The Sun.
London, England, 1863-05-15 00:00:00

TRH SON, LONDON, FRIDAY EVENING, MAY 15, 1863.

tropolitan Board of Works should have power over the
subway in connection with the sewers,

Mr. DOULTON considered it was unadvisable to give
two bodies separate control over the subway.
Mr. CO WPER supported the clause.
The amendment was negatived without a division, and
:he clause was agreed to.
Clause 9 was agreed to.
On clause 10,

Mr. CRA WFORD moved that the certificate handing
over the new street to the City should be signed by the
Chief Commissioner of Works, instead of the chairman of
the board.

Mr. COWPER would rather some other person was
named than the Chief Commissioner of Works for signing
the certificate. He thought it would be better some compe.
tent person should be named to join the chairman in giving
the certificate. He should not oppose the amendment.
After some discussion, in which Mr. Ayrton, Mr. Cox,
Mr. Tite, Mr. Cubitt, Mr. Alderman Salemons, Mr. J. T.
Norris, and Sir John Shelley took part, the amendment was
agreed to.

THE LOSS OF THE ANGLO-SAXON.

By the Jure, which arrived at Liverpool on Wed-
nesday, we have received the following additional
particulars of the loss of the Anglo-Saxon :

STATEMENT OF WILLIAM M'MASTER, CHIEF ENGINEER

"'the Anglo-Saxon left Liverpool with about 444
souls on board (comprising 48 cabiiCand 312 steer-
age passengers, with a ship's company of 85 souls)
on the 16th of April, at 6 p.m. Reached Moville,
near Londonderry, on the 17th. We had strong
westerly winds up to the 22d, and on the 25th made
field-ice; got through it safely on the 27th, expect-
ing to make Cape Race about noon on Monday, en-
kines going at a slow speed; very thick dense fog.
At 11 a.m. discovered breakers ahead. Orders were
received to reverse the engines full speed, and re •
'versed them full speed. The ship then struck heavily
aft. Then ordered to stop and turn ahead full speed.
Did so. Gave orders to the second engineer to stand
by the bilge injections, and every man to stand to
his duty, which was done. Shortly after this the
water came rushing into the forward stokehole,
putting out fires and filling.engine-room. By this
time the engines were stopped, and I eased the
safety-valve levers, and told the men that nothing
more remained to be done, and that they had better
be cool and save themselves. I then came on deck
and assisted in rigging out a studdingsail boom from
the ship's rail to an adjacent rock. Over this we
succeeded in getting ashore, and then by mears of
a basket, slung for a chair, we succeeded in getting
ashore the women and children. About this time
the ship began to break up. Numbers of the pas-
Isengers and crew climbed into the rigging, leaving
also a large number on deck, all of whom were
'drowned. The scene at this time was a dreadful one.
We could give them no further assistance, and many
attempted to save their lives by dropping into the
water, but were swept away by the surf. The ship
'lfell over to her port side, and broke completely up,
eaving those on board to the mercy of the
waves. We then despatched four of our
number to find the Cape Lighthouse station.
They returned with Mr. John Murphy, captain
of the Associated Press newsboat ; we went with
him to the telegraph station, and were there made
comfortable. During our stay near the wreck we
,gathered sufficient wood to light a fire, and suc-
ceeded in getting about two ounces of bread for the
children, but the arrival of Mr. Murphy provided
us with sufficient shelter and food. To Mr. Murphy
for his extreme kindness I, for myself and compa-
nions, desire to return our most sincere thanks.
We shall never forget it, nor the large-hearted
liberality with which he took care of us and seemed
to anticipate our every inclination or want until we
were received on board the Bloodhound."

STATEMENT OF MR. WILLIAM JENKINS, PURSER.

" At 11 a.m., while going very slow, saw land
ahead. The ship was stopped and backed astern ;
she struck forward first, then her stern fell in upon
the rocks, striking heavily under the counter. I
went up on the poop, and then to the forecastle;
got a rope from the ji'boom on the rocks, and tried
to get out a hawser, but before we could do so her
head fell off, and she came broadside on the rocks.
We then got a hawser fastened to the rocks from
the starboard fore gangway, and got the women
and children ashore by means of a basket, also 30
or 40 men. The ship was thumping very heavily,
and the water getting in forward and covering the
deck. The people were washed away and smashed
against the rocks. As the ship began to settle down
No. 3 boat, filled with the passengers, got foul of
the rigging, was upset, and all lost. The top of
the saloon then floated away with a lad upon it,

holding on to the capstan. Some of the people got
into the rigging, but went overboard with the mast,
except those in the mizen rigging, who succeeded
in getting away upon a raft. Three boats OA the
starboard side also got away with some people in
them, but I soon lost sight of them in the fog. We
then succeeded in getting the women up the rocks,
and when they were all safe we sent men on in
both directions, north and south, to find the Cape
station. While these men were away we got the
remainder to go down to the wreck to save clothing
and provisions if any could be found for the women.
We found the foremast still standing, with about a
dozen upon it, but the sea was so high we could do
nothing for them. The fog was still very dense.
We collected some broken wood, and sent it up to
make a fire for the women and children."

STATEMENT OF ASSISTANT•PURSER GTLBERT LITTLE,

" At a quarter p st 11 yesterday morning, the ship
going at slow speed and the fog very thick, the cr3
of breakers' was heard, and immediately after tht
ship struck. The captain tried to back her, but the
vessel had slewed round, and there was a large rock
right under the stern, which prevented any chance
of backing and hemmed the ship in so that we coule
not possibly get her off. When Capt. Burgess found
he could not get her clear he gave orders to get out
the bow anchors, so as to steady her where she was.
We were lying close in to the shore at the time, the
sea running high, and
..a rock between the ship and
the shore. We rigged a basket on a rope leading
ashore, and commenced to land passengers. The
bowsprit at this time was right over the land, and
three men managed to get ashore by it. While the
passengers were being landed on the starboard side
the three port boats were being launched, and almost
immediately a number of the passengers and crew
got into them and hauled off. We continued getting
the people on shore in the basket. At this time the
captain and officers did not apprehend any danger
of the ship going to pieces immediately, and we
worked away at landing the people nearly an hour.
The ship's forefoot was firmly fixed on the rocks,
but the stern was deep in water, and although the
ship rolled considerably we believed she wou.cl hold
together some hours. I went below to see the con-
dition of the ship, Found the water up to the orlop
deck forward, but no water in the bedrooms aft, and
felt satisfied teat the ship would last for a few hours.
We had six boats altogether—three on each slue.
The three port boats had get off partly laden.
We now lowered the aft starboard boat. It was
so difficult to get this boat clear of the ship,
being on the shore side, that only five or
six persons were in her. The mail officer had
charge of this boat. He went off by the captain's
orders and brought back one of the port boats,
in order that she might take more passengers. The
two boats came alongside and were quickly filled
with passengers, chiefly women and children. 'We
were still landing the people in the basket. In the
meantime the water had begun to rise in the ship,
and she was slowly sinking. When we had got all
the ladies who were standing near into the boats,
and they had put off, Captain Burgess, who was
assisting me, turned away and said something, I
did not understand what. That was the last I saw
of him. The water was now washing over the
decks. I then leaped into the boat. The chief officer,
when the water was up to his knees on deck, jumped
overboard, and we hauled him in. At this time
the vessel was listing over so much to port that we
were afraid the masts and rigging would swamp
our boat. A great number of people were in the
rigging at this time, and we hauled our boat off to
clear the masts and rigging, and so as to pick up
any persons who might get into the water But we
could not get near enough to pick up any, for the
masts were coming down fast enough upon the
water, the vessel having fallen almost entirely over.
It was now about a quarter to 1 o'clock p.m. The
three boats kept hanging round all the afternoon,
picking up a few
persons, and then we put off to
find a landing-place. We went some 15 miles
noth, but could not land, and rowed about all night,
anxiously waiting for daylight. Just before dawn
we spied the tug, and three such hearty cheers as
we gave have not been heard for a long time in
that neighborhood."

STATEMENT OF MR, G. H. TEALBY, PASSENGER.
" I was on the deck whcn the ship struck. The
captain
was on the bridge at the time, and or-
dered the engines to be reversed, which was done.
After a few revolutions of the screw she was brought
up by a rock. After some time I got into No. 6
boat, which I helped to lower, and into which got
19 passengers and two or three of the crew. The
vessel listed over so fast that we were in danger of
being smashed by the falling of the hull.
Searched for some time for a landing-place until
after noon, when we fell in with the other boats,
and after spending all night on the water,

were eventually picked up by the Dauntlea about
daylight."

STATEMENT OF MR. R. A. ALLEN, THIRD OFFICER.

" Up to Saturday-, April 25, we had experienced
fair westerly weather. At 8 o'clock that evening we
encountered ice about the outward edge of the
Banks, and the speed was reduced. At 10 p.m. we
fell in with heavier ice—the engines were stopped
altogether, only a light breeze forcing the ship
gently through. The fog was very thick. About 10
a.m. on Sunday the fog cleared up, and we set the
for etopsail and head sails in order to force through
faster. At 12 we could see clear water ahead. The
ice not being so thick, we now let the engines go
ahead slow, occasionally stopping as the ice got
thicker. At 2 p.m. we were clear of the ice nito-
gether ; the engines were turned a head full speed,
and all plain sail set, the weather being fine and
clear. At daybreak on Monday morning it again
became very foggy. We took in all sail and slowed
the engines. We got an observation the day be-
fore (Sunday), the position of the ship being then
latitude 46.54 N., and longitude 47.24 W. At 10
minutes past 11 on Monday morning we saw the
breakers, and in a few minutes the ship struck.
According to our calculation, and judging from the
course steered since taking the observation yester-
day, we believed the ship to be 17 miles south of
Cape Race. I was on deck when she struck, and
was a good deal with the captain, assisting him and
taking orders. ['slr. Allen here confirms the ac-
count given by Mr. Little as regards the landing of
the passengers in the basket, and continues] :—The
captain went up the saloon deck, and I folloWed
hlm. The ship was lying over much, and the cap-
tain was putting on a little buoy. I tried to get
into the main rigging, but the ship went over so
fast that the captain and myself were precipitated
into the water, and went down together. While
under water I got hold of the captain's coat,
thinking it was one of the sails, and commenced
hauling myself up by it, and presently I got
nold of his whiskers. We came to the surface
together, and when I saw it was the captain I
let go of him, and got hold of a piece of wreck
The captain said to me, Now, Mr. Allan, let's strike
out clear of the wreck as soon as we can.' A sea
washed me against the main rigging, and I got into
it, up under the maintop. The chief steward was
there, Captain Hyler, the ship's cook, and two
passengers, one a boy. When I got into the rigging
I looked to see where the captain was. I saw him
in the water, surrounded by small pieces of floating
wreck, and so hemmed in that he could make no
exertions to save himself. When I looked again he
was gone. He must have slipped through the
buoy, for that was floating. He was not seen after-
wards. We hailed a boat not far out, but they did
not care to come to us. So m after that the main-

topmast was carried away, just above the topsail
yard. A portion of the saloon deck was floating
near the mizenmast, and sometimes came near us.
Captain Hyler succeeded in getting on it, and it
then floated way, so that the rest of us could not.
In a few minutes the mainmast was carried away
and I fell with it. When I got into the water I
struck out for the raft, and got on it, but the chief
steward was drowned before he could reach it.
Captain Hyler and myself hauled the ship's cook
and the boy on the raft. Three or four others were
on the raft before. We now cut the raft clear of
the wreck, and it floated away. Towards evening
the fog cleared, and we saw a man floating on the
after part of the saloon-deck. We soon got near
him, and, thinking our own raft might not hold
out, we took the other in tow, trying to row them
with a couple of oars we had picked up, but we
could not make any headway. We drifted about
ail night, and soon after sunrise saw the steamer,
but thought she was standing away horn us, and
despaired of being seen. I got, a staff and hoisted
a woman's dress upon it. 'They saw the signal, and
came down and picked ns up."
The following is an official list of the passengers
saved from the Anglo-Saxon :
CABIN PASSENGERS—J. Young, wife, seven children—
Miss Hope, Miss Bertram, Miss Englis, Miss Kerwood, Mr.
Caldwell, Mr. Eaton, Mr. Kirkwood, Mr. Christien, Mr.
Towers. Mr. liirkness, Mr. Fraser, Mr. Martin, Mr, Tealy,
Mr Whites, Captain Reed, Captain Hyles, Captain Cassidy,
Lieutenant Simpson, Mrs Stoddard, Mrs Christien, Mrs

Wright, Mrs James, and Mrs Jackson end child.
STEERAGE PASSENGERS-Mr Parker, Mr Parsons, Mr
St Marie, Mr Collogan, Mr Dallie, Mr Wilpolm, Mr Geo,
Wood, Mr Stanley, Mr Naglies, Mr Lahn, Mr Barbour,
Mr Coulter, Mr Finley, Mr ‘t organ, Mr Rooke, Mr Lloyd,
Me Turre, Mr Gones, Mr Griffiths, Mr Churchchard, Mr
Wh'kett, Mr Burrow, Mr Nance, Mr Black, Mr Jones and
wife, Mr Cooth, Mr Fleck, Mr Fergusson, Mr Callaghan,
Mr Pantrie, Mr Barclay, Mr Jamieson, Mr Small, Mr
Bishop, Mr Gormley, Mr Corder, Mr M`Killary, Mr John-
ston, Mr Dinsmore, Mr Reid, Mr Honnell, Mr M'Kay, Mr
Mustagh, Mr Garretty, Mr Christiansen, Mr Davies, Mr
Tapper, Mr M'Nally, Mr Atkinson, Mr Fideles, Mr Jones,
Mr Wood, Mr Dance, Mr Hall, Mr Harrison, Mr Walter,
Mr Bruce, Mr Loubrier, Mr Jones, Elizabeth Wauuby,
Mary Ann Thomas, Mary Ann Adams, Mina Christian,
Jesse E. Christien, Mary Waldron, Mary Senwick, Martha
Senwick, Maggie Senwick, Ann Gormley, Jane Colton,
Mary Ra ston, Ann Stevens, Mr Rees and child, Mr Towns •
end, Mr Damsel, Mr Cross, Mr Cronen, Mr Berry, Mr
Crawford, Mrs Gauley and child, Christiana Brown, Mary
Callan, Mary Callaghan, Alice Stewart, Mary Kenny, Mary
Maenzie, Mary Reed, Jane Walker, Ellen Rijah, Sarah
Smith, Kate Early, Margaret Evans, Sophia Davis and
child, Eliza Gritty and two children, and two children un-
known.

Sitir's COMPANY—John Hoare, Ist officer—Robert
Alb-n, 3d officer—George Scott, 4th officer—Edmund
Newell, boatswain—Hugh Jones, boatswain's mate—
John Allen, carpenter—William Reid, joiner—A.
Gibbie, seaman—Robert Cain, seaman—W. Cape,
seaman—T. Pritchard, seaman—J. Heasley, seaman—J.
Redmond, seaman—J. Ellis, seaman—T. Quayle, sea-
man—T. Lloyd, seaman—P. Patterson, seaman—W. Ben-
nett, seaman—F. Hunter, seaman—T Hannebal, seaman—
T. Chapman, seaman—James Wilson, seaman—W
Edmondson, seaman—John Larkin, seaman—Thomas

Phelom, seaman—John Johnston, seaman - Ge •rge Taylor,
seaman—James Halloran,seaman—J. Martin, seaman—W.
Nl'Master, first engineer—Alexander Mackie, second engi-
neer—James Henderson, 4th engineer;—Chas. Cardell, sth
engineer—John Daw, fireman—John Williams, fireman—
George Robertson, fireman—Thomas Murphy, fireman—
John Murphy, fireman—John Reilly, fireman—John
avidson, fireman— Henry Norton, fireman—Thos. White,
trimmer—Berry Bridge, trimmer—James Baxter, trimmer
John M'Cartney, trimmer—Patrick Purcell, trimmer-
-John Howard, trimmer—Alfred Patton, surgeon—Wm.
Jenki, s, purser—Gilbert Little, assistant-purser—Charles
Barlow, s eward—John Davidson, steward—John Reeve,
steward—George Woolam, steward—John Leah, steward—
Robert Corbett, steward—VT. M'Stay, steward—Ed.
Emans, steward—John Huggup, steward—J. J. Carr,
steward—Mrs. Parry, stewardess—Henry Weston, cook—
Alfred Costello, cook—W. Hodgson, cook—John M‘Der-
mott, cook—William Jones, butcher—William Carroll,
baker—Alfred Kennedy, baker.
Total saved-33 cabin, 103 steerage passengers, and 71
of the crow.
The mails are all lost.
The vessel is in 14 fathoms water, and is broken up.
None of the cargo has been saved.
The following letter has been addressed to Mr.

Thomas Court, secretary to the Association of Un
derwriters at Liverpool, by the owners of the ill
fated ship : _ _

" Liverpool, May 13.
" Dear Sir,—ln reply to your inquiry relative to
the report in this day's papers that the Anglo Saxon
was ordered to call at Cape Race, we beg to give
you the following explanation :—Having received
information from Canada shortly before her sailing
to the effect that the ice in the St. Lawrence was
likely to be rather late in breaking up, we deemed
it prudent, although the direct tailings were not
commenced this year any earlier than usual, to have
Lull information as to the state of the ice, waiting
for Captain Burgess at the various telegraphic sta-
tions between Cape Race and Quebec, so that he
might learn whether it was safer to proceed to
Quebec or to steer for Portland, and we have since
heard that such information was sent down by our
agents in Canada. Cape R ice being the nearest
station, and being in the direct track for the St.
Lawrence, Captain Burgess was informed that if he
found no ice in the way tar d could approach the
Cape without running any risk, it would be desi-
rable to do so ; but if he could not safely do so he
should proceed to some other station on the route to
receive information. An erroneous idea having ap-
parently entered the public mind that owners of
steamers in general order their captains to endea-
vour to make rapid passages, at all hazards, we can
safely assert that such is quite contrary to fact.
Enclosed you will find for your perusal an extract
from the original instructions given to Captain Bur-
gess on his appointment as commander, which are
similar to those given to all our captains, from
which you will observe that the utmost care and

caution are impressed upon them, and that they are
specially 41rected rather to be a day or two longer
on the voyage than run any risk whatever to make
a speedy pass,ge. These cautions are renewed
every trip, and the last words spoken to Captain
Burgess before sailing were to the effect that the
safery of the ship was the first thing to be attended
to. —We are, &c.,

" ALLAN BROTHERS AND CO.
" Thomas Court, Esq."
In the instructions alluded to, among other
stringent rules, appear the following :
" When you meet with fog or ice, or when, owing
to the darkness or the weather, there is any risk in
proceeding, the safest course is to lay to till dry-
light or until the weather clears up. The lead
should he used frequently, and the utmost care
exercised when you are in any doubt as to your
ppsition.
"It is, of course, satisfactory to us when quick
and safe passages are made, but you will bear in
mind that it is of far more importance to make a safe
voyage, even although it should take a day or two
more to do it, rather than to run any risk whatever
to make a speedy passage."