Wreck report for 'Silanion', 1933

FOR OFFICIAL USE

[Crown Copyright Reserved.]

(No. S. 354.)

STEAM TRAWLER "SILANTON".

THE MERCHANT SHIPPING ACT, 1894.

REPORT OF COURT.

In the matter of a Formal Investigation held at the Town Hall, Grimsby, on the 15th, 16th, 17th, and 19th days of May, 1933, before Joseph Smith, Esquire, assisted by Captain H. P. Learmont, R.D., R.N.R., Lieutenant-Commander F. S. Murray, R.D., R.N.R., and William Addy, Esq., D.S.C., into the circumstances attending the stranding and subsequent total loss of the steam trawler "Silanion," of Grimsby, at Tor Ness, in the Pentland Firth, on the 25th February, 1933.

The Court, having carefully inquired into the circumstances attending the above-mentioned shipping casualty, finds, for the reasons stated in the Annex hereto and in the answers to the Board of Trade questions, that the said shipping casualty was due to the default of the skipper, George Frederick Smith, and therefore suspends his certificate as skipper of a steam fishing vessel (No. 7039) for a period of six months from this date. An application for a mate's certificate was refused.

Dated this 19th day of May, 1933.

JOSEPH SMITH, Judge.

We concur in the above Report.

Judgment.

This is a case in which a vessel well found in all respects, and equipped with sounding appliances and steam-steering gear, neither of which were used, was navigated in such a careless and haphazard way that she ran ashore on the south-west corner of Hoy Island.

The Court, having carefully inquired into the circumstances attending the stranding, finds that the shipping casualty was due to the default of the skipper in matters which are dealt with in the answers to the questions submitted by the Board of Trade.

The Court has taken fully into consideration the long service of the skipper, extending over a period of 28 years, and his excellent previous character, and, having regard to those matters, the Court suspends his certificate for a period which, in all the I circumstances of the case, is a limited period.

The Court finds the said George Frederick Smith in default, and suspends his certificate as skipper of a steam fishing vessel (No. 7039) for a period of six months from this date.

Dated this 19th day of May, 1933.

An application for the granting of a mate's certificate during the period of suspension was refused.

Annex to Report.

This Inquiry was held at the Town Hall, Grimsby, on the 15th, 16th, 17th, and 19th days of May, 1933.

Mr. Walter West, Solicitor, of Grimsby, appeared for the Board of Trade, Mr. H. S. Bloomer appeared for the Underwriters of the "Silanion," the Grimsby Steam Fishing Vessels' Mutual Insurance and Protecting Company, Limited, and the owners of the "Silanion," the Standard Steam Fishing Company, Limited, and Mr. Isidore Rosenberg, Solicitor, of Grimsby, appeared for the skipper of the vessel.

The "Silanion," official number 160,992, was a steel screw trawler, ketch-rigged, built by Messrs. Cook, Welton & Gemmell, Limited, of Beverley, in the year 1930. Her tonnage was 348.96 gross, 143.55 net register, and she was fitted with reciprocating steam triple expansion engines of 98 horse-power nominal, giving her a speed of 10½ knots. Her registered dimensions were as follows:-

She was constructed with four bulkheads and carried a crew of thirteen hands including the skipper, George Frederick Smith, whose certificate is No. 7039.

The "Silanion" carried the life-saving appliances usual for a vessel of her class and was well found in all respects. She had on board a full set of charts necessary for sailing in Icelandic waters, and also a large-scale chart of the Pentland Firth. Her steering compass was fixed in the roof of the wheel house, and she carried a pole compass on the fore side of the wheelhouse verandah. There was also a third spare compass in the chartroom.

The "Silanion" was fitted with steam-steering gear and carried an echometer patent sounding machine and also two deep-sea leads with lines, and two patent Jogs.

The pole and wheelhouse steering compasses were last adjusted on the 26th January, 1933, by Mr. H. A. Johannessen of Grimsby, a certificated compass adjuster, and deviation cards were supplied and carried on the vessel which showed that there was no deviation on north-westerly courses.

The skipper stated that on the voyage prior to the one in question, a set of metal bobbins was lost overboard, but he did not ask for the compasses to he readjusted before sailing on the last voyage, and the Court is of opinion, having regard to the courses made on the vessel's voyage to the north, that the loss of the bobbins made no material difference to the compasses.

The "Silanion" left the Fish Docks, Grimsby, at about 7.30 a.m. on the 24th February, 1933, and anchored in the River Humber for a period of two or three hours waiting for the skipper's clothing and for repairs to the steaming lights. The Court is in some difficulty in fixing the time of departure from the River Humber on account of the conflicting statements of witnesses whose times of departure varied to a considerable extent.

The Court finds that in the forenoon of the 24th February, 1933, the "Silanion," after leaving the River Humber, proceeded to the northward. A course of north (magnetic) was set at the Newsand Light Vessel, and this course was steered until the vessel was off Buchaness at about 7 a.m. on the 25th February, 1933. The Court questions the time off Buchaness, as the times stated by witnesses as being the time of departure from the River Humber and the time of arriving off Buchaness, do not agree with the distances.

When the vessel was off Buchaness, the course was altered to N.N.W., which course was steered for about 30 miles, a period of three hours being occupied in covering this distance, at the expiration of which period, the "Silanion," according to the skipper's evidence, was about eight miles off Rattray Head. The course was then altered to N. by W. ½ W., which course was steered for about seven hours until 5 p.m., by which time the "Silanion" was in a position, seven to eight miles from Duncansby Head, which bore N.N.W.

The course was then altered to N. by W., which the skipper stated was steered until about 5.45 p.m. on the 25th February, 1933, at which time the vessel was off Duncansby Head, which was about abeam.

The evidence given as to the courses steered between the time the vessel was off Duncansby Head and the time she reached a position about 1½ to 2 miles from Stroma with the Stroma Light bearing S.W. at about 8.45 p.m., was so conflicting that the Court found great difficulty in satisfactorily reconciling the various courses and times given by witnesses, and has therefore been unable to follow from the evidence the track of the vessel between the last-mentioned points.

There were no records kept, and the evidence given by the witnesses was on memory alone and the statements varied. It however appeared from the skipper's evidence given by him before the Court, that at about 8.45 p.m. on the 25th February, when Stroma Light was hearing S.W., the course was altered to N.W. by W. The skipper stated that this course was steered until 9.15 p.m. when Stroma bore S., when it was altered to W.N.W., and that he continued on that course until the stranding. The third hand and the deck hand who were at the wheel between the time of leaving Stroma and the stranding, stated that the course was not altered to W.N.W. until 10 p.m.

The speed of the "Silanion" was 108 revolutions, but at 7.30 p.m. the skipper ordered the engineers to give the vessel all the speed possible to get through the Firth, and the engine revolutions were increased to 114 and continued so until the stranding.

Shortly after the vessel entered the Pentland Firth with a flood tide, a S.E. gale and heavy seas were encountered, which caused the vessel to yaw about and steer badly, and the skipper ordered the third hand to assist the deck hand at the wheel. The skipper then decided to use the steam-steering gear and ordered the third hand to go to the engine-house, which was immediately behind and adjoining the wheelhouse, to turn on the steam. This the third hand was unable to do as he could not turn the stop valve and reported so to the skipper, who ordered the third hand and deck hand to carry on with the hand gear.

The skipper stated that he did not give orders to the engineers to attend to the stop valve as he considered it dangerous for them to come on deck on account of the water the vessel was shipping. At about 9.30 p.m. the sea had moderated and one hand was able to steer the vessel efficiently. At about this time the deck hand left the wheelhouse and went to the galley, and, after an interval of about ten minutes, returned with two pots of tea, one for himself and one for the third hand.

At about this time, the skipper went below for about ten minutes as he complained of being sick.

There was some conflict of evidence as to whether the deck hand went for the ten during the skipper's absence below, and the Court came to the conclusion that there was a time when the third hand was alone in the wheelhouse with no one on the look-out.

When the skipper returned to the bridge he noticed that the vessel was heading N.W. by W. and reprimanded the third hand and said that the course ought to be W.N.W. The third hand and deck hand denied that the course had been W.N.W. and stated that the course of N.W. by W. had been steered from Stroma and that it was not until 10 p.m. that the course of W.N.W. was given. Although in a deposition made by the third hand at the Custom House. Grimsby, on the 20th March, 1933, he stated "At 9.20 p.m. the skipper altered course to W.N.W. by compass," he maintained in the witness box that that statement was inaccurate. Upon the whole of the evidence, the Court formed the opinion that it was not until about 10 p.m. that the course of W.N.W. was steered. Throughout the Inquiry, the Court experienced difficulty in reconciling the evidence given before them with the statements made in the Board of Trade depositions and the reports made to the Underwriters of the vessel.

The skipper stated that shortly after he returned to the bridge, about 10 p.m., he sighted high land covered with snow 5 points on the starboard bow, and estimated it to be distant about two miles.

The night was dark but clear and the front windows of the wheelhouse were open. The skipper did not alter the course on sighting the high land, as he did not think it necessary, as he intended to hug the land, and he trusted to his eyesight to keep him clear of the land. He also stated that at about this time there were several lights visible to him and that he received a morse signal from Dunnet Head at about 10.5 p.m. enquiring the name of his vessel. The skipper stated that Dunnet Head at this time bore S.W. by S., but this was impossible, as if Dunnet Head was on this bearing at the time stated, the "Silanion" would have gone clear of Tor Ness.

Between Stroma and the place of stranding, two other vessels were in sight, one of which, the "Vindalesia," was observed by the deck hand to cross astern of the "Silanion" on to the port side and proceed on a more westerly course, and the skipper also spoke of having, noticed a trawler which proved to be the "Vindalesia" about two miles distant and bearing about two points on the port bow.

The skipper stated that at 10.10 p.m. he sighted breakers on the starboard beam, and ordered the third hand, who was then at the wheel, to put the .wheel hard to port, but before the vessel had time to answer the helm, the vessel stranded. According to the skipper, this occurred at 10.15 p.m., but in the opinion of the Court the period between sighting the breakers and stranding was less than five minutes as, according to the evidence, the wheel was ordered hard to port on sighting the breakers and almost immediately afterwards the vessel stranded. The vessel immediately commenced to bump and roll heavily and listed to starboard. The skipper immediately rang the engines full speed astern in an effort to back the vessel off, but the vessel failed to respond, and the engineer, on being spoken to through the voice tube, expressed the opinion that the propeller was stripped, and the engines were therefore stopped.

The engineer at first reported that no water was being made, but ten minutes later reported that water was entering the stokehold, and the skipper then sent op four distress rockets and morsed the steam trawler "Vindalesia" of Grimsby, which was then two miles ahead on the port bow, for assistance. The "Vindalesia" returned, but could not render assistance as she could not venture close enough, having regard to the weather prevailing, and the skipper then morsed Dunnet Head for assistance. The vessel was examined and as far as could be ascertained was only making water in the bunkers.

The pumps wore brought into action and the ship's boat prepared for launching, but at 12.30 a.m. on the 26th February, the Longhope lifeboat arrived, and in view of the weather conditions the skipper considered it prudent to abandon the vessel, and the lifeboat took off the skipper and crew and landed them at Longhope at about 2.45 a.m. on the 26th February, 1933.

On the 28th February, 1933, the weather having moderated, the skipper and chief engineer returned to the vessel in the Longhope lifeboat, and found the engine room more than half full of water, and after salving some stores and effects they returned to Longhope. On the 29th February, 1933, the salvage steamer "Ironack" of Aberdeen arrived at the wreck, and the Underwriters' surveyor took charge.

There was evidence before the Court that when the vessel left Grimsby there were 31 bottles of spirits on board, the personal property of the skipper, an amount which was well within the Customs allowance for a vessel carrying 13 hands and sailing on a trip of three weeks. The Court do not find any evidence that the spirits had any bearing upon the stranding and loss of the vessel. Throughout the whole passage, the skipper did not attempt to verify his positions by cross bearings or otherwise, but merely depended on his local knowledge and eyesight alone in estimating the distance and position off the various lights.

The Court, having carefully considered all the evidence placed before it, and the hitherto good record of George Frederick Smith as a skipper extending over a period of 28 years, is of opinion that his conduct calls for severe censure, and for the reasons stated in the answers to the questions submitted by the Board of Trade, finds that the stranding and subsequent loss of the "Silanion" were due to default on the part of the skipper, George Frederick Smith.

After the evidence had been heard, Mr. Walter West, for the Board of Trade, submitted the following questions for the consideration of the Court:-

Questions.

1. When the steam trawler "Silanion" last left Grimsby on the 24th February, 1933, for the Icelandic fishing grounds was she in good and seaworthy condition?

2. Was she equipped for the voyage with-

3. What compasses had the vessel?

When and by whom had they last been professionally adjusted?

Were deviation cards for the compasses supplied to the skipper after such adjustment?

4. Were the compasses sufficient for the safe navigation of the vessel?

5. Had anything occurred in the vessel to cause an error in the compasses after they were adjusted? If so, did the skipper ascertain the amount of the error by observations or did he have the compasses readjusted?

6. At what time was Stroma Light abeam of the vessel? Did the vessel alter course when the light was abeam?

How far was she from the light when she altered course?

7. Were proper and sufficient measures taken by the skipper to ascertain and verify the position of the vessel off Stroma Light at the time when the alteration of course was made?

8. What alteration of course was made at that time? Was the new course set a safe and proper one?

9. What were-

at the time the course was altered off Stroma Light?

Did any change in the weather, strength of tide or visibility take place before the vessel stranded? If so, what was it?

10. Were any, and if so what, alterations in the course made between the time when Stroma Light was abeam of the vessel and the time when she stranded? If so, were the altered courses safe and proper ones?

11. At what speed were the engines working when Stroma Light was abeam of the vessel? Was any, and if so what, change made in the speed of the engines before the vessel stranded?

12. Were any, and if so how many, soundings taken on the echometer between the time when the vessel took her departure from Stroma Light and the time when she stranded? If so, what, if any, soundings were recorded on the echometer?

13. If no soundings were taken why were they not taken? Should such soundings have been taken?

14. What steering gear, hand or steam, was being used in the vessel between the time of her departure from Stroma Light and the time she stranded?

15. If the hand gear was being used was that sufficient for the safe navigation of the vessel in the conditions of weather and tide which obtained at the time?

16. Having regard to the conditions of weather and tide which obtained, should the skipper have changed the steering gear from hand to steam? If so, why did he not do so?

17. Was high land, covered with snow, sighted on the starboard bow of the vessel? If so, how did it bear and what was the estimated distance of the land from the vessel?

18. Was the estimated distance correct?

Did the skipper take any, and if so what, steps to verify the distance of the vessel from the land?

19. What was the land which was sighted?

20. Did the skipper give any, and if so what, order to the helm before the vessel stranded? If so, when did he give it ? Was it promptly carried out? If so, was the alteration of helm effective?

21. Was a good and proper look-out kept on board the "Silanion"?

22. At what time and where did the vessel strand? Were all possible efforts made to save her?

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

24. What was the cause of the stranding of the vessel?

25. Were the stranding and subsequent total loss of the steam trawler "Silanion" caused or contributed to by the wrongful act or default of George Frederick Smith, the skipper?

Answers to Questions.

1. When the steam trawler "Silanion." last left Grimsby on the 24th February, 1933, for the Icelandic fishing grounds she was in good and seaworthy condition.

2. She was equipped for the voyage in question with

3. The vessel had three compasses, namely:-

The pole and overhead compasses were last adjusted on the 26th January, 1933, by Mr. H. A. Johannesen, of Fish Docks, Grimsby, and deviation cards were supplied to the skipper, which showed no deviation on the courses steered by the "Silanion" at the times material to this Inquiry.

4. The compasses were sufficient for the safe navigation of the vessel.

5. it was stated on behalf of the skipper that a set of metal bobbins had been lost on the previous voyage, and that the loss might have affected the compasses. The skipper did not ascertain that there was any error by observation, and, in the judgment of the Court, the compasses wore not materially affected by the loss of the bobbins.

The skipper did not have the compasses readjusted.

6. The Stroma Light was abeam at about S.45 p.m. on the 25th February bearing S.W. At that time the course was changed from N.W. to N.W. by W. The distance of the Stroma Light from the vessel was estimated by the skipper by eyesight to be 1½ to 2 miles.

7. Proper and sufficient measures were not taken by the skipper to ascertain and verify the position of the vessel off Stroma Light at the time when the alteration of course was made.

8. The course was altered at that time to N.W. by W. The new course was a safe and proper one for the time being.

9. At the time the course was altered off Stroma Light a strong south-easterly gale was blowing, the tide was a flood tide setting in an easterly direction, and the combined effect of wind and tide was to raise a heavy sea. There was no evidence before the Court that the weather and sea at the material times were exceptional in the Pentland Firth. The visibility was good. No change in the state of the weather or visibility took place before the vessel stranded, but the flood tide moderated and at about 9.30 p.m. the third hand, who had been necessarily assisted by the deck hand at the wheel, was able to steer alone, and the sea and swell moderated.

10. The evidence was conflicting as to the courses steered after passing Stroma Light, the skipper saying that he altered the course to W.N.W. at 9.15 p.m. and the third hand who was at the wheel saying that the alteration was made at 10 p.m. Owing to these conflicting statements, and in view of the fact that the skipper had not verified his position, the Court is unable to say whether the courses were safe and proper.

11. The engines were working at 108 revolutions up to 7.30 p.m. when the skipper, through the speaking tube, ordered the engineer to let her have all he could, and from that time to the stranding the speed was 114 revolutions.

12. No soundings were taken on the echometer or otherwise.

13. Soundings were not taken because the skipper relied on his knowledge of the locality. Having regard to the fact that the skipper had not taken any cross bearings, such soundings should have been taken.

14. Hand-steering gear was being used on the vessel between the time of her departure from Stroma Light and the time she stranded.

15. The hand gear was sufficient for the safe navigation of the vessel in the conditions of weather and tide which obtained at the time.

16. The skipper gave orders to the third hand to turn on the steam-steering gear at about 8 p.m., but the third hand reported that he was unable to do so, the fact being that, as was afterwards ascertained, the steam was shut off at the boiler. When the third hand had failed to turn on the steam-steering gear the skipper ordered him and the deck hand to carry on at the hand-steering gear.

17. High land covered with snow was sighted by the skipper 5 points on the starboard bow, and he estimated the distance of this land from the vessel as two miles.

18. No other witness saw this land nor heard the skipper remark that he had sighted it, and as it is impossible to say what point of land the skipper sighted, the Court is unable to say whether the estimated distance was correct or not. The skipper did not take any steps to verify the distance of the vessel from the land, as almost immediately afterwards he sighted breakers off the starboard bow.

19. The high land covered with snow, sighted by the skipper was probably one of the hills in the south-west corner of the Island of Hoy.

20. The skipper gave the order "Wheel hard to port" on sighting the breakers. The order was promptly carried out, but before the helm had time to take effect the vessel stranded.

21. A good and proper look-out was not being kept on the "Silanion" at the time previous to the stranding.

22. The vessel stranded at approximately 10.15 p.m. on the 25th February, 1933, at about one quarter of a mile to the east of Tor Ness. All possible efforts were made to save her having regard to the weather conditions at the time.

23. The vessel was not navigated with proper and seamanlike care.

24. The causes of the stranding were:-

25. The stranding and subsequent total loss of the "Silanion" were caused by the default of the skipper, George Frederick Smith, as set out in the answer to the previous question.

JOSEPH SMITH, Judge.

We concur.

(Issued by the Board of Trade in London

on Tuesday the 27th day of June, 1933.)

LONDON

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