The Sun.
London, England, 1863-11-03 00:00:00

THE SUN, LONDON, TUESDAY EVENING, NOVEMBER 3, 1863.

THE LOSS OF THE BARK GANGES.

---
The following is the official report to the Lords
of the Committee of Privy Council for Trade, from
the Dublin Local Marine Board, dated Oct. 27 :
" My Lords,—ln accordance with your instructions I
have, in conjunction with Capt. Baker and Capt. Robinson,
R,N., as Nautical Assessors, held an inquiry into the total
loss of the bark Ganges, near Torney Mooney Point, on the
Antrim coast, in Ireland, on the morning of the 18th of
September last, at about 3 30. The Ganges was a wooden
vessel, bark-rigged, built at New Brunswick in 1836, and
registered in the port of Dublin in 1851, being insured at
Glasgow for £1,500. She was 675 tons register, and was
owned by Messrs. J. B. and James Martin, of Dublin. She
was commanded by Mr. Thos. Hoare, who holds a certifi-
cate of competency, No. 1,457, dated the 24th of October,
1859, and she had a crew of 18 hands, all told. The Ganges
sailed from Stranraer, in Scotland, on the 12th of Septem-
ber last, in ballast, bound for Quebec for a cargo of timber,
in tow of a steamtug, Before leaving Stranraer part of the
crew complained, as they said, of the unseaworthy state of
the ship. It appears the Ganges had been surveyed at
Limerick on the 10th of March, 1862 ; but, notwithstand-
ing, the magistrates at Stranraer directed another survey to
be held on, the ship to satisfy all parties, on the complaint
being brought to their notice :officially. The survey was
held three days before the ship left that port. The certifi-
cate having proved satisfactory to the magistrates, the ship
proceeded, as before stated, on the 12th. On reaching Rath-
lin Sound the breeze increased from the westward, and the sea
got up rapidly, At 3 a.m. the hawser parted, and the steam-
tug, though promising to remain by the ship till daylight,
left them, when, finding she had done so, double-reefed
topsails were set on the ship, with the intention of work-
ing her to the windward. This course was adopted until
the 16th, blowing hard all the time; but they found the
ship made no progress, nor could they succeed in beating
her to windward through the Channel. The wind on the
16th increased from the west to the north- westward,and the
weather became dirty, and very squally, which induced the
master to put back to Belfast Lough, and there to remain
until the weather became moderate. They succeeded in
getting into the entrance of the Lough, and anchored in
seven fathoms of water, remaining at anchor till the follow-
ing day, the 17th. At noon on that day they weighed
anchor, the wind being variable from south to south-west-
ward. Theypassed the Maiden Lighthouses at about three
p.m. The wind was then S., but soon after passing these
lighthouses the wind veered round to the westward, coming
down in strong squalls. , The topsails were then reefed, and
the ship braced upon the port tack, heading N.N.W. to
N.W. The wind and sea becoming more boisterous, and the
ship making no progress to windward, the master attempted
to get her into Red Bay, but unsuccessfully, the weather
becoming still worse. At this time the ship was making no
extra water, the pumps being manned every four hours and
sucking in about 15 minutes. About 8 p.m. of the 17th,
having failed to get her into Red Bay, the master deter-
mined to keep her on and off near the land in smooth water
during the night. This course was adopted successfully
during a greater part of the night, the master himself re-
maining on deck during all the first watch and up to 1 45
of the middle watch, when he left the second officer in
charge and went irate his cabin, being completely knocked
up, having had no rest for 30 hours at least. The ship was
on the starboard tack when the master went below, heading
to the southward, the Maiden Lights being right ahead,
distant by his calculation about seven or eight miles, the
land on the starboard beam being distinctly visible. At
2 20 it appears that the second mate, who had charge of
the watch, wore the ship round to the north-westward,
being the inshore tack. This was done without calling
the master, who avers that he gave him (the second
mate) distinct orders not to wear the ship without calling
him. The; fated Ganges stood in towards the land from
this time, and it would appear that the set of the tide
might have accelerated her approach to the dangerous
position where she subsequently became a wreck, as at
about 3 20 tho second mate, who was in charge, finding
the ship very close to the land, put the helm hard up, call.
ing the men aft to wear the ship, but she paid off very
slowly, having very little way through the water, and the
crew being very slack in attending to the orders of their
officer. In about 10 minutes, or at 3 30 a.m., while they
were attempting to wear off the land, the ship struck on the
rocks, and subsequently became a total wreck. After the ship
struck the master rushed on deck and ordered the yards to
be laid aback. This order the crew refused to obey, being
occupied getting their traps on to the rocks, which they
managed to do in the unprecedented time of five minutes
after the ship struck. The officers, carpenter, and one or
two others did at once obey the captain's order, but without
any result, as the ship was too firmly fixed on the rocks.
A stream anchor was laid out about 9 a.m., but before this,
at daylight or soon after, the coastguard boat came along-
side, from Cushenden station, in charge of the chief boat-
man, who, it appears, consulted with the master. and ren-
dered every assistance in his power. At high water, about
2 p.m., they hove upon the hawser attached to the anchor
laid out without effect, and on the tide receding the ship
fell over to port and gradually filled, and it was the opinion
of the coastguard boatman and of his crew that the ship
could not possibly be got off. The captain then, with the
assistance of the coastguard men and a portion of his crew,
commenced landing the ship's stores, which was accom-
plished. On the folio sing morning, the 19th, the master
went to the village where his ship's company had secured
ntt
lodgings,ie and called upon the men to go on board and dis-
ma he ship, which they all refused to do without extra
remuneration. In reviewing this case I feel it my duty to
remark upon the
general insubordination of the crew,
which, especially after the disaster, was most censurable, as
e tee been
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the ship dues net seem to haver-oncea
ista.te n
btoereovanrrtabnet
the objections raised by them
vet) ,N:ar,..d to, Vpou the proceedirege of the YQ4eel lid

to the night of.the 17th there occurred nothing requiring
much comment, as the master seems to have done every-
thing in his power for the safe navigation of his vessel, and
to have exerted himself in a praiseworthy manner, remain-
ing on deck for many hours without rest. On the night in
question he (the master) continued on deck during the first
watch, the ship being wore round several times off and on
the land until 1.45 a.m. He remained in charge of the
vessel himself, which was then in a safe position. I think,
with the concurrence of the nautical assessors, that the
master was then justified in going to his cabin to obtain a
little rest after so many hours' work on deck. His last
order as to calling him was not attended to by the second
mate, who took on himself the responsibility of wearing the
ship. This act was, in the opinion of the Court, most in-
judicious. The vessel having been so wore round by the
second mate, and thus brought into a most dangerous posi-
tion, from which she could not possibly be extricated, was
the immediate cause of her loss. In addition to this, his
having failed to use the lead, standing in towards the land,
was most reprehensible. It is therefore my duty, with the
concurrence of my assessors, to pronounce the second mate
in default, and to suspend his certificate for six calendar
months from this date. With reference to the master's con-
duct on the night in question, although the Court exonerate
him from blame as to the immediate cause of the calamity,
his having omitted to give orders on this and on every other
occasion to keep the lead going frequently, but particularly
on the inshore tack, cannot be passed over without admo-
nishing him as to the absolute necessity of making use of it
on all occasions when near to or approaching the land ; and
I trust that this lamentable catastrophe may operate as a
salutary lesson to induce him to use greater caution in
future.—l have, &c.,

"J. W. O'DONNELL, J.P.
" We concur in the above report,
"R. B. BAKER, Nautical
" C. A. P. J. ROBINSON, Commander, R.N., f Assessors.
" Herewith are forwarded a copy of the evidence, the
ship's registry, and the second mate's certificate,"