Vessels with hands or hull lost:
Tara 1117 tons, 20 lost, 1 saved
Neptune 187 tons, all 8 lost.
Queen of Beauty 1235 tons, 3 lost, ship and remainder of crew saved.
Amelia and Hannah 71 tons, all 4 lost.
Mariner schooner, all presumed lost.
Elizabeth schooner, 1 lost.
Witch schooner, all saved.
Temperance schooner, all saved.
Craigrownie 431 tons, 3 lost.
Vessels refloated (Magdala, Caledonia,
Belpore, Edward Barnett, Favourite, Empire Queen).
Lifeboat Services .
The
accounts of the severe gale of Saturday[22 August 1868] prove it to have been the
most disastrous
storm which has visited Liverpool since January 1839. This is the month which
is supposed to be more exempt from storms than any other period of the year,
and has always been chosen for the Atlantic cable operations. The storm is
supposed to have attained its maximum force at eight o'clock on Saturday
night. There seems to have been a clear indication of the approach of the
storm, the barometer having fallen on Saturday afternoon 9/10ths of an inch.
But in spite of this, a number of vessels put out to sea, and contributed to
the list of wrecks.
The Liverpool Courier gave a list of the wrecks, which amounted to
12 [listed as Tara, Neptune, D. Jex, Magdala, Caledonia, unknown ship, 6
schooners], and estimated the number of lives lost at 100, although this seems
to have been an over-estimate since some items washed ashore and identified
were just lifebelts, small boats, boxes or trunks from vessels [such as D. Jex] that were not
wrecked.
There was also disruption to shipping along the west coast of
Wales (Witch, Temperance) and at the SE corner of Ireland (Favourite).
Also, earlier in the month of August 1868, there were gales which drove
some vessels (Elizabeth, Craigrownie, Empire Queen) ashore or onto sand banks.
Full-rigged ship Tara built Quebec 1849, owned R Wilson, Liverpool.
1017 nt, 164 x 37 x 23 ft.
Cargo: coal, salt from Liverpool to Halifax/Quebec.
Captain Armstrong and 20 crew (only Captain saved)
Lost off Formby Point in NNW force 10 storm on 22 August 1868
The largest ship-wreck was that of the ship Tara, 1017 tons burden, Captain Armstrong, bound from Liverpool to Quebec [or Halifax]. This vessel only sailed from the Mersey for Quebec on Saturday afternoon. The weather at the time was fine, but towards dark, the wind sprung up from the west, and at midnight it was blowing a terrific gale from N.W. The force of the tempest carried the vessel on to the Formby Spit, a very dangerous bank, and she soon became a total wreck, the commander being the only person of twenty-one on board that escaped. Captain Armstrong, after being in the water for some time, was seen by the captain of the steamer Countess of Galloway, and rescued from the fate which befell his unfortunate comrades.
The captain, who was the sole person saved, made a very important statement. It appears that the tug which was towing the vessel broke away from her, and went away to windward. Capt. Armstrong says, "I waved to the tug and hailed him to come and hang my ship [hold it in place against the wind and current] so that she might be kept to windward until there was water enough for us to cross the bar and return to the river. He refused to do so and shouted that he could not possibly keep the ship's head to the wind. I hailed him again several times, and repeated the request, but he persisted in his refusal, and the tug could have rendered the assistance required - the tug captain's statement to the contrary notwithstanding - and that had the vessel thus been hung to the wind, the wreck and fearful loss of life which followed would have been prevented."
Report of loss given during Inquest on two of the drowned crew members.
This report highlights the problem of crew arriving on board
drunk - only 6 of 21 on board were said to be sober enough to work. So when the
towing hawser broke, they had insufficient man-power to manage the sails,
anchors, lead etc - which contributed to her demise.
Barque Neptune 187 nt, built G. Clark, Montrose 1844.
Registered Bristol, owned Walsh [or Japp], Liverpool, 106 x 22 x 12 ft.
Liverpool to Brass River [Calabar and Lagos, Nigeria] with coal, staves, gunpowder, salt.
Stranded on West Hoyle Bank, total wreck, 22-23 August 1868.
Captain George Clark and 7 crew (all lost).
The schooner[sic] Neptune, Captain Clark, belonging to Mr J. Japp, of Hargreaves Buildings, Chapel Street, and bound for Calabar and Lagos with pilot aboard, also left Liverpool on Saturday afternoon. There is no record of the loss of the pilot, so he must have been disembarked to the pilot cutter before the time of the full strength of the storm. Neptune was among the vessels wrecked on the East Hoyle Bank, where she was rapidly breaking up. [Another report gives location as West Hoyle bank]. On Saturday night and Sunday morning, during the height of the tempest, large quantities of wreck were cast ashore on Hilbre Island, near the entrance to the Dee. Amongst the wreck was a life-buoy, marked Neptune, Montrose. Some of the cargo, having been washed out of her, was strewed all along the beach near Hoylake and consisted principally of staves (palm oil casks taken to pieces for convenience of stowage), kegs of gunpowder, and two bales of goods. All the crew of the Neptune, which was built in Montrose in 1844, have been lost, so no details of her last hours are known.
Full-rigged ship Queen of Beauty, built St. John 1861
190 x 39 x 23 ft., 1235 tons, owned Fernie, Liverpool.
Voyage Liverpool to San Francisco.
22-23 August 1868, masts cut away at anchor, 3 crew lost, vessel towed back to Liverpool.
Captain Chapman.
The ship Queen of Beauty left for San Francisco under the guidance of a pilot [Frederick Thornton] and towed by two tugs. Captain Chapman asked the pilot to take the ship beyond the usual outer limit and on to Point Lynas. As the storm developed, the pilot advised the Captain to anchor and cut away the masts in order to save the ship. Three hands were killed by falling spars during this operation. They were named as Hugh Sinclair [boatswain], William Clarke [third mate] and Constant Pettigrass [able-bodied seaman].
The pilot claimed, in testimony given at the Inquest into
the loss of life on the Tara, that the Queen of Beauty was the only sailing vessel
which left Liverpool on that Saturday afternoon to have avoided either foundering
or being driven ashore.
A rather testy letter from the pilot
to a newspaper complains that he received no extra payment for this additional service.
The ship was subsequently towed back to Liverpool the next morning.
Later, the Dock Board steamer Alert, and the tugs Tiger and Great Emperor
succeeded in towing the wreck of masts, spars, etc. of the ship, Queen of
Beauty, and beached them near New Brighton Sunday morning.
Schooner Amelia and Hannah, built 1846, 71 nt.
Voyage Kingstown [Dun Laoghaire] to Runcorn, cargo: sulphur.
Lost near Liverpool Bar in NNW force 9 storm on 22-23 August 1868.
Captain Ward and 3 crew (all lost)
The Schooner Amelia and Hannah had set off for Ireland three weeks previously, and on her return voyage from Dun Laoghaire to Runcorn was wrecked near Liverpool Bar. Identification came from the master of the steam tug Lion, when passing the Rock Lighthouse, who saw a body floating the water. Means were at once taken to rescue the body, which was removed to the dead-house, Prince's Dock. Upon examining the clothes of the deceased, it was discovered that his name was James Ward, and that he was the master of the schooner Amelia and Hannah, of Runcorn. Among the property found upon him, were papers relating to the schooner, £7 9d in gold and copper, and a Post Office Savings Bank book, which showed that the deceased lived at Shaw-street, Runcorn. Portions of the wreck of the schooner had been washed ashore, so she was assumed to be lost with all hands.
Schooner Mariner of Wexford.
The schooner Mariner of Wexford (Captain Sinnett or Sinnott; 51
tons; ON 15112; register closed 1869) left Preston on 22nd August 1868
for Wexford. During the storm, she was driven on the Hoyle Bank and wrecked.
A ship's boat was driven ashore at Hilbre Island marked
"Mariner, Waterford, J. Sinnet, master."
A later report from a fisherman named William Armitage, of Hoylake, near
Birkenhead, stated that he and some other fishermen had saved a quantity of
rigging, anchors, chains, etc., belonging to the schooner Mariner, of Wexford,
which vessel was now a wreck on the Hoyle Bank. The Mariner was the property of Mr.
Devereux of Wexford. At that date, there was no report about the crew,
who were all from Wexford, so they are feared to be all lost.
Schooner Elizabeth of Liverpool.
On 18th August 1868, the schooner Elizabeth [ON 4144], bringing scrap
iron from Holyhead to Liverpool, was stranded on the North Bank (3m N by
E of Hoylake) in N wind of force 9 and wrecked. Of the crew of 3, one
life was reported as lost. She was 56 tons, built 1835, and owned by
Samuel Stock of St. Helens.
A flat called Elizabeth of 51 tons is recorded as built at Sankey
Bridges in 1836 - which is a likely location as on the canal linking
Samuel Stock's colliery at Blackleyhurst to the Mersey.
Note Samuel Stock was also the original owner of Lota
1916, built Widnes 1878.
Schooner Witch
On Saturday 22 August, a number of vessels left Porthdinllaen Bay
while the wind was gale force from the west. The wind suddenly shifted
to the NNW and two schooners put back. One of them ran upon the
Carreg-y-chwislen rock in the Bay. The lifeboat (named Cotton-Sheppard)
was launched, but the crew reached the shore in their own boat.
The wrecked schooner was the Witch of Beaumaris, 91 tons, Captain
Matthews, owned Peters, Holyhead, with a cargo of flint stones from Dieppe for Runcorn, which
about 2 o'clock p.m., in a heavy gale from N.W., and a shower of rain,
in coming to Porthdinllaen Bay, struck on the rock Carreg-y-chwislen.
She became a total wreck the next tide.
WHISKY FROM THE SEA.
A report from the Llŷn on 18th August 1868: Exciting
times have been experienced on the coast of Wales during the past few
days. Consequent upon the bad weather of last week, Carnarvon Bay has
been strewn with a quantity of wreckage of all descriptions. In the
quiet neighbourhood of Nevin, Portdinllaen, Porthysgadan, Carreg-y-llam,
and Abergeirch, small fishing hamlets, far from the railways and the
haunts of civilisation, numbers of whisky casks were cast ashore. The
natives were not long before commandeering the precious liquid, which,
of course, was a good deal over-proof, and the inevitable result
followed. The coastguard made a thorough search of the neighbourhood,
and the result was that 26 casks of whisky were found hidden or buried.
In one house, an illiterate old woman gave the officers a good deal of
trouble. It was known that she had smuggled a small cask near
Carreg-y-llam, and when the officers visited her lonesome abode, not far
from Nant Gwytheyrn (Vortigerns Valley), the most inaccessible glen in
Wales, the old dame told them that the cask was worth £40, and she
would not give it up until that amount was forthcoming.
Two more casualties from the gale of 22-23 August; here in Cardigan Bay:
DISMASTED BRIG. - On Sunday, August 23rd, a dismasted brig was observed off Sarn Bwch Causeway [near Aberdovey and Barmouth] during a strong gale blowing from NW. The Barmouth lifeboat made for the vessel, and was followed by steam tugs from Portmadoc, by which she was towed to St Tudwall's Road.
VESSEL RUN ASHORE. - Sunday morning, August 23rd. This morning, at 2 a.m., a schooner, which proved to be the Temperance, of Carnarvon, run ashore under Moelynys, south side of the Dovey Estuary, having previously carried away most of her sails and spars. The above was resorted to as the only means of saving life. The crew, after being upwards two hours in the rigging, were enabled at low water to reach the land before any were cognizant of their distress. The vessel is likely to become a total wreck.
Barque Craigrownie
Barque, 431 tons register, built 1863, of Windsor, Nova Scotia.
Liverpool agents T Jones and Co.
Intended for the South American and West Coast trade.
Captain John McNutt and 12 crew, 3 lost.
Voyage Liverpool, light ship, to load coal as ballast at
Cardiff and then proceed to Bahia.
Wrecked near Porthwen on North Anglesey coast, 18-19 August 1868.
Although a few days earlier than the height of the storm, another vessel leaving from Liverpool was lost from being driven ashore by strong wind.
On Tuesday 18th August 1868, the barque Craigrownie (Captain McNutt,
431 tons burthen, empty, to load coal at Cardiff as ballast,
thence to Bahia) left Liverpool towed by a tug to the Bell Buoy, where
she disembarked her pilot, and then proceeded under sail towards Point
Lynas with a fresh N by E wind (near gale force). By 8:30pm they were
east of the Skerries and about 8 miles to windward of Point Lynas. At
10pm, the Captain called all hands on deck to put the ship about, since
the rocky shore was only 2 miles away. They were unable to put her
about in time (she "missed stays", being light since without ballast)
and she hit the rocky cliffs. The Captain did not drop the anchors
since he considered that she would have come alongside the rocks with
possibly even greater loss of life. She hit the cliff bow first and
recoiled, but then the wind in her sails drove her against the rocks
again. Her bowsprit and bow were damaged and she began to fill with
water. Within ten minutes of striking, her masts fell with a loud
crash. It was totally dark, except for occasional flashes of light as
the metal mast bands rubbed against the rocks.
They abandoned ship and most of the crew managed to scramble
up the rocky cliff beyond the reach of the sea, some being seriously
wounded by the rocks. On taking muster, they found that 3 of their
colleagues were missing. They searched but could not find them. During
the night, the ship broke apart and everything on board was lost. At
daybreak, they found that they were near the village of Porthwen (a
rocky cove a few miles west of Amlwch; location also described as SE of
Middle Mouse). They were given assistance at a farm and then walked to
Amlwch where the Shipwrecked Mariners Society helped them to travel by
steamer Prince of Wales from Bangor back to Liverpool.
Note that many papers reported the loss of the Craigrownie as "on rocks of the Little Burbo Bank near Point of Ayr on the Welsh Coast". That information is garbled - the above account is more reliable as it is from one of the surviving crew members.
Full-rigged Ship Magdala
The Magdala [three-masted, newly built in North America, 800 tons, Captain Coghill,
cargo: salt], which left Liverpool for Charleston, was ashore outside the Bar
on the Dove Spit. This is close to the Leasowe
Beach, near the lighthouse. She was dry at low water, and with the tide. Her
masts were gone. The crew have all been saved.
Schooner Caledonia
Caledonia, of Greenock, [wooden schooner of 99 grt, built Rothesay 1866, owned
Millar and McVicar, Greenock] aground near Liverpool Bar, all crew saved.
A part of the stern of the schooner Caledonia of Greenock, Captain
M'Kenzie, of about 70 tons, bringing pig iron from Troon to Liverpool,
was picked up in the river, near the Prince's Landing-stage.
This vessel is not listed in the BOT wreck returns, and is still listed in
Lloyds in 1870-1, so presumably was refloated.
Iron full-rigged ship Belpore
The fine East India trader, Belpore,
Captain Alexander, [3-masted iron full-rigged ship of 1200 gt, built Clyde 1866, owned R. Evans of
Liverpool] which
left Calcutta for Liverpool on the 6th of April,
with a valuable cargo, including 2403 bales of cotton, was caught in the
storm at the bar, dismasted, and was obliged to let go her anchors to save her
from drifting ashore. Her critical position was observed by the captain of a
tug boat, who immediately bore down and remained by her until high water, when
she was taken in tow by two tug-boats and brought into the Mersey,
The Belpore had been able to provide a rescue herself: inbound off the Longships (Lands End) she saw the Logan (Captain Edward Gibson of South Shields, barque of 533 tons, carrying coal from Liverpool to Shanghai) flying a signal of distress on 20th August and she was able to take off her crew of 15. The Logan had sprung a leak during the rough weather and the water level was increasing so fast that all hope of saving the vessel was abandoned.
Brig Edward Barnett
The Edward Barnett, of Galway,
[built 1828 Calcutta, 201 tons] laden with timber, got ashore at Formby,
but the crew were rescued. It was feared the brig might become a total
wreck. The wreck (with all materials) was offered for sale on 11th
September, as she lay, on Formby Beach about half a mile north of Formby
Boathouse. She was described as built of teak at Calcutta, 201 tons
register. The same sale included a considerable quantity of larch timber.
Full-rigged ship Favourite
Full-rigged ship, built 1844 New Brunswick, 643 tons, 132x30x20 ft,
Owned B. Whitworth Fleetwood; voyage Liverpool to New Orleans with a valuable
general cargo.
Liverpool agents: Messrs. Taylor, Tipper, and Co.
Captain Jolly
During the storm, the south eastern part of Ireland suffered very strong winds and heavy seas from the same gale that struck Liverpool.
The Favourite of Fleetwood which had left Liverpool on Thursday 19th
August, was sighted by the Waterford screw steamer Vesta (Captain R.
O'Donnell), at 6:30 am on Saturday 22th August, dismasted and leaky off
the east coast of Ireland [between the Blackwater Bank and Arklow].
Captain Jolly and the crew declined their offer of assistance and
remained aboard, even though the Captain of the Vesta expected the
Favourite to sink soon.
At 5 am on the 24th of August, the Favourite was again seen,
dismasted, anchored about 2 miles off Barmouth. The RNLI Lifeboat went
out to her, and the crew again declined to be rescued, but asked the
coxswain to send to Porthmadoc for two tugs. One of the tugs arrived
later that day.
By Saturday evening [29th August 1868], the steam tug Royal
Arch [iron, 169 grt, paddles, built Tyne 1862, owned Mersey Original
Steam Tug Co] had towed her into the Mersey. She had nothing standing
on deck apart from the fore lower mast.
Full-rigged Ship Empire Queen
Ship of Dublin, cargo timber from Quebec.
Captain Patrick Walsh and 17 crew.
Aground on Arklow Bank 5-7 August 1868, refloated
The gales in August 1868 had a big impact on the SE Ireland coast.
The full-rigged ship Empire Queen struck on Wednesday evening [5th
August 1868], at 3.30, on the south end of Arklow Bank; wind SSW, fresh
breeze, and very thick weather. After some time, striking very heavily,
she began to make water; all hands were employed at the pumps until
midnight. At 1130 p.m., the Arklow Lifeboat (the Arundel Venables) came
off but her services were not required.
The ship remained on the sand with the crew on board, and
several smacks and a steam-tug were employed to take out the cargo.
The wind later increasing to a gale and the sea getting up, all
aboard made signs to be taken off. At 8 a.m. on Friday [7th August],
all hands (plus a Lloyd's agent and a man from a steam-tug) left the
ship in the Courtown Lifeboat (the Alfred and Ernest), and landed at
Wicklow. The Arklow lifeboat and the Cahore lifeboat also put out, but
the Courtown lifeboat had already taken everyone off. At that time, the
lifeboat coxswain, on boarding her, sounded the pumps and found 16 feet
of water in the hold.
Captain Walsh went back to Arklow, and found Mr. J. W.
Croker, agent for the owners and underwriters, who employed the Arklow
Lifeboat's crew to put him back on board to see what state the vessel
was in. At 7 p.m., they reached the vessel and found her afloat. They
made all the sail they could and got her head paid off the banks, and
drifted until picked up by the steamer Rosetta, Captain Outerbridge, who
took them in tow, after being employed by Mr. Croker, at 5.30 a.m. on
the 8th August. They did not get fully under weigh until 8 a.m. At 9
a.m. the pilot-cutter Leinster, James Doyle master, came alongside, and
was employed to steer the vessel, as the rudder was unshipped, and they
arrived in Kingstown [Dun Laoghaire] Harbour at 1.30 p.m. and ran
aground in the Old Harbour.
From the Point of Ayr, we
learn that the life-boat at that station, while out looking after a derelict
vessel, picked up two or three cases containing patterns of prints, beads, etc.
One was addressed to the care of Captain Conning, of the barque D. Jex. The
barque left the Mersey on the 11th [18th] August for Brass River, on the West Coast
of Africa, with a general cargo. She was under the command Captain Hooper, and
was managed in Liverpool by Messrs. Stuart and Douglas. In connection with the
box which has been picked up, we may state that Captain Conning, though commander
of the D. Jex on a previous voyage, was not in command on the present occasion. As
nothing more has been picked up, it is feared that all on board have been
drowned.
The D. Jex (named after the family of her owner John Jex of Belize) was a
barque built in 1858 at New York. Later reports indicate that the barque D. Jex
continued to trade so was not seriously damaged.
Lifeboat search: At an early hour yesterday morning [23 August] Mr Graham H. Hills, Marine Surveyor, proceeded out in the Alert, having No. 1 Liverpool lifeboat in tow, to endeavour to render any assistance in his power to those who might have survived the fury of the storm during the night - but, we are sorry to say, the work of destruction and death was going on at the dead hour of the night, when no human help could reach the unfortunate sufferers. After a careful survey the banks, and not finding anyone to save, the lifeboat returned to port.
Lifeboat search: The Hoylake lifeboat put off at 11am
on Sunday to the assistance of the
three-masted schooner which was stranded on the West Hoyle Bank with
crew observed clinging to the rigging. She returned,
without being able to locate or save any of the crew.
This large three-masted schooner, which was wrecked on Sunday off
Hoylake, was, at one time, believed to be the American ship, Charles G.
Colgate, which left this port [Liverpool] for New York on Saturday.
However, a later report indicates that that vessel had arrived in Holyhead
from Liverpool by 29th August and, possibly after some repairs, sailed from Holyhead
in September 1868 for New York. The three-masted vessel near Hoylake,
which was reported as breaking up, appears to have been the Neptune (see
above) (a barque - which usually has 3 masts) whose crew all perished.
From Liverpool Daily Post, Thursday 10 September 1868 and Liverpool Mercury Friday 11 September 1868.
SUMMARY:
The captain of the Tara gave a full account of the storm in which she was lost, in the course of his evidence at the inquest upon the bodies of two of the drowned sailors, held yesterday.
THE WRECK THE TARA. THE CAPTAIN'S ACCOUNT OF THE STORM.
Yesterday the
adjourned inquest on the bodies of John Kinsella and John Colbert was resumed
by the borough coroner, Mr. Clarke Aspinall. The deceased belonged to the crew
of the unfortunate ship Tara, owned by Messrs J. and R. Wilson of Liverpool,
which was wrecked at the mouth of the river on
Saturday evening, the 22nd August, in one of the severest gales that have ever
visited this Port. The bodies were picked up in the river at the close of last
week.
Mr. Leofric Temple, barrister watched the proceedings on behalf of the
owner and captain of the tug Constitution.
The following evidence was taken: -
Captain Armstrong said - On Saturday afternoon, the 22nd August, the Tara sailed
from Liverpool for Quebec laden with coal and salt in lieu of ballast. We were in
tow of the tug Constitution, and had a pilot on board. It was nearly high
water. There was no indication of bad weather beyond the lowness of the
barometer. There was a light breeze from the SSE. The ship was in all
respects well found and in good condition. There were 21 hands on board, all
told. The deceased Kinsella was chief mate, and Colbert was an able seaman on
board.
The greater part of crew were actually the worse for drink when we left
Wellington Dock. Including all the officers, I had about six men at this time
able to do their duty satisfactorily. The arrangement with the tug was that
she was to take me as far as I required. So far as I know, it is not usual to take
a tug beyond Taskar and not often beyond Holyhead. It depends wholly on the
wind. I do not know the name or number of the pilot who was board and left me at
about twenty minutes past four o'clock about a mile outside the Bell Buoy. I
did not object to his going. The weather had a squally appearance, but there
was no indication that it would turn out heavy as it did.
It was the ship's
hawser that we used for towing. About five o'clock the wind came in strong and
heavily from the north-west, with rain. It continued to get worse until six
o'clock, when the towing hawser broke. It was a good hawser - in fact nearly
new and quite sufficient for the purpose. There was a great strain upon it.
By this time I made considerable progress. When the hawser broke I got as much
sail on the ship as possible. The spanker was partly set when the hawser gave
way. The crew at this time were for the most part still incapable of duty from
the effects of drink. This condition of the crew occasioned delay - in fact it
took us double the time - in getting on sail. I should think it would be a
full hour after the hawser parted before I spoke to the captain of the tug at
all. In the meanwhile I was getting canvas set.
The tug was close under the
port quarter, and I called to him to give me his hawser to hang me to
windward. He replied "It is no use; I can't keep the ship head to wind". I
said, "Never mind hanging the ship head to wind. I want you to keep me to
windward until there is water sufficient to get me over the bar again". It was
nearly low water at this time. All that I heard from him after that was, "It's
no use". The tug was steamed seawards, and I saw no more of her. This would be
about seven o'clock. So far as I can recollect, all the remarks the captain of
the tug made besides what I have stated was, "Get more canvas on". When the
hawser first parted, I was under the impression that the tug had left
altogether. Before that the tug had signalled to know if I would go back, but I
ordered him to go forward. From the moment the hawser broke, I considered
myself in distress, and hoisted the Jack as a signal. I can't tell exactly
when I did this. If the crew had all been efficient when the hawser gave way, I
am almost certain I could have saved their lives; but it would not have
enabled me to get the ship clear of danger. I principally directed my
attention to setting the canvas, and in getting the ship to windward as well as I
could.
It was about 9 o'clock when we struck. The ship struck the tail of the
Jordan flats. The first cast of the lead was taken by the chief mate at 8
o'clock. I had been too busy to take a cast before that. Nothing particular
transpired on the ship beyond the canvas being blown away between 7 and 9 o'clock
when the ship struck. About 10 o'clock she parted amidships. It was shortly
after 10 o'clock, when she finally broke up. All hands were then on the after part
of the ship, and, so far as I know, they were all drowned when the ship fell to
pieces. The tide was then about half flood. I was taken up from amongst some pieces
timber about 20 minutes past one o'clock by the steamer Countess of Galloway
about five miles from the place of the wreck.
I had no rockets on board, and I
had to use what signals of distress I could. I made torches of paraffin. I
tried to get the ship wore off before the wind to beach her, if possible, at Formby,
with the view of saving life. There were three anchors on board, two of which
were at the bows ready to let go. About half-past 8, as we were getting into
shallow water. I gave the mate orders to let the anchors at the bows go. They
were not dropped, and I can't explain the reason they were not. I was attending
to the drift of the ship at the time. Until half-past 8 o'clock, in my
judgment, it was not better to drop the anchor, as I might have got another
steamer after the Constitution left me. From the moment the tug left, I gave up
all thoughts of being able to get to sea in such weather. A ship without steam
could not have gone to sea.
Cross-examined. -
This was my fifth voyage out of Liverpool, in the Tara. I
never remember a worse night off the port.
Generally speaking, the crews of ships
leaving the port are more or less under the influence of drink.
The tonnage of
the Tara was 1,017 tons register. She was ship-rigged; her draught of water 16
feet, with 20 feet out of water. Her length, I believe, was 184 feet. The
wind, if acting upon the side of a vessel 20 feet out of water would have a very
considerable effect. The wind was end on.
It was a hempen hawser. It was after
five o'clock when the captain of the tug signalled us to go back. We were not
dragging the tug when the hawser broke. The tug was not keeping us quite head
to wind, when the hawser gave way. I believe we were considerably to the nor'ard
when the hawser broke. The tug was obliged to go ahead of me to get the broken
hawser clear of her wheels.
When I asked the captain of the tug for his hawser
he did not tell me it was impossible to pass me a hawser. What he said was, "It's no
use, I can't keep the ship head to wind". It was blowing very hard when this
conversation took place, and the sea was heavy. I did all I could to save the
ship.
The bow anchors were all clear before the pilot left. I saw no signals of
distress but my own that night.
(By a Juror) - I think the captain of the tug
could have hung on to us without any danger to his boat up to the time we struck.
(By the Coroner) - When the ship left the dock, she was in all respects fully
equipped for sea. She was quite ready in every particular, and nothing was
left to be done after she got into the river. Nothing was said to me before
leaving the dock about the condition of the ship or tackle being out of
condition. My attention was called by the pilot to the barometer before we
left the dock.
(By a Juror) - The officer from the Sailors' Home saw the crew immediately
before they embarked, and called over the names in the usual way. I could
reject unfit men, if I thought proper, but I should run risk being found fault
with by the owners, because it would delay the ship going out. I speak
generally.
The Foreman. - Do you think the men were sufficiently sober to work the vessel?
Witness. - If this emergency had not occurred, I think so. At all events, they
were quite capable of working her under ordinary circumstances
The Coroner. - Supposing there had been no hawser broken, how far would you
have taken the tug out?
Witness. - If the wind had kept in the same quarter it was, just before the
hawser broke, I should have taken the tug to Holyhead. I should not have taken
it further than the North-west Lightship or the Ormeshead, if the wind had
continued the same as it was when we left the dock.
The Coroner. - Do you calculate upon a crew, when in the same state you have
described yours to have been in, getting well up to their work before the tug.
Witness. - Generally speaking there are sufficient men capable to do their
work under ordinary circumstances.
Samuel Deane said: - I am a first-class licensed pilot. I went out in charge of the Tara, from the Wellington Dock, about two o'clock in the afternoon of the 22nd August. When I left her, the weather was threatening. There was every sign of the gale that afterwards came on. I did not apprehend immediate danger to the ship. I could have remained longer with the captain, if he had wished it. Before we left the dock, I called Captain Armstrong's attention to the barometer, and we both thought that it might only indicate rain. I consider that she was all ready for sea. Speaking generally, she was in the same state ships usually are when they go to sea. The crew seemed in a very nice state.
The Coroner. - Oh, nice state!
Witness. - Well, they may have been a little in drink, but it was hardly worth
mentioning. They were in a far better state than a great many of the crews
that usually go to sea.
Cross-examined. - When I left the Tara. I went on board a pilot boat, and remained outside all night. It was about as bad a night as I ever saw.
Wm. Hey said: I am chief engineer on board the tug Constitution. We towed the Tara
from the Wellington Dock. It was about a 11-inch hawser we used, and belonged
to the ship. The tug is 120 horse-power nominal, and works to 500. She draws between
7 and 8 feet of water.
She is a first-class boat, and in all respects
powerful enough to take out the Tara in ordinary weather.
About five o'clock, it began to blow hard. We were then about two miles over
the bar. We made very little headway. I heard our captain, at this time, hailing
the captain of the Tara, with the view of signalling him to go back to
Liverpool but I don't think he got any reply. After towing for some
considerable time, our captain again hailed the captain of the Tara and some
person came forward and moved his hand, signalling, as I understood,
for us to turn round and come back to Liverpool. We ported the helm. This was
about 7 o'clock. The effect of porting the helm was to turn the Tara partially
round. She was kept on to the wind for some time. Our captain asked Captain
Armstrong what water he was drawing. He was answered that she was drawing 16
feet, and our captain told him there would not be water enough to cross the
bar, and that he must make sail to this time without giving way. We hung
the vessel on for some time, to give Captain Armstrong chance of setting his
canvas.
About half-past seven, the hawser gave way. Before this the Tara had
her fore-topsail, main-topsail, and spanker setting. When the hawser gave way,
we had to put the tug head to the sea to get in the hawser. This took us about
half-an-hour. We then went under the stern of the Tara, and I heard the two
captains in conversation from ten minutes to a quarter of an hour. At this time
the sails were fully set, and some of the foresails as well. It was blowing
fearfully hard, and there was very heavy sea on. We had to put our boat's head
to the sea. We were not in a position to render the Tara the slightest
assistance. We could not possibly get near enough either to heave or receive a
line, because the sea was heavy. We had still to keep our head on to the sea.
We lay near the Tara till nearly eight o'clock. She was at this time drifting
towards the bar, and the weather was getting worse. I did not see the Tara
after eight o'clock. We did not steam away, but remained near to where we
supposed the Tara was, until one o'clock in the morning, when went to Liverpool,
not knowing that the Tara was wrecked, or in fact what had become of her. I
have been 25 years at sea and never remember to have experienced such a dirty
night before. In my judgment, it was not possible for us to render the Tara any
more assistance then we did.
Mr. Temple. - Now, would it have been possible for you to have given or taken
a hawser from the Tara?
Witness. - It would have been just as possible for us to have attempted to pull
down the moon (laughter). We were shipping a great deal of water, had to batten down our
hatches, and still had tons of water below. We had to
get in the broken hawser, of which there was about 60 fathoms out. When hawser broke,
we had our engines working up to 500-horse power, we were dead beaten.
Frederick Thornton, - In sail a first-class licensed pilot. The night in question I was taking the Queen of Beauty out to sea in tow of a steamer. The violence of the gale meant we had to employ two tugs. About nine o'clock the ship became unmanageable in consequence of the violence of the gale and drifted astern. One of our hawsers parted. When we dropped anchor, we had to cut away our masts, and so rode out the storm till morning. We turned back to Liverpool on Sunday afternoon with a loss of three hands, who were killed on board in the gale. Of the ships that left the Mersey that Saturday afternoon, the Queen of Beauty was the only one which survived the storm. I never saw a gale which got up so quickly as this. The Tara passed going out, and was long way to windward of our ship.
Cross-examined. - Speaking from my experience, it would have been impossible for the Constitution, or any other boat, have got hold of the Tara.
This being the whole of the evidence, Mr. Temple addressed the jury on behalf of the captain of the Constitution.
The Coroner, in summing up the evidence, remarked upon the lamentable
state in which the crew was, when the vessel left the river. It seemed to
him a matter very interesting to shipowners - to underwriters more particularly -
and to the public in general, to consider if anything could done to promote a
better habit of life amongst seamen, to whose care such valuable lives, such
valuable property, were from day to day committed.
The jury, after a short
deliberation, brought in a verdict of "found drowned", but attached no blame to
any one. The jury suggested that it would very desirable for all ships to
remain in the river at least one tide, that any going on board in a state of
intoxication might have the opportunity of recovering.
Coroner said he had doubt that the suggestion would be considered by those who were most interested. It appeared to him that what was required was that no ship should be permitted to go to sea with incompetent hands on board.
Note that a list of crew lost is given in the Liverpool Mercury of Tuesday 25th August 1868. This list is of 23 hands - whereas the Captain's report to the inquest (above) quotes 20 hands.