Wreck report for 'Otranto', 1926

FOR OFFICIAL USE.

(No. 7838.)

"OTRANTO" (S.S.).

THE MERCHANT SHIPPING ACT, 1894.

REPORT OF COURT.

In the matter of a Formal Investigation held at Court "B," the Quadrangle, Royal Courts of Justice, Strand, London, W.C., on the 12th, 13 the and 16th days of July, 1926, before Joseph Sharpe, Esq., Metropolitan Police Magistrate, assisted by Captain C. B. Graves, O.B.E., F.R.G.S., and Captain H. P. Learmont, R.D., R.N.R., Nautical Assessors, into the circumstances attending the damage sustained by the British steamship "Otranto," of Barrow, through striking the rocks at or near Cape Grosso, south coast of Greece, on or about the 11th May last.

The court having carefully inquired into the circumstances attending the above-mentioned shipping casualty, finds, for the reasons stated in the Annex hereto, that the casualty was due to a northerly current which set the vessel on the rocks at Cape Grosso, about seven and a half miles north-west of Cape Matapan, which it was intended to pass at a distance of 2.7 miles.

The Court considers, having regard to the weather conditions which prevailed on 11th May, that the master committed errors of judgment:-

The Court has noted with satisfaction the testimony of the passengers to the skill with which the master handled the vessel immediately upon and after the happening of the casualty and to the excellent discipline displayed by all.

Dated this 16th day of July, 1926.

JOSEPH SILARPE, Judge.

We concur in the above Report.

ANNEX TO THE REPORT.

This Inquiry was held at Court "B." the Quadrangle, royal Courts of Justice. Strand. London, W.C., on the 12th, 13th and 16th days of July, 1926. Mr. J. B. Aspinall (instructed by mr. T. J. Barnes, C.B.E., solicitor to the Board of Trade) appeared on behalf of the Board of trade. Mr. A. T. Miller, K.C., Mr. H. C. S. Dumas and mr. G. H. M. Thompson (instructed by Messrs. Parker, Garrett and Co., solicitors, London) appeared on behalf of the owners of the "Otranto," the Orient Steam Navigation Company, Limited. Mr. Lewis Noad (instructed by Messrs. Rehder and Higgs, solicitors, London) appeared on behalf of the master of the "Otranto," Commander Gordon Lewis Simner, R.N.R., Dr. B. W. Ginsburg (instructed by Messrs. G. S. Warmington and Edmonds, Solicitors. London) watche?? the proceedings on behalf of Mr. F. G. Goodman, second officer of the "Otranto."

The s.s. "Otranto," official number 146025, was a twin screw passenger and mail steamer, built by Messrs. Vickers Ltd., at Barrow-in-Furness, in 1925, and owned by the Orient Steam Navigation Co., Ltd., of London. The length of the vessel was 632 feet, beam 75 feet, and the depth from top of beam amidships to top of keel was 37.5 feet. The gross tonnage was 20,032, the registered tonnage 12.031.5. The propelling machinery consisted of two sets of single reduction geared turbines. The boilers were fitted to burn oil fuel. The full speed was given as 19½ knots. The vessel had 37 boats with a certified capacity for 2,256 persons, and in addition 26 bu??yant apparatus or rafts capable of supporting 572 persons, 2,256 lief jackets and 28 life buoys. The vessel had 12 steel watertight bulkheads, and was fitted in every way up to the highest class required by the Board of Trade regulations. The wireless installation included a direction finder. There was accommodation for 572 first class passengers and 1,062 third class passengers, and a certified space for a crew of 443. The compasses were in good order and an azimuth book giving the deviations was kept. The vessel was sufficiently provided with Admiralty Charts, Sailing Directions and Tide Tables for the voyage.

Captain Gordon Lewis Simner, the master of the "Otranto," holds an extra master's certificate. He has been in the service of the Orient Company for twenty years, except for the War period, when be served in the Royal Navy. He has been in command of Orient Company vessels for the past seven years, and his record of service for the Company was excellent.

On the voyage in question the "Otranto" was engaged in a pleasure cruise in the Mediterranean Sea. She left Tilbury on the 26th April, 1926, proceeding to various ports until she arrived at Syracuse. At 8.5 p.m. on the 10th May she left Syracuse for Phalerum Bay (Athens)', having on board 545 passengers and a crew of 343. There was no cargo on board, but 500 tons of sand ballast, 514 tons of water ballast, 163 tons of fresh water, 2,313 tons of fuel oil, and 900 tons of stores and baggage were carried. The draft was 24 feet 6 inches forward, 27 feet aft. At 8.42 p.m. a departure position, latitude 37° 3' N., longitude 15° 21½ E., was taken by cross bearings, 3.3 miles from the anchorage and a course S. 83° E. true, S. 79° E. standard, was set for a point 2.7 miles south of Cape Matapan. The engines were set at 69 revolutions and at 9 p.m. increased to 71 revolutions. which, according to the builders' speed diagram, with 11 per cent, slip, gave a speed of 14.4. knots per hours. No patent log was run, but the 14.4 knots allowed was a fairly accurate estimate of the speed. Between 11 p.m. on the 10th May and 1 a.m. on the 11th May the clocks were put on 30 minutes. Between midnight on the 10th May and noon on the 11th May a fresh south-westerly wind of a force of five to six was experienced, with a heavy southerly swell. At 8 a.m. the standard course was altered to S. 80° E., with an error of 3° W. to allow for the change of variation. At noon the sun was obscured and no sight were obtainable. The position by dead reckoning was latitude 36° 37' N., longitude 19° 46 E., and the course and distance to the position 2.7 miles south of Cape Matapan was S. 83° E., 132.7 miles. At 2.51 p.m. a sight was obtained which made the position one mile to the eastward of the dead reckoning, and at 3.22 p.m. another sight was obtained which verified the first. The error of compass obtained was 4° W., and at 3.55 p.m. the standard course was altered to S. 79° E. to make it S. 83° E. true. At 6.55 p.m. the error of the compass was ascertained to be 2° W., and the course altered to S 81° E., making it S. 83° E. true. At no time during the 11th May was there an opportunity to obtain observations for latitude. Between noon and 8 p.m. the weather had remained misty with a moderating south-westerly wind but still heavy southerly swell.

At about 6.30 p.m. the "Otranto" passed the s.s. "Luise Leonhardt," which was proceeding in the same direction and also bound round Cape Matapan. She was about two miles north of the "Otranto" and her speed was apparently about 7 or 8 knots. At this time Sapienza Island was about abeam on the port side, and according to the dead reckoning, about 19 miles away. The weather conditions at this time were south-westerly wind, force 4, with heavy south-easterly swell and a visibility of 9 to 10 miles. The master of the German steamer in a deposition states that from 6.30 p.m. to 8.30 p.m. a strong southerly gale prevailed.

Sunset was about 7.5 p.m. on the 11th May, and the master stated that the visibility appeared to improve as darkness came on. Between 7 and 8 p.m. attempts were made to get wireless bearings from the station at Khania, in Crete, but although several messages passed no bearing could be obtained. At about 8 p.m. the wind had decreased and become variable. The master appreciated that by this time his ship should be within the range of Cape Matapan light. He relied upon his estimate of the visibility to warn him of any danger in time. He sent a message to the engineroom at 8.20 p.m. advising the engineers that speed might be reduced shortly, and at 8.29 p.m. the telegraph was rung to "Stand-by." The master stated that his intention was to stop at 8.40 p.m. to take soundings. He did not expect to find bottom, but it was to be done as a precaution. About this time the two look-out men, who were stationed in the bows, asked the officer of the watch on the bridge by telephone to have the saloon lights dimmed as they were causing a glare. This request was complied with some minutes before the land was sighted, and in the opinion of the Court this alleged glare did not in any way contribute to the casualty. About this time a low dark cloud was seen on the port bow, which the master stated he believed to be on the horizon some eight miles away. Almost immediately afterwards, at 8.35 p.m., land was reported ahead by the look-outs and broken water was seen at the same time by the master and officers on the bridge. Both engines were at once put full speed astern and the helm hard aport. The vessel had, however, such way that she failed to bring up in time, and at 8.38 p.m. her port bow struck a steep-to cliff which was subsequently ascertained to be in the neighbourhood of Cape Grosso. It was a glancing blow, the speed of the vessel at the time being estimated at front 1 to 2 knots. The distance from the land when sighted was reckoned at about 3½ cables. After striking with her port bow the vessel swung round to starboard and again came into contact with the cliff on her port quarter. Very serious damage was done to bow and quarter, but the vessel made no water except in the fore peak tank and the propellers were not damaged. The engines were worked as required to get the vessel clear. When the casualty occurred all the necessary orders regarding the boats and life-saving appliances were issued, and excellent discipline prevailed. By S.45 p.m. all boats had been lowered to embarkation position on the starboard side and by 9.5 p.m., when the ship was clear of the cliff, those on the port side had been lowered to the same position. An "S.O.S." signal had been sent out when the vessel struck and a number of ships replied. Amongst these was the "Luise Leonhardt," which appeared in sight shortly after 9 p.m. She stood by until it was found that the "Otranto" required no assistance, and then proceeded on her voyage. Some time was occupied in ascertaining by careful sounding of all holds, tanks, etc., whether the "Otranto" was in a fit condition to proceed. At 9.55 p.m. the engines were put "Slow ahead" and later on to full speed. At 10.42 p.m. Cape Matapan light was sighted about 7½ miles away, bearing S. 81 degrees E. Courses were then steered as necessary and the vessel arrived at Phalerum Bay at 9.45 a.m. on the 12th May. Temporary repairs were there effected. The projected cruise was abandoned and the vessel returned to a home port for permanent repairs.

On reviewing the evidence the Court forms the opinion that the cause of the casualty was a current which set the vessel some 7 to 9 miles north of her intended course. One of the main points for consideration in this Inquiry is whether this current might have been expected by the master. The following are extracts from the Deck. Log regarding weather conditions on the 11th May:-

In the Mediterranean Pilot, vol. 4, 5th edition, 1918, page 15, is the following passage in reference to currents:- "The only rule, therefore, which can be given as a caution to the navigator, especially for the southern part of the Archipelago and the channels approaching it on the east and west of Crete, is to allow for a current of from 1 to 1½ miles an hour in the direction of the wind when it amounts to a fresh or even a moderate breeze." in the Mediterranean Pilot, vol. 1, 5th edition, 1913, on page 53, is the following passage:-"The set of the surface currents in the Mediterranean (independently of tidal streams) is to the eastward, subject to variations in velocity and direction caused by prevailing winds and local circumstances."

The general effect of these and other entries in the Sailing Directions for the Mediterranean is that the currents are governed mainly by the prevailing winds, and to this the master agreed. These entries, in the opinion of the Court, clearly apply to that particular portion of the Mediterranean in which the vessel was being navigated at the time. The master, however, asserted that such a current did not start running as soon as the wind started blowing, that it tool a little time to gather force, and that in this particular instance lie did not think that the wind had been blowing long enough from the south to set up such a current. The extracts from the Deck Log quoted above show, however, that throughout the 11th May moderate to strong winds from south-south-west to south-west had been blowing, and further, that there had been a heavy swell, which latter circumstance should have indicated to the master that the wind had been blowing even earlier than his records show. These facts, coupled with a correct reading of the Sailing Directions, should have led him to expect a northerly current, and, in the opinion of the Court, the master's failure to do so was an error of judgment which was the primary cause of the casualty.

A further important point for consideration in this Inquiry is the speed maintained by the vessel on and after S p.m. of the 11th May. having regard to the weather conditions prevalent at that time. The visibility appears to have been from about 7 to 9 miles. The master was deceived as to the distance of the low black cloud seen about this time. He must have known that lie was in the vicinity of high land. The Court considers that lie ought to have contemplated the possibility of this cloud concealing high land, and that lie should have reduced speed until his position had been more clearly established. That he did in fact appreciate the need of caution is evident from the preparations he had made at 8.20 p.m. and at 8.29 p.m. to lessen speed and take soundings at 8.40 p.m.

At the conclusion of the evidence for the Board of Trade, Mr. Aspinall submitted the following questions upon which he desired the opinion of the Court:-

1. What number of compasses had the vessel, were they in good order and sufficient for the safe navigation of the vessel, and when and by whom were they last adjusted?

2. Did the master ascertain the deviation of his compasses by observations from time to time, were the errors correctly ascertained and the proper corrections to the courses applied?

3. What was the position of departure from Syracuse on the evening of the 10th May last? Was the position correctly ascertained and verified? Was a safe and proper course then set to pass Cape Matapan at a safe distance and thereafter steered, and was due and proper allowance made for possible leeway or currents, if any?

4. Were safe and proper alterations made in the course at or about 8 a.m. of the 11th May last and from time to time thereafter, and were due and proper allowances made for leeway and currents, if any?

5. Were all measures possible taken to ascertain and verify the position of the vessel from time to time on the 11th May last?

6. Having regard to the state of the weather at and after 8 p.m. of the 11th May last should

7. What was the cause of the vessel striking the rocks at or near Cape Grosso at or about 8.38 p.m. on the 11th May last?

Did she sustain serious damage thereby?

8. Was the vessel navigated with proper and seamanlike care?

9. Was serious damage to the s.s. "Otranto" caused by the wrongful act or default of her master, Captain Cordon Lewis Simner?

Witnesses were called by Mr. Miller, and the Court was addressed by Mr. Aspinall on behalf of the Board of Trade, by Mr. Miller on behalf of the Owners and by Mr. Noad on behalf of the master. The Court delivered judgment and returned the following answers to the questions submitted by the Board of Trade:-

1. The vessel had three compasses, a Kelvin standard compass on top of the wheel house, a steering compass inside the wheel house, and a steering compass at the after end of the vessel. They were in good order and were sufficient for the safe navigation of the vessel. They were adjusted by Mr. A. W. Baird, of Messrs. Kelvin, Bottomley and Baird, of Glasgow, at Barrow-in-Furness on the 13th December, 1925, and subsequently adjusted by the master on the voyage of the vessel to Australia.

2. The master did ascertain the deviation of the compasses by observation from time to time. The errors appear to have been correctly ascertained and the proper corrections applied to the courses.

3. The position of departure from Syracuse on the evening of the 10th May last was latitude 37#176; 3' N., longitude 15° 21½ E. The position was correctly ascertained and verified. A safe and proper course under normal conditions was then set to pass Cape Matapan, and this course was thereafter steered.

A strong south-westerly wind prevailed after midnight on the 10th May and throughout the following day. There was also a heavy southerly swell denoting that the wind from the southward had prevailed for some time. In these conditions a current to the northward might have been expected, and should have been allowed for. No allowance was made for any possible leeway or currents.

4. The compass course was altered at 8 a.m. on the 11th May and from time to time thereafter to make allowance for change of variation. There was no allowance at any time made for leeway or currents.

5. All practicable measures, including repeated efforts to get wireless bearings from Khania, were taken to ascertain and verify the position of the vessel from time to time on the 11th May last.

6. (a) At 8.20 p.m. on the 11th May last Mr. C. V. Dodgson, the officer of this watch, telephoned to the fourth engineer that the vessel would shortly be slowed down as land had not been sighted. The master at 8.29 p.m. gave orders to the engineers to stand by with a view to reducing speed at 8.40 p.m. in order to ascertain the position of the vessel by soundings. The visibility seaward was apparently from seven to nine miles but a black cloud was seen on the port bow. The Court considers that the possibility of such a cloud concealing high land (as in fact the cloud did until the vessel was within half a mile of it), which the master must have known to be in the vicinity, should have occurred to him, and that it would have been more prudent had he decided to reduce speed earlier.

(b) The decision to take soundings at 8.40 p.m. was a right and proper one, taking into consideration the distance run, the weather and the depths of water in the vicinity.

(c) A good and proper look-out was kept.

7. The cause of the "Otranto" striking the rocks at or near Cape Grosso at 8.38 p.m. on the 11th May was a current which set the vessel to the northward of her course.

The vessel did sustain serious damage on her port bow and quarter.

8. Except that no allowance was made for a northerly current and that speed was not reduced, as indicated in the answer to question 6 (a), the vessel was navigated with proper and seamanlike care.

9. The serious damage to the s.s. "Otranto" was not caused by the wrongful act or default of the master.

JOSEPH SHARPE, Judge.

We concur.

(Issued by the Board of Trade in London

on Friday, the 3rd day of September, 1926.)

LONDON:

PUBLISHED BY HIS MAJESTY'S STATIONERY OFFICE.

To be purchased directly from H.M. STATIONERY OFFICE at the following addresses:

Adastral House, Kingsway, London, V .C. 2; 28, Abingdon Street, London, S.W. 1;

York Street, Manchester; 1, St. Andrew's Crescent, Cardiff;

or 120, George Street, Edinburgh;

or through any Bookseller.

1926.

Price 4d. Net.

Printed under the authority of HIS MAJESTY'S STATIONERY OFFICE

by Henderson & Spalding Ltd., Camberwell, London, S.E. 15.