Wreck report for 'Pamela', 1947

Crown Copyright Reserved

No. 7943

s.s. "PAMELA"

THE MERCHANT SHIPPING ACT, 1894

REPORT OF COURT

In the matter of a Formal Investigation held at Bristol on the 11th, 12th and 13th days of March, 1947, before R. F. Hayward, Esq., K.C., sitting as Wreck Commissioner, assisted by Captain J. P. Thomson and H. A. Lyndsay, Esq., into the circumstances attending the loss of the steamship "Pamela" in the month of October, 1944.

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 casualty was not caused or contributed to by the wrongful act or default of her owners, and that the cause of it is unknown.

Dated this 14th day of March, 1947.

R. F. HAYWARD, Judge.

We concur in the above Report.

QUESTIONS AND ANSWERS.

At the conclusion of the evidence adduced by the Ministry, Mr. Pitts, on behalf of the Ministry, submitted questions for the opinion of the Court. The questions and answers are as follows:-

Q. 1. By whom was the s.s. "Pamela" owned at the time of her loss, and for how long had she been so owned?

A. Edward Sholto, Baron Penrhyn, since the 24th June, 1929.

Q. 2. Was the hull and machinery of the said vessel in good and seaworthy condition when she left Sharpness on her last voyage?

A. Yes.

Q. 3. Was her equipment in satisfactory condition, and was it sufficient when she left on her last voyage?

A. Yes.

Q. 4. Was the vessel properly supplied with lifesaving appliances?

A. Yes.

Q. 5. With what compasses was the vessel fitted, and where were they situated?

A. One magnetic compass of pedestal type, fitted on the ship's bridge.

Q. 6. When and by whom were the compasses last professionally adjusted?

A. On August 22nd, I944, by Messrs. J. Parkes & Son, 74, South Castle Street, Liverpool, 1.

Q. 7. Were deviation cards supplied to the ship at the time that the compasses were last adjusted?

A. Yes.

Q. 8. Was a wireless transmitter carried; if so, what was its type and range?

A. Yes. Type TG. 5A (automatic). Range, about 100 miles.

Q. 9. Was the wireless transmitter (if any) in proper working order when the s.s. "Pamela" sailed on her last voyage?

A. Yes.

Q. 10. Was any member of the crew a qualified wireless transmitter operator? If no qualified operator was carried, was any member of the crew competent to operate the wireless transmitter?

A. No, but members of the crew were competent to operate the wireless transmitter.

Q. II. What sounding appliances did the vessel carry on her last voyage?

A. Lead and line only.

Q. 12. How many anchors did the vessel carry on her last voyage?

A. Two bower anchors (stockless) and two kedge anchors.

Q. 13. When and where was the vessel loaded for her last voyage?

A. On the 9th and 10th of October, 1944, in Sharpness.

Q. 14. What description and weight of cargo did she carry and how was it stowed?

A. Barley, 350 tons. It was all stowed in bulk with the exception of about 2 tons which was bagged in about 40 bags and laid on the bulk grain at the starboard forward end of the hold.

Q. 15. Was the cargo properly loaded, stowed and secured?

A. Yes.

Q. 16. On what day and at what time did the vessel leave her loading berth, and for what port was she bound?

A. October 10th, 1944, at about 1.30 p.m. She was bound for Belfast but on arrival at Barry Roads received orders to proceed to Liverpool.

Q. 17. Had the vessel sufficient stability, having regard to the nature and loading of her cargo, when she left on her last voyage for all ordinary perils likely to be experienced on that voyage?

A. Yes.

Q. 18. What was the state of (a) the weather (b) the wind, and (c) the sea, when the vessel left on her last voyage?

A. (a) Fair; (b) Light southerly; (c) Smooth.

Q. 19. What changes (if any) occurred in the conditions of weather, wind and sea throughout the expected duration of the last voyage of the "Pamela"?

A. The weather, wind and sea, according to such information as can be gleaned from the Air Ministry's Weather Reports from stations on the Welsh coast, remained moderate until at least mid-day on the 11th, when wind up to the force of a fresh gale developed from the westward, and doubtless the sea rose correspondingly. The change appears to have been accompanied with rain and lessened visibility.

Q. 20. What crew did the vessel carry on her last. voyage, and how many members of the crew lost their lives as the result of the casualty?

A. Master, seven hands, and two D.E.M.S. ratings. Apparently all of these lost their lives.

Q. 21. Have any bodies been recovered following the loss of the "Pamela"?

A. No.

Q. 22. Have any of the "Pamela's" boats, equipment or wreckage been found?

A. On the 13th March, 1947, the Deputy Receiver of Wreck, at Bristol, received a report from the Receiver of Wreck, at Amlwch, stating that a plank 5-ft. × 1-ft. × ¾-in., painted black, with the name "Pamela" in 7-in. white letters, was found on the shore in Red Wharf Bay, Anglesey, during the winter of 1944 and 1945 by one Richard Jones, who handed the same to the Receiver of Wreck, at Amlwch, on the 12th March of this year. This written report was received after the Court's investigation had been concluded, and the information contained in it has not been verified. So far as is known, nothing else from the ship has been found.

Q. 23. What was the cause of the loss of the s.s. "Pamela"?

A. See appendix hereto.

Q. 24. Was the loss of the s.s. "Pamela" caused or contributed to by the wrongful act or default of her owners?

A. No.

Annex to the Report.

The "Pamela" was a single screw steel transversely framed cargo steamship with propelling machinery placed aft. She was built by Messrs. Scott & Sons, at Bowling in 1921, to Lloyd's highest class. At the time of her loss and indeed from her building in 1921 she was owned by the Anglesey Shipping Company, of Port Penrhyn, Bangor, North Wales. Her dimensions were 150 feet by 25 feet, and she was of 407.59 tons gross and 147.05 tons nett register.

She was fitted with three transverse watertight bulkheads, there being one at either end of the hold and the third one between the machinery space and the after peak. She had a double bottom under the hold, which was divided into No. 1 water ballast tank, of a capacity of 41 tons, No. 2 water ballast tank, of a capacity of 36 tons, and a boiler feed tank of a capacity of 8½ tons. The tanks were not sub-divided watertight at the centre line. The capacity of the forepeak tank was 32 tons and the afterpeak 26 tons. The bunker capacity, including the trunk, was 2,218 cubic feet, with a capacity of approximately 50 tons. As calculated from available plans the capacity of the hold was 17,742 cubic feet, and of the hatchway 1,984 cubic feet. Allowing 1 per cent. for obstructions the total capacity was 19,529.

The ship was constructed with a raised forecastle and bridge with raised quarter deck. Her forward well was fitted with freeing ports, three on each side, with sills 10½ inches high. Her bulwarks were 3 feet 8 inches high, and on the raised quarter deck they were 3 feet high. There were two ventilators on the upper deck, leading to the hold, with a diameter of 10 inches and a coaming of 36 inches above the deck, with efficient means of closing them.

The engine and boiler casings and hatchways were constructed in accordance with classification requirements. There was one main hatchway in the well. Its dimensions were 47 feet 3 inches by 14 feet by 3 feet, and it had 2½-inch wooden covers laid fore and aft, supported on steel shifting beams, eight in number, of H bar section, 12 by 6 inches by .56 inches. The usual battening arrangements were fitted. Security bands of wood, fastened at the ends with butterfly nuts, were fitted over each section of hatch covers for additional protection.

The "Pamela" was fitted with steam and hand steering gear of the ordinary type with chains and rods. The propelling machinery consisted of a triple-expansion engine and one boiler working at 180 lb. pressure. The engines and boilers were constructed at the same time as the ship. The indicated horse-power of the engine was 500, and the service speed was stated to be 9½ knots.

Life-saving appliances were in accordance with the requirements of the Ministry of War Transport and had been surveyed in Belfast in January 1943. In addition, an emergency raft for 12 persons was fitted. A Schermuly pistol rocket apparatus was carried.

A small wireless transmitter of the automatic emergency type was carried.

The assigned summer freeboard was 5½ inches, which corresponded to a load summer draught of 11 feet 6 inches, and her bar keel was 7 inches deep.

The ship was classed + 100 A.1. Lloyd's. The last special survey was made in 1939, when a load line certificate was issued by Lloyd's Register of Shipping. This expired on the 20th March, 1944, but a renewal survey was made by Lloyd's Surveyors at Liverpool, and the load line certificate was extended to the 31st May, 1945.

On the 10th October, I944, the "Pamela", having been loaded with 350 tons of English barley with a moisture content of not more than 12½ per cent., sailed from Sharpness at about 2.30 p.m., bound for Belfast. Her cargo was in bulk and well trimmed up to the beams, except that on the starboard side forward there was a space which was filled with about 2 tons of barley placed in about 40 bags, laid without separation cloths on the top of the bulk grain in one tier which extended upward to within about 6 inches of the underside of the deck. The hatchway was practically filled with grain and it was battened down in a proper and seamanlike manner.

The "Pamela" proceeded in fine weather to Barry Roads, where her pilot was discharged and she proceeded towards Liverpool, her destination having been altered by letter received at Barry. She was reported as passing Nell's Point at 7 p.m. The only direct evidence before the Court of the ship's draught was that, according to the pilot, the Master stated it to be about 13 feet aft. The vessel was upright and was somewhat by the stern. According to the Air Ministry's weather reports from stations around the Welsh coast, the weather changed from light southerly breezes, and after noon on October 11th, changed to a wind of gale force from the southwestward and westward. By this time the ship should have been well up the Irish Sea in the vicinity of Bardsey Island.

The "Pamela" never arrived and nothing has since been heard of her. It is stated that a name board with the name "Pamela" painted on it was washed ashore on the coast of Anglesey during the following winter, but the information was received by the Court too late for it to be investigated.

The possible causes of the total loss of the "Pamela" appear to be at least five.

1. By collision: This appears to be unlikely having regard to the fact that there is no evidence of any ship having been in collision with a vessel similar to the "Pamela" at the time in question within this area, and moreover, in this event, the crew would probably have had time and inclination to send distress messages on their wireless transmitter and to save at least some of their lives.

2. Stranding on a pinnacle of rock: Again this would appear to be unlikely having regard to the fact that the possible places for such an occurrence were more or less under observation, and such a casualty would not be likely to cause the ship to sink without trace or without opportunity for her crew to use their wireless and life saving appliances.

3. Foundering, either due to shifting of cargo or stoving in of hatches: As to the cargo, the Court is satisfied that there was no real possibility of this cargo shifting, having regard to the ample quantity of grain in the hatchway available for "feeding" purposes. As to stoving in of hatches, had this happened it would appear that the sinking of the ship would be sufficiently delayed for the crew to use their wireless transmitter and/or their lifesaving appliances.

4. Enemy action, namely, mine, torpedo or aircraft: As to these possible causes, information was sought from the Admiralty, whose appropriate officer reported that it was unlikely that the vessel had been exposed to enemy action from mines, submnarines, raiders or aircraft. The same officer called attention to extracts from Lloyd's Records indicating heavy weather in the Irish Sea on October 11th. Although, however, the Court bears in mind that at this time German submarines had been fitted with the Schnorkel device enabling them to renew activity in unexpected quarters, it is of the opinion' that it is unlikely that the vessel met her fate by direct enemy action.

There remains the possibility of drifting mines. There was before the Court considerable evidence from Coastguard District Officers at Mumbles and Croyde of floating mines in the Bristol Channel and Irish Sea. Had the "Pamela" struck one of these it might well be that she would sink without trace and without opportunity to use her wireless or lifesaving appliances. Whether this was the cause of the loss of the "Pamela" will probably never be known, but it appears to the Court to be the most likely of the various possible causes.

R. F. HAYWARD, Judge.

(Issued by the Minister of Transport in

London on Tuesday, 29th April, 1947)

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