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The Stranding of the lowa.

OFFICIAL REPORT.

Greenwich Police-court, March 17, 1865.

Report of the inquiry into the stranding of the steam-
ship lowa, at Omonville, on the coast of France, on the
Gth of December, 1864 :
The lowa was an iron screw steamer, barque-rigged, of
1,781 tons register, 400 horse power, built at Water-
ford in the year 1864, and the property of Messrs. Mal-
colmson and Co., of that city. She was employed in the
trade between London and New York, vid Havre,
and at the time of her loss had on board 170 to
180 passengers, and a general cargo of 800 tons.
This was her third voyage, and she was commanded by
Captain Stephen Jarman, and manned by a crew of 56,
including the master and three mates. Captain Jarman
had commanded the ship from the time of her launch, and
holds a Board of Trade certificate of competency, dated
28th of January, 1853. The lowa was swung for devia-
tion in September last, when her compasses were adjusted
and a card of deviation made, which was found to be cor-
rect on her former voyages out and home. One of her
steering compasses, which had been found to oscillate on
her homeward voyage, was exchanged for a heavier one
before leaving London on this voyage. On the 3d of
December she took her departure from London, arrived
at Havre on the 4th, and took her departure from thence
on the 6th, at 2 30 p.m., laying her course at N.W. N.
from Fairway Buoy, which course the master considered
would clear Cape Barfieur Light at a distance of about five
miles. At 8 30 p.m. Cape Barfleur Light was sighted,
bearing W.S.W., at a supposed distance of four to six miles.
In the master's opinion the distance was only four miles,
or a little more, and accordingly he altered the course a
point and a half to the northward for an hour—a very
proper precaution. At 9 30 the course is altered to N.W.
W., and at 10 15 p.m. the light on Cape Levi is
sighted, bearing S. by 4, at a supposed distance of nine to
ten miles. This N.W. I W. course was steered till 11.40,
when the land was suddenly seen, and before the ship's
course could be altered or stopped, she went on tho rocks
in the neighbourhood of Omonville, four to five miles to the
eastward of Cape La Hague. The passengers and crew
were all saved, but the vessel was much damaged, and the
cargo injured.
The fact of the ship going ashore in this unaccountable
manner, under no unfavourable state of weather or other
circumstances, necessarily induced an inquiry into the
cause of the loss, and upon that inquiry the accompanying
evidence has been taken. So far as the navigation of the
ship is concerned, we have the evidence of the first and
third mates, the quartermaster, and an able seaman, and
the master's own statement, all concurring in giving the
lights and courses as stated in the ship's log, and which, if
correct, would undoubtedly have carried the ship
clear of all danger on this coast. But her going
ashore so entirely out of her supposed course leads
to the conclusion that either there must have been some

great default of navigation, or that some extraordinary
and unknown UMW of deviation has existed. It is not at
all improbable that, owing to occasional haziness of the
weather, the distance of the lights it Capes Barfieur and
Levi may not have been accurately ascertained. When
thero are no cross bearings, or bearings taken at intervals
of time, it is very easy to make an error in calculating dis-
tances, and it is not improbable that Cape Barfieur might
have been less than 4 miles distant, and Cape Levi consi-
derably less than 10. But making large allowance for any
inaccuracy of this kind, it is impossible by that means to
account for so great a deviation in so short a time. From
the supposed position of the ship at 10 15 to tho rocks of
Omonville (a distance of 10 to 12 miles), would be a devia-
tion of 4 to 41 points from the course:appearing in the log.
The evidence of Capt. Trivett is an attempt to explain the
cause of this deviation. After referring to the usual and
ascertained causes of disturbance of compasses on board
iron ships, viz., the vertical iron of the ship and transverse
beams of the deck, the heeling deviation, and that arising
from the permanent magnetism of the ship contracted from
her position in building, he concludes thus :—" The effect
of these combined causes, in my opinion, would draw the
needle to the port beam of the ship, and would fully ac-
count for destroying the directive power of the needle."
He adds :—" I have heard the evidence given in this case,
and the courses steered, and the position of the ship off
Capes Barfieur and Levi, and believe that the catastrophe
was caused by the total loss of the directive force of the
needle." Without going the length of Capt. Trivett's
opinion, it is sufficiently evident that Ulm must have been
some powerful and unobserved, cause of deviation, and it
remains to be considered whether the result, viz., the loss
of the ship, was caused or might have been prevented by
the master. When the master altered the course of Cape
Barfieur to N.N.W. it was a prudent measure, and it would
have been still more prudent if lei. R-had taken a cast or
two of the lead at the same time. It is just possible he
might have found himself even nearer land than he
supposed ; at all events it would have evinced a care-
fulness which would have stood him in good stead in
the event of any unforeseen accident occurring afterwards.
This may, therefore, to a certain extent, be considered as a
default on his part; but, as it would not in all probability
have caused him to take such a different course as would
have counteracted the effect of the subsequent deviation of
compasses, it cannot be treated as a "default causing the
loss of the ship," within the meaning of the statute. Having
once set his course when off Cape Levi, it is not probable
he would have used the lead again in the interval between
that time and his going ashore. In this view of the case it
was the opinion of the nautical assessors, in which I con-
cur, that the loss of the lowa was not proved to have been
caused by the wrongful act or default of the master, and
that his certificate should be returned to him with a strong
admonition that it would have been a prudent measure to
have ascertained by soundings the exact position of his
ship when shaping his course from Cape Barfieur as a point
of departure. The very general and prevailing neglect of
the use of the lead on board of steamships requires a con-
stant repetition of this caution, which becomes more espe-
cially necessary in the case of iron ships, in which, from
the numerous disturbing causes, the correctness of the
compasses can be less relied on.

JAMES TRAM/ Stipendiary Magistrate.
We concur in this report.
JOHN Cow, Nautical Assessors.
Jour Doborr,