The Sun.
London, England, 1859-12-03 00:00:00

and sea had increased so much that, though under
full steam, the ship refused to answer her helm.
"It was then found that the ship was drifting
bodily to leeward, and no course remained but to
let go the anchors. To the anchors it will have
been observed that the ship held for four hours,
and it is to be lamented that the resolution was not
immediately taken to cut away the masts. Had she
been so relieved, her "only chance of safety—viz.,
holding on to her anchors—might possibly have
been secured. It is evident that, with the top ham-
per aloft, the steam power was inadequate to keep'
the ship under command. Had the masts been
sacrificed at first, as they were ultimately, the steam
power might have availed the ship more effectually.
" It is very likely that the captain of. the Royal
Charter was deterred from this course by the ap-
prehension that the falling rigging and spars might
foul her screw, thus repeating the catastrophe un-
dergone by the Prince, in 1854, cff Balaklava ; but
it should be remembered that the Prince was sup-
plied with a three-bladed fan, while the Royal Char-
ter had a two-bladed one only, which could be
hoisted up in a short time, and with little labour.
" I am well aware that in making these animad-
versions on the measures taken by the Royal Char-
ter I may encounter some difference of opinion ;
but, having the advantage of judging from the
event, I cannot but help concluding that a fair
chance of safety was sacrificed by the course pursued.
" I may here also advert to what appears a dan-
gerous practice—viz., to steam ahead to the anchors
in a gale of wind and in a seaway.
"A gale of wind, as is well known, is not uniform
in strength, but there are moments of comparative
lull. During these the steam power not being
readily controlled is apt to shoot the ship ahead.
After this, when a violent gust occurs, the ship
drops astern, bringing up with a sudden and a
severe jerk on her cables—a kind of strain most
likely to make them part.
" It is not impossible that such may be the true
explanation of the parting of the cables of the Royal
Charter.
" All the evidence concurs in showing that the
force of the gale was terrific and unexampled on
that coast. Nothing conclusive can be arrived at
towards solving the question whether a wooden
ship would have held together longer, or so long as
the Royal Charter. As far as I have had informa-
tion on the subject I have no ground to impute
blame to the lifeboat people.
" The Coastguard were early on the spot, though
stationed 10 miles off. The two pilot boats, accord-
ing to the regulations of the port, were in their
proper cruising ground off Point Lynas. One of
them saw a blue light, probably from the Royal
Charter, and kept a sharp look-out accordingly, but
immediately afterwards the darkness was so great
and the rain so thick as to make it impossible to see
from one end of the pilot boat to the other. The
wind also became so high as to -put out her lights
repeatedly; and even had she neared the Royal
Charter, there was such a sea running as to make
it impossible to put a pilot on board.
" The officers and crew to the last were indifferent
to the preservation of their own lives and solely in-
tent on their duty. Taking into account the un-
exampled fury of the gale, which entirely neutralised
the powerful action of the screw propeller, so that
the ship was no longer under command—a circum-
stance which Capt. Taylor could not have antici-
pated; and considering also the apprehension he
may have entertained, while at anchor, that th"
masts would foul the screw if they were cut away,
and possibly that the action of the screw to ease
the cables could not be safely intermitted—l do not
think this is a case in which I could report that the
ship was lost by the default of the master.
" J. S. MANSFIELD, Stipendiary Magistrate,
Liverpool.
" Liverpool, Nov. 28, 1859."
" I concur in the above report.
" H. HARRIS, Nautical Assessor."
The Marine Department of the Board have
awarded Joseph Rogers, the Maltese seaman, who
swam from the Royal Charter with a rope to the
shore, the sum of £lO and a silver medal, for his
gallantry in saving life before the ill-fated ship
broke up.
It is incorrect that the divers have recovered
£150,000 of the sunken treasure; the total amount
of gold in bars, dust, and sovereigns, &c., saved up
to the present does not exceed £14,000.
During the last two days a gale of wind from
the N.E. has put a stop to the operations of the
divers, and the steamer and lumper have been com-
pelled to run into Beaumaris for shelter.

CAPTUTE OF A NETV IORK OSLAVER

The New York papers give a long account of the
capture of the slave ship Emily, of New York, off
Loango, on the west coast of Africa, by the United
States' ship Portsmouth. The slaver was first
descried on the 20th of Septemb ex, when, on being
hailed, she replied " The Emily, of New York,"
but hoisted no flag. A cutter was ordered to board
her, and institute a strict examination. On rounding
her stern, it was seen that "New York" was roughly
painted over another name, which was subsequently
made out to be "Phila." The officers of the Ports-
mouth were received at the gangway by the alleged
master, Captain Lindsey, and were invited into the
cabin. His papers were exhibited, and a glance at
them showed that a further investigation was neces-
sary. The manifest is a curious document indeed,
the cargo consisting (as alleged) of rum, lard, sugar,
crockery, rice, flour, codfish, lumber, drugs, herrings,
pork, caldrons, pails, casks, and beans. The rice is
that kind known as " nigger rice." The lumber
was in planks, and just sufficient for a slave deck,
as, indeed, it was found to be. The " caldrons"
were cooking galleys completely fitted for use, and
ready to put up on deck. The bread was of a quality
suitable for the use of the negroes, and the c
were found to be fitted to the ship, and were full of
fresh water. There is not the slightest doubt as to
her real character. She was completely fitted out,
and ready to receive her slaves on board. A few
hours later the skipper of the slaver would have
had the negroes on board and been off. She was
represented to have cleared from New York on the
30th of June last. There were found on board two
persons who positively refused to give any account
of themselves, or even their names. One was an
American and the other a Spaniard or Portuguese.
The captain says that they came on board at New
York, and professes to know nothing further of
them. The register shown was that of the bark
Emily, but this was a ship. Capt. Lindsey says, in
explanation of this,that he crossed his cross-jack and
mizen topsail yards when in the lower bay of New
York harbour. This leaves the Emily without any
papers at all, the addition of these yards having
changed her into a ship. The slaver is now in safe
custody at New York. The requisite papers
having been prepared by the District-Attorney,
Marshal B.ynders despatched Deputy Marshal
Lorenzo Angelis and officers .11iller, Itynders, and
O'Keefe to bring the prisoners ashore. They took
the captain, two passengers, and nine seamen
to Eldridge-street prison, whence they would
be brought before the United States' Commis-
sioner for examination. The Emily is a rakish-
looking barque of 300 tons burden. She cleared
from New York in June last for Ambriz on the
West Coast of Africa. The Portsmouth must have
left the United States about the same time the Emily
did. It appears that the capture of the slaver can-
not be claimed as the exclusive exploit of the United
States' ship Portsmouth. The captain of the Bri-
tish cruiser Triton first boarded the Emily, and
concluded from observations made that she was a
slaver, and but for his information it is doubtful
whether she would have been taken. The _Yew
York Tribune adds that the British cruisers merely
find out and keep the run of these slave-traders till
a Yankee cruiser heaves in sight, by which a search
and capture can be effected.
..

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