Wreck report for 'Clearpool', 1945 - PortCities Southampton

THE MERCHANT SHIPPING ACT, 1894.

REPORT OF COURT

NO. 7940.

S.S. "CLEARPOOL"

In the matter of a Formal Investigation held at the Guildhall, Hull, on the 31st day of July, 1st, 2nd and 3rd days of August, 1945 before R.F. Hayward, Esq., K.C. assisted by Commander B. Shillitoe and Captain D.M.Bremner into the circumstances attending the stranding and total loss of the s.s. "Clearpool".

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 subsequent loss of the "Clearpool" was due to the failure of the pilot John Raddings properly to control the ship by the means at his disposal. The Court severely censures him and orders him to pay £50 to the Solicitor to the Ministry of War Transport towards the cost- of this investigation.

Dated this 3rd day of August, 1945.

R.F. Hayward Judge

We concur in the above Report.

	B. Shillitoe	Assessors
	D.H. Bremner	Assessors

ANNEX TO THE REPORT.

The "Clearpool" is a steel screw cargo steamer built in 1935 by William Gray and Company, of West Hartlepool, fitted with double reduction geared steam turbines of 2,400 horse power. Her gross tonnage is 5,403, net tonnage 3,322, 425 feet in length and 55 beam. Her steering gear consisted of Brown's Patent Hydraulic Steering Telemotor with a Lynn steam steering gngine. She was laden with 7,080 tons of coal, and carried a crew of fiftyone hands. Her sailing draught was 26 feet 1 inch forward and 26 feet 3 inches aft. She was fitted with three compasses, the Standard compass on the flying bridge, the steering compass in the wheelhouse, and another compass fitted aft. She had an echo-sounder and deep sea and hand leads and was supplied with an East Coast Pilot, and an adequate supply of Admiralty charts including chart Number 5,497. At about 7.30 p.m. on the 4th of June, 1944, the "Clearpool", in charge of a pilot, John Raddings, duly licensed by the Humber Conservancy Board, left the lockpit of King George Dock, Hull, with the steam tug "R.W. Wheeldon" of 450 h.p. indicated fast ahead with a scope of about twenty fathoms of tow rope and with the tug "Headman" of about 800 h.p. indicated in attendance. At this time the tide was ebb high water having been at 6.40 p.m. The level of water fell about one foot in the first hour's ebb, about two feet three inches in the second hour, and about three feet six inches in the third hour. At the end of the first hour's ebb the force of the tide in mid-channel would be about one to two knots, and by the end of the third hour about three and a half knots. The Wind was southerly and squally, a fresh to strong breeze, and visibility was normal. After clearing the lock the engines which had been put full ahead to clear the lockpit were reduced to slow, and the wheel which had been hard-a-starboard was put hard-a-port and the "R.W. Wheeldon" towed on the port boy. Owing, it was said, to the strong wind the ship's head did not turn norm ally to port but the ship took too big a sweep. No engine room records were saved from the wreck, and the Court is unable to state with accuracy the subsequent engine movements or their duration or the resultant headway or steriway given to the ship. In a position 219 degrees from the hydraulic tower in King George Dock distant 3,773 foot was moored a balloon barge, and during her slow turn to port the "Clearpool" came to within a cable of it on a southerly and westerly heading. The master called the pilot's attention to the danger thinking that the ship would not clear it, and the pilot "for the master's peace of mind" increased the engines to half speed and re-ordered the wheel hard-a-port. Having cleared the barge the engines were reversed full speed astern, and at about this time the pilot abandoned the manoeuvre of turning head down to port and ordered the "R.W. Wheeldon" on to the starboard bow and the ship's engines were used to assist in turning the ship head up river. When the "Clearpool" was heading about up river, and just about stemming the tide the tug "Headman" was ordered to make fast on the starboard bow and did so with a scope of about twenty fathoms. The "Clearpool's" engines were worked full speed astern, her wheel was put hard-a-starboard, and both tugs turned her on to a heading of about south-east and she was about stationary in the water. According to the pilot the "Clearpool" at that time was in the Channel to the westward of No. 11 Buoy with that buoy about a point on his starboard bow. He signalled for the tugs to get ahead and having got the "Clearpool" on to a down channel heading ordered the wheel amidships and steady. He asserted that the ship continued turning slowly to starboard with No. 11 Buoy very fine on the starboard bow and that to avoid fouling it the tugs had to manoeuvre to starboard and they and the ship passed it on their port hand. The pilot ordered the wheel to port and hard-a-port. The helmsman was unable to get the wheel over more than about half-way and was unable to hold it there and so reported. A little time earlier the master, having seen the ship as he thought safely turned and steadied on to a down river course had called the chief officer from his station on the forecastle head and informed him and the pilot that he was going below for a few minutes to sign his sailing letter. He did this before the chief officer had time to ascertain by reference to the chart the ship's position, and the chief officer had just entered the chart-room for this purpose when the difficulty in steering became apparent. When the helmsman reported this state of affairs and the pilot had sent the second officer aft to investigate, the chief officer also investigated in the wheelhouse and lower wheelhouse. Minding nothing wrong there he and later the chief engineer investigated the position in the steering flat. The quadrant was found to be amidships, the steering engine stationary with a proper pressure of steam showing in the gauge. On his return to the bridge the second officer reported that the quadrant was amidships. About this time the master, hearing shouting on the bridge, returned and the pilot reported that the quadrant was amidships and the ship heading right for a sandbank. The master said "What about the anchors?" and both shouted for the port anchor to be let go, which was done by the carpenter and the cable was held at about two shackles. Thereafter the starboard anchor was also let go but the Court is of the opinion that the "Clcarpool" was already foul of the bottom when the difficulty with steering arose at about 8.10 p.m. Thereafter the anchors were hove clear of the ground, and the tugs attempted to tow the ship afloat without avail. Further assistance was asked for but was not forthcoming, and at or before low water the "Clearpool" broke her back and became a total loss. The position of the wreck is printed on the Admiralty chart about three cables below No. 11 Buoy on the Skitter Sands.

QUESTIONS AND ANSWERS

The Court s answers to the questions submitted by the Ministry of War Transport are as follows:-

Q.1	By whom was the s.s. "Clearpool" owned?
A.1	Pool Shipping Coy., Ltd.
Q.2	With what compasses was she fitted? Where were they situated?
A.2	Three magnetic compasses, the Standard Compass on the flying bridge, a Wheelhouse compass, and a compass aft, all of the White Thompson pattern.
Q.3	With what type and description of steering gear was the vessel fitted?
A.3	Brown's patent telemotor with a Lynn steam steering engine.
Q.4	Was the vessel supplied with sounding appliances and if so what?
A.4	Yes, an Echo Sounder and hand leads.
Q.5	Was the vessel's steering gear in proper working order when the vessel left Hull on the 4th Day of June 1944? Had it been tested before the vessel sailed? If so by whom and what was the nature of the test?
A.5	Yes prior to sailing it was tested by the second officer assisted by deck and engine room hands. The test was to put the wheel hard-over both ways with the steering engine disconnected and also to work the steering engine and turn the rudder to the full extent both ways.
Q.6	Had the steering gear given trouble on a previous voyage or voyages? If so when, and what was the nature of the trouble? Was any such trouble properly rectified?
A.6	Yes on two occasions, one on the 5th of August, 1943, due to failure of the economic valve in the steering engine, and two on the 27th of January, 1944, due to lack of adequate fluid in the telemotor. These troubles were properly rectified.
Q.7	With what publication and charts was the vessel supplied covering the navigation of the Humber?
A.7	The ship was adequately supplied with an East Coast Pilot, and an adequate supply of charts including No. 3497 Admiralty Chart.
Q.8	At what time did the vessel leave King George Dock, Hull? Was her time of leaving delayed and if so for what reason?
A.8	At about 7.30 pm. after two short delays for repairs to the domestic refrigerator and a slight engine repair.
Q.9	At what time was high water at Hull on the day in question?
A.9	About 6.40 p.m. D.B.S.T.
Q.10	At the time the s.s. "Cleearpool" left the King George Dock, Hull, on the 4th of June, 1944, what depth of water was she drawing fore and aft and what was the nature and quantity of the cargo carried and was such cargo properly stowed?
A.10	26 feet one forward and 26 foot 3 aft. 7,080 tons of coal properly st owed.
Q.11	Was it safe for the s.s. "Clearpool" assuming her to be in proper seaworthy condition to leave on her intended voyage at the time at which she did leave?
A.11	Yes there was nothing in the weather or tidal conditions to render it unsafe.
Q.12	When the vessel left Hull was there a pilot on board? If so who was the pilot and by whom was he supplied?
A.12	Yes, John Raddings, a duly licensed River Humber pilot, supplied by the Humber Conservancy Board was aboard and in charge of the navigation.
Q.13	When the vessel left Hull was she assisted by tugs? If so what were they, how many were there, and how were they placed? Did they remain in the same position in relation to the ship throughout? If not, what alterations were made and when and by whom were they made?
A.13	When the "Clearpool" left Hull the tug "R.W. Wheeldon" was towing on the port bow and the "Headman" was in attendance. When it was decided to turn the ship to starboard the "Headman" was made fast on the starboard bow. They remained in these positions until after the stranding.
Q.14	After the vessel had passed through the lock gates (a) What orders were given to the helmsman and by whom? (b) What orders were given to the engine room and by whom? and (c) What orders were given to the tugs and by whom? Were such orders carried out and what effect had they on the movements of the ship?
A.14	Various, orders were given to helm, the engines, and the tugs by the pilot. These orders were carried out except that on receiving the last order hard-a-port the helmsman was only able to put the wheel about half way over, All orders previous to those to the helmsman of "Steady", "Port", and "Hard-a-port" given at the last appeared to have had the effect desired by the pilot. It should be added that on leaving the lock the ship did not turn to port as quickly as was apparently expected.
Q.15	Were any, and if so what further orders given concerning the navigation of the ship? If so when were they given? By whom were they given? And to whom were they given? Were they promptly carried out?
A.15	Yes orders were given to let go the port anchor and a little later the starboard anchor by the pilot and master to the carpenter and the Chief Officer. They were promptly carried out but the Court is of the opinion that the ship was already aground.
Q.16	When the vessel left the lock gates what was the direction and strength of (a) the tide and (b) the wind. Were there any, and if so what, alterations in these conditions between this time and the time when the vessel stranded?
A.16	(a) Ebb, force one to two knots. (b) Southerly, force 5 to 6. No material alterations.
Q.17	After leaving the lock gates was any trouble experienced with the steering gear, if so what was it, when did it occur, and was it corrected?
A.17	Yes, the wheel could not be put hard-aport and the rudder remained amidships at about the time when the "Clearpool" fouled the bottom. It was not corrected.
Q.18	Was Number 11 Buoy seen and identified by those concerned in the navigation of the ship. Was it passed on the correct side?
A.18	Yes. No.
Q.19	Was Number 12 buoy seen and identified by those concerned with the navigation of the ship? Was it passed on the correct side?
A.19	Yes. It was not passed as the ship was always to seaward of it.
Q.20	When and where did the vessel strand?
A.20	At or shortly before 8.10 p.m. on the 4th of June, 1944. On the Skitter Sands two to three cables to the southward and eastward of Number 11 Buoy.
Q.21	Was a good and proper look-out kept on board the ship?
A.21	Yes.
Q.22	Did the master and officers do all that was necessary and reasonable having regard to the circumstances of the case and the fact that there was a compulsory pilot on board? If not in what respect did they or any of them fail?
A.22	The master committed an error of judgment in withdrawing the chief officer from the forecastle head and himself leaving the bridge when the ship was not in a safe position.
Q.23	Was the ship navigated in a proper and seamanlike manner?
A.23	No. From first to last she was never in proper control, and was allowed to get and to remain too close to the south side of the channel.
Q.24	What was the cause of the stranding of the vessel?
A.24	Lack of control by helm, engines and tug.
Q.25	Was the stranding caused or contributed to by a wrongful act or default of the master, Captain Riding, and the chief officer, Mr. Mahon, and the pilot, Mr. Raddings, and the owners Messrs the Pool Shipping Compary, Ltd., or any, and if so which of them?
A.25	Yes by the pilot failing to get and keep the ship under proper control with the means at his disposal.