Wreck of the "London. " by Anonymous

The _London_ was the property of Messrs. Money Wigram & Co., the eminent shipbrokers at Blackwall, to the extent of fifty-six shares, Messrs. Franklin and Charles Morgan being owners of two shares each, and Captain Martin, her Master, of four. She was a screw steam-ship, and was built at Blackwall in 1864; she was therefore a new vessel. She had two decks, three masts, was ship-rigged, and clincher-built. She was 1752 tons register, and her engines, by Messrs. Humphreys and Tennant of Deptford, were constructed on the most improved modern principles: they were 200 horse power. Her length, from the fore part of the stem, under the bowsprit, to the aft side of the head of the stern post, was about 276 ft., and her main breadth to outside of plank was about 35 ft.; her depth in hold, from tonnage deck to ceiling at midships, was 24 feet.

The materials used in the construction of the vessel were all of the best quality, and the best workmanship was used. The materials were an angle iron frame, iron beams, stringer plates and kelsons. She was double rivetted from keel to gunwale, and all her fastenings were sound and good. Her masts were iron, with the exception of her topmasts, which were of wood. Those who superintended the progress of her building from the laying of her keel until the day of launching, have spoken in terms of the most unqualified approbation of her entire construction; and those who officially examined her before she put to sea, reported her in the best trim, and having all the equipments necessary for the voyage. Sails, compasses, boats, anchors, rockets, signal guns, life buoys, in short, all that she was required to carry to be officially pronounced seaworthy, the _London_ did carry; and, previous to her last voyage, after undergoing a series of examinations, she was said to be as fine a vessel as ever left the Port of London, and she presented to the eyes of her admirers a perfect picture of combined elegance and strength. She was built according to Lloyd's rules and regulations, and was indeed of greater strength than Lloyd's rules required.

On account of the melancholy disaster connected with them, the reader's attention must briefly be directed to the engine-room of the vessel, and the hatchway over it. The engine-room was 36 ft. in length, and on either side of it, fore and aft, were bulkheads, to one of which there was a communication from the engine-room. Over the engine-room went the hatchway, the dimensions of which were about 12 ft. by 9 ft. The hatchway was a saddle skylight in a wooden frame, having plate glass half an inch thick, and covered with gratings of galvanized iron. According to the judgment of those who surveyed the ship, the engine hatch was deemed of sufficient strength to meet any weather.

Such, then, was the vessel, which was no sooner advertised for her third voyage, than all her berths were taken, and a valuable cargo got on board. The accommodation for fore-cabin passengers was on the main deck before the main hatchway. In this part of the ship there was space for 130 in hammocks and 128 in berths, thus providing accommodation for 258 persons. The accommodation for after-cabin passengers amounted to 132 berths and space for 10 hammocks; thus taking 142 passengers. Altogether the ship would carry 400 persons. From the shipping bills of the _London_ we find that her cargo consisted of about 347 tons of dead weight, viz. iron plates and bars, sheet iron, lead and shot, stone, blocks, iron nails, and screws, &c.; there were also 14 tons of hardware and agricultural implements, all of which would not be probably considered dead weight. The remaining portion of the ship's cargo, amounting to about 1000 tons, consisted of light goods, packages of haberdashery, blankets, woollens, china, glass ware, drugs -- in short, just such a cargo as was generally exported to Australia: this was stowed over the dead weight, and in the after part of the ship. The cargo of bar and sheet iron was stowed from the after part of the main hatchway to the after part of the fore hatchway. The value of the cargo was estimated at 124,785_l._ 17_s._ 4_d._

The weight of the cargo was, of course, increased by the coals which the _London_ carried. The quantity of coals supplied to the vessel was as follows: -- remaining on board from the previous voyage, 45 tons; shipped in London, 460 tons; making in all 505 tons. Of this there was expended on the voyage to Plymouth 47 tons, leaving 458 tons. There was shipped at Plymouth 50 tons; so that the weight of engine coals in the ship when she left Plymouth was 508 tons. Several tons, however, were on deck, stowed in sacks round the steam-chest and engine-room hatch, and, during the storm that broke over the vessel, the coals were thrown out of their sacks, and at every lurch of the ship they were either washed overboard, or sent rolling in knubs near the scuppers.

The master and officers of the ship were as follows: -- John Bohun Martin, Master; Robert Harris, first mate; Arthur William Ticehurst, second mate; Arthur C. Angell, third mate; John Jones, first engineer; John Greenhill, second engineer. The Master, officers, and crew were in number 83, and there were 15 foreigners among the seamen. The foreigners were all rated as able seamen, and amongst them were 3 Germans, 5 Swedes, 2 Russians, 2 Danes, 1 Hollander, and 1 Bavarian. It does not appear that any of the foreigners had sailed in the _London_ before, but eleven out of the number had previously sailed on board of British ships.