Madeira, and that in May. Observations were taken daily when they could be had, but he had no recollection of any observation being taken “so and so south of the Cape.” They had foggy weather before the wreck, and the last three days more foggy, About the line the ship was partly swung for the adjustment of her compasses. That must have been in May, but he could not remember whether it was before or after sighting Madeira, nor whether it was to the southward or northward of ihe line He remembered the ship being swung, but not where. It was before they rounded the Cape. They swung the ship as much as they could. They could not swing her all round at sea. The weather did not impede them. After that she was not swung again, nor was anything done to the compasses so far as he knew. He had heard no complaint about her compasses. They were working well enough. On June POth he was on watch from 4 to t> pm. He did not remember what course they were then steering. The course was altered to the southward at some time between 4 and 8. He was on duty again from 8 to 12, aud they then were steering the altered course. It was still thick fog, with a moderate breeze on the port quarter. The vessel was going about six knots an hour. The captain was on deck most of the time, but no other officers. Witness was keeping the captain’s watch. The lead was not hove. The log was hove every two hours. The captain and he did not examine the chart together during that watch. He gave charge of the deck to Mr Ramsey, the chief officer, and went below. About a quarter to four (as he was told the time was afterwards) he heard a noise on deck, which roused him from his sleep. He heard the sailmaker cry out, “ She’ll clear it boys.” Directly after wards he heard the ship strike, lie went on deck partly dressed, ran on the poop, and saw Mr Ramsey and Captain Macdonald. The captain, he believed, was dressed. The captain went round to the port side of the

poop (it was dark), and witness went to the other side to the boat. He did not remember seeing the captain nor the mate after that. The sea was not then breaking over the ship, but shortly after it was. He saw a rock on the starboard bow. She became fixed on the rock, her stern floating. The inquiry was then adjourn xl till the next day.