Wreck report for 'Arundale', 1933

FOR OFFICIAL USE

[Crown Copyright Reserved.]

(No. 7893)

"ARUNDALE" (s.s.).

THE MERCHANT SHIPPING ACT, 1894.

REPORT OF COURT.

In the matter of a Formal Investigation held at the Royal Courts of Justice, Strand, W.C.2, on the 26th day of June and the 5th day of July, 1933, before Morgan Phillips Griffith-Jones, Esq., O.B.E., one of the Magistrates of the Police Courts of the Metropolis, assisted by Capt. W. H. Parker, C.B.E., R.D., R.N.R., F.R.G.S., and Capt. P. F. W. Blake, M.B.E., F.R.A.S., into the circumstances attending the stranding and subsequent loss of the s.s. "Arundale" of the Port of London, official number 129084, on the Isabel Bank, near Ceuta, on the 26th March, 1933.

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 before-mentioned shipping casualty was caused by the default of the master, Lawrence Richard Mason. The Court was impressed by the frank nature of his admissions and by the exceedingly able defence conducted for him by his counsel, Mr. Billam, but having regard to all the facts, the Court is unable to come to any conclusion other than that the master neglected to take proper precautions against possible disaster and approached the Port of Ceuta in a most unseamanlike way. The Court finds the master solely in default and orders that his certificate of competency as master be suspended for six calendar months from this date. Having regard, however, to the previous excellent record of this officer, the Court recommends that he be granted a first mate's certificate in the interim.

Dated this 5th day of July, 1933.

M. P. GRIFFITH-JONES, Judge.

We concur in the above Report.

Annex to the Report.

This Inquiry was held at the Royal Courts of Justice, Strand, London, W.C.2, on the 26th day of June, 1933, and the 5th day of July, 1933, before Morgan Phillips Griffith-Jones, Esq., O.B.E., one of the Magistrates of the Police Courts of the Metropolis, assisted by Captain W. H. Parker, C.B.E., R.D., R.N.R., F.R.G.S., and Captain P. F. W. Blake, M.B.E., F.R.A.S., as Assessors. The object of the Inquiry was to ascertain the circumstances attending the stranding and subsequent total loss of the s.s. "Arundale," on the Isabel Bank to the North of Ceuta, on the 26th March, 1933. Mr. G. St. Clair Pilcher (instructed by the Solicitor to the Board of Trade) appeared for the Board of Trade. The only other party to the Inquiry was the master, Lawrence Richard Mason, who was represented by Mr. George E. D. Billam (instructed by Messrs. G. F. Hudson Matthews and Co.). Mr. Billam also held a watching brief in the interests of the third officer, George Edward Mills, Sub-Lieutenant R.N.R. Mr. H. L. Holman (instructed by Messrs. Holman Fenwick and Willan) appeared on behalf of the owners and the registered manager. Mr. Billam admitted on behalf of the master the receipt of the requisite notice of the Inquiry as required by the Shipping Casualties and Appeals and Re-Hearing Rules, 1923, dated 4th May, 1923 (S.R. and O., 1923, No. 752/L.9).

The s.s. "Arundale," official number 129084, was registered at the Port of London. She was built in 1910 by Messrs. Richardson, Duck and Co. at Stockton-on-Tees?? She was a steel ship, schooner rigged, clinker built, with one deck. Her dimensions were: length 831.2 feet, breadth 47.5 feet, depth 23.95 feet. Her tonnage was 2856.57 gross, 1778.68 net. She was fitted with five bulkheads and seven water ballast tanks of a capacity of 1028 tons and one set of triple expansion direct acting vertical inverted engines and two cylindrical multitubular steel boilers made by Messrs. Blair and Co., Ltd., of Stockton-on-Tees. She had a speed of 9 knots with N.H.P. 292.

She was originally the "Lundy," but her name was changed to "Antonio" in 1918, to "Augusta Halenke" in 1919 and to "Arundale" on the 23rd March, 1923, when she was acquired by the Arundale S.S. Co., Ltd., of 1, Leadenhall Street, London, E.C. She was fitted with wireless-telegraphy apparatus and had all the usual life-saving apparatus for a ship of her class, and was in all respects a well found ship. She had two Kelvin compasses, one on the upper bridge and one in the wheelhouse, both of which were in good order. The deviations of each were known and recorded in the book kept for that purpose.

The cost of the "Arundale" to her owners in 1923 was £24,750 and since that date they had spent upon her the sum of £21,800 in upkeep and repairs. At the time of her loss she was insured in respect of hull and machinery for £15,000, the premiums reducing were insured for £2,500 and the balance of freight for £1,646. Her value at the time of her loss was said to be about £5,000, but the discrepancy between her insured and present day market values can be accounted for by the depreciated value of shipping ruling at the present time, and the Court attaches no importance to it. The registered managing owner was Mr. Alfred Josiah King, of 1, Leadenhall Street, London, E.C.

The "Arundale" was lost whilst on a voyage from Constanza to Hamburg with a cargo of 4,792 tons of maize in bulk. She left Constanza on the 14th March, 1933, with a crew of 27 hands all told. Her draught on leaving was 20 feet 1 inch forward and 21 feet 1 inch aft.

On the morning of the 26th March, 1933, the vessel was ordered into Ceuta by wireless for bunkers and at 11.8 a.m. on that day her position was obtained by cross bearings which placed her in latitude 35.58½' N. and longitude 5°15½' W., that is about 5 miles, N.34°E. true, from the outer anchorage at Ceuta. She was then on a course south 40° west by compass, the deviation being 1° east and the magnetic variation 12° west; the total error thus being 11° west. Her speed was full, about 8 knots; the third mate was on the bridge; the weather was clear and the entrance to Ceuta Harbour was visible, the wind being westerly, force 4, with a moderate westerly sea. After the position of the vessel had been obtained at 11.8 a.m. her course was altered from south 40° west to south 45° west, by compass, and thereafter a series of alterations were made in the course, to wit:-

until at 11.46 a.m., or thereabouts the vessel stranded on the Isabel Bank situated 1¾ cables north of the Santa Catalina Rocks near the entrance to Ceuta Harbour in latitude 35° 54½' north and longitude 5° 17¾' west. The Santa Catalina Rocks are visible at all states of the tide. It was broad daylight and clear, the sun was shining and the master alone was on the bridge. He had gone on the bridge at 11.10 a.m. and sent the third officer below to get a meal and from 11.10 a.m. the master remained in sole charge until the stranding.

After she stranded the engines were worked first ahead and then astern in an endeavour to get her off, but these efforts were vain and the master obtained wireless communication with Gibraltar, and by 1.0 p.m. on the same day, a little more than an hour after the stranding, a Dutch tug, the "Ebro," which had happened to be in Ceuta Harbour, came to the assistance of the "Arundale" and attempted to tow her off the bank. It was ascertained that she was making water in her after hold but her engine room and forward hold were dry. The "Ebro" was unable to get her off and on the following day a salvage vessel the "Gier" arrived from Gibraltar. On that day and succeeding days about 580 tons of the vessel's cargo of maize were safely discharged but the weather soon became worse and on the 1st April most of the crew were compelled to leave, and on the 2nd April the master was ordered to leave by the Captain of the Port on account of her precarious position. On the 4th April, 1933, the "Arundale" broke her back and became a total wreck.

The master of the "Arundale" was Lawrence Richard Mason who held an ordinary master's certificate, No. 030882, granted to him in 1903. He had served in this vessel successively as third, second and chief officer and had been appointed master in November, 1932, two days before the vessel sailed from Cardiff. He appears to have had the complete confidence of his owners and to have given them every satisfaction, and the navigation of the vessel prior to the 26th March, 1933, appears to have been well conducted. The log books and deviation books had been well kept.

The master, when he went on the bridge on the 26th March, 1933, at 11.10 a.m., was acquainted by the third officer of the position which that officer had obtained by cross bearings and sextant angle at 11.8 a.m., and the master accepted that position as correct. The Court has no reason to think that the position thus found by the third officer was not correct. Sending the third officer below to get a meal the master took over sole charge of the vessel. His reasons for so doing were quite proper and to his credit. His chief officer had been seriously injured on board by a heavy sea some days before and his condition had caused the master some anxiety. The chief officer had only that morning become in any way fit for duty and as he would be required, together with the third officer, to assist when the vessel entered the port the master did not wish to overwork him, and he also desired that before commencing such duty the third officer should have a necessary meal and he sent him below for that purpose.

Thereafter according to his evidence the master navigated his vessel by eye alone. He did not take any further cross bearings nor did he avail himself of the chart which was in the chartroom. He had been into Ceuta before and according to his own statement felt quite capable of reaching port in safety without any of the usual aids to navigation. He was aware of the existence of the Isabel Bank and of its position. The course upon which the vessel was set from 11.8 a.m. would have taken her about ½ mile to the westward of this bank had there been no currents. Had the master chosen to consult his chart he would have there found full information of the existence of various currents in this locality at all states of the tide. The master was aware of an easterly set from positions fixed by cross bearings prior to 11.8 a.m. to wit, at 10.0 a.m. and at 10.48 a.m. These positions had all been accurately laid off on the chart by the third officer. To counteract this easterly set the master made three alterations of course of 5 degrees each to the westward, the last one being at 11.40 a.m., the vessels course then being south 60° west by compass.

The master had all this time been estimating his distance from the shore by visual judgment only. The Santa Catalina Rocks were clearly visible and Ponta Almina Lighthouse (height 484 feet above sea level), which, at about 11.40 a.m. would only be about 9 cables distant from the ship, must have been clear to his view. The vessel struck the Isabel Bank at 11.46 a.m., and the master said that just prior to the stranding he estimated that the Santa Catalina Rocks were about ½ mile distant. In fact these rocks are only about a cable's distance from the Isabel Bank upon which the vessel struck. It is evident that the master's estimate of distance was incorrect and he attributed this error in the judging of distance to the effect of the strong light over the hills. He was stationed on the port side of the bridge all the time and said that just prior to the stranding the vessel set suddenly to the eastward and that after she struck, looking over the side, he saw a tide rip of speed approximately 5 to 6 knots, running past the ship. This may have been the case for without doubt the effect of the current on the stranded vessel was to swing her round some eighty-five degrees to the eastward, but the Court is not satisfied that any abnormal action of this current was the cause of the loss.

The master had approached the port in a most unseamanlike manner. Against an easterly set, of which he was well aware, he had not taken the most elementary precautions against possible disaster, and the fact that he found himself in difficulty at this dangerous place was due solely to his neglect of these precautions. He was a man of experience, and although he did make three slight alterations of course to counteract the effect of the current of which he was well aware his general conduct was not that of a prudent navigator.

The following are the questions put to the Court by Mr. Pilcher on behalf of the Board of Trade and the Court's answers thereto:-

1. Q. Who were the registered owners of the s.s. "Arundale"? Who was her registered manager?- A. The owners were the Arundale S.S. Co., Ltd., of 1, Leadenhall Street, London, E.C., and the registered manager was Mr. Alfred Josiah King.

2. Q. What was the purchase price of the vessel to her owners in March, 1923?-A. £24,750.

3. Q. What amount of money was spent on the vessel thereafter for classification, repairs, additions and alterations?-A. £21,800.

4. Q. What was the value of and what insurances were effected upon and in connection with the vessel at the time of her loss?-A. Her value was £5,000, her hull and machinery were insured for £15,000. Other insurances were, premiums reducing £2,500 and balance of freight £1,646.

5. Q. Was the vessel in good and seaworthy condition in all respects when she left Constanza on her final voyage?-A. Yes.

6. Q. What compasses were there on board the vessel and where were they situated?-A. She was fitted with two Kelvin compasses, one on the upper bridge and one in the wheelhouse.

7. Q. When and by whom were they last professionally adjusted? Were deviation cards supplied to the vessel by the compass adjuster?-A. On the 13th August, 1932, by Messrs. T. L. Ainsley, Ltd., of South Shields. Deviation cards were supplied.

8. Q. Were deviation books kept on board the vessel? If so did the master know the proper corrections to be applied to the compasses and did he apply them?-A. Yes.

9. Q. What was the position of the vessel at 11.8 a.m. on Sunday, the 26th March, 1933?-A. Latitude 35° 58½' N. and longitude 5° 15½' W.

10. Q. What were the conditions of (a) weather; (b) visibility; (c) tide at 11.8 a.m. on the 26th March, 1933?-A. Weather was fine with a westerly wind, force 4, with good visibility. The tide was on the flood, 2 hours before high water at Gibraltar.

11. Q. What were the course and speed of the vessel at 11.8 a.m. on the 26th March, 1933? Were any, and if so what, alterations made in the course and speed of the vessel between 11.8 a.m. on the 26th March, 1933, and the time when the vessel stranded? If so, what were the alterations and were they sufficient and proper?-A. Her course was S. 45° W. (compass) and her speed 8 knots. There was no alteration in speed but her course was altered three times, to wit, at 11.18 a.m. to S. 50° W. (compass), at 11.25 a.m. to S. 55° W. (compass), and at 11.40 a.m. to S. 60° W. (compass). No alteration was necessary in the speed and the alterations of course, although proper, were quite insufficient.

12. Q. If alterations were made in the course of the vessel why were they made?-A. They were made on account of the vessel being set to the eastward.

13. Q. Were sufficient cross bearings taken to fix the position of the vessel between 11 a.m. on the 26th March, 1933, and the time when she stranded?- A. No.

14. Q. Was the position of the vessel accurately fixed between 11 a.m. on the 26th March, 1933, and the time when she stranded? If so, on how many occasions was it fixed and at what times?-A. The vessel's position was accurately fixed at 11.8 a.m. on the 26th March, 1933, but no positions were fixed thereafter until the stranding.

15. Q. Was the "Arundale" navigated with proper and seamanlike care?-A. Yes, up to 11.8 a.m. on the 26th March, 1933, but not thereafter.

16. Q. When and where did the "Arundale" strand?-A. The s.s. "Arundale" stranded at 11.46 a.m. on the 26th March, 1933, on the Isabel Bank to the north of Ceuta in latitude 35° 54½' N. and longitude 5° 17½' W.

17. Q. Were the stranding and subsequent total loss of the s.s. "Arundale" caused by or contributed to by the wrongful act or default of Lawrence Richard Mason, the master?-A. The Court is forced to the conclusion that the loss of the s.s. "Arundale" was caused and contributed to by the default of the master, Lawrence Richard Mason, in that he neglected to take proper precautions against possible disaster and approached the Port of Ceuta in a most unseamanlike manner.

M. P. GRIFFITH-JONES, Judge.

(Issued by the Board of Trade in London

on Friday, the 28th day of July, 1933.)

LONDON

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