At 5.15 a.m. on Friday, December 12, Mr. John Martin, lately a pilot of Port Adelaide, being at Edithburgh with his schooner the Eclair, observed a large ship ashore about three mile south-south-west of Troubridge Lighthouse. He at once saw Mr. Bruce, who was there with the cutter Wilpena, and they started in that craft at 9 o'clock, reaching the wreck in about an hour. It proved to be the British ship Iron King, 871 tons, Captain White, from London, with a general cargo, a surgeon, and 30 passengers, male and female, two or three in the cabin, and the rest as free immigrants in the steerage. The vessel had run ashore on Thursday night at 10.45, from no cause at present ascertained.
The night was fine, and she had been sailing pleasantly along. The captain and mate were on deck, and soundings were being taken, when suddenly she struck at 10.45 The occurrence might possibly have been caused by the deviation of the compass, the vessel being of iron.

Captain White has landed all the passengers with four of the ship's boats on Troubridge Island. He then arranged with Mr. Bruce to take them across the Gulf in the Wilpena. A start was accordingly made at 2 p.m., and they made Glenelg Jetty at 6.30. The captain and crew remain with the ship, which is half full of water, and Mr. Martin informs us that all the cargo, as he believes, may be saved if prompt steps are taken for the purpose and the weather should continue fine. The Iron King is consigned to Messrs. Elder, Smith, & Co., to whom a despatch was immediately forwarded. The Mayor of Glenelg,  Mr. J. Souttar, J.P., met the immigrants on the jetty, and arrangements were made for their refreshment at Beck's Eating House. Some of the passengers proceeded to Adelaide by one of the late trains. When the Shipping Reporter boarded the French barque Admiral Goubeyre, from Mauritius, the master reported that upon his passing Troubridge Shoal on the previous night, rockets and bluelights were evidently being discharged from a vessel apparently hove to and in want of some assistance ; but as the captain of the craft from Port Louis was a stranger he considered that they were simply signals for a pilot. Towards daylight a sharp look-out was kept at the Semaphore Stations ; but no sign of a ship came from the south-west until late in the afternoon, when there arrived the Eudora, a flying light barque from Algoa Bay. Her master reported passing Troubridge Island on the ebb tide about 9 o'clock, and seeing a ship in close proximity to the reefs known to exist southward of the lighthouse. The distance, however, was so great that her signals were not decipherable, but the sails were loosed as if to back the craft off. It must be here noted that the tides are ' taking off,' so it is uncertain when a vessel would have another chance of floating. The next ship visited was the brig Thorkeld, and she reported passing the vessel on the spot indicated a few hours later.
Then she had signals flying, but the distance rendered it impossible to make them out. She appeared to have a strong list. Immediately upon landing information was telegraphed to the Harbour-Master and the Treasurer. The French master described the ship as being a long clipper with an immense distance between her masts. Upon our receiving, from the Bay definite information and a request from the Shipping Reporter that the Executive might be communicated with in order that any needed assistance might be given, a member of our staff interviewed the Chief Secretary, and also saw the Hon. T. Elder, whose firm are the agents for the ship. The result was that a telegram was at once dispatched, directing that the steamer Eleanor, which had come up the Stream to Port Adelaide, should be forth with dispatched to render what aid she could to the disabled craft.

The cargo comprised the following items, according to the declared values: —
Printed cottons £1,339, linen 8 bales, waterproof and India rubber goods £240, hosiery £284, sewing thread £695, haberdashery £1,171, apparel £297,blankets £87, felt hats and caps £235, dressed leather £173, wrought leather £1,537, table baize £102, Lucifer's 15 cases, agricultural implements £613, do. Machinery £55, rail and general do. £800, books £97, paper 293 cwt., stationery £10, upholstery £94, iron bedsteads £49, brush ware £388, turnery £4, toys £261, pianos £80, corks 1,578 lbs., clocks and watches £150, perfumery £60, saws £23, lead shot 1ton, hardware and cutlery £1,296, bar and rod iron 25 tons, hoop do. 5 do., plate do. 5 do., pig do.48 do. galvanized do. 23 do., tinplates 233 boxes, ingot tin 10 cwt., iron nails 6 tons, wire and wire rope 54 do., zinc 3 do., paints and colours £30,flint glass £450, plate do. 1 case,, china and earthenware £247, glass bottles £33, corn sacks £3,688, bran and flour bags £176, deals 214 loads, cigars 424 lbs., brandy bulk 4,323 palls., do. case 105 do., British spirits in case 226 do., perfumed spirits 17 do., white wine 108 do., cheese 8 cwt., malt 385 qrs., bacon and hams 31 cwt., preserved fish £26, salt do. £221, oilmen's stores £430, sardines 28 cwt., cocoa 20 do., mustard £40, starch £60, patent grouts 13cwt., pearl barley 1 do., white salt 2 tons, candles 23 cwt., ginger 5 do., confectionary 5 cases, apothecary ware £298, saltpeter 40 cwt., baking powder 36 do., coals 5 tons.

The loading is also thus summarized:—
800 coils wire, 2 parcels samples, 376 bales, 4 vices, 80 tons coals, 50 do. pig iron, 100 jars, 12 anvils, 123 trunks, 14 qr.-casks, 3 rollers, 13,533 boards, 1,400 deals, 28 tanks and 1 bin malt, 4 tierces, 39 ingots, 69 hhds., 96 pipe-boxes, 2 castings, 1,055 bars, 647 bdls., 7 staves, 46 axle arms, 24crates, 146 boxes, 23 pkgs., 421 kegs, 30 plates,1,303 cases, 5 bottles, 115 casks. We believe that several of the Adelaide Insurance Offices have heavy risks on the goods and hull, but we are unable to state the precise amount

When it became known that a large ship had stranded on Troubridge Island there were very many conflicting rumors, as to the position of the vessel and connected with the catastrophe, and to set aside all uncertainty we dispatched our Shipping reporter to the scene of the disaster. He started on Saturday night in the Lurline with the Receiver of Wrecks, the Shipwright Surveyor, and two Customs officers. It was at first arranged to take departure from the Semaphore Jetty at 11p.m., but there were evidences of the wind falling light, consequently at a few minutes past 8 the sails were set, and with a light north-east wind the Press boat headed down about south-west.
Several gentlemen who intended to join the party were unavoidably left behind by reason of starting so early. After a short time of light wind a breeze sprang up, and for a few hours good progress was made. As the day broke Troubridge Lighthouse was well on the starboard bow, and the stranded ship was so far away on the other side that she looked almost in mid channel. The wind increased, and at about 7.30 the ship was reached. Before nearing her it was evident she was not far from the position of the Marion's wreck, and as she lay with her head towards Troubridge Hill she showed a list of a strake and a half to port. Judging from appearance the Light house is about two miles distant, bearing north-half-east. Before boarding, the fact of the rudder being slanted was at once noted, but the extent of damage which the ship had sustained had hardly been anticipated. Having a view of the circumstances, the master's reception of his visitors was kind in the extreme. On overhauling the ship, there were on every side evidences of her disaster: ropes hung about in all directions. There were sailors' chests, and bales, with all kinds of deck gear, kegs, casks, and sundries all muddled up. When the ship struck on Thursday night, the first care was the safety of the passengers and to land them at the Troubridge light occupied some time.
Then came the Edith Alma, and though the men were fatigued, the main and after hatchways were at once broken out, and cargo indiscriminately bundled into the ketch. About 30 tons were transshipped. including a consignment of gin, and the craft departed. On looking into the hold, of course it was at once seen the heavy bumping of the ship had caused such a leak that the tide ebbed and flowed within her.

The upper tiers of bales were dry, but everything else was saturated. In removing the cargo from the square of the main hatchway but two tiers were taken out before the level of the water was reached, and below that, of course, there is work for a diver. Between the main and after holds there is built a tank containing malt, but this also has suffered from the influx of water, although a great part of the 'tween decks is taken up by deals and flooring-boards, which may be easily unladed. The royal yards had been sent down, and preparations made to do the same with topsail and top gallants; but men require some rest, and this was accorded them till the arrival of the first ketch should demand their services. These was very little inspection necessary on the part of the Surveyor, before a conclusion was arrived at that for the benefit of all concerned the process of salvage was to be pushed forward with the utmost vigor. To return to the accident, which the master dearly shows arose from his undoubted anxiety to reach his port as rapidly as prudence dictated. Being an iron vessel, the compasses had (during the whole voyage) been a fruitful source of annoyance, sometimes being as many as eight or nine points out, but on coming in with the land, the deviation had become, if possible, more erratic. On Thursday, after passing Cape Borda, a course was shaped, supposed to give Troubridge Shoal a good berth, and with the wind about west, the ship scampered along very gaily. On making the light, the wind being about W.S.W, it was resolved to determine more accurately the position, by taking a cast of the lead. To accomplish this, the helm was star boarded, main topsail laid back, and as soon as the ship's way was somewhat deadened, the leadsman sang "half three." Before a second cast could be taken, the ship struck, and at once all square canvas was hove aback, but without effect. She was hard and fast, and there being a tolerable sea on, some alarm prevailed amongst the passengers. There seems no question but she has taken the reef fairly, and has been bilged on the port side, for scarcely any time elapsed before she was full of water. The master, officers, and crew, exerted themselves to the very utmost; first in at-tempts to get the vessel off, then to safely land the passengers, and finally, when all hope was over, to save as much as possible for the benefit of all concerned. On looking round their ship it is pretty clear water, and it looks as if the bottom is of limestone patches covered with sand, but she is so hard and fast ashore that scarcely a hope could be held out to float her, even in England, where there are good appliances for such a purpose. Here, the only alternative left is to get out as much of the cargo as possible; and it is due to those concerned to state that on the identity of the ship being established no time was lost in sending down a fleet of ketches to take out what is possible of the cargo. In addition to this the Insurance Companies have arranged to send over on Monday an experienced diver, with his harness and appointments, so as to proceed with subaqueous operations without delay. On  Sunday the barometer was inclined to fall, but if the fine weather continues, and the lightening operations are only conducted with present zeal, there may be a good amount of salvage, otherwise the contrary will result, for in the present position of the ship nothing can prevent her breaking up with the first gale. It is proof of how strongly she is built that it is impossible to find any evidence of straining in the waterways or upper-deck. On the passage of the Kangaroo steamer from Wallaroo, the wreck was reached early on Sunday, and, unlike some of his brother ship-masters. Capt. Lockyer called on board to offer his assistance. There being two ketches along-side, it was declined; but the master resolved on being a good Samaritan, so the Kangaroo steamed away and courteously picked up our Shipping Reporter, otherwise this report would have not appeared till another day's issue. The circumstances connected with this wreck are such as would at once convinces any nautical man of two things. First, that there should be a beacon at once placed to mark the "tother" end of the shoal ; and secondly. That the loss accruing to the body politic from this disaster is sufficient to pay an ocean pilot service for almost half a dozen years. It is gradually and surely forcing its way on the nautical mind that the advanced state of the colony is sufficient to warrant these establishment of a system of sea pilots. This need interfere in no way with those pilots at present in office; but the necessity of such a service will ultimately ensure its being properly established.

The Commissioner of Crown Lands on Monday, December 15, received the following telegram from the Immigration Agent, with regard to the luggage of the immigrants per the ship Iron King:—
"The following goods ex Iron King, at-Elder's store—Butler, 6 trunks, 1 case, 1 package ; Campbell, 3 trunks, 2 boxes, 1 case, 1 package ; Scott, 1 trunk, no mark, 2 trunks, tin box, package ; Veagh, 1 trunk ; Scott, box ; Shaw, 3 trunks ; Davies trunk ; Hinnett, case ; Felgate, trunk ; Scott, 3 trunks, case, no mark, trunk ; Hogan, trunk, no mark, tool chest ; Butler, trunk, 5 packages, bedding ; Campbell, tin box.

To be applied for between 9 and 4 o'clock."