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

THE SU.N, LONDON, WEDNESDAY EVENING, JANUARY 31, 1866.

SPORTING INTELLIGENCE.

BETTING AT MINCIIESTEB--TursDAT.
LIVERPOOL STEEPLECHASE.
2C to 1 agst Old Oswestry (taken)
22 to 1 agst Mistake (taken)
25 to 1 agst Creole (taken)
33 to 1 agst Thontastown (taken)
TWO THOUSAND.
4to 1 agst Student (taken)
TEE DERBY.
13 to 2 aget Rusti3 (off., take 7 to 1)
Bto 1 agst Lord Lyon (offered)
9to 1 agst Student (offered, take 11)
20 to 1 agst Janitor (taken)
'WATERLOO (COURSING) CUP.
20 to 1 agst Mr. Bartholomew's nomination (taken)
25 to 1 agst Mr. J. Jardine's nomination (taken)
25 to 1 agst Mr Haywood's nomination (taken)
30 to 1 agst Mr. blather's nomination (taken)

Kapunda goes to the stud at once.
Grand Master has been taken out of training, and is for
sale.

Ivanhoff has been struck out of the Liverpool Grand
National Steeplechase.

The Liverpool Grand National Steeplechase forfeits are
to be declared by noon on Friday, and to the Messrs.
Weatherby only.

Acceptances for the Spring Handicaps.

The following appeared is
last eTenhag :

a late edition of The Sun of

'.E HANDICAP.

Age IA lb
Advance ... 4 6 12
Papooso ... 4 6 12
Rufford ... 4 6 11
Elastic ... 4 6 8
William Pitt ... 8 6 7
Wild Bee ... 4 6 7
Minnette ... 4 6 7
Lady Sophie ... 3 6 4
Hurrah ... ... 4 6 3
Miss Williams 3 6 8
Basquine 6 2
Dulcimer ... 4 6 2
Delight ... 3 6 0
IPink ... 4 6 0
Musician ... 3 6 0
Oracle ... 3 5 10
Caithness 3 5 10
Kingfisher 3 5 10
Hasketon Maid ... 3 5 9
Miss Haworth 3 5 9
Mephistopheles 3 5 9
Wellesley ... 8 5 9
Heliotrope... ... 3 5 9
Inheritress ... 3 5 9
Treasure Trove ... 3 5 7
/sTizam 3 5 7
Begum 3 5 7

THE LOSS OF THE LUNDON.

OFFICIAL INQUIRY—(TIIIS 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 London 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. SVigram. I made the
sails for the London. I have the sail report book
for them, signed by Captain Martin, and datad the
28th of Nov., 1865.
Witness banded in the book, and the list was
read by the clerk.
By Mr. O'Dowd—l saw 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. I have been 25 years en-
gaged in such business. I saw the London in dry
dock on Nov. 28 last. I surveyed her 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 in our impression o
yesterday :

The inquiry into the causes connected with this
terrible calamity was resumed this morning, at the
Greenwich,Police-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
rules. 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 condition. 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. Traill—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 her winter 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. Wigrarn, and have been in their employment
seven years. Altogether I have been engaged in ship-

.
building for more than 20 years. I have superintended the
building, docking, and repairing several iron ships. I re-
ceived instructions when the London was commenced not
to allow any bad workmanship in her construction.
' Any improvements I could recommend that would
increase , the strength of the vessel would have
been adopted—expense was out of the question.
The ship was built in accordance with Lloyd's
rules in every respect. The surveyor from Lloyd's,
when ho attended to examine the ship, said her strength
exceeded Lloyd's rules, and he complimented me on the
circumstance. I examined the London in dry dock last
December, previous to her last voyage, both inside and out,
and could not find any leakage, or tendency to weakness
throughout the vessel.
By Capt. Baker—Her loaded draught of water was 20
feet 9 inches. When she was docked without cargo she
drew 15 feet 3 inches.
Mr. Thomas Harcling—l am foreman to the Messrs.
Humphries and Tennant, of Deptford, the makers of the
engines of the London. I had charge of filling the under
water work of tue ship while she was on the slip —that is
to say, the boring out the stern for the screw shaft. I had
charge of the engines after Maxwell had superintended
their erection. I went out in the London on her first
voyage. I never saw a pair of engines work better. I
had orly to stop them, out and home, for 15 minutes, for
adjustment. The voyage was to Australia and back.
PreN:ous to her last voyage I inspected her en-
glues, and found them in most perfect condition.
I went on board the London on her last voyage as far as
PI3 mouth. I was sent by Mr. Humphries to see how the
engines worked, and whether they could be improved upon.
They worked well ; in fact, they could not work better.
There wore pumps on board the London capable in all of
lifting 4,350 gallons per minute.
Mr. Traill—Was there anything the matter with the
engines that caused you to go to Plymouth with the
ship ?

Witness—No. I had business at Pembroke, and that
induced me to go as far as Plymouth in the London. There
was no suspicion as to the engines.
Mr. Isaac Cole—l am a ship rigger. I rigged the Lon-
don in the best manner with galvanised wire rope. The
lower and topsail yards were of iron—topgallant and royal
yards were of wood. The running ragging was of the best
hemp rope. All was of the best quality.
Thomas North, foreman mast-maker and boat-builder to
Messrs. Wigram, said—The lower masts of the London
were made of four plates with internal angle irons, all
of the best Lowmoor plates, and that he considered iron
masts stronger than wooden ones. She was not masted
out of proportion to her size.
Captain James Lean, emigration officer to the port of
London, said—lt is part of my duty to see that the re-
quirements of the Passengers' Act are complied with in all
passenger ships going to sea. It is my duty to look to the
seaworthiness of the ship, the arrangement and size of the
berths, hospital ar:•angements, also as to light and ventila-
tion. The London, I considered, perfect as regarded the
Passengers' Act. The regulation of the act with respect
to boats was also complied with. She was 1,428 tons re-
gister. She was bound to carey six boats. She had seven
aboard, in fact more than the number required by the act
for her tonnage. The act mentions one lifeboat, but the
London had two. The boats of the London I considered
to be very fine ones, both as to size and construction. She
had the means of signallrng also one standard, and four
or five steering compasses. She had fire engines and other
moans of extinguishing fire on board. She had also five
chronometers and three barometers and tarpaulings. She
had all the requisites of the 7th section of the act. Her
crew was an excellent ono. There were about a dozen or
15 foreigners amongst them. I had no hesitation in giving
the necessary certificate to enable the captain to got his
clearance.

Mr. Traill—Do you consider it necessary that there
should be a sufficient number of boats on board a ship to
carry all the passengers ?
Captain Lean—That is not required. A ship could
scarcely carry boats sufficient to carry all her passengers,
supposing she had her complement.
Mr. O'Dowd—When did you last see the London ?
Captain Lean—l last saw her at Gravesend. I did not
consider her too low in the water. I consider she had
8 feet of free board amidships, which is the lowest part.
The glass in the skylights of the London was two inches
thick. The London is the first steamship that I have
cleared under the Passengers Act for Australia. g
Capt. Baker—Did it occur to you that there were any de-
ficiencies on board the London ?
Capt. Lean—lt did not. From what I have heard during
this inquiry, I now think it would be improper to allow
any vessel to go to sea without proper appliances for bat-
tening down all the hatchways.
Capt. Harris—ln what way would you suggest ?
Capt. Lean—l cannot say off-hand ;it requires consi-
deration.
Capt. Harris—We know there were nails and tarpaulins,
but what other means would you suggest ?
Capt. Lean—l cannot say just at the moment.
Mr. Traill—Did you notice when you last saw the ship
whether she had any coal on her deck ?
Capt. Lean - She had 50 tons in bags unsecured on the
upper deck. The bags were, however, stowed in such a
way that I did not think any other security was required-
I saw no other stores on deck. Knowing the consumption
of the coal per diem, and that the ship was going to Ply-
mouth, I did not object to coal being on deck. I saw the
ship the day she left. It was on the 30th of December.
Captain Harris—Does the examination of the sails come
under your cognisance ?
Captain Lean—Yes. I see she had two suits of sails.
Captain Harris—Would it not be a part of your duty to
see the sails ?
Captain Lean—l've a list which ha■ been handed me.
Captain Harris—But can you say whether there was a
storm trysail, or storm staysails ?
Captain Lean—No, I cannot.
Captain Harris—But is it not a part of 3 our duty to see
that the proper sails aro aboard ?
Captain Lean—l was told there were two sets of sails
on board, and we must have a little confidence in the asser-
tions of respectable shipowners.
Mr. Traill—Oh, no, no. We must have no confidence.
Captain Lean—l did not examine the two suits of sails.
Captain Harris—You aro responsible you know for
public life and safety ; is it not, therefore, part of your
duty to look after the sails of the ship ?
Captain Lean—l was informed there were two suits
aboard, one above and one below.

Captain Harris—That may be, and yet one of the suits
might be of such a character as to be quite unfit for a
ship going to Australia. You did not then look particu-
larly after the sails.
Captain Lean—No, I did not. I have, however, a list
of the sails on board now in my hand.
Captain Harris—Where did you get it from?
Captain Lean—l wrote to the Messrs. Wigram for it,
and it was immediately furnished to me by them.
Captain Harris—When was that ; before the ship
sailed? •
Captain Lean—No ; on Saturday last.
Maxwell, the foreman of engineers, gave evidence as to
the excellence and efficiency of the engines. The pumps,
he said, were of groat power. She could
4,000 gallons of water par minute.
The inquiry was hero adjourned till to-morrow.
It would but be consonant with common humanity if
some steps wore taken to provide the surviving portion of
the crew of the London, summoned as witnesses, with a
proper place of shelter during the inquiry, in preference to
allowing the poor fellows to hang about the outside of the
court in the cold and rain, some of whom have not even
a penny to buy a mouthful of bread, and having in the
early part of the morning many miles to walk to attend
the investigation. In this matter, what is everybody's .
business seems to be nobody's business. 1