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Up to the present time about 80 corpses have
been washed on shore in the immediate vicinity of
the wreck. Owing to the change of wind the vessel
has not entirely broken up, as was anticipated
from the state of the weather on Saturday last.
She appears to have parted just abaft the
foremast, which still remains entire.
The Government steamer Avon,
which had been dispatched from Plymouth for that
purpose, left Coverack to return to that port
with such passengers as wished to avail
themselves of the opportunity. Captain Robertson,
R.N., from the Board of Trade, has arrived to
investigate the circumstances connected with this
calamitous event, and the examination on oath of
the crew and passengers commenced in the
Town-hall here at two o'clock this afternoon
before a numerous bench of county
magistrates.
THE evidence of William
Goodwin, the chief mate, was to the effect that
they left Plymouth, with moderate weather and
wind from the north ward, between two and three
o'clock in the afternoon of Thursday last. He
turned in at a-quarter before nine o'clock,
and shortly after passing the dead man at a
distance of four or five miles, up to which time
he did not observe any material alteration in
either the wind or weather, the course steered
being W.S.W,, he was awoke from sleep by the ship
striking violently on a rock. He immediately went
on deck, he being then told that the ship had run
against the Manacle Rocks. He supposed it was
about ten o'clock. The weather was hazy, and
he did not see the Falmouth light, found the
master boatswain, and a number of passengers
consisting of men, women, and children, on deck.
The vessel soon forged herself off, and they
endeavoured to run her towards the shore, but
found the rudder was gone. After running for the
land for about three-quarters of a mile they
dropped an anchor, and the master gave orders for
the boats to be lowered. The quarter-boat was
first got out and some of the crew jumped into
her. The deponent soon after lost sight of her.
The life-boat was then attempted to be got out,
but was stove and rendered useless. They then
tried the long-boat, but the state of the tide
prevented its being launched, and she remained
hanging on the tackles. They has another boat, a
pinnace, on board, but deponents did not know
what became of her. In smooth water the boats
would have accommodated about ninety-five
persons.
When the anchor was dropped the vessel
was full of water. She grounded in about thirty
feet with a flowing tide. The passengers got on
the house on deck, the poop-deck, and in the
rigging. Those on the poop were all washed away
as the tide rose. During the night a great many
were washed out of the shrouds and drowned.
Deponent got from the house to the main rigging.
After daylight boats came alongside from the
shore and took off the surviving passengers.
Deponent came on shore in the last boat at about
six o'clock. The master left at the same time
in another boat. One man was then in the mizzen
and two in the main rigging. The crew consisted
of nineteen in all. They are saved. Did not
consider himself responsible for the vessel's
course whilst the master was on deck, and is not
aware that the master left. Received no orders
from the captain, and gave none to the boatswain.
After the vessel settled down in the water never
left the deck. Those on board were in the water
all the time they were hoisting out the boats.
Has no certificate of competency, but one of
service. They made sail after being towed outside
the breakwater by a steam-tug, and deponent
remained on deck till half-past eight or nine
o'clock. At eight o'clock the boatswain
relieved him. The vessel was the off the Dead
man, and the wind a little abaft the beam. The
first boat from ashore came to their assistance
about half-past three o'clock, up to which
time they were powerless. There was a great
confusion of the boats alongside, but the captain
gave his orders collectedly, and deponent did not
see him get into one of the first boats. If the
ship's boats had been safely got out a great
may must have been saved. Had been mate before,
though for the fist time with Capt. Rawle, whom
he considered to be a sober man. Cannot account
for the vessel's getting on shore. They had
neither guns, muskets, blue lights nor rockets on
board, and the only signal that could be made was
a light in the rigging. If the boats from the
shore had arrived earlier more would have been
saved. He did not look at the compass during his
watch. There was a light there between eight and
nine o'clock. He saw none of the crew
assisting passengers. They were all sober as far
as he knew. There was no attempt to make a
raft.
Edwin Elliot, boatswain, was next examined, and
stated that he performed the duty of second mate
at sea. He relieved the deck for the first watch
at a quarter past eight o'clock. Did not look
to see what course was being steered. The master
had charge of the deck, and only left it for
quarter of an hour to go below. There was a light
in the binnacle, and James Curry, an able seaman,
at the helm. Does not know anything about
steering. Heard the chief mate come on deck and
ask Curry what course she was steering. This was
between eight and nine o'clock. The answer
from the captain and man was, "W.S.W.".
They trimmed sails three times by the masters
orders, but he does not know for what purpose
they hauled in the weather braces. Did not notice
whether the ship carried a strong weather helm or
not. Was in charge of the watch, but not of the
ship.
The master was in charge, and he thought it
would have been improper for him to look at the
compass under such circumstances. Noticed the
Falmouth light at nine o'clock on the
starboard beam, and the "look-out" man
reported it to the captain, who answered,
"All right". Did not see the Lizard
lights, which he considered must have been shut
in. At about half-past nine o'clock a sail
was reported, and the captain ordered the yards
to be squared; immediately after the look-out man
reported "Fishing boats ahead,"
deponent ran forward, and saw they were rocks,
and the next moment the vessel struck. The
captain sang out to brace around the yards, and
to run the vessel on shore to save the lives of
the passengers, and they did their best to do so.
The confusion was very great, and they could not
get the boats off on account of the number and
state of the passengers. There might have been at
the time two fet of water on the upper deck. The
master did everything in his power to assist the
passengers up the rigging to save their lives.
On
further examination, deponent stated that the
captain went below after the light was reported
and the course altered, which was about an hour
before the vessel struck, does not believe the
master any more than himself, and any
apprehension of danger till the vessel struck.
The captain, helmsman, and the rest of the crew
were sober, neither were they the worse for
liquor on leaving the Sound. Deponent has had
charge of watch seven years, and knows the
compass, but nothing of navigation, though he can
take a bearing, heard the captain order a good
look-out to be kept for lights. Considers he
behaved with coolness after the vessel struck,
and that the boats were stove owing the confusion
and motion that prevailed. Can give no account
how the accident happened. Considers it lucky the
boats were smashed in, otherwise all would
probably have been drowned.
The enquiry was resumed on
Saturday.
Lieutenant Timothy Carew, R.N., the
Government immigration officer at Falmouth stated
that he inspected the vessel, and had signed the
clearance certificate, believing that the
provisions of the Passenger Act had been complied
with. A seaman named Elder stated that when the
vessel struck the captain was not unnerved, but
acted as a seaman ought to act, and went about to
tranquillise the passengers. Some other seaman
gave evidence as to the steering of the vessel,
but nothing of material importance was elicited
respecting the fatal occurrence. The proceedings
were adjourned.
On Saturday, Mr O.Dowd, assistant solicitor to
the Board of Customs arrived at Plymouth and
shortly after proceeded to Falmouth, to make
enquiries on the part of the Board of Trade. The
new Merchant Shipping Act of 1855, came into
operation on the first of May, two days before
the departure of the John. By this act the Board
of Trade obtain very astringent powers over
passenger ships. Section 501 limits the liability
of the owners to £15 per ton, and, should
the case be enforced in the present instance, the
liability would amount to £6,960, the
registered tonnage being 464 tons. Section 510
states that damages payable to each case of death
or injury shall be assessed at £30.
Impounded damaged are to be paid to Her Majesties
Pay-master-General, and are distributed by the
Board of Trade, who shall refund to the owner any
surplus remaining under it's control.
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