LOSS OF THE QUEEN OF THE THAMES.

Grey River Argus, Volume XI, Issue 904, 21 June 1871, Page 2

LOSS OF THE QUEEN OF THE THAMES.

The following particulars and report of the official inquiry are extracted from the Gape Town Standard :— -• The Queen of the Thames being so disastrously wrecked on our shores we trust will not be taken as an index of the danger of this route. This magnificent steamer is another case showing the danger of hugging the land too closely. A f ullipower steamer, well found in every respect, with nearly 350 souls on b< ard, adds another to the long list of disasters on this coast. The South African coast was clearly seen on the 16th Miirch, twenty-six days out from Melbourne. On the 17th land was plainly visible, and during the day a heavy sea was running. When the passengers retired to their cabins, about 11 p.m., the land could be seen. All were in hopes, from the supposed position of the ship, of being. safely anchored in Table Bay on Saturday afternoon. But about 1.15 on Saturday morning, the 18th, the ship struck to the eastward of Struy's Bay. What surprised the passengers most was the smoothness of the water after the heavy sea running a few hours previously. It appeared as if the steamer, from the course she was steering when struck, N. 14. W., had run out of , the heavy sea, and got into a tranquil bay. Before the magistrate of Bredasdorp, a court of inquiry was held. At that court the captain stated that on Friday, the 17th March, at 9 a.m., he sighted a light which he took for Cape L'Agulhas, and he then considered thai he had overrun his distance. At that time i he took soundings, and found no bottom |at sixty fathoms. He attributed the loss [ of his ship, firstly, to the fixed bright light on shore, which was mistaken by myself and officers for the L'Agulhas light, thereby causing me to take and shape a course for Cape Point sooner than 1 should otherwise have done. Secondly, the current setting in an opposite direction, and stronger in-shore than laid down in the directions, which I have subsequently ascertained to be six knots. Thirdly, to the total disarrangement of the compasses, notwithstanding the vessel having been swung at the last port—Melbourne — and furnished with a card of deviation, which my daily observations proved to be unreliable and totally at variauce with the course made good." The magistrate of Bredasdorp acquitted all concerned of blame, but the examiuation was so unsatisfactory that a fresh inquiry was held by the acting resident magistrate of Cape Town into the circumstances connected with the wreck, Sir Thomas Maclear and Lieutenant Archdeacon, of H.M.S. Sirius, as assessors. Mr JFairbridge appeared on behalf of Captain M'Donald. Mr said he objected to the competency of the cqurfc in proceeding to inquire into a matter which had already been inquired into, and upon which a sentence of a duly constituted court had been pronounced. The magistrate read the evidence, given by Captain M'Donald, at Bredasdorp, and asked whether he had anything further to add. Captain M'Donald : 1 merely appear here out of respect to your worship and the Court, and must respectfully decline to say anything. Sir Thomas Maclear. — I appear as one of the assessors, and I wish to put one or two questions, which no gentleman should refuse to answer. Was your ship put round whea you were in Australia ? Captain M'Donald. — With the greatest respect for the Court, and yourself, as my senior, 1 must still state most firmly that I will not answer any questions whatever. The Magistrate. — You refuse to answer any questions? Captain M'Donald. — I do. Sir Thomas Maclear then left the Court and the magistrate read the evidence given at Bredasdorp by Mr G. T. Rowe, the first officer. In reply to a question from the magistrate, Mr Rowe said he had nothing to add to his former evidence. He was on duty about an hour before the steamer struck, half of which time the captain was with him. I sometimes took an observation for my own amusement, but I took no part in the navigation of the ship. The clerk then tendered the bible to Mr Rowe, with a view to administering the oath, but that gentleman declined to. take it, until the magistrate said if the witness refused to be sworn, he ghovjld have no alternative but to commit him. The oath was then administered, and the witness said--I do not know when I took the la&t cbservation.Sl did not do so after sighting the land at Receiffe. I am unable to give any information of the posi? tion of the ship after that time, but I entered the position every day in the logbook. The last time I saw the log wag after the ship had struck. I saw a chari of the coast once ; it was the captain's. This was the day befqre we sighted the land. The captain sent to me for the log after the ship had struck, and I gave it to the messenger. I can't say that he gave it to the captain. If I said in court at Bredasdorp that the log was in the boat which was upsetj it must have been the case, I never saw the ship's course marked on the chart but once. T had then asked the captain to show me the chart, and he did so. I saw the course was then marked down correctly. On the day preceding the stranding of the ship I believe she was in lat. 34deg 57min, but I do not remember the longitude. On the evening before the stranding I had been on watch from six to one, and then went below. I returned on deck at midnight. Between six and eight no report was made to me of land in sight. Light could be seen, but it was impossible to say whether it was fixed or not. I relieved Mr Murray, the second officer, at twelve. The captain was on the bridge at this time. I imagined the light was L'Agulhas. I cannot remember the course from six to eight. She was then going from six to seven knots, under steam only. Mr Murray reported to me when I ca*ne on deck at twelve that we had passed some high land. He did not say that land was then in sight. I looked in the direction of the land, but could see nothiug. The shin's course was then W.N.W. by the standard 'compass. 1 1 noticed nothing peculiar in the water before the ship struck. The weather was fine at midnight, with a moderate brerae from the W?N.W. I never s#w a,nw azimuth observations taken. I only keps the log going. The evidence of the second officer, Mr Murray, was then read over, and, in reply to the Magistrate, he said he had * nothing to add to that statement, and declined to answer any questions; He

been tried once in the Colony; and that was quite enough for the same offence. The Magistrate : Without disputing that I must ask you to take the oath. Mr Murray : I am advised not to answer any questions. The Magistrate : Then I must commit yon. Mr Murray : I suppose there is some law to fall back upon for protection. The Magistrate : I shall now procee<lto read the other evidence, and shall leave the~ question as to yourself and the captain, who have declined to answer any questions, for the present. The evidence of John Harris and James Dalrymple was read. The latter was further examined, j and said — I was an able seaman on board the Queen of the Thames, and was on duty from ten to twelve on the night of the 17th. I saw land on the starboard beam on going on deck at ten. I was on the port bow. James Hill was on the starboard bow. I saw no land ahead. Harris relieved me. James Hill was called but did not answer, and no othar witnesses being forthcoming, the magistrate inquired whether the captain and Mr Murray persisted in their refusal to answer any questions. The captain replied he did. Mr Murray had in the meantime left the court. The inquiry was resumed on Tuesday morning, 28th March. The magistrate was again assisted by Sir Thomas Maclear and Lieutenant Archdeacon, but neither Captain M 'Donald nor any officers of the ship were present. The following additional evidence was taken :— George Woodruff Goyder. — I am Sur-veyor-General of South Australia and was a passenger by the Queen of the Thames. During the voyage we published a newspaper on board, to which I contributed. I obtained from the captain a statement showing each day's latitude and longitude, the course, the distance run, and the direction of the wind, which 1 tabulated. These particulars were published up to the 16th. I obtained the returns for the J7th, but they were not published. In consequence of our anticipated arrival in Table Bay, the last paper, which was dated the 18th, was read on the evening of the 17th. The returns for the 17th were chalked up on a board in the usual manner. I took the figures from the board. Observations were taken during the voyage by the captain, and the second, third, and fourth mates. One of the junior officers used to put up the board. The return for the 17th was latitude was 35deg 53min S., longitude 21deg 38min E., course W. I spent the afternoon of the 17th in preparing the newspaper. In the evening we had an entertainment, and I went to bed. I noticed before going to bed that the course had been altered, but I do not know at what hour this was done. The ship was steering N.W., judging by the stars. I went to bed at half?past ten. I was very anxiojjs^ and said to another passenger that I wished the night was over. \ had seen the shore and a map of the coast, and I knew the course we were steering, The map I saw waa an ordinary one, and about two feet square, I saw a light on shore before eighT/mock that evening. It seemed to me to have a halo around it. It was a fixed light, but did not look like that of a lighthouse. At that time the light was on the starboard beam We could now and then make out the land on the starboard beam. We saw no land on the starboard bow. In the evening during the entertainment, which consisted of music and reading, the captain announced thatL'Agulhas light was abeam. After the entertainment I went on deck. I did not then see a light on the land. The night was hazy towards the land, and there was no moon. After 1 had been in bed some time, I was awoke by a passenger who said the ship was on shore. I don't think the ship could have made more than six kaots from noon on the 17th until I went to bed. The wind was against us. I saw the patent log dragging behind on the previous day. I did not hear any report made to the officer in charge on the 17th as to the speed of the ship. I never saw an azmuth observation taken on board. I have had a good deal of experience in, and am professionally acquainted with the taking of observations. I often tested the steering compass. Tt was about four and a half points out. I never looked at the standard compass on the bridge. lam accustomed to take observations. Supposing the ship was heeding due west, then the compass would show N. W. by N. This I ascertained by glancing at the compass, and not by observations. After the ship had struck I took bearings from the shore, and found she was heading magnetic N., 14deg W. The true bearing would be nearly SJ.W. I never sa<v any comparisons made of the compasses. The inquiry was then adjourned sine (iic. The Briton left with many of the passengers, and amongst them was Mr Moore, of the firm which owned the ill-fated vessel. His consideration and attention to the wants of the passengers are most deservedly highly spoken of. No shipowner could have been more generous, Mr Moore arranged fur the transport of the passengers to town, and provided them with passages to England in the very best clasß of steamers obtainable. The Briton took a large number, and so does the Good Hope which follows her. Those passengers who did not leave by the Briton were down at the Dock to bid farewell to them, and the expressions of thankfulness to Mr Moore for all his kindness were most hearty and universal.