The Sun.
London, England, 1866-01-31 00:00:00

- lONDON, WEDNESDAY EVENING, JAINUARY 31, 1866,

—This Day.

Archimedes
Pearl Diver
Victorious...
Tourmalot
Wild Agnes
Zephyr ...
Alerts

Peeress
Beatrix

Hollyfox ..
Don Basilio
Lord Zetland
Valiant ..
The Brewer

THE LOSS OF THE LOIDON.

OFFICIAL IIiQUIUY-(TUIS DAY).
'This investigation was resumed this morning at
the Greenwich police-court, before Mr. Trail and
Captains Harris and Baker.
The witnesses examined yesterday were those
engaged in the construction of the vessel, the object
being to prove that which has never been denied, viz.,
that the Loudon was a ship of first-rate excellence ;
the great points in the inquiry, and those for which
the public are waiting with the greatest anxiety, the
stowing of the cargo and the conduct of those in
command of the vessel, still remaining for investi-
gation.
The first witness examined to-day was
William Bundock, who said—l am a sailmaker and
ships' husband to the Messrs. Wigram. I made the
sails for the London. I have the sail report book
for them, signed by Captain Martin, and dated the
28th of Nov., 1865.
Witness handed in the book, and the list was
read by the clerk.
By Mr. O'Dowd—l atm the sails on board on
her last voyage ; five of them were new and made of
the best Irish 'flax. All were put in good order
before she left London.
By Captain Harris—She had no mainstorm
staysail. She had a foretop staysail, and a
mizen staysail. It is not the practice to supply
ships with other sails than those supplied to the
London. Captain Martin had every sail he wished
for. Had he wanted any particular one it would
have been put on board. He did not require any
other stormsails than those on board the vessel. All
the sails were of No. 1 quality.
Captain Harris—You could not have had a
stronger canvas than that.

Captain P. J. Reeves—l reside at 110, Fenchurch-
street, and my employment is general surveyor of
shipping under the Emigration Commissioners. I
am an independent officer, and survey ships on my
own private account. •1 have been 25 years en-
gaged in such business. I saw the London in dry
dock on Nov. 28 last. I surveyed hei at that time,
and made a memorandum which I now produce.
[Memorandum read. It stated that the London was
a fine,' strong ship, with everything in first-rate
order.] I surveyed her on her two previous voyages.
Had I seen anything in the vessel that required
alteration I most undoubtedly should have made a
proper representation on the subject. Not a bolt
or rivet had started. The only thing we found
wanting was the water-ways requiring caulking,
which was done. I send my reports to Captain
Lean at the Emigration-office.
Mr. Cornish—l surveyed the London previous to
her last voyage, in company with the last witness.
I concur in everything he has stated to-day.

Mr. Alexander Gunn—l am clerk in the record
department of the Register-general of Seamen at
Adelaide-place, London-bridge. I produce the
official copy of the articles of agreement of the
London between master and crew. It is signed by
all those parties respectively. The total number of
the crew, all told, amounted ,to eighty-three,
amongst whom there were fifteen foreigners. There
were 34 able British seamen.

Captain Baker—Were all the foreigners able sea,
men ?

Witness—Yes.
Mr. Traill—How many of the foreigners had
previously been in English ships ?
Witness--Twelve.

John Thomas . Foster, one of the London
emigration officers of the port of London—l
am a staff commander in the Royal Navy. I in-
spected the London whilst she was in the East
India dock. It was in the early days of her
loading whilst she was taking in her dead weight
previous to her last voyage. I was on board the
ship whilst the railway iron was alongside in barges.
Capt. Lean requested me to go into the hold and
see to the manner in which it was stowed. I in-
quired how much of the iron was to be taken in. I
learnt from the chief officer of the ship that it was
intended to take in about 350 tons, and on that
basis I examined the hold and saw the iron was
properly stowed. There was then about 150 tons
in the hold.

We shall continue the inquiry in a later edition.

A portion of the following appeared iu our impression o:
yesterday :

The inquiry into the causes connected with this
terrible calamity was resumed this morning, at the
Greenwichyolice-court, before Mr.Traill, the magis-
trate, and Captains Baker and Harris, the asses-
sors appointed by the Board of Trade.
The evidence taken yesterday related principally
to the construction of the vessel. This morning
Mr. Thomas William Wawn was called. He
said,—l am surveyor to Lloyd's Register of British
and Foreign Shipping. That association is estab-
lished for the purpose of furnishing records to under-
writers, merchants, and shipowners of the qualities
of British and foreign shipping. I have been act-
ing surveyor to this association for twelve years.
My duties are to look after the building of vessels,
and to see that they are constructed according to
riles. I inspected the London while she was build-
ing, and, with reference to the rules, I examined her
structure and materials. The materials used in the
building of the London were of the best description,
and the workmanship was of equal quality with the
other. I examined the iron used in her plates—the
quality was Weardale best best. The witness here
gave in detail the thicknesses of the iron plates used
in the building of the vessel. The upper deck was
yellow pine, 4 inches thick, fastened with screw.
bolts to the beams. She had five water-tight
bulkheads. Two of them had sliding doors—
one between the engine room and reserve, and the
other at the fore part of the screw tunnel, which
would be the after bulkhead of the engine. Her
bowsprit and lower masts were of iron, double
rivetted at the butts and edges. All the masts went
down to the keelsom except the mizenmast, which
was stopped on the orlop deck beams. The top-
masts were of iron ; the yards, except the lower
and topsail yards, were of steel. Her standing
rigging was of wire, and the running of hemp of
the best quality. She had two lifeboats, two long
boats, and three other boats. She had a patent
windlass and capstan, and steam winch, which was
fitted to work the pumps. She had two iron pumps
on deck and her engine pump. The rest of her
outfit was in strict conformity with Lloyd's rules.
She was classed "A a 1." She would maintain
that class until objection was made at the periodical
examination which it was imperative she should
undergo. I surveyed her last December, and the
result of that examination was that she was found
in every respect in good conlition. She was as
good as she was in the beginning. I concur with
Mr. Gladstone in his opinion with respect to her
seaworthiness. I heard the evidence of Mr. Barber
relative to the protection of the engines and fires
from heavy seas, and I have considered the question
as to how the engine hatchway should be protected
against such occurrences. I agree with Mr. Barber
that his plan is right in spar-decked vessels, and can
be very easily carried out ; but in vessels with poops
and forecastles there is a great objection to it,
unless the engines were right aft, and then the plan
can be adopted. I never saw any vessel better
fitted than the London, except those intended to be
overladen or blockade runners. I think that the
combings of the London might have been of iron,
as it was possible for accidents to occur. I should
also have a wooden cover for them, although when
the covers were on ventilation would be interfered
with. As soon as the engine-room gets hot up
come the engineers and down goes the engine, so
that they might as well have none at all. If I went
to sea myself, I should not require any other pro-
tection than those on board the London.

Mr. Trail—Do you know what the calculated loaded
draught of the London was ?

Witness—lf the evidence we have heard is correct she
might have gone down another foot and not be overloaded
I mean, assuming she was drawing 20 feet 3 inches, she
might have gone down another foot, viz., 21 feet 3 inches,
'with safety. If I had been sent by Lloyd's to have sur-
veyed this ship on herilwinter passage to Australia, I should
have certified her if she had been drawing 21 feet 3 inches
amidships.
Mr. Samuel Smith said—l am shipwright foreman to
Messrs. Wigram, and have boon in their employment
seven years. Altogether I have been engaged in ship.