P&O Liner ‘Maloja’ Sunk off Dover.
Terrible Sunday Morning Disaster.
155 Drowned. Inquest on 58 Bodies at Dover.
On Sunday morning at 10.30 the inhabitants of Dover heard a loud report, like that of a heavy gun. Those who were in view of the sea saw a large P&O liner just to the west of Dover and a column of water and debris blow up into the air from her stern. The Dover Harbour tugs “Lady Brassey and Lady Crundall” at once steamed to the vessels assistance followed by many trawlers, dredgers etc. The vessel, which was the largest boat of the P&O line the “Maloja” was at the time proceeding at full speed and directly the explosion occurred the engines were stopped and then put astern to stop the “way” of the vessel, so that the boats could be lowered, unfortunately the damage done by the explosion to the starboard quarter resulted in the engine room being flooded and before the engines could be stopped from going astern the engine room filled with water, and the vessel gathered stern “away”.
This was a most unfortunate occurrence as whilst the vessel was moving astern, the boats could not be lowered and the rescue work was attended with great difficulty, it being impossible to go alongside to take people off. The vessel continued to go down by the stern and to list to the starboard until it lay on its side then slowly sank. Three or four of the boats got away, but the majority of those saved jumped overboard and were rescued from the water. The end of the vessel was watched with intense anxiety by the assembling crowds on shore and twenty-four minutes from the explosion the vessel sank.
The work of rescue proceeded for some time, and shortly before 11.30 the boats had been so busy saving life began to return to the Harbour. Many were taken out of the water nearly dead and these hurried on to the hospital ships “Dieppe” which took over a hundred and the “St. David” where everything was done to restore life and assist those suffering immersion.
For some time it could not be ascertained if the loss of life had been considerable, but as the dead began to be brought ashore it was seemed that there had been a terrible calamity. Those who were alive were kept in the hospital ships for some time and eventually were conveyed to the Lord Warden Hotel by Naval ambulances. The rescued were wearing all descriptions of clothing supplied by the Hospital Authorities in place of their own wet garments. The native crew were sent to the Sailors Home.
Chief Constable Fox, to whom the task of taking charge of the dead was allotted, decided to use the Market Hall as a temporary mortuary, there being no other place available. To this building the dead were taken during Sunday afternoon their being no less than forty-five housed there before the evening. They comprised men, women and children.
Amongst the men were several passengers including an officer in military uniform wearing the Military Cross and many Lascar members of the crew. There were little children and a baby, whilst the women included in addition to passengers, two of the stewardesses and a native women. The bodies were all laid on straw in two long rows on the side of the Market Hall beneath the Museum, whilst as the bodies continued to increase, on Monday a third row was commenced.
The disaster was followed by a second one. Directly behind the “Maloja” was the steamer “Empress of Fort William” which at once steamed to the “Maloja’s” assistance and was itself blown up. Fortunately the crew of this vessel were getting the boats ready at the time and were able to save themselves without loss, their vessel sinking half an hour later.
The Inquest.
The inquest took place on Tuesday morning at the Town Hall before the Borough Coroner (Mr S. Payn). It dealt with the largest number of deaths that Mr Payn, during his experience of over thirty years, and had to inquire into at one time. During the course of the procedure Mrs Asquith, the wife of the Prime Minister was present for about half an hour. In the quaint old-world formula with which the Coroner always opens inquests, he described it as an “on George Saunders and fifty-four others”.
The jury of which Mr Hookway was foreman was as follows – Messrs. E. Wood,
H. Crundall, W. Langley, A. Hughes, S. Leigh, W. Pepper, H. Hentall, G. Spain,
J. Alexander, A. King, W. Law, J. Hogben, G. Thomas and J. Lukey.
The Coroner before the jury proceeded to view the bodies said; I am sorry to have to call you all together at this early hour, but this case necessitates it. It is a very sad occurrence and one of the worst we have had happen here since the war. It appears this ship belonging to the P. and O. line the “Maloja” had just started on its outward voyage and passed here last Sunday. When about a mile and a half from the port the vessel was suddenly blown up and sank in about twenty minutes and the crew and passengers were practicably cast into the sea.
I understand that 155 out of the crew and passengers were lost and the others were saved by the timely help of boats and other craft that put off to their help. Most of the bodies were landed in the town, but some of them drifted to various places, and all were brought in here so that one inquiry only would be necessary as to their deaths. I shall have to detain you a little while in trying to get the names and description of the various bodies, I understand that only fifteen out of the fifty-five we have as yet have been identified. There are several Lascars and I do not suppose we shall ascertain the correct name of these.
With regard to the passengers there is time and before they are buried I expect that proper names will be given to them, and that they will be properly registered in the ordinary way. The bodies are in the Market Hall – the most convenient place, and I will ask you to visit them and take what evidence we can. I am informed by Captain Irvine of the vessel, has been ordered to be present in London this afternoon so that he could not be here; but the Chief Officer of the vessel and some others were present and they can give some account of what happened. The evidence must necessarily be short but a good deal of time will be taken up in getting the bodies properly identified. Before concluding I wish to express my profound sympathy with the relatives of the unfortunate people who have lost their lives.
B. G. Unwin, first saloon bar steward of the “Maloja” said; I have been to the Market
Hall and recognised No.6 George Saunders first saloon deck steward; he was about 46 years of age. No.42 is Herring, a bedroom steward aged 24 years. No.55 is Lucas, a bedroom steward aged between 55-60 years. I went to look for my own friends and recognised these others. The vessel left London on Saturday. I did not see what happened but I got into the water. I do not remember being picked up.
Brigadier-General W. K. McLeod said; I was a passenger on board the “Maloja” with my wife. I have seen her body at the Market Hall. Her name was Florence Mary and she was 38 years of age. My wife and I were walking on the deck between ten o’clock and half past, and suddenly I heard an explosion about 10.25. I thought it was a gun at first and it was right aft. I then saw a huge amount of debris being thrown through the air from the explosion. We rushed and got lifebelts and got into a boat on the port side. The vessel remained on an even keel for about five minutes. They tried to lower the boat but could not owing to the list. They lowered the boat next to us but it capsized. The boats were against the side of the vessel. When the boat upset we were told to get out and into the boats on the starboard side. The ship was then listing badly and we could not get into the boats. The vessel was then awash and as we could not get into the boats I pushed my wife into the sea. The waves were breaking over us and knocking us about then. I swam after her and got hold of her and supported her for half an hour or more when we were picked up by a trawler. We both had lifebelts on. The crew of the trawler did all they could to restore my wife, but they could not. She never spoke after going into the water. I think the shock of the cold water killed her. It was very rough water to swim in. We were transferred on to a destroyer and hauled up the pier. There were several other ladies in the boat. The only other body I recognised was that of Dr. W. K. Miley, who was a first saloon passenger.
A juryman; Have you any complaint to make about the composition of the crew? Was everything done to save life? – As far as I can say, thier was no confusion. Everyone seemed to be in his place but the falls seemed to jamb because I take it, of the list of the ship. Was each boat under the command of some officer, a white man? – That I cannot say.
Chief Constable Fox said that No.2 on the list is a Lascar landed at the Naval Pier and received at the Market Mortuary on Sunday afternoon; he was picked up at sea immediately after the occurrence.
No.3 is believed to be a member of the crew and a man named Kemp, but he has not been identified; the body was landed at the Naval Pier; there was a ring with the initials “E. K”
No.8 is a Negress dressed in a red robe probably a nurse, not identified; she was landed at the Naval Pier; witness was told that she was suffering from a serious illness and was returning home to die in her native land; she was from 50 to 60 years of age.
No.9 is a passenger believed to be G. E. Pent; that name was found on some paper; he was wearing a war service badge.
No.10 was a Lascar landed in a perfectly nude state.
No.11 on the list is a male European who was perfectly nude he was 5ft. 10ins in height he was at least aged 30 years.
No.12 is a lady probably a passenger; she is not identified and was landed at the Admiralty Pier, she had two watches and a quantity of jewellery and notes; she is about 25 years of age, she was wrapped in a blanket; witness expected that she was alive when rescued.
No.13 has been identified by Mr. Woodgate of Beach-Croft, Grange Road North Finchley as the body of Phyliss Making aged 25 years the body was nude and the property handed to witness by the embarkation officer.
No.14 is a Lascar who was perfectly nude.
No.15 is a Lascar believed to be Plugno Masscarih believed to be Assistant Surgeon.
No.16 he was dressed in military uniform with several medals including the Military Cross.
No.17 has been identified as Mrs Seymour the stewardess.
No.18 is a male apparently a deck hand.
No.19 is a male who was perfectly nude.
No.21 is a Lascar dressed in a blue dungaree suit.
No.23 is a female landed at the Admiralty Pier – not identified she had a locket and chain and a wedding ring.
No.24 is a girl about 13 years of age she was wearing a ring and a brooch representing a peacock.
No.26 is a man named Monsieur Ferah with a permit from Scotland to embark at Tilbury there was a letter written in Chinese or Japanese.
No.27 is a lady who lives at Plymouth – from the address someone was coming to identify Mrs Hyham and baby.
No.30 is a Lascar not known.
No.31 is a man of colour.
No.32 is a lady with no property. Witness stated that in some cases the property was taken from the bodies and sent and he did not know to whom.
No.33 is, witness believed, Samuel Carswell. Chief Shipping Agent. He is in Naval uniform; witness had a telegram asking for information in respect of him.
No.36 is a Lascar.
No.37 is a male and probably one of the crew.
No.38 a male unknown.
No.39 a female identified as Mrs Stoddard by her son.
No.40 is a stewardess.
No.41 is another Lascar.
No.43 is a Lascar
No.44 is believed to be R. E. de Mello. B. A. Cantab.
No.45 is a Lascar and he was found on Shakespeare Beach by a guard.
No.46 is a Lascar also found on the beach.
No.47 is a Lascar also found on the beach; he had £8. 0s 7½d.
No.48 is a Lascar.
No.49 is a Lascar who was landed on Monday.
No.50 is a Lascar found near the Warren on Monday morning he had a label on him, Mons Fernardi No. G. S. 24.
No.52 is a little baby dressed in a brown velvet jacket and about nine months old; found near the Warren the jacket was fastened with military buttons and the child was probably a soldier’s.
No.53 is a Lascar found at Deal.
No.54 is a male person supposed to be Lieut. C. Mackenty that name appears on the passenger list and he had a card on him bearing that name. The Coroner said that all people embarking ought to have a disc like the Naval and Military people had.
Second Lieut. C. Vincent said; I recognize No.1 as F. J. Scobie my brother-in-law. He was 30 years of age. He was an accountant in the National Bank of India and he was going to take up his appointment after a holiday. I saw him of at Liverpool Street Station on Saturday. He had recently been married to my sister, who was saved. She was near the stern of the boat and her husband ran to her and tied a lifebelt to her and she tied one round him. They got into two boats but had to get out owing to the list. Eventually they slid down the side of the vessel and that was the last she saw of him. She did not see him in the water. She was in the water for twenty-five minutes, she was given a card by a man who picked her out of the water and she lost it, but wanted to obtain his name. There were five children and witness’s sister on board. One is in hospital and another saved.
No.51 was the body of witness’s sister, Daisy Pardi. She was 22 years of age and lived with witness. Witness recollected being picked up by a trawler. She had a lifebelt on and was in the water half an hour. She had no recollection of anything else. A lady who accompanied the witness, who was very much overcome, said that she had come down to her daughter who was saved and was taking charge of the witness for the present.
Mrs Mary Harris said; No.20 is my brother-in-law, Henry J. Harris. He was in the Indian Reserve of Officers. His rank was lieutenant, but he was acting captain. He was going out to India and I saw him last alive on Thursday. He was aged 51 or 52 years. His wife was saved but is too ill to attend.
Horace Martin the Head of the Appointments Department agent for the Crown Colonies Whitehall said that No.29 was the body of Dr. W. K. Miley who was senior medical officer in the Indian Emigration Department. He lived at 10 Eaton Square Dublin. He was 62 or 63 years of age. He was proceeding to Calcutta to take charge of an emigrant ship going to Jamaica. He was alone.
Bombardier E. Penney, R.G.A. Fort Burgoyne Dover said; No.22 is the body of Charles Edward Kensett, gunner, R.G.A. He was 23 years of age. He left Dover on Friday to embark on the vessel.
Charles Duncan Forbes, Chief Officer of the “Maloja” said; No.17 is the body of Mrs Seymour who was a stewardess.
No.17 is the body of Mabley a stewardess.
We left Gravesend at three o’clock on Saturday afternoon on a voyage to Bombay. The vessel was of 12,500 gross tonnage. All went well till we got off Dover at 10.15 a.m. About 10.30 I was on the bridge with the captain. We had received directions from the examination vessel as to the course. We followed them manually. We had seen nothing. We were the first vessel in the line, having overhauled all the others.
The “Empress of Fort William” had been in front of us. We suddenly heard a loud explosion aft and turning round saw the debris being blown up on the starboard side. It was not a very loud explosion, more like a gun going off. It was an external explosion. It might have been either a mine or a torpedo but my own idea is that it was a torpedo. Two ships were blown up in line, the one being dead astern. As soon as the explosion occurred the engines were stopped and then put astern. To take the “way” off, and the signal blown for the boats. There was no confusion at all everyone was quiet and calm. The vessel at once began to list. The boats were all out, but before they could be lowered in the water the vessel began to list. Some of the boats got away. But I cannot say how many. We could guess the fate of the vessel at once.
I went down on to the hurricane deck and whilst there the captain shouted “I cannot stop the engines.” That was on account of the engine room being flooded. The engines were then going full speed astern as far as I could judge. The passengers were then getting into the boats on the starboard side. We could not get the boats down as the ship was going to fast astern. If they had been lowered the probability is that they would have capsized. The vessel was going astern away from the shore and settled down aft with a list to starboard. When the captain said he could not stop the engines I went to the engine room to take the captain’s message, and the water was up to the second platform. I could not see the engines. She was listing now gradually till she lay on her starboard side and then went down. I saw two or three boats leave the starboard side and I left the vessel when the water was up to the boat deck. I had a lifebelt on.
I was picked up by a destroyer after being in the water an hour. It was very cold. Everything that was possible was done. As far as I saw the whole of the native crew behaved very well. I saw them practically up to the last. It would be a good thing if all the crew and passengers wore identification discs. I think everyone should wear one now.
The foreman; you expressed the opinion that some difficulty arose in connection with the vessel going astern so rapidly. Would not that have been minimised if you had been able to stop the engines? – Yes we should have been able to get the boats away earlier. – Is it not possible to stop the engines from any other part of the vessel than in the engine room? – No not to actually stop them. – Has it ever occurred to you that such an occurrence as this points to the necessity of being able to stop the engines from some other part, by some means or other? If you had been able to stop the engine five or ten minutes sooner you would have been able to get other boats away too? – If we could have stopped the ship we could have got away the boats earlier, and it would be a very good thing if we could stop the ship from some other position.
Another juryman; did the engine blow up? – There was an explosion afterwards but I do not know what it was, whether it was the boilers or not. – In the light of events would it not have been better not to stop the engines at all, and have headed for the shore? – It might have been but conditions would have been much the same. The ship would have “way” on her and if the ship had gone down headway on her we should not have got many boats away.
A juryman; did the passengers have a trial with a lifebelt the day before? – The night before when we anchored in the mouth of the river and the captain instructed all the passengers and a steward showed them how to put on a lifebelt and they were warned to have their lifebelts at hand day and night and not to part with them.
That accounts for so many having them on? Yes.
The Chief Constable said that he had just received a telegram from Birmingham in regards to two refuges, who were on board, husband and wife. The woman had a ring engraved with “June 10th ” a body with a similar ring had been picked up at Ramsgate but amongst the property that had been handed to witness, and which he could not say to whom it belonged, was a similar ring. It was decided to adjourn the inquest till Thursday afternoon at 2.30 p.m.
The Adjourned Inquest.
Dramatic Story by the Captain.
The adjourned inquest on the fifty-five bodies was resumed at the Town Hall on Thursday afternoon. Since Tuesday three more bodies have been added to those in the Market Hall and the jury before closing the inquiry viewed these bodies also.
The P. and O. Company were represented by Mr Bullock, who expressed their sympathy with the relatives of those lost.
On resuming, the Coroner proceeded to take the evidence of identification of the bodies that were viewed on Tuesday. The following were those identified.
No.64 Lieut. Mackinty, Indian Army identified by his brother, who said that at the last minute he was ordered to proceed on the “Maloja” instead of by Marseilles as he was meant to go.
No.9 George Edward Pert a skilled labourer from Portsmouth Dockyard.
No.32 Mrs B. Crocker, proceeding from Devonport to join her husband at Gibraltar.
No.44 Rogue de Mello a barrister returning to Bombay.
No.23 Mrs Bowen proceeding to Gibraltar from Devonport to join her husband.
No.25 Elsie Bowen, Mrs Bowen’s ten-year-old daughter, another daughter was saved.
No.16 Assistant Surgeon W. J. S. Maine of the Indian Army who received the Military Cross from the King last Wednesday.
No.12 Miss E. J. Page a governess, returning to Spain after coming home to see her brother who had wounded and who identified her.
No.31 Hem Chandja Satpache a Hindoo barrister.
No.11 W. E. F. Sadler, winch man.
No.42 Henry George Herring, steward.
No.27 Mrs C. Higman going out from Plymouth to join her husband at Gibraltar.
No.52 her son, Henry Charles Higman aged 14 months.
No.3 John Fisher Kemp, first class bedroom steward.
No.38 A. B. Trewling, engine fitter going out to a dockyard abroad.
No.37 and 57, Mr and Mrs Wery, Belgian refugees who were going out to India from Birmingham, the husband was going to manage a glass factory in India.
Apart from the Lascars who were not identified, Chief Constable Fox said that there were only two bodies not identified. One of these had a passport, and was believed to be a Persian named Ferax. The other man, No.18 looked like a sailor aged about 56 with grey hair and moustache and dressed in blue. Captain Irving said that he did not have anyone in the crew of that age.
The jury returned a verdict that the fifty-eight persons on whom the inquiry was held met their deaths from immersion as the result of the liner “Maloja” being struck by a mine and sunk. They expressed their greatest sympathy with the relatives of those who were lost.
Captain Charles Edward Irving said; I was the captain of the “Maloja.” She belonged to the P. and O. Company. They left Gravesend at three o’clock on Saturday. We received our instructions, and followed them exactly. We passed Dover at 10.15. About ten minutes later, when to the west of Dover, there was a tremendous explosion in the aft end of the ship. I was looking ahead and the Chief Officer happened to be looking aft and he said “A mine!” I looked aft and saw boats and davits going up in the air. The poop was blown up. I ordered the engines to be stopped, the hands piped to stations and I then ordered the engines to be reversed to stop the “way” of the ship to enable the boats to be lowered. Everybody in the ship was at their stations within one minute of the signal being sounded. I may tell you before the explosion at six o’clock in the morning all the boats were put out and made ready for immediate use with provisions. There were eighteen boats on the davit. There were eighteen boats on the boat-decks with all their lashings taken off, and all ready to float in the event of the ship being sunk.
Before the ship arrived in the Downs there was ample boat accommodation for some 1,200 people. The total number of lives on board were 441 as near as I could estimate. In addition to having the boats ready, I had all the main scuttles closed with their dead lights (a steel plate) and all water tight doors closed on the main deck. In fact, every possible precaution was taken after receiving the Admiralty instructions to enter the channel.
After the people went to their stations the ship started to list slightly. At first all the passengers were in the boats and the men ready to lower away immediately the ship stopped. I had put the helm hard a port to head inshore. When I considered that the ship was losing headway. I rang the telegraph to stop the engines, and was standing by to give the order to lower away the boats but the ship to my dismay, only stopped what appears to be a few seconds and then rapidly began to pick up sternway. I at once went round to the telegraph and rang it to stop but the dial indicator in the engine room showed the ship going full speed astern. I saw that the crew were anxious to lower away the boats, and I gave the order on the port side not to lower the boats as the ship had too much sternway on her. At this time the ship was listing heavily. I went to the engine room telephone, I could get no reply, I then dispatched three members of the crew to go as quickly as possible to the engine room to tell them to stop engines, at the same time telling the Chief Officer that I could not get the engines to stop. He went with all haste to the engine room to endeavour to have this carried out, but came back and reported to me that the engine room was filling with water, I then saw that it was more or less a forlorn hope of getting the boats away as the ship has eight or nine knots of sternway on her.
Whilst this was going on the ship was listing about 60-70 degrees. I then told the officers to do the best to get the boats away and man the rafts, which they were already doing. I should like to add that before overnight all the passengers were practised by myself and staff in the use of lifebelts. Every passenger in the ship was told wherever they went in the ship – their meals, their cabin or on deck – that they were to carry a lifebelt with them, however inconvenient it was and that at the time of the disaster, I think I’m right in saying that everyone on the ship had a lifebelt on. I attribute to these precautions the fact of so many lives being saved under the most awkward conditions. Continuing his story, witness said; at this stage it was a case of everyone saving himself. Everybody appeared to me to be assisting each other, and from the time that the explosion took place, till I landed at Dover I never heard a shriek from children or women, firemen or Lascars or anybody. The officers got some of the boats away from the starboard side but I did not see this done owing to the list of the ship, as I was on the port side of the bridge. But, with the ship going astern it was a most marvellous thing they got boats away at all. By this time the ship was representing the picture that the “Daily Mail” produced of the sinking of the “Blutcher”. Her masts were horizontal with the water, and the crows-nest on the foremast was touching the water I saw those people who were not in boats or rafts jump into the water. I walked down the port side of the ship and also got into the water, there being nothing more to be done. The vessel sunk within five or six minutes after that. I was told the vessel was afloat for twenty-five minutes. I cannot vouch for the time as I did not see the clock. Everything possible was done to save life, every man was well drilled and at his post within one minute and everyone was calm. I think a great number of the lives of the natives were lost in the explosion itself as their quarters being aft. There were Lascars in the engine rooms and deck departments and about 65 native pursers.
Mr Bullock said that the particulars forwarded to him by the company were that there were 223 Lascars of which 137 were saved and 86 lost, and 112 European crew of whom 92 were saved.
The captain said that he should like to say that none of the officers were in the boats. He did not think that there was an officer or an engineer or anyone belonging to the ship who were saved who was not taken out of the water. People might say “all the officers were saved” but he attributed that to their better stamina and being able to stand exposure to cold better than natives or lady passengers.
The Coroner; how long were you in the water. – About thirty to forty minutes, I was picked up by the “Lady Crundall” but it seemed like three weeks. It was very cold indeed. There was a rough sea, which made it worse for getting the boats away. Every thing was against saving life and under the circumstances we were lucky to save so many. If the engines had stopped we should have got everyone out of the ship in five minutes. On the homeward passage at Aden we practised collision drill and the bots were away out of the ship and hoisted back after rowing around the ship in twenty minutes. You must take into consideration that the present passengers only joined the ship the afternoon previous.
The Coroner; did you tell them what boats to go to? – Oh yes but there was no question about that. We had so few passengers for the boats that it did not matter which boats they went to. They were all in the boats within one minute? – Yes – quite.
A juryman asked if during the twenty-five minutes that elapsed before the ship sank, there was not a time when there was slack water enough to launch the boats? The captain said that there was not two seconds. In such a heavily engined ship it stood still for a very short space of time and then took up the other way. It was not like a bluff-bowed cargo steamer, where they had to work away at the engines two or three minutes. He was watching for an opportunity of lowering away the boats, but the ship never stood still to do so safely. Lowering boats with “way” on the ship produced the worst class of accident. The boats fill up and the people were drowned outright. As all the people were in the boats, was there not an opportunity of dropping them? – You must remember there is a long way to lower the boats and they have to be unhooked. With a lot of people in the boats there is more danger than in sticking to the ship. Most accidents happen that way. The only loss of life that occurred in a case three or four years ago was in lowering two boats down with “way” on the ship and the whole of the seventeen passengers were drowned.
The captain agreed with another juryman that it would be a good thing to have an arrangement by which the engines could be stopped from the deck. No merchant vessel was so fitted, but he believed that destroyers were. The present arrangements were all right in ordinary conditions but when one has to deal with hunnishness and frightfulness, they had to go to extreme means to overcome them. The jury suggested that the Board of Trade should be asked to take notice of the suggestion.
The Coroner pointed out the great difficulty in identification and asked if every person on a vessel was supplied with an identification disc, would it be a good thing. The captain agreed that it would be and said he would recommend it to his company.
A juryman asked if any of the engineers were to be called to state why the engines were not stopped? The captain said the reason for that was the water rushed into the engine room so that the engineers could not stop there.
The Coroner; have you any idea of the cause of the explosion? The Captain; it made me think it was a torpedo because the ship that came to our assistance was blown up immediately afterwards, and if it was a mine why did it not catch other ships in whose wake we were following, although ours may have been the deepest draught ship. The other ships were “neutrals.” On the other hand, I was told by experts that the damage done could not be caused by a torpedo but must have been caused by one of the largest German mines – carrying 500lbs of high explosives.
Mr Bullock asked what part of the vessel was struck? The Captain said that the
well-deck must have been struck. The bulkhead of the engine room and tunnel must have been blown away. The vessel was 550ft long and was struck about 100ft. from the stern.
In reply to the juryman witness said that if they had run over a mine it was so far aft. But he was told that there was an interval before the contents of the glass tube reach the explosion. His vessel was travelling at 19½ knots, taking the tide into consideration and the ship-travelled 400ft in less than 15 seconds. The wash of the ship, it was also said, drove mines out and then back wash of the wave sucked it in again.
Commander Irving the captain of the “Maloja” was on Tuesday commanded to appear before H. M. the King.
Largest P&O Liner.
The “Maloja” was the largest ship in the P. and O. fleet though not the newest and had usually been employed in the Australian mail service. She was recently taken off this route to make a voyage to Bombay and back. The liner was insured against war risks under the Government scheme. She was fully laden with general cargo, largely insured by the Government and to a certain extent with the underwriters.
She was not carrying the Eastern mails, which were sent overland to Marseilles. The “Maloja” was built in 1911. She was 12,431 tons and was built by Harland and Woolff. Her speed was 18½ knots. The “Maloja” is the second P&O Liner to have been lost during the war while carrying out mail services. The “Persia” a much smaller and older vessel was torpedoed in the Eastern Mediterranean December 30th last when bound like the “Maloja” from London to Bombay. In that case 190 persons were drowned.
The Maloja’s Dead.
The Funeral of the Victims.
The funeral of the Lascars who lost there lives in the sinking of the “Maloja” and whose bodies have been recovered, will take place this (Friday) afternoon at 2.15 p.m.
They will be buried in one grave. The funeral of the European members of the crew and those passengers whose bodies have not been removed will take place at 2.30 p.m on Monday afternoon. The funeral of Mrs McLeod, the wife of Brigadier-General McLeod took place at Glasgow on Thursday, Messrs. Flashman and Co. being entrusted with the arrangements at Dover. The funeral of Mrs Making, wife of Lieut. Making R. N. takes place today (Friday) at North Finchley from the residence of her uncle, Mr F. J. Collins, proprietor of the “Finchley and Hendon Times”. Messrs. Flashman and Co. were in charge of the funeral arrangements at Dover. The funeral of Assistant Surgeon Maine, Indian Army will take place with military honours at Dover.
Funeral of the Europeans of the Maloja.
On Monday afternoon the funeral of fourteen of the Europeans lost on the “Maloja” took place in St. Mary’s Cemetery. Of the thirty-seven Europeans whose bodies were recovered, twenty-three had been removed by their friends or buried elsewhere in Dover.
The names of those interred on Monday were Lieut. Fraser Harris, J. Fisher Kemp, Lucas, Mary Azo Pardi, Effie Edwards, Mrs F. Partridge and her two children, Robert and James Partridge. Monsieur Ferrah, Samuel Colwell, Mrs Maberley who were all buried by the Church of England; and Eva Mary Stoddard, Mr Seraphim Wery and Mrs Julia Wery, who were Roman Catholics.
The funeral procession left the Market Hall at two o’clock. It was headed by a firing party of the Royal Fusiliers and the band of the same regiment. The remains of Lieut. Harris on a gun carriage came first and then four transport wagons driven by soldiers conveyed the remainder of the coffins, which were covered with Union Jacks. Accompanying the gun carriage were officers as pall bearers and men of the Royal Navy, the R.G.A., the Canadian R.G.A and the A.O.C, whilst the rear was brought up by the Dover Anti-Aircraft Corps.
Crowds lined the route of the procession, but the Cemetery was kept free of spectators. The coffins were borne from the gates of the Cemetery to the graves, which were situated on the left-hand side, only a little way from the gate. The coffins were received at the entrance to the Cemetery by the Vicar of St. Mary’s, the Rev W. G. Elnor, and the Rev. C. P. Dale and the Rev. S. Richards; whilst the Rev. Father Gifkins received those of the Catholic faith. Amongst those at the graveside was Captain Irving, the master of the ill-fated vessel who was accompanied by one of the Directors of the P. and O. Company; and Mr Ritchie, Mr W. Grant and Mr E. A. Marsh, of Messrs. Hammond and Co. After the conclusion of the service, the firing party fired three volleys and the buglers sounded the “Last Post.”
There were several floral tributes amongst which were the following — One large wreath bore the inscription; from Geo. Hammond and Co. agents for the P& O Steam Navigation Company at Dover as a mark of sympathy to the relatives and friends of the victims of the unfortunate loss of the “S. S. Maloja.” Another was from “two Dover boys” with deepest sympathy; and another “With the heartfelt sympathy of a little Dover girl.”
Those sent individually were; – To Mrs Stoddard – Our darling mother, from her children, Mrs C. J. Ward and Miss Ward (Southsea); in affectionate and loving regret, from Mrs J. Wemyess, Syme and Miss Syme (Kensington); in affectionate memory from Mrs J. W. H. Ilbery and Miss Ilbery: from the Ladies Guild and friends of the British and Foreign Sailors Society. (Dover branch).
To Mr Kemp – In loving memory of a dear husband, from his sorrowing wife; from the family; with deepest sympathy, from Mrs White.
To Mary Azo Pardi – To dear Mary, from her loving sister; from the officers, warrant officers, N.C.O’s and men and civilian staff, Army Ordnance Department.
To Effie Edwards – For darling Effie from her loving mother.
To Mrs Maberley – From the Ladies Guild and friends of the British and Foreign Sailors Society.
To Mr Lucas – From his father, mother and family.
To Mrs Partridge and her two boys – With sympathy from the girls of Room 4, Army Pay Office (8 Cambridge Terrace).
The funeral arrangements were carried out by Mr J. Parsons of Beaconsfield Road Dover.
The remains of Assistant Surgeon W. M. J. Maine I.A. were interred with military honours on Saturday afternoon at St. Mary’s Cemetery in one of the graves set apart for the remainder of the victims to be interred on the following Monday. The Rev. S. Richards officiated. The band of the Royal Fusiliers attended; N.C.O’s of the R.A.M.C. acted as bearers and at the conclusion of the service three volleys were fired over the grave by men of the Royal Fusiliers and the ceremony was concluded with the “Last Post.”
The funeral of twenty of the Lascar crew of the “Maloja” and of a native nurse took place on Friday afternoon in the nonconformist portion of St. Mary’s Cemetery. The transference of the remains from the Market Hall to the Cemetery was undertaken by the Military Authorities with fitting ceremonial. The coffins, wrapped in Union Jacks were placed in transport wagons supplied by the regiments stationed at Dover, each followed by representatives of the forces who acted as bearers. These included contingents from the Royal Navy, the Canadian R.G.A and the East Surrey Regiment, whilst a contingent of the Dover Anti-Aircraft Corps followed. The Market Place was kept clear by the police and military police while the procession was being marshalled, large crowds standing on the footway. The funeral procession headed by the band of the East Surrey Regiment proceeded via Castle Street, Maison Dieu Road, Park Avenue, Salisbury Road and Frith Road to St. Mary’s Cemetery, the route being lined with crowds. The graves were dug in the nonconformist portion of the Cemetery, close to Connaught Park. One large grave held eighteen of the Indians, who were of the Mohammedans religion whilst two Lascars and a nurse, who were Catholics were buried close by in separate graves. Men of the R.G.A. had dug the graves, there not being sufficient civilian labour otherwise.
The eighteen Mohammedans were buried with the rites of that religion, and earlier in the morning ceremonies took place in the Market.
In the case of the three Catholics the Rev. Father Grady officiated. Previous to the arrival of the coffins four Indians arrived, and one who carried a large copy of the Koran, sat on the chalk and during the burial of the men read continually in a half chant. The interment of the eighteen Mohammedans took place as the coffins arrived, there being no pause as in the case of the English interments, and in all cases the head of the coffin was placed towards the east. It took just half an hour to place the bodies in the graves, the soldier bearers when they had placed the coffins in the graves forming up at “Attention” facing the graves. There were three wreaths – With deepest sympathy from the Mayor and Mayoress. In memoriam, from Mrs H. Douglas (20 Leyburne Road Dover.) With deepest sympathy from Major General and Mrs Campbell Hardy and the Misses Hardy. “For the Lascars” The funeral arrangements were carried out by Mr. J. Parsons of Beaconsfield Road Dover.
7th April 1916.
Another Child Victim of the “Maloja”
Mrs Edwards Boy’s Found.
On Wednesday afternoon the East Kent Coroner held an inquest at the Royal Oak on the body of a little boy picked up on the shore under Abbott’s Cliff. The clothing found on the body identified by Mrs Edwards a passenger on the “Maloja” as one of her two children she lost in the sinking of that vessel. It will be remembered that Mrs Edwards also lost her sister, and only one of her two children were saved.
The evidence taken was as follows – Mrs Edwards whose husband is a sergeant major in the A.O.C. said that she was living at 132 Buckland Avenue Dover and the clothing which had been shown to her, was that which was worn by her son James Victor Edwards aged five years. He was a passenger with her and her other two children on the “Maloja” the P. and O. liner that sunk off Dover on Sunday the 27th 1916. The body was recovered at Dover.
Witness had previously described the clothing found on the body to the police at Dover. Police constable Jenkins said that the clothing shown to the last witness was found on the body. R. S. Corden said that on Monday April 3rd he found the body on the foreshore beneath Abbott’s Cliff between 5 and 6 p.m. It was high and dry.
H. H. Gellert, a naval surgeon said that the body was that of a child between five and six years of age, and although he could not say definitely owing to the condition of the body, it was probably that of a male child.
The jury returned a verdict that the deceased James Victor Edwards was drowned in the sinking of the “Maloja.”
The number who embarked on board the “Maloja” and those known to have been saved are as follows –
Passengers. 72 saved – 49 missing. Total = 121.
European Crew. 92 saved – 20 missing. Total = 112.
Native Crew. 137 saved. – 86 missing. Total = 223.
The Maloja Loss. By Ralph Harris.
So far I can recall after all these years, the “Maloja” to which I had just been appointed as a “super” second officer, left Tilbury some time after noon on Saturday February 26th 1916 and anchored at the mouth of the Thames for the night. At that time ships were not permitted to pass through the Straits of Dover after dark.
While at anchor the commander Captain C. E. Irving R.N.R. held “fire and boat stations”, directed passengers to their boats and instructed them in the donning of lifebelts. Besides these elementary precautions all boats were lowered to the hurricane deck rail until such times as we should reach Port Said, which at the time was considered outside the danger area. As it turned out these precautions were invaluable.
About 8 a.m. we received permission to proceed and accordingly weighed anchor. A recent south-westerly gale had left something of a sea running in which the minesweepers had been out all night and had not really completed the job. The authorities however were impatient to pass shipping through and gave us orders to proceed. As we passed Dover the sweepers were still at work.
Having had breakfast I returned to my cabin and began a letter to my father, which in the normal course would have gone off with the pilot. Suddenly there was a loud explosion, which came from aft and gave me the impression that a bomb from an aircraft had exploded on board. From the officer’s deck, outside my cabin I glanced along the starboard side of the boat deck and upwards at masts and funnels to give me an indication of whether we or some other vessel had been damaged. All top hamper was intact. We had in fact been mined. At the time we were between Dover and Folkestone.
As I stood there I heard a “ripple” in the ships plating approaching from aft. It moved towards the point where I was standing on the officer’s deck and, increasing in intensity passed under my feet, shaking the deck on which I stood and moving forward to be lost in the fore part of the ship. I still hesitated – until the ship began to list, quite unmistakeably, over to starboard, whereupon I immediately made for my boat (No.3, the second large boat from forward, not counting a small “accident” boat).
Realising that I had not got my lifebelt I hurried back for it but by the time I reached the cabin I could hardly enter owing to the severe list. However, I managed it and was compelled to force my way past other members of the crew on duty nearby who were also making for their lifebelts stored on the officer’s deck. When I regained my boat passengers and crew were already climbing into it and in a very short time we had the boat holding the maximum number of people for safety while still in the falls.
As I was about to cast off the lashings to allow the boat to swing out the other “super” second officer made a jump for it and managed to scramble into the forward end. His boat was No.4 on the port side and out of action due to the heavy list to starboard. I felt I had someone I could trust and asked him to unhook the forward fall as soon as I touched the water. Besides there being something of a sea running, the vessel was moving astern at about 4 knots, because Captain Irving had put the engines to “full astern” immediately after the explosion. When he had tried to stop the engines he had been unable to obtain a reply on the telegraph and a quartermaster had been sent to the engine room but it was found to be half-full of water.
In the boat we were fortunate to clear both our hooks simultaneously, not having automatic release gear, as soon as we touched the water the first time before the swell passed aft. Directly I had time to look round about me I found we hade a mixed company of women, children, passengers and crew – these mostly Lascars and Pathans (firemen). Directly we touched the water and were free of the ship the towering hull surged aft so that the bows were above us with the keel already showing as far aft as the bridge deck; she was almost on her side. The first task was to get away from the ship by means of oars and rudder and pull off before she shed some of her top hamper on us.
While our boats was still in the falls we could hear the roar and rattle of all that was moveable or capable of breaking away inside the ship as it slid starboard. The boat abaft us (No.5) had carried away at the forward fall throwing everyone into the sea. A few occupants had hung on to the after fall until they had become immersed and it was our job to pick them up. In order to make room for them we had to put our equipment over the side except for a few oars. The crew, both Lascar and Pathan, put these to excellent use in carrying out my order to keep the boat’s head to the south-westerly swell running up Channel. They must have grown heartily fed up with what appeared to be a succession of repeated contradictory orders. “Tanno jumma, las dawa!” (Pull starboard, back port!) and within seconds the reverse, and so on until at length we were picked up by a minesweeper.
But before this we took the survivors off another sinking boat, which caused our gunwale to float only an inch above the surface. It was then more essential than ever to keep the boats head to the swell. Every conceivable space was occupied and it was a miracle that the Lascars and Pathans were able to make any effort at all to carry out my wishes. Some of those we rescued from the other boat had sore heads and backs as a result of the efforts made by others to pull.
It was a wonderful effort, which served to keep us afloat. Without it the boat would have foundered and many would surely have been lost. The irony of the whole episode was that the ship had been lost through striking one of our own mines, which had been seen from the bridge and as effort made to avoid it. Tragically however it was drawn in by our starboard propeller. The officer in charge of minesweepers had warned the authorities that the Channel was not yet safe but he was overruled. A vessel astern of us the “Empress of Fort William” of Montreal, bound from South Shields to Dunkirk with coal, stopped to put out boats for our rescue. She too however was caught by a mine and sank 30 minutes later. In her case all hands were saved but I understand she already had her boats in the water and there were no passengers on board.
With many other survivors from both ships we reached the Lord Warden Hotel Dover about 12.30 p.m. Here several were accommodated for the night and at other hotels in Dover, and also aboard the hospital ship “St. David’s” lying in the harbour. At about 5 p.m. Captain Irving asked if any officer wished to go to London that night as they were sending our native crew survivors up to the Asiatic Seamen’s Home and they required someone to take charge of them as far as Victoria, the dock staff to take them on from there.
Living in Wimbledon at that time I was only to pleased to have the opportunity of getting home. We travelled up by the ordinary night train which owing to war was not heated. Accordingly we were given blankets. I reached home at 11.30 p.m. much to the surprise of my family who had been unable to understand my telegram from Dover: “All well in Dover”. As I had joined the ship only 24 hours before she sailed I had not had the time to give my discharge book to the purser, I had this with me together with my certificate and other important papers. These I still have intact, except the certificate, for I afterwards obtained my master’s. The certificate was a mate’s, which I had gained three day’s previously.
I have also kept the rough piece of paper on which I made a note of how many native crew were travelling up to Victoria with me that night; 65 Lascars, 3 firemen, 48 Portuguese (Goanese) catering staff – 116 in all. I suppose the balance of the native crew were accommodated in Dover for the night for there must have been many more firemen saved.
The additional mast apart, the chief differences between the “Medina” and “Maloja” may be seen in the reproduced illustrations. As I have previously pointed out in correspondence the “Maloja” was a typical Harland and Wolff product.
Memorial Location. St. James Cemetery Dover Kent.
Listed on the memorial –
De Mello, Rogue. E.
Date of Death – 27/2/1916.
Cause of Death – Vessel Loss.
Memorial details.
Headstone S. S. Maloja.
As a snow white lily cut down to bloom
He has been taken to his eternal home.
Compiled by Joyce Banks.