Wreck report for 'Nordale', 1942

THE MERCHANT SHIPPING ACT, 1894.

REPORT OF COURT.

(S.402).

In the matter of a Formal Investigation held at The Town Hall, Fleetwood on the ^* 1st, 2nd and 7th days of April, 1942 before F.A. Sellers Esq., K.C. assisted by Captain D.M. Bremner, Captain C.A. Wilson and W. Addy Esq., D.S.C. into the circumstances attending the stranding of the steam-trawler "NORDALE" at Carskey on the south side of the Peninsula of KINTYRE on the 15th January, 1942 and the subsequent loss of life.

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 ^? skipper Harold Wood is not to blame for the said casualty; that the stranding of the steam trawler "NORDALE" was caused by the negligence and default of her mate, Jack Powell and suspends his certificate for a period of nine months.

Dated this seventh day of April, 1942.

We (or I) concur in the above Report.

ANNEXE TO THE REPORT.

This Inquiry was held at the Town Hall, Fleetwood, on the 1st, 2nd and 7th days of April, 1942. Mr. E.M. Parsey, appeared for the Treasury Solicitor, Ministry of War Transport. Mr. Harold Wood, Skipper, and Mr. Jack Powell, Mate of the s.t. "NORDALE" were made parties to the Inquiry and appeared in person.

The "NORDALE" official number 116117 was a single screw steam trawler owned by the Boston Deep Sea Fishing and Ice Co., Ltd. of Fleetwood, and Mr. Basil Arthur Parkes was the person designated to whom the management of the vessel was entrusted by the owners. She was built at Beverley in 1903 by Cook, Welton and Gemmell and was 181.25 gross, 70.92 nett tonnage, 109 feet long, 21.5 feet breadth with triple expansion engines of 45 h.p. Nominal.

The "NORDALE" left Fleetwood about 12.30 p.m. on the 14th January, 1942, with routeing instructions for a voyage to the southward for fishing off Bantry Bay. For reasons which need not be here stated the Skipper decided, after leaving port, to go northward to the Donegal Fishing Grounds, for which he had no routeing instructions. These facts emerged in the course of the Inquiry but the Court expresses no opinion on the Skipper's departure from his routeing instructions and does not take the matter in any way into consideration as it is only incidental to this Inquiry and is not a matter with which this Court is asked or empowered to deal.

A course was made to the Morecambe Bay Lightship and from there to the Calf of Man Light which was passed about 9.30 p.m. at a distance of about 3 miles. The course was then altered to N.N.W. magnetic with the intention of picking up the South Rock Light. From leaving Fleetwood until 10 p.m. the Skipper was on the bridge and as he had been informed by the previous Skipper and the Mate that they had some doubt about the Compass he wanted to see how the vessel was running by compass and log. He fetched the Calf of Man and the South Rock Lights as he expected and satisfied himself about the compass but found that the vessel was underrunning her log owing to the ebbtide. The compass was an overhead one situated in the wheelhouse. It had been adjusted on the 21st August, 1941, for the second time after repairs and additions had been made to the vessel and particularly her bridge. On this adjustment a deviation card had been supplied but on this voyage it was found in a dirty and almost unreadable condition and was of no greater assistance than that from the Mate's recollection of the card and what could then be read no deviation seemed to be very great. It may be that the compass was not quite accurate but the Court is satisfied that the casualty in this case cannot be said to have been caused or contributed to by any defect in the compass.

It is, however, a matter of comment that only one compass was provided and that although the Registered Manager was called he did not inform the Court that it had been erroneously stated and accepted throughout the greater part of the Inquiry that there were two compasses in the wheelhouse.

The Assessors draw attention to the fact that it is not possible to take accurate bearings with the one overhead compass provided and that there should unquestionably have been a standard compass provided for the general purposes of navigation and in such a position that all round bearings could be taken.

There was further no proper care taken of the deviation card. Such cards should always be enclosed in a frame to keep them in clean condition, should be placed in a recognised position, and should be, on a change of Skipper, formally handed over with all life saving equipment, charts etc. to the incoming Skipper.

At 12.30 a.m. on the 15th January the Skipper returned to the bridge. The "NORDALE" was then abreast of the South Rock Light which bore W magnetic. She was making about 8 knots. The course was altered to N. Mag. to take her up to the Copeland Light. There was a strong wind from the S.E. and some tide from the N.W. At 2.15 a.m. the Copeland Light was about abreast and was roughly estimated at 3 miles off at the outside. The northerly course was maintained until the Black Head (Irish) Light was abeam and bearing W. Magnetic at about 2.50 a.m. The Skipper who had gone below was called to the bridge and then ordered the course of N.N.W. with the intention of taking the vessel up the North Channel to pick up the East Rathlin Light on Altacarry Head.

There was a complete failure to ascertain the position of the "NORDALE" before setting this course although with the shore lights on the Irish side, notwithstanding the absence of a standard compass, there would have been no difficulty in doing so in this case with reasonable accuracy with the additional aid of soundings, and the chart. The mate estimated Black Head to be from four to five miles distant. The Skipper took a sounding and getting fifty fathoms estimated the distance at six miles. A similar uncertainty as to position arose in passing the Maidens which Light was W. Magnetic about 4 a.m. but the Court sees no reason to reject the skipper's rough estimate of 3 miles distant. At that distance or even at a greater distance up to 6 or 7 miles the course set was a proper one. It allowed half a point W. for flood tide. The Skipper took a sounding when abreast the Maidens and found 70 fathoms and this together with the light appearing high out of the water led him to this estimated distance of 3 miles.

At 4.30 a.m. the Skipper went below. He gave the mate orders to call him when the East Rathlin Light was observed or if the Light was not earlier seen at 6.30 a.m. The distance from the Maidens to Rathlin is about 28 miles and the Skipper expected the Rathlin Light to be picked up within two hours. He left on the bridge the mate, Jack Powell, an experienced deckhand, R.G. Bessey, and a half-deckhand, Norman Grisenthwaite, aged 17. What happened on the bridge of the "NORDALE" from that time onwards is obscure.

The wind was freshening and reached force 8 from the S.E. The tide was flood from the N.W. and there was a heavy sea. The mate and Bessey took turns at the wheel. Between 4.45 a.m. and 5.45 a.m. there was heavy rain. The mate stated that shortly before 5 a.m. he went two points to port for an approaching vessel but as that vessel acted he almost immediately came back on to his course.

At 5.30 a.m. the mate took over the wheel and shortly afterwards Bessey left the bridge and did not return. The boy, Grisenthwaite was inexperienced but was left the only look-out. At about 5.25 a.m. the mate took a sounding and got 60 fathoms. Some fifteen minutes later, Bessey, before leaving the bridge, took a sounding and reported 53 fathoms. No further soundings were taken.

At 6 a.m. the boy was sent from the bridge to read the log which had been re-set at the Maidens. He returned in a few minutes and reported 16 miles on the log. The "NORDALE" was proceeding at full speed of about 8 knots when at 6.20 a.m. she struck the Carskey Rocks on the south of the Peninsula of Kintyre. She bumped once violently, then two more bumps and she pulled up and settled firmly.

The Sanda Light had been exhibited at reduced power from 4.21 p.m. on the 14th January continuously up to the time of the "NORDALE" stranding and she must have had that light visible to her as she approached the South Coast of Kintyre.

After the stranding it was found the ship's head was North with the high cliff of the Coast some hundred yards ahead. Heavy seas were breaking over the vessel. All hands were ordered to put on lifebelts. An attempt to lower the life boat failed owing to the heavy seas. The Skipper took all the crew to the bow from which during the morning a fireman, J. O'Kane was lowered by a rope and succeeded in getting ashore, climbing the cliff and eventually obtaining assistance for the rescue of those on board. This was a fine and courageous feat and the Court was pleased to learn that it had been recognised by an award to O'Kane.

Unfortunately owing to exposure and fatigue or through being swept away by the seas the following five members of the crew lost their lives out of a total crew of 13. The remainder were saved by breeches buoy during the afternoon, with the exception of O'Kane who had himself made his way ashore.

The Court has no hesitation in attributing this serious and inexcusable casualty to the negligence of the mate, Jack Powell, who from 4.30 a.m. to the stranding failed to see that the course N.N.W. Mag. was steered either by himself or the deckhand Bessey. He failed to keep a proper look-out and failed to keep Bessey on the bridge so that an efficient look-out man should be on duty. The mate gave no explanation why the Sanda Light was not seen nor any acceptable explanation of why the vessel was so much off her course. He also failed to make a proper and intelligent use of the sounding apparatus provided. The Court does not find that the stranding and subsequent loss of life were caused or contributed to by the wrongful act or default of the Skipper. The Court, however, draws attention once again to the importance of regarding and not disregarding as are, it is believed, so often disregarded in trawlers, the elementary principles of navigation.

The Skipper guessed or roughly estimated his position before setting the "NORDALE" on the N.N.W. course when he could and should have ascertained his exact position by cross bearings on the shore lights which were visible. Both the Skipper and the mate failed to make proper use of the Marconi Echometer with which the vessel was equipped. Isolated soundings only were taken when a short chain of soundings could and should have been taken and then reference made to the chart for comparison and so the position of the vessel could have been ascertained or checked. Particularly was this so in the case of the mate who ought to have known from the chart that in the North Channel he should have found about 70 fathoms or more but on obtaining 60 fathoms and then 53 fathoms he did nothing more. The Court would emphasize the importance of an accurate fixing of the vessel's position whenever possible, of full use being made of the valuable Sounding Machine now normally provided and of reference to the Charts provided for the purposes of safe navigation.

It appeared in the course of the hearing that it was customary in this trawler, and the Skipper stated in other trawlers, for the vessel to navigate with her sidelights inboard with the result that the sidelights showed as much as a point over the opposite bow and also shone into the sides of the wheelhouse making look-out more difficult. Any such practice is obviously to be condemned and should cease forthwith.

Once the "NORDALE" had stranded the Court is satisfied that nothing more could have been done to save the lives so regrettably lost.

QUESTIONS AND ANSWERS.

The Court's answers to the Questions submitted by the Ministry of War Trensport are as follows:-

s.t. "NORDALE".

Q.1. Who were the owners of the s.t. "NORDALE" when the vessel left Fleetwood on the 14th day of January, 1942. Was she in good and seaworthy condition?

A. The owners of the Steam Trawler "NORDALE" were the Boston Deep Sea Fishing and Ice Co., Ltd. of Fleetwood. The "NORDALE" was in good and seaworthy condition.

Q.2. With how many compasses was the vessel fitted and where were they situated? When were they last professionally adjusted? Was the correct deviation to be applied to them known to those on board?

A. The vessel was fitted with only one compass which was situated overhead in the wheelhouse. It was last professionally adjusted on the 21st August, 1941, when a correct deviation card was supplied to the vessel but on the voyage in question this card was found to be dirty and almost unreadable.

Q.3. With what charts was the vessel supplied for the voyage?

A. The necessary fishing charts.

Q.4. Was the light from The Maidens seen and identified by anyone, and if so, who, on board?

A. The light from The Maidens was seen and identified by the Skipper Harold Wood and the mate, Jack Powell.

Q.5. At what time was the vessel abreast The Maidens, and at that time how far off The Maidens was she?

A. About 4 a.m. on the 15th January, 1942. The distance the "NORDALE" was from The Maidens was not accurately ascertained. The Court prefers the Skipper's rough estimate of 3 miles to the Mate's suggestion of 8 or 9 miles.

Q.6. What course was set from The Maidens?

A. N.N.W. Magnetic.

Q.7. When setting the course, was proper allowance made for tide and currents?

A. Yes. The Skipper allowed half a point W. for flood tide which was proper.

Q.8. Were any, and if so, what, alterations made in the vessel's course between the time when she left The Maidens and the time when she stranded? Were the courses set the proper courses to set in all the circumstances? Were such courses steered?

A. The course of N.N.W. was set to bring the vessel up to the Rathlins. There was no alteration except possibly for a vessel crossing the "NORDALE'S" course, after which the course was resumed. The course was a proper course but it was not steered.

Q.9. After leaving The Maidens were any, and if so what, shore-lights seen and identified by those on board?

A. None.

Q.10. What was the state of (a) the weather; (b) the wind; and (c) the visibility between the time when the vessel left The Maidens and the time when she stranded?

A. (a) The weather was fine and clear, except for heavy rain between 4.45 a.m. and 5.45 a.m. on the 15th January.

(b) The wind south easterly of force 6 to 8.

(c) Visibility was good on the Irish side. There were black clouds on the Scottish Coast and visibility was generally reduced during the heavy rain.

Q.11. Were any soundings taken between the time when the vessel left the Maidens and the time of stranding? If so when were they taken; what were they; and were they sufficient for the safe navigation of the vessel?

A. The mate stated that he took a sounding at 5.25 a.m. on the 15th January and found 60 fathoms and that the deck hand Bessey sounded at about 5.40 a.m. and found 53 fathoms. They were wholly inadequate for the safe navigation of the vessel.

Q.12. At what time during the voyage did the mate go on watch? For how long thereafter did he remain on watch?

A. At 2.30 a.m. on the 15th January and remained on watch until the vessel stranded at 6.20 a.m.

Q.13. Was a good and proper lookout kept on board?

A. Not after 4.30 a.m.

Q.14. Was the vessel navigated in a proper and seamanlike manner?

A. Not after 4.30 a.m.

Q.15. When and where did the vessel strand?

A. About 6.20 a.m. on the 15th January, 1942, on the Carskey Rocks on the south coast of the Peninsula of Kintyre.

Q.16. What was the cause of the stranding of the s.t. "NORDALE"?

A. The causes of the stranding were bad lookout, failure to steer the intended course and a failure to take proper soundings and make use of the soundings taken by reference to the Chart.

Q.17. How many members of the crew lost their lives as the result of the casualty?

A. Five members of the crew lost their lives in the casualty.

Q.18. Was the stranding of the s.t. "NORDALE" and subsequent loss of life caused or contributed to by the wrongful act or default of her skipper Harold Wood, and her Mate Jack Powell or either, and if so which of them?

A. The stranding of the s.t. "NORDALE" and the subsequent loss of life were caused by the wrongful acts and default of the Mate Jack Powell. The Court does not blame the Skipper Harold Wood for the casualty.

^* Here state all the days on which the Court set.

^? Here state finding of the Court.