Wreck report for 'Struan', 1933

FOR OFFICIAL USE

[Crown Copyright Reserved.]

(No. S. 356.)

STEAM TRAWLER "OCEAN PRINCESS"

THE MERCHANT SHIPPING ACT, ½4.

REPORT OF COURT.

In the matter of a Formal Investigation held at Aberdeen on the 24th day of May, 1933, before John Dewar Dallas, Esquire, Sheriff Substitute of Aberdeen, Kincardine and Banff, assisted by Commodore H. Stockwell, C.B., D.S.O., R.D., Captain Edward Barkley and Walter Bates, Esquire, into the circumstances attending the stranding of the steam ship "Struan" of Aberdeen, official number 144614.

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 stranding and loss of the said vessel was due were due to the default of the skipper, W. G. Shepherd, and also to the default of the second hand, James Bowie.

The Court finds the skipper and the second hand equally in default. In respect that both the skipper and the second hand have been out of employment since the loss of the vessel the Court modifies the suspension of the certificates of the skipper and the second hand to a period of 6 months from this date. Dated this 30th day of May, 1933.

J. D. DALLAS, Judge.

We concur in the above Report.

Annex to Report.

This Inquiry was held at the Sheriff Court, at Aberdeen, on the 24th day of May, 1933.

Mr. M. M. Duncan conducted the Inquiry for the Board of Trade. The skipper, William Gray Shepherd, and the second hand, James Bowie, appeared in person.

The s.t. "Struan," official number 144614, was ketch-rigged. She was built by Messrs. A. Hall & Co., Ltd., of Aberdeen, in the year 1918. Her tonnage was 212.61 gross and 78.41 tons net register. She was fitted with one triple expansion engine of 75 N.H.P. (440 I.H.P.) with one steel Scotch boiler. The engine was built by Messrs. A. Hall & Co., Ltd., of Aberdeen, and the boiler was built by Messrs. J. Neilson & Son, Ltd., of Glasgow.

Her registered dimensions were, length 115 feet B.P., main breadth 22 feet 6 inches, and depth of hold 12 feet 2 inches. She was constructed with three bulkheads.

On her last voyage she carried a crew of 9 hands all told including the skipper, W. G. Shepherd, certificate No. 10456. She carried the life-saving apparatus and boat usual in ships of her class. Her steering compass was fixed in the roof of the wheelhouse with a second compass kept in the skipper's room. The steering compass was adjusted on the 11th November, 1932, by Mr. W. C. Smith, of Messrs. Stevenson & Harris, certificated compass adjusters, of Aberdeen, and was certified as having no deviation. The s.t. "Struan" left Aberdeen on the 13th January, 1933, at 10 a.m. for the fishing grounds. Draught 13 feet forward and 7 feet aft.

On the 18th January, 1933, they finished fishing and at 9.50 a.m. on that date the ship left for Aberdeen; departure position being at that time about 100 miles N.E. of Buchan Ness. She was put at full speed, about 8½ knots, and the course set S.W. by S., which the skipper considered would take her clear of Buchan Ness, the wind at that time being from S.E. strong to moderate with S.E. swell. The second hand, James Bowie, taking the watch until dinner time, the course and speed were maintained throughout the second hand's watch; he being relieved at dinner time by the skipper, W. G. Shepherd and the third hand. During the skipper's watch several fishing vessels were sighted, and to make sure of picking up the land the skipper altered course to S.W. when the log was showing 60 miles from departure. The skipper went below at 6 p.m. for tea and returned on deck at about 6.45 p.m., when he observed Kinnaird's Head Light, approximate distance 18 miles. He was quite sure of the light being Kinnaird Light, it being a one white flash. About 8 p.m., Rattray Head Light was sighted and the course was altered to south, the skipper leaving the bridge at that time in charge of the second hand, telling him to keep the vessel on that course until Rattray Head Light bore W.N.W., with the idea that the second hand would let him know when the light was on that bearing. At 9.20 p.m. Rattray Head Light bore W.N.W. at a distance estimated by the second hand as 3 or 4 miles off, and the second hand, instead of informing the skipper, pulled the ship into the land 2 points to S.S.W. which, the Court considers, was a dangerous thing to do, seeing that the weather was getting hazy. The ship was still running at full speed and the same course, S.S.W., was being kept. At 9.50 p.m. the second hand called down the hatchway in the wheelhouse to the skipper, saying: "He could not see Buchan Ness Light "; shortly after he had called down the hatchway-in fact as the skipper was on his way up-the ship struck the rocks off Scotstown Point, Aberdeen, at 9.55 p.m. The engines were immediately put full speed astern, but in three minutes the blades of the propeller were stripped and the engines stopped. The ship immediately commenced to fill, flares were burnt and the crew were taken off by the Peterhead lifeboat.

The Court considers that the skipper, W. G. Shepherd, showed a great lack of sense of responsibility in leaving the navigation of the ship in charge of the second hand, James Bowie, during the most dangerous part of the passage; namely, when approaching the land about Rattray Head without having in any way definitely fixed the vessel's position by bearings. The evidence shows that the navigation was practically done "by eye," the distances from points being only assumed. The Court also considers that the skipper was gravely in default in not giving definite instructions to the second hand not to alter course without calling him, which would have enabled him to see how far the vessel was off Rattray Head Light. Had this simple precaution been taken the Court considers that the vessel would not have been stranded. The conduct of the second hand was most reprehensible in his having altered course to S.S.W. after having been told by the skipper not to let the ship edge into the land, and also in his not having informed the skipper after passing Rattray Head Light. The Court is of the opinion that this act of gross negligence led to the stranding of the said vessel. At the conclusion of the evidence Mr. M. M. Duncan, on behalf of the Board of Trade, submitted the following questions for the opinion of the Court:-

Questions.

(1) When the steam trawler "Struan "last left Aberdeen on the 13th January, 1933, for the North Sea fishing grounds was she in good and seaworthy condition ?

(2) Was she equipped for the voyage with-

(3) What compasses had the vessel and where were they situated? When and by whom had they last been professionally adjusted? Were deviation cards supplied to the skipper after such adjustment?

(4) Were the compasses sufficient for the safe navigation of the vessel? Had the skipper corrected the compasses by observation from time to time and did he know the proper corrections for the compasses to be applied?

(5) At what time on the 18th January, 1933, did the vessel take her departure from Rattray Head Light?

(6) What was the state of-

at that time?

(7) What was the bearing and distance of Rattray Head at the time the vessel took her departure?

(8) Was Kinnaird's Head Light in sight when the vessel took her departure from Rattray Head Light? If so, were cross bearings of the two lights taken? If not, why not?

(9) Were proper and sufficient measures taken by the skipper to ascertain and verify the position of the vessel off Rattray Head at the time when she took her departure?

(10) What course was set when the vessel took her departure from Rattray Head? Was that course a safe and proper one?

(11) Did the skipper go below shortly after the vessel took her departure from Rattray Head? If so, who was left in charge of the vessel and what instructions did the skipper give him before he went below?

(12) On what chart was the vessel being navigated after she took her departure from Rattray Head? Was that chart proper and adequate for the safe navigation of the vessel?

(13) Was any, and if so what, change in the course of the vessel made after she took her departure from Rattray Head? If so, what was the alteration and when was it made? Was the alteration authorised by or known to the skipper?

(14) If an alteration of the course was made was the new course set a safe and proper one?

(15) At what speed was the vessel proceeding when the alteration of the course was made? Was any alteration in the speed made before the vessel stranded?

(16) Did Rattray Head Light remain in sight up to the time when the vessel stranded?

(17) Was there any, and if so what, change in the weather conditions and the visibility between the time of the alteration of the course and the stranding?

(18) Were any soundings taken between the time of the alteration of the course and the stranding? If so, what soundings were obtained? If not, should soundings have been taken?

(19) Was a good and proper lookout kept on the vessel ?

(20) At what time and where did the vessel strand? Were all possible efforts made to save her?

(21) Was the vessel navigated with proper and seamanlike care?

(22) What was the cause of the stranding of the vessel?

(23) Were the stranding and subsequent total loss of the s.t. "Struan "caused or contributed to by the wrongful act or default of William Gray Shepherd, the skipper, or James Bowie, the second hand, or of either, and, if so, which of them?

Answers to Questions.

(1) Yes.

(2) (a) Two leads, 14 lbs. and 28 lbs. with 100 fathoms line.

(3) Two compasses, one overhead in wheelhouse, and a second one in skipper's berth. The wheelhouse compass was last adjusted on the 11th November, 1932, by Mr. W. C. Smith, certificated compass adjuster of Messrs. Stevenson and Harris, of Aberdeen. Deviation cards were supplied to the skipper.

(4) Yes. The skipper had a deviation card which showed no corrections to be applied.

(5) At 9.20 p.m.

(6) (a) Light breeze and fine;

(7) West, distant about 4½ miles according to the evidence, but the ship must have been very much inside that distance.

(8) Yes. Kinnaird's Head Light was in sight. Cross bearings were not taken-the ship was being navigated very much "by eye "-and apparently the skipper was satisfied that she was well clear of the land and that he would sight Buchan Ness Light.

(9) No. Apparently no efforts were made to verify the position off Rattray Head, the skipper having left the bridge before the ship arrived there.

(10) S.S.W. No, it was running into the shore.

(11) He went below before she arrived off Rattray Head. The second hand, James Bowie, was left in charge, with orders to keep steering south until Rattray Head Light bore W.N.W.

(12) North Sea Chart 70A. Apparently it is customary for the fishermen to use this chart, but we consider the scale too small for coastal work.

(13) Yes, the course was altered to S.S.W. after passing Rattray Head at 9.20 p.m.; this alteration was not known to, or authorised by the skipper.

(14) No, it was not safe and proper.

(15) Eight and a-half knots (about). No alteration was made in the speed before stranding.

(16) Yes-Rattray Head Light was in sight.

(17) After altering course off Rattray Head the weather was a little hazier.

(18) No soundings were taken. Soundings should certainly have been taken.

(19) A good and proper lookout was kept.

(20) The ship stranded at 9.50 p.m. on the 18th January, 1933, at Scotstown Point. All possible efforts were taken to save the ship, but she was holed immediately on stranding, water coming into the stokehold and the cabin. The propeller was stripped within three minutes of the ship stranding.

(21) The ship was not navigated with proper and seamanlike care.

(22) Failing to obtain an accurate position when off Rattray Head, and altering course to S.S.W. after passing same.

(23) The stranding and subsequent total loss of the s.t. "Struan "were caused by the default of William Gray Shepherd, the skipper, and contributed to by the default of James Bowie, the second hand.

J. D. DALLAS, Judge.

We concur,

(Issued by the Board of Trade in London

on Tuesday, the 4th day of July, 1933.)

LONDON

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