Wooden ship Providence, built Quebec 1838, 617 nrt, owned
Arnold, Liverpool. Stated to have been strengthened by W B Jones at
Liverpool.
Voyage Liverpool to Africa, encountered severe storm
and put back - wrecked on Newcombe Knoll, at entry to Mersey, on 7
October 1850. only 12 of the crew of 36 were rescued, plus the pilot,
although one died soon afterwards. The vessel broke up but some cargo
was recovered and offered for sale.
[from Liverpool Mercury - Friday 11 October 1850]:
THE GALE. SHIPWRECKS AND LOSS OF LIFE AT SEA - DISASTERS ON SHORE. During
the whole of Monday and Monday night this coast was visited by a heavy
gale of wind from the north-west, and we find that the ravages of the storm have extended
to other places. ...
LOSS OF THE PROVIDENCE. A survivor has sent us the following account of
the loss of the ship Providence, 689 tons burthen, Captain Robert
Moyes: - We left Liverpool on Sunday noon, in company with several
other vessels bound for Calabar, on the coast of Africa, in tow of
a Steamer, which towed us nearly to the Little Ormeshead, wind
about SSE with a rain when the pilot left. We got near to Point Lynas
when the royals were taken in; shortly after, spanker, topgallant
sails, and flying jib. It came on heavy squalls, with rain. The
topsails were then double-reefed. Still increasing gales; in jibs,
mainsail, hauled the foresail up, and took in the mizen topsail,
and furled it and the foresail. At eleven saw the Calf of Man
lights, wore ship, still blowing a tremendous gale. About midnight
it blew a hurricane, with hail and rain. Wind veered to the westward,
clewed the foretopsail up with intent to furl it, but the clew lines and gears gave way,
although new; the sail shortly
split in ribbons. The ship was now careering and labouring tremendously; the decks
were buried in water; the sails blew from the yards, although
all furled; but the mizen and fore topsail, the spanker boom and
mast were knocked away, the starboard bumpkin broke and let the main
and mizen topsail yards adrift; secured them as well as we could. The fore
royal yard and mast blew away, and the main and mizen ones
followed a little time afterwards. The pumps were kept incessantly at work, and the ship
still getting such a list that the pumps were rendered useless at last. The
topgallant mast and yards were then cut away to right her, but without effect.
About five, a.m., the ship was on her beam end, the leading trucks
being in the water, the puncheons were floating overboard; spars,
hen coops, and deck gears broke adrift with the sea. The lee water
casks were then stove to endeavour to right her, but the water,
in her settling on her broadside in the hold, still kept her down. The helm was put
a-weather and the mizen mast cut away, which immediately righted her.
The wreck went clear of the ship without injuring anyone. The boatswain was ordered aloft to
cut the mizen stay. Scarcely had he reached the deck when the mizen mast
went with a tremendous crash, driving the crossjack yard through
the stern of the ship sixteen feet at least, and the mast laid
fore and aft on the port side of the poop. The pumps were
manned cheerily, all hands being up since six on Sunday. It was
now daylight, and in the wind blowing terrifically, the spoon
drift flying over the ship like snow storms. After pumping
some time, we sounded the well, and found five feet water. In examining
the stern, where the crossjack yard fell through, it was found
that the stern was broken through. The feather beds were immediately
brought from the cabin, and driven between the timbers, with bundles
of oakum pillows and blankets to stop her from filling. Three
men were constantly stationed to back it in, and the pumps
worked as much as possible. The ship was then driven before the
wind, the foresail being the only sail, the sheets, and bowlines
brought aft, braces to steady it, braces on footropes being no lifts, or braces to steady it,
the sea running like a mountain and breaking incessantly over us.
About eleven, on Monday, we saw No. 4 Pilot-boat, which
succeeded, after five attempts, to get a hawser fast to tow us. It soon
parted. No.11 gave us a hawser which soon shared the same fate. The pilot-boat
again came and took a larger new hawser from our own ship, but that
soon parted. No.4 came again to the charge, and the noble-minded and gallant
Mr. William Parry jumped on board our ship to endeavour to
save us, at the imminent as risk of every soul in the No. 4 boat.
As she passed our port bow, the bower anchor took on the
quarters of the boat, and a hairbreadth escape, they had of it.
Our ship was now driving fast on the banks, the foreyard having
topped over end, and got starboard yardarm abaft the starboard rigging.
The anchors were now let go, and the chains reared on end,
and the ship brought up. About 4 30, to our great joy, a life-boat
and steamboat were seen coming to our assistance, when, a
short time after, to our great mortification, the life-boat ran for
the shore. The steamer was within a quarter of a mile of us,
when, to our dismay, she followed the example of the
life-boat, and abandoned us to our fate, which was evidently
fast approaching. We then began to prepare the boats, put
the gear into the pinnace and longboat, as a last resource; no
gear to hoist them out, the mast being gone; the sea still breaking
over us. The pumps were still at work. About seven, p.m., on
Monday, the port bower chain parted, which was shortly followed
by the starboard chain. The ship began to thump. After
endeavouring to cat the chain, and to slip it by unshackling
it, to let this fasten on the hank, the work of destruction now
commenced. The carpenter was chocked away from the shackle, and
his mate also; the coopers and others, about fourteen, got into
the longboat; the men were washed from the pumps. I,
individually, determined to lash my body to the mizen mast, to
await the awful event. About half-past ten the scene was
terrific. Being on the poop, I saw one of the most heartrending
scenes imaginable. The sea was now breaking in
tremendous fury over us, carrying away the fore-house, washing
in the bulkheads of the cabin state-rooms, the pinnace was
stoved and waterlogged, the gig washed away; the longboat with
the men now lifted from her berth nearly full of water, thrown
to starboard with a tremendous crash, pitched on the watercock,
some of the crew thrown out of her, and jammed to pieces. The
dreadful death-cries reached my ears above the howling of
the storm. Another sea, with redoubled fury broke over the bows
to an immense height; the longboat was once more drove over
to the port side, reeled on the centre of her keel, for a
moment suspended on the rail, plunged over, I saw no more.
The men fell headlong out of her, and the death-cries were
silenced in that part of the ship. By this time I was joined by
the carpenter's mate, carpenter, and boatswain, who shared my
lashing with another, being five in number, at the stump of the
mizen-mast. We then addressed ourselves to the Almighty to
receive our souls; as for asking to escape I never thought of it; I
envied those that went first, and thought it folly for me to
prolong my life for half an hour longer; but I spent
in hearty prayer to God to receive my spirit, together with my
shipmates. Every sea seemed to threaten death; the hold was
broken up; some coal-tar varnish and other smalls
occasionally dashing in our faces from the hold; the night
was dark and gloomy, illuminated by the foam of the sea breaking
with awful grandeur over the ship, dashing into the hatchways,
and bringing up the cargo, floating like black bladders in the
foam. This exciting scene lasted for about four hours,
when it pleased the Almighty to spare us, the tide ebbed, and a
faint hope gleamed in our bosoms, which we scarcely dared to
indulge in. But another hour, and I felt our prayers were
heard, when human aid was vain. About four I began to shake
my lashings, as I was on tiptoe, the flooring having broken, and
the mizen stump driven up four feet and the mainmast eight feet
above the deck. My chin was brought close to the mast, so that I
was as near hung as drowned, owing to some of my shipmates receiving
their lashings through mine. Daylight began to dawn;
I cast myself off, after at long struggle, and my shipmates
too, and began to inquire who had survived. I called down the
poop skylight that had been, and heard, to my satisfaction,
a voice, which proved to be Mr. Davis, our supercargo, who, during
the whole disastrous event, showed the most becoming
presence of mind. I then made inquiry for others, and I heard
the voice of Captain Moyse, and discovered the pilot safe; but
we were in a sad plight, scarce able to move from exhaustion
and cold. About six am, we discovered a steamer at the
back of the sands, with a boat, which proved to be the life-boat.
I crawled about the decks, as well as I was able, to view
the work of destruction, and a wretched spectacle it was to see
this once noble ship Providence, built, or, rather, rebuilt by
Mr. Buckley Jones, which for strength could not be surpassed,
or I had not lived to write this. I have witnessed
many wrecks, and can form some idea of the thumping a ship
will bear, but this one took her full complement, and
would have stood two hours more before she broke up. We
crossed the sand, and got into the life-boat, and thence into the
steamer, the captain of which treated us with a glass of wine,
coffee, and bread and butter, which no-one can judge properly
of its value but those that get such a complete drilling as we
have bad. Out of thirty five persons on board at sailing,
twelve reached the shore alive, one of whom, I hear, is since
dead. I cannot resist the temptation of offering, to public
notice, the name of Archibald Cowarth, the carpenter, who
throughout the trying scene. maintained the most determined
courage and perseverance. We are now twelve in number
of the survivors, without resources, or clothes; to our backs;
we have lost our all, save some a pair of trousers on,
others no jacket, the black cook enveloped about the
head, like a second Othello, in a white flannel shirt; indeed,
the comedy far surpassed the tragedy. Our poor supercargo
was all but in a state of nakedness save the part of a pair of black
pantaloons dangling over his white legs; the ridiculous figure we
cut was enough to excite fantasies of any person. I had
drawn a blue flannel shirt over me to help to keep the cold off. We landed
at the George's Pier rather bruised, but in middling spirits at our escape.
From particulars furnished by Mr. William Parry, of
No.4 Pilot-boat, we are enabled to give the following narrative
respecting the loss of the ill-fated vessel. The pilot-boat (No.4)
proceeded to sea on Saturday last. She was on the second
station, and was required to be in readiness should any emergency
arise to bring her services into requisition. The night was
exceedingly tempestuous, and after cruising about until Monday
morning, a vessel, subsequently ascertained to be the Providence,
was fallen in with, about six miles NW by W of the North-west
Light-ship. She was dismasted, and had signals of distress
flying. The crew of the pilot boat, seeing the disabled state of the
vessel, bore up to her with the view of rendering her all the
assistance in their power. On getting near her with great
difficulty, a hawser was passed from the ship to the pilot-boat, and
was intended to tow the vessel towards the Victoria Channel. This,
however, proved a work of insurmountable difficulty, in consequence
of the heavy sea, the wind blowing a tremendous gale from
about W.N.W. After towing a short distance, the hawser parted, and
the vessel was again at the mercy of the elements. Her captain was
then directed to follow the pilot-boat but as the Providence was at
the time in a disabled state, two of her masts gone, and being
otherwise injured, any effort to accomplish this was quite
useless. The only chance then remaining was to board the vessel,
and put her in charge of a pilot. It was proposed that the
usual practice adopted on board pilot boats under such
circumstances should be resorted to, the practice is to draw lots
which of the pilots shall board the vessel in distress. Such,
however, was the condition of the unfortunate ship, that even a
moment's delay might have been attended with the most serious
results, and without resorting to this mode of deciding which of
the Pilots should engage in so hazardous an enterprise, one of
them (William Parry) with a courage and promptitude deserving of
the most honourable mention, volunteered his services to take
charge of the ship. With considerable difficulty he succeeded in
boarding the vessel by jumping from the shrouds of the pilot boat
to the rigging of the ship as they rose together on the top of a
wave, involving considerable personal danger, and no small amount of
cool and determined perseverance. On taking the command the pilot
succeeded in getting a second hawser attached to the pilot-boat, with
the object of towing the ship into the Bight of Hoyle, where safe
anchorage could have been procured, and there would then have been a
chance of saving the ship and crew. The vessel was at this time
nearly waterlogged, and the crew (whose conduct the pilot speaks of
in the highest terms) were working vigorously at the pumps. The pilot
boat got her again in tow, but in half an hour the second hawser
broke. No.12 pilot-boat then came to render assistance, and a
third hawser was made fast to the ship, but this also parted, and
the Providence was then left in a helpless condition. Every effort
had been tried, and nothing further could then be done for the
safety of the vessel or the lives of those on board. No. 4 pilot boat
still, however, remained near the vessel to be ready in case an
opportunity offered where she could be of service. About four o'clock
on Monday afternoon both anchors were let go, and the ship was
brought up, and she rode tolerable well to her anchorage, considering
the fury of the gale. Shortly afterwards the steamer Tartar
was seen in the Victoria Channel. She had gone out to aid the
unfortunate ship, but was unable to do so in consequence, as was
subsequently ascertained, of being disabled by the fury of the
gale. About five o'clock the steam-tug Albert was observed coming
towards the vessel with the Liverpool life-boat in tow. The life-boat
was let go soon afterwards, and came within about half a mile of the
ship, but from some cause or other no further attempt was made to
render any assistance. The boat returned to Liverpool shortly
afterwards. The steamer was unable to come near the vessel, and this
was also the case with No. 11 Pilot-boat, which came up shortly
afterwards. It is thought that had the life-boat been there at that
time all hands might have been saved. No. 4 pilot-boat remained near
until six o'clock, when she was obliged to put off to sea to avoid
the danger to which she was exposed. The vessel was now in such a
state that the situation of those on board became one of the most
imminent peril. There were three boats on board, in excellent
condition, but the sea ran so high that any attempt to launch them
would have been fruitless. About seven o'clock the ship struck on a
bank known as Newcome Knowle, where she beat with terrific violence,
the sea making complete breaches over her; and one of her cables
parted. She then drove on the North Bank, where the second cable
parted, and continued beating until about eleven o'clock at night.
At this period ten or twelve of the crew, together with the pilot,
took to the long-boat, when a heavy sea struck the boat, and
instantly disabled her. The pilot, fearing that the boat would not
float, left her, and with difficulty regained the wreck; a second
wave came and swept the boat off the deck, with all these who were in
her. All were drowned with the exception of one man, who got hold
of the side of the wreck, and was washed on board by the sea.
Those on board now sought the only chance of saving their lives,
which was, if possible, to keep to the vessel until morning, when it
was expected that on the receding of the tide they would receive
assistance. The captain, pilot, and several others, secured
themselves as well as they could in the mizentop, while others
lashed themselves to various parts of the vessel, or sought safety
in any manner which they considered most desirable. Several were
washed overboard from time to time during the night, and in
the morning at daybreak only thirteen remained out of the
thirty-six who were on board. The sufferers endured much from cold
and hunger, and when the vessel ceased rolling so heavily they
betook themselves to the house on a deck, which afforded some slight
protection from the weather. The wreck was ultimately left dry on
the banks, and about six o'clock on Tuesday morning the Albert
Steamer, having the Magazine's life-boat in tow, came to the aid
of the survivors. Several of them who were disabled from wounds and
contusions were carried across the sands by the crew of the
life-boat, who behaved throughout with the greatest kindness. The
persons who were saved were conveyed in the life-boat to the
Steamer, the captain of which supplied them with wine, coffee, and
other nourishment, of which they stood so much in need. They
landed at Liverpool shortly after eight o'clock. One of the
sufferers, who had his legs broken, survived only a few hours
after his arrival.
The conduct of the pilot, who in the hour of
emergency voluntarily came forward, to endeavour to save the
vessel and crew, cannot be too highly commended. The master and
men of No. 4 pilot-boat exerted themselves nobly on the occasion.
Capt. Moyse, Mr. Davies, the trading captain, Mr. Wm.
Veal, the mate, with the whole of the officers and crew, are
also deserving of the highest praise for their exertions. The crew,
as the pilot expressed himself, actually "worked at the pumps
until the vessel sank under them."
SAVED. - Robert Moyse, master;
Samuel Davis, trading master; William Veal, mate; William Parry,
pilot ; John Morris, boatswain; D. Smithers, cook; George
Smith, cooper; A. Cowarth, carpenter; George Dale,
carpenter's mate; John Horton, George Thompson, John Berry,
and Hugh Veusey, seamen.
The following is a list of the persons supposed
to be drowned:- John Robert Moss, second mate; J. Williams,
steward; Hugh Williams, William Jackson, and Wistray
Kirkpatrick, coopers;, Robert Duke, James Vause, John Smith,
Alfred Gardner, John Pattinson, Frederick Baker, Joseph Perris,
Emanuel Sillins, Andrew Marget, John Austin, Joseph Thomas,
William Smith, William Fullerton, James Greig and James John, seamen.
On Wednesday a body of police was sent from Liverpool to protect the weck as it was
intimated that attempt at plunder had been made. The police remained on
duty till yesterday when they were withdrawn, their services being no longer required.
ROBBERY FROM THE WRECK OF THE PROVIDENCE. - Six seafaring men, named respectively John Ryffin, John Morris, Robert Cornice, Joseph Redfern, John Russell, and Isaac Poguin, were brought up on a charge of stealing from the ship Providence at present lying wrecked on the Burbo Bank, a quantity of articles, comprising beads, candles, handkerchiefs, cotton print, caps, &c. It appeared that some of the prisoners had been engaged working on the wreck, and the others belonged to the tug-boat Champion, all of them disembarked from the steamer on the night of Wednesday last, when various officers, suspecting that all was not right, took the prisoners into custody, with the stolen property in their possession. Mr. Rushton remarked that if there had not been some difficulty in sending about the country, in order to pet persons to identify the property, he should commit them all for trial. They had availed themselves of the access they had to the vessel, for the purpose of plunder, instead of protection. The prisoners were each sentenced to three months' imprisonment.
[from Liverpool Mercury - Friday 11 October 1850]:
On Tuesday John Thomupson, a seaman, belonging to the ship Providence,
wrecked on Monday night outside the port, died at the Nortbern
Hospital. He was one of a those taken off the wreck, but had received
several severe injuries. Verdict, accidental death.
On Wednesday
last Thomas Houghton, a police-officer, was sent with some other
men to protect the wreck of the ship Providence. They were placed on
board a flat stationed near the wreck. About one o'clock yesterday
morning Hughton was pacing the deck of the flat, when his foot caught
against a piece of wood, and, he was precipitated into the water.
The tide, which was running strong, carried him away immediately,
and every effort made to save him was ineffectual. His body was
found a few hours afterwards on a bank about a mile from the flat.
Verdict, accidental death.
[from Bolton Chronicle - Saturday 12 October 1850]:
In the morning a schooner
got aground on the North Bank. The crew were saved in the boat, and
the vessel was afterwards taken in tow by a steam-tug, and brought
into the Birkenhead Dock. Another schooner went on shore on the High Bank,
and a flat also got ashore near the same place. A sloop ran ashore on
the Welsh coast, where she was abandoned, and it said the crew have
not yet been heard of. A schooner was wrecked in Holyhead Bay, and the
crew were saved by the life-boat. During the height of the gale, some
damage was done the embankment at Leasowe, but believe the injury not any
great extent. The storm continued throughout the whole Monday, but in the
course of the night the wind gradually sunk to an almost perfect
calm.
On Tuesday, intelligence came in of several serious disasters.
The
second casualty was to the Arcturus, Lidstorm, from Ibrail to Liverpool, which was
driven on shore at Crosby Point, where she became a complete wreck, the pilot
and first mate drowned; the rest saved in the ship's boats.
The Aurora, from
Cardiff to Liverpool, was totally lost near Holyhead on Monday morning, during the
gale. All hands were fortunately saved.
The Catherine Jenner, for
Ciudad, Bolivar, which sailed on Sunday, put back with mainast sprung, and
other damage.
The Celina Lucille, from Liverpool to Marseilles, was also
wrecked off Carmel Point; crew saved.
The Alice, of Runcorn, from
Liverpool to Llanelly, sunk in Holyhead Bay during the gale: crew saved.
We learn
by a letter from Southport that the Helena Zillen, from Liverpool to
Ostend, was totally wrecked at that place. One man only was saved.
The
sloops Freedom, of Salcombe. and the Commerce, of Jersey, were also
driven on shore at Southport.
The flat Industry, Liverpool, laden with salt,
sunk in Llandudno Bay; crew saved.
The ship Providcnce, Captain Moyse,
for Africa, left Liverpool Sunday, and after the full force of the
gale Sunday night and Monday, was driven back amongst the banks,
where she was observed about noon from the telegraph station. ...