“The S.S. Ethiope, which was placed in the Alfred Graving Dock, Williamstown, for the purpose of ascertaining the leakage in her hull, which occurred during her passage down the Bay on leaving for London with a full cargo of wool, was floated out yesterday and berthed at the railway pier, Williamstown, where she will receive on board the portion of her cargo that was landed prior to her entering the dock. Whilst in the dock a thorough examination was made of the vessel, and the cause of the leakage was discovered under the engine room. The bolts in several of the seams had started, and allowed sufficient water to inflow to cause the vessel’s return to port for examination and repairs. The repairs were speedily carried out, and on the reloading being completed Captain Miles feels confident that the cargo by the ship will arrive in London in time to catch the January wool sales. During the stay of the Ethiope in dock her bottom was cleaned and coated with Rahjten’s anti-fouling composition. The Ethiope will leave again for London during the week.”
And hereby hangs a tale. Here it is: In the matter of the survey of the S.S. Ethiope “I, Robert Barclay, chief engineer of the S.S. Ethiope, solemnly and sincerely declare that we sailed from Melbourne on Sunday, November 17, 1895, bound to London with a cargo of wool and preserved meats. During the passage down Hobson’s Bay my attention was drawn to the fact that there was a leak somewhere in the ship, and by measurement I ascertained there were five feet of water in the bilges. I reported the matter to the captain; then we rigged the pumps and put on the donkey engines to work them. As the state of affairs looked serious, the ship was brought to an anchor inside the Heads on Sunday afternoon. We kept the pumps going all night and next day (Monday), until they became choked with coal-dust. I then advised Captain Miles to return to Melbourne, and have the ship docked and examined. He, the captain, at first was under the impression that it was only the water ballast tank that was leaking, and he demurred to go back with the ship. I was so convinced that the ship was leaking that I told the captain that I declined to risk the men’s lives, and my own, in going to sea before the ship was surveyed. Captain Miles told me that if there was nothing the matter with her, I would have to be responsible for detaining the ship. I undertook the responsibility, and the vessel was accordingly brought back to Williamstown on Tuesday, Nov. 19, 1895. After discharging a portion of the cargo into lighters, the ship was taken into the Graving Dock on Thursday, Nov. 21. One of Lloyd’s surveyors, Mr. Watson (and others, I believe), examined the ship, and reported to the captain, and through him to me, that there was nothing the matter with the vessel, and insinuated that the whole affair was simply a scheme to get the ship’s bottom cleaned, in order to make a quicker passage, at the expense of the underwriters. It was further stated that I would have to pay all the expense of the survey and delay; that I was an incompetent man, and in all probability my certificate would be taken from me. Being ill and weak—through exposure in the water while previously trying to find the leak when the ship was down the Bay—I was confined to my bed by order of Dr. McLean of Williamstown, who was tending on me. When the survey report and comments were given to me, they did not help to make me feel any better; but ill as I was, I determined that I would search for the leak myself. On Monday morning, Nov. 25, the ship being then painted over and ready to be taken out of dock, I went under the ship’s bottom with a table-knife, and had not searched many minutes until I discovered—about ten feet distant from the place where I suspected the leak—an opening where the plates overlap each other. I inserted the knife, and found that only the handle stopped the blade from going in further. I ran on deck, and came back with a long piece of tin, this I inserted in the seam with the result that it went clear in to a depth of eight inches. Still keeping the tin inserted, I found I could carry it along the edge of the plate for a distance of eighteen inches. I then went and brought Captain Miles down to see for himself. He said he felt very glad that I had discovered the cause of the leak, and desired me to leave the knife and tin sticking in the aperture until he telephoned for the surveyors to come from Melbourne. On being sent for Mr. Watson did not come, but Mr. McLean, the Marine Board Surveyor, came down to Williamstown, and on his arrival he at once acknowledged that the whole mystery had been solved. He thanked me for pointing the matter out, and stated that everything would have to be done to make the ship sea-worthy before she was allowed to proceed to sea.
During the past nineteen years I have been engineer on board some of the largest steamers afloat, and have also superintended the building of a number of these ships, and it is not pleasant, after my experience, to have my competency questioned in the offensive manner in which it has been. The above statement is, to the best of my belief and knowledge, true in every particular. And I make this solemn declaration, conscientiously believing the same to be true, and by virtue of the provisions of an Act of Parliament of Victoria rendering persons making a false declaration punishable for wilful and corrupt perjury.” Robert Barclay, Chief Engineer. Taken at Williamstown this 29th day of November, 1895, before me, J. A. Reid, J.P.
As a sequel to the foregoing it may not be out of place to give the subjoined extract from the proceedings of the Marine Board, as reported in the Argus of November 30, 1895:—
“The steamer Ethiope, having returned to port in a leaking condition, was detained for repairs, and was to be examined on November 30 before receiving the permission of the board’s engineer to proceed to sea. Captain Clark stated that he heard a rumour that since the vessel had left the dock she was leaking worse than ever. Mr. McLean, the board’s engineer, said there was no foundation for the report, and it arose from the fact that the water which was in the vessel ran aft as her trim was altered. He had given great attention to the pumps and bilges and was satisfied that she was now quite dry and watertight. His report was adopted.”
SUPREME COURT BUILDINGS, MELBOURNE.
Containing eight Halls of Justice.
The Ethiope’s case requires no comment from me. It speaks volumes for itself! And now my self-imposed task is done; and in bidding good-bye to the readers of this little book, I may state that in writing it I have endeavoured to effect a twofold object. Firstly, to aid Robert Ponting, the Alert survivor, in earning a living, and, secondly, to aid in drawing public attention to what I believe to be important matters, affecting not only the safety of ships, but the lives of men. If I succeed in either of these objects, I shall feel that my labour—which to me has been a pleasure—has been put forth in a good cause. My long experience at, and connection with, the sea have given me at least some little warrant for dealing with subjects relating to seamen and shipping; but whether the ideas I have given expression to will please or not I cannot tell. Under the impression that some good might be done—to use the language of Burns:—
“Sae I begun to scrawl, but whether
In rhyme or prose, or baith thegither,