The vessel
Ulidia was given an A1 classification at Lloyd's and was a fully
rigged ship built by Richard Duck and Company, with one bulkhead and two
decks. The forecastle measured 10.3 metres and the poop 11.6 metres. The
underdeck tonnage was 2 263 tons and the net tonnage was 2 378. It was owned
by P. Ireland and Porter.
The vessel was engaged in the Cape Horn trade route visiting ports in
Europe, Australia and South America. This trading network involved the shipment
of general goods from Europe to the colonies and then the export of coal
or other primary produce to South America where fertiliser and goods for
the industrial and agricultural needs of Europe were obtained.
Ulidia had arrived in Bunbury on 13 February 1893 after a fast
voyage of 87 days from Newport, Monmouthshire, with a full cargo of railway
iron, rails and fittings. The next day the vessel was grounded at the jetty
and although it was refloated the captain lost his ticket for one year.
Under Captain Abbot the vessel anchored at Careening Bay to unload the rest
of the cargo. It then took 1 000 tons of sand ballast on, was cleared for
Sydney on 5 May and made ready for sail under the command of Captain McAdam.
Owing to contrary winds the vessel did not leave until the morning of
18 May. On a close haul, starboard tack, with all sails set Ulidia
made for Rottnest Island. A wind change to the north about thirty minutes
later forced the captain to tack, but the vessel missed stays and hung in
the chains owing to a lack of way and a heavy swell. A tack was attempted
but the vessel remained four points from the wind and would not come round
any further.
The wreck event
The starboard anchor was let go but after 192 metres had been paid out
it snapped at the hawse-pipe. Before the anchor could be cleared Ulidia
was on a reef 550 metres north-north-west of Stragglers Rocks. Although
the vessel initially struck gently the moderate breeze and heavy seas together
with the 1.5 knot tide flowing south forced the vessel on more heavily.
The crew hoisted flags for assistance. The pumps were used and it was some
time before there was leakage, but later the hull rapidly filled with water.
Dolphin and Rescue were sent out from Fremantle to render
assistance. By 11.00 a.m. there was nearly 12 feet (3.6 metres) of water
in the hold and all hands were ordered off. Four crew stayed aboard the
vessel to protect it from unlawful salvage. Binnacles, compasses, sails,
two boats and the personal effects of the crew were removed. However, the
chronometers were not saved (Pollard, n.d.).
The vessel was declared a total wreck when it was found impossible to
tow off. It lay in a crevice with a pinnacle of rock through the bottom.
The soundings over the site were port bow 1.5 fathoms (2.8 metres), aft
3 fathoms (5.5 metres) and with the quarter and starboard bow rock awash.
At the inquiry it was suggested that one of the reasons that the vessel
did not respond to the helm was that in ballast it drew only 3.7 metres
instead of the fully laden 6.6 metres. This left 2.7 metres of rudder out
of the water and this in conjunction with the mild breeze stopped it from
coming around. However, the captain's certificate was suspended for six
months.
Salvage
The hull of Ulidia was sold at auction for £425 in early
June. Operations were commenced to refloat the vessel and about twenty men
were employed to remove the sand ballast. This proved an unsuccessful venture.
With a large quantity of the sand removed, the vessel was lighter and more
unstable, the action of the waves causing further damage. A number of investors
in the wreck soon fought in court over the £1 500 that had been spent
in the attempt. It was then sold to the Fremantle Stevedoring Company who
intended to break up the vessel. By February 1894 the topgallant masts had
been removed and Ulidia was in the process of being dismantled (Cairns
& Henderson, 1995:210). |
Site location
The vessel is 600 metres north-north-west of the northern-most point
of the Stragglers Rocks on the eastern side of a breaking reef.
Site description
The wreckage lies on an east-west axis with the stem on the reef rising
nearly to the surface in 3 metres of water and the stem on a sand bottom
in approximately 6 metres. The vessel seems to have struck upright with
the sides and stern section subsequently falling out. Large iron I-beam
ribs lie in neat rows on the iron plating. The overall wreckage is spread
over 99 metres. The stem is particularly interesting in that it is almost
complete but lying backwards propped up by the iron strokes of the bow section.
It measures 6 metres. A heavy iron hatch coaming can be seen aft amidships.
There are three spar sections visible, together with cables and dead eyes.
At the time of survey the site was covered in extensive weed growth and
marine organisms. The location of the site means that it is subject to heavy
swell conditions.
Statement of significance
Historical
This site is of historical significance as one of the largest sailing
vessels to be wrecked on the Western Australian coast, and for its association
with the Cape Horn trade route.
References
Cockram, C., 1988, in Wells, S., 1988a.
1989b, The Ulidia: more detail added to earlier drawing,
Maritime Archaeological Association of Western Australia Reports, Vol. 3, December
1988-June 1989:13.
Pollard, M., n.d., Ulidia, Department of Maritime Archaeology, Western Australian Maritime Museum, File No. MA 187/76.
Wells, S., 1988a, The Ulidia: a picture emerges, Maritime
Archaeological Association of Western Australia Reports, Vol. 2, JulyDecember
1988:10-12.
1989, The Ulidia, Maritime Archaeological Association
of Western Australia Reports, Vol. 4, July 1989June 1990:12-17.
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