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Anglo
Saxon, Allan Line 1856-1863
The Allan Line steamship Anglo Saxon, Captain William
Burgess, from Liverpool and Londonderry and destined to Quebec,
with 445 passengers and crew, departed
Liverpool April 16th 1863 & Londonderry
April 17th 1863. On April 27th 1863, she wrecked on Cape Race, Newfoundland,
with
the
loss
of 237
lives. The penny from the Bank of Upper Canada,
depicted on the right, was taken from the wreck
Much has been written about the loss of the Anglo Saxon,
and extracts from the Belfast Newsletter, beginning
with Monday, May 11th, 1863 and the Armagh Guardian,
beginning with Friday, May 15th, 1863, are included here. Both extracts
contain names of passengers and crew,
both lost, and saved. See also the Board of Trade Inquiry and the Official
Report on the Loss
of the Anglo-Saxon.
Belfast Newsletter, Monday, May 11th, 1863
TOTAL WRECK OF THE ANGLO-SAXON.
237 LIVES LOST.
The splendid screw
steamship Anglo-Saxon, Captain Thomas [sic]
Burgess, which left the Foyle on the 17th April for Quebec,
was totally
wrecked off Cape Race
on the 27th April, when, dreadful to relate, 237 lives were
lost. The
Anglo-Saxon was a fine and favourite vessel of 1123 tons, built
on the Clyde, and launched at Dumbarton in 1854. She sailed
from the
Mersey on the 16th of April for Quebec and Montreal (the "pioneer" vessel
of the Canadian trade direct for the Summer season), and from
the port of Londonderry on the succeeding day. It would appear
that,
when off Cape Race, where it was probably intended to land
the latest telegrams, the vessel encountered one of those dense
fogs
which are
so common off the banks; for we learn by telegram that she
was wrecked four miles East of Cape Race at noon of the 27th
during
a dense fog.
The deck broke up an hour after the vessel struck, and Captain
Burgess, part of the crew, and a great many passengers who
were on deck when
the vessel sunk in deep water were all lost. The crew and passengers
numbered 445 persons, of whom 187 are known to have been saved.
It is barely possible that some others may also have been rescued,
for
we read that two of the steamer's boats and raft which left
the vessel have not been heard of, but search is being made
for them.
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The Time's correspondent states that steamers have been despatched
to the scene of the disaster, with the hope of rescuing any of the
survivors who may have taken to rafts or boats belonging to the steamer,
which have not yet been heard from. A despatch from the mail officer,
dated the 29th, states that all the mails are lost, and that 237
lives are lost out of a total of 445 souls. |
We
have received from our own correspondent in Liverpool the following
list of passengers who joined the Anglo-Saxon at Derry:- |
Matilda Ganley, 27, and one child |
James Kirk, 21 |
Robert Bruce, 20 |
Hamilton Magee, 20 |
Edward Kerr, 20, wife, and one child |
William Johnston, 20 |
Mary Keanny, 20 |
Alice Stewart, 20 |
John Keely, 22 |
Daniel Ferguson, 21 |
John Meaney, 28 |
Daniel Coulter, 28 |
Mary Coulter, 20 |
Catherine Early, 20 |
Bernard Early, 21 |
John Morrow, 28, and wife |
Marjorie Morrow, 20 |
John Carroll, 35 |
John Reidy, 26, and wife |
George Atkinson, 20 |
Robert Atkinson, 18 |
Ellen Atkinson, 22 |
Joseph Eagan, 30 |
Mary Eagan, 48 |
William Rogers, 19 |
John McNally, 20 |
Francis McDonald, 18 |
Peter Nolan, 30, wife, and two children |
Peter Watson, 35 |
John Davison, 23, wife, and child |
Thomas Power, 21 |
Mary A. Adam, 18 |
Martha Rimp, 17 |
Francis Gornley, 30 |
Patrick Gornley, 18 |
Anne Gornley, 18 |
Samuel Cotter, 22 |
William Glover, 48, wife, and seven children |
John McCrew, 25 |
Alexander Storey, 22 |
Thomas M. Cornbridge, 20 |
James A. Direa, 20 |
James Finlay, 21 |
Rose A. Gartin, 19 |
Sarah Smith, 28 |
Charles McCloskey, 21 |
David Dinsman, 31 |
Daniel Gerahty, 30 |
James Murtagh, 30 |
C. Crawford, 50 |
Mary Binnek, 22 |
Margaret Binnek, 25 |
Mrs. Black |
George Black |
Ann Orr |
John Livingstone |
Samuel Mence, 25 |
Peter Crumplin, 23 |
John Wright, 30 |
Peter Connagher, 42 |
Margaret Fernie, 25 |
James Barkley, 30 |
Peter McMillan, 36 |
Thomas Anderson, 22 |
John Small, 21 |
Rose Winch, 25 |
Catherine Cameron, 27 |
Rose Bell, 27 |
Michael Davies, 41 |
Hugh Strachan, 50 |
Samuel Morgan, 82 |
M. Henderson, 21 |
Rose Jamieson, 36 |
John Norman, 21 |
W. S. Finlay, 25 |
Angus McLane, 22 |
F. Mackenzie |
Robert Parker |
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Louisa Gibbs, 30, and two children |
In publishing lists of those who were saved, we would
impress upon our readers the fact that names sent by telegraph are
frequently mis-spelled, and often become wholly unintelligible by
the transposition of a letter, or the substitution of one letter
for another. It is therefore possible that some whose names do not
appear among the saved may, nevertheless, have been rescued; and
until full and accurate lists are published, it will be unwise of
those who had friends on board to give way to utter despondency;
at the same time, with the fearful fact before us that 237 lives
have been lost, it is only too certain that many a household will
be plunged into mourning. |
Thirty-three cabin, 103 steerage passengers, and 21
of the crew were saved. |
The following are the names, as reported by telegraph,
of the cabin passengers saved:- |
The Hon. John Young and family |
Females - Hope, Betram, Inglis, Keerwood, Stoddard,
Chretien, Wright, James, Jackson, and child |
Males - Caldwell, Raton, Kirkwood, Chretien, Towers,
Kirkness, Frazer, Martin, Sealy, Whites, Captain Reed, Hiles, Cassidy,
Lieutenant Simpson |
Amongst these
names are some which will be recognised by our readers. The Mr. Martin mentioned is Mr. John Martin jun.,
son of John Martin, Esq., Killyleagh. The Mr Kirkwood is a gentleman
of that name who resided on the Falls Road, Belfast, and who had
his sister with him. Whether that lady was saved is uncertain, but
there is at least a hope it was so, as amongst the females saved
we find the name Keerwood, which possibly should be Kirkwood. The
name Raton, it is believed and hoped, is telegraphed in mistake for
Patton; Dr. Patton, a County Down gentleman, and a relative of Robert
Corry Esq., having been on board as surgeon of the ship. It is, at
all events, probable that he is among the saved. Out of thirty-three
cabin passengers saved, there are but twenty- five specified. It
is uncertain how many of the remaining eight are included in the
family of the Hon. John Young. |
Amongst the saved
we also find the following:- Mr.
Hart, 1st officer; Mr. Robert Allan, 3rd officer; Mr. Scott, 4th
officer; Mr. James Henderson, 4th engineer, and Mr. Greeve, the mail
officer. |
The following is a list of the steerage passengers
saved from the Anglo-Saxon:- |
Parker, Parsons, Saint Marie, Collogan, Daltie, Cooth,
Fleck, Ferguson, Callaghan, Pautrio, Wilpolin, George, Wood, Stanley,
Naglies, Lahu, Barbour, Coulter, Finlay, Morgan, Rooke, Lloyd, Furrio,
Jones, Griffiths, Churchard, Wickett, Burrow, Nance, Block, Jones,
and wife, Fidelis, Jones, Loubrier, Barclay, Jamieson, Small, Bishop,
Gourley, Corder, Mackillarey, Johnston, Bussman, Reid, Howell, Mackay,
Murtagh, Garretty, Davies, Tupper, Christianson, McNeilly, Atkinson,
Christianson, Rees and child, Townsend, Damsell, Cross, Cronew, Berry,
Crawford, Gourley and child, Christiana Brown, Elizabeth Wood, Dance,
Pole, Harrison, Walter, Bruce, Jones, Wamley, Mary Ann Thomas, Mary
Ann Adams, Mina Christian, Jessie Christian, Mary Waldron, Mary Lenwick,
Martha Lenwick, Maggie Lenwick, Ann Gormelley, Jane Cotton, Mary
Ralston, Ann Stevens, Mary Callan, Mary Callingham, Alice Stewart,
Mary Kenny, Fanny McKenzie, Mary Reed, Jane Walker, Ellen Ryah, Sarah
Smith, Kate Early, Margaret Evans, Sophia Danes and child, Eliza
Graty and two children, and two children unknown. |
It has been ascertained that all the mails and 237
lives were lost in the Anglo-Saxon. |
The New York journals say the terrible disaster to
the Anglo-Saxon would most undoubtedly have been avoided but for
the unaccountable refusal of the British Government to permit the
Associated Press, the New York underwriters, the Transatlantic Steam
Company, and other parties in New York to place one of Daboll's powerful
air-trumpets at Cape Race, which could be distinctly heard in foggy
weather from six to ten miles at sea, and would save millions of
property and hundreds of lives. |
The Anglo-Saxon and
cargo mostly were insured in London at £12 on the hull and 12s on
the cargo. She was an iron steamer
of the first class. |
We have made inquiries from the Belfast agents, Messrs.
Charley & Malcolm, and find that, most fortunately, only three steerage
passengers were booked by them for the Anglo-Saxon. They were humble
people from the neighbourhood of Belfast, but their names have not
been ascertained. As a general rule, a very large number of steerage
passengers are booked by this firm for the route from Derry to Quebec;
and for the next sailing numerous passages have already been taken. |
We have thus collected all the particulars that can
for the present be ascertained as to this most lamentable shipwreck.
Probably the next arrival will bring further details and accurate
lists of the saved; but the papers that have reached us by the Arabia contain no further intelligence. |
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Tuesday,
May 12th, 1863 |
THE TOTAL LOSS OF THE ANGLO-SAXON.
the correspondent
of Saunders' News-letter supplies the following additional particulars:- |
QUEENSTOWN, SATURDAY,MAY 10
. ...It appears that the
unfortunate vessel left Liverpool on the 16th of April, and having
touched at Lough Foyle, sailed from thence on the following day for
Portland, State of Maine, or Quebec, if the St. Lawrence river was
free of ice. At noon of the tenth day, the 27th ult., after leaving
this country, she struck on a rock in a dense fog, within four miles
of Cape Race, and was totally wrecked, and a large number of her
passengers and crew were drowned. Three of the passengers arrived
at Cape Race Telegraph Station at four o'clock in the afternoon of
the same day, when, having reported the disaster, the Associated
Press news yacht and a steam-tug proceeded to the wreck. The following
are the telegrams received at Boston:-
"Pictou, N.S.
April 28 " The steam-tug Dauntless picked up two boats' crews
of the Anglo-Saxon between Cape Ballard and Cape Race, and is
returning
without landing at Cape Race."
" St. Johns, N.F.
April 27th, via Port Hood, 28th. " The Anglo-Saxon had 360 passengers
and a ship's crew of 84 men. She was wrecked four miles East
of Cape Race at noon on the 27th, during a dense fog. Seventy-three
persons
escaped from the wreck by means of ropes and spars, and twenty-four
in two life boats. The total number saved is ninety-seven. Numbers
4 and 6 boats have not arrived off Cape Race in consequence of
the dense fog. The Commander of the Anglo-Saxon is supposed to
be among
the number drowned. The purser, first and second engineers, and
the doctor are among the saved, as also one cabin passenger,
Lieutenant
Sampson, of the Royal Artillery. Hon. John Young and family are
supposed to be in one of the missing boats. The deck broke up
in about an
hour after the Anglo-Saxon struck. Nothing but the mizenmast
is standing. Several persons clung to the forerigging until the
foremast fell.
No assistance could be rendered. Guns are being fired at the
Cape to attract the attention of the missing boats."
" St. John's N.F. , April 28th. " The steamer
Dauntless, at nine a.m. to-day, picked up two boats belonging
to the Anglo-Saxon, containing ninety persons. The following
passengers are reported to be on the Dauntless:- Hon. John Young,
lady, seven children, and servant; Miss Hope, Miss Bertram, Mrs.Captain
Stoddart, Mr.Greene (mail officer), Mr.Towers, Rev. Mr.Eaton,
Captain Cassidy, Mrs.Jackson and child, John Martin, James Kirkwood
and sister, Mrs.Eliza James, Catherine Cameron, Mary Ann Thomas,
Mary Ann Adams, Edward Mans, Thomas Caldwell, Mr. Hart (first
officer), Robert Allen (third officer), Mr. Scott (fourth officer),
and James Henderson (fourth engineer). The steamer Bloodhound has gone to Cape Race for the rescued persons there. The weather
is very fine and clear on the coast to-day."
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Later intelligence in
regard to this melancholy casualty, furnished by telegram to Halifax,
N.S. has been published.
...While lamenting the loss of the Anglo-Saxon, a passing glance
may be taken of the casualties to the Transatlantic steamers during
the last ten years. Starting with the Cunard Line, they have met
with no disaster since the loss of the Royal Mail steamer Columbia,
Captain Neill Shannon (one of their earliest packets); the Inman
line have lost the City of Glasgow, supposed foundered at sea after
collision with an iceberg; and the City of Philadelphia, Captain
Robert Leitch, lost near where the Anglo-Saxon was wrecked. The late
Collins line (now defunct), lost their first-class steamers Arctic,
Captain Luce, by collision off Cape Race, and the Pacific, Captain
Asa Elridge, supposed to have foundered with all on board. In addition
to the above, the Havre, Southampton, and New York line have lost
the Franklin and Humboldt, both first-class transatlantic steamers.
Hopes are entertained that two of the Anglo-Saxon's boats (one of
them having a raft in tow) may be picked up by some passing vessel.
The Hon. John Young, one of the leading statesmen of Canada, and
his family, eleven in number, are reported to have been saved.... |
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Friday, May
15th, 1863 |
THE LOSS OF THE ANGLO-SAXON.
The following particulars
of this catastrophe, we (Derry Guardian) copy from the Montreal
Herald of May 2nd:- |
TO EDMONSTONE, ALLAN, &CO. Cape Race, April 27.
The Anglo-Saxon, during a dense fog at noon to-day, struck four
miles
East of Cape Race, and got broadside to the rocks. During the
time she was afloat we landed seventy people. Heeled to port in
an hour,
and sunk below her rails. Three boats on the port side got away.
Captain Crawford, with No.2 boat and twenty-three people have
arrived here. Hon. John Young and family are supposed to be in
the missing
boats. Captain Burgess is drowned. Some officers are missing.
Her decks were broken up at four o'clock. Left the wreck when all
disappeared.
The people are all here.
(Signed) William Jenkins, Purser.
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SECOND REPORT.
The steamer Dauntless, at nine a.m.,
to-day (Tuesday), picked up two of the Anglo-Saxon's boats containing
ninety people. The following is a copy of the telegram received
by the Postmaster-General at Quebec yesterday. It will be seen
from
it that a frightful loss of life has occurred:
(COPY) "St. John's,
N.F., April 29. "TO THE POSTMASTER-GENERAL AT QUEBEC. " The
Anglo-Saxon was lost on Cape Race at 11.10 a.m., on the 27th. The
mails have gone down. Two hundred and thirty-seven lives were lost
out of a total of 445.
(Signed) Samuel T. Greene, Officer
in charge of Mails."
With respect to the arrangements for forwarding the passengers,
we learn from Messrs. Edmonstone, Allan, & Co., that the
steamer
Bloodhound will bring
as many as she can accommodate from St. John's. The
steamer Merlin will
be despatched from Halifax to-day, for
St. John's, to bring up the remainder.
[see Bloodhound arrival
at Quebec] |
FIRST OFFICER'S STATEMENT.
The Anglo-Saxon experienced
strong Westerly gales until Saturday, 25th, 8 p.m., when she
fell in with ice and a thick fog. The engines were immediately
slowed.
At 10 p.m., the ice being so thick and heavy, the engines were
stopped altogether. There was a light breeze from the South, forcing
the
ship ahead about one knot an hour. At 5 a.m., on the 26th, the
fog lifted, and the ice having slacked, we set foretopsails and
headsails,
moving the engines occasionally at a dead slow. At half-past
10 a.m. the fog cleared away, and we saw clear water to West-North-West
from
mast head. We continued our course toward clear water. At 2 p.m.
we got the ship clear of ice, and steered her by West with full
speed and with all possible sail. A moderate breeze was blowing
from South
at this time. At noon, lat.46.47, long.57.24, by chronometer,
at ten p.m., the breeze freshened, and blew strongly from South-South-East,
and a dense fog set in. We took in all sail at eight a.m. on
the
27th. The fog still continued to be dense; and supposing the
ship to be forty miles off Cape Race, we altered her course to
the West-half-North,
and slowed engines to half-speed, which we supposed would have
taken us seventeen miles to the South of Cape Race. At ten minutes
past
eleven a.m., breakers were reported on the starboard beam. Captain
Burgess immediately ordered the engines to be reversed at full
speed; but, before her headway could be stopped, she struck flat
on the
rocks off Clam Cove, about four miles North of Cape Race. A heavy
sea rolling in, drove her quarter on the rocks, carrying away
her rudder, stern-post, and propeller. Finding that there was no
possibility
of the ship coming off, the order was given to let go both anchors
to hold the ship on the rocks. The carpenter was forthwith sent
to examine the fore peak, and found it filling fast with water.
He also
examined the fore head, but found no water there. The Chief Engineer
coming up directly afterwards, reported the forward stoke-hold
filling fast. He opened the valves and blew the steam out of her
boilers.
The boats were all lowered successfully, except Nos. 1 and 3.
the ship was close on the rocks; these could not be got out. Boat
No.2,
with some of the crew and passengers, commanded by Captain Crawford,
was sent to find a place to land the passengers. Some of the
crew being landed on the rocks by means of studding sail boom,
with the
help of some of the passengers got a hawser secured to a rock
to keep the vessel from going out. We then commenced to land female
passengers on the rocks by means of the fore-yard arm. The first-class
passengers were put into a boat. At about noon the ship's stern
swung
off from the rocks and she settled down very fast, listing to
port at the same time and sunk in deep water. The captain and a
great
many passengers were on deck at the time, with part of the crew,
and all were lost. |
We take the following from the Newfoundland Express
of May 5th:- |
STATEMENT OF MR. R. A. ALLEN, THIRD OFFICER.
Up
to Saturday, April 25, we had experienced fair Westerly weather.
At
eight o'clock that evening we encountered ice about the outward
edge of the banks, and the speed was reduced. At ten p.m. we fell
in with
heavier ice; the engines were stopped altogether, only a light
breeze forcing the ship gently through. The fog was thick. About
ten a.m.,
on Sunday, the fog cleared up, and we set the fore-topsail and
head sails in order to force through faster. At twelve we could
see clear
water ahead. The ice not being so thick, we now let the engines
go a-head slow, occasionally stopping as the ice grew thicker.
At two
p.m. we were clear of the ice altogether, the engine was turned
a-head full speed, and all plain sail set, the weather being fine
and clear.
At daybreak on Monday morning it again became very foggy. We took
in all sail and slowed the engines. We got an observation the day
before (Sunday) the position of the ship being then 46.54 North
latitude, and 47.24 West longitude. At 11.10 on Monday morning
we saw the breakers,
and in a few minutes the ship struck. According to our calculation,
and judging from the course steered since taking observations yesterday,
we believed the ship to be seventeen miles South of Cape Race.
I was on deck when she struck, and was a good deal with the captain,
assisting him and taking orders. [Mr. Allen here confirms the account
given by Mr. Little, as regards the landing of passengers in the
basket, and continues.] The captain went upon the saloon deck,
and
I followed him. The ship was lying over very much, and the captain
was putting on a life-buoy. I tried to get into the main rigging,
but the ship went over so fast that the captain and myself were
precipitated into the water, and went down together. While under
the water I got
hold of the captain's coat, thinking it was one of the sails, and
commenced hauling myself up by it, and presently I got hold of
his whiskers. We came to the surface together, and when I saw it
was
the captain I let go of him and got hold of a piece of wreck. The
captain said to me, "Now, Mr. Allen, let's strike out clear of the
wreck as soon as we can." A sea washed me against the main rigging,
and I got into it up under the main-top. The chief steward was
there, Captain Hyler, the ship's cook, and two passengers, one
a boy. When
I got into the rigging I looked to see where the captain was. I
saw him in the water, surrounded by small pieces of floating wreck,
and
so hemmed in that he could make no exertions to save himself. When
I looked again he was gone. He must have slipped through the buoy,
for that was floating. He was not seen afterwards. We hailed a
boat not far out, but they didn't care to come to us. Soon after
that
the maintopmast was carried away, just above the topsailyard. A
portion of the saloon deck was floating near the mizen mast, and
sometimes
came near us. Captain Hyler succeeded in getting on it, and it
then floated away, so that the rest of us could not. In a few minutes
the mainmast was carried away, and I fell with it. When I got into
the water I struck out for the raft, and I got on it, but the chief
steward was drowned before he could reach it. Captain Hyler and
myself
hauled the ship's cook and the boy on the raft. Three or four others
were on the raft before. We now cut the raft clear of the wreck,
and it floated away. Towards evening the fog cleared, and we saw
a man floating on the after part of the saloon deck. We soon got
near him, and, thinking our own raft might not hold out, we took
the other in tow, trying to row with a couple of oars we had picked
up, but we could not make any headway. We drifted about all night,
and soon after sunrise saw the steamer, but thought she was standing
away from us, and despaired of being seen; I got a staff, and hoisted
a woman's dress upon it. They saw the signal, and came down and
picked us up. During the night the boy died from wet and exposure. |
STATEMENT OF WILLIAM McMASTER, CHIEF ENGINEER.
The
Anglo-Saxon left Liverpool with 445 souls on board (comprising
48 cabin and 312 steerage passengers, with a ship's company of
85 souls),
on the 10th April at 6 p.m. Reached Moville, near Londonderry,
on the 17th. We had strong Westerly winds up to the 22nd, and on
the
25th made field ice, got through it safely on the 27th, expecting
to make Cape Race about noon on Monday - engines going at slow
speed, very thick, dense fog. At 11 a.m., discovered breakers a-head.
Orders
were received to reverse the engines full speed, and reversed
them full speed. The ship then struck heavily aft. Then ordered
to stop
and turn a-head full speed. Did so. Gave orders to the second
engineer to stand by the bilge injections, and every man to stand
to his duty,
which was done. Shortly after this the water came rushing into
the forward stoke hole, putting out fires and filling the engine
room.
By this time the engines were stopped, and I eased the safety-valve
levers, and told the men that nothing more remained to be done,
and that they had better be cool and save themselves. I then came
on
deck, and assisted to rig out a studding-sail boom from the ship's
rail to an adjacent rock. Over this we succeeded in getting ashore;
and then, by means of a basket, slung from a chair, we succeeded
in getting ashore the women and children. About this time the
ship began to break up. Numbers of the passengers and crew climbed
into
the rigging, leaving a large number on deck, all of whom were
drowned. The scene at this time was a dreadful one. We could give
them no
further assistance, and many of them attempted to save their
lives by dropping into the water, but were swept away by the surf.
The
ship fell over to her port side, and broke completely up, leaving
those on board to the mercy of the waves.
We then despatched
four of our number to find the Cape Lighthouse station. They returned
with Mr. John Murphy, captain of the Associated Press News-boat;
we went with him to the telegraph station, and were there made
comfortable.
During our stay near the wreck, we gathered sufficient wood to
light a fire, and succeeded in getting about two ounces of bread
for the
children. But the arrival of Mr. Murphy provided us with sufficient
shelter and food. |
NUMBER OF PASSENGERS LOST AND SAVED. |
|
Lost |
Saved |
Total |
Cabin |
15 |
33 |
48 |
Steerage |
209 |
103 |
312 |
Crew |
14 |
71 |
85 |
|
238 |
207 |
445 |
|
The list of the names of those who perished in this
awful catastrophe has not yet been published, owing, doubtless, to
the loss of the ship's papers. As some misapprehension exists relative
to the reasons which induced the captain of the steam-ship Anglo-Saxon to sail so close to Cape Race - it having been stated that his doing
so "was for the purpose of communicating European news" - we believe
the following facts will be found correct:- The steamer would, of
course, have landed her news had she called off the Cape; but her
immediate purpose was to receive instructions (which were to be telegraphed
to the Cape for her) as to whether the St. Lawrence was sufficiently
free from ice to admit her going to Quebec, or whether it would be
necessary for her to go to Portland instead. Her orders were to touch
at the Cape for the above purpose, weather permitting, otherwise
to call at Halifax, to which place the instructions were to be duplicated.
It is to be presumed that the captain thought the circumstances favourable
for making the Cape, and that the fog must have come upon him suddenly,
as it frequently does in those latitudes. |
Armagh
Guardian, Friday, May 15th, 1863
LOSS OF THE ANGLO-SAXON STEAMSHIP.
The Steamship Anglo-Saxon, from
Liverpool and Londonderry, for Quebec, while in a dense fog,
some three miles distant from Cape Race, on the 27th of April,
went on
shore, and in a short time became a total wreck. Of 444 passengers
and crew who were wrecked on board 180 have reached land, or
been picked up in small boats; the fate of the others is not yet
known.
Steamers have been despatched to the scene of the disaster, with
the hope of rescuing some of the survivors who may have been
taken to rafts or boats belonging to the steamer, which have not
yet been
heard from. Among those saved are the Hon. John
Young, of Montreal, his wife, and seven children.
A despatch from
the mail
officer, dated the 29th, states that the mails are lost, and
that 237 lives are lost of a total of 445 souls. |
The following telegrams contain all the intelligence received
at Boston before the Arabia's departure;-
"ST. JOHN'S, NEWFOUNDLAND,
APRIL 27 (via PORT HOOD, APRIL 28).- The steamship Anglo-Saxon,
from Liverpool 16th inst. and Londonderry 17th, for Portland
(or Quebec,
should the St. Lawrence be open), was wrecked, it is supposed,
about three miles east of Cape Race. Three of her passengers
arrived at
the Cape Race telegraph station about 4 o'clock on Monday
afternoon. They report that the Anglo-Saxon was broken up
and a great
number lost. The crew of the Associated Press News yacht left
immediately
for the wreck, and will on their return make a full report.
A steam tug has gone down to the wreck."
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"SECOND DESPATCH. "PICTOU, NOVA SCOTIA, APRIL 28.- The steam tug
Dauntless picked up two boats' crews of the
Anglo-Saxon between Cape Bullard and Cape Race, and is returning
without landing at
Cape Race.
The steamer Bloodhound has gone to Cape Race."
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"THIRD DESPATCH "ST. JOHN'S, NEWFOUNDLAND, APRIL 27 (via PORT HOOD,
28th.) - The Anglo-Saxon had 360 passengers and a ship's crew of
84 men. She was wrecked four miles east of Cape Race on the noon
of the 27th, during a dense fog; 73 persons escaped from the wreck
by means of ropes and spars, and 24 in two lifeboats. The total number
saved is 97, Boats Nos. 4 and 6 have not arrived off the Cape in
consequence of the dense fog, and seven more on a raft are also missing.
There is a heavy sea, with a dense fog. " The Commander of the Anglo-Saxon
is supposed to be among the number drowned. The purser, first and
second engineers, and the doctor are among the saved, as also one
cabin passenger,
Lieutenant Sampson, of the Royal Artillery. The Hon. John
Young and family are supposed to be in one of the missing boats. " The
deck broke up in about one hour after the Anglo-Saxon struck. Nothing
but the misenmast is standing. Several persons clung to the fore rigging
untill the foremast fell. No assistance could be rendered. Guns are
being fired at the Cape to attract the attention of the missing boats. " The
Associated Press boat's crew went immediately to the wreck."
|
"FOURTH DESPATCH. ST. JOHN'S, NEWFOUNDLAND, APRIL 28.- The steamer
Dauntless, at 9 a.m. today, picked up two boats belonging to the
Anglo-Saxon containing 90 persons. "
The
following passengers are reported to be on the Dauntless:- The
Hon. John
Young,
lady, seven children, and servant; Miss Hope, Miss Berham, Mrs.
Captain Stoddart, Mr. Green (mail officer,) Mr. Towers, Rev.
Mr. Eaton, Captain
Cassidy, Miss Jackson and child, John Martin, James Kirkwood
and sister, Mrs Elisa James, Catherine Cameron, Mary Ann Thomas,
Mary
Ann Adams, Edward Manns, Thos. Caldwell, Mr. Hart (first
officer,) Robert Allen (third officer), Mr. Scott (fourth officer),
James Henderson (fourth engineer.) " The steamer Bloodhound has
gone to Cape Race for the rescued persons there. " The weather
is very fine and clear on the coast to-day." " [The telegraph
lines were kept open from New York to Cape Race tonight, to enable
a despatch
of
the disaster to the Anglo-Saxon to be forwarded to the press,
but at 11 o'clock the wires failed to work beyond Bangor, consequently
we are without further particulars. It is expected that the line
will be in working condition tomorrow (Wednesday)
when
full details may be expected.]"
|
The following is a list of passengers on board the Anglo-Saxon:- |
CABIN PASSENGERS.- Miss Malley, Hon. John Young
and Family, 11 in number; Captain and Mrs. Stotherd [Stodhart]
and servant; Captain
Cassidy, Rev. C.P. Eaton, Mrs. Wright, Captain T.R. Read, Mrs.
Caldwell, Lieutenant Clark, Mr. J.S. Mill, Mr. J. Martin, Mr. Guy
Pemberton,
Mr. S. Rodgers, Mr. Fraser, Mr. Tealby, Mrs. Jackson and child,
Captain Hyler, Lieutenant Simpson, Mr. P.H. Nott, Mr. J. McGregor,
Mr. Houghton,
Mr. W. Kirkness, Mr. James Bullock, Miss A. Ashwith, Mr. Towers,
Mr. and Mrs. Kirkwood, Mrs. James and child, Mr. Withers. |
STEERAGE PASSENGERS
From Liverpool:- Samuel Stevens, wife, and
child; Thomas Churchyard, wife, and three children; Honor Ripley
and one child, Mrs Borroughs and two children, Mr. Little, Jane
Fulton and one child, R.Mitchell, Edward Dance, George Dance, William
Berry,
John Fisher, Wilelm Cronebry, wife, and two children; Isaac Chapman,
wife and one child; Bernard Shanley, John Rorke, Peter Spahr, Christen
Olson, Hans P. Christianson and wife, Neils C. Anderson, Michael
Cullan and wife, Thomas Jones, David Evans, Walter Waller, Thomas
Lockett, Allen S. Horne, Mrs. Thomas, Susannah Cooper, Richard
Jones and wife; Richard Harrison, David Rees, wife, and two children;
David
Lload, David Beran, Margaret Jones, Wm. Griffith, John
Griffith, Griff Griffith, David Davies, wife, and two children;
John Morgan, Catherine Davies; Evan George, wife and four children;
Mary
Harris and two children, Wm. Ankres, Wm. Wainwright,
Benjamin Douglas, J. Douglas, Sarah Douglas, Edwin Dingle, J. Cunnel,
W.H. Stanley, T.A. Feler, Reubin Painter, wife and one child; Lembros
Painter, J. Hartley, Thomas Irwin, David Newsome, Philip Jones,
wife and one child; J. Chadwick, John Jones, John Vickerman, Henry
Callaghan,
wife, and six children; George Dallir, Mrs. J. Alexander and two
children, Thomas Bishop, Jonathan Walker, Bangcroft Marsden, Richard
Tapper, Harriet Roberts, Mary Ronlston, Ellen Ryan, John Townsend,
Samuel Whormby and wife, Henry Brookfield, Edward Walter, wife
and two children; Joel Mellor, Thomas Barber, Denis Woolhouse,
John Duckworth,
Joseph Hill Samuel Bardsley, John Booth, Frederick Boyes, John
White, William Cross, Mary Ann Boyes, Elizabeth Stevens and five
children;
Ambroze Underhill and wife, James Stevens James Wood, William Sape,
John Wickett, William Burrow, James Damrell, Thomas Allen William
Allen, James Brent, Isaac Packwell, William Turtey, Robert Legg,
Mary Waldren and one child, William D. Woonacott and wife, John
Headon, William Hockridge, Henry Morgan and wife, Richard Colville
and wife,
Robert Oatsons, Charles S. Dunbar, Robert Blair, C. Brown, Martin
Shechy, Luke Wood, Lesette Graetz and two children, Martin Schneider,
Eliza Schneider Jean Becker, Jean Fealtan, wife, and five children;
Jean Melenstein, wife, and four children; Augusta Loubre, Alex. Lafercade,
B. Billyard, Andmo Brizio, Fidele Elschi, Mathios Neter, Sybella
John, Bosli Christen, wife and one child; Wm. Jessy, Alex. Meuri,
Thomas Jessy, Hyacinth Jessy, Josephine Jessy, Rudolph Beningusta. |
From Londonderry:- Matilda Ganley and one child,
James Kirk, Robert Bruce, Hamilton Magee, Edward Kerr, wife, and
one child, William
Johnston, Mary Kearney, Alice Stewart, John Keeley, Daniel Ferguison,
John Meaney, Daniel Coulter, Mary Coulter, Catherine Early, Bernard
Early, John Morrow and wife, Marjorie Morrow, John Carrol, John Reilly
and wife, George Atkinson, Robert Atkinson, Ellen Atkinson, Joseph
Eagan, Mary Eagan, William Rodgers, John McNally, Francis McDonald,
Peter Nolan, and wife, and two children; Peter Watson, John Davison,
wife, and child; Thomas Power, Mary A. Adam, Martha Rimp, Francis
Gornley, Patrick Gornley, Anne Gornley, Samuel Cotter, William Glover,
wife, and seven children, John McCrew, Alexander Storey, Thomas M.
Cambridge, James A. Direa, James Finlay, Rose A. Gartin, Sarah Smith,
Charles McClusky, David Dinsman, Daniel Gerahty, James Murtagh, C.
Crawford, Mary Binnek, Margaret Binnek, Mrs. Black, George Black,
Ann Orr, John Livingstone, Peter Crumplin, Samuel Mence, John Wright,
Peter Connagher, Margaret Fernie, James Barclay, Peter McMillen,
Thomas Anderson, John Small, Jose Winch, Catherine Cameron, Rose
Bell, Michael Davis, Hugh Strachan, Samuel Morgan, M. Henderson,
Jose Jameson, Louisa Gibbs and two children, John Norman, W.S. Finlay,
Angus McLane, F. Mackenzie, Robert Parker. |
LIST OF THE CREW:- W. Burgess, master; John
Hoare, first officer; John McAllister, second officer, Robert Allan,
third
officer; George
Scott, fourth officer; Alfred Patton, surgeon; William Jenkins, purser;
Gilbert Little, assistant purser; John Allan, carpenter; William
Read, carpenter; Edward Newell, boatswain; Hugh Jones, boatswain.
Ablebodied seamen:- Wm. Cape, John Williams, Andrew Gibbie,
Robert Cain, John Johnson, William Bennett, Thomas McCormick, Thomas
Lloyd, John Larkin, Thomas Quayle, John Pritchard, James Wilson,
William Edmonston, Joseph Heasley, Thomas Chapman, Frederick Hunter,
Thomas Phelom, George Taylor, John M. Ellis, Peter Patterson, James
Martain, George Moffatt, Thomas Hannibal, James Redmond, John Halloran. |
Engineers' Department:- Wm. McMaster, first engineer;
Alexander Mackay, second engineer; William Ritchie, third engineer;
James Henderson, fourth engineer; Charles
Cardle, fifth engineer; Firemen.- John Dow, Michael Toole,
Thomas Murphy, Henry McKenney, John Williams, George
Roberton, Thos. Davidson, John Murphy, John Riley,
Henry Norton, Thomas White, Berry Bridge, John Howard, James
Baxter, Patrick Purcell, James McCartney. |
Stewards' Department:- Thomas Wood, first steward;
Wm. Jones, second steward; Charles Barlow, Wm.
McStay, Henry G. Davis, John J. Carr, George
Purcel, John Davidson, Robert Corlett, Wm.
Montgomery, John Reeve, George Woolner, John Leah, Edward
Evans, John Haggup, John McDermot, Martin Cleary, John
Pennington, and Edw. J. Lloyd, assistant stewards;
Mrs. Parry, stewardess; Arthur Grace, first cook; John
Harvey, second cook; Henry Weston, Alfred Costello, and
Robt. Hodgson, ships cooks; Andrew Kennedy, baker's
mate; Wm. Jones, butcher; Wm.Carrol,
baker. |
(REUTER'S TELEGRAPH.) HALIFAX, APRIL
30.-
The following is a list
of the steerage passengers saved from the Anglo-Saxon:- Parker,
Parsons, Saint, Marie, Collagan, Dallie, Cooth, Fleck, Ferguson,
Callaghan,
Pautrie, Wilpolm, George, Wood, Stanley, Naglies, Lahn, Barbour,
Coulter, Finlay, Morgan, Rooke, Lloyd, Furre, Jones, Griffiths,
Churchyard, Wickett, Burrow, Nance, Black, Jones and wife, Fideles,
Jones, Loubrier,
Barclay, Jamieson, Small, Bishop, Gourley, Corder, Mackillavey,
Johnston, Drusmon, Reid, Howell, Mackay, Murtagh, Garetty, Christianson,
Davies,
Tupper, Macnally, Atkinson, Rees and child, Townsend, Damsell,
Cross, Cronen, Berry, Crawford, Gauley and child, Christiana Brown,
Elizabeth
Wood, Dance, Pale, Harrison, Walter Bruce, Jones, Wamby, Mary
Ann Adams, Mina Christian, Jessie Christian, Mary Waldron, Mary
Lenwick,
Martha Lenwick, Maggie Lenwick, Ann Gourneley, Jane Colton, Mary
Ralston, Ann Stevens, Mary Cullan, Mary Calligham, Alice Stewart,
Mary Kenney, Fanny Mackenzie, Mary Reed, Jane Walker, Ellen Ryah,
Sarah Smith, Kate Early, Margaret Evans, Sophia Davis, and child,
Eliza Grity and two children, two children unknown. |
The New York journals says;- "
The terrible disaster of the Anglo-Saxon would undoubtedly, have been avoided but for the unaccountable refusal
of the British Government to permit the Associated Press, the New York
underwriters, the Transatlantic Steam Companies, and other parties
in New York to place one of Duboll's powerful
air trumpets at Cape Race, which could be distinctly heard in
foggy weather from six to ten miles at sea, and would save
millions of property and hundreds of lives." |
Friday, May 15th, 1863 |
LOSS OF THE ANGLO-SAXON
The opening of the navigation
of the St. Lawrence, and the commencement of the direct summer
trade
with
Canada
through Quebec, have been marked by a terrible catastrophe. The
first steamer of the season, the Anglo-Saxon,
striking on one of the rocks
or reefs a few miles to the eastward of Cape Race, became in
a hour a total wreck. The casualty was unhapply attended by a
deplorable
loss of life. Of the 440 passengers and crew on board the vessel,
nearly three hundred have perished. This incident is one of those
disasters that would at any time produce a sad impression on
the public mind, but, happening so soon after the loss of the Orpheus,
the account of the wreck reads like the repetition of a fatality.
Rarely have two casualties in which destruction came so swiftly
on
the ships and on the human lives with which they were freighted
been recorded, even in the "dread annals of the deep," full as
they are of heart rending catastrophes. In the case of the Anglo-Saxon,
every
circumstance attending her wreck is exactly of the kind which
adds something like anger to the general regret, and will give
a deeper
sting to the sorrow the event will send through so many families.
When three hundred souls have perished, it is only an aggrivation
to hear so many minute particulars detailed which, if they are
truly stated, ought to have made an accident to this special
ship the least
probable of maritime casualties. The Anglo-Saxon, we are told,
was more strongly built then the ordinary vessels of her class.
Her iron
plates were of more than the usual thickness, and she was fitted
with four watertight bulkheads. The well constructed vessel,
too, was in the hands of a commander of skill and professional
knowledge.
Captain Burgess is described as a good a very careful navigator,
having besides these valuable qualifications, great experience
in this particular passenger trade. Such a description of the
merits of the ship and the ability of the commander is perfectly
natural
when given as an inducement to passengers to embark on the faith
of it; but unless when it is combined with the mournful certainty
that the solidly built vessel has been split to fragments on
one of the best known headlands of the North American coast,
and that
three hundred human beings have perished with her, the knowledge
that both ship and commander were among the first of their class
ought to make an explanation of the casualty difficult. But the
saddest
feature of such cases is that it is only too easy to account
for the disaster . To the old navigators of the ocean was a mystery
and a terror, and their ignorance found safety by avoiding its
most ordinary
perils. We have complete knowledge, perfect science and seamanship
that cannot be surpassed. We have a thorough familiarity with the
ocean, and, unhappily, it is too often attended with the proverbial
result.
Real dangers are willfully ignored or habitually despised and repeated
escapes appear at least to reduce peril to something little more
than nominal. The Anglo-Saxon had crossed the Atlantic safely,
and was steering
to the entrance of the Gulf of St. Lawrence. - |
The position of Cape Race is as well known as that of the North
Foreland, and "dense fogs" at this season are to be looked for on
the coast of Newfoundland as certainly as Cape Race itself. In the
early summer, when the ice is breaking up and drifting southward,
fogs the eye can hardly pierce are almost permanently on the northern
coast, and clear days are the exception. That all this was not known
to a commander who had great experience of this particular route
cannot be supposed. If any kind of reckoning had been kept, it must
have been evident that the Anglo-Saxon was nearing the land. If an
irondbound coast straight ahead, and a "dense fog" spreading for
and unknown number of miles, are not sufficient to excite caution
of what use are all the skill and experience in the world? Both are
neutralised, and is this result to the passengers they might as well
have trusted their lives to a ship not a surveyor would not pass
as seaworthy, and a commander who sailed her by guess.- |
More than half the disasters that
have happened to the steamers engaged in passenger traffic may be
traced to the ambition, for it
is rarely a necessity, of making a quick passage. A "quick run" is
the besetting temptation and snare of the commanders of steam vessels.
In sailing ships the motive power costs nothing, but in steamers
to save time is to save fuel, and coal is money. We fear the disposition
to run economy against safety is not sufficiently discouraged by
owners, and the most rapid rate of going to be got out of a ship
by screw or paddle is highly popular with passengers. A childish
desire to shorten a passage when the greater number of those on board
have no occupation at the end of it is a very ordinary manifestation.
It is absurd enough, but, as far as it has any effect on a captain,
likely to be mischievous. Ship owners and consigneese are covered
from pecuniary loss by insurance. But the precious freight of human
life remains, and to the passengers it is surely of more importance
that they should arrive at their destination safely than that those
in command should dare all hazards, and turn common risk into fatalities
in order to arrive a few hours sooner. Carrying on, as the Anglo-Saxon did,
in a dense fog, within a few miles of a rocky coast, ought to be
discouraged by every possible means. It is not skilful, it is not
real
seamanship, and it is wilfully defying al lessons of
experience. The underwriters of passenger steamers would
consult their own interests it may repressed this increasing,
almost morbid impulse towards mere rapidity, or the cost of
all other essentials. Growing traffic requires expanding
rules. Why not punish perilous quickness by making policies
void if the "run" had been dangerously short? German postilions are compelled
to drive slowly for the sake of the Government horseflesh. Englishmen even
on shipboard may demand as much protection as our neighbours` cattle.
- Times |
|
Armagh Guardian, Friday,
June 12th, 1863 |
Board Of Trade Inquiry : Wreck of the Anglo-Saxon. |
WRECK OF THE MAIL STEAMSHIP
ANGLO-SAXON
BOARD OF TRADE INQUIRY.
An inquiry, directed by the Board
of Trade to investigate the causes which lead to and the circumstances
which attended the melancholy
and fatal wreck of the Canadian mail steamship Anglo-Saxon,
on the 27th of April last, was commenced on Thursday in St. George's
Hall,
Liverpool. The vessel, it will be remembered, during a dense
fog struck on a rock about four miles to the North of Cape Race,
and
from the great number of which were lost by the sad event created
a great and painful sensation. The inquiry took place before
Mr. Thomas Stamford Raffles, the Liverpool stipendiary magistrate,
assisted
by Captain Harris and Captain Baker, as nautical assessors. Consequent
on the deep interest attached to the sad event, and anxiety to
learn all the particulars relating to it, there was a large attendance
of interested spectators, including several persons who were
connected
with the steam and other branches of the Liverpool passenger
trade.
The investigation was conducted by Mr.James O'Dowd, a solicitor
to
the Merchant Shipping Department of Her Majesty's Customs; and
Mr. Aspinall, Q.C., instructed by Messrs., Duncan,
Squarey and Blackmore, attended on behalf of The Montreal Ocean
Steamship
company (Messrs., Allen, Brothers, of Liverpool and Montreal).
In opening the proceedings
Mr. O'Dowd made feeling allusion to the deep
interest and importance which naturally attaches to an inquiry
of this kind, retaining as it necessarily must do to the melancholy
loss of life which had unfortunately resulted from the sad
event, and also to the great amount of valuable property which had been
destroyed in consequence of it. The Anglo-Saxon,
it appeared, was
in all respects an eligible and first class vessel. She was
an iron ship, and had been built on the best principles and
of the
best materials,
by Messrs. Denny at Dumbarton, on the Clyde, well known as
builders of a very high reputation. She was a large and powerful
screw
steamer, being at 1,168 tons register, and 300 horse power. Like
all vessels
belonging to this line of steamers, the Anglo-Saxon was well
found in every respect. About 6 o'clock on the 16th of April
last she sailed
from Liverpool for Quebec, with the Canadian mails, a full
cargo, and a large number of passengers, under command of Captain
William
Burgess, who held, deservedly the reputation of being an experienced
and cautious officer,
and an excellent seaman. On the following day, the 17th,
she arrived at Moville, near Londonderry. Here she took
on board late mails, and telegraph despatches, and the
same day proceeded on her voyage to Quebec. When she
left Moville the Anglo-Saxon was manned by a crew which
numbered 85, all told; she had likewise 48 cabin and 312
steerage passengers, in all a total of 445 souls. Being
the first ship of the season direct to Quebec, Captain
Burgess was instructed to call at Cape Race, if he could
do so without incurring unnecessary risk, to obtain
information there, which was to be telegraphed to that
point for him, as to whether the river St. Lawrence was
sufficiently free from ice to warrent his undertaking
its navigation; if he could not with safety approach
Cape Race, he was to call at Halifax, to which point
also the same information was to be forwarded to him
by telegraph. From these instructions it appeared that
great care and anxiety had been evinced by the owners
for the safety of the ship and of all on board. It
further appeared that after leaving Moville, on the
17th she encountered strong westerly winds up to the
22nd, but beyond slightly retarding the progress of the
vessel, no inconvenience was experienced by those on
board. On the 25th field-ice was fallen in with, but
the ship got through it without injury, having steamed
slowly while among it, and she was clear of it at an
early hour on the 27th. All the time she was in the
ice the ship was encompassed by a dense fog, and during
the most of it a moderate breeze was blowing from the
south. About noon on the 26th the breeze freshened,
and blew strongly from the south and south-east, the
fog at the same time increasing in density, which
caused all sail to be taken in; and Captain Burgess
having by chronometer at noon of that day made out his
position to be in lat. 46 33, long. 47 24, his calculations induced him to
believe the ship to be about 40 miles south of Cape Race. Indeed, by this
supposition he altered the ship's course to west half north and slowed the
engines, thinking
this would bring about 17 miles south at Cape Race. Unfortunately these calculations
proved erroneous. Soon after 11 o'clock in the forenoon of the 27th, it having
become very foggy, breakers were reported ahead, and they were speedily seen
close under the starboard beam. Captain Burgess at once ordered the engines
to be reversed and worked at full speed, with a view to stop the head-
way which was on the vessel. The order was obeyed,
but without effect. The ship almost immediately struck
heavily, and flat on the rocks of Clan Cove, about four
miles north of Cape Race. At this time a heavy sea was
running and rolling in strongly against the rocks, which
drove the ship's quarter upon them with great violence;
the action of the waves soon carrying away the rudder,
stempost, and propeller. The ship having thus been
rendered unmanageable, and finding it impossible to get
her off, the captain endeavoured to secure her where
she was, and with this intention ordered both her
anchors to be put out with the purpose of holding her
on to the rocks. While this was being done examination
showed that she had sustained much damage, and that she
was fast filling with water by the fore peak. The engine
and furnace rooms, it was also found, were rapidly filling
with water. In this crisis arrangements were immediately
made for lowering the ships boats, and, with the exception
of two, all were lowered successfully. A studding
sail boom was then rigged out, stretching from the ship's
bulwark to one of the rocks - so close was the ill fated
vessel to the fatal coast - and by this, with a basket
slung for a chair - many of the women and children were,
with much difficulty and peril, conveyed on shore. All
this time the forefoot of the vessel was fixed on the
rock, but her stern swung out in deep water, and through
the action of the heavy sea she rolled with great force,
and soon began to break up. The ship continued to
"thump" heavily, and gradually though quickly to settle down. Numbers of the
crew and passengers had by this time clambered up into the rigging, but a
great many were still on deck. In about an hour, or rather less, from the time
she
struck, the ship fell over on her port side and completely broke up, all
on board at that moment being thrown into the water, and a great majority of
them,
including the captain, were drowned. Fortunately besides those who got ashore
by the basket and studding sail boom, a great number had previously been
got into the boats and clear of the wreck; but notwithstanding all these, a
very
large number were drowned. The ship and her valuable cargo, together with
all the mails were entirely lost. With the conduct of the captain after the
ship
struck there was every reason to be more than satisfied. He in every respect
conducted himself as a brave and courageous officer and a true sailor. He
made every exertion to save all to whom he could be of service, and regardless
of
personal danger he did all that he possibly could do for their safety, and
he himself
perished in the attempt to do his duty. The efforts
of the first officer were also of the most praiseworthy
character, as indeed were those of all the officers of
the ship; but with regret he was compelled to say that
the crew of the Anglo-Saxon did not behave as was to
have been expected of British seamen. On the contrary,
they appeared to have acted in a dastardly and cowardly
manner. In evidence of this, he alluded to the fact
that one large boat, which would have contained 45
individuals, only conveyed five on shore. While wishing to tread lightly
on any circumstances involving the character and conduct of the dead, but
in discharge
of a painful duty, he was compelled to deal with the
proceedings of Capt Burgess in the same way as if he
were present in court. Taking this view of the case,
he was bound to remark that, as far as the evidence
indicated, he had not used with sufficient frequency,
or indeed, scarcely at all during the voyage, the lead.
If this had been used with greater frequency, he would,
in all probability, have been warned of his danger in
sufficient time to have avoided the fatal collision
with the coast on which he perished. He proceeded to
read the instructions given to the commanders of their
ships as in a high degree indicative of the desire of
the owners to avoid all unnecessary risks. He alluded
to a matter which had been much complained of on the
other side of the Atlantic - the offer of the American underwriters and newspaper
press to, put up a steam trumpet on Cape Race. In explanation, he might say
the
British Government were unwilling to incur the stigma
of being indebted to a foreign Power for such an
erection on its territory, but more especially as
experience had shown that it would not have been
effective if adopted.
Robert Allen, third officer on board the Anglo-Saxon,
was the first witness. He joined the ship in March,
1862, and sailed in the vessel from Liverpool on the
16th of April. She had a general cargo, consisting of
iron, and measurement goods. The voyage from Moville
was rather slow, the vessel being detained by strong
westerly winds. Had crossed the Atlantic 30 or 40 times.
About 8 p.m. on the 25th day fell in with ice and thick
fog. The engines were slowed. It was pack ice, and
the vessel passed under steam about two knots an hour,
occasionally moving the engines, by orders. An observation was got by the
second officer and captain about noon on the 26th. The second officer also,
like
the captain, had been lost. The observation, as far as
recollected, was 46.54 from latitude at noon, or between
that and 1 o'clock. About half past 3 in the afternoon
for longitude it was 47.21 by witness's observation ;
47:24 by the chief officers. About noon, witness from
the deck saw clear water to the north west. They still
kept on steering W.S.W., which they had done from the
time they got first into the ice. This course they
maintained till about 2 p.m., when they cleared the ice
and went full speed. No cast of the lead was taken
about this time, as far as witness was aware. The course
steered was N.W. by W. from about 2 p.m. About 12 at
midnight on the 26th she was going at 11 knots, and from
that time till 8 a.m. on the 27th she was under furled
sails. It came on a dense fog, the engines were slowed
to about 6 or 5 3/4 at 9 a.m. At this rate she was
going at 10 and 11. Capt. Burgess was on deck almost all
the time. From midnight till morning, after the fog
came on. Witness was in the chief officer's watch. At
11.15 a.m. thought he heard a rumbling noise like breakers.
Was standing on the house of the deck. The chief officer
was on the bridge, and the captain also, but he later was
concealed by one of the funnels. Witness immediately
reported that he thought he heard breakers. The captain
said, "What's that ?" and said something about ice. Witness was going aft
to give what orders he might receive from the captain, and then heard some
one
call from the forecastle "Breakers ahead." The captain immediately called
out "Stop
the engines, and put the helm hand a star-board." The ship was gradually
coming round, when breakers and a jutting rock becoming visible ahead, he
gave orders
to reverse the engines. At this time it was very thick, and when the engines
were reversed the helm was ordered to be "steadied," and almost immediately
to be again put starboard. Before she went backward the vessel struck apparently
in the forepeak. The captain called "Is all clear aft?" Witness answered
she would strike in a short time. Could not say whether he had added in half-minute
or not. The captain then ordered the engines to be stopped. She then struck
aft, carrying away her rudder, sternpost, and a portion of her propeller.
The
captain then ordered both the anchors to be let go. Witness was then ordered
to stand by and lower No. 5 boat, a large gig. Got it lowered, and had four
hands put into her besides himself. When she was lowered into the water he
found it impossible to get her to the ship's side, as the sea was breaking
over her.
Remained under the ship's quarter. Then called out
several times for orders, but, finding he was not heard,
he got up into the ship again, and was by the captain
ordered to assist in getting out the stunningsail boom.
By means of this several steerage passengers and one or
two sailors and some firemen were landed on the rock.
Small hawsers and haulyards were passed to those who
were landed, and by them made fast to the rock. The
rock, which was very steep, was part of the mainland.
The first officer and engineer manned a whip from the
foreyard, and by that landed some female passengers on
the rock referred to. The captain and second officer
then went to their assistance. All the persons thus
saved were women and children. Witness remained in
this occupation on the ship till the water reached his
knees - that was, working the basket, and they did
so till it would not reach the shore, as the ship had
canted over. Witness then ran aft and got into one
of the last of the boats which was leaving the ship.
At this time the vessel was heeling over very much to
port. The captain, second officer, and witness were
on the ship's rail. The second officer jumped down
into the ship on deck, and witness never saw him again.
The captain then jumped in board on to the saloon deck.
He then picked up a lifebuoy, and, seeing the ship was
going down and over gradually, but very fast, and witness
soon after finding himself in the water, he laid hold of
something which proved to be the captain's coat. The
Captain, who had on the lifebuoy, said, "Now, Mr. Allen, strike out and clear
the wreck." Witness left off his hold of the captain and got hold of some
floating wreck which he again lost, and was washed up against the rigging
of the ship
under the maintop. There were five or six persons in the rigging, some passengers,
and some of the crew. Saw the captain at this time surrounded by small floating
wreck, which was so thick that he could not clear it. Witness all at once
missed the captain, but did not see him go down. The sea at this time was
rolling
heavily - a ground swell. The maintop broke off first, and then the mainmast.
The top of the saloon had floated off and formed a kind of raft, on which
several people got. It was so thick at [the] time that it was impossible
to see twice
the ship's length. the witness was afterwards picked up by The Dauntless. |
To Mr. Aspinall. - Had sailed with
Captain Burgess one voyage previous to this one, but had a very high
opinion of him as an officer and
as an able seaman, who was very careful of his ship, of his passengers,
and of his crew. On this occasion he did all he possibly could to
save all who could be saved. He could have saved himself by getting
into one of the boats if he had wished it. There were four lifeboats
and two gigs. These were kept always ready for use, and the crew
was each appointed to one or other of the boats. These
were carefully overhauled every voyage. |
To Mr.O'Dowd: - Witness knew the
Hon. Mr. Young by sight. Saw him and his family in a boat after
the boats were got
out. The statement made or said to be made by Mr.Young was merely
gathered from conversation, and was not made on oath. Two of the
lifeboats had hermetically sealed tubes, and two of the gigs were
similiarly equipped. |
To Mr. Aspinall. - The chief officer was in Quebec, and intended
to come home to this country. Witness had been ten years at sea,
and had been two years in the present company's service, under whom
he had made 24 voyages. |
|
Armagh Guardian, Friday,
August 7th, 1863 |
Official Report on the Loss of the Anglo-Saxon |
THE LOSS OF THE ANGLO-SAXON.
The following is the official Report
as to the loss of this vessel
TO THE RIGHT HON. THE
LORDS OF THE PRIVY COUNCIL FOR TRADE. |
"My Lords, - I have the honour to report for the information of
your Lordships the result of the inquiry which, in conjunction with
Captains Harris and Baker, as nautical assessors, I have held into
the cirumstances attending the wreck of the screw steamship Anglo-Saxon,
on the 27th of April last.
"The frightful magnitude of the disaster
naturally excited an unusual amount of interest, and communications
relating thereto, chiefly from passengers of that ill-fated vessel,
now residing on the other side of the Atlantic, have, in the course
of the inquiry, reached one or other member of the Court.
"Their
communications, though not receivable as evidence of the facts,
stated therein, have on several points guided the Court in the
examination
of the witnesses, as it seemed highly desirable that the public
mind should be set at rest as to the truth of cetain statements
which
had obtained currency through the public press both in this country
and Canada. The conclusions however, at which I have arrived are
deduced solely from the facts proved in evidence by the witnesses
who were examined viva voce before the Court.
"The Anglo-Saxon was built at Dumbarton in the year 1860, and
was owned by Messrs. Allen and others and was one of the line of
steamers
trading between Liverpool and Montreal, and carrying the mails
for the Canadian Government. Her gross registered tonnage was 1,713
tons,
and she was of 250 horse power. She had a crew of 85 persons, and
was commanded by Mr.William Burgess, who held a certificate at
competency as master.
"The Anglo-Saxon left Liverpool for Quebec on the 16th
of April. She had on board, in addition to the master and crew,
336 persons, 48 being cabin and 322 steerage passengers, a general
cargo
consisting of iron and measurement goods, and the usual mails in
charge of Mr.Green. The requirements of the Board of Trade with
respect to boats and compasses had been complied with, and the ordinary
declaration
for a foreign going steamship, signed by the shipwright surveyor
at Liverpool, was shown to the Court, specifying the number of
passengers allowed to be carried, and the number and cubical contents
of the boats, from which it appears that the vessel was licensed
to carry 455 passengers; and in the present
instance, including the master and crew, there were on board
446 persons. The usual certificate as to compasses was also
produced, signed, as required by the Board, by the previous
master, and dated the 29th of October, 1862.
"After touching at Moville on the 17th April, the vessel proceeded
on her voyage without anything to call for remark until 8p.m. on
the 25th, when
she fell in with ice, accompanied by foggy weather. The engines were
at once slowed, and at 10p.m., the ice becoming thicker and the
fog increasing
in density, the engines were altogether stopped, and, according to the
evidence of the first engineer, so remained until 10a.m. on the
26th, when, the ice
being somewhat less compact, the engines were occasionally moved slowly
ahead by one or two revolutions at a time, until 2 p.m., when clear
water was reached , and the engines were put on at full speed;
all sail was made
with the wind from the S.S.E., and a course shaped N.W. and by W. towards
Cape Race. At noon on this day, an observation had been obtained which
gave the lat. 46 54N., and at 3.30 p.m. sights were taken for the
chronometer
which, brought back to noon, placed the ship in long. 47 24W. A similar
sight taken at 4 p.m. gave the same result, from the position of the
ship at noon Cape Race bore about W. S., and the ship steered about
W. 1 deg.
S till 8 a.m. on the 27th, so that it is obvious that in the run at
18 hours she would be at that time clearly to the northward of
the Cape. At 8 a.m.
the engines werer slowed to half speed, and the course was then altered
to W.S.W., true, until she struck, shortly after 11 a.m., about half
a mile to the southward of Clam Cove, and became a total wreck.
Immediately on
the vessel striking such of the boats as could in the position of the
vessel be got at were lowered, and by that means and also by means
of a spar which
was thrown across to the nearest rock and a whip from the foreyard,
to which a basket was attached, many lives were saved, and in all
probability, had
not the boat listed over to port and sunk in deep water, in little more
than an hour all hands might have been rescued. Those who were earliest
on shore proceeded to Cape Race and communicated by telegraph with St.John's,
in consequence of which the steamer Dauntless was at once sent off in
search of the boats, and picked up three of them, and also took several
persons
from parts of the floating wreck. In all, according to the most reliable
accounts that could be furnished, 209 persons were saved.
"In reviewing
the circumstances attending the catastrophe the main difficulty arises
from the conflicting evidences as to the actual speed of the ship
during
the period from 2 p.m. on the 26th, when her position would be little
changed from the time of the noon observation of that day, till 8
a.m. on the 27th.
But in carrying back the reckoning from the spot on which she struck
till 8 a.m., it is clear that she must have run at the rate of 12
knots an hour
during the period in question. During this long run of 18 hours, the
tendency of the wind and sea would be to place the ship a head and
to the northward
and westward of her reckoning, and the distance run was probably thus
accelerated; but for this it would appear that no allowance was made.
Had the lead been
occasionally used, as, without doubt, in such weather and approaching
land it should have been, Captain Burgess might have had timely warning
of his
danger. Nor can I omit to notice (though I feel most painfully the necessity
under which I am laid to comment upon the acts of a man who, when the
fatal accident happened, nobly did his duty and perished in its performance),
that the speed at which the vessel was driven, during a thick fog and
in
the vicinity of land, was highly imprudent.
"I feel bound, therefore, acting
under the advice of my nautical assessors, to pronounce that the Anglo Saxon
was lost owing to a wrong estimate of the distance run; that there was a
culpable ommission to use the lead after 8 a.m., and that it was a most
reprenhesible act on the part of the commander to continue his course in
a thick fog, even at half-speed, in such an uncertain position.
"I may here
refer to a recent report now before me, made by Captain Orlebar,
R.N., surveying officer on the station to Sir Alexander Bannerman,
Governor of Newfoundland, bearing on this question, and which may
prove useful to
future navigators. Captain Orlebar, - 'There are few coasts more
safely approachable than the South Eastern co[a]st of
Newfoundland from
Cape St.Mary to Cape Race, if the lead be used and the speed moderate.
Soundings of moderate depth extend far off all these headlands, and
the water shoals
gradually to the shore. But if vessels continue to be navigated
in these waters, specially in foggy weather, without using the sounding
lead, there
is so much uncertainty in the strength and set of the currents,
that shipwrecks must occur, as they have occurred with lamentable
frequency.
"With respect
to the boats, I find, from the document to which I have already
referred, from the authorities at Liverpool certified that the
vessel was properly
equipped. I am glad also to be able to refute the charge of insubordination
and cowardice which had been alleged against the crew of boat
No.4. The evidence of the first mate has fully confirmed the assertion
made and to
some extent proved independently of his evidence on their behalf, that
the boat had been injured in lowering and was laying off the necessary
repair. I may also
add that the crew were stationed to their respective boats,
and that a list was hung up in the proper place, while the
first mate distinctly speaks to the fact that he at any rate
found the right men in his own boat which was No.2.
"I have but one other point to touch upon in reference to this casualty.
There was only one chronometer on board. In all other respects the Anglo
Saxon appears to have been thoroughly equipped.
"I think it due to the owners to state that, among their instructions
to their captains, is the following:- 'When you meet with fog or
ice, or when, owing to the hardness of the weather, there is any
risk of proceeding, the safest course is to lay till daylight, or
until the weather clears up. And again:- 'The lead should be used
frequently, and the utmost care exercised when you are in any doubt
as to your position.' Would that these admirable instructions had
been fully carried out!
"Considerable controversy has arisen out of this disaster in reference
to the expedience of a fog signal on Cape Race. I have not thought
it right to close my report without an illusion to this suggestion.
It is no part of my duty to discuss the respective merits of the
plans proposed for adoption. I am informed that the matter has already
been before your lordships, and I feel confident that you will not
delay to take such measures as may in your judgement seem most desirable
if upon further inquiry any action is deemed expedient. " I have the
honour to remain, my Lords, " Your Lordships' most obedient servant, " T.S.Raffles,
Police Magistrate. |
"Liverpool, July 31.
" We concur in the above report,
" Hy.
Harris; " Robt. Baker;
Nautical Assessors"
|
|
see also http://www.old-merseytimes.co.uk/ANGLOSAXON.html for
more information on passengers and crew |
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