Sunday, 31 July 2016


According to the 'General Arrangements' plans, December, 1908 (courtesy Turner Shipping), there were a total of 45 first class cabins on the Bridge and Promenade decks - NONE ON BOAT DECK. 20 cabins on Promenade deck of which 14 were large and 6 smaller. 25 cabins on Bridge deck, including 2 large family cabins. These cabins made provision for 106 passengers, which equates with the total quoted accommodation for first class passengers. 

Saturday, 30 July 2016


According to the 'General Arrangements' plan for TSS Waratah, dated December, 1907 (courtesy Turner Shipping), which focuses on the superstructure decks, there are a number of discrepancies which have become apparent. The Inquiry quoted that the bridge house was 175 ft. in length, but according to the 'General Arrangements' plan, the bridge house was only supposed to be 143 ft. in length.

The beam of the Waratah according to the 'General Arrangements' plan was 56 ft., not the Inquiry quoted figure of 59.45 ft.. In fact these (presumably original) plans outline a smaller steamer! Geelong's beam was 54 ft. suggesting that the original plans more closely matched the dimensions of Geelong, sans extra deck!

This reminds me of the Inquiry quote:

She was a larger ship than was contemplated by those rules

Ironically a deep, narrow hull is more stable and if Waratah's beam had been left at 56 ft. perhaps there would have been less stability issues.

Friday, 29 July 2016


We know that Waratah's bullion hold held 300 tons (see image below).

LEAD INGOTS                                         7660 (27 tons)
GOLD BARS                                             7600 (105 tons)
SILVER BARS                                          7350 (2.9 tons - 12.5 ounce bars)
COPPER INGOTS                                   10710 (95.6 - 107 tons)

According to the loading plan: Central Wharf Stevedoring Company:

courtesy: David Willers' In Search of the Waratah.

...75 tons of copper were not stowed in the bullion hold, which held a confirmed 300 tons. Copper fell into the category of bullion and should have been stowed in this hold. It suggests that the bullion hold was full and could not contain a further 75 tons. If my calculations are correct, that would leave about 20 tons of copper in the bullion hold + 27 tons lead ingots + 2.9 tons silver bars + 105 tons gold bars = 155 tons. This figure is 145 tons short of the total 300 tons illustrated in the image.

It could be argued that the 300 tons of lead concentrates loaded at Adelaide (inbound to UK) could have been placed in the bullion hold, but this does not make sense in the context of 1000 tons of lead concentrates in number 3, lower hold. It would have been stowed in one gravity enhancing, enclosed consignment.

There has to be an explanation for the 300 tons in the bullion hold (above) and 75 tons of copper, considerably higher up (main deck - upper 'tween decks). That in itself is a mystery in terms of GM effect. If the bullion hold had been used for carriage of other cargo, the details would have appeared on the image. 

There must have been a significant amount of gold and silver bars on board Waratah when she was lost. I can see no other reason for the 300 tons. As in the case of the RMS Republic the details were not necessarily publicized and documented on the stowage plan, for obvious reasons. 


The Blue Anchor Line steamers were known for their prominent upright funnels and hulls with hardly any sheer. This pattern of design was not overtly problematic in the steamers, including Geelong, with minimal top hamper. Then along came Waratah, hull based on Geelong's. 


Firstly the funnel would have contributed to top heaviness and enhanced broadside wind force, which was noted when Waratah held in a list to leeward. A practical adjustment could have been made after the maiden voyage, but there again, a reduced funnel would have diluted the image gravitas of the flagship.



The sheer is a measure of longitudinal main deck curvature, in naval architecture. The sheer forward is usually twice that of sheer aft. Increases in the rise of the sheer forward and aft builds volume into the hull, and in turn increases its buoyancy forward and aft, thereby keeping the ends from diving into an oncoming wave and slowing the ship. In the early days of sail, one discussed a hull's sheer in terms of how much "Hang" it had. William Sutherland's The Ship-builders Assistant (1711) covers this information in more detail.
The practice of building sheer into a ship dates back to the era of small sailing ships. These vessels were built with the decks curving upwards at the bow and stern in order to increase stability by preventing the ship from pitching up and down.[1]
Sheer on exposed decks makes a ship more seaworthy by raising the deck at fore and aft ends further from the water and by reducing the volume of water coming on deck.

There is no doubt just by looking at profile images of the Waratah that she had limited sheer. I don't even have to go into any details. The claims by Mr Richardson et al that Waratah had a tendency to plough through oncoming swells, often taking seas over her decks, even in calm weather, prove the above and further enhance my belief that with her reduced freeboard, Waratah displayed the characteristic features of reduced buoyancy. 

I believe this settles the issue.

Thursday, 28 July 2016


Waratah collected mails for South Africa at Albany, 23 January 1909, en route to the UK . Albany is a port city 418 km southeast of Perth and is the oldest permanently settled town in Western Australia (wikipedia). It makes sense that steamers bound for the UK, via South Africa, would collect mails. It is also interesting that the mails, according the newspaper source, were destined primarily for South Africa suggesting that in 1909 many people with connections in South Africa lived in Western Australia.

Tuesday, 26 July 2016


On the morning of 27 July, 1909, Waratah took her final curtain call off the Wild Coast. She was sighted by the tramp steamer Clan MacIntyre and polite signals exchanged. Upright, proud and steaming strongly into the southwest, she disappeared from sight at 9.30 am. Waratah was never to arrive at Cape Town.
“The darker the night, the brighter the stars, 
The deeper the grief, the closer is God!” 
― Fyodor Dostoyevsky

The Register (Adelaide) Wednesday 25 November, 1909
                 'NEVER SAY DIE'.
The missing Waratah and the silence and mystery which broods over her fate have deeply stirred the imagination of the world, and Mr. Joseph Conrad - perhaps the best of all living writers on sea subjects contributed a few weeks ago to one of the London journals an article on 'The Silence Of The Sea'. 'Overdue' and 'posted missing' he says, are 'two leaden words of doubt and resignation which belong to the very realm of the ocean'.
There is no year in which ships are not posted as 'overdue' and given up as 'missing'. These words have a perpetual sinister actuality. But it does not often happen that an 'overdue' ship looms large in the eyes of an anxious world, a ghostly craft growing indistinct in the mist of an uncertain fate, tragic with the freight of hopes and dread.
Many hearts in two hemispheres are straining with intolerable anxiety for some sight of the steamship Waratah. Her looming form grows more ghostly from hour to hour - though, of course, 'never say die'.
We on shore should whisper the precept to ourselves, since we may be certain that the responsible men on board would be acting on it from the first moment of trouble to the very last moment of existence.
But the ship has been overdue now for weeks. And this sort of  anxiety does not grow stale. All the world is in possession of the only sea facts which are certain: the ship left for a short coast wise run along the curve of the southern seaboard of  the African Continent: she left her port of call in threatening weather, which developed quickly into a very heavy gale from the westward, and therefore generally adverse to her on all the courses she had to steer while pursuing her way parallel to the contour of the African shore. And she has been six, nearly 10 weeks overdue. 
The sea does not give up its secrets to the prying anxiety of men. The anguish of hearts is nothing to it. It is not tamed enough to surrender what terrors have been left to it by the progress of science and the records of experience, by patient surveys and patent sounding machines, by the alliance of iron and fire, by the accumulated knowledge of a multitude of seamen, and the perfect riveting of watertight bulkheads. No. Not tamed enough yet, not sufficiently stripped of its robe of mystery; within the rent and tattered folds of the somber garment there may lurk yet the form of some inconceivable disaster. But - 'never say die'!
                   'Missing Steamers'.
The first 'missing' record in the history of the passenger service was, I believe, the paddle steamship President, bound from England to New York in the early forties. She was supposed to have run full tilt against an iceberg. That is very likely the true explanation of her disappearance. She must have gone down like a stone.
This is one of the dangers of the sea; yet within the recollection of my seagoing life the steamship Arizona, one of the ocean greyhounds of the middle eighties, repeated the supposed performance of the President. There can be no doubt that she did run against an iceberg, because the lived to tell the tale and exhibited wonderfully smashed bows. Verily the watertight bulkhead had robbed the ocean of some of its terrors. But, considered in relation to the fate of the Waratah, this danger of the sea, peculiar mainly to the North Atlantic, and to the far southern water routes of the globe, may be considered as inconceivable. It is inconceivable that a treacherous floe should have come all the way from the polar icecap to fish for steamers on the African coast - and in the dead of winter too!
Waterlogged wrecks and uncharted rocks are among the dangers of the sea. But waterlogged wrecks are only to be found in the track of the timber trade, and are very rare now, because the corpse of an iron ship, even if stuffed full of planks, generally manages to sink out of the way of the living in a very short time. As to rocks, the coast skirted by the Waratah is perfectly charted, if very rocky in many places. The fog is the most wicked accomplice of all the dancers of the sea; but we know that there was no fog. There was a gale. What a seaman would call very heavy weather. Against this were pitted the seamanlike qualities of the men who manned her and the seaworthiness of the ship - product of the science, the skill of honesty of other men whose hands crafted her lines, put together the hull and engines, and launched her upon the sea.
             On the Agulhas Bank
One of the dangers of the ocean is the seas. I use that word in the sense of waves. On the edge of the Agulhas Bank the seas driven by a westerly gales, are terrible in their steepness. In sailor's phrase they come at one like a wall. In the month of August of the year 1884 the writer was involved, on the very path, which the Waratah should have pursued, in a gale which missed narrowly being the cause of a missing ship. The vessel on board of which he served, went on her beam end and remained thus lying there on her side for 30 hours among these steep seas, whose menacing aspect and vicious rush are not to be forgotten. It was a long drawn experience, an agonizingly prolonged opportunity to 'never say die'.
I suppose we never said it from the habit and tradition of restraint in that professional matter, though we certainly believed that the time had come for us to do that thing which is never to be spoken of as long as one's ship remains afloat.
            Possibility of Collision.
We have seen lately in the case of a big Atlantic liner that this, the worst danger of the modern sea, it robbed of much of its deadliness by the invention of watertight bulkheads. Yet, more than once both colliding ships have been known to sink at one stroke. And a collision in heavy weather, even if not immediately fatal to either, is bound to put both ships in extreme jeopardy, for no ship thus wounded, and with one or more of her compartments full of water, can face with the buoyant courage of a good sea the stress of the gale and the blows of the assaulting seas. 
Reluctantly the possibility of this very thing having happened must be faced - the combination of two dangers of the sea. But he who remembers the tales passing from lips to lips in the world of great waters, tales of ships lost and found again; all these tales belonging to the tradition of the wonders of the sea, will 'never say die'. Never. At first in hope, afterwards perhaps because men's grave silence is the only dignified answer upon the cruel mysteries of the sea.
And, after all, ships have been lost not only for weeks on this small and stormy world of ours, but for months - whole months strung on end together to the number of three and more. One remembers brave tales, wonderful instances too long to tell of here, but whose moral is that we must 
'never say die'

where, oh where, oh where?


The Mercury (Hobart) Tuesday 3 August, 1909

LONDON, August 2.  

The Waratah took the following passengers and cargo:

From Sydney.-
Mrs. J. E. Mullon, Mr. S. G. Sawyer, Mr. J. C. Ritchie; Mr. and Mrs. B. A. Oslear, Mrs. Govett, and Miss Lascelles, Miss Lees and maid, Mrs Crawford, Mrs. and Miss Moore, Mrs, and Miss Hay, Mr. Saunders, Mr. Ebsworth, Mr. Richardson, Mr. and Mrs, Taylor and 2 children, Mr. S. Pearce, Mrs. Allen and 2 children, Mr. and Mrs. Wm. Cousens and infant, Mr. D. R. Boyce, Mr. J. M. S. Hunter, Mr. E. A. Murphy, Mr. Henderson, Mr. A. Wright, Miss. A. Wright, Mr. Wm. Hocking, Mr Wm. Cumming, Mr. and Mrs. C. Swain,Mr. and Mrs. H. Flood, Mrs. Harwood,Mr. F. Norris, Mr. G. Norris, Mrs. Harvey, Miss Miller, Mr. Harvey, Mr. and Miss Bowden, Miss. L. Schauman, Miss D. Schauman, Mr. R. Keys, Mr. C. Murphy,Mr. Barklemore.
The principal lines of cargo shippedwere:-
700 bls wool, 600 tns oats, 100 tnsflour, 300 tns lead, 227 tns timber, 129 blsfur skins, 48 pkgs leather, 500 tns tallow,1,520 css meats, 30 tons furniture, 150 blscuttings, 40 bls gluepieces, 30 bls rags, 34bls sheepskins, 1,050 bxs butter, 3,000 crtsrabbits, 1,000 carcases mutton, and alarge quantity of sundries.

From Melbourne.-
Mr. J. E. Mullon.Mr. S. G. Sawyer. Mr. B. Oslear, Mrs. Oslear, Mr. Wilkinson, Mrs. Starke, Miss Starke, Mrs. J. W. Wilson, Miss L. Wilson, Mr. F. C. Saunders, Mr. G. A. Richardson, Mrs. Wilson, Miss Wilson, Mr. J. Ebsworth, Mrs. Govett, Miss Lascelles, Mr. Neil Black, Miss M. Campbell, Mr. W. K. Jamieson, Lieut.-Colonel Browne, Miss Lees and maid, Mrs. A. B. Woods and child, Miss Hay, Miss Hay,Mr. Morgan, Mrs. Cawood, Mr. E. B. Page, Mrs. E. B. Page, Dr. Fulford.

For Durban: 925 bxs butter, 50crts rabbits, 10 crts-hares, 30 bgs peas.
For London : 
2,023 bls wool, 862 tns flour,100 tns wheat, 50 tns oats, 21 pkgs wine,95 tns tallow, etc., 3,512 crts rabbits, 550bls skins, 63 bls hides, 38 bls leather, 112tns metal type, and a large quantity of sundries.
I have quoted the period article as it appeared in the press. It has limitations in that it does not list passengers embarking at Adelaide. In previous posts the names are listed, but for completeness of this post, here are the passengers who embarked at Adelaide: (courtesy Suzanne-Jo Leff Patterson)

1st Class – Port of Embarkation – Adelaide

Mrs H Cawood                              For Durban
Mr M Morgan                               For Durban
Colonel Browne                            For Cape Town
Miss Lees                                       For Cape Town
Miss Lees maid (Miss Cook)       For Cape Town 
Mrs Hay                                         For London
Miss H Hay                                    For London
Miss Jones                                     For London

3rd Class

Mr Jas McNaught                        For Durban
Mr A Brookes                               For Durban
Mr Waters                                    For London
Mrs Waters                                  For London
Infant                                            For London

Mr R Lowenthal                          For London

Monday, 25 July 2016


When it comes to the Waratah mystery one can spend a great deal of time exploring dusty online corners for more and more information on the ship and circumstances surrounding her loss. 

But one must not lose sight of the 211 passengers and crew who departed Durban with the flagship at 8.15 pm, 26 July, 107 years ago. 

When the streamers snapped last goodbyes lingering on the air, Waratah was shifted into the channel heading out to sea. A final throaty blast from the great ship's horn, a parting memento, no promise of return.

More about those who were on board:

The Sydney Morning Herald, Thursday 9 December, 1909

Mrs. Govett, who was a resident of theWestern district, Victoria, and for some time    before sailing had been residing with Mrs. Orr  at Macleay Street, Potts Point was bound for London.  
Miss Henderson a maid in the service ofMrs Smart of the Hotel Australia booked to London.
Mr J. M. S. Hunter of Glasgow was returning to London from a visit to his son interested in pastoral pursuits in this State.  
Mrs Harvey, Master Harvey and Silas Miller   belonged to Gisborne, New Zealand and joined the Waratah at Sydney for Cape Town.
Mr William Cumming bound for Londonbooked through Cook's at Sydney.  
Mr and Mrs Bowden and Mrs and theMisses Bowden and Miss L. D. Schauman allmembers of the same party boarded the vessel  at Sydney at the last moment. They had beenengaged in Sydney in the hotel business.
Mrs and Miss Wilson saloon passengers  from Melbourne are the wife and daughter ofthe manager of the Royal Bank Victoria.  
Mr J. T. Wilson and Miss Wilson who also  joined at Melbourne resided at Malvern road, Malvern.
Mr G H Tickell whose name appears inthe list of third class passengers from Melbourne was the son of Captain Tickell, Victorian State Naval Commandant. Young Tickell who was an only son was in reality attached to the engineering staff of the Waratah and making the trip for the purpose of gaining practical experience in marine engineering.  
Miss Lascelles of Geelong is a daughter ofMr Lascelles of the firm of Dennys,      Lascelles and Co and one of the Geelong  Harbour Trust Commissioners.  
Mr Neil Black is a well known pastoralistof Noorat in the western district of Victoria.
Messrs Page, Calder, and Clark who werebooked from Melbourne in the third class are  well known in connection with wood chopping  contests and were proceeding to England with  the intention of giving exhibitions of wood chopping. Mr Page in whose hands were the arrangements for the tour was confident when the steamer left Melbourne of the success of the speculation as both Calder and Clarke were champion axemen. Calder, a Tasmanian, presented a striking appearance when standing with his axe in his hand beside the block which he was to cut through. He was 6ft 5in in height and broad in proportion with fine head and shoulders. He appeared on two occasions at Fitzgerald's circus building when he took part in the wood chopping carnivals organised by Mr E Erskine Scott and won several prizes.
Mr Charles Taylor and his wife and twolittle children were returning to KimberleySouth Africa from Australia. Mr Taylor  lately worked in De Beers mine at Kimberly and was an active member of the local North of England Association.
Lieutenant Colonel Percival John BrowneCB who joined the Waratah at Adelaidecommanded the Dorset Yeomanry.  He was born in the year 1862 and  was the son of the late Mr W. J.Browne of Buckland, Filleigh, North Devon.In 1892 he married Bernarda Gracia, daughter  of the late Mr T. E. Lees of Woodfield, Oldham, Lancashire. Lieut- Colonel Browne com  manded the 7th Battalion of the Imperial  Yeomanry during the South African campaign  and was twice mentioned in despatches. Forhis services he was created a Companion of  the Bath in 1900. Lieut Colonel Browne was  the master of the Blackmore Vale Foxhoundsand his address was Fifehead, Magdalen,    Gillingham, Dorset, Eng.
Miss K. Lees was a niece of Lieut ColonelBrowne and was travelling with him. Shehad been on a visit to Australia and was returning by the Waratah.
Miss L. Cooke was Miss Lee's lady's maid    and was returning to Capetown with her.
Mrs Allen was the wife of Captain A. Allenwho holds the position of chief officer of thecargo Steamer Karori, belonging to the UnionS S Company of New Zealand and employedin the produce trade between Devonport andother Tasmanian ports and Sydney. Mrs Allenwho resided at No 95 Campbell street, NorthSydney took an infant with her and was boundon a pleasure trip to London.
Miss Rose Allen a little girl 6 years of agewas the daughter of Captain A. Allen of theKarori by his first marriage and was accompanying her step mother on a visit to England.
Mr. John Ebsworth was a prominent solicitor practising in Melbourne and was the holder of a master mariner's certificate. Prior to engaging in the practice of law he occupied the positions of second and chief officer of steamers trading between London and Australia for seven or eight years, and on account of his seafaring experience his services were greatly sought for in the Marine Court of Victoria. Mr. Ebsworth was a prominent Mason and was the son of Mr. John Ebsworth, solicitor of London.
Mrs Starke and Miss Starke were the motherand sister of Mr H E Starke barrister ofMelbourne, who was admitted to the NewSouth Wales Bar on November 2. Mr Starkefor whom much sympathy is felt appeared inSydney recently in the patents case.

The Waratah had 92 passengers on board
when she sailed out of Durban Harbour. Of
these 53 had travelled from Australian ports
and the remaining 39 joined the vessel at
Durban - 36 bound for London, and three
coastal passengers booked to Capetown.
Women and children formed a large
proportion of the missing passengers,
consisting of:
WOMEN .. .. .. .. 43
CHILDREN .. .. ..22
MEN .. .. .. .. .. .. 27
Total .. .. .. .. .. .. 92
Appended is believed to be a complete list
of the passengers from Australian ports on
board the Waratah:


Miss M. TAYLOR. 8.
Mrs. HARVEY, of N.Z.
Masters HARVEY, of N.Z. (2).


Mrs. ALLEN and infant.
Mr. J. M. S. HUNTER, 45, married.
Mr. E. A. MURPHY, 31, married.
Mr. WRIGHT, 40.
Mrs. WRIGHT, 36.
Mrs. BOWDEN, 55.
Miss BOWDEN, 25.
Miss L. SCHAUMANN, 11.
Miss D. SCHAUMANN. 10.
Mrs. BOWDEN and infant.
Master BOWDEN, 6.

Total from Sydney, 26.


Mr. E. B. PAGE.
Mrs. E. B. PAGE.

The only passenger from Melbourne for
Capetown remaining on board when the
Waratah left Durban was:


Total from Melbourne, 21.


Mrs. A. HAY.
Miss H. G. HAY.


Lieutenant-Colonel BROWNE.
Miss K LEES.
Miss L. COOKE.

Total from Adelaide, 6.

The Sydney Morning Herald, Thursday 9
December, 1909.

The ship's company of the Waratah when
she left Sydney numbered 115 (119) all
told -15 officers and engineers, two
apprentices and 98 stewards, cooks,
firemen trimmers, and sailors. 

Appended is a complete list. 

The names in bold were not listed on the Inquiry transcript - F Little was on board when Waratah allegedly ran aground off Kangaroo Island. I get a total of 114, not 115.


1. Captain J E Ilbery, master
2. G Owen, 1st officer (39), - Melbourne.
3. H F Hemey, 2nd officer (27), Darlington
4. J P Morgan, 3rd officer (25), Abdrys South
5. G Thurston 4th officer (24), India,
6. H C Fulford, Surgeon (27) Melbourne
7. P Skailes, Purser (32), London


8. G W Hodder, chief engineer and chief ref engineer (37), London,
9. A U Hunter, 2nd engineer (31), Perth
10. T Humphrey, senior 3rd engineer (25) Rochester
11. F T Hunt, junior 3rd engineer (26), Margate
12. J H Jamieson, senior 4th engineer (26), Aberdeen
13. J Hamilton, junior 4th (23) Arran
14. F Monk, 5th engineer (21), Brick
15. S A Hamilton, ref engineer (48), Glasgow


16. H A Gibbs apprentice (18), Bognor, 
17. N H G S Clarke, apprentice (21), Kindon


18. J Templeton, chief cook (39), Glasgow, 
19. C W Southwell, ship's cook (26), Hull 
20. A Nicholls, forecabin steward (22), London, 
21. L E Gorham, FC pantryman (26), London, 
22. F Sale, 3rd cook (23), London, 
23. A Sach, 4th cook (19), Westham, 
24. A E Phillips, baker and confectioner (35), Hants, 
25. J Jones, 2nd baker (34) Catford, 
26. O E Haysom, butcher (38), London 
27. F Poland, assistant butcher (24), London, 
28. P Murray, sculleryman (26), Stepney, 
29. S R Whitehorn, stewardess (35), London, 
30. M A Anderson, 2nd stewardess (50), Prompton
31. Emma Swan, stewardess (40) Creswick, 
32. P Oxford, barman, storekeeper (26), Alderley, 
33. K Papinean, pantryman (60) London, 
34. F Shasal assistant pantryman (17), London and 
35. J C Clark, bedroom linen steward (30), Sydney

Other stewards were -

36. C Baxter (19), Hertford,
37. P C Bonham (28), Southgate, 
38. W W M'Phee (25), Melbourne, 
39. W R Allan (29), London, 
40. A Dennison, (23), Halmont, 
41. W B Rogers (28), Ashton, 
42. E Rumbold (44), London, 
43. A. R. Francis (27), Maidstone,
44. W F Edwards (18) Chelsea, 
45. L Burgess (23) Ipswich,
46. W G White (27) New Cross, 
47. A Woodcock (23) Dover, 
48. C H Hammond (18) Forestlake, 
49. E J Walters (19) London,
50. G Wyborn (22) Sydney, 
51. W M Campbell (22) Perth, 
52. F Trott (16) London, 
53. A Blake (18) London, 
54. P R Alexander (21) London, 
55. T Ings (27) London, 
56. W Thomas (45) Danelly, 
57. F Little (25) Limerick and 
58. F M Wellington, steward and bathman (26) London, 
59. C Sudbury, general servant and butler (35) London, 
60. P F Monaghan, general servant and writer (18) Glasgow.


61. R Walker carpenter (28) Greenock,
62. A Georgeson boatswain (35) Shetland, 
63. N J  Schäfer boatswain's mate and lamp trimmer (26) London,
64. E Stace boatswain's mate and AB (38) Ashford,
65. S Pearson donkeyman (30) Sohresborg, 
66. W Smith storekeeper and refrigerating greaser (45) London,
67. W Walters ref. greaser (30) Melbourne,

greasers and firemen were:

68. R Steiner (31) Breslau,
69.J Conn (34) London,
70. A Cumming (26) Teymouth, 
71. J Jewers (26) London, 
72. W Comper (29) London, 
73. J Lydiard (27) London, 
74. O Tuscher (44) Germany
75. T Immelmann (20) Pretoria,
76. J Nelson (44) Gothenburg,
77. C Butcher (28) Kent,
78. J Clarke (29) London,
79. C Samuelson (37) Gothenburg, 
80. J Jackson (38) Gothenburg, 
81. J Jacobson (38) Gothenburg,
82. F Dorander (28) Stockholm,
83. M Leiflora (41) Silesia
84. R Backer (41) Germany, (Bocker) 
85. W Reinsch (38) Germany, and 
86. K Lindross (26) Helsingfors,
87. C French fireman (32) Bognor and 
88. T Coulson fireman (20) Highwill,

Trimmers on board were:

89. J Steel (18) London,
90. H Dance (27) Baskingside,
91. A Bellringer (25) Yeovil,
92. H Young (22) Sydney,
93. J Keough (22) Sydney
94. A Sandon (22) Sydney, 
95. H M'Crone (24) Glasgow, 
96. W Thornton (22) Redcliff, 
97. J Kelly (21) Sunderland, 
98. K Harman (24) London
99. G Dixon (25) Birmingham and 
100. G Meek (29) Glasgow,

The able seamen were:

101. W Belshaw (48) Aberdeen, 
102. M M'Iver (36) Sternaway, 
103. H G Smith (37) Tenby, 
104. W Rackliff (29) London 
105. T Newmann (56) Hobart,
106. G W Ambrose (25) Birmingham,
107. C Turkle (38) Essen, 
108. W Waite (33) London, 
109. W Harding (36) Melbourne,
110. C Allen (37) Orpington, 
111. G Shea (37) Cloyle,  
112. A P Moore (29) London, 
113. A Martin (31) Norway,
One man named

114. R. Robinson of Sydney - was
signed on as ordinary seaman.

It is probable that some of the members
of the crew left at other ports of the

Names which appeared on the Inquiry
transcript but are not listed above:

1. F Benson - trimmer.
2. H Barr - carpenter's mate.
3. A Brown - fireman and trimmer.
5. J Costello - able seaman.
6. H W Harding - general servant.
7. P Isaacs - general servant.
8. W McKierian - trimmer.
9. O Schelier - fireman and trimmer.
10. H Seiffort - fireman and trimmer.
11. E Sterne - general servant.
12. H Tanner - fireman and trimmer.

TOTAL    119

Weather conditions in Durban today:

21 degrees
4.2m double overhead waves
high tide: 07.48 am   low tide:  01.45 am
high tide: 08.25 pm   low tide:  02.00 pm
sunset: 05.20 pm
wind speed: 13 km/hr