ABYSSINIAN HOSPITAL SHIPS

'MAURITIUS'  'QUEEN OF THE SOUTH'  'GOLDEN FLEECE'
 

The preparations in the Government arsenals, factories, and storehouses, and in some of the dockyards, for the military expedition to Abyssinia, are carried on most actively; but it is understood that the entire management of the campaign is vested in the Government at Bombay, and that nothing whatever is done by our home authorities except upon its requisition. The fitting-out of the hospital-ships at Deptford, and in the Victoria Docks, appears to be progressing rapidly. These vessels are the ‘Mauritius,’ the ‘Queen of the South’ and the ‘Golden Fleece’ and they are to be equipped and provisioned for six months. The aggregate tonnage of the three is 6990 tons.

From 150 to 200 invalids, at least, can be accommodated on board each of these ships, exclusive of the crew, attendants, and others. It seems, however, that these vessels are not designed to be used as stationary hospitals, although they may be detained for short periods, if requisite; but they are to be exclusively employed for the reception and conveyance of the sick and wounded.

They are being fitted with Dr. Edmonds’s system of ventilation. It is intended to give an ample allowance of air; every invalid will have between 300 and 400 cubic feet of space, and the ordinary ventilation will be supplemented by affording the largest practicable sectional area for the inlet and outlet openings, with punkahs as accessories.

The construction of these iron vessels, it has been remarked, is somewhat faulty in one important particular: there is no provision for securing a free fore and aft ventilation. The vessels are divided between decks into compartments by bulkheads, with a row of stern cabins in the saloon.  Now, a perfect hospital-ship ought to resemble the sick-ward of a hospital as far as practicable; and this can only be effected by making their decks flush, and by removing the stern cabins and substituting windows, or ports, for them.

The medical officers will comprise a surgeon and assistant surgeon for each vessel.  These will be officers belonging to the British Army; but, with this exception, we understand it is not intended to employ an officer of that service as a sanitary officer.

The ‘Lancet’, from which these remarks are taken, adds: “We are bound to state that no expense has been spared, apparently, in the fitting-out and adaptation of these vessels for the special service on which they are to be engaged. Nothing that can be fairly said to contribute to the treatment and cure of the sick has been-overlooked. When the line of military operations in the country has been more fully defined, the base of operations will be decided upon; and we venture to prophecy that field hospitals, on some elevated plateau, will prove the best position for the treatment of the sick.”

ACCRINGTON

From a publication of March 11, 1860

Owner unknown, of Liverpool. The ship was on passage from Liverpool to Calcutta with soldiers and soldiers’ wives and children. The conduct of the Captain appears to have rendered him unpopular and circumstantial evidence pointed to the fact that the steward, Frederick Casman, put tartar emetic into the coffee of which the Captain and his principal officers drank. The result was that Captain Homer and Mr. Cooper, 1st Mate, died from the effects of the poison. Mr Carroll, the surgeon, narrowly escaped with his life. Casman was arrested at Pernambuco and sent to Southampton by H. Augustus Cowper, the British Consul. He was charged with wilful murder and remanded until the receipt of depositions taken before the Consul at Pernambuco.
 
 

Newspaper cutting dated July 9th, 1897.
 

ADEN

P & O. Left Colombo June 1st, 1897 and was wrecked on a reef 1 mile south-east of Ras Radressa, off the east side of Socotra, at 03:00 on June 9th.  She was homeward-bound from Japan and China with 34 passengers and 95 officers and crew. The Captain, various officers and crew were swept overboard and drowned along with one male passenger, 4 females and 3 children. The next day, 8 females, 9 children, 2 officers and sundry crew departed in a boat which, because of bad weather, gave cause for concern as to survival. The total missing, or known to drowned, was 25 passengers, 20 European crew, all officers and 33 native crew. The total saved was 9 passengers, 3 European crew and 33 native crew. The survivors were rescued by the ‘Mayo’ at 07:00 on Saturday, June 26th and taken to Aden.  The ‘India’, P & O, arrived at Suez “on Sunday morning” with the survivors from the ‘Aden’. From the survivors it was learned that all the boats on the weather side were destroyed and the lee boats were prepared for lowering at daybreak. The aft lifeboat was washed away, with 3 natives.  The 1st Mate swam to recover her. The 2nd Mate was sent in the cutter to recover the 1st Mate and the boat but both boats were swept away and disappeared from sight. Only one lifeboat remained. It was lowered to the rails with the 3rd Mate and some crew but the after-falls broke and everybody was swept out. The 4th Mate let-go the foremost fall, slid down and unhooked it and the boat righted. He then swam after the stewardess and got her into the boat, the 3rd Mate saving two non-swimmers. Passengers were then lowered into the boat but, because of heavy seas, the boat could not remain alongside and the Captain ordered her to shove-off. It did so and was lost to sight. The Captain broke his leg and a heavy sea swept him overboard.  Those swept overboard were lost on the first day - subsequently, no further lives were lost. Perfect discipline prevailed, throughout. This tragedy instigated calls for a light to be established on Socotra, one objection being that such a light would attract mariners to such a dangerous spot and would cause more wrecks than normal.
 
 

Cutting dated May 22nd, 1880.
 

AMERICAN

Union s.s. Co. Campbell Howarth, Chief Officer, gave the following details : Occurred at 05:00 on April 23rd, 1880, in 1.52 N, 9.50 W. The main shaft broke, it was supposed, in the pipe and water ingressed very rapidly in the after hold and the tunnel. The 3rd Engineer attempted to go up the tunnel to make an inspection but was prevented from doing so by the water. The 3rd Mate went over the stern on a bowline and reported that the propeller was ‘drooped’ and the rudder-post bent. Pumps were immediately put into operation with some of the passengers assisting. The Master gave orders to water and provision eight lifeboats and bring them under the lee.  At 08:00 the passengers, at the Master’s request, sat down to breakfast in the saloon. By this time there was 18’ of water in the after-hold and coals and cargo were thrown overboard. By 11:30 the sea was breaching over the quarter-deck and word was given to abandon ship. At 12:20, the ship sank, going down stern-first.  The boats made sail for Cape Palmas, 210 miles distant. The boats were well provisioned with food, lemons and limejuice but the quantity of water was limited. All were in good spirits, on the first day, although hungry. Rainwater was caught in umbrellas. As the second lifeboat and the first and second cutter out sailed the remaining five boats, they shortened sail and at dusk, with the other boats out of sight, they hove-to so they might catch up. By 19:30 there was no sign of them so they proceeded. The three boats kept company during the night until noon on the 24th April when the first and second cutters parted company. The second
lifeboat was carried on by a strong breeze until the night of 24th April. The first and second cutters saw a steamer at daybreak on the 24th which they could not raise although she was only 3 miles off and signals were made. They sighted land at 06:00 on 25th April, between Grand Testas and Cape Palmas and steered for it. The two cutters were then picked up at 15:00   by the steamer ‘Congo’, of Glasgow, Captain Liversedge. On being told of boats to the south, the ‘Congo’ posted lookouts and picked-up the second lifeboat at 18:00. During the night of the 25th April until 06:00 on the 26th, the ‘Congo’ searched and burned night-signals every 30 minutes. The ‘Congo’ then landed the survivors at Madeira. The three other boats had been picked up on the 24th and 25th by the American barque ‘Emma Herriman’ which transferred the survivors to the ‘Coanza’ (the steamship seen by the others) which, being outward-bound, landed them at Grand Bassa. Here, they waited three days until the African Company’s steamer ‘Senegal’ took them to Gran Canaria. Unfortunately, the ‘Senegal’ struck a rock and had to be beached.
The lifeboats were launched and one of them capsized, throwing one of the ‘American’ survivors into the sea where he drowned. This was the Hon. John Patterson, a Member of the Cape Legislative Assembly. The remaining survivors got safely ashore and were subsequently taken to Madeira in the Union s.s. Co.’s ‘Teuton’ which had been searching for them.

From a publication of April 26th, 1873

ATLANTIC

White Star Line. Built 1871, 4-masted ship of 3,607 tons and 600 HP. On her 19th voyage from Liverpool to Canada, “on Tuesday morning”, at about 02:00,  whilst attempting to make Halifax NS, the ship struck on Meagher’s Head, Prospect Harbour. The ship struck heavily, several times, rolled off and sank. 934 persons were onboard on leaving Liverpool and accounts said that 560 were lost, including 350 women and children. 415 persons were saved of which 60 were crew. The suddenness of the disaster gave no time to prepare the ship’s lifeboats. The Captain and the 3rd mate did succeed in launching one boat and placed two women in it. However, the boat was rushed by male passengers who filled it. Some of the upper rigging remained above the water and a rope was passed from this to the shore by which means between 200 and 300 persons were rescued. No women and children were saved. It was said the Captain was putting into Halifax because coal supplies were running short with another version being that engine repairs were needed.  The night was dark but the weather was not thick and it was
intimated that Captain James Williams, or another officer, mistook one light for another. However, Captain Williams had retired at  midnight.  The Captain, the third mate, Cornelius Brady, the fourth mate Brown and the ship’s doctor were saved. The 1st Mate, J.W. Frith (or  Firth) , remained by the steamer to the last and drowned in the rigging.   There was an official inquiry at Halifax and the verdict was delivered “last week”. The Captain was deprived of his certificate for two years. The 4th Mate was suspended for three months. The 1st Mate and the 3rd Mate were blameless.
 
 

May 16th, 1863, publication unknown.
 

ANGLO-SAXON
 

Allan Line. Laid-down as the ‘Saxon’. Built by W. Denny & Bros., Dumbarton. Length 283’. Beam 35’. Speed 10 knots. Accommodation for 75 1st-class and 350 3rd-class passengers. Sailed from Liverpool on April 16th, 1863, under Captain Burgess, at 17:00, with more than 400 persons onboard, bound for the St.Lawrence River, Canada. Thick fog was encountered for most of the passage and, on April 27th, 1863, at 08:00, it was calculated the vessel was 40 miles off Cape Race. Her course was altered to west half north and half-speed was rung on the engines. This course was calculated to take the vessel 17 miles South of Cape Race. There was thick fog. At 11:10, breakers were reported on the starboard beam and emergency full-astern was ordered. However, before headway could be lost the ship struck flat on the rocks off Clam Cove, about 4 miles North of Cape Race. A heavy sea rolling in drove her quarter onto the rocks and carried away the rudder, sternpost and propeller. Both anchors were let go, to keep the ship on the rocks. The carpenter reported the forepeak filling fast and the Chief Engineer reported the forward stokehold doing the same. He opened the valves and blew the steam out of the boilers. All boats were immediately lowered with exception of No’s 2 and 3 which could not be lowered because the ship was so close to the rocks. Boat No.2 was sent to find a place on which to land the passengers. Some of the crew being landed on the rocks by means of a studding-sail boom, with the help of some of the passengers, got a hawser secured to a rock to keep the vessel from listing out. Female passengers commenced to be landed on the rocks by means of the foreyard arm. The 1st-class passengers were put into a boat. About noon, the stern swung-off from the rocks and sank very fast, listing to port. The Captain and a great many passengers were on deck at the time and, with part of the crew, were lost. Accounts were conflicting but figures at the time said that 33 cabin passengers, 103 steerage and 21 crew were saved : total 157.  It was also
estimated that 237 lives were lost.
 
 

Original newspaper cutting dated May 22nd, 1880, publication unknown.
 

AMERICAN

Union s.s. Co. Campbell Howarth, Chief Officer, gave the following details : Occurred at 05:00 on April 23rd, 1880, in 1.52 N, 9.50 W. The main shaft broke, it was supposed, in the pipe and water ingressed very rapidly in the after hold and the tunnel. The 3rd Engineer attempted to go up the tunnel to make an inspection but was prevented from doing so by the water. The 3rd Mate went over the stern on a bowline and reported that the propeller was ‘drooped’ and the rudder-post bent. Pumps were immediately put into operation with some of the passengers assisting. The Master gave orders to water and provision eight lifeboats and bring them under the lee.  At 08:00 the passengers, at the Master’s request, sat down to breakfast in the saloon. By this time there was 18’ of water in the after-hold and coals
and cargo were thrown overboard. By 11:30 the sea was breaching over the quarter-deck and word was given to abandon ship. At 12:20, the ship sank,
going down stern-first.  The boats made sail for Cape Palmas, 210 miles distant. The boats were well provisioned with food, lemons and limejuice but the quantity of water was limited. All were in good spirits, on the first day, although hungry. Rainwater was caught in umbrellas. As the second lifeboat and the first and second cutter out sailed the remaining five boats, they shortened sail and at dusk, with the other boats out of sight, they hove-to so they might catch up. By 19:30 there was no sign of them so they proceeded. The three boats kept company during the night until noon on the 24th April when the first and second cutters parted company. The second lifeboat was carried on by a strong breeze until the night of 24th April. The first and second cutters saw a steamer at daybreak on the 24th which
they could not raise although she was only 3 miles off and signals were made. They sighted land at 06:00 on 25th April, between Grand Testas and Cape Palmas and steered for it. The two cutters were then picked up at 15:00   by the steamer ‘Congo’, of Glasgow, Captain Liversedge. On being told of boats to the south, the ‘Congo’ posted lookouts and picked-up the second lifeboat at 18:00. During the night of the 25th April until 06:00 on the 26th, the ‘Congo’ searched and burned night-signals every 30 minutes. The ‘Congo’ then landed the survivors at Madeira. The three other boats had been picked up on the 24th and 25th by the American barque ‘Emma Herriman’ which transferred the survivors to the ‘Coanza’ (the steamship seen by the others) which, being outward-bound, landed them at Grand Bassa. Here, they waited three days until the African Company’s steamer ‘Senegal’ took them to Gran Canaria. Unfortunately, the ‘Senegal’ struck a rock and had to be beached. The lifeboats were launched and one of them capsized, throwing one of the ‘American’ survivors into the sea where he drowned. This was the Hon. John Patterson, a Member of the Cape Legislative Assembly. The remaining survivors got safely ashore and were subsequently taken to Madeira in the Union s.s. Co.’s ‘Teuton’ which had been searching for them.
 
 

The name of the actual publication is not known but the date of publication was April 19th, 1851.
 

BUCKINGHAMSHIRE (1851)

Indiaman, owners unknown, 2000 tons. Crew of 30 British and 70 Lascars. Sailed from Calcutta in late February on her homeward voyage. As steerage passengers there were about seventy of the 80th Regiment of Foot, with their families, and 33 cabin passengers including 4 Army officers who had command of the 31 invalids onboard whose numbers included women and children. On the evening of Monday, 4th March, she dropped the pilot off Canterbury Point, after an uneventful passage down the Hooghley. The weather was fine and there was singing and dancing on deck. About 22:00 a fire was discovered in the forehold which quickly extended over the whole vessel. A steamer came to their aid and the greater portion of crew and passengers were saved. Some of the invalids, though, throw
themselves overboard on the alarm first being given, and drowned. The ship burned all night and for the two following nights and days before gliding into deep water and sinking. None of the passengers retrieved any change of clothing and were reduced to destitution by the calamity. There was rumour that the ship was wilfully set on fire by some of the Lascars but there was no evidence to confirm this.
 
 

This is from an unknown newspaper published June 11th, 1887

BRITANNIC

White Star Line. Captain Perry. On passage from New York to UK, on May 19th, was struck on the port side, aft, by the ‘CELTIC’, also White Star Line, bound for New York from the UK. The collision occurred about 18:00, in fog, about 300 miles east of Sandy Hook. The Brittanic’s boats were lowered and filled with women and children from the cabin and steerage, although several men forced themselves into the boats. Some firemen seized one of the boats but were brought under control by a pistol-wielding Captain Perry. An examination of the ship proved she was unlikely to founder. Boats within hail were recalled and their occupants taken back onboard A collision mattress was placed over the hole. The Britannic and the Celtic kept company during the night and on the morning of May 20th, the ‘Marengo’ of the Wilson Line and the ‘British Queen’ of Inman’s appeared on the scene and the four vessels proceeded to New York.A roll-call showed that 4 of the Britannic’s steerage passengers were killed and 13 injured, mostly on deck. Those who died were sewn-up in sacking and buried at sea. There were no serious
injuries on the ‘Celtic’.
 
 

Cuttting undated, circa November 1849
 

CALEB GRIMSHAW

Grimshaw & Co., Liverpool, Captain Hoxie. Caught fire 16 miles southeast of Flores, in the Azores, on the night of November 12th,1849. An emigrant ship with 390 passengers. The ships boats were lowered and towed astern with passengers aboard, about 60 being on a raft,  this situation continuing for 5 days and nights. The barque ‘Sarah’, Captain Cook, from London to New Brunswick in ballast, arrived on the 17th and took onboard 3 boatloads of emigrants. The next day, the 18th,  a further 150 passengers were rescued. On the 19th, there was a heavy sea and no rescue attempts could be made. On the 20th,  10 persons who had escaped volunteered to return and relieve those who were still onboard the ‘Caleb Grimshaw’ because by this time the ship had no more water and provisions could only be got by raising the hatches. The mainmast was settling and the upper deck was working each way. On this day, the 20th, the ‘Caleb Grimshaw’ floated to the
leeward of Flores, into smoother water, and during the night the remaining passengers were taken off. Before the last of the crew left, they lifted the hatches and the ship immediately burst into a roaring inferno. All had escaped, passengers and crew, 399 in number, remarkable when considering that the vessel had been blazing for eight days and nights.. The ‘Sarah’ took the passengers and crew to Fayal, the emigrants being destitute of all belongings. Captain Hoxie chartered the ‘Sarah’ to take the passengers on to New York.
 
 

Dated November 19th, 1853.
 

CALIFORNIA  (1853)

This emigrant ship left Sligo on the 18th September and was wrecked about 150 miles from land when she sprung a leak, sinking immediately. The passengers and crew left the ship in 3 boats, with 60 persons, one arriving  at Duoch and the other at Dugert. Fifteen died, some at sea and some after landing. The survivors were put up in hotels, a hospital and private houses. At the time, nothing had been heard of the third boat but she was considered to be safe because it was well-provisioned.
 
 

July 7th, 1849. Could the Captain of the 'Charles Bartlett' have been the owner?
 

CHARLES BARTLETT

Of Plymouth (USA), owner unknown. Captain W. Bartlett. On June 27th,  whilst on passage from London to New York, was run down by the British & North
American Royal Mail Steam Packet Co. steamship ‘Europa’, Captain Lott,  in position 50.49 North, 29.30 West.

The Charles Bartlett had sailed on June 14th and  was carrying 450 tons of general cargo, 162 steerage passengers, 1 cabin passenger and 14 crew.

About 13:00 on June 27th a dense fog set-in and at 15:00 the Captain heard the rumble of engines as a ship approached. The crew, and about 100 passengers who were on deck, all began shouting to attract the attention of the approaching steamer. The ship’s bell was also rung. There was a brief glimpse of the ship and then a terrible crash as she struck the Charles Bartlett, at a speed of 12 knots,  abreast of the after main-shrouds.

The Captain shouted for every person to cling to the steamer as their only hope. He, himself, caught hold of a broken chain on the bow and hauled himself up whilst shouting at the crew and passengers to follow. He considered there must have been at least 50 people killed by the collision. The Europa’s boats were lowered as soon as possible , saving 12 souls,  whilst thirty more saved themselves by clinging to the bow.

The passengers of the Europa  appointed a committee to investigate the cause of the collision, who reported as follows : “The undersigned, having weighed
all the circumstances of this painful and unparalleled disaster, whereby about 136 souls found an untimely grave, feel bound to report that no blame can be attached to either party. We feel convinced that everything was done by the commander, the officers and crew of the Europa to prevent the lamentable disaster, and everything tried after its occurrence to save lives and to minister to the comforts of the survivors.”

The Europa sustained but little damage and none of the passengers or crew were injured. Upwards of 350-pounds was collected on board that vessel for the relief of the survivors. The Europa remained at the scene from the time of the collision at 15:30 until 03:30 when she sailed away.

Of the 176 persons onboard the Charles Bartlett, 134 were drowned.

Dated January 13th, 1883.

CITY OF BRUSSELS  (1883)
 

Inman Line. Captain Land. Built on the Clyde in 1869, 3774 grt, 2434 net. On January 7th, after a voyage  from New York via Queenstown, was struck by the steamship ‘KIRBY HALL’, of the Hull Line, near the North West lightship about 20 miles from Liverpool. The time was about 06:45. There was dense fog.The ship was hove-to because of the visibility when the ‘Kirby Hall’, from Liverpool to Bombay, struck her on the starboard bow, cutting her half-through. There was little confusion on the ‘City of Brussels’ and the boats were ordered away with passengers and only sufficient crew to man them. The ‘Kirby Hall’ had backed away and stood-by, the boats from the ‘City of Brussels’ being received by her. Some boats returned but stood-off because the ship was sinking. A number of persons,
including the Captain, jumped into the water and were saved. The ship went down suddenly, bow first. The ‘Kirby Hall’, being enveloped in fog, was unable to offer any assistance but the boats of the ‘City of Brussels’ picked up survivors from the water, all crew, and took them to her. When the fog lifted, the survivors were taken to Liverpool. It was said that none of the surviving passengers even got their feet wet. A total of 10 persons were lost, being 8 crew and 2 American passengers.
 
 

Undated newspaper cutting circa August 1887
 

CITY OF MONTREAL
 

Inman Line. Captain Land. Built by Todd & McGregor, Glasgow, 1872. 2941 tons, net, 4496 grt. Length 419’, Beam 44’, engines 600 HP.On August 10th, 1887, at 21:00,  on passage from New York to Liverpool, and when about 400 miles off the coast of Newfoundland, fire was discovered in her cargo of cotton. She had onboard 94 crew, 27 2nd-class and 126 steerage passengers. The fire raged out of control and the boats were prepared to be lowered. At 06:00 on August 11th, flames burst out of the after hatches and the boats were lowered into a high sea. All the boats got safely away when it was discovered that about 20 people had been left onboard. No. 3 boat returned and took off 6 and then No. 4 took off another 6. A German barque (name unknown), bound from Charleston to London with
turpentine,  arrived on the scene and the boats put all her people aboard her, returning for those left behind.  One boat - No.8 - was missing after she was seen to put herself before the wind when she left the steamer. She ran away from the burning vessel, against the Captain’s orders.The steamer ‘York City’ of the Furness Line had also been standing by and with the aid of the boats from the ‘City of Montreal’, survivors were transferred on the morning of August 12th. The ‘York City’ proceeded directly for Queenstown after a search for the missing boat. In this it was unsuccessful although it was hoped the craft would be picked up as it was in the main east-west shipping track.At Queenstown, the passengers drew-up an address which they presented to Captain Land and his officers : “We not only exonerate the captain and officers from any blame, but we bear testimony that they did all that men could possibly do in the most trying situation, and not withstanding much personal suffering.” (The Captain, Chief Officer, and others, were badly affected by the smoke and flames, being rendered almost blind for quite some time).The missing boat contained the following passengers : Samuel Kaufman; George Arnott; James McKee; Kerward Woolton; Stephen Tupper; Simon Kowelsky; and S. Kachumoki. The six seamen in the boat were : Henry Frazer; Charles Riddle; William Franey; Patrick Hughes (trimmer); Charles Smith (interpreter) and Thomas Wilberforce.
 
 

Cutting dated October 31st, 1874.

CHUSAN  (1874)

Chinese Steam Navigation Co. Built by John Elder & Co., Govan, Launched September 13th 1874, 3590 tons burden, engines 300 HP (nominal), Length between perpendiculars 300’, Moulded breadth 50’, Breadth over sponsons 83’, Moulded depth 13’. It was noted that she resembled an American river steamer, with a large beam engine set high upon the deck, and “was altogether of peculiar construction”.Under the command of Captain Johnstone, she cleared from Glasgow for Shanghai on October 6th but had to put back to Glasgow for repairs, from Waterford. In the process, she was overtaken by a severe storm and made a run for Ardrossan harbour. Whilst endeavouring to make the harbour, “on the morning of Wednesday week” at about 05:00 she was dashed onto the Crinan Rock, about 50 yards from the pier head.The Pilot, Mr R. Moir of Greenock, said that squalls were bearing on the ship from all directions, catching her big paddle boxes and the
coverings of her boilers like big sails. By some unfortunate defect or oversight, the engines could not be reversed by steam and the working of the valves had to be done manually. Whilst manoeuvring in this way, she was struck by a heavy sea and her stem grounded on Crinan Rock. The vessel parted, the after portion sinking and the fore compartment floating into the harbour. The people on the shore, even though they had a rocket apparatus set up, could not work it. The pilot survived by clinging to the after masthead for two hours and was the last person to be taken off the wreck, alive. Nine lives were lost, including Captain Johnstone.
 
 

Undated cutting

CLAN MACDUFF

Cayzer, Irvine & Co., Glasgow, (Clan Line), formerly the ‘City of Oxford’. 1500 grt. Captain Webster. Left Liverpool on “Tuesday the 18th” with cargo and passengers for Bombay.  On Wednesday, 19th, after passing Holyhead,  she encountered a severe gale which caused a leak. The bilge pumps refused to work, water entered the engine room on Thursday, the 20th,  and the fires were extinguished. At 13:00 the order was given to abandon ship and the six lifeboats were prepared. The leeside boats were prepared first. The larger lifeboat was launched alongside but dashed to pieces against the side of the ship. The gig was safely launched with 4 A/B’s, the 4th Mate, Mr Barclay, Mrs Barclay and her child being lowered into it. She dropped astern and drifted out of sight. The cutter was
launched next with the 3rd Mate, the 2nd cook and 2 seamen. Coming alongside, Mr and Mrs Mercer, Miss Hayes, Mr Akhurst and Mrs Jacobs were given lifebuoys and jumped into the water alongside her. They were also secured by a line from the ship until they were pulled into the boat. One of Mrs Jacob’s children, a little girl of 4, was then thrown to her but she fell into the water and disappeared. The Captain then threw her second child, a boy, into the arms of his mother. The boat then dropped astern and was lost to view. There then remained only one boat to take off the remaining 45 souls, the other three boats having been smashed. The remaining boat, a small lifeboat, would hold 30 at the most and the 2nd Mate with two seamen were lowered into the sea with her. The remainder of the passengers with the chief cook, 5 stewards and the stewardess were drawn-in the same way as before. Captain Webster then tied a lifebuoy to himself and jumped,
to be hauled into the craft. The Chief Engineer and one of the crew then followed the Captain’s example. The boat was cut away and, being without a rudder, drifted with the wind to be lost sight of in blinding spray.As soon as the last boat had disappeared, the Chief Officer took command of the ‘Clan Macduff’ and lights, rockets and cannon were prepared for signal purposes. As night arrived, illuminations were fired and the foghorn sounded.On Friday the 21st, the ship began to settle aft with the sea pouring in from the ‘tween decks and through the saloon. The remaining crew baled furiously. By midday from amidships, aft, the deck had sunk to sea
level. The carpenter then sighted a steamer to leeward and two of the crew ascended the main rigging to hoist sheets and flags to attract attention. They were seen and, in two hours, the Cork steamer ‘Upupa’ was within hailing distance and launched her boat.Twelve men jumped from the ‘Clan Macduff’ into the water and were safely drawn onboard. Three of them had become so exhausted that  they had to be thrown overboard by the Chief Officer. The Upupa’s boat then made a second trip and rescued 5 other men who were clinging to a capsized boat of the Clan Macduff. The position of the Clan Macduff at this time (18:00) was approximately 40 miles south of Roche’s Point.The ‘Upupa’ stood alongside the Clan Macduff until she suddenly disappeared in a terrific squall and then made for Plymouth where she arrived with 19 survivors on Sunday, 23rd. Seven passengers and four seamen had also been picked up by the steamer ‘Palestine’ and taken to Liverpool.In all, 31 passengers were saved and about the same number perished. Amongst those drowned were two sisters, Miss Akhurst and Miss Alice Akhurst, the former being a popular actress known as Miss Ada Lester. These ladies, along with their brother, a Mr and Mrs Mercer (Miss Kate Thorburn), Miss Lizzie Hayes, Mr J. Turner (a stage manager) and several others were on their way to perform theatrical engagements at Bombay.
 
 

COLUMBINE

On Saturday, January 30th, 1886, the smack, which traded between Lerwick and Sumburgh, sailed from Grutness harbour for Lerwick with one old Shetland woman named Elizabeth Mouat as passenger. She was making the voyage, against the skipper’s advice because of the weather, to receive medical attention. The wind was from the southeast and a heavy sea was running.When about 4 miles on his course, the skipper, James Jamieson, was knocked overboard. His two crew hove-to and put off in a small boat to rescue their companion. The attempt was fruitless and, to their consternation, they found that the ‘Columbine’ had got under way again and was standing out to sea. They pulled after her but the smack rapidly increased its distance from them, taking the old woman with it. They gave up
the chase and returned to the shore with great difficulty.When they reached land and imparted the news, vessels were sent out to search but gave up after encountering terrible weather. All thought that the smack had sunk and hope of ever seeing the old woman again was abandoned. However, on February 8th, news was received that the ‘Columbine’ had reached Lepsoe, Aalesund, Norway, on February 7th. The vessel was in a dismasted condition and the old lady was in an exhausted condition, having had no food or water for one week. The reason for this was that, even thought the smack had been provisioned with food and water, she had been lashed to the deck and unable to move. She was carefully nursed and gradually recovered.

October 27th, 1860.
 

CONNAUGHT

Galway Line, built by Messrs. Palmer & Co., Newcastle-on-Tyne, May 1859.  Captain Leitch.  On Saturday, October 6th,1860, at 20:00, the ship was 150
miles east of Boston, with about 150 passengers, when a leak was reported in the engine-room. The leak was contained until 01:00, Sunday, 7th, when it gained rapidly and extinguished the fires. At 09:30, smoke was seen coming from the aft smokehole and a fire broke out which very soon drove the passengers on deck. The boats were prepared and, with a heavy sea running, the first boat to be lowered was stove-in. Six other boats were then successfully launched and filled with passengers. At 12:00 the American  brig ‘Minnie Schiffer’ acknowledged the distress signals and, at 19:00, passengers began to be transferred by hawser. By 21:30 everybody was safe onboard the American ship which took the survivors to Boston. The ‘Connaught’ sank at 05:30 on Monday, 8th October, 1860.
 

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