CLEOPATRA'S NEEDLE
October 20th 1877
The utmost interest has been aroused in Liverpool by the adventures which have befallen the obelisk on its way to the Thames. It is regarded as a matter of considerable regret that Mr. Dixon the engineer to whom the removal of the obelisk was entrusted, should have selected the steamer Olga for the work, inasmuch as though a vessel of thorough seaworthiness, she was thought to be too small to be able to tow so large and unwieldy a mass across the Bay of Biscay in stormy weather
From the first, when it was known that the Olga had been employed for the purpose, doubts were expressed as to the possibility of her reaching the Thames with her valuable charge, and it will be seen that these doubts have been fully justified. An undue regard for economy appears unfortunately to have actuated Mr. Dixon in regard to the matter of towage, although he is hardly perhaps to be blamed when it is considered that a number of unforeseen expenses had occurred which must have materially reduced the margin of profit which he estimated to obtain upen the contract for delivering the obelisk in London. We are informed that while negotiations were pending for the towage of the cylinder a proposition was made to a Liverpool steamship company trading to the Mediterranean, whose steamers are large and powerful vessels, that the obelisk should be towed by one of their fleet for the sum of £1.000; but that this was declined as being insufficient to cover the risk and the extra expenses which would be involved, the company naming £1,500 to £2,000 as the amount which they wonld require to justify them in undertaking the work. Ultimately the owners of the Olga agreed to tow the cylinder for £900, aud the little steamer did her work gallantly and well until forced to succumb to the tempestuous weather.
The master of the Olga, Captain Booth, has made the following report to his owners, Messrs. W. Johnston and Co, of Liverpool ;- On Sunday, the 14th, we were in latitude 44 33 N., longitude 7 52 W., the wind N.W., fresh, increasing to a gale with squalls and a fast rising sea, the engines going dead siow, and the Cleopatra apparently doing well. At 4 p.m. it was blowing a strong gale, with a heavy sea; at 5 p.m. a signal came from the Cleopatra, 'Heave to'. We accordingly rounded ship to set mainstaysail, the Cleopatra making bad weather of it. At 6 p.m. we noticed her taking a heavy list to starboard, and at 7 30 p.m., on receiving the signal, 'Stop, we want assistance', we slowed engines and got as close as practicable to make out what was wrong; but we were unable to distinguish what was said, signals of distress continuing, and also shouting. The gale taking off a little we made out 'Foundering send a boat'.
Deciding to send a boat, at 9 20 pm we got one swung out and stopped the engines. She was manned by a volunteer crew of six hands, consisting of William Austin, second mate: James Gardner, boatswain ; Joseph Benbow, A.B. ; Michael Burns, A.B. ; James M'Donald, A.B.; and John Paton, A.B. We lowered away the boat, got her unhooked and clear of the ship without accident. We saw her close to the Cleopatra, and anxiously awaited her return. The boat not returning by 11 o'clock, we hailed the Cleopatra, and asked if the boat was with her. We could not make out the answer, but supposed it was that she was alongside, as the signals of distress ceased. At 1 a.m. of the 15th we noticed the Cleopatra had cut away her mast, and saw her taking a heavy list to port. Hearing cries of 'Foundering fast', 'Boat adrift', 'Send boat to take us on board', and 'Haul the line in', we slipped the tow-rope, and manoeuvred our ship close to the Cleopatra; but the sea was so heavy, and we drifted so much faster than the Cleopatra, that we could not hold our position. Af 2 a.m. we sent a messenger-buoy to sweep her with a line, so that the crew might grapple it and be hauled on board by us; but the attempt failed. The wind then was more moderate, but there was a very heavy sea running, our ship rolling and pitching very heavily, and shipping much water. There were no volunteers to man another boat, and we had no other resource but to keep close to the Cleopatra till daylight. At 5 a.m. we slipped another cask as a buoy but again failed. At daylight we got close to the Cleopatra, and after several ineffectual attempts to throw a line aboard we succeeded at 6 30. We then sent a 5-inch line to keep the vessel in position, we being to leeward, and lowering a boat, we sent her off with a line and succeeded in rescuing all hands, consisting of Captain Carter and Maltese sailors. At 7.40 we proceeded at full speed in search of the missing boat, leaving the Cleopatra on her beam ends, expecting to see her sink momentarily, and we stationed look-outs aloft. We steered to the westward, and passed a boathook and messenger buoy. At 10.30, there being nothing in sight from aloft, we bore up, and ran down to leeward, passing the Cleopatra's mast, but saw nothing of her hull or the boat. At noon there was still nothing in sight, and our hopes of finding the boat being gone, we bore up at 12.30, concluding that the boat had swamped, that the crew had perished, and that the Cleopatra had gone to the bottom, it having been a dreadful night.
A telegram from Falmouth states that the collector of customs at that port has taken the official depositions of Captain Carter, and will also examine the crew and forward the documents to the Board of Trade.
Report found among family papers. The Cleopatra was subsquently found drifting by Spanish trawlers and towed to London where it arrived on January 21st 1878.