Ship Aground near Seaford Head (Research 1860's Images)

Research into Unidentified Stereoscopic Photographs of a Ship

Aground by Chalk Cliffs

(Murray Collection at Seaford Museum).

Shown by courtesy of Seaford Musem (copyright).

The following stereoscopic photographs are assumed to be dated between 1862 and 1867 when Mark Wynter was the only active photographer in Seaford during these years. He had a studio at his Chemist’s shop in High Street where he would also have sold his stereoscopic and other images. As a wet plate photographer he would have had to coat his glass plates with chemicals, sensitise them, and develop the resultant plates into negatives on site in a dark room (probably a tent). He would also have needed to take his large wooden camera and a tripod plus the chemicals, dishes, water, table etc. I assume therefore that a horse and cart would have been necessary to carry them unless he had help.

As a chemist Mark Wynter would have had easy access to and knowledge of the chemicals making his chemist shop an obvious place to establish a photographic studio.

The reverse of Stereographs show a stamp "L.T. and J. Crank" with the numbers "3", "4" and "6".
So we know the set contains at least 6 images. We have not found any references to L.T. & J. Crank.

The images appear to be of a barque, a sailing ship, which would normally have three (or more) masts i.e. a foremast, a main mast, and a mizzen mast as shown in the above (left) image. There also appear to be a number of ports (possibly 18) which might suggest a naval vessel but, in fact, painted ports were fairly common in mercantile ships at the time. Some cargo vessels of the period would have been armed particularly common for journeys to the West Indies and also to other areas of conflict such as America during their Civil War (1861 to 1865).

When the trade with the East was thrown open an impetus was given to the construction of vessels which were suitable for carrying freight to any part of the world. These boats were known as "Free Traders." An illustration of one of them is shown below. They were generally from 350 to 700 tons register. The vessels of all the types above referred to were very short, relatively, being rarely more than four beams in length. However the more ships that looked similar the more difficult it becomes to identify the one in our stereoscopic photographs.

The location of the ship is very likely to be the Sussex coast only a small distance from Mark Wynter’s shop in Seaford. Another clue to the site is the high chalk cliffs in the second image showing the ship a day or two later (mizzen mast missing) albeit at a much greater distance. This looks very much the same as the cliffs from Beachy Head (Eastbourne) to Seaford Head on the south coast of England. Of course chalk cliffs erode quickly from weathering and the action of the sea so much will have changed in over 150 years.

The photograph of the west end of High Street, Seaford, from the same set as the shipwreck images, shows the blind-stamp (“WYNTER CHEMIST SEAFORD”) and reinforces the target date range. We do not have any more photographs from the set.

The next step was to look for a barque (or similarly rigged vessel) that went aground or was wrecked between Beachy Head and Seaford Head between the years 1862 to 1867 with some leeway (say 5 years earlier and 13 after).

Reviewing applicable internet sites, published shipwreck books and talking to local history societies and nautical museums etc. should provide a list of likely candidates for the ship in our stereoscopic photographs. My own local museum (Seaford Museum and Heritage Society) which has many pictures and accounts of ships aground and wrecked along our coast did not provide an immediate answer nor did the very helpful and interested Hastings Shipwreck Museum.

The ships that I have included in my research (1858 to 1880) are as follows:
The star rating indicates the 'probability' based on the evidence collected to date.

1860:

Undated “WOODSIDE” A brig (excluded as brigs have only two masts)

1862:

11^th of January the barque “DRUID” of Sunderland was beached off Marine Road, Eastbourne and eventually re-floated and taken to Newhaven (excluded as photograph does not match this location i.e. too far from chalk cliffs).

**** 27^th May the Dutch barque “RESIDENT VAN SON” wrecked in Seaford Bay. Stichting Maritiem-Historische Databank (Stichting Marhisdata) believe the ship in the photograph is the “Resident van Son”. See link: https://www.marhisdata.nl/index.php

10^th October “JEUNE ALBERT” A schooner (excluded as wrecked at the Buckle - cliffs not visible and our ship is not a schooner).

1863:

8^th November the Brig “ARTHUR LEARY” wrecked near Martello Tower (excluded as vessel was two-masted).

1864:

13^th February the brig “BRECHIN CASTLE” of Whitby (excluded-unlikely as it was described as “derelict” when it came ashore and also recorded as a “brig”)

1867:

** 27^th January the Barque “ WAVE” at Crowlink

27^th or 28^th January the Brig “GOUVERNEUR VAN SWIETEN” (excluded – two masted)

1869:

* May 4^th “CLYRO COURT” (“Stranded on a ledge of rocks off Seaford Head”) This was a 3 masted barque rigged vessel with one deck of 315 (73-100) tons register.

December 16^th the French Brig “SERAPHINA” (excluded – two masts)

1872:

16^th December the “AMERICAN UNION” (excluded as it was grounded at Blatchington which does not match photographic evidence).

1875:

* 29^th January the Glasgow Barque “MARGARET EVANS” beached at Seaford Head.

1876:

21^st February the clipper “Coonatto” wrecked at Crowlink (excluded by photgraphic evidence).

1877:

11^th November the Norwegian barque “Sinbad” wrecked between Seaford Head and Cuckmere Haven (excluded as foremast lost and too close to the cliff).

1880:

17^th July the Spanish barque “Luna Nueva” was set on fire by lightning and towed into Newhaven (excluded as it was not stranded ashore).

I believe that we have found four candidates by reference to Kevin Gordon’s list “Maritime History of Seaford Bay” and by searching through local newspaper articles in The British Newspaper Archive. Link: https://www.britishnewspaperarchive.co.uk/
i.e. (1) 1862 - Resident van Son; (2) 1867 – Wave; (3) 1869 – Clyro Court; (4) 1875 – Margaret Evans.

The first is the Dutch barque “Resident van Son” wrecked in Seaford bay on the 27^thof May 1862. Advertisements for this barque include pictures which show the type of ship in our stereoscopic photographs i.e. the white band around the ship and the portholes.

There is no surprise in seeing rattan (cane) as one of the items of cargo as Indonesia traded huge amounts to the rest of the world. The long cylindrical baskets washed up on the shore are 'kranjangs' which were used to pack some cargo items originating from the island of Java, Indonesia. Java's main port is Jakarta (Batavia) and the place that “Resident van Son” sailed from. The definition of “kranjang” in the Tuttle Balinese-English Dictionary is “n a large cylindrical basket made of open basketwork, carried on a sling”. These were often used for the transportation of crystal sugar. Crystal sugar would have dissolved in sea water and therefore the kranjangs would have been empty on the shore. Each basket contained 5 picols (300 kg). The ship was carrying a cargo of sugar, rattan, buffalo and cow hides, tobacco and cassia (cinnamon).

This event is one of only two examples within our primary date range (1862 to 1867).

The second was the barque “Wave”, built in South Shields (Anderson) in 1853, which sailed from New York (3,500 miles to London) on the 19^th of December 1866 with a cargo of barley, peas and oak (pipe) staves bound for London. On Saturday morning the 27th January 1867 after a voyage of 40 days she ran ashore reportedly in dense fog, wind blowing hard (some confusion in reports evident), and was stranded near the Crowlink Coastguard Station near Seaford to the west of Beachy Head. She lay in a very critical position, with forefoot gone, rudder carried away, sternpost started, and four or six feet of water in her hold. The “Wave” had left for America over 3 years previously i.e. 1863 i.e. during the American Civil War so one may imagine that it was plying its trade in that war zone. We know also that she sailed from the port of Batavia, Dutch East Indies, (now ‘Jakarta’ in Indonesia) to Sydney, New South Wales, Australia (3,400 miles) on the 5^th of January 1866. There is also a reference to the Wave having visited the port of Auckland (over 1,300 miles from Sydney), New Zealand, in 1866. So she must also have returned to New York (some 8,800 miles) during 1866.

When she went aground the City of London and Victoria tugs proceeded to her assistance, but could not move her from her perilous position. The captain (master), Henry (Harry) Henderson, states that at the time of the wreck he thought they were eight miles from shore, and the fog was so dense that they took the rocks against which they struck to be clouds. The vessel was going at the rate of 10 knots an hour at the time, and has completely cut into the rock; she is under water at every high tide. The cargo consisted of about 15,000 bushels of barley, about 5,000 bushels of peas, and a number of oak staves.

The court considered that the master, Henry Henderson, was not justified in hauling up so much to the northward, thereby deviating from the channel course, at two a.m., on the morning of the 27th Jan., without ascertaining his distance from the land by a careful cast of the lead, and that this default was the cause of the loss of the ship, coupled in all probability with the courses steered from the Lizard being all too far to the northward, and that the error in the compasses did not actually exist, as they all three are said to have agreed.

Although the court found the master responsible for serious errors leading to the loss of his ship his certificate was only suspended for a period of three months from the date of the shipwreck.

We know that the ship on the shore at Crowlink Gap had copper sheets attached to it as various individuals were accused of stealing it. The specification for the “Wave” recorded that it was indeed yellow metal (copper?) sheathed.

There was also another ship that came ashore shortly after the “Wave” to the east nearer to Beachy Head. This was the brig “Gouverneur van Swieten”. I have discounted this ship as being a brig it would have had only two masts. The photo shows three masts.

It would be very useful to have more specifications of the original build and later changes to the structure of the “Wave”. We know that it was built of oak wood, it was felt sheathed in yellow metal (copper?), and had one deck and 3 masts when built. A new deck was added in 1864. Was this just before it sailed or was it while it was in port in America? Did "new deck” mean an additional deck or was it a replacement of a damaged one. Was the ship built with 18 ports? With this information we may be able confirm or rule out the “Wave” as the identity of the ship in the photo’s. I doubt that a photograph would have been taken in 1853 when the “Wave” was built but it is possible since the launch of a ship was a notable event. It was very early in photographic history though as wet plate photography was only invented in 1851. By the time of the wreck in 1867 it was widely used.

The third possibility is the “Clyro Court” which a barque that ran ashore and was stranded at Seaford Head on the 4^th of May 1869. The vessel was owned by Mr. Edward Wm. Madams of London-west. It was a wood vessel with a single deck and three masts (barque rigged). It was of 315 (73-100) Tons register described as “in ballast” (no cargo?) when on its maiden voyage from Littlehampton (Climping), Sussex, where it was built, on its way to Newcastle-on-Tyne when it foundered at Seaford. The weather was described as “thick with rain”. It had a crew of 12. The captain was Constantine Crawford who was blamed by the Board of Inquiry and his master’s certificate was suspended for six months.

The date, although two years later than the optimum, nonetheless, is within the range of possibilities for our photographs. Mark Wynter, the photographer, may no longer have had a photographic studio in his premises but he would still have had his equipment and an interest in photography. There are other examples of his outdoor photographs and who could resist taking photographs of a grounded vessel? Also he still had his chemist’s shop and stereo photographs were all the rage with the well-to-do. He would have been able to sell these local scenes from his shop.

The fourth possibility that requires more research is the barque “MARGARET EVANS” which went aground at Seaford Head on the 29^th of January 1875. It contained 7,200 barrels of Petroleum. This 1,000 ton wooden built barque, owned by Messrs. Watson of Glasgow, was on its way from Philadelphia to Antwerp. The master’s certificate (Captain Macdougal) was suspended for 18 months. The date of the incident is a little after both the optimum and extended date range but must be considered as a candidate until excluded or another ship is confirmed.

Cargo Ship aground near Seaford Cliffs c.1862. Copyright: Seaford Museum and Heritage Society.

Kanjangs and mast on shore near shipwreck c.1862. Copyright: Seaford Museum and Heritage Society.

RESEARCH RESPONSES FROM INTERNATIONAL, NATIONAL AND LOCAL SOURCES INCLUDING MUSEUMS HISTORY SOCIETIES.

With very many thanks to the following:-

Andrew Choong - the Curator, Historic Photographs & Ship Plans, National Maritime Museum, Royal Museums Greenwich. 20^th of January, 2020 (by Email).

We have had a look at the attached images and can confirm that she is definitely a merchant three-masted barque. What appear to be gun ports are painted ports which were fairly common in mercantile ships at the time. Unfortunately, we cannot identify which vessel she is, but I would recommend having a look at Larne’s ‘Shipwreck Index of the British Isles’, which is organised geographically and by date of wrecking. I doubt the ship was re-floated as she appears to have broken her back. The ladders up against the hull and the sending down of the upper masts, yards and jib boom suggest that she is being gradually dismantled in situ. The baskets are interesting, but are probably not related to the ship. They may be winkle baskets, with perhaps the odd lobster trap in the pile as well.

Seaford Museum volunteers and historians (verbal):- Kevin Gordon, Paul Waller, Rodney Castleden, David Swaysland and Gail Armstrong.

The first point of discussion, at Seaford Museum, was around the dating of the stereoscopic photographs in the Murray Collection. There seems little doubt that the photographs were part of a set (we only have three) by Mark Wynter who’s name and a reference to his chemist’s shop, in Seaford, are shown on each item. His shop also included a photographic studio from 1862 to 1867. The third, non-shipwreck, image of the High Street also supports this date range.

High Street, Seaford c.1862. Copyright: Seaford Museum.

The second matter was about the identity of the ship. The museum has some detailed records of ships that were wrecked or went aground in the Seaford Bay and Cliff area. The problem with this part of the coast and further towards Beach Heady is that there were so many events. At this point due to Seaford Head jutting out into the narrowing (west to east) English Channel and the propensity for storms and in particular bad visibility from rain and dense fog together with high white chalk cliffs made lights and land difficult to see. In these conditions any deficiency in depth soundings, inexperienced crew members and/or faulty navigation would often be calamitous. So there is no shortage of candidates for the identity of the ship in the photographs. The clues lay in the type of ship i.e. three-masted, and the markings i.e. a white band with some 18 ports. Another observation is that the ship’s figurehead appears to be painted white. This was common when the ship visited ports where the brightly coloured female form was unacceptable on religious or cultural grounds. The remains of the cargo strewn on the shore, mainly empty long cane (rattan) baskets may also be of importance. The ships “Resident van Son” (1862) and the “Wave” (1867) are the most likely being three-masted barques matching dates and location and contemporary newspaper descriptions.

The third matter, as yet unresolved is where the original photo’s are now. I wanted to check to see if there was anything written on the backs which I had not scanned or had thought might not have been contemporary with the taking of the photographs. I originally scanned the Murray Family album between the 15 and 22^nd of March 2018 and placed them in a computer file which I called the “Murray Collection”. We have spent very little time on this as yet and I am sure we will find them shortly. This collection contains a number of very early dated photographs.

Many thanks to Annette Lloyd Thomas who has written about Mad Jack Fuller and his connection with the “Resident van Son”. Information by Email

Annette sent some newspaper cuttings about the “Resident van Son” Link: http://www.madjackfuller.blogspot.ca/

Stichting Maritiem-Historische Databank (Stichting Marhisdata) by Email on the 17^th January 2020 relating to the “Resident van Son”.

I can confirm that you are absolutely right. Well done!

The ship, owned by Mr. Willem Ruys JDson of Rotterdam, was deleted from the Dutch Registry in 1862.

Here are a couple of newspaper messages covering the accident, incl. the free translation:

NRC 290562

Rotterdam, 28 mei. Het Nederlands barkschip RESIDENT VAN SON, kapt. Butner, van Batavia naar Rotterdam, is volgens telegram van Newhaven van hedenmorgen 9½ ure, vier mijlen ten westen van Bevezier (opm: Beachy Head) gestrand en zit zeer gevaarlijk. De passagiers en equipage zijn gered. De lading wordt in boten gelost.

Nieuwe Rotterdamsche Courant 29th May 1862

Rotterdam, 28th of May. The Dutch barque RESIDENT VAN SON, capt. Butner, from Batavia to Rotterdam, according to a telegram from Newhaven of 09.30 hrs this morning, has grounded 4 miles west of Bevezier (Dutch name for Beachy Head) and is in a very dangerous position. The crew and passengers have been rescued and the cargo will be discharged into boats.

NRC 310562

Rotterdam, 30 mei. Volgens telegram van Newhaven van gisterenmorgen, was men bezig om de lading van het aldaar in de nabijheid gestrande Nederlandse barkschip RESIDENT VAN SON, kapt. Butner, te lossen. Het schip zit vol water en zou hoogstwaarschijnlijk verloren zijn. Aangaande deze ramp meldt men uit Seaford dd. 28 mei, het volgende: Het aldaar gestrande Nederlandse schip RESIDENT VAN SON, kapt. Butner, is vol water gelopen. De lading wordt in boten gelost, aangezien het schip onder de klippen ligt, zodat er geen wagens bij kunnen komen. Men vreest dat het schip geheel weg zal zijn.

NRC 310562

Rotterdam, 30th of May. According to a cable from Newhaven of yesterday morning, one was in process of discharging the cargo of the RESIDENT VAN SON, capt. Butner, which had grounded in the neighbourhood. As to this catastrophy is reported from Seaford dated 28th of May the following: The locally grounded Dutch ship RESIDENT VAN SON, capt. Butner, is filled with water. The cargo is discharged in boats, because the ship is situated underneath the Cliffs, so that no carts can get to the ship. It must be feared that the ship shall be wrecked.

PGC 050662

Newhaven den 28 Mei. De bark RESIDENT VAN SON, kapt. Butner (opm: bouwjaar 1849, kapt. J.W. Butner), van Banjoewangie met stukgoed naar Rotterdam, is op de klippen 4/m van deze haven gestrand, vol water geloopen en zal waarschijnlijk geheel wrak zijn; de equipage en passagiers zijn gered en de lading wordt in booten gelost.

Provinciale Groninger Courant 5th June 1862

Newhaven, 28th of May. The barque RESIDENT VAN SON, capt. Butner (obs: year of built 1849, capt. J.W. Butner), from Banjoewangie (Java) with general cargo to Rotterdam, wrecked at the Cliffs at approximately 4 miles from this harbour, got filled with water and shall probably be a complete wreck. The crew and passengers have been rescued and the cargo will be discharged into boats.

PGC 190662

Newhaven den 13 Junij. De bark RESIDENT VAN SON, van Java naar Rotterdam, den 28 Mei bij Seaford gestrand is verbrijzeld.

PGC 19th June 1862

Newhaven, 13th June. The barque RESIDENT VAN SON, from Java to Rotterdam, grounded near Seaford on 28th of May, is broken into pieces.

Kind regards,

MARHISDATA

RESEARCH: MAINLY FROM NEWSPAPER REPORTS OF THE WRECK OF THE “RESIDENT VAN SON” IN 1862.

From the book: MERCHANT FLEETS, ROTTERDAM LLOYD by James Cooper & Duncan Haws - July 1998 (Pages 41 &42).

12. RESIDENT VAN SON

The barque “Resident van Son” was built in 1849 by Fop Smit, Kinderdijk [a village near Rotterdam and the location of the shipyard], tonnage - 677 register. The hull was made of wood with two decks. It was of the wide hatch type with long quarter decks for passengers.

Its maiden voyage was on the 18^th of July 1849 from Rotterdam to Gravesend, London (for refinery machinery) [machinery for sugar factories] then to Batavia [modern day Jakarta] and Sourabaya on the island of Java, Indonesia. On its homeward journey, starting on the 2^nd of March 1849, it carried a cargo of coffee, tea, tin and spices. Other voyages recorded are its arrival at its home port in May 1851; and on the 1^st of September 1859 she berthed with a cargo of two Malaysian bears for Rotterdam Zoo; and in August 1861 her record passage to Batavia was 107 days.

On the 31^st of January the “Resident van Son” departed Java and on the 26^th of June [May] she reported her arrival passing Falmouth but on June 28^th [should be 28^th of May], beating up the channel she grounded between Seaford and Newhaven. The crew landed safely and the cargo was laboriously loaded into boats before the ship broke up with the onset of the autumn (?) gales. No mention is made, in this account, of the 16 passengers who were also landed safely. The ship was under the command of Captain Jacob Willem Butner (Captain's flag R189 - Rotterdam (1859-1870) ).

The Nieuwe Rotterdamsche Courant, 20-01-1861 reported: “Rotterdam 19 January 1861: According to telegraphic reports, the Resident van Son ship, which is part of the house here, is kapping van der Hoff, destined from Batavia to Amsterdam , today leaked and with loss of sails, boat and entrenchments entered Falmouth.”

Dover Express - Saturday 31 May 1862.

Last Thursday evening the ship “Resident van Son,” of and for Rotterdam, from Batavia, laden with sugar and rum, went on the rocks four miles to the eastward of Newhaven, and sustained considerable damage, necessitating the discharge of the cargo, which has been commenced. There are sixteen passengers on board, all safe.

Brighton Guardian - Wednesday 16 July 1862

NEWHAVEN, SUSSEX. FOR THE BENEFIT OF WHOM IT MAY CONCERN.

The STORES and MATERIALS of the Dutch Ship “RESIDENT VAN SON,” Captain Jacob Bulner [Butner], which was wrecked near Seaford, on the 27^th May last.

To be Sold by Auction, by Mr VERRALL, at Mr Hore’s Warehouse, at Newhaven, on Wednesday, July 23^rd, 1862, at Twelve o’clock,

The following STORES, comprising anchors, chains, ropes, spars, purchase and other blocks, sails, ship’s chronometer by Frodsham, London, compasses, barometer, warps and tow lines, 10 good water casks, a quantity of standing rigging, nearly new 15ft boat and oars, &c., signal and other flags, lead pump and pipe, pump gear, copper cooking apparatus, two cannons and carriages, muskets, pistols, cutlasses, casks of butter, &c., several tons of yellow metal, large quantity of iron, &c., &c.

The whole of the above is at Newhaven, and convenient for transport, being near the river and rail.

For further particulars apply to Captain DANIEL RUSSELL, at Lloyd’s, London. Of Captain Knight, Lloyd’s Agent, Newhaven, or of the Auctioneer, High Street, Lewes, from either of whom catalogues may be had three days prior to sale.

Brighton Gazette - Thursday 07 August 1862.

ALLEGED ROBBERY AT NEWHAVEN.

RICHARD HOARE, on bail, surrendered to an indictment charging him with stealing a cabinet, the property of Jacob Willem Butner at Newhaven, on the 31^st May, 1862.

Serjeant Ballantine and Mr Merrifield (instructed by Mr Langham, prosecuted), and Mr Hawkins and Mr Barrow (instructed by Mr Lamb) defended.

Mr Vandenberg, son and secretary to the Dutch Consul at Portsmouth, in which district Newhaven is situated, deposed that the Dutch vessel, “Resident Van Son,” was wrecked off Newhaven on the 29^th May. When witness arrived at the spot where the vessel was wrecked, between Newhaven and Seaford, the goods were being removed in boats to the warehouse of Mr Hoare, who was on board, and who said he was employed to store the goods. Witness then arranged with Hore to pay him £25 a week for storing everything taken from the ship, everything to be done under his (witness’s) direction. While writing a letter in his office, he asked leave of witness to remove a chronometer, as the salt water had got in and was spoiling it. Witness told him then on no account to allow that or anything else to be removed out of the stores. Subsequently he heard of a cabinet being missing, which it could be proved was landed. They searched Mr Hoare’s office, but could not find it, and though they gave Mr Hoare a description of it, he denied all knowledge of it. Witness went to London on business, was absent some days, and, on his return, he called on Mr Hoare for his letters and telegrams. He showed him into the back parlour, where he had never been before. There he saw the cabinet now produced, which he admired and said, “That is Japannese work, is it not?” He said, “No, it is papiere-mache, I bought it of one those men that come round.” Witness said, “The Captain has lost one like that,” and prisoner replied, “Oh! That is not it.” Next day witness told the Captain what he had seen at prisoner’s house, and accompanied the Captain and his wife to prisoner’s house, where the Captain at once recognised the cabinet as being his property. They then went to Bridge Hotel, where they found prisoner, and, in answer to their enquiries, he still denied seen anything of the cabinet. When they told him they had been to his house and seen it there, he said, “I have done wrong, exceedingly wrong, I hope you’ll not prosecute me, or take proceedings against me. “ He afterwards received instructions from the Consul, and instituted these proceedings.

Mr Hawkins-Was it not nearly a fortnight after the cabinet was found that you first went to the Magistrates to institute the proceedings?

Witness-I cannot say.

Mr Hawkins-Were you informed that there was a writ issued against you at the suit of Mr Hoare?

Witness-I don’t recollect any one telling me such a thing.

Had you been served with a copy of a writ?-Yes, I have it in my pocket now.

Tell me when that was served on you? Whether on the 23^rd of June you were not served with that? Did you go to the Magistrate before a week after that had been served on you?-I do not remember, only that it was after the cabinet was found.

Was it before or after the paper was served on you?-I do not remember.

Witness was subjected to a very severe cross-examination by Mr Hawkins, in the course of which he contradicted his previous evidence as to the remark he had ascribed to prisoner as to his buying the cabinet of a hawker, and admitted that he had himself said, “I suppose you bought it of a Cheap Jack.” He afterwards withdrew this remark also. He further said that when they went to prisoner’s house, and said they wished to see the cabinet, Mrs Hoare made no scruple in showing it. He was then pressed on this point,- whether he ever said, in Mr Langham’s office, that he did not care what he did so long as he got Hoare into trouble, at first he said he did not say so, then he said he could not recollect saying so, afterwards he believed he did not say so. Further cross-examination elicited from witness that there had been serious differences between him and prisoner prior to the information being laid before the Magistrate, but witness denied that he had ever made use of the expression “I’ll give Hore a pill that he will find it difficult to swallow.”

In re-examination by Sergeant Ballantine, witness ascribed, as the reason of the delay in instituting proceedings, that he had first to communicate with his father and also with Holland.

Captain Butner deposed to the cabinet being his property, it cost in Batavia £25 or £30. And was a present from a friend to his wife. He corroborated as to the admission made by prisoner to last witness at the Bridge Hotel.

By Mr Hawkins=I believe he said something of this kind: “I only took that to take care of it.”

Frederick Geering, tide-waiter of Newhaven, was next called, and in answer to Mr Hawkins, said he heard Vandenberg say in Mr Langham’s office, that he did not care so long he could get Hore in trouble.

P.C. Steer was next examined, but his evidence was immaterial.

This closed the case for the prosecution, and Mr Hawkins ably addressed the jury for the prisoner. He particularly cautioned them as to the credence to be attached to Vandenberg’s evidence, especially as his memory seemed so short. If he was not able to state more positively what took place, what weight could they attach to his statements? The law prevented him (Mr H.) from putting Hoare into the witness box, but he would tell the jury what he would say, could he only be put there,- he would tell them that the conversation with Vandenberg as to buying the cabinet of a Cheap Jack was altogether an imaginary conversation on his part. Thus they had the two statements-let them set them one against the other. Reference had been made to a writ being served by Hoare on Vandenberg, and he would tell them what this writ was,-it was a writ from prisoner’s solicitors for defamation of character, arising out of this very affair, and the jury would see that it was not till that writ had been served that Vandenberg commenced proceedings. That it was a piece of spite was evident. The cabinet had never been hid away, and was it likely that a man in Hoare’s position would sacrifice everything for so paltry a consideration? He proposed, at calling several witnesses to establish what he had placed before the jury.

It being nearly nine o’clock, his Lordship adjourned the Court till the following morning, allowing Hoare to leave on bail.

The proceedings continued the following day and a verdict of NOT GUILTY resulted.

“The verdict was received with a tremendous burst of applause, which was with some difficulty repressed by the officers of the court.”

NRC - Nieuwe Rotterdamsche Courant - May 16th 1862

(translated)

Newhaven, June 13. The Dutch bark "Resident van Son", has been fed by kapt. Butner, adapted from Java to Rotterdam, which the 28th stranded May off Seaford, is shattered.

NRC - Nieuwe Rotterdamsche Courant - May 29th 1862

(translated)

Rotterdam, 28 May. The Dutch bark ship "Resident van Son", kaps. Butner, from Batavia to Rotterdam, is telegram from Newhaven this morning 9½ hours, four miles west of Bevezier (note: Beachy Head) and is very dangerous. The passengers and crew are saved. The cargo is unloaded in boats.

NRC - Nieuwe Rotterdamsche Courant - 31st May, 1862

(translated)

Rotterdam, 30 May. According to a telegram from Newhaven yesterday morning, people were busy loading the cargo of the Dutch bark ship stranded there. "Resident van Son", kaps. Butner. The ship is full of water and probably lost. Regarding this disaster, people report from Seaford dated. May 28, the following: The Dutch ship stranded there "Resident van Son", kaps. Butner, is full of water. The cargo is unloaded in boats, since the ship is under the cliffs, so that no cars can be added. It is feared that the ship will be completely gone.

NRC - Nieuwe Rotterdamsche Courant - 5th of June, 1862

(translated)

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The passengers of the Dutch bark ship stranded here "Resident van Son", feel crowded around the hood. Bütner would like to express their heartfelt thanks for the good and decent treatment and pleasant traffic shown to them on the journey through him.

Regarding the sad accident, the captain cannot in any way be blamed, since the thick foggy sky, during a day and a half before the stranding, showed no sun at all, nor the slightest exploration or view of the country.
The extraordinary vigilance of the commander has aroused our admiration, as he was sufficiently on the deck day and night. Another hour before our stranding we saw a few ships NW and NO to our side; the captain was of the opinion that he should see the fire of Bevezier (Beachy Head), where everyone on deck looked out. The second undersigned was on the deck with the captain and was looking forward to it, when suddenly through the gray misty sky a black line appeared on the north horizon; the captain did not trust this face, immediately turned the helm on the port side and steered the ship south; within a minute, while the ship was turning south, a heavy thrust of the ship felt and we saw the coast pitch black before our eyes, and to our astonishment, the ship was stuck at the second thrust; the captain remained calm, and while reassuring us as much as possible, he had the sails put away and the boats prepared in which the passengers stayed, until the day arrived. We were warned by some coast guards to leave the ship as soon as possible in order to save our lives. The captain did not want to leave the ship as long as a piece remained intact and so let us, along with the soldiers on board, set ashore at low tide, where we were lovingly received. It is not only with this disaster that the logging. Bütner has shown to be a good sailor, but we have also experienced this in two hurricanes, which we endured on this trip with him, and through his good policy, have suffered the least damage. We therefore all the more regret this fateful event, especially for him, and wish that, in the esteem of everyone thinking, he may have been raised by this accident in the esteem of everyone.
Seaford, May 30, 1862.
Siberg and family.Soeters

Gosenson and family.

Lloyd's List - Wednesday 28 May 1862

NEWHAVEN 28^th May.

THE RESIDENT VAN SON, (Dutch barq.,) from Batavia to Rotterdam, is on the rocks four miles Eastward of this port; position critical. All hands safe.-Wind WSW.

Hampshire Telegraph - Saturday 12 July 1862

For the benefit of the concerned. – Newhaven, Sussex. To be sold by public auction, by

Mr Henry Lear, at Mr. Hore’s Warehouse Newhaven, on Wednesday and Thursday next, the 16^th and 17^th, at One o’clock each day, - The following GOODS, more or less damaged by salt water, viz.:

About Three or Four Hundred Barrels of damaged Sugar;

About Three or Four Hundred Bales of damaged Tobacco;

A large quantity of Rattans or Canes;

Also, between Two and Three Thousand damaged Buffalo and Cow Hides;

And about One Hundred and Twelve Bales of damaged Cassia; [bark of cinnamon]

The above having been saved from the Wreck of the Dutch Ship Resident Van Son, J. Butner, Master, lately stranded on the coast on her voyage from Batavia, bound to Rotterdam.

For further particulars apply to Messrs. L.A. VANDENBERGH & SON, Netherlands Consulate, Portsmouth; to Captain Butner, at the Warehouse, Newhaven; to Julius Vandenbergh, Esq. Seaford; or to the Auctioneer, Newhaven, 10^th July, 1862.

RESIDENT OF SON - ID 14205 “RESIDENT VAN SON”

Employed

Under Dutch Flag between: 1849-07-09 / 0000-00-00 [1862]

Identification Data

Construction year: 1849

Category: Cargo vessel

Propulsion: Sailing Vessel

Type: Barque

Construction Data

Shipbuilder: Fop Smit , Kinderdijk, South Holland, Netherlands

Contractor: none

Date Laid Down: 1848-07-18

Launch Date: 1849-05-23

Delivery Date: 1849-00-00

Technical Data

Gross Tonnage: 375.00 lasts

Net Tonnage 2: 375.00 lasts

Sea letters and Turkish passes

Record type Sea letter

Year letter: 1849

Calendar date: 1849-07-09

Vessel's name: RESIDENT OF SON

Type: Bark

Charges: 375

Built in province: South-Holland

Built at home or abroad: Domestic

Zeebrief / Turksche pass requested by: Ruijs JDzn., W.

Place: Rotterdam

Captain at time of request: Banditz, FC

Comments: a nautical letter

Ship History Data

Date / Name Ship 1849-00-00 RESIDENT VAN SON

Manager: Wm. Ruys J. Dzn. , Rotterdam, South Holland, Netherlands

Owner: Partnership under bookkeeping of said manager, Rotterdam, South Holland, Netherlands [Owned by the sailing fleet of Willem Ruys JDzn]

Shareholder:

Homeport / Flag: Rotterdam / Netherlands

See link to: https://www.marhisdata.nl/index.php

General information

NRC 290562. Rotterdam, 28 May. The Dutch bark ship RESIDENT VAN SON, is cut down. Butner, from Batavia to Rotterdam, is telegram from Newhaven this morning 9½ hours, four miles west of Bevezier (note: Beachy Head) and is very dangerous. The passengers and crew are saved. The cargo is unloaded in boats.

Deeds

Name RESIDENT OF SON

Archive institution National Archives The Hague

Year 1849

Access 3.03.17.01

Inventory 3675

1849 RESIDENT VAN SON (barkschip) 357 last of 677 ton W. Ruys J.D. Zn. - Rotterdam.

Website: Warehouse of Natural History

Berthe Hoola van Nooten and her short-lived girls' schools in Java

“With the Resident van Son things went less well. The two-deck barque would survive all its distant Indian journeys, but in 1862 during a spring storm on the southern English cliffs walk, smash, and be shattered by the waves of the Channel.”

Link: https://davidcoppoolse.com/

RESEARCH: MAINLY FROM NEWSPAPER REPORTS OF THE WRECK OF THE “WAVE” IN 1867.

Wave (1853) - a general history (From Website “Hartlepool History Then and Now”)

Official No. 26938; Code Letters PNFT.

Owners: John Robinson & Co, Hartlepool; May 1859 John Robinson & Co, South Shields.

Masters: 1853 George McIntosh; 1856 J Lucas; 1857-61 J Cuthbert; 1861-67 Henry Henderson (C.N. 18561).

Voyages: 2 September 1854 arrived Gravesend from Medamblik; 2 March 1856 arrived Gravesend from Guernsey; 17 March 1859 arrived Gravesend from Guernsey.

The Wave sailed from New York on 19 December 1866 with a cargo of barley, pease & staves bound for London. On 27 January 1867 she was stranded near the Crowlink Coastguard Station to the west of Beachy Head. At the inquiry held at South Shields it was concluded that her loss was caused by error on the part of the master but because of his excellent character his certificate was suspended for only three months.

Crew 1861:

Julier, Elijah, able seaman, 23, Caistor

Crew January 1867:

Henderson, Henry, master

Holme, Henry Johnson, boatswain/2nd mate

Mackie, George, 1st mate

Owen Davis, A.B. seaman

William Hall, seaman

James Weepers, carpenter

Wave Technical Specification

Length (feet): 129.0

Breadth (feet): 27.6

Depth (feet): 18.2

Gross Registered Tonnage (g.r.t.): 430

Net Registered Tonnage (n.r.t.):

Engine Type:

Engine Builder:

Additional Particulars : Oak wood; felt sheathed in yellow metal; one deck; 3 masts; repairs 1854, 1860 & 1862; new deck 1864. Official No. 26938; Code Letters PNFT

Wood Sailing Vessel – Barque; built 1853 in Hartlepool by shipbuilder John Punshon Denton and launched in June, 1853. An interesting footnote to the building of the Wave was that a ship in for repair, Indus, caused the Wave, then under construction, to move down her slipway. The Wave was recovered, hauled back into position and launched with proper ceremony two months later in June 1853.

Many thanks to Bert Spaldin for the information above and also to Linda Hanna from the Infodesk. Please use the link to Hartlepool History Then and Now i.e. https://www.hhtandn.org/

Newcastle Guardian and Tyne Mercury - Saturday 02 February 1867.

SHIPPING INTELLIGENCE – Local Shipping.

The barque “Wave” Anderson, of South Shields, from New York for London (peas and barley) ran ashore on Saturday morning, during a dense fog, about three miles west of Beachy Head. She lies in a very critical position, with forefoot gone, rudder carried away, sternpost started, and four or six feet water in her hold, and was expected to fill the first tide.

Eastbourne Gazette Wednesday 6^th of February 1867.

Last week we had to report the stranding of a barque the “Wave” upon the rocks near Cuckmere. And on Saturday morning intelligence was brought that a brig had run aground upon the rocks in front of Beachy Head. With respect to the first named vessel the “Wave” we have to add that all hope of getting her off was soon abandoned, and that yesterday week the operation of getting out her cargo of grain had commenced, which, with the vessel itself, was determined to be submitted to public auction. This took place on Friday, and we hear that Messrs. Chatfield of Lewes, became the possessors of the vessel at the low sum of £125. The grain was, of course, much damaged, and 550 bags of barley (two and a half bushels to the bag) was knocked down at £215 to a gentleman of Seaford, whilst Mr. Beeny, of Hailsham bought another lot for £170, and the peas at £15, or at about 4½d per bushel. A quantity of oak staves, which likewise formed part of her freight, was also sold at a very low figure. As to what may be “made” out of the whole of these transactions, is as yet only surmise ; but when it is considered that the “Wave” was about 500 or 600 tons register, and that she was nearly a new vessel (some say she was built only six years since), that her sails and most of her rigging are comparatively little damaged, and that she is at present not so very much the worse for the late disaster, it will be at once conjectured that she is at “knocked down” for a trifle. Still, it is uncertain how the tide will affect the getting her off, and upon this depends the value of at least one on the bargains. Yesterday (Tuesday) it was surmised that, the tide being high, she would stand a chance of being floated off ; but that, if the tide was not sufficiently high for the purpose, the “Wave” would necessarily have to be broken up, and that the buyer would gain but little by his purchase. It is rumoured also that the Messrs. Chatfield were offered a good sum above what they bid for the wreck, but that they stood the chance of what they might be able to do with the vessel rather than re-sell their bargain ; whilst another report says that Mr. Beeny was offered £150 for his bargain, and that he accepted it. Regarding the staves and also the grain, two or three gentlemen here have expressed their sorrow that they were not present at the sale, as they would have “gone in” for some of it.

As regards the brig which is said to be a Dutchman, although decidedly not of Dutch build, various are the opinions given. The most reliable information is that she is a well-built craft, of about 300 tons burthen, copper-bottomed, and that she was from South America, laden with hides, tallow, and wool. Some say that she ran upon a rock, and that a portion of the rock was to be seen through her bottom ; whilst others assert that she ran and got jammed between a ridge of rocks; and the fact that on Sunday some of the hands were engaged in pumping out the water, would lead to the inference that the latter was the case ; as, supposing the brig had got any serious damage by running upon the rock, and a large hole being thus made in her bottom when the tide left her she would naturally empty herself. On the latter day named (Sunday), we heard that a great difference of opinion existed as to what course should be adopted with reference to the saving of the brig and her cargo. Some thought it advisable that she should be lightened by disembarkation, and that then, by rising of the next tide, she would float off; and that, again, on the other hand, it was advocated that, she could not possibly get off at all, and that it would be better to risk it and sell the vessel and the cargo as it stood.

The brig lays with her stem towards the cliffs, and we hear that Beachy Head was the first land sighted by the crew since leaving South America. Previous, however, to their seeing the “Head,” they were laying to, waiting for the fog to clear away, not knowing the exact spot they were in, and upon finding themselves so near land, were making their way to sea, when the brig got into the awkward position in which she was placed.

A great number of persons have visited the spots where the two vessels were lying. On Sunday last, the cliffs and other thoroughfares leading towards Beachy Head were literally thronged with persons from Eastbourne and the neighbourhood, all apparently anxious to get a glimpse of the ill-fated brig ; and on the Sunday previous parties were being made up to get a sight of the “Wave.” On Saturday, as we are informed, a galley was put off from the Holywell coast-guard station, with the endeavour to render assistance; and that, on reaching the brig, the galley got upset by the force of the current which runs at this point, and that had it not been for the men being provided with life-belts, loss of life would have ensued.

To whatever nation the brig at Beachy Head may belong, of one thing there can be no doubt – that her crew consists of a motley group of foreigners – picked up, it might be, at some port the vessel was previously destined for. We hope that we shall hear of fewer fogs at sea and less casualties and chances of such on our shores, either at Eastbourne or elsewhere, than have occurred during the past week or two, even if such occurrences do tend to swell the pockets of a few spectators on land, who, however, are not to be blamed for getting a “job lot” at a low price.

FURTHER PARTICULARS – BREAKING UP OF THE BRIG.

We had scarcely finished writing the above on Monday morning, when news was brought to the town of the total wreck of the brig. It was high water at about 11 p.m. on Sunday, and the tide being rather high and the sea rough, the vessel was unable, in her awkward position, to withstand the force of the waves. It is said that her masts gave way about midnight on Sunday, and that soon after this she began gradually to break up. The report of the calamity, and the presence of a quantity of wool upon the water, soon brought to the sea-side a number of those acquainted with such matters, whose anticipations were soon verified, as before noon on Monday, until the ebbing of the tide, the beach from above the Wish tower downward was literally strewed with wool, which formed a part of her cargo. How many now went wool-gathering, in the literal sense of the word, it would be difficult to say; but from the numbers of the poorer class seen coming home wet, and heavily-laden with planks and “sheeps-clothing,” and carts also well filled with the same stuff, we should judge that some hundreds of persons had profited by the wreck, and also that even tradesmen in good circumstances had taken opportunity of the chance thus thrown in their way. The sea frontage was turned into something like a fair, and it was anticipated that the tide on Tuesday morning would bring “more grist to the mill.”

The two chronometers belonging to the vessel, valued at £100 each, were fortunately taken from the brig on Saturday, and forwarded with all haste to Mr. R. Walker, watchmaker and jeweller, of Terminus-road, to be cleaned. Upon receiving them, Mr. Walker found a quantity of sea-water still in the cases ; and it is his opinion that had these instruments remained wet many hours longer, they would have become useless, as the works had already begun to rust. Upon an envelope at Mr. Walker’s, given with the chronometers, we found written the name of the brig (Dutch) and that of the captain, thus – “Gouverneur van Swieten”, Capt. W. Singer.”

Gouverneur van Swieten (brig, built in Rotterdam, 1857).

LATEST PARTICULARS

Early on Tuesday morning notices were distributed, cautioning persons against further appropriating to themselves any of the cargo or any portion of the wreck of the brig which might be washed ashore; but on the other hand, those rescuing such property were informed that one-third of the value of what they might reclaim would be awarded as salvage. To give an idea of what has been rescued by private persons in this way, might be gathered from the fact, as stated to us, that one party succeeded in obtaining 50 bales of wool and near that number of hides; and so downwards in quantity till you came to the man, woman, or child, labouring under as much as each one could carry. Horses were employed by many to bring their booty ashore.

“It’s an ill wind that blows no one good,” might well be quoted in this case; for, with the wreck of the brig, many a poor family has re-aligned quite a harvest. The wrecked goods taken away on Monday by private persons will be left unmolested, but many who had secured large quantities on the beach on Monday, for removal on the Tuesday morning, were at the latter date informed that they could not be allowed to remove them. The sale of the wreck came off yesterday afternoon, by auction, “for the benefit of the underwriters and others concerned ; “and by this we gather that the brig and her cargo – the latter estimated at the value of £30,000 – were insured.

Sussex Advertiser - Saturday 09 February 1867. Provincial Intelligence.

Eastbourne – Magisterial Business, Monday.

Before J.Graham, W.J.Wood, and F.J. Howard Esqrs.

ALBERT POCOCK, of Eastbourne, carpenter, was brought up charged with stealing that morning 10lbs. weight of copper from the wreck of the Wave between Crowlink Gap and Cuckmere, the property of – Leppard.

Mr Superintendent Waghorne asked for a remand to Hailsham Bench, in order that he might communicate with the prosecutor, who lived in Littlehampton.

The prisoner was then remanded accordingly, the magistrates agreeing to take bail, himself in £20, and one surety in a like sum.

ALSO:-

WRECK OF A BARQUE

On Saturday night week the fine barque Wave 600 tons, Anderson, from New York for London, ran on shore about four miles to the West of Beachy Head, and about half a mile from Crowlink Coastguard station, during a dense fog, wind blowing hard. The City of London and Victoria tugs proceeded to her assistance, but could not move her from her perilous position. She was loaded with barley, peas, and oak staves. She now lies a complete wreck. The captain states that at the time of the wreck he thought they were eight miles from shore, and the fog was so dense that they took the rocks against which they struck to be clouds. The vessel was going at the rate of 10 knots an hour at the time, and has completely cut into the rock; she is under water at every high tide. The cargo, consisting of about 15,000 bushels of barley, about 5,000 bushels of peas, and a number of oak staves, was disposed of by public auction on Friday, by Mr W. Verrall (Verrall and Son, Lewes), when Mr Beeney, corn-merchant, of Hailsham, purchased the barley and peas. It will be seen by advertisement that the rigging and sails and other remains of the barque are to be similarly disposed of on Wednesday.

ALSO:-

PETTY SESSIONS, WEDNESDAY, FEB. 6^th.

There were several cases for hearing at this court including…….one charge against a carpenter, name Pocock (on remand from Eastbourne), charged with stealing 10lbs, weight of copper, from the wreck of the “Wave,” between Crowlink Gap and Cuckmere. Mr Langham and Mr Coles, solicitors, and the witnesses in the different cases, were in attendance; but unfortunately Mr T. Arkcoll was the only magistrate in attendance. Telegrams were sent to Eastbourne to secure the attendance of a second magistrate, but were ineffectual, and after waiting nearly three hours, the court was closed. Mr F.J. Howard (to whom one of the telegrams had been sent) arrived at Polegate by the 2.10 train from Eastbourne, and there signed a few formal documents, but beyond this, the business had to remain in abeyance.

Shipping and Mercantile Gazette - Saturday 09 February 1867.

AT EASTBOURNE, SUSSEX – Important Sale of WOOL, HIDES and TALLOW, for the benefit of Salvors, Underwriters, and others concerned.

AT BRADFORD’S-MEWS, Pevensey-road, EASTBOURNE, SUSSEX,

On WEDNESDAY, FEBRUARY 13 1867, and following day, if necessary, at Twelve o’clock precisely,

By Mr. Morris

ABOUT 150 BALES and a QUANTITY of loose SOUTH AMERICAN WOOL; about 80 casks of tallow; about 350 ox and cow hides; saved from the wreck of the Dutch Brig Gouverneur van Swieten, H. Singer Master lately stranded on Beachy Head Ledge. On her voyage from Buenos Ayres. Bound to Antwerp.

On view the day previous and day of sale. For particulars apply to the Auctioneer, South-street; or the Chief Officer of Coastguard, Sea Houses, Eastbourne; and to the Receiver of Wreck, Newhaven.

AT EASTBOURNE (SUSSEX). – For the Benefit of Underwriters and others concerned.

On the BEACH. At the SEA HOUSES, EASTBOURNE,

On MONDAY, FEBRUARY 11, 1867, at One o’clock precisely, By Mr. Morris,

SAILS, some quite new, BLOCKS, HAWSERS, BOAT, and STORES saved from the WRECK of the Dutch Brig GOUVERNEUR VAN SWIETEN; H. Singer, Master; lately stranded on Beachy Head Ledge, on her voyage from Buenos Ayres, bound to Antwerp. To be viewed on the morning of sale. For particulars apply to Mr HENDERSON, Chief Officer of Coastguard Sea Houses; or to the Auctioneer, South-street Eastbourne.

Eastbourne Gazette Wednesday 13th of February 1867.

Eastbourne Petty Sessions – Monday, Feb, 11. (Before J. Graham, R.J. Graham, F.J. Howard, and W.J. Hood, Esqs.)

Albert Pocock, aged 22, carpenter, on bail, appeared under remand, charged with stealing 13lb of copper, valued at 8s. 8d., from the wreck of the barque “Wave” near Crowlink. Mr. J.H. Campion Coles defended.

The principal witness was P.C. Henry Cox, stationed at Willingdon, who deposed that on Monday, the 4^th instant, he saw the prisoner engaged in assisting to carry bags from the side of the ship up to the cliff ; between three and four o’clock in the morning prisoner left off work, and after this witness saw him come away from the side of the ship two or three times and to go up under the cliff, when witness heard the beach rattle, as if being raked about ; witness watched prisoner until about daylight, and soon afterwards saw him leave from under the cliff with two fish baskets, covered over on the top with sea-weed ; he then followed and asked prisoner what he had, saying that he should see what he had got in the basket, and, on looking at the baskets, found the copper produced ; on charging him with the theft, prisoner said that he did not steal the copper, but that he picked it up by the side of the vessel ; witness then took him into custody and brought him to the watch-house at the Coastguard station, where he had him locked up for some time ; witness next went back and looked the ship around, and then he could see that some sheets of copper had been taken off since the tide had last left her.

Cross examined- Did not see prisoner pick up the copper; when witness asked prisoner what he had got, he said he had got some copper.

Mr. Coles – This is very essential, and you should have stated this before; it is very material evidence,

Cross-examination continued – Prisoner did not attempt to conceal the copper, when witness spoke to him ; there was another wreck upon the same shore, about two or three miles off to the eastward ; believed that several persons had picked up pieces of wreck ; prisoner had been cautioned several times, but not by witness.

Mr. Coles – Then how can you say that he had been cautioned? This is not evidence.

Police-Superintendent Waghorn – If he heard another constable give a caution?

Mr. Coles would ask Supt. Waghorn to be quiet, as he was not conducting the case.

Cross-examination continued – Did not see the copper taken off the vessel, and, to remove it from the vessel, witness believed that some implement must have been used; when he charged prisoner with stealing the copper, he said that he had found it.

Mr. Wm. Leopard, who is in partnership and carrying on business with the brother, Mr. John Leopard, as corn-merchants, at Brighton, stated that they were the owners of the wreck “Wave,” they having purchased it together ; the barque was at present lying at Crowlink gap, or rather, it was lying everywhere, as it had broken to pieces ; the barque was copper sheeted ; they bought the wreck on Friday, February 1^st, and all that belonged to the vessel ; could not say that the copper produced belonged to the wreck ; as soon as they had purchased the barque, he said that he should require someone to watch her, and then asked the policeman to speak to his superintendent to allow two or three men to watch there.

Supt. Waghorn here again put a question to witness, and Mr. Coles again objected, saying that the police-superintendent had no right to do so; and, moreover, that the practice was very irregular, the superintendent as he before intimated, not being the prosecutor.

Mr. R. Graham – Someone must do so.

The Magistrates’ Clerk referred Mr. Coles to the railway cases, wherein Mr. Carpenter conducted them, on behalf of the company.

Mr. Coles in defence, now submitted that there was no felonious intent, nor was there any proof that the copper belonged to the ship; and it did not appear that any notices were published, his client had a perfect right to take it away, and to claim salvage. He had a report before him with reference to the other wreck, and the picking up of the property by persons, and here read the description given in the Eastbourne Gazette of Wednesday last, relative to the picking up of wool, hides, &c., from the wreck of the Dutch brig. It was as common a custom as could be, he stated, for persons finding property upon the beach to take it away. Cox did not say that he saw the prisoner pick up the copper, and taking the case upon the whole, he thought it one in which the Bench would be justified in not committing his client for trial.

The court was cleared for some time, and upon the readmission of the public, Mr. Graham said the magistrates had given the case their best consideration. They were satisfied that there was sufficient evidence to send the case to a jury, but as they were informed that other evidence would be forthcoming, they had decided to remand the case to the following Monday.

Remanded accordingly, bail being again allowed.

The Sussex Advertiser of the 23^rd March, 1867 reports the outcome of the trial the evidence being much the same as reported above:-

“Mr Isaac Maynard, builder, of Eastbourne, gave the prisoner an excellent character; Pocock was apprenticed to him, and he had known him all his life.

The presiding counsel summed up against the prisoner, and the jury returned a verdict of guilty.

One month’s hard labour.

A MORE AWKWARD CASE

James Robinson, a coastguardsman, rather advanced in years, with four medals upon his breast and three stripes upon his left arm, was next brought up, charged with stealing 62lb of copper from the wreck of the “Wave” on the 6^th instant. Mr. Coles defended.

P.C. Gladman, No. 57, stationed at Eastbourne, stated that on Wednesday last he was on duty at Crowlink Gap, in the parish of Friston ; at about eight o’clock in the evening he was standing at the top of the gap, accompanied by P.C. Creasey and P.C. Cox ; he saw Robinson come up the gap, and on his reaching them, Robinson said that his cap had blown off upon the beach, and asked them to go down and look for it ; he then commenced running towards the coastguard cottages, and witness called upon him to stop, but as he still continued running, witness ran after him, and saw him throw away the pieces copper produced ; witness picked up the piece of copper, and on nearing the prisoner, called out, “Halloa, what do you call this?” prisoner replied by saying that it was only a piece of copper that he had picked up coming along beach from Birling ; they then went to the watch-house, and after searching him there, asked where he got the piece of copper which was now taken from his jacket pocket ; witness told the chief boatman in charge at the station, Mr. Kirkwood, what he (witness) had found, when that officer, addressing prisoner, said, “Robinson what do you call this?” prisoner replied, “I kicked against it as I was coming along the beach, and I picked it up, and I hope you’ll look over it ;” witness then told the officer he had reason to believe that prisoner had more stowed away in his house; Kirkwood asked prisoner if that was true, when prisoner said “No, I’ve not got a bit;” witness next went in company with Kirkwood and P.C. Creasy to prisoner’s house, where, underneath the bed, they found 59lb of copper, one lot in a basket and the other loose – (this lot was produced) – this was brought to the watch-room and the prisoner asked how he accounted for that ; prisoner said that his children had picked it up since Sunday morning ; witness then took him into custody on a charge of stealing the copper, and cautioned him as to what he might say , when he begged to be let off ; witness said that he could not do so ; then prisoner begged the chief boatman to forgive him, and he also said that it was out of his power.

Cross-examined – There was another wreck to the eastward; it was a dark evening, and the wind was blowing hard, but saw prisoner distinctly as he came up close to where he (witness) was standing; prisoner was without his cap when he came up; when witness made the remark that he believed prisoner had copper also in his house, the latter did not say that his children “must” have picked it up.

P.C. Creasy, No. 72, stationed at Eastbourne, having corroborated,

John Kirkwood, coastguardsman and chief boatman in charge at Crowlink station, was called and he also gave testimony similar to the above. It cross-examination, he said that it was the duty of the coastguard to pick up anything which they might find upon the beach, and that it would be consistent with their duty to keep until the following morning what might be picked up in this way ; the coastguard cottages were under inspection and were so inspected weekly ; when witness went with the police to prisoner’s house they saw the copper directly they went in ; witness should not call it secreted ; Robinson had engaged for several days at this duty, almost night and day, not having more than three hours’ rest at a time ; witness had been at the station two years and nine months, and Robinson was there before him; and he (Robinson), who had been twenty years in the service, bore the most unblemished character.

Prisoner here handed to Mr. Coles a packet, containing certificates of character.

In reply to a question from the Bench, put at the request of Supt. Waghorn, the last witness said that when he asked prisoner at the watch-house whether he had ant metal at home, prisoner replied that he had not, and upon being afterwards told what had been found there, said that his children had picked it up; and, in reply to Mr. Coles, said he could not recollect that the prisoner stated that his children “must” have picked it up.

Mr. Leopard, who was also unable to identify the copper alleged to be stolen in this case, as belonging to the vessel, now stated that upon going down to the wreck he saw a number of children about there, and, in answer to enquiries, was told that they belonged to or were connected with the coast-guard; and thinking that children were likely to be more honest than older people, told them to pick up what they could, and he would give them 6d each.

Cross-examined – Was quite willing, and should be better pleased with persons so picking up the property than that it should be washed away.

This being the case Mr. Coles addressed the Bench, contending that there was not the smallest tittle of evidence that the copper in question belonged to the “Wave” and, as to another point, he had no doubt that when the prisoner was charged with stealing the property found upon the beach, it appeared that the children whom the prisoner said “must” have picked it up, had full authority to do so from Mr. Leopard, and this was consistent with what the prisoner stated. Mr. Coles here remarked upon the questionable words “must have picked it up,” and “had picked it up,” and the inference which the former words conveyed, contending that was the language used by the prisoner. He next stated it to be almost impossible for the prisoner to bring up the property to his house, and the uselessness of any attempt at concealment – and Mr C. denied that it was concealed – inasmuch as the coast-guard cottages were under inspection; and then, adverting to the certificates of character, said it was almost beyond doubt for a man with such a character to be guilty of that he was now charged with. Mr. Coles added that he had been informed by Lieut. Geary, the officer in command, that had the case been left in the hands of the coastguard, the Admiralty would have taken it up, and would have been considered by them in due course; and, in concluding an earnest appeal, said that the Bench would be perfectly justified, under the circumstances, in not committing the prisoner for trial.

The room was again closed for deliberation, the magistrates now being closeted some considerable time, during which Lieut. Geary and Supt. Waghorn were alternately called in. Upon the re-opening of the Court, Mr. J. Graham on behalf of the Bench, said they had likewise given this case their best consideration, and their opinion was that there were certain difficulties in it which should be considered in another court; stating also that Lieut. Geary had notified to them that the charge would be heard before the proper authorities.

Lieut. Geary – Then I am to take charge of him (the prisoner) under arrest.

Mr. Graham – You my now consider him in your custody.

In reply to Supt. Waghorn, the Magistrates’ Clerk said that the prisoner was released from the court.

Prisoner was then removed under arrest, Lieut. Geary placing him in the custody of Mr. J. Kirkwood, the chief boatman in charge of Crowlink station.

A great number of persons were present during the hearing of the two cases, the charge against the coastguardsman especially having excited a deal of interest, It is said that Robinson had but nine months longer to serve before he would receive a pension, and that a conviction before the magistrates, or if by the Admiralty, will prevent him receiving that pension which he had no doubt long since looked forward to with hope and pride.

THE LATE WRECKS.

The sale of the Dutch brig, the Gouverneur van Swieten, which was wrecked at Beachy Head, as recorded in our last, was held yesterday (Tuesday) week. She was “knocked down” for about £67, and her cables and the other et ceteras for £27, thus making a total of£94 for the brig and all belonging to her, except her sails and such like. The sale of her cargo, comprising wool, tallow, and hides, and her sails, is, we are informed, to come off to-day (Wednesday). The purchasers on Tuesday were Messrs. J. Filder and G. Adams, who, as the vessel has become a complete wreck, have to keep in almost constant employ persons to watch and to get, in the best manner they can, that which they have purchased. Regarding that port of her cargo which washed ashore, fresh notices were issued on Wednesday last, cautioning persons against appropriating to their own benefit that had picked up, and we now hear that application has been made to the magistrates for warrants to search the premises of those suspected of still concealing any property belonging to the vessel, and that the salvage offered is one-third of what the wool, &c, will fetch at the sale. The last notice was a complete “drop” upon many, and the cry now is “Where’s your wool!” For some days past, up to Monday, Pevensey-road was well used by carts, waggons, &c., perfect teams, in conveying the cargo of the brig to the place of sale ; in fact, Pevensey-road was never before so much used in any similar time.

Sussex Advertiser - Saturday 16 February 1867.

POLICE REPORT, Friday, Feb. 8,

Before W.J. Hood, Esq.

JAMES ROBINSON, a coast-guardsman, was brought up charged with stealing 62lbs. of copper, a portion of the wreck of the vessel “WAVE,” recently wrecked near Crowlink Gap.

It appeared that police-constables Gladman, Creasy, and Cox were on duty at the spot about a quarter to eight on Wednesday night, when they saw the prisoner coming up the cliff. Prisoner said he had lost his cap, but the police having suspicions turned a light on him and Gladman following him up. Prisoner threw away a quantity of copper and afterwards some more was found in his house, making in all 62lbs.

Prisoner was remanded to Monday’s bench, and was admitted to bail.

MAGISTERIAL BUSINESS, Monday.

Before John Graham, R.J. Graham, W.J. Hood, and F.J. Howard Esqrs,

ALBERT POCOCK, of Eastbourne, carpenter, on bail appeared to answer a charge preferred against him for having, on the 4^th inst., stolen 13lbs. of copper, of the value of 8s. 8d., from the ship Wave recently wrecked near Crowlink Gap.

P.C. Cox deposed that on Monday, the 4^th inst., he was on duty at the wreck of the Wave at Crowlink Gap, in the parish of Friston. He saw the prisoner there assisting in carrying bags of corn from the side of the ship up the cliff; it was between three and four o’clock in the morning. The prisoner carried six bags, and then left off work. After that he saw him go away from the side of the ship two or three times, and go up under the cliff. He heard him rake about the beach. He (witness) stood near the prisoner. It was very dark at the time, but people had candles and lanterns there. He watched the prisoner, so that he could not get away without seeing him. Soon after daylight the prisoner started away under the cliffs with two fishing baskets covered in at the top with seaweed. He followed him for about 50 yards and then overtook him. He said he should see what the prisoner had in his baskets. He then looked into his baskets and found the copper which he now produced. Prisoner said he did not steal it, he had picked it up beside the ship. He then took the prisoner to the watch-house, at the Coast Guard Station, and had him locked up for a time. He then went back and looked the ship round, and he saw where some sheets of copper were off since the last tide. The value of the copper was 8s. 8d.

Cross-examination by Mr. Coles, who appeared for the prisoner - He did not see the prisoner pick up the copper. He told the prisoner he should see what he had in his basket. The prisoner replied that he had got some copper. He did not attempt to conceal it. Witness knew there was another wreck on the same shore some two or three miles off. There were several persons about picking up little, but he did not apprehend them. They were not ordered to do so. There were no notices posted on the ship cautioning people about taking anything. There were no notices published. The copper he produced was in the same state as when he took it. He did not know when the Wave was wrecked. He would not swear that the copper came off the place he saw on the ship. He thought tools must have been used to get the copper off. Some pieces had washed off, but he had not seen whole sheets washed off. When he charged prisoner with stealing the copper he said he had found it.

By the bench – A number of people were carrying off corn from the ship, among whom was the prisoner. Mr. Beeney employed them. He had bought the corn. The cargo of the ship was corn and pipe staves. No printed notices were stuck up there.

Mr. W. Leppard of Brighton, coal merchant, deposed that he bought the wreck of the ship Wave recently lying at Crowlink Gap. He purchased the hull, with everything connected with it. The ship was copper-sheathed. He bought the ship on the 1^st inst. The cargo was sold separate from the ship.

By Mr. Supt. Waghorne – Witness saw a policeman at the wreck, and he asked him to inform the superintendent that he had bought the ship and wanted some policemen to watch it.

Mr. Coles objected to Mr. Waghorne putting questions, or in any way conducting the case for the prosecution, but it was overruled by the Court.

Mr. Coles, on behalf of the prisoner, submitted that there was no case against him. They had not proved that the copper belonged to the ship, neither had they proved any felonious intent. For all they knew he was taking it for the purpose of obtaining salvage. There were no notice posted, and he submitted that the prisoner had a perfect right to take possession of the copper, and if necessary, to claim the salvage. He thought no jury would convict, and he therefore hoped that the bench would not commit him for trial.

The Magistrates said they had given the case their best consideration, and were satisfied there was sufficient proof to warrant sending the case to a jury. They had, however, been told that further evidence might be furnished by next Monday, and had therefore decided to remand the case to that day. The same bail would be accepted again.

The required sureties were then entered into, and the prisoner left the court.

Brighton Gazette - Thursday 21 February 1867.

THE WRECK OF THE “WAVE”

MR ABSOLOM DELL is favoured with instructions to Sell by Auction, at the BURLING AND CROWLINK GAPS, BEACHY HEAD, SUSSEX, on Friday (TO-MORROW), February 22^nd, 1867, at Two o’clock,

The RESIDUE of the above unfortunate VESSEL.

The localities of the above-named places being generally unknown, the Auctioneer trusts that no offence will be given by his giving a preamble:- Go to Eastbourne, take a healthy ride or walk to the picturesque and secluded village of Eastdean , a downward stroll brings you to Burling Gap, the Coast Guard Station, and the base of the Light-house of Beachy Head, the sight of which ought to give additional currency to the blood of every man. There will be sold the masts, pumps, iron, &c. Then go on the beach, where is the large tank and ribs of the unfortunate Wave; walk on, then you will come to Crowlink Gap. There will be sold the anchors, copper, chain cables, and numerous other valuable items, the value of which is only known to nautical men.

DELL & SONS, Auctioneers and Valuers, 48, Queen’s Road, Brighton.

Sussex Agricultural Express Saturday, 23th of February 1867.

VESSEL ASHORE – A brigantine came ashore to the eastward of Beachy Head, on Tuesday afternoon last, during a fog. She refused help, and was fortunately enabled to get off again about 12 o’clock the same night. We have just heard that a three-masted screw steamer came ashore the same afternoon between Birling Gap and Beachy Head, from the like cause, and was also successful in getting off at the flood tide, with assistance from the Coast Guard, at Birling. We understand she was laden with general cargo, and was a trader running between Cork and London.

Shields Daily Gazette - Wednesday 13 March 1867.

THE LOSS OF THE BARQUE WAVE OF SOUTH SHIELDS.

BOARD OF TRADE INQUIRY.

DECISION OF THE COURT

THE CAPTAINS CERTIFICATE SUSPENDED FOR THREE MONTHS.

YESTERDAY

The following evidence was given in this case after we went to press yesterday:-

Henry Johnson Holme said: I was boatswain, and acting second mate on board the Wave. I remember seeing the Lizard light at 6 o’clock p.m. on the 25^th. I saw the Start light about 11 p.m. the same evening, and we got abreast of that light about 2 o’clock on Saturday morning, 16^{th [26th]}January. I was on the captain’s watch. Soundings were taken after leaving the Start, I cannot say how frequently. On Sunday the 27^th it was my watch from 12 to 4 in the morning. The wind was from W to W by N, rather cloudy, and a haze. The master was on the poop throughout the watch with his night-glass in his hand; two men were on the lookout. They were on the body of the windlass. I don’t recollect their names. They were both able seamen. I went up twice to the foretopsail yard by the captain’s directions to look out for the land and the Beachy Head light. I could see about 1 ½ or 2 miles ahead. No soundings were taken during that watch, but everything was ready to take them. It would then be about half-past two, and the captain gave orders to pass the linge. A few minutes after he gave orders to take the cast. Before the orders were carried out the land was seen ahead just as we were going round to. The order was given for all hands to make ready to cast the lead. We were hauling up the lee main clue garnet, when the land was reported by the men on look-out. The master ordered the helm to be put hard up. He told me to take the fore-yard forward to let the ship pay off. She payed off about two points, and then struck heavily.

Cross-examined: At the time land was reported preparations were making for getting round to take soundings. The mainsail was hauled up before the land was reported. When she struck she fell over to seaward. I think she took the ground amidships. I did not hear anything about the compasses after we saw the Lizard lights.

William Hall, seaman, said: I was on the watch from 12 o’clock to 2 o’clock on the morning on which the vessel struck. The weather was rather hazy. I took the wheel about 2 o’clock. When I went to the wheel I had to steer E by N. We steered that course for about a quarter of an hour, and then changed it by order of the captain to E by N ½ N. I steered that for about a quarter of an hour or 20 minutes, and was then ordered to change it to ENE and after another quarter of an hour was told to steer NE by E ½ E. A cast of the lead was taken about 12 o’clock by the orders of the captain. He could not assign any reason for the frequent changes of the ship’s course made by the captain. When “Land ahead” was shouted foreward he altered the ship’s course, and she went off one or two points and then struck the ground.

Owen Davis, A.B. seaman on board the Wave said he had an only mate’s certificate. He was in the first watch that night from 8 to 12 o’clock. He saw Captain Henderson on deck during that watch. The weather was very thick and they could see but very little distance ahead. He had the look out from 8 to 12. The lead was hove at 12 o’clock.

James Weepers, carpenter on board the Wave, remembered the night before the vessel struck. Before he went below at 12 o’clock he lent a hand to back the mainyard, and saw the lead hove for soundings. He then went below and did not come up till the ship struck. He sounded the pumps directly hr came on deck and found no water in them; about half an hour after he found four feet. He did not sound again, as the tide was running out. Before leaving he examined the vessel and found the rudder gone, her forefoot gone, and he suspected that there was a hole in her bottom. She was by the midships. She was a good strong vessel. She saw very little water during the voyage. He saw her next day and found the decks burst amidships and the vessel hogged.

This concluded the evidence, and the Court then adjourned until to-day at 11 o’clock.

THIS DAY

The inquiry resumed this forenoon at 11 o’clock, the Mayor and Ald. Glover being the presiding justices, with Captains Harris and Baker as nautical assessors. Mr. O’ Dowd appeared for the Board of Trade, and Mr. G. Kewney or the captain.

Mr. Kewney gave in the following statement on behalf of the captain:-

I have been at sea since 1853, and in command since 1860. I hold an extra master’s certificate of competency, No. 18,561, and never had any casualty of any kind previous to the present. I left New York on the 19^th of December, 1866, with a full cargo, being fully manned and equipped. Nothing of importance occurred till the day previous to making the land. On obtaining observations after two days’ stormy cloudy weather, I found the ship considerably to the south of her estimated position, notwithstanding the southerly winds, and afterwards on steering to make the Lizard lights, that the courses steered did not give the difference of latitude required. I made the Lizard lights, bearing north 14 to 15 miles distant, between five and 6 p.m. on the 25^th of January. The night being clear I obtained azimuth of Pole Star, which gave ½ to ¾ points easterly deviation, ship’s head east; to confirm I steered east ½ north for Start, but found on making Start light ship had made east ½ south magnetic, which with allowances for tide would give ½ to ¾ points easterly deviation. Compared compasses, and examined binnacle. I was previously acquainted with the peculiarities due to local attraction in the English Channel. Hauled up to close the land and at 2 a.m. of the 26^th Start Light bore north distant six miles. Set parent log and steered E ½ S. or E by S magnetic, the wind being NW, and fine. At 8 a.m. the wind hauling more SW, steered ½ point more southerly, or E by S ½ S magnetic. At noon Portland bore by computation NE by N 19 miles. From 2 p.m. to 4 16 steered E by S ½ S, or ESE magnetic, wind inclining more southerly with showers, in order to have more offing in case of coming SE, at 4 15, distance run from Start 74 miles, being south of Needles point, and soundings across the Channel regular, hove to and sounded in 33 to 32 fathoms, sand and stones, which corresponded with estimated position of the ship; the weather at this time showery, but the ship could be seen at a good distance between showers, force of wind 5. From this till 12 30 of the 27^th steered E ½ S, or E by S, magnetic, excepting two hours from 6 to 8 when she made half point more southerly. Off St. Catherine’s and the Owers the officers of the watch as a precautionary measure went aloft to ascertain that the lights were not visible, our course taking us outside of ranges. At midnight distance run from Start 130 miles. Beachy Head bearing by computation NE by E ½ E, magnet distant about 26 miles hove to and sounded in thirty eight to thirty six fathoms, sand, shells, and stones, less seven feet the correction for time and tide, which corresponded with estimated position of the ship. At half-past twelve altered the course to east, or east half south magnetic, and gradually towards two a.m of the 27^th to east by north, or half north magnetic. Between one and two o’clock, I consulted the Admiralty Channel Pilot, also a similar work published by Norrie, in order to ascertain if there was any peculiarity in the soundings of the Head, but found none; also noted the set of the tide by Admiral Beechey’s work. The weather after midnight had dried up, wind inclining to go north of west, but sky still overcast. I was surprised I did not see the Head light, and sent the boatswain twice aloft to look out for it, as I began to fear, considering the ship had always been too far to the southward previously, and the tide was setting east by south to east south east, together with our soundings, that we were further off than expected, and I then determined to steer to clear the Royal Sovereign Shoal in any case, soundings as we drew closer in and keeping the lead going till we came to the inshore sounding. I now regret that I did not take an additional cast ‘at this time but I think it is probable I should still have been in the deep water and from the state of the weather I never doubted but that I should see the light at least when I drew about six miles off. At 2 40 I gave orders to take soundings, expecting 26 to 30 fathoms. The lead line was passed along, and mainsail hauled up ready to haul to when the look-out sung out, “Isn’t that the land.” I immediately saw the dark line on the water, and put the helm hard a-port, but she struck in coming to, the surf driving her on till she remained stationary. I ascertained from the coastguard that the cliffs and lights were obscured by a dense land fog. At sea it was only dark, the sky being clouded. I could see my look-out leaning over the port bow rail between 2 and 3. During the 11 days I was employed in that part for benefit of ship and cargo I have scarcely seen the Head and lighthouse, it being always obscured when there is any moisture in the atmosphere, while the valleys are clear. Assuming the soundings on my chart to be correct, I am unable to account for the ship being exactly 11 miles north of her estimated position. On all previous occasions have been to the east of the estimated position, through excess of flood over ebb in froce [force?] carrying the tide round the Head, which I expected to have done on this occasion. The chart in use was the Admiralty chart of English Channel, extending from west of Ireland to Downs.

Mr. Kewney then addressed the court in behalf of the captain, and handed in two testimonials, one from Mr. John Robinson, South Shields. Owner of the Wave, in whose service he had been for 15 years, and another from Captain Gillies (examiner in navigation), under whom Captain Henderson had formerly served. He also referred to the fact of his successfully navigated the Wave on a three years voyage to intricate navigation without any mishap.

The Court then retired, and on their return after an absence of an hour and a-half, read their decision, which was “that they found the loss of the Wave to have been due to the negligence of Captain Anderson [Henderson], whose certificate they suspended for three months from the date of the loss of the vessel.”

Mr. O’Dowd and Mr Kewney then thanked the bench for their hearing of the case, and the proceedings terminated at a quarter before two o’clock.

Shields Daily News - Thursday 14 March 1867.

THE LOSS OF THE BARQUE WAVE OF SOUTH SHIELDS. DECISION OF THE COURT.

The inquiry instituted at the instance of the Board of Trade, into the circumstances attending the loss at Beachy Head, on 27^th of January last, of the barque Wave, belonging to Mr. John Robinson, South Shields, was brought to a conclusion in the Town-hall, South Shields, yesterday. The magistrates were the Mayor (James Anderson, Esq.), and Ald. Glover, who were assisted by Captain’s Harris and Baker, nautical assessors, Mr. O’Dowd conducted the case on behalf of the board of Trade, and Mr. Kewney appeared for Mr. Henry Henderson, captain of the Wave.

Mr. KEWNEY submitted, on behalf of the captain, that a long interval had elapsed between the loss of the ship and the inquiry being held, the vessel having been lost on the 27^th January last, at the close of a long and otherwise successful voyage of three years.

At the conclusion of the evidence, the magistrates and assessors retired, and after an absence of an hour and a-half, they returned into court, the following being their decision:- The court having given its complete consideration to all the circumstances in this case, has come to the conclusion that the loss of the Wave must be attributed to a serious error in judgement on the part of the master. In the opinion of the court the bearing of the North Star when off the Lizard should not have been so implicitly relied upon, as its great altitude, and the ship’s head being to the eastwards, made it very difficult to take its bearing correctly, more especially to correct or find out an assumed error in the compass. This being so, it was injudicious to shape a course up channel upon such bearing only, and in such thick weather. Having passed the Start Point at a supposed distance of about six miles, the court considers the master was not justified in hauling up so much to the northward, thereby deviating from the channel course, at two a.m., on the morning of the 27^th Jan., without ascertaining his distance from the land by a careful cast of the lead, and that this default was the cause of the loss of the ship, coupled in all probability with the courses steered from the Lizard being all too far to the northward, and that the error in the compasses did not actually exist, as they all three are said to have agreed. In passing sentence the Court, has taken into consideration the high character and testimonials of Mr. Henderson, and the careful manner in which he had previously conducted his ship through a very intricate navigation. But, however painful it may be, the Court cannot overlook the fact that Captain Henderson’s habitual caution seems not to have been exercised at the very time that it was most necessary. A cast of the lead at two a.m. would have warned him of his danger. The Court feels that a lenient sentence will meet the merits of the case. It therefore adjudges that the certificate of Mr. Henry Henderson be, and it is hereby, suspended for the space of three calendar months from the date of the loss of the vessel. Town Hall, South Shields, 13^th March, 1867.

Mr. O’DOWD and Mr. KEWNEY then expressed their thanks to the Court for the patient hearing of the case, and the proceedings terminated.

Shipping and Mercantile Gazette - Wednesday 20 March 1867.

SUSPENSION OF CERTIFICATE

Board of Trade, March 19, 1867.

A Court of Inquiry was held at South Shields on the 15^th inst., by order of the Board of Trade, before two justices of the peace for the borough, in conjunction with Captains Harris and Baker, as Nautical Assessors into the circumstances attending the loss of the barque Wave, of that port, which vessel was wrecked near the Crowlink Coastguard Station, a little to the westward of Beachy Head, on Jan 27^th last. The court was of the opinion that the said loss was owing to an insufficient use of the lead, coupled with an error of judgement on the part of Mr. Henry Henderson, who holds an extra Master’s certificate of competency, No. 18,561. Having regard, however, to the habitual caution exercised by him during the outward and homeward voyages, extending over nearly three years, they ordered that his certificate should be suspended for the short period of three calendar months from the date of the loss.

Sussex Agricultural Express - Saturday 16 November 1867.

LLOYD’S LIST - Wednesday 20 March 1867.

BOARD OF TRADE. 19^th March, 1867.

NOTICE. – A Court of INQUIRY was held at South Shields, on the 15^th instant, by order of the Board of Trade, before two justices of the peace for the borough, in conjunction with Captains Harris and Baker, as nautical assessors, into the circumstances attending the loss of the barque ‘Wave’ of that port, which vessel was wrecked near the Crowlink coastguard station, a little to the Westward of Beachy head, on the 27^th January last. The court was of the opinion that the said loss was owing to an insufficient use of the lead, coupled with an error of judgement on the part of Mr. HENRY HENDERSON, who holds an extra Master’s Certificate of Competency, No. 18,561; having regard, however, to the habitual caution exercised by him during the outward and homeward voyages, extending over nearly three years, they ordered that his CERTIFICATE should be SUSPENDED for the short period of three calendar months from the date of loss.

OTHER RELATED:-

PRESENTATION TO SERGEANT- INSTRUCTOR

ROBINSON. – On Monday evening an interesting meeting of volunteers will be held at the Corn Exchange when Sergeant-Instructor James Robinson of the Fourth Sussex Rifle Volunteers, will be presented with a handsome purse of gold, as a testimony of the esteem and appreciation in which he is held by the members of the Lewes corps, with whom he has been connected for a period of five years. The purse is the work of the Misses Berry, of School-hill. It is beautifully manufactured in blue and gold, and will contain 20 guineas. A large attendance of ladies and gentlemen is expected, the proceedings being of a public character.

TEMPORARY ALE LICENCE AT WRECK SITE

A three day (temporary) licence was granted to sell ale to visitors to the wreck sites.

RESEARCH: MAINLY FROM NEWSPAPER REPORTS OF THE WRECK OF THE “CLYRO COURT” IN 1869.

Daily Telegraph & Courier (London) - Wednesday 05 May 1869

Section: WRECKS AND CASUALTIES

The Clara Court (Actually CLYRO COURT) ‘barque’ ran ashore at Seaford Head at midnight and is likely to become a wreck.

Shipping and Mercantile Gazette - Thursday 06 May 1869

NEWHAVEN-May 5: The barque Clyro court, reported yesterday as being ashore, still remains, and it is feared will become a total wreck. Most of the stores are landed.

Brighton Guardian - Wednesday 12 May 1869

A fatality has befallen the barque Clyro Court which sailed for Littlehampton last week. She was destined for Shields to take in part of her cargo before completing it from the Thames for Siam. She went ashore on the same day she sailed in a dense fog at Seaford. She is, however, insured for £4,000.

Newcastle Daily Chronicle - Thursday 03 June 1869

BOARD OF TRADE INQUIRY.- On Tuesday, an inquiry, instituted by direction of the Board of Trade, was held at Greenwich Police Court, before Mr. Maude, the magistrate, and Captains Harris anf Baker, as nautical assessors, into the circumstances attending the stranding of the ship Clyro Court, on a ledge of rocks off Seaford Head, whilst on a voyage from Littlehampton to Newcastle-on-Tyne, on the morning of the 4^th of May. Mr. O’Dowd attended to conduct the inquiry, and Mr. Nelson, solicitor, attended on behalf of Captain Constantine Crawford, the master of the ship. Evidence having been taken, the chief clerk, Mr. Bowstred, read the judgement of the Court, as follows:- “The Court having maturely considered the evidence in this case, and given due weight to the observations adduced on behalf of the master, is decidedly of the opinion that the stranding of the Clyro Court was caused by negligent navigation, inasmuch as, owing to the thick weather described by the witnesses, and the fact that the wind was fair after ten o’clock, the master omitted to keep further off Beachy Head, and to ascertain his distance from land by obtaining correct soundings. Supposing the ship even to have cleared Beachy Head, as master supposed, the course shaped at 11.45 p.m., with the idea of making the lights of Eastbourne brought upon him the great risk of losing his ship on the Sovereign shoals. For this default the Court adjudge that the certificate of Mr. Constantine Crawford, as master, be and is hereby suspended for six calendar months from this date.”

Shipping and Mercantile Gazette - Thursday 10 June 1869

THE STRANDING OF THE CLYRO COURT – Greenwich Police-court, June 1, 1889

Report of the formal investigation into the circumstances attending the stranding of the ship Clyro Court, off Seaford Head, on the coast of Sussex, on the night of the 3^rd of May, 1869. The Clyro Court was a sailing ship, built at Climping, in the county of Sussex, in April of the present year. She had one deck, three masts, barque rigged, built of wood, of 313 73-100 tons register, owned by Mr. Edward Wm. Madams, of London-wall, in the city of London, and commanded by Constantine Crawford, who holds a certificate competency as Master from the Board of Trade, dated 20^th May, 1858. The Clyro Court was a new ship, and left Littlehampton, in ballast, on her first voyage, at 4 p.m. of the 3d of May last, bound for Newcastle-on-Tyne. She was manned by a Crew of 12 persons, all told, was well found, and in seaworthy condition. A steamer towed her out four miles from the harbour, and sact her off about 5 P.M., the wind being S.S.E., moderate breeze, and the Master was in charge of the Deck. She tacked about till half-past 7 or 8 o’clock, when the wind veered to W.S.W., and she broke off. She was then kept on the S.S.E. course till a quarter to 10; then the course was altered to S.E. by E., which was steered till a quarter to 12, and then altered by direction of the Master to E., the wind still continuing W.S.W. Neither land nor lights were seen after 8 o’clock, the weather being very thick, with rain. At half-past 9 o’clock a cast of the hand lead was taken, and no bottom found at nine fathoms, and at 11 P.M. another cast was taken with the like result at 10 fathoms. At 12 o’clock the First Mate came on deck to relieve the Master, who informed him “that she was up to the Head (meaning Beachy; if not, she was quite far enough out to go round Beachy Head from the courses he had steered.” During this conversation a fog bank or steamer’s smoke was reported to the Master, who ordered the helm to be ported; and while the helmsman was in the act of doing so she struck on the sands and became fast. Every exertion was made to get off that night, but without effect. The sea became very heavy. The Crew took to their boat and went ashore, the Captain being the last to leave the ship. She was ultimately got off, and found to have received material damage. The Court, having maturely considered the evidence, and given due weight to the observations adduced on behalf of the Master, was decidedly of opinion that the stranding of the Clyro Court was caused by negligent navigation, inasmuch as during the thick weather described by the witnesses, and the fact that the wind was fair after 10 o’clock, the Master omitted to keep further off Beachy Head, and to ascertain his distance from land by obtaining correct soundings. And supposing the ship even to have cleared Beachy Head, as the Master supposed, the course shaped at 11.45 P.M., with the idea of making the lights of Eastbourne, brought upon him the great risk of losing his ship on the Sovereign Shoals. For this default the Court adjudged that the certificate of competency of Mr. Constantine Crawford as Master be suspended for six calendar months from this day (June 1, 1869).

D. MAUDE, Stipendiary Magistrate,

We concur in this report. HY. HARRIS and R.B.BAKER, Nautical Assessors.

Chichester Express and West Sussex Journal - Tuesday 14 September 1869

LAUNCH.- On Friday the “Wild Curlew,” better known as the “Clyro Court,” was successfully launched from Messrs. Harvey’s yard. She has been lengthened amidships, and is a better vessel than before her unfortunate adventure at Seaford, where, it will be remembered, she was wrecked within a few hours of leaving port on her first voyage.

Shipping and Mercantile Gazette - Friday 21 October 1870

OFFICIAL INQUIRY – THE WILD CURLEW.

An inquiry was held at Singapore, on the 4^th of July, before Lieut. H. Burn, Master Attendant and Marine Magistrate, and Mr. John Lawrence Kirby, Examiner, respecting the loss of the barque Wild Curlew, of London, from Bangkok to Singapore, on Seal rock, Gulf of Siam. The vessel struck during a thick squall on the 18^th of June. The court held that the Master of the Wild Curlew was guilty of negligence in allowing the look-out man to leave the forecastle until he was quite sure the ship was past the dangers which he knew were in the vicinity. In every other respect the Court believed the vessel was carefully navigated, and she was pursuing the usual and proper track down the Gulf of Siam during the S.W. monsoon, and the one recommended by the China Sea Directory. They, therefore, only very severely censured Mr. Steere, Master of the Wild Curlew, and returned him his certificate. The Court were of opinion that the admiralty Chart of this part of the coast of the Malay Peninsula is on too small a scale, especially as the passage inside the Redan Islands is so much used at certain times of the year by vessels trading between Singapore and Bangkok.

RESEARCH: MAINLY FROM NEWSPAPER REPORTS OF THE WRECK OF THE “MARGARET EVANS” IN 1875.

John o' Groat Journal - Thursday 04 February 1875

The Margaret Evans, a Glasgow Barque, Captain Macdougal, laden with 7,000 barrels of petroleum, which came ashore at Seaford Bay during the fog on Friday morning has not yet been floated, although three tugs were Monday busily engaged in endeavouring to get her off. During Saturday upwards of 100 men were at work getting off the cargo, a considerable quantity being thrown overboard, Should the weather continue favourable there is every hope that the vessel will be got off as soon as there is sufficient depth of water, which at the present time is very low, The number of boats engaged in capturing the barrels thrown overboard has created quite a lively scene, and has been witnessed by a large number of persons from the shore, the vessel only lying off a little over one hundred yards. The boats from Newhaven have made quite a little harvest, as Lloyd’s agent allows them 4s for each barrel brought ashore, and several hundreds have been brought in.

Horsham, Petworth, Midhurst and Steyning Express - Tuesday 02 February 1875

THE DISASTER OF THE “MARGARET EVANS.” – NEWHAVEN, MONDAY AFTERNOON.

The Margaret Evans, of Glasgow, which ran ashore on the rocks at the western side of Seaford Head, early on Friday morning, and concerning which a brief notice appeared in Saturday’s paper, proves to have been laden with 7,000 barrels (36 gallons each) of petroleum, and not with timber, as we supposed before communication could be had with those on board. She is of 861 tons register, and was under the command of Captain M’Dougall. The number of hands on board was 21 all told. She sailed on the 2^nd December from Philadelphia, and was bound to Antwerp. After the unsuccessful attempts by the tugs “Victoria” of Newhaven, and the” Sussex,” of London, to tow her off on the afternoon tide of Friday, it was determined to lighten her, and on Saturday morning the work commenced in earnest, and a busy scene was witnessed on Seaford Beach. Fortunately the weather continued very calm or the ship must have gone to pieces. Barges and men from Newhaven were hard at work on Saturday and Sunday and brought off many hundred barrels, landing them on the spacious wharf belonging to the Railway Company in Newhaven Harbour. Other were landed at Seaford; most of these were, on being taken out of the hold, thrown into the sea, and quickly secured by gangs of men who had assembled for that purpose. On Sunday a considerable number of persons visited the beach, the weather being delightfully fine, and apparently enjoyed the unusual and exciting scene. On Sunday evening about 2,000 barrels having been taken out, another attempt was made by the tugs to tow the vessel off, but although she moved slightly, a fair start could not be obtained, and the tugs returned to the harbour. This (Monday) morning, however, a third attempt was made, the tide being rather higher than it has been since the vessel got on the shore; the tugs engaged were the Sussex, the Victoria, and the City of London. It soon became apparent that the ship could no longer resist the efforts of these powerful steamers, and she was gradually hauled off, into the bay. The tugs towed her towards Newhaven, and she now lays off the harbour. She has made a very little water, and so far as it is known at present the damage sustained is very slight. It is said that she leaves for Antwerp to-night.

Shipping and Mercantile Gazette - Tuesday 02 February 1875

NEWHAVEN- Feb 2, 10 10 A.M. (BY TELEGRAPH): The Margaret Evans left at * P.M. yesterday in tow, for Flushing, all well, and making but very little water.-[See ”Newhaven” in S&MG of yesterday.]

Shipping and Mercantile Gazette - Friday 19 March 1875

STRANDING OF THE SHIP MARGARET EVANS.

Report of an official Inquiry into the circumstances attending the stranding of the ship Margaret Evans, held at Glasgow on the 22d and 23d days of February, 1875, before James Couper and William Walls, Justices of the Peace for Lanarkshire, assisted by Captains Forster and Ward, Nautical Assessors.

The Margaret Evans, Official No. 48,080, is a barque built of wood at New York (U.S.) in 1846, and owned by Messrs. Watson, of Glasgow, and others, at which port she is registered 862 tons. She sailed from Philadelphia (U.S.) on the 6^th of Jan., 1875, with a cargo consisting of 7,200 barrels of petroleum, bound for Antwerp. She was not insured. She had a Crew of 21 hands, including Colin McDougall, Master, who held a certificate of competency 88,194. The Chief Mate had been in hospital sick. The Second Mate had been acting Chief Mate; and William McGrady, Seaman, who held no certificate, and who had no knowledge of navigation or of the Channel lights, was appointed as Second Mate. Nothing of importance occurred during the passage until Jan. 28, 1873 [1875], when the vessel passed the Eddystone Lighthouse, and at midnight on the same date she was S.S.E. of St. Katharine’s Light. At about 2 A.M. of Jan. 29 the Owers Lightship bore north distant four miles, the wind being moderate from W.S.W., sea smooth, and weather somewhat hazy; the vessel under all square sails and royals. From this point a course E. ½ N. was steered and the speed was estimated at from three to five knots an hour. At 4 A.M. the Seaman who was doing duty as acting Second Mate took charge of the deck, and received orders from the First Mate to continue the course half north, to keep a good look-out for lights and land, call the Master if either were seen, and under any circumstances to call him at 5 o’clock. At 5 A.M., weather became much thicker, no lights had been seen, and the Master was called; he came on deck and a cast of the lead was taken in 13 fathoms. He returned below. Shortly after he came up again and took cast of the lead, again in 11 fathoms, and at about 5.30 in 10 fathoms. The Master again went below. At 5 45 A.M. the look-out man on the forecastle reported a light about two points on the port bow. This was also seen by Carl Bargston, Seaman, who stated that, from the time it was reported, he saw it off and on for half an hour; he also stated he saw several other lights in the same direction. The acting Second Mate, who was in charge of the deck, did not see any of these lights, but in looking for them saw what he thought to be land right ahead. He consulted with the look-out man, who said that he had seen it for half an hour, and thought it was a fog bank. The acting Second Mate altered the course t E. ½ S. and called the Master, who came on deck and ordered the lead to be hove. But before this order was carried out the vessel ran at about 6 15 A.M. on the beach near Seaford Head, in the county of Sussex. The Coastguard men were promptly on the spot with their life-saving apparatus, which, however, was not required, there being no sea on or any danger. About 10 A.M. a tug steamer with a lifeboat from Newhaven arrived at the scene of the disaster. An anchor and cable were laid out astern, and fruitless attempts were made to heave and tug the vessel off. The Crew were landed at Newhaven, and the next day returned to the vessel, and with assistance from the shore lightened her by discharging about 2,000 barrels of petroleum; and on the 1^st of February, by the aid of three steam-tugs, she was towed off into deep water, and anchored at Newhaven. After examination, and finding she made no more water than the Crew could keep under, she proceeded to Antwerp in tow of a steamtug, where she is now discharging her cargo. The course, from the position of the Margaret Evans at 2 A.M. on the 29^th of January, so as to pass at a safe distance from Beachy Head, would have been E. by S., southerly. Instead of steering this course the Master ordered a course E. ½ N., which leads direct for Newhaven, and within three miles of which she was stranded. It is asserted that the steering compass was incorrect and had a considerable deviation; but, as it was admitted, there was no means on board for ascertaining the deviation; and as the compass had worked well on the voyage out and home up to the day of stranding, the Court place no reliance on this assertion. At 2 A.M. on the 29^th the weather is described as being thick and very dark, and the Master went below, and did not return until 5 A.M., well knowing that at and after 4 A.M. the vessel would be in charge of an irresponsible person, who was totally unacquainted with navigation, and who on examination did not know the difference between the Owers and the Beachy Head lights. When the Master came on deck at 5 A.M., and got the decreasing soundings to 10 fathoms, a reference to the chart would have shown that his vessel was close to the shore. Instead of at once hauling out to southward he continued hid E. ½ N. course, and went below. Had he remained on deck he would have seen the light on the port side, as well as the land ahead, in ample time to have taken his vessel out of danger. – The Court, having carefully considered the evidence adduced in this inquiry, with the statement of Colin McDougall, the Master, found that the evidence disclosed carelessness and neglect on the part of the Master in navigating the Channel from the Owers Light, and which resulted in the stranding of the vessel on the east side of Seaford Bay; therefore found the said Colin McDougall in default, and adjudged his certificate of competency, No. 88,194, to be suspended, and the same is hereby suspended, for 18 calendar months from this date.

Glasgow, Feb. 23, 1875.

We concur in this report, - WM. WALLS J.P., JAS. COUPER, J.P., GEO. H. FORSTER., C.Y. WARD.

Western Morning News - Thursday 16 September 1875

On the 15^th September the “Yesterday English barque Margaret Evans ran down at Antwerp a Belgian collier, which sank immediately!

RESEARCH: MAINLY FROM NEWSPAPER REPORTS OF THE WRECK OF THE “SINBAD” IN 1877.

The Norwegian barque “Sinbad” went aground between Seaford Head and Cuckmere Haven on the 11th of November 1877. However the newspaper reports show that it lost its foremast when it was grounded and also that it ended up very close to the cliff whereas our photographs show a three-masted ship with a foremast some distance from the cliff.

Shipping and Mercantile Gazette - Tuesday 13 November 1877

NEWHAVEN-Nov 12: The Norwegian barque Sinbad, from London for Pensacols, came ashore last night during the heavy gale between Seaford and Crickmere [Cuckmere], and will become a total wreck; crew all saved.-[See paragraph in S. & M.G. of yesterday

Lloyd's List - Tuesday 20 November 1877

CUCKMERE, near Seaford.- An arrangement has been made to salve the effects of the SINBAD, Andersen, from London to Pensecola, ashore under Seaford beach, for 30 per cent., and it is estimated that £800 worth has been recovered. The sale will be held21st Nov.

Sussex Agricultural Express - Tuesday 13 November 1877

NEWHAVEN. – WRECK OF A LARGE BARQUE.

The gale of Sunday was severely felt here, but it was not unexpected, and neap tides prevailing, little damage was done, either to the shipping within the harbour, the sea wall between here and Seaford, or the latter town itself, where the beach has greatly accumulated since the last visitation in January. At six o’clock in the morning, however, when the tide was about half ebb it was discovered that a large barque had come ashore during the night under the cliff, at a place called Brickchurch, between Seaford and Cuckmere, and not far from Seaford Head. Several persons hastened to render assistance, when it was discovered that the crew, numbering 17 hands, all told, had succeeded in reaching the shore, and were then busily engaged (the sea having almost left the vessel), in saving their clothes and everything of any value that could be got out. The ship proved to be a Norwegian barque, called the Sinbad, and was outward bound in ballast. She is of about 1,000 tons burden, and when laden draws 20 feet of water. It appears that she had got off Portland, when from stress of weather, the Master put the ship about, and came up channel before the wind. About midnight on Sunday, when the gale was at its height, nearly all her canvas was blown away, and the foremast going by the board, the ship became unmanageable, and drifted on to the shore before the wreck could be cleared away. Being light, she bounded over the rocks, and final struck within a few yards of the cliff, where she remained fast. Happily, owing to the neap tides, the sea did not wash the base of the cliff, and the men were enabled to make their escape by ropes. Had there been a spring tide at the time the ship must have been dashed to pieces and all hands lost. The opinion of experienced men is, that being an old vessel, her back is broken and that she cannot possibly be got off, but nothing will be done till the agents of the owners have been communicated with.

Lloyd's List - Wednesday 14 November 1877

CUCKMERE, 12^th Nov.-Previous to the crew quitting the SINBAD, Anderson, from London to Pensecola, ashore under Seaford head, here foremast went over the side.

REPORTS OF OTHER SHIPS IN TROUBLE ALONG THIS PART OF THE COAST WITHIN THE EXTENDED TARGET PERIOD:-

Sussex Advertiser - Tuesday 15 March 1859.

VESSEL AGROUND. – On Tuesday afternoon last, during a dense fog, guns of distress were heard between Crowlink Gap and Cuckmere. The coast-guard from each station were soon off, and found that a large Dutch ship, bound for the West Indies, had run aground in the fog. The men soon rendered assistance, and at the flow of the tide were enabled to get the vessel off, with but little damage.

BRECHIN CASTLE

Morning Advertiser - Monday 15 February 1864

In the vicinity of Hastings and St. Leonard’s-on-Sea the wind blew a fearful gale from the S.W. all the morning, and a fine brig, named the Brechin Castle, of Whitby, was driven ashore, a derelict, in Seaford Bay, and soon became a wreck.

Shields Daily Gazette - Saturday 20 February 1864

The brig Breechin Castle, of Whitby (coals), went ashore a derelict on Seaford Head, full of water, on the 12^th instant; she has become a wreck.

The Atlas - Saturday 20 February 1864

Report relates to the 13^th February (probably)

The Brechin Castle of Whitby, coal-laden, from Llanelly to London, was also struck by heavy sea, and became a total wreck off Beachy Head. The captain and crew were saved and brought in a hovelling boat to Dover, where they were received at the Sailors’ Home in a state of utter destitution.

The Atlas - Saturday 20 February 1864.

In the vicinity of Hastings and St. Leonards’-on-the-Sea, the wind blew a fearful gale from the S.W. all morning, and a fine brig named the Brechin Castle of Whitby, was driven ashore a derelict an Leaford [Seaford] Bay, and soon became a wreck.

Lloyd's List - Tuesday 16 February 1864

Reports from the Receiver:

Newhaven, 18^th Feb.

Relating to the hull and cargo of the BRECHIN CASTLE found ashore abandoned at Seaford Head; Receivers Report [24,680].

Belfast Weekly News - Saturday 20 February 1864

At one o’clock on Saturday morning the Brechin Castle, of Whitby, coal laden, from Llanelly, was struck by a heavy sea and became a total wreck off Beachy Head. The captain and crew were saved and landed at Dover, where they were received at the Sailors’ Home in a state of utter destitution.

North Devon Gazette - Tuesday 23 February 1864

THE Brechin Castle, of Whitby, coal laden, from Llanelly to London, has just become a total wreck in a heavy gale off Beachy Head. The captain and crew were saved, and were brought in a hovelling boat to Dover, and were received at the Sailors’ Home in a state of utter destitution. They were unable to save a stitch of clothing beyond that in which they stood up.

Sussex Advertiser - Tuesday 16 February 1864

NEWHAVEN.

WRECK.- The brig Brechin Castle, of Whitby (coals), came ashore at Seaford Head, on Feb. 13, full of water, and has since become a total wreck, having gone to pieces; the crew are missing.

Research by Ben Franks

Seaford Museum

5^th February, 2020.

Please see my other blogs which relate to research done at Seaford Museum.
Links: https://dryplate2colour.home.blog/ relating to Eastbourne photographer Ellis Kelsey.

Please also see my companion blog to 'Dry Plate to Colour' which concentrates on the Early Colour Systems such as Autochrome and Paget Process which were introduced in 1907 and 1913 respectively. I show many images by Ellis Kelsey not previously seen. Please see link: https://earlycolourphotography.blogspot.com/

and http://greatwartales.home.blog/ about four soldiers who trained in Seaford and Eastbourne during WW1

and https://sussexbirds.blogspot.com/ Notes on Sussex Ornithology by the Vicar of East Blatchington for the period 1846 to 1869.

Also a record of two trips made by road from London to Seaford in 1877 Link: https://crooksofseaford.blogspot.com/

and https://lamberecipes.blogspot.com/ being list of over 200 Georgian, Victorian and Edwardian recipes and Remedies by the Lambe family of East Blatchington.

Also an insight into the soldiers and their families at Blatchington Battery and Barracks in the late 18th/early 19th century including riots, executions and the formation of the Rifle Brigade i.e. https://blatchingtonbarracks.blogspot.com/

Seaford Museum is run entirely by volunteers and is funded by its members and day visitors. Please
take a look using the following link: http://www.seafordmuseum.co.uk/

Ship Aground near Seaford Head (Research 1860's Images)

Friday, February 7, 2020

Identification of 1860's Stereoscopic Images of Shipwreck off Seaford Cliffs

Research into Unidentified Stereoscopic Photographs of a Ship

Aground by Chalk Cliffs

(Murray Collection at Seaford Museum).

NRC - Nieuwe Rotterdamsche Courant - May 16th 1862

(translated)

NRC - Nieuwe Rotterdamsche Courant - May 29th 1862

NRC - Nieuwe Rotterdamsche Courant - 31st May, 1862

NRC - Nieuwe Rotterdamsche Courant - 5th of June, 1862

Friday, February 7, 2020

Identification of 1860's Stereoscopic Images of Shipwreck off Seaford Cliffs

Research into Unidentified Stereoscopic Photographs of a Ship Aground by Chalk Cliffs (Murray Collection at Seaford Museum).

NRC - Nieuwe Rotterdamsche Courant - May 16th 1862

(translated)

NRC - Nieuwe Rotterdamsche Courant - May 29th 1862

NRC - Nieuwe Rotterdamsche Courant - 31st May, 1862

NRC - Nieuwe Rotterdamsche Courant - 5th of June, 1862

Research into Unidentified Stereoscopic Photographs of a Ship

Aground by Chalk Cliffs

(Murray Collection at Seaford Museum).