The vessel
Mira Flores was built in Liverpool by Bowdler, Chaffer and Company,
and was owned by W. Moach of Germany. The vessel was used for general cargo
purposes but became involved in the Western Australian Shipping Association's
(WASA) rivalry with English shipping firms (Cairns & Henderson, 1995:75).
When Mira Flores left London for Fremantle in 1886 it was the
vessel's second voyage out to the colony. Aboard was Captain Witt and a
crew of twelve, together with an immense assortment of cargo including alcohol,
medicines, books, earthenware, drapery, furniture, machinery, rope, hardware,
building materials and ammunition.
The vessel approached Rottnest Island on 29 January 1886, with an easterly
wind and a smooth sea. Captain Witt stood Mira Flores off the island
to northward and waited for daybreak, tacked and then stood in for the north-west
corner.
The wreck event
Despite having visited the port before and being familiar with the chart
of the harbour, Captain Witt drove the vessel up onto one of the outlying
reefs. By 9.30 a.m. the acting harbour-master had received the first report
of the disaster and the policeboat and a flotilla of local harbour craft
were dispatched. Mira Flores had stranded on one of the inner patches
near Narrowneck and quickly became a total wreck. None of the perishables
could be saved although there was some hope of salvaging the remainder of
the cargo.
Inquiry and salvage
A policeman was sent to watch over the removal of the ammunition, and
all goods were later sold by auction. Disputes between authorities led to
costly delays and a large portion of the cargo could not be salvaged before
the vessel completely broke up (Cairns & Henderson, 1995:75).
An inquiry into the wrecking was held in Rockstod, as local administration
had no jurisdiction of the foreign registered vessel. The harbour-master
provided evidence that the captain was at fault and that danger could have
been avoided if a proper watch had been kept. Following this case initiatives
were sought to amend the legislation to allow for inquiries to be held locally
into the wrecks of foreign vessels.
Site location
The wreck lies approximately 1 kilometre offshore from Narrowneck, and
is best approached from the north.
Site description
The shipwreck lies bow onto the shore with the most intact section of
the site being the stern which stands proud above the sea-bed. This section
lies in a hole of about 12 metres deep on a sand bottom. The remainder is
a flat section of wreckage which lies on a kelp-covered reef top varying
in depth from 5 to 7 metres. This section is 15 metres sternwards of the
bow. Overall the site measures 60 metres by 25 metres, and plating and frames
are spread throughout the wreckage. |
The bow has collapsed back on itself but is fairly intact with much plating
still evident. A square-shaped, hollow structure about 3 metres long protrudes
from supporting frames and runs at an angle upwards to the tip of a bow
and could be the bowsprit housing. The remains of the donkey engine winch
can also be observed on the site (Wells, 1990:26).
Several sections of mast winch, a cargo of heavy corrugated iron and
a grindstone have been located. Other circular objects thought to be the
solidified contents of wooden barrels (possibly Plaster of Paris or cement)
are numerous. The plan shows details of lifeboat davit and a mast joiner.
An anchor was visible amongst the wreckage and is described as being similar
to the iron-stocked Rogers type anchor from the same vessel that is now
on display at Rottnest Island.
In 1975 reports were received by the Museum that divers were illegally
removing ammunition from the wreck. The Australian Army feared that much
of this material was potentially hazardous. The bullets of the Martini-Henry
type were removed from the site by the Museum and an army team.
Statement of significance
Historical
This site is of historical significance as the remains of a vessel that
was closely associated with attempts by local merchants to try and break
the monopoly over trade held by the British shipowners and brokers up until
the 1880s. The majority of shipping agents in Fremantle joined the WASA
and the ensuing freight war resulted in cheaper types of goods being added
to the normal supply of colonial goods. However, it was expensive for WASA
members to get the British-owned vessels loaded and this prompted the use
of the German-owned Mira Flores. The loss of Mira Flores dealt
a devastating blow to WASA and the local economy. By 1887 Fremantle merchants
and London broking firms had agreed to work together.
The inquiry into the loss of the vessel prompted an attempt to regulate
overseas shipping to the colony (Cairns & Henderson, 1995:75).
References
Murphy, M., 1990a, The story of the Mira Flores, Maritime
Archaeological Association of Western Australia Reports, Vol. 4, July 1989June
1990:27-8.
1992c, The Mira Flores, Maritime Archaeological Association
of Western Australia Reports, Vol. 5, 1990-1992:3-5.
Wells, P., 1990, The Mira Flores, Maritime Archaeological
Association of Western Australia Reports, Vol. 4, July 1989-June 1990:26
.
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