The Sun.
London, England, 1866-02-02 00:00:00

THE SUN, LONDON, FRIDAY EVENING, FEBRUARY 2, 1866.

AMERICA.

THE LOSS OF THE LuNDON.

OFFICIAL INQUIRY-(TIIIS DAY).

This investigation was resumed this morning at
the Greenwich police-court, before Mr. Traill and
Captains Harris and Baker.
At the request of the Court all the witnesses were
requested to retire and remain in waiting in the
private room.
John Jones was then called. He said—l was the
chief engineer of the London. I held a certificate
of competency from the Board of Trade when I
joined her. It was my first voyage in the vessel.
We left London on the 28th of December last.
Our machinery went without the slightest trouble
as far as Plymouth. We were then in charge
of a Trinity House pilot. Mr. Greenhill and Mr.
Harmer, the second and third officer, the stoker,
storekeeper, six firemen, and three coal-trimmers,
composed the engine-room crew. The second en-
gineer also held a certificate of competency. We
had our fires alight when we left the dock. The en-
gines in going out of the dock were going about 30
revolutions. We went slowly down to Gravesend,
and the rest at full speed. When the weather be-
came, rough off Dungeness the engines worked well.
We were then going at six or seven knots
an hour. We keep a log-book in the engine-
room : it was lost. I have nothing particular
to relate relative to the voyage from London to
Plymouth. We arrived at Plymouth at daybreak
on the sth of January, on the Friday morning.
Nothing occurred at Plymouth. There were about
50 tons of coal on deck when we left London, and
we had 5 or 6 tons remaining there when we got to
Plymouth. We left Plymouth just after 12 on
Friday night, having replaced the coal we had con-
sumed coming from London. It was stowed partly
round the engine room hatch and the steam chest.
It was placed there for immediate use. It is the
usual practice to place it there on the starting of a
steam vessel. I don't think we had 20 tons on the
deck when we met with our misfortune on the 11th.
The weather, when we left Plymouth, was mild. I
think a part of the 20 tons was washed overboard,
the other was lying about the deck.
Mr. O'Dowd—Did any of it come below ?
W itness—N o.
Mr. O'Dowd—Did you see any of it near the

scupper ?
Witness—Yes. I saw some knobs of it tumbling
about as the vessel shipped the sea.
Captain Harris—What quantity of coal was on
the deck when it broke loose about the deck ?
Witness—l cannot say.
Captain Harris—Can't you say how much ? It
is a serious thing you know to have coal lying about

in a heavy sea.
Witness—No, I cannot. It was lying about

when we shipped the big sea. I was knocked
against the lee scuppers and hurt my shoulder. After
leaving Plymouth we went at the speed of eight
knots an hour. I can't say what course we were
steering. The weather was then very mild, and it
continued so during the whole of the 6th. It
freshened a little between 6 and 8 in the evening.

It continued to freshen on the 7th (Sunday). It
was not squally. The weather was increasing with
the sea at the time. The vessel was kept to her
course under steam that day. I could only go on
deck when I was off watch.
Mr. O'Dowd—Up to Sunday did the ship make
any water ?
Witness—No, not that I am aware of. •
Mr. O'Dowd—We now come to the Bth. How
did it occur ?

Witness—l saw the foretop, topgallant, and
royal masts hanging down. I did not go forward
to observe the jibboom. The masts were hanging
against the big mast.
Capt. Harris—What were the crew doing ?
Witness—l cannot say. They were all busy
securing the wreck.
Mr. O'Dowd—Did you see the spars secured ?
Witness—Not that day ; 1 believe they were the
next. The upper masts were hanging by the cord-
ing. I cannot say how near the deck they were.
The ship was labouring heavily at this time. Her
head was to windward. On the 10th I saw the

rigging secured. No damage had then been done.
They were lashed round the stump of the foremast.
I don't think that any of the other masts were car-
ried away that day. I did not notice the boats.
Captain Harris---Was she taking in sea while
her head was to the sea on the 9th ?

Witness—Yes, but not much.
Mr. O'Dowd—The engine-room was then quite
free of water ?
Witness—Y es.
Mr. O'Dowd—How did the engines work ?
Witness—They worked well till the fires were
put out on the 10th.
Mr. O'Dowd—Did anything occur before three
o'clock on the morning of the 10th ?
Witness—No, nothing. The engines were then
working well. At that hour orders were given to
go at all speed. Mr. Greenhill gave the order, he
having received it from Capt. Martin. Mr. Green-
hill was on watch at that time. I did not hear

the order given. My watch would commence
at half-past four on the morning of the 10th. When
my last watch terminated I went sometimes to rest
and at other times into the engine room. Up to
that time everything was going well in the engine
room. My watch commenced and continued till
half-past eight, during which time the vessel was
going at full speed. My watch again commenced
at half-past four in the afternoon. I was then re-
lieved by the second engineer. After this I did not
leave the engine room for many minutes together.
I ine:ply went on deck and remained a few minutes.
On the 10D:2; when I went off watch in the
a complete gale. When
morning, it was bilk:Y/ing
I commenced my watc:2 on the evening of
the 10th, I found the things All right in the
engine room. She was then goii3,7, at full
speed. At half-past eight I went off &sty. I was
relieved by the second engineer, where I remained
until half-past ten at night, when the big sea came
and washed away the skylight of our engine-room.
I came from my berth directly, and went into the
engine-room and found the second engineer stand-
ing by the engines. The room was flooded. I did
not remain to see the depth of water there. There
was a great body of water coming down the hatch-
way. I ran on deck and saw the whole of the
skylight gone. I don't know -what became of
it. It was a dark, bitter night. I then went
below, and shortly after, in a minute or two, the
engines stopped themselves. The water came down
over the engines, and ran into the stoke-hole.
When I went down the second time the fires were
out. I did not observe how they were wiion I first
went down.

Captain Harris—Do I understand that all this
occurred very rapidly ?
Witness—Yes, sir, very. Between the shipping
the sea and the stopping of the engine. The cover-
ing of the hatch was made of wood and glass. The
wood appeared to be very thick and stout.
Mr. O'Dowd—When you found the fires were
out and the engines not working, what did you do ?
. _

Witness--Shut the doors of the after bulk head.
That is the door that enters the screw alley. I then
went upon deck. The water was at times stream-
ing down the hatchway every time we shipped a

sea. The vessel was then labouring very heavily,
and constantly shipping seas. Tarpaulings and can-

. -
vas were brought, and they tried to nail them down

_.. .
over the aperture, but the men dashed into the lee

scuppers and were washed away.
[We shall continue the report in our late edition.]

A portion of the following appeared in our impression of
yesterday :
Mr. Talford Salter, who attended on the part of
some of the survivors, applied to Mr. Trail for
permission to cross-examine some of the witnesses.
Mr. Traill refused the application, as the present
was merely an inquiry. Any question the learned
gentleman wished could be put through the asses-
sors.
Mr. Talford Salter said that being the case, he
would withdraw from the examination.
The first witness called this morning was
Captain Richard Stoller, who said—l am au
officer in her Majesty's Navy, and am engaged at
Plymouth, acting under the Emigration Commis-
sioners. I have held the appointment for eight

years. I went on board the London in the dis-
charge of my duty at noon on the sth of
January. I was accompanied by Captain Martin
and the surgeon of the ship. I made the usual in-
pection of the ship, according to the Passengers' Act.
I did not observe that she had sustained any damage
on her voyage from London to Plymouth--not the
slightest. The examination I made was, going
round the deck, looking at the boats, seeing that
the life lAtoys were in their place, and that sort of
thing. I took a general view of her rigging and
spars, and then I looked down into the engine room,
and sent for the chief engineer to speak to him. Ile
reported to me that his department was in first-rate
order. I had a general conversation with him as to
how the engines worked coming down to Plyl9Puth,
as I knew they had had sonic very rough weather.
He told me the rate she had steamed, Which was
very good, but I forget the exact terms. I knew it
was very good, and it surprised me, as I knew that
her maximum rate of speed was not )nore than nine
knots, and that convinced me that the vessel must
be in good trim. I saw the surgeon and got his re-
port. In fact I made as general a survey of the
ship as I could. As she had merely touched at
Plymouth to take in passengers and coal in place of
that she had expended on her way down.
Captain Baker—How many tons ?
Witness—Fifty tons was paid for, but I did not
think it was as much.
Captain Baker-IVhere was it placed ?
Witness—lt was stowed round the engine-room
hatch and steam chest on the upper deck.
Captain Baker—Was there any placed in the
after combing of the engine-room hatch ?
Witness—No.
Captain Baker—Then, we are to understand
that there was a space between the coals ?
Witness—Oh yes. There was a gangway through
the stowage.
Mr. O'Dowd—Did she ship a considerable quan-
tity of passengers, baggage, or cargo ?
Witness—No. Only articles for the present use
of the passengers shipped there.
Mr. O'Dowd--Although she only called at Ply-
mouth for passengers, it was your duty to examine
the ship as to her state of seaworthiness.
Witness—Yes.
Mr. O'Dowd—You have in fact to see that she
is well fitted to go to sea.
Witness—Yes.
Captain Baker—Did you notice her draught of
water ?
Witness—Not critically.
Captain Baker—What do you mean by that ?
Witness—There's a great deal of water, and you
cannot tell accurately under such circumstances.
Captain Baker—You did not partially notice her
draught of water?
Witness—No ; I thought the vessel was in good
trim.

Captain Baker—By that you mean not deep ?
Witness—Certainly. Every steamship must of
necessity be a little deep on leaving port, otherwise
her form would soon be out of water and become
useless. I have a memorandum of the reading of
the barometer on board the harbour-master's vessel
in the Sound of the sth, 6th, and 7th of January
last. At 8 a.m. on the sth it was 29.90 ; at noon
it was 30.04 ;at 3 p.m., 30.07. On the 6th, at 8
a.m., 30.17, rising all this time, it will be observed ;
at noon 30.25 ;at sunset, 30.18. On the 7th, at 8
a.m., 29.76, at noon, 29.78 ; at sunset, 29.78. The
London left Plymouth at midnight, on the sth, and
next day it was fine and calm, and continued so for
four and twenty hours after. The barometer for
some days had been jumping about.
Captain Baker—Then, from your impression,
fiom the rising of the barometer and the state of the
weather on the sth, was it safe for a ship to go to
sea?

Witness—Yes, certainly. The weather continued
fine all the next day.
Mr. Traill—Was the coal properly stowed so as
not to interfere with the navigation of the ship or
the comfort of the passengers ?
Witness—Yes, certainly. They were stowed
four bags deep and four bags high. The bags were
laid lengthways. On former voyages she carried
her coal in a similar manner. I cannot say it was,
the same quantity. It was the regular place for it.
Mr. O'Dowd—lf all had gone on well it would
have been consumed in a few days ?
Witness—Yes. Had there been any necessity
the idlers on board could have thrown the whole
quantity overboard in half-an-hour.
Capt. Baker—Did you muster the crew before
the ship left?

Witness —No, I asked the captain whether the
crew was the same that he had on board when he
left Gravesend, and he told me it was. That satis-
fied me. I am'sure none of the crew left the ship
at Plymouth. It is not compulsory to muster the
crew unless I suspect fraud. The captain told me
he was going to ship three extra hands, but he
took four A. B's. Five were entered but one got
drunk and didn't go.

Capt. Harris—Do you consider it prudent
for ships to go to sea in the winter with a great
quantity of top hamper aloft ?
Witness—All merchant ships go to sea in the
winter with their royal masts on end and topgallant
yards across. You cannot get captains to strike
them. Men-of-war do not do so. lam astonished
at the practice.
Mr. Traill—You mean you are astonished at it
because you do not think it a prudent course.

Witness—Yes. Another emigration ship since
the London sailed went to sea under such circum-
stances. I have no power to order the yards down.
It would be much better if merchant vessels went
to sea in the winter months with stump topgallant
masts instead of the long ones.

Mr. Isaac Cole, recalled—l superintended the
loading of the London in the East India Docks,
under the superintendence of Mr. Charles Wigram,
previous to her last voyage. We took the cargo in
in six days. I can't say how many coals were taken
in, but I know the quantity of dead weight, con-
sisting of liar and sheet iron, amounting to 345
tons. The bar iron was stowed crossways ; the
sheet and bundle iron was placed on the top of
the other. It occupied a space of about 56 feet in
length, 24 feet in breadth, and 5 feet deep. I did
not stow anything else away as dead weight unless
you call agricultural implements so. They go by
measurement.
Mr. O'Dowd—You are speaking now of her
cargo, excluding her dead weight ?
Witness—Yes. Her cargo consisted of cases and
bales amounting to 963 tons.
Mr. O'Dowd—Does that include the agricultural

implements ?
Witness—l cannot say. The London's was what
was called a Melbourne carge• On an average 35
tons weight would be equal to every 100 tons
measurement. It was a very light cargo.
I put
the kentledge on board the London on her first
tons.
voyage, it amounted to 200 The
the iron, and measure-
ment goods were stored over some in
the main and after hold. a the cargo
Mr. O'Dowd—Was any stowed on
deck?

Witness—No, not any.
Captain Baker—What was the Weight of the
stores, provisions, and water ?
Witness—about 120 tons of provisions. I can't
say the weight of the water; the tanks I know were

all filled.
Mr: °
was 'l3" great part of the passengers'
baggage cl—A
stowed away in the East India dock.
Was it not ?
Witness—Yes. That which was not required on
the voyage was stowed in the forehold. It men-

pied about 50 tons space of room. I superintended
the stowage of the cargo on all three voyages of
the London. She carried quite as much cargo on
the first as on her last voyage. On her first voyage
she carried dead weight 180 f tons iron, and 773

tons measurement goods. On the second voyage
the total weight and measure was 1,347 tons.
Captain Baker—That is exclusive of the kent-
ledge in all cases.
Witness--Yes. Her last voyage was 1,308 tons.
She had about the same quantity of iron the second
voyage as the last.

Captain Baker—You had a larger cargo on the
second voyage than the last.
Witness—Yes. The kentledge was 150 tons
down the main hold from the after part of the main

hatchway, within about 20 feet of the after part of
the fore hatchway, and the rest was put in the
after hold from the fore part of the
after hatchway to the tank room. The
tanks were on either side of the screw alley
close up to the deck. The dead weight in the
main hold was stored on billet wood over the
kentledge. The thickness of the billet-wood was
from 9to 10 inches. We filled chock up to the
beams with measurement goods both in the fore and
after-hold. None of the dead weight iron was
carried there. Fifteen tons of coal were taken on
board for the ship's use, and stowed in the fore-peak.
There were no other weights there. The coal filled
it up. -The magazine of the ship was away aft; it
was built over the tunnel. It was my duty to take in
her spars. She had a spare topmast, topsailyard,
jibbom, flying jibboom, and two or three spare
topgallantmasts and stunt-sail booms. The top-
mast and topsail yards were stowed on deck, and
the other spars on the top of the house. Those on
deck were secured with ring-bolts, and those on the
house were lashed to ring-bolts. Her topgallant
and royal masts were in one spar, fore and aft.
The fly-jibboom was distinct from the jibboom.
The second officer of the ship was down in the hold
every day during the stowage of the cargo, and Mr.
Charles Wigram was also there every day, and, as
far as the dead weight was concerned he would have
directed me had any alteration been required.
Mr. H. Caulier—l am principal of the searchers
department of the Long-room, Custom-house. I
receive all the shipping bills for goods exported
from the port of London. The bill means the entry
outward of goods exported, showing the value,
quality, and description of goods. It is not pos-
sible to obtain a better description of a ship's cargo
than the shipping bill. I find that the dead weight
on board the London, such as iron, plate, bars,
sheet-iron, lead and shot, stone blocks, iron nails,
and screws are declared to weigh 347 tons 4 cwt.
3 qrs. 18 lb. ; other weight, such as hardware,
agricultural implementt,-&c., 13 tons 19 cwt. 3 qrs.
4 lb. I don't think it could all be called dead
weight, because it is in cases. In looking over the
bills of the London, I find the cargo of the London
to consist of millinery, woollen goods, ribbons,
haberdashery, flannels, cotton, glass, &c., and just
such as usually go to Melbourne. They were all
light goods. The total declared value of the cargo
of the London was £124,785 17s. 4d. The value
of the bonded goods, such as cigars, would amount
to about £2OO.
Mr. Cole recalled.

Mr. O'Dowd—After everything had been put on
board the London on her last voyage did you see
her draught of water whilst in dock ?
Mr. Cole—Yes. It was 20 feet forward ; aft
20 feet 9 inches.

Capt. Harris—Was that after the 50 ton of coal
was put on deck?
Mr. Cole—Yes.

Mr. O'Dowd said that would be the whole of the
evidence he had to offer relative to the cargo and
stowage. He should now call witnesses to speak to
the navigation of the ship.
Mr. George James Thompson—l am a licensed
Trinity-house pilot, and have been so upwards of
34 years. I was engaged to pilot the London on
her last voyage from London to the entrance to
Plymouth Sound. I went on board early in the
morning of the 27th December last. I took her to
Gravesend, and after we had taken in the live and
dead stock and baggage I took her draught of water
myself, and found it to be 19ft. 9in. forward, and
20ft. 9in. abaft. I have piloted her on her former
voyage. On her first voyage, atGreenhithe, she drew
19ft. forward, and 20ft. abaft; on the second, 18ft.
3in. forward, and 21ft. 9in. abaft. The difference
on this occasion was to ascertain her steaming qua-
lities. Her coals were placed abaft. We anchored
at the Nore on the 30th, and remained there all
next day because it blew a gale from the S.W. We
got under weigh at daylight on Jan. 1, and as we
were. passing the South Foreland lighthouse in the
afternoon they were lighting the lamps. Here we
took in sail and went on under steam. At 8 o'clock
we were off Dungeness, and at 2 a.m. the next day
we were abreast of Beachy Head. During the day
, the wind began to freshen very much, and not be-
ing able to weather St. Katherine's Point, I put her
about. I then consulted Capt. Martin that it would
be better for us to go to the Motherbank, as the
weather appeared so squally and unsettled. He
went down and looked at the barometer, and on his
return he said he thought it the most prudent thing
to do. We accordingly anchored at the Mother-
bank about half-past 3 p.m. During the night it
blew a heavy gale of wind from the S.W. On the
31st Jan., at 10 a.m., we got under weigh and pro-
ceeded for the Needles, which we passed about 4
p.m. There was a heavy sea outside, but we made
very good way, and at 8 p.m. we passed Portland.
At 2 a.m., on the 4th, we sighted the Start Light,
and about 7 a.m. we were abreast of it. The
weather then became thick, with rain. Strong wind
from the S.S.W., with a heavy and confused
swell on. About half-past 9 a.m. distinguished
the land and steered for Penlee Point, and
anchored at Plymouth Sound at noon on the
4th, being about 22 hours from the Needles. I
then left. We had a very heavy sea down. She
took some water on the 4th, as there was tremen-

dous and confused seas on that day. She went
al out four knots an hour. I considered the perfor-
mance of the ship satisfactory. When we got to
Plymouth she had but four or five bags of coal on
her deck. The coal did not shift at all, notwith-
standing the vessel made one or two heavy lurches
in consequence of the tremendous sea. It did not
occur to me that the London was too deep in the
water. I sent the chief officer, Mr. Harris, to
measure her draught, and he told me he had a foot
to spare, as he had nearly nine feet clear from the
water's edge.

By Captain Barris--I give the extreme draught
of water, as pilotage is charged by the foot and not
by the fractional part of a foot. It is both for my
own interest and also for the Trinity that I should
give the extreme draught. I should not call the
London a wet ship. •
Captain Harris—Did she steer well?
Witness—She was a long ship, and considering
the weather she required care.
Captain Baker—Did you set the mizen staysail
going to Plymouth ?

Witness—Yes I did. I considered that to be a
good stormsail. We. bent a fore staysail at Grave-
send. The canvas of the sail was very stout. It
was No. 1 quality. In my opinion the London
carried efficient canvas to lay to in any gale of wind.
I piloted the Peninsular and Oriental ships out of
London.

Mr. O'Dowd—As the next witness, sir, will be
the engineer Greenhill, who may be considered to
be the great witness in the case, and as his examina-
tion will occupy a considerable time, I don't think
that it would be proper to open his evidence at the
present time (4 o'clock). I therefore, sir, shall ask
you to adjourn the investigation until to-morrow
morning. _ _

Mr. Traill then adjourned the proceedings until
to-morrow.

How CASUALS ARE RECLAIMED.—Not a night
passes but amid the foul scum of blackguardism
and worthlessness which drifts into the casual ward there
is a percentage of undeserved misfortune and innocent help-
lessness. How much can be done towards distinguishing
and assisting the latter, is seen from the records of the
refuges ; how much more might be effected by an efficient
staff of officers, whose sole duty it should be to take charge
of houseless wanderers, can only bo understood by those
who have mingled night after night with these poor people,
have heard and tested their stories, and been at the pains
of examining into their past, and, in some instances, watch-
ing their future career. The casual poor are a distinct
class, with subdivisions, nice points of distinction, pecca-
dilloes, and idiosyncracies, peculiarly their awn. To deal
with them effectually, to restore some to the ranks of honest
labour, to cope with the abandoned profligacy and vicious
indolence of others, and to mete out justice and ensure food
and shelter to all, it is absolutely essential that the official
machinery should be carefully adopted to its purpose.
There aro numberless subtle difficulties connected with the
effort and self-devotion.
treatment of houseless wanderers, which can only be mas-
tered by patient, unwearyin a
few
kind
and
judicious
Many instances have occurred, within my knowledge,
where a little painstaking and
questions have resulted in the rescue of an abject wretch
from a life of misery and shame, and in restoring him to one
of decency and repute.—J. C. Parkin:on in " The Fort-
nightly Review."