"DUKE OF SUTHERLAND," (S.S.)
The Merchant Shipping Acts, 1854 to 1876.
IN the matter of a formal investigation held at Holyhead, on the 16th and 17th
of March 1877, before H. C. ROTHERY, Esq., Wreck Commissioner, assisted by J. R.
RAVENHILL, Esq., C.E., and Captain WILSON, as Assessors, into the circumstances
attending the stranding of the steamship "DUKE OF SUTHERLAND," of London, at
Holyhead, on the 20th of February 1877.
Judgment.
The Commissioner. The inquiry on which we have been engaged for the last two
days is one of no small importance, affecting as it does the character and
conduct of a large and wealthy company and its officers. The case has been fully
investigated, no less than 20 witnesses having been produced and examined before
us. Mr. Ravenhill conducted the case on behalf of the Board of Trade, and
although neither the company nor its officers were represented by counsel, they
have not, I think, suffered by leaving their case in the hands of Captain Dent,
R.N., the able manager of their marine department, who has evinced throughout
the whole of these proceedings the greatest desire to afford to us every
information which it was in his power to give. Whenever a wish has been
expressed by the Court that any witness or any document likely to throw light
upon the subject of our inquiry should be produced it has been immediately done.
In the end no charge was made by Mr. Ravenhill against either the company or its
officers; that, however, will not absolve us from endeavouring to ascertain, if
possible, what led to this casualty, and whether any and what measures could
have been taken to avoid it.
The circumstances are as follow:
The "Duke of Sutherland" is a paddle wheel steamer of 860 tons gross and 409
tons net register. 'She had two engines of 270 horse power, a very large power
for a vessel of her size. She was built at Hepburn, in the county of Durham, in
the year 1868, and was the property of the London and North-western Railway
Company, Captain Dent being designated as the managing owner. She left Dublin at
about 8 o'clock in the evening of the 19th of February last, bound to Holyhead,
having at the time about 100 tons of cargo on board, consisting of spirits,
porter, and eggs. She had 80 second and third-class passengers, and there were
also 5 horses, 27 cattle, 32 sheep, and 657 pigs on board. She was one of the
regular cattle boats, belonging to the company, which ply between Holyhead and
Dublin. At the time of leaving the harbour she drew 10 feet 8 inches forward,
and 11 feet 3 aft. She was commanded by Captain Haldane, who has been for 3 1/2
years in the service of the company, and holds an extra certificate of
competency, and had two mates, both of them with master's certificates, the
second mate's certificate, however being for the home trade alone, and she had a
crew of 26 hands all told. Everything appears to have been in good order, and
she was well found in every respect.
In crossing she experienced very bad weather, the wind blowing a gale from the
north-west, which some of the witnesses have described as amounting almost to a
hurricane. She, however, arrived off the end of the breakwater at about 1.50
a.m. on the morning of the 20th, six hours after leaving Dublin, a sufficient
proof of her great power considering the state of weather.
Before proceeding to state the circumstances of this unfortunate casualty, it
may be well to describe the form of Holyhead Harbour, for although it is no
doubt well known to all whom I am now addressing, it is not so familiar to those
who have not had the same opportunities. And in order to understand the case
clearly it is necessary that we should have a clear conception of the locality.
Holyhead Harbour then is in a deep bay, having its mouth or entrance opening to
the northward and westward. From the westernmost point of the bay a breakwater
runs out, roughly speaking, in a north-east direction, for a distance of 7,080
feet, cutting off a large area of deep water which forms the new harbour or
harbour of refuge, into which vessels can run for shelter from a westerly or
north-westerly gale. Higher up and on the same side of the bay is the old
harbour ,on the north side of which is the mail jetty, as it is called, having
at the end of it a fixed red light; half-way along it is the passengers
landing-stage, and at the further end from the entrance is the gridiron. On the
south side the entrance is protected by a stone pier running out into the
harbour at right angles to the shore. Inside of the pier and between it and what
is called the Turkey Shore Rocks is a small bay, and adjoining the pier on its
inner side and extending about half-way down it is the graving dock.
At the upper end of the old harbour and opening out of it is the inner harbour,
the entrance to which is protected on the north side by the fish jetty, carrying
at its extremity a red light, and on the south side is the Turkey Shore Quay and
Rocks, on which a green light is exhibited.
The old harbour is used by the regular mail packets running between Holyhead and
Dublin, which lie there and discharge their passengers at the landing-stage
halfway down the jetty on the north shore. The inner harbour belongs to and is
used by the boats of the London and North-western Railway Company, of which it
seems that the company has a considerable fleet, four going out and four coming
in daily, besides specials. To enter, however, the inner harbour their ships
have to pass through the old harbour, and to prevent the incoming and outgoing
vessels from meeting in the old harbour, the channel being very narrow, the
company have directed that whenever any vessel is going out of the harbour, a
red light should be exhibited from the top of a pair of shears which stand near
the end of the fish jetty, so as to give warning to any vessel that may be
making for the harbour; care, however, we are told is taken not to put up this
light until it is seen that there is no vessel approaching.
The order which regulates the exhibition of this light is dated the 9th of
December 1873, and superseded some orders which then existed. It is in the
following words: " On and after the 11th of December 1873, captains are " to
discontinue burning the green light when rounding " the breakwater. A red flag
by day and a red light by " night will be hoisted on the shears when the
outgoing " vessels are leaving their berths and will be hauled down " when the
ships have rounded the Admiralty Pier. If " the incoming steamer is seen from
the landing before " the outgoing steamer has started, the outward steamer "
will be detained till the incoming steamer has berthed. " In this case the red
signal if it has been hoisted will " be hauled down, and the incoming steamer
will not " attempt to come in while the red signal is up. " The orders of the
31st of July 1866, 1st of May 1869, " and that portion of the 6th of August 1872
and 20th of " October 1872, referring to red, green, and blue lights, are "
hereby cancelled."
The cause of this new order being issued was, as Captain Dent has explained to
us, to avoid clashing with the signals which Parliament has directed shall be
exhibited by vessels requiring assistance.
On the following day, the 10th of December 1873, a further order was issued in
these words: "Captains are " requested to be particular in seeing that the red
signal " is up before they leave, so as to avoid meeting in narrow " waters."
Acting upon these instructions, the master of the "Duke of Sutherland," on
rounding the head of the breakwater, looked out for the red light on the shears,
but not seeing any, whilst at the same time he saw the red light at the end of
the mail jetty, he steered for the old harbour. At this time all the crew,
except, of course, the engine hands, were on deck, the master was on the bridge,
the chief mate was forward, with three hands, on the look-out; there were also
two men on the look-out on the bridge, one on each side, and the second mate was
at the wheel, which was amidships under the bridge, with four hands, two at the
wheel and two standing by.
When the vessel had got a little inside of the breakwater the captain ordered
the engines to be slowed down to half-speed, but no sooner had this been done
than the wind and sea took the vessel and turned her head round towards the
fleet of vessels which were lying at anchor inside the breakwater, where they
had taken refuge from the gale. Fearing to get in amongst the shipping, the
master ordered the engines to be put full speed astern, but finding that her
head would not pay off he ordered the jib to be set. The mate had just come aft
to tell him that the wind was blowing too hard to set any sail, when the ship's
head paid off to the southward. The engines were accordingly turned ahead, and
she was steered for the old harbour.
At this time the gale was so violent, that blue lights were burning and rockets
going up in all directions from the vessels in the harbour. The master continued
his course for the entrance to the old harbour, keeping all the time a good
look-out for thelight on the shears. Seeing none he concluded that the vessels
had determined not to venture out in the then state of the weather, and he
accordingly proceeded to enter the harbour, when just as they were rounding the
end of the mail jetty a vessel was reported coming out. The master immediately
ordered the engines to be turned first half speed, then full speed astern, and
as the vessel lost her way the wind and sea carried her away past the end of the
jetty to leeward.
The vessel which was coming out proved to be the "Earl Spencer," outward bound
to Greenore. It seems that she had got down as far as the passenger
landing-stage, half-way down the north side of the harbour, before she observed
the "Duke of Sutherland" coming in. She immediately stopped, but in an instant
afterwards, seeing that the "Duke of Sutherland" was drifting away to leeward,
and that there would be room for her to go between the "Duke of Sutherland" and
the end of the jetty, the master ordered the engines to be put on ahead again,
and passed out to sea. In the meantime the "Duke of Sutherland," which had
drifted a good way to leeward, had been obliged to back astern a considerable
distance in order to get a good sheer for coming in. When the captain thought
that she had gone sufficiently far astern he ordered the engines to be stopped,
and turned ahead. At this instant the wheel chains parted, and the second mate,
finding that the rudder would not act, immediately ran aft with his hands, and
with the chief mate, who had also gone to his assistance, they succeeded in
shipping the tiller in an extremely short space of time. It seems that the
tiller had been placed ready at hand close to the rudder head, lashed to the
rails on the starboard side under the quarter boat, so that the whole operation,
we are told, was effected in a minute and a half or two minutes from the time of
the breaking of the wheel chains. Thereupon the tackles, which were also ready
at hand, were attached one on each side, and the vessel was again got under
command, and the master has told us that after the tiller was shipped, the
vessel steered as well and as easily as she had done before the chains had
parted.
They had got the vessel again straight for the old harbour, and were a little
inside the end of the jetty when another vessel, which afterwards proved to be
the "Stanley," was observed, apparently across the entrance to the inner
harbour.
It seems that the "Stanley," which is also one of the company's ships, was
coming out of the harbour outward bound to Dublin, when just as she got between
the red and green lights at the entrance of the inner harbour, the master told
us that he had to keep his helm hard a-port to clear the mail packet, which was
lying alonside the quay on the north side close to the gridiron. Finding,
however, that he could not clear her he stopped and reversed, but as the vessel
lost her way, the wind, which was blowing almost a hurricane from the N.W. to
N.N.W., took hold of her and drove her over to leeward with her bows pointing
towards the south shore.
It was at this time that she was seen from the "Duke of Sutherland," but it was
then too late for the latter vessel to stop, and accordingly the master set her
on full speed until she was well inside the pier on the south side, when the
engines were immediately turned full speed astern. The master told us that he
did not dare to stop before he had got well within that pier, for if he had done
so the vessel would have drifted bodily on to the rooks on the outside of the
harbour, and would inevitably have gone to pieces. With the way she had on her
the vessel forged ahead, but as she lost her way the wind took hold of her, and
as it was nearly high water, so that she had no protection from the sheds, she
also was driven bodily over towards the south side and came with her port bow
against the port quarter of the "Stanley," bringing the two vessels alonside one
another port side to port side. The "Stanley's" rudder then struck upon the
rocks at the extrem ty of the Turkey Shore, carrying it and all connected with
it away, and she then settled down on the rocks.
In the meantime the "Duke of Sutherland" had backed clear of the "Stanley" into
the bay between the pier and the Turkey Shore. There was a barque called the
"Clifton" lying at anchor near the entrance to the graving dock, and the second
mate, seeing that they were backing into her, called out to go ahead, which was
done, but before any way could be got upon her the vessel was driven bodily down
upon the rocks close to the entrance of the graving dock and became fast. They
were so close to the shore that they were able to lower the regular gangway and
allow the passengers to land, after which they proceeded to land the cattle.
There the vessel remained for some time, I do not think it has been told us how
long, but she was ultimately got off and taken into harbour for repairs. No
lives were lost, but the vessel herself sustained considerable damage, for which
she is still under repair.
Now the questions which arise in this case are two: first, how came the steering
chains to break, and were they of the requisite strength and quality? Secondly,
are the arrangements relating to the entry and departure of the boats proper,
and were the directions in regard thereto duly and properly carried out.
And first as regards the steering chains. It seems that they parted at the same
time on both sides, and that in each case it was the after chains which broke,
not the chains that go round the wheel, but the chains in the stern, where there
is ordinarily the greatest pressure.
As evidence that these chains were at the time of the casualty in perfect
condition, we were told by the master that he had examined them only two or
three days before the accident and found them quite sound and good. We have also
had the evidence of the chief mate, whose duty it was to see to them, and who
says that he examined them only a short time before the accident. We have had
the evidence of the second mate, who says the same thing, and we have also had
that of the carpenter, whose practice it was he tells us to examine them once a
week, on Fridays, and who swore positively that on the Friday before the
accident he had carefully examined them. All these witnesses speak positively to
the chains being in sound and good condition when they severally examined them.
We had also yesterday the evidence of the foreman carpenter in the employ of the
London and North-western Railway Company, who told us that he thoroughly
overhauled the vessel in May, June, and July last, that upon that occasion the
aft chains were renewed with chains taken from the company's stores, and which
were supposed to be 5/8 chains. The storekeeper also of the marine department of
the company stated that the chains in question were portions of a quantity
supplied to them in 1876 as 5/8 chain by the manufacturers with whom they
regularly deal, and that accompanying it was a certificate, which he produced,
showing that it had been tested to a proof strain of six tons. A portion of the
chain which had broken was also produced in Court, and the foreman carpenter
stated that it seemed to him to be perfectly sound and good, and that if he bad
seen it in the ship he should certainly not have had it removed.
Again, we have this day heard the evidence of Mr. James Skinner, the naval
architect to the firm of Messrs. Andrew Leslie and Company, the builders of the
"Duke of Sutherland," and who have built several vessels for the company, and he
told us that he had examined the chain in question and found it to be in very
good condition, and not more worn than he should imagine a chain would be which
had been in use for five or six months. He stated, however, that the chain
originally supplied to the vessel was 5/8 chain, but that this was only full 1/2
inch or bare 9/16ths, and that in his opinion, an opinion which was shared by
Mr. Francis, the Board of Trade surveyor for this port, it would have been
better if the chain had been 1/8th larger.
I may add that the chain which has been produced in Court has been carefully
examined by the two experienced assessors, who sit with me, and one of them is a
civil engineer, and they both of them say that the chain is a good and sound
one, and such as would ordinarily be found on board the best description of
vessels of the class of the "Duke of Sutherland." They agree, however, with Mr.
Skinner and Mr. Francis, that it would have been better if it had been 1/8th
thicker.
Unfortunately the two broken links have not been produced. The carpenter stated
that when he shackled the chains, which he did the same morning, he threw the
broken links overboard, not thinking that they were of any use. This is very
much to be regretted, for it has prevented us from seeing whether or not there
was any defect in the links themselves, which would account for their breaking.
How it was that chain, which was supplied as 5/8th chain, proved to be only full
1/2 inch or bare 9/16ths, is a question which probably the company will have to
settle with the manufacturers by whom it was supplied. But with the evidence
that we have before us, seeing that the chain which this vessel had on board at
the time of the casualty, was seen and passed by the Board of Trade surveyor
when it was put in in July last, and that it is such a chain as is usually found
on board first-class vessels of this size, and even on larger vessels, it is
impossible that we can hold that any blame attaches either to the company or to
the master or officers for not having had stronger chain on board.
It should also be observed that, in the opinion of myself and the assessors, the
breaking of the chains was not directly the cause of this casualty, as Captain
Dent has properly pointed out. It is quite clear that in a very short time the
vessel was again got under command, and that she was steaming up the old
harbour, and would probably have arrived at her destination in safety had it not
been for the unfortunate circumstance of her meeting the "Stanley" across the
entrance, and being obliged therefore to stop and reverse her engines, which
caused her to lose her way, and in that state to be driven by the force of the
gale over towards the south shore.
The next question that we have to consider is as to whether the light which is
exhibited on the shears as a notice to incoming and outgoing vessels is or is
not sufficient.
And first, I should observe that we have the evidence of the man who says that
he put the light up, and who tells us that befere he did so, he went to the
platform whence they are in the habit of looking out, and that not seeing any
ship approaching the harbour he put the red light up. This was just as the last
bell of the "Earl Spencer" rang. He says that it was up when the "Earl Spencer"
cast off to go down the harbour, and that it was kept up until after the
"Stanley" had passed down, and as he imagined had gone out of the harbour, for
he knew nothing of her having gone ashore. We have also the evidence of the
masters of the "Earl Spencer" and "Stanley," distinctly stating that when they
passed the shears the red light was burning. And as we have no reason whatever
for not believing the evidence of these witnesses, we are bound to hold that the
red light was properly put up, and was burning when these two vessels proceeded
to leave the harbour.
On the other hand, we have the evidence of the master of the "Duke of
Sutherland," of the officers, and of all who were produced from on board her,
saying that they did not see the light, although they were carefully looking for
it, and it is equally impossible for us not to believe that these witnesses are
speaking the truth. The conclusion, therefore, to which we are inevitably
driven, is that the light was put up, but that owing to the state of the
atmosphere and the violence of the gale, it was not and could not be seen from
the "Duke of Sutherland."
But here arises a question, whether a light, which could not be seen on an
occasion when it was above all others most wanted, can be considered to be a
sufficient light for regulating the incoming and outgoing of these fine ships
belonging to the London and North-western Railway Company, seeing that the
channel through which they have to enter is so narrow as not to allow two
vessels to pass when a gale is blowing. We have been told to-day that the light
was an ordinary lantern, of no special power or penetration, but which, the
witnesses told us, could generally be seen from the end of the breakwater,
although in hazy weather it was frequently not seen.
Again, it seems to be the duty of the man who hoists the light, before he does
so, to go on to the platform about 50 yards from the shears, and see if any
vessel is making for the harbour. But this platform is so placed that a large
section of the bay between the breakwater and the end of the jetty is shut out
by intervening sheds from view. If then the approaching vessel is in the space
covered by these sheds, the man might go on to the platform, and not seeing her,
might conclude that no vessel was approaching.
There then are two points in which, in our opinion, the existing arrangements
might with advantage be improved. It is in evidence that the red light at the
end of the jetty was seen by those on board the "Duke of Sutherland" as soon as
they rounded the breakwater, and had the shears light been a better one than it
was it too might have been seen, and in that case the "Duke of Sutherland" would
have waited until the "Earl Spencer" and "Stanley" had passed out, or the light
been hauled down again.
Again, it is obviously inexpedient that the platform intended for the look-out
man to see whether any vessel is approaching the harbour should be so placed as
not to command the whole view of the bay from the breakwater to the end of
jetty.
What then we should recommend is, that a stronger and better light should be
exhibited to indicate to those approaching the harbour that a vessel is going
out, and that the platform be so placed as to command a better view of the bay.
It is not for us to say what that light should be or where it should be placed,
nor where it would be best to erect the platform. It is sufficient to call the
attention of the company's officer's to what appears to us to be a defect in
their present arrangements, and to leave it to them to say how that defect can
best be remedied. With the large property which they have at stake, they have
the greatest interest that their vessels should enter and leave the harbour in
safety, and we doubt not that now that their attention has been called to the
subject, they will adopt such measures as will best prevent the recurrence of
such a casualty.
I cannot conclude these observations without observing that in the opinion of
the Court the master and officers of this vessel are deserving of the greatest
credit for the skill with which they managed her under very trying
circumstances, and which probably saved not only their own lives, but the lives
of all on board. The expedition with which the tiller was shipped and the vessel
again brought under command deserves the highest praise. This is the fifth case
which within a comparatively short period has come before me in which the
steering chains have given way, but in no other instance have I seen such order
and such readiness to meet the difficulty. The tiller was in its proper place
close to the rudder head, the relieving tackles were at hand, and ready to be
applied, and the vessel was got under command within one and a half to two
minutes of the chains breaking, which speaks highly for the company and for the
master and officers of the ship.
Again, Captain Haldane in our opinion showed great skill and knowledge of his
profession in not stopping when he saw the "Stanley" across the harbour until he
had got well inside the south pier; had he not done so, in all probability the
vessel would have drifted on the rocks outside the pier, and have speedily gone
to pieces. He showed himself to be a good and courageous navigator when he
adopted the course he did.
We have already restored to the officers their certificates, but we should not
be doing them full justice if we did not state that the conduct of all on board
showed an admirable state of discipline, and that the master exhibited special
skill and courage in the measures which he took.
There will be no costs, for probably no one is more interested in the inquiry
than the London and North-western Railway Company, the owners of the "Duke of
Sutherland."
I do not know whether you wish to say anything Captain Dent?
Captain Dent. I have only to thank you, sir, for the consideration you have
shown me; it is very gratifying to me, and I should like to ask whether I can be
furnished with a copy of your judgment?
The Commissioner. It will, I presume, be printed in due course by the Board of
Trade.
(Signed)H. C. ROTHERY,
Wreck Commissioner.
Finding.
The Court, having carefully inquired into the circumstances of the
above-mentioned shipping casualty, finds, for the reasons stated in the annexed
judgment, that the stranding of the said vessel in the old harbour of Holyhead
on the rocks on the south side thereof, near the entrance to the graving dock,
arose from her meeting the steamship "Stanley" coming out of harbour, which
obliged her to stop and reverse, and that having thereby lost her way, the
strong gale which was blowing at the time from the N.N.W., carried her bodily
over to the south side, and landed her on the rocks.
The Court also finds that the red light which is hoisted on the shears as a
notice to incoming vessels that a vessel is going out was at the time exhibited,
but that it was not seen by those on board the "Duke of Sutherland," and they
recommend that some other and better arrangements should be made than those now
in force for indicating to a vessel approaching the harbour that a vessel is
going out. The Court further finds, that before entering the harbour both the
after chains of the steering gear broke at the same time, but that this did not
conduce to the casualty, as the tiller was shipped, and the vessel again got
under command in a very short time, and before she sighted the "Stanley." They
find, however, that these chains were only full 1/2 or bare 9/16ths chain, and
they recommend that in future they should be at least 5/8ths thick.
The Court acquits the master and officers of all blame for the casualty, and is
of opinion that they acted with great skill and presence of mind, both when the
steering chains parted, and afterwards, when they found the "Stanley" was coming
out of the harbour, and they have accordingly returned to them their
certificates.
The Court is also of opinion that there should be no costs of this
investigation.
Dated this 17th March 1877.
(Signed)H. C. ROTHERY,
Wreck Commissioner.
We concur in the above report.
(Signed)JOHN R. RAVENHILL,Assessors.
"R. WILSON,
W. 922.
