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THE SOPHIA JANE
The Sophia Jane
was the first working steamer to be seen in Sydney Harbour. She arrived
from England in May 1831 after being built by Barnes and Millar in 1826.
She was 153 tons and had one engine of 50 horse power.
While the Sophia Jane was having her paddles
fitted in readiness for her maiden voyage another steamer made its first
voyage - the 'Surprise' set off for Parramatta amid a volley of smoke
and steam on 1st June, thereby becoming the first steam powered vessel
in Australia. When the 'Sophia Jane' was launched later in June 1831 the
'Australian' reported:
Steam navigation will help greatly to raise the character of this Colony
abroad, and to improve it at home. The addition of such a vessel as the
Sophia Jane to our coasting trade is a most gratifying event. It
is almost in the trading world what a new governor would be in our
political hemisphere. A fresh spirit will be infused into all our
settled and unsettled district that can be approached by water. Persons
will shortly be able, we expect, to breakfast in town, lunch at
Newcastle, dine at Port Stephens, and put up comfortably at Port
Macquarie next morning, at half the present expense and in quarter
the time, for the journey to Wallis's Plains. Should she not find enough
to do between this and Newcastle the route to and from Hobart Town lies
open, and the Western Port, when the fine line of coast about there
shall be settled.'
The Sophia Jane was said to be of very beautiful build and a good sea
boat. She was commanded by
Lieutenant Edward Biddulph R.N. who was also
part owner. The whole of her deck was 126 feet; her breadth 20 feet and
could travel eight miles an hour in smooth water. She was originally
constructed for the almost exclusive accommodation of passengers and her
principal employment had been in conveying passengers between England
and France. No expense had been spared in fitting her out and the
apartments were said to be of the finest description. There were three
separate cabins (one for gentlemen, one for ladies and one for
steerage). Sixteen beds could be made up in the gentlemen's room, 11 in
the ladies and 20 in steerage. In an emergency extra beds could be
prepared making a total accommodation of 54. Her value was estimated to
be £7,500 and she arrived from England with an experienced engineer and
a duplicate set of all the necessary apparatus. She was considered very
fast and could make the 60 miles between Newcastle and Sydney in under 8
hours.
The Sydney Gazette reported the following article in 1831 -
'Yesterday was a proud day for Australia, a day that ought to be placed
high in the calendar of her improvements - a day to which her sons and
daughters if alive to the true interest of this country, will in future
years look back with admiration. The first efficient exhibition of steam
navigation in this fifth quarter of the world was beheld by the select
few who had adventured on board the Sophia Jane on Friday the
11th day of June. The Sophia Jane put forth all her powers. She
showed what the ingenuity of man had been able to contrive - to dispense
with oars and canvas and to urge rapidly onward, in defiance of winds
and weather, a vessel of large dimensions and heavy burthen. Early in
the morning the Captain gave breakfast on board to his Excellency
Governor
Darling and a distinguished party of ladies and gentlemen. The vessel
performed a gentle trip round Dawes Point, Darling Harbour and Goat
Island and in so fine a style that His Excellency and all the
fashionable guests were pleased to express the highest encomiums on the
scientific construction of the vessel, and on the admirable skill with
which she was managed. Soon after 11 o'clock, a signal gun having been
previously fired, the Sophia Jane loosed her moorings in Sydney
Cove, and began her adventurous journey. The manner in which she
threaded her way through the shipping, without any assistance whatever,
filled everyone with admiration. She crept in and out with the utmost
exactness, and when fairly free from the cove her energies were allowed
unlimited play and away she went as on the wings of the wind. Her
velocity was astounding. She actually flew through the water. Before the
passengers well knew they had started, they found themselves abreast of
Pinchgut Island; and ere they had digested this astonishment, they
looked up and lo! they were in the very mouth of the Heads! Here a gun
was fired, and Mr. Watson, the pilot came on board. At 2 o'clock the
company was summoned to the mess room where they found a sumptuous cold
collation, served up under the direction of Mr. Bax, of the
Australian Hotel. Every luxury that could be devised was spread upon
the hospitable table, garnished with the choicest champagne and other
wines, ale porter Etc. The passengers had already seated themselves at
table when they were conscious of a very peculiar motion, the vessel
rolling in the most regular and agreeable manner; but supposing it to be
only imaginary on their sitting down, for the first time, in the cabin,
no particular notice was taken of it; but when the meal was finished,
and they returned on deck, what was their astonishment to find
themselves actually at sea - aye, rolling upon the wide ocean, the
boundless expanse before them and the Sydney Heads far behind. The day
was the most favourable that could be desired. Not a cloud obscured the
sky; the sun shone in all its chastened splendour and a gentle breeze
from the westward seemed to refresh and invigorate the joyous
passengers. Part of the band of the 39th regiment added to the other
delightful pleasure of the excursion the charms of martial music.
On her first voyage to Newcastle the
Sophia Jane left Sydney at 7.13 a.m. and arrived at the King's Wharf
at 3.13 p.m. having been detained a little by towing another ship to
sea. She took another 3 1/2 hours to make the run up the river to the
Green Hills
and was exactly three hours coming down the river the following day.
Read about a
journey to the Hunter River by steamer in November 1831 here
She was engaged to convey female convicts from Sydney to Newcastle in
1833. Twenty female prisoners who had arrived on the
Caroline in
August 1833 were embarked on the Sophia Jane destined for private
service in the Hunter Region.
In 1842 The Sophia Jane was plying regularly between Sydney and Wollongong however
in 1846 her engines were transferred to the newly built
Phoenix and
the old Sophia Jane was broken up. The Phoenix was wrecked
on the North Head of the Clarence River in 1850.
KARUAH
On 30th November 1831 at
Carrington the
Australian Agricultural Company steamer 'Karuah'
was also launched, although she was not looked on with such favour as
the 'Sophia Jane' or the 'William the Fourth', she was nevertheless an
important addition to the Company's communications capability.
Sir
Edward Parry recorded in his diary - 'Our little steamer got under way
today for the first time and paddled about the harbour. I cannot yet say
much for her success, but everything is stiff and new and we hope to be
able to improve her. I do not think she went above three knots. ' On the
following day she was found to have been greatly improved by an
alteration in her paddle boards and by working the engine more, taking
her speed up to 4 knots.
Some of the excitement felt at the coming of the paddle steamers can be
understood from the following letter to the Sydney Gazette later
in 1831 on the imminent launching of colonial built
William IV
'I, with pleasure take up my pen, to describe the gratifying sight I
have this day enjoyed. Many of your readers, I am inclined to think,
only know the Williams River as a part of the Hunter, while it is in
fact a separate River, emptying itself into the Coal River; and has from
its mouth to Clarence Town (a distance of about 68 miles), a depth of
from four to five fathoms, of water, without a single rock or bank to
impede its navigation. On the right bank of this noble river, now well
named after our most gracious Sovereign, and adjoining to Clarence Town,
the township of the Parish of Uffington in the County of Durham,
Messrs,
Marshall And Lowe, shipwrights have in their yard on the stocks a steam
vessel nearly finished to be called the William the Fourth.
This colony can now boast of being able to build her own steamers, and
these with her own indigenous timber, the flooded gum, which Messrs
Marshall and Lowe, declare is equal to any in the world for ship
building, and particularly for tree nails. Whenever this beautiful vessel
may be launched into her proper element; which it is calculated will be
in about a month, it will be seen that vessels now of 600 tons can be
built or completely repaired in the William River quicker and cheaper
than can be done in Sydney Cove, a circumstance of the utmost importance
to our whale fishery speculators who I have not the least doubt will,
when they see the masterly work of the 'William the Fourth' not
fail to vie ample employment to Messrs Marshall and Lowe'.
Some of the enthusiasm had begun to wear thin by 1834 when the following
letter appeared in the
Sydney Herald:
'GENTLEMEN - Very great dissatisfaction has arisen in the public mind
here, in consequence of the alterations which have taken place in the
management of the steam vessels which ply to and from Hunter's River,
since they changed owners; and notwithstanding the strong protestations
about "sparing no exertion and expense for the accommodation of the
Public" etc, which appeared some time ago in the newspapers, when the
idea of monopoly was so amusingly disclaimed, the arrangements - which
were formerly poor enough - are now so unequivocally bad that many
people are talking of taking the road in preference. On one occasion,
when bed time arrived no clean sheets were to be had! true, the
detention at sea all night was not anticipated, but such cases should be
provided for; on another occasion, some passengers when they asked for a
towel were coolly presented with the tail of a shirt! Besides, the fare
is very bad , and refreshments are charged for at an exorbitant rate.
Can the owners suppose that in addition to this the Public are to be
tormented and imposed upon by vexatious charges upon their luggage and
small parcels - and that the dismissal of so deserving a favourite as
Captain Taggart, for not submitting to a reduction of pay will be over
looked ? They must bear in mind that a new vessel is on the stocks, and
that public patronage when once lost is not easily regained, - that they
must eventually be the losers by a niggardly system - and that, whatever
their own opinion may be, we, in this part of the world, cannot but look
upon it as the result of mismanagement'. - Hunter's River 10th January
1834
The Hunter River Packet
Association was formed in 1834 to provide opposition for the
Sophia Jane and the William the Fourth in trading between Sydney and the
Hunter. A meeting had been held in April 1833 when it was decided to
build a 200 ton steamer in New South Wales to be fitted with two 40
horse power engines each. Mr. Lowe of Clarence Town tendered to build
the ship and when the machinery had arrived in 1836 it was fitted in the
newly built 'Ceres'.
When the Ceres was wrecked six months later the company was wound up.
The Hunter River Steam Navigation
Company was formed in 1840. A meeting had been called by
John Eales
and when the company was approved it was decided to have built in
England, three iron steamers. These were to be the
Rose
and
Thistle - both built by Fairbairn and
Co., on the Thames and the
Shamrock built for Paterson of Bristol.
These additional steamers in
Australia caused much competition in the Hunter River Trade with other
vessels particularly the Victoria steamer.
In 1842 the General Steam
Navigation Company offered for sale by auction the whole of their
property consisting of their steam boats 'Victoria', 'Tamar', 'Sophia
Jane' and 'Maitland'; the coal barge 'Jolly Rambler' and the Hulk
'Alexander' together with the unexpired lease on the company's wharf at
Sydney and Stores at Morpeth.
The Hunter River Steam
Navigation Company became the Australasian Steam Navigation
Company in 1851 and held a monopoly of the Hunter River business as
well as extending their services up and down the coast.
The wharves must have been bustling confusing places when the
steamers came in. Adding to the confusion were the stage coach owners,
vying for the trade of disembarking passengers. In 1842
James Stilsby
appeared in court on a charge of assaulting Miss Emma Brown who had been
a passenger on the steamer
Shamrock
from Sydney to Morpeth. It was Stilsby's practice to seize the luggage
of passengers to force them to use his coach. He had on this occasion
'endeavoured by force and rudeness to compel her to go as a passenger in
his coach after she had engaged a seat in a rival vehicle'. Stilsby was
fined 40/- for the assault and the Judge in sentencing remarked that it
was time to put a stop to the rudeness and ridiculous pretensions of
Stilsby who scarcely allowed passengers a choice of the means of
conveyance but illegally seized their luggage and used threatening and
abusive language in his endeavour to compel their patronage.'
Disembarking passengers not only had to keep an eye on their luggage,
but also their pockets.
Mr. Wycks Norton of Newcastle landed in
Morpeth on the
Cornubia
steamer in 1846 found on reaching the public street in Morpeth after
pushing his way through the crowd of Passengers and idlers who stood on
the quay that his pocket book containing £40 had been stolen.
In August 1845, the proprietors
of the Sophia Jane announced they would have to withdraw her from
trade. Extensive repairs were required 'to a greater extent than it
would be prudent to encounter' and they were reluctantly compelled to
suspend her trips, although it was contemplated to build a new
replacement Steamer. The Sophia Jane was to leave Morpeth
for Sydney for her last trip soon after the announcement.
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THISTLE
Image of the Thistle (Sydney Morning Herald)
Captain
Robert Lorn Pattison (1843);
Captain William Mulhall (1844, 1848); Principal Engineer Robert McDougal (1847)
The 'Thistle', under Captain Pattison's command, was one
of only two steamers to ply between Sydney and Morpeth during the winter
of 1843.
She was one of the first ships owned by the Hunter River Steam
Navigation Company and was solid and two masted with flush deck
and replaced. She replaced 'Sovereign' on the Moreton Bay run in 1846.
She ran aground there in March 1846 when Captain Mulhall decided
against a pilot. The settlement was impressed with her capacity and
speed which enabled her to take wool clip to Sydney at a faster rate
than the 'Sovereign'
In 1846 the following was
recorded in the Sydney Morning Herald:
COLLISION AT SEA: On Saturday night, about nine o'clock, the
steamer Thistle, and a small cutter called the 'Black Swan',
came into contact, when we regret to say, two lives were lost. The
following is an account of the accident :
'The steamer 'Thistle', Captain Mulhall, left Newcastle
on Saturday evening, at six o'clock, the 24th October 1846, upon her way
to Sydney; when off
Bungaree's Nora,
about 9 pm was run into by a small cutter called the 'Black Swan'.
The night being very thick and dark, and the cutter showing no light,
prevented her being seen before she came close under the bows, when she
carried away the Thistle's bob stay, gib-guys, and top gallant mast.
Hearing a cry for help aboard the cutter, the 'Thistle' lowered the
larboard boat, which was no sooner in the water than she filled and got
stove, losing the oars, and nearly the lives of two men; cleared away
the starboard boat, and sent the second mate and two hands aboard the
Black Swan, who returned with one man, being the only one left on
board, the others, Nicholas Walsh and one other having been knocked
overboard, it is supposed, by the main boom, and drowned. They lay to
for the remainder of the night close to the cutter, during which time
she had drifted about seven or eight miles from Newcastle. At day light,
finding that the cutter had not received much injury, the second mate of
the steamer was sent with two hands and the man belonging to her aboard,
for the purpose of taking her into Newcastle.
We the undersigned passengers
by the steamer 'Thistle', upon Saturday night, the 24th October
1846 declare that the above statement is correct as far as we were
witnesses of the circumstance, and that no blame is to be attributed to
the master or crew of the steamer, as the cutter showed no light, and
the steamer had a good light and look out at the time the accident took
place. also that the master, officers, and crew used every endeavour to
save the said cutter and her crew. Signed
Richard Windeyer, G. Morant,
Simpson, John B. Smith, Henry Phillips, Thomas M. Jones, Joseph
Forster.'
The 'Thistle' was more fortunate in 1848 when near Bird Island on
a passage from Morpeth, the main shaft broke rendering one paddle wheel
useless. She was delayed five hours while temporary repair measures were
taken and the 'Rose' replaced her run for 10 days while more
permanent repairs were finished.
In December 1848 the 'Thistle'
under Captain Mulhall was reported to have made the trip from Sydney in
under ten hours, the fastest passage for a considerable time.
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TAMAR
Captain Ellis (1835),
Captain William Mulhall
1837,
Captain Allen (1848)
December 1837 - To the Editor of the Sydney Herald
Sir, Through the medium of your Paper, I
beg leave to inform the Public, of the particulars of the Tamar steam
boat, under my command, grounding on Reid's Mistake Point.
About Half past twelve o'clock on Tuesday
morning, the point of
Bungaree Norah bearing N.W. Distant between three or four
miles. The course I ordered was N. by E 1/2 E, and nothing to the northward of
her course
I went below leaving the deck in charge of
the Chief Officer, and he must have altered the course two or three points after
I was below to have brought the vessel where she grounded.
At half past two, the vessel grounded on
the point alluded to, I immediately ran on deck ,and order the Engineer to back
the engine astern, when the vessel came off without making any water whatever,
and continued on the voyage as usual, making no water
But, for the satisfaction of the Public,
and to suppress false rumours , the owner has ordered her on the patent slip to
ascertain the exact damage done by this untoward incident
I have the honor to be Sir, Your humble and
obedient Servant, William Mulhall, Master of the Tamar steamer
The Tamar was purchased by J.T. Wilson in 1839. It was
planned continue in Hunter river trade as
before.
The Tamar was offered for sale with other vessels
belonging to the General Steam Navigation Company in 1842.
In 1844 the Tamar was
involved in an accident opposite Mr. Hickeys property. James Coonford
had been crossing the river and although a person on the paddle box of
the 'Tamar' called to him repeatedly to 'keep off' he persisted
in coming stern on. His boat struck against the paddle box and was
upset. Every exertion was made to save the man, the steamer being
stopped, and a boat lowered in two minutes after the accident had
occurred. No blame was attached to any person on board.
In 1846 the Tamar was
owned by The Hunter River Steam Navigation Company. The crew had a
narrow escape during a storm on the passage from Sydney to Morpeth on a
January afternoon in 1846 when she was struck by lightning when between
Lake Macquarie and Red Head.
'In consequence of the rain most of the crew had gone below to shift
their clothing with the exception of the man at the wheel and the
engineer; the captain was walking the poop when the occurrence took
place. the Engineer saw the lightning playing along the foreyard for
some time, and ordered the firemen to throw fresh fuel on the fires to
create smoke, thinking it would prevent the lightning from entering the
funnel. A few minutes after a heavy flash struck the throat halyard
block of the foresail, and running down the halyard (a chain one),
shattered the foremast within about four feet of the deck, where it was
surrounded by an iron hoop to which the belaying pins were attached. The
mast fell over the starboard bow, by which the rail and bulwarks were
smashed. The fore cabin steward was coming on deck at the time, and
narrowly escaped being crushed; the engineer was standing under the lee
of the starboard paddle box when it occurred, but luckily escaped
uninjured. When the mast fell the electric fluid is supposed to have
passed along the chain, and over the anchor into the sea. '
She later underwent a thorough repair. The machinery was taken out and
the working parts renewed. New boilers replaced the old by the Company's
engineer, Mr. Fyfe. She was also strengthened with new beams in
various parts and in June she made an 'experimental trip' a few miles
outside the Sydney Heads. It was expected her speed would be nearly
equal to the Company's iron boats; and her cabins, for comfort were said
to be second to none - especially the ladies' cabin.
*In August 1849 Captain Allen
was in command of the new steamer the
Eagle
on her first trip to Moreton Bay.
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SHAMROCK
Captain Gilmore 1849
The Shamrock was owned by the Hunter River Steam
Navigation Company. She was rigged as a three masted schooner, with a
raised quarter deck and had been built in Bristol. In 1843 she replaced
the 'Seahorse' plying between Launceston, Melbourne and Sydney. In
February 1846 she was the vessel of choice for Rev. Dr. Lang on his
voyage to Port Phillip and Moreton Bay and in October of that year she
landed a party of five Europeans and ten blacks who were intent on an
expedition to recover a white woman from natives in Gipps Land.
In August 1848 she was put in
to Pyrmont for repairs. New boilers weighing twenty tons were fitted and
the machinery was taken out and overhauled. Great improvements were made
to her cabin accommodations - the ladies' cabin was fitted up with
ten berths and situated in the aft part of the poop instead of the fore.
This left a large saloon of 33 ft capable of accommodating 24
passengers. On each side of the saloon four spacious state cabins were
fitted up in the best style. On completion of the repairs she was to
resume her trips to Port Phillip.
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CERES
Captain Livingstone (1836)
The Ceres, commanded by Captain
Livingstone, made a trial trip on Sydney Harbour on 21st January 1836
and six weeks later made her first trip to the Hunter River. She was
fast and was said to have only taken 6 1/2 hours from Newcastle Wharf to
Sydney.
Her launching in April 1835 had been a gay affair. The Sophia Jane,
conveying a 'number of respectable persons' to the launch, arrived
in Green Hills on a Wednesday evening 'amidst the acclamations of
multitudes of spectators who crowded the eminences and banks of the
river on either side. On Thursday morning they set off for the the
Deptford ship yard of
Messrs Marshall and Lowe on the William River.
They moored to the best advantage to give the ladies a fair view of the
Ceres which was tastefully decorated with flags. The last block was
cut from under and the pride of the Hunter River Steam Association
glided down the slipway. She was christened with a bottle of fine old
port wine by a daughter of
T.M. Winder assisted by Captain Church. The
band played 'God save the King', 'Rule Britannia' and 'Hearts of Oak'
before the company stepped aboard the Ceres for a series of
Quadrilles, and country dances.
The event was recorded by a correspondent to the
Sydney Gazette:
'In April 1835 the Sophia Jane was engaged to take the Maitland
Cockneys to see this grand sight. A beautiful day it was, and the
numerous and respectable company seemed determined to enjoy themselves.
Part of the 17th band were engaged, and quadrilles etc were the order of
the day. A pleasing river is the Williams, and it was a splendid sight
to see the proud boat, stately as a swan wend her way through the
numerous bends of the river - now narrowing, so that the trees on either
side almost formed a festoon over the vessel - now widening to a broad
lake like sheet of water, with green hills and white cottages, dotting
here and there the verdant banks. On nearing the yard where the Ceres
was laying on the stocks, a burst of wonder and delight broke from the
admiring spectators; the noble vessel was seen high in air - ready, at
the word of insignificant man, to dart into her native element - the
wonder and pride of the Hunter. The grateful ceremony of christening her
devolved upon the fair daughter of Mr. Winder, who with Graceful
timidity, advanced to the platform, laving her sides (note the lady's,
but the boat's) with generous wine, proclaimed her name to the world.
After partaking of refreshment the company again embarked and departed
for home, the cheerful glass circulated, and dancing was kept up with
spirit. The military spurs of a certain gent harmonised admirably with
the flowing drapery of a lady passenger'.
Five months later the 'Ceres' was wrecked when, after a night of
heavy seas, she was taken between Bird Island and Bungaree Norah (Norah
Head) and struck a rock. She sank
quickly however all 26 passengers and crew were saved, after the one
life boat on board made four trips back, the last one taking passengers
from the mast as the ship sank. The 'Sophia Jane' first brought
the news to Sydney after she had passed wreckage known to be of the 'Ceres'.
Two passengers walked to Brisbane Water from the site of the wreck with
dark tales (later denied) of passengers and children denied seats
on the life boats. Mr. John Korff later purchased the wreck for 91
pounds. He built a vessel on the beach from the wreckage of the Ceres
and then took the machinery to Sydney where it was later installed in
the 'Victoria'
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EXPERIMENT
My thanks to Ron Madden for providing details
about the Experiment.
On 18th May 1832, the
Australian reported that
(George) Yeomans and
(Benjamin) Singleton
had built a large boat to be worked by horse/paddles providing an up
river service on the Williams and Paterson Rivers to connect with the
vessel that arrived at the wharf at Morpeth.
Built at the Deptford Shipyard at the Williams River by
Messrs Marshall and Lowe
the Experiment was 80 ft in length with beam 12 ½
ft. and drew 2ft of water with 80 tons of cargo. Some difficulty was
experienced at first with the horses but afterwards they made the boat
move along at about six miles per hour. Although a novelty and used in
her intended capacity briefly, she was not a success.
The aptly named Experiment was
sailed with considerable difficulty to Port Jackson where she was
described as a horse boat and briefly operated as a ferry to
Parramatta and back. It was claimed she
was capable of carrying at least one hundred passengers and about
20 tons of cargo. She then briefly
operated as a horse powered
harbour cruise vessel before being was sold to Mr. Edye Manning who
installed a steam engine.
Operating as a steamer between
Parramatta and Sydney from 1834, she left Parramatta for Sydney every
morning except Sunday. In 1846 she was sent to Moreton Bay and became
the first steamer to ply on the Brisbane River.
From William Lowe; Pioneer
Shipbuilder of Clarence Town, An Australian Bicentennial Project
printed by Craftsman Colour, Newcastle, 1988
In 1838 the Sydney Gazette reported that Captain
Toby, late of the steamer Experiment, had perished along with his
wife in the wreck of the Schah near Twofold Bay
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THE PHOENIX
Captain Wiseman 1848, 1849
In 1846 the Phoenix
was launched in Sydney. She was said to be one of the best specimens of
colonial ship building and Mr. Chowne the builder, had taken
every care in her construction. Her draft of water when launched
was 3'6" forward, and 4'6" aft; dimensions: 105 feet keel, 130
feet over all; breadth of beam, 19' 6 " ; depth of hold, 9'. The
accommodation for passengers was said to be superior. Twleve berths were
fitted up in the ladies' cabin, sixteen in the saloon, and fourteen in the fore
cabin. The engine belonged to the famous
Sophia Jane that had
been launched 15 years before to ply her trade on the Hunter, but the
boilers of the Phoenix were newly made by Mr. Struth.
The Phoenix made an excursion to Wollongong in October 1846
taking four hours to reach her destination, she had travelled at an average
speed of nine and a half knots. Estimated to be faster than many of the
other steamers, she was to make her maiden voyage to Morpeth where
a large number of spectators were expected to witness her debut at the
Green Hills.
She commenced her regular trips to the Hunter on Friday 9th November,
1846 and was despatched on days on which there was no other steam
conveyance between Morpeth and Sydney. She left Kellick's Wharf in
Sydney every Tuesday and Friday Evening at 8pm and Anlaby's Wharf in
Morpeth every Monday and Thursday morning at 7am.
In 1849 the Phoenix was involved in the rescue of the 'Lady Clarke' off
Nobby's. The 'Lady Clarke' had left Newcastle for Twofold Bay on
a Sunday morning and after clearing the heads with the wind on the land
it was attempted to put her about without success. She had drifted on to
the reef off Nobby's before the Phoenix managed to rescue her
from her perilous position. Captain Wiseman received £20 reward for his
part in the rescue.
She was employed in the
Clarence River trade and the district was deprived of steam
communication with southern districts for some time when the Phoenix
was wrecked near the Clarence on Sunday 3rd March 1850 after a
terrific squall or rather a hurricane of wind with driving rains blew
up from the south. When the Phoenix encountered the gale, being a
vessel of small power in proportion to her size she was unable to work
herself off the land and was driven on shore. She carried on her deck a
large cargo of wool which contributed to her difficulties. The crew and
passengers - Mr. & Mrs. Manning and four children Mr. Birkett and ten in
the steerage were all saved and Captain Wiseman, finding it impossible
to save the ship ran her aground managing to save her cargo as well.
The Phoenix, owned by Messrs E
and W. M. Manning was valued at £6,000 and was uninsured.
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THE VICTORIA
Captain Taggart 1842
The Victoria was offered for sale by auction by the
General Steam Navigation Company early in February 1842. She was
described as a 196 ton vessel with two engines of forty horse power
each, with everything complete and in running order. She had made her
first trip in May 1840 and had never missed her usual trip of twice a
week to and from Morpeth, with the exception of about six weeks when she
was overhauled, and every part of her machinery was examined and
perfected. She was said to be well suited to run between Port Phillip
and Sydney or between Launceston and Port Phillip.
The Hunter River Gazette reported later in February - 'This
steamer has resumed her trips between Sydney and Morpeth; Mr. Edye
Manning having made arrangements to run her in that trade. The
Victoria leaves Morpeth every Monday and Friday at noon, and Sydney
every Wednesday and Saturday. The public, we have no doubt, will
continue to support this boat as effectually as they have done hitherto,
for independently of her merits as a safe and certain conveyance, both
for passengers and goods. The benefits derived by the public from
competition have been experienced in the reduction of fares for
passengers between Morpeth and Sydney, first introduced by the
Victoria. Besides this vessel, another day steamer the
Sovereign is also employed in the same trade, having been first
introduced to supply the deficiency occasioned by the temporary
withdrawal of the Victoria The success she has met with is such,
that we understand she will now be continued in the trade, and will thus
afford great additional accommodation to the public which we hope they
will know how to appreciate.
A correspondent to the
Hunter River Gazette in April wrote of her - 'I confess it is not
without some slight emotion, mingled with pride, that I watch the onward
movement of the Lady Queen (Victoria) as she gallantly
sweeps the river, whose rippling waves as they kiss the shore seem to
awaken her forest subjects with their pendant boughs, to a graceful but
silent homage, her veteran commander may not possess the 'Suaviter in
modo' of some of his junior brethren, but if a rigid and unremitting
attention to the duties of his vessel constitute a claim to public
patronage then, of all the sons of the ocean whose proud barques sweep
the waters of our unrivalled metropolitan harbour, is Captain Taggart,
equalled by few - surpassed by none.
Top
THE MAITLAND
Captain Parsons (1847)
Captain Beel (1850)
The Maitland was launched from the Building yard of Mr.
Russell, at Darling Harbour in 1837 amidst an immense concourse of
spectators. Intended for the Hunter River trade, she was 103 tons with
one engine of 60 horse power. She was considered to be a very strong and
substantial vessel. In 1842 she boasted a new engine of 60 horse power
that had been built expressly for the her (at a cost of three thousand
pounds) by Fawcett, Preston & Co of Liverpool.
The Maitland was run regularly between Port Macquarie and Sydney
in 1842.
Top
HUNTRESS
In 1841 the new steamboat Huntress was
advertised for auction in 1841. - Coppered and Copper fastened; River
built, after the American model, quite new; and admirably adapted for a
Parramatta River despatch Passenger boat. Mr. Stubbs is instruction by
the West Maitland Steam Navigation Company to sell by public auction,
the very beautifully modelled Steam passenger boat Huntress. No
expense has been spared in the finishing of her; and her materials are
of the very best quality; in fact her timbers are from a gentleman's
Estate where they were selected from some of the cleanest and soundest
timber in the colony. She is coppered and copper fastened, combining
speed convenience and economy - drawing but very little water. She is
the boat of all others in the colony to ply on the Parramatta River. She
is a perfect model for despatch - easily worked and capable, from her
peculiar scientific constructions, of making very quick profitable and
successful trips. She is in a complete state to receive her engines and
is in every respect deserving the notice of those parties on the
Parramatta River, who have been contemplating starting a boat, in
consequence of the unprecedented call for further accommodation.- Sydney
Gazette July 1841
The Old Steamer Huntress - This old craft, which is perhaps
hardly entitled to the term steamer, in as much as although she was
built for one, and has paddle boxes attached, no machinery was ever
placed in her, seems to have at length found a secure mooring place,
after having for some years kept the owners of boats on the river in
terror by her vagaries during each fresh. The late flood, like each
fresh, broke her loose from her previous moorings, but, unlike them, was
high enough to take her on to the flat shingle beach by McDougall's
Falls, where, a lucky ridge of shingle stopping her, she was stayed, and
where she now rests, securely bedded in mud and shingle, some one
hundred feet from the river. Here she will probably finally fall to
pieces, unless some higher flood comes down and set her wandering
again. It is a great pity that a claim of some £200 for unpaid work
should have sufficed to prevent any shareholder from interfering with
her even so far as to make use of her as she is, the dread of this claim
and its interest having, we believe, been the sole cause why the
shareholders declined to have anything to do with her when, a few years
ago, an offer was made by an enterprising man to put a small engine in
her an start her on the river at his own expense, if secured against old
claims, and allowed to have her rent free for some time.- Maitland 3
March 1847.
Top
THE CORNUBIA
Captain Taggart
In February 1846 the Maitland Mercury carried the following
article:
'The Cornubia - You will be gratified to
hear that the Cornubia, on her First trip to the Hunter, has
performed exceedingly well. She left Kelllick's Wharf at 25 minutes to 9
on Monday night and reached Newcastle at 10 o'clock on Tuesday morning,
having had to contend with a heavy cross sea and the wind right in her
teeth the whole of the way, against which she must have steamed about 5
1/2 knots per hour, with a full cargo; thus proving that her qualities
as a sea boat are of no very mean order. At a quarter ebb tide (thanks
to the dredge) the Cornubia went swimmingly over the Flats. This
promises well for her future services. In deed, on the whole, Captain
Stericker, who commands her, is much pleased with her performance.
The following week:
'Our readers will be glad to learn that this
steamer has made another successful trip, having arrived at Morpeth
yesterday morning with a full cargo, passing over the Flats at about
half tide, without touching. There proves to be abundance of cargo for
her at each end; so that there is every prospect of her proving a
permanent accession to our facilities for trading with Sydney'.
In March the
Cornubia transported His Honor Mr. Justice Therry to the Hunter in
readiness for the Quarter Sessions. Accompanying him on the steamer were
the Attorney General, and barristers Messrs. Purefoy, Holroyd, and
Dowling. Also on board were Mr. Blair, Clerk of Arraigns and Mr.
Cornelius Prout, Under Sheriff.
By September 1846 the Cornubia was trading
regularly between Morpeth and Sydney, advertising passage to Sydney for
one shilling. This fee was for steerage. A Cabin ticket could be
purchased for 4/-. Refreshments were purchased on board at 'moderate
rates'. The Cornubia left from Morpeth every Wednesday and Saturday
mornings and from Kellick's Wharf, Sydney every Monday and Thursday at
8pm.
Captain Taggart was Master of the Cornubia in June 1847 between
Port Phillip and Launceston.
Top
JAMES WATT
Captain Griffin 1840, John Taggart
1845
Owned by Joseph Hickey Grose the James Watt
was the second steamer to reach Australia from Great Britain. She had
been built for the Glasgow trade but was not a success and although well
appointed, her speed was affected due to miscalculation in regard
to her draught. In April 1840, she underwent thorough repairs and was
idle for some time. She was a 400 ton vessel with her main deck 87 ft.
in length and poop deck 43ft. She was fitted with 2 x 45 h.p. engines.
The Cabin accommodation was fitted with every necessity required. There
were 16 enclosed cabins containing 16 berths; one ladies cabin
containing 7 berths and the Captain's cabin. For the convenience of the
passengers, a bell of a different sound was fitted to each
cabin and led to the stewards pantry. The wash stands each had a
'cistern of fresh water affixed above them with a pipe leading to the
basin and a small brass cock by which means water could be drawn and
after a small plug or stopper with a brass chain was drained from
the bottom of the basin discharging the water over board'. The dining
room was of polished mahogany and satin wood. Captain Griffin who had
previously been Captain on the Sophia Jane was to take charge of
the James Watt after her repairs were complete.
In 1842 she was sold to the newly formed Hunter
River Steam Navigation Company and employed in the Clarence River and
was a pioneer of the Moreton Bay trade.
John Taggart was Captain of the James Watt
in 1845. In May of that year an unusual case was heard in the Sydney
courts in 1845. Anne Elizabeth Canney was committed for trial for
writing and publishing a libel of Captain John Taggart. In an outrageous
letter sent to the cashier of a bank and to the manager of the Hunter
River Steam Navigation Company she charged Captain Taggart with having
committed numerous murders. Although doubts were said to be held as to
her sanity, she was allowed bail.
The Hunter River Steam Navigation Company announced in December 1845,
that they intended to transfer the engines of the steamer
James Watt into a new vessel, to be built for that purpose. The
James Watt was to be employed in conveying coal from Newcastle to
the Company's various depots. Maitland Mercury 6 December 1845,
10 May 1845.
She was broken up in 1847
Top
THE EAGLE
Captain Allen 1849
The new steamer owned by the Hunter River Steam
Navigation Company, the Eagle had a close call on one of
her first passages. Under Captain Allen (formerly of the
'Tamar') she was on
her way to Newcastle from Sydney to load coals when at 3am, she collided
with the cutter Trial under Captain Barton. The Trial was on her
passage from the Hunter to Sydney laden with grain. She suffered a
broken jibboom. The Trial's jibboom had run into the steamer's
sponsons on the larboard side, breaking her jibboom off and again made a
fresh entry in the steamer's quarters, tearing away a great portion of
the ornamental work down to the stern. After repairing damage and
loading coals at Newcastle she loaded her passengers and with a full
cargo headed for Moreton Bay on the evening of the 31st August 1849. The
passengers included Mrs. Asher, child and servant, Mr. and Mrs. Gibson,
Captain Vignoles, Hon. Mr. Hope, Mr. Tingcomb, Mr. Cameron, Mr. King,
Mrs. Daley, Mr. Bowman, Mr. Bigge, four in the steerage and forty Irish
orphan girls. (Maitland Mercury 1 August 1849)
On her return trip south she made a very quick run
of just 42 hours from Moreton Bay to Newcastle where she stopped for a
supply of coals before proceeding to Sydney.
In Sydney in December the same year a seaman
from the Eagle met his death while bathing in Woolloomooloo Bay
30 yds out from the fig tree when he was attacked by a shark. He
instantly gave the alarm and two men attempted to rescue him however the
shark seized him in the groin, and it was not until he was struck
several blows on the head with an oar that he let go his hold. When the
unfortunate man was pulled into the boat it was found that nearly the
whole of the flesh of the thigh was stripped from the bone and he
expired a few minutes later. (Maitland Mercury 5 December 1849 )
Top
William IV - 'Puffing Billy'
Paddle wheel steamer, William the Fourth was launched in November 1831, fully
rigged but minus her Liverpool made engines which were later
installed and improved in Sydney by Alexander Lyle Pattison of the
Phoenix Foundry. Mr. Pattison had arrived in Sydney in 1827 and was
prominent in the development of early Australian steam navigation.
A large crowd assembled to witness the launch and partake of the
luncheon provided by owner and prominent Sydney merchant Joseph Hickey
Grose.
Her dimensions: 80ft in
length; 15ft beam amidships and 13ft aft; 20ft over the sponsons, height
from keel to flush deck 7ft; after cabin height 6ft 6in; Length of
ladies cabin 12ft and gentlemen's cabin 16ft. Outside, the planking was
of flooded gum 1 3/4" thick, deck planking being of native pine 2 1/2
inches thick. Tonnage: 100 tons; tonnage for goods, 25 tons; draft of
water 5ft; two masts, schooner- rig. the whole (excepting the deck
planks) including treenails was of flooded gum. The cabin fittings were
made of cedar.
Although Captain Taggart
arrived at the Williams River shipyard in September 1831 to superintend
the launch of the William IV, last details still had to be completed and
she was not launched until November. Captain Taggart who was
previously Captain of the 'Lord Liverpool' was to be
William IV 's first Captain.
On her maiden voyage to the
Hunter early in 1832 she left Parker's Wharf, Sydney at 7.30 pm,
clearing the heads in 44 minutes and arrived at the Watt Street wharf in
Newcastle at 6am the following morning. Fares from Sydney to Newcastle
were 20/- for cabin and 12/6- for steerage.
Steamers were used for
conveying prisoners to the courts or gaols. In 1834 an aboriginal named
Wong-ko-bi-kan (Jacky Jacky) was committed for trial for the murder of
John Flynn on the William's river. He arrived in Sydney by the steamer
William the Fourth entirely naked with the irons on his legs lacerating
them in a dreadful manner. He cried most bitterly on leaving Newcastle.
The contract to build the
William IV had been signed with Williams River ship builders
Marshall and Lowe earlier in 1831. Scottish ship builders
James
Marshall and
William Lowe had arrived on the
Tiger in 1828
after spending time in South America. The abundance of excellent
hardwoods - flooded gum and ironbark convinced them to commence their
shipbuilding at the Williams River. They constructed a wet dock where a
small creek entered the Williams so that vessels could be floated at
high tide for repairs. They could be found at times travelling about the
Williams River district in search of timber for their vessels.
The vessels Ceres, Elfin,
Earl Grey, Courier and Experiment were also built at
the Deptford Shipyard.
Captain Taggart (who was at
various times Captain of the Lord Liverpool cutter and
James
Watt',
Sophia Jane, Maitland, Victoria and
Phoenix steamers ) was well known throughout the
Hunter River passenger trade. He died at his residence in Castlereagh
Street, South Sydney on 6th January 1850 after a severe and protracted
illness of many months aged 65 years. He was said to have been a
respected resident of the colony for more than 22 years.
(Also known as)
King William IV
Top
The Clarence
1852
On Wednesday the new steamer Clarence arrived at Morpeth
on her first trip. We have not yet had an opportunity of inspecting her,
but her passengers unite in speaking of her as a very fine boat,
promising to be very fast when her bottom is cleaned, and a remarkably
easy boat. She will carry a large cargo, 160 tons it is stated,
below, and will therefore be of the greatest value in clearing off the
produce that has been so long accumulating on the river and in many
cases spoiling), from want of means of shipment. So great was the
anxiety to take advantage of the opportunity of shipping, that cargo
sufficient for two or three trips was ready for her at the wharf on
arrival, and she consequently left, on Thursday morning, deeply laden.
We are informed that the wise precaution was taken, on her passage down,
of waiting to pass the Flats at pretty high tide, so that she did not
leave Newcastle till late on Thursday evening.
We are indebted for the following graphic account of her passage up from
Sydney to Captain Lodge, one of her passengers:
"East Maitland, June 30 1852. The appearance of the new steamboat
Clarence on the waters of the Hunter is doubtless an event of
considerable interest to numbers living in the district, and the first
trip will be much discussed, owing to her having started from Sydney at
the same time with the Thistle. Although only a few hours have lapsed
since the arrival of the boats at Morpeth, so many contradictory
accounts of the passage have got into circulation, that I am induced to
put you in possession of the facts as near as I am able, being a
passenger by the Clarence. At 10 pm of Tuesday both boats were ready for
starting; the Thistle with her head out from the A.S.N. Co. Wharf; and
the Clarence, with her head up the harbour at the Phoenix Wharf. Whilst
the people on the wharf were cheering the Clarence, and being responded
to from the vessel, some ropes were by mistake let go, and she had to
return to the wharf to get them fast again. This time the rope or ropes
held on, but the place to which they were secured gave way, and caused
considerable delay in getting the boat round. In the meantime the
Thistle started fair, and was out of sight, and when the Clarence made
her final start must have been well down the harbour. When we got down
to the Heads, the Thistle was seen about three miles ahead, apparently
under all sail. What took place during the night I know nothing of but
upon coming on deck again at 4 am of this day, the Newcastle light
appeared about six or seven miles off, and at 4.30 we saw a vessel
carrying a light entering the harbour. The vessel appeared about five
miles from us. The Clarence at this time going at about a quarter speed.
This light I conclude must have been the Thistle's ; at all events we
saw no more of her till we got to Morpeth. The Clarence remained outside
till broad daylight, and then ran into the harbour; and, owing to
vessels being in the channel, had twice to let her anchor go before
getting to the wharf. She remained at Newcastle till about 9 am, and
then proceeded up the river, making the passage from Newcastle to
Morpeth in about three hours, exclusive of stoppages, against a strong
ebb tide and a considerable fresh in the river. The Clarence has not
been cleaned since her long overseas voyage, her officers and crew have
had but little experience in the trade, and many of them none at all;
but I think few people can take a passage by her without being convinced
that she is the fastest and most comfortable steamboat that has as yet
appeared in Australian waters and that should she continue in the Hunter
River trade the first complaint we shall hear will be that her cabins
are not large enough for the demand there will be for room"......Maitland Mercury 3 July 1852
The Clarence was soon advertised for sale. The Advertisement
included the following description:
' The Clarence is an Iron Steam Ship built by Mr. Laird of
Birkenhead. She is fitted with two new side Lever Engines, constructed
by Messrs Fawcett and Preston of Liverpool, of 60 horse power each, with
Tubular Boiler, and all modern improvements (with additional machinery
for extinguishing fire, filling boiler, and pumping ship)
The Building of this ship was superintended by Captain Wiseman, who
went to England expressly for the purpose.
The Clarence is of 383 tons, builder's measurement, 150 feet long
between the perpendiculars, 23 feet beam between the paddle boxes, and
11 feet depth of hold. She draws when laden 7 feet 6 inches of water.
She has a raised Quarter deck 3 feet high, and is remarkably roomy on
deck. She carries 80 tons of coals in her coal burners, and her capacity
for stowage of cargo is very large, as she can carry 240 bales wool
below hatches.
Her accommodations, both fore and aft, are of a very superior
description, and on her trial trip she accomplished, under steam,
upwards of 12 knots an hour.
She is admirably adapted for all inter-colonial trade. Has proved
herself a first rate sea boat, and capable of contending with high seas
and tempestuous weather. '
Maitland Mercury September 1852
THE ROSE
The Rose was one of the first ships owned by the Hunter River Steam
Navigation Company. She was a 'solid little two masted flush decked
packet built by Fairbairn Co in England.
With the Shamrock and the
Thistle, the Rose flew the
flag of the Hunter River Steam Navigation Co. in 1841. Mr. John
Fyfe who was subsequently superintendent engineer of that company was
chief engineer of the Rose on her maiden voyage from England to
Australia. The Rose departed London on 31st October 1840 under
Captain Stewart and came via the Cape of Good Hope arriving in Sydney in
April 1841. Passengers included Mr. and Mrs. Christian and Mr. Griffin.
The Rose was the first new steamer acquired by the H.R.S.N Co.,
and the first iron boat to touch Australia shores. The three vessels,
the Shamrock, the Thistle and the Rose, were
very popular, and they traded on the coast for many years. Graceful of
line and comfortable to travel in, she was a great improvement upon the
earlier craft that coastal passengers had at their disposal. From 1846 -
1851 Mr. Fyfe was in the service of the A.S.N.Co the ancestor of the
A.U.S.N. co., After he retired from the former company he followed other
business pursuits, but subsequently resumed engineering practice and
became consulting engineer to the H.R.S.N. Co. Later he filled an
important position in the Harbours and Rivers Department, which he held
until failing health compelled him to retire. He died in 1888. He had a
very interesting career. Members of his profession regarded him as one
of the oldest engineers in the world - a link between James Watt and the
engineers of the early eighties. In announcing his death the S.M. Herald
of August 7 1888 stated : He worked in the construction of the first
engine in 1812, was a good man, a skilled engineer, and one who during
his long life won and kept the esteem of all wit whom he came in
contact.
On Monday afternoon 12 April 1841 the Rose made a trial trip from
Girard's wharf and proceeded several miles beyond the Sydney Heads, and
returned about five o'clock. There was a select party on board and a
band of music, which latter greatly enlivened the excursion. The vessel
is one of the very best description - her model is elegant, her
accommodation superior, and her sped averaged throughout nearly 14 knots
an hour. Her celocity certainly will be increased when her engines have
been in full play for a few voyages. The proprietors handsomely
furnished to all on board a most splendid entertainment, and the day was
spent with the greatest pleasure and hilarity. The Rose with the
Shamrock and Thistle were intended to ply between Sydney and the Hunter.
The Sydney Herald reported that the Rose started on her
first trip for the Hunter on the morning of the 15th April 1841 with
about twenty passengers. She was intending to leave Morpeth on the
following morning in company with the
Victoria and was expected in Sydney between five and six in
the evening.
From Sydney to Morpeth 1840's
Joseph Townsend.
Rambles and Observations in New South Wales. With Sketches of Men
and Manners, notices of the Aborigines, glimpses of scenery and some
hints to Emigrants.
Click to enlarge
Rambles and Observations in New South Wales ... By Joseph Phipps
Townsend 1849
Top
Accident at Morpeth Wharf
On Sunday morning a rather singular accident happened
to an omnibus belonging to Mr. J. Turner, but not then driven by him. The
bus was as usual waiting, with others, on Taylor's wharf, Morpeth, for
passengers from the up-steamer; when the steamer arrived a crowd hastened
to Turner's bus, and filled it inside and out; when ready for the starting
the driver called out to another coach to move on, and the coach did so,
but from some cause was pulled up suddenly after going two or three yards;
meanwhile Turner's bus had also begun moving, and not anticipating the
sudden check, the horses, to avoid running into the first coach, moved
sharply to the right; the wheels got locked and a piece of iron connecting
the back spring with the body of the bus was snapped by the sudden strain;
instantly the bus heeled, and overturned, the outside passengers all
falling together in a ruck, and the inside tumbling against each other. It
was at first feared and reported that serious injuries had been inflicted
on some of the passengers, but happily the injuries were comparatively
light, the most seriously case being that of a lady whose wrist was
dislocated, and the small bones of her arm broke; another female was
wounded in the back of her head, and a gentleman was injured in the cap of
the knee, while most of the passengers were bruised more or less. It was
subsequently found that the piece of iron which snapped was partially gone
before. It is wonderful that the disgraceful state of the Morpeth road,
which has driven several coaches off the line, had not caused a breakage
of this iron previously.
Maitland Mercury April 1852
Top
Steam Companies
1863
Australian Almanac
Top
Wreck of the 'Sovereign'
Owned by the Hunter River Steam Navigation Company, the
'Sovereign' was a steam packet plying trade between Sydney and Brisbane.
The steamers were the fastest means of
communication in 1847 often making the journey in just three days, although not
always - Ludwig Leichhardt, travelling (gratis) on the Sovereign on his
journey in 1845 took a week to arrive at Brisbane. The Sovereign would regularly
carry livestock, wool and other goods as well as passengers. She was ill
equipped for the conditions however, having been built to travel shorter
distances on the coast or rivers. Like other steamers of the day, she was also
regularly overloaded with goods.
In 1844 she had visited the Manning River, being
the largest vessel and the first of her class to do so. The Captain entered
without a Pilot, although the passage was considered very intricate, and the
Steamer grounded on one of the numerous flats that occur at the mouth of the
river. She was removed from the flats in a few hours and continued on as far as
Taree Wharf where she took on a cargo of 94 bales of wool and wheat.
On the 10th March, 1847 the
'Sovereign', laden with wool bales and delayed at Amity Point by
a succession southerly gales, set out to navigate her way through the South
Passage between Moreton and Stradbroke Islands. The passengers on board were in
high spirits as the little steamer topped the rollers - Mr Gore even
observed 'Here is a five barred gate - how nobly she tops it'.
However before she could clear the bar, disaster
struck. The engineer had found that the framing of the engines and part of the
machinery had broken down. The Sovereign began drifting onto the north
spit and steam was let off to prevent the vessel from being blown up. At this
point the rudder chains parted and water began washing over the decks. The
larboard anchor was let go - the starboard one having been carried away from the
bows. There was no wind at the time, however the waves now broke upon the
vessel with great violence, carrying away bulwarks and causing the wool and
timber on the decks to shift dangerously about. Three men were almost killed and
several more had arms and legs broken. Captain Cape informed
all on board that he entertained no hope of saving the ship. Waves continued to
break over the ship and many people panicked, plunging into the sea in the hope
of making it to shore.
Messrs. Dennis, Berkeley
and Elliott worked for some time at the pumps to no avail. Richard
Stubbs was washed overboard at this time however he managed to climb on
board again making his way to the ladies' cabin. He tried to save Mrs. Gore and her child before returning on deck to throw bales of wool
overboard. Returning to Mrs. Gore below he heard her tell the stewardess 'We can
die but once. Jesus died for us. God keep us' They returned to the deck where
they found Mr. Dennis standing near the poop with his head cut and
bleeding profusely, Mr. Elliott standing close by and Mr. Berkeley standing just below
them. Captain Cape, who several times had been washed overboard was
hanging on by the shrouds. He saw Mr. Joyner, John Scard and
others near the foremast head and the mainmast.
With danger imminent Richard Stubbs
now jumped overboard crying to others as he did 'avoid the suction'. A dreadful
shriek was heard proceeding from one of the females as the Sovereign took
one roll, heeled over and sank. The struggle for life then commenced; some of
the passengers clung to the wool bales - some to portions of the wreck, while
others who had been disabled on board soon drowned. Mrs. Gore was drowned
immediately. Her husband, Mr. Dennis and Mr. Elliott clung to a wool bale in the
water. Richard Stubbs, who had remained calm and practical throughout the
ordeal, assisted Mr. Gore's child and a servant girl before tackling the
enormous breakers to the beach where he was assisted by a native belonging to
the pilot's crew. Others were not so lucky coming through the mountainous
breakers, Mr. Berkeley who until then had been clinging to the paddle box with
Captain Cape disappeared as the water broke upon them, to be seen no more.
Captain Cape made it to shore and was carried to a hillock of sand by natives
who had dragged him through the surf.
Several members of the Nunukul and
Ngugi tribes braved the treacherous waves to drag survivors of the wreck to the
shore. Together with Mr. Richards and Mr. Clements who had been fishing
and William Rollings, a prisoner of the Crown, they managed to save the lives of
six more people who otherwise would have perished in the surf.
The survivors were taken to the
settlement in the pilot's boat. Although a search was made along the shore line,
only two bodies were washed ashore (Mr. Brown, second officer and Frederick
McKellar, steerage passenger). All others were supposed to have been washed out
to sea.
Captain Cape was to be given command of
a new steamer being built by the Hunter River Steam Navigation Company to run
the Moreton Bay trade once more. He would retain his salary while it was being
built.
LIST OF PASSENGERS WHO DIED
Cabin Passengers:
Mr. and Mrs. Robert Gore,
two children and servant girl; Mr. H. Dennis, Mr. E. Berkeley, Mr.
Joyner, and Mr. Elliot
Steerage
Mrs. Bishop; Mrs.
Chettle; John Higgins; Bremmy, a shearer; John Robertson, Bathurst; Isaac Smith,
shoemaker, Brisbane; James Anderson, servant to Mr. Gore; James Merry, hut keeper to
Mr. C. Mackenzie, buried at Moreton Island; Frederic McKellar, bullock driver to Mr. C. McKenzie; Joe and a one armed man,
lately in employ of Dr. Ramsay,; three men lately in the employ of Mr. Leslie,
and four whose names are unknown
Crew
James Ryan, steward;
Mary Ann Griffiths, Stewardess; Michael Mooney, second steward; Henry Neil, third steward; Henry Wood,
fore cabin steward; Mr. Gibson, 1st officer; Mr. Brown, 2nd
officer; Mr. Somerville, 1st engineer; Mr. Robinson, 2nd engineer;
George Smith fireman; Isaac Jones, seaman; Robert Mackenzie, seaman; Henry Cumberland seaman; John Miller,
seaman; Robert - , Seaman; George Blair, 1st cook; and William
Horsemann, 2nd cook
Those saved
Captain Cape and Mr.
Richard Stubbs, cabin passengers ; John McQuade, John Neil and Lawrence Flynn, fore cabin
passengers; John McCullum, fireman; John Scard, fireman; John Clements,
seaman; Thomas Harvey, Steward's boy; and John McGovern, boy
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