Wreck Report for 'Elcano', 1880

(No. 489.)

"ELCANO."

The Merchant Shipping Acts, 1854 to 1876.

IN the matter of a formal Investigation held at the Recorder's Court, Belfast, on the 26th, 27th, 28th and 29th days of January 1880, before JOHN CHARLES O'DONNELL, Esq., assisted by Captain HIGHT and Captain WARD, into the circumstances attending the material damage sustained by the British sailing ship "ELCANO," of Liverpool, through striking on the Hen and Chickens Rock, Lewis, on the 31st day of December 1879, and the subsequent stranding of the said vessel in Bosta Bay.

Report of Court.

The Court, having carefully inquired into the circumstances attending the above-mentioned shipping casualty, finds, for the reasons stated in the annex hereto, that neither the master or mate were in default, but that the master erred in judgment in keeping so close to a coast with which he was not well acquainted.

Dated this 29th day of January 1880.

 

(Signed)

J. C. O'DONNELL,

 

 

Judge.

We concur in the above report.

 

(Signed)

EDWARD HIGHT,

Assessors.

 

"

C. Y. WARD,

 

Annex to the Report.

The "Elcano" (formerly "Artizan"), of Liverpool, official number 65,913, is a wooden sailing ship, barquerigged, built at Falmouth, state of Maine, United States of America, in 1855. She is owned by Henry Nichol, and others, all of Belfast, and was commanded by Joseph Whiteside, who holds a certificate of competency, No. 98,225. She left Belfast at 2 p.m., on 6th December 1879, in tow of a tug steamer, and was anchored the same evening in Belfast Lough, a little below Grey Point. She remained at this anchorage until the 10th preparing for sea. She had three boats and was fitted with two main (patent) pumps and a windmill pump. On the 10th she left for New York, with 360 tons of stone and shingle ballast on board, her draught of water being 13 feet 9 inches on an even keel. Her crew consisted of 16 bands all told. It was stated that she was in good condition and well found. At the time of leaving the weather was fine, with a light wind from south to S.S.W. which continued until noon on the 13th, when the vessel was in latitude 55° 50' N., longitude 11° 2' W., by dead reckoning. At this period a heavy gale commenced from the south-west, and a succession of gales continued veering from southwest to north-west. The vessel was during this time chiefly under close-reefed topsail and foretopmast staysail. The foresail (reefed) being occasionally set, sometimes she lay to under lower main topsail, and sometimes the courses and upper topsails were set when there was a lull. She was kept on the tack nearest her course according as the wind changed, and made from 4 to 8 points leeway, consequently she was always being driven to the northward and eastward. No observations were taken, the sun being always obscured by clouds. At noon on the 28th she was in latitude 60° 1' north, longitude 8° 4' west, by dead reckoning, gale still continuing, and varying from S.W. to west, and W.N.W., driving her to the north-eastward. At 7 a.m. on 29th the light on the Butt of Lewis was seen between the squalls. At noon the lighthouse bore W.N.W., at an estimated distance of 7 miles. At 2 p.m. it bore N.W. by west, about 10 miles distant. At 9 p.m. west by south half south, about 8 miles. At 7 a.m. on 30th it bore west, and at noon south-west, 6 to 7 miles distant. The gale continued variable, and, as stated, veered from west to S.S.E., and then suddenly chopped round to northwest at 11 a.m. on 30th, when the master determined to go to the southward through the Minch. At 4 p.m. Butt of Lewis Light bore north by west about 15 miles. Before midnight it appears the wind again veered to south-westward, and at that time the main land of Scotland was sighted, supposed to be the Coast of Cromarty. The ship was wore round and headed first north, afterwards northwest, and west-north-west. The master now determined to make for Stornoway Harbour for the purpose of obtaining shelter. Between 5 and 6 a.m. on 31st land was seen ahead, and on both bows, supposed to be a long way off. The weather had moderated during the night. Wind at south-westward and the sea had fallen. Between 6 and 7 two lights were seen. One of them proved to be a steamer's light, and the master supposed the other to be Stornoway. He says he lost sight of both, but Murray, who was at the wheel, says he kept it (Stornoway) in sight all the time until the vessel struck the rock, and for some time steered for it. Land was in sight all this time. At about 7.45 a.m., when the master supposed land to be 2 miles distant, the vessel struck on a rock, said to be the Hen and Chickens Rock, remained for a few minutes and glided off it. It was found that water was rushing into her and she was steered for a sandy beach in Bosta Bay, a short distance to the north-westward, and stranded with 6 to 7 feet water in the hold. The boats were got out and crew with their effects landed. After two or three days the master handed over charge to a broker, and understood a contract was made with a shipwright to get the vessel afloat.

At the close of the evidence Mr. Smith handed in the following questions, upon which the Board of Trade desired the opinion of the Court:-

What was the cause of the stranding of the vessel?

Whether proper measures were taken to ascertain the position of the vessel when and after land was seen ahead, and on the lee bow at or about 6 o'clock a.m., on the 31st of December, and whether the master was thereafter justified in keeping the vessel on the same course heading towards the land?

Whether, having regard to the fact that the master knew that the Hen and Chickens Rock was outside Stornoway, he took proper measures to ascertain the position of his vessel at 7 a.m., and thereafter with a view to avoid the rock?

Whether the master was justified in not signalling for a pilot when, as he stated, he was seeking for one?

Whether a good and proper look-out was kept?

Whether the total neglect of the lead was justifiable?

Whether the master was justified in neglecting to use the pumps, in neglecting to take his vessel to Stornoway, and in beaching the vessel in Bosta Bay? and whether proper efforts were subsequently made to save the ship?

Whether the vessel was navigated with proper and seamanlike care? and, finally,

Whether the master and chief officer (whose respective certificates I submit should be dealt with) are, or either of them, is in default?

The Court, after a careful consideration of the evidence, finds that the master had no means in his power of ascertaining the position of his vessel at or about 6 a.m., on the 31st of December last, and that as it was his intention to make Stornoway Harbour he was justified in keeping the vessel on the same course heading towards the land.

That the master knowing the vessel to be in the vicinity of the Hen and Chickens Rock (he himself with the boatswain looking out for it), and considering that the water is deep close into it, the Court thinks that he took such measures as were at the moment available as the lead would not have been of use.

That it would have been more prudent had the master signalled for a pilot as he had stood so close in for the purpose of obtaining the services of one.

That the master, after the vessel struck the rock, acted prudently in beaching her.

That up to the time of her approach to Stornoway Harbour the vessel was navigated in a skilful and seamanlike manner, but the Court thinks that the master erred in judgment in approaching the land so closely as he was not well acquainted with the coast, he should rather have kept her off till broad daylight.

That as regards a proper look-out and the use of the lead these questions have been already answered.

As to the main question, the cause of stranding of the vessel? the Court considers it has been answered in the opinion above expressed.

With regard to the final question the Court does not consider the master or mate in default. It is not without some difficulty, however, that the Court has arrived at these conclusions, owing to a conflict of evidence between the officers and those members of the crew who were examined.

 

(Signed)

J. C. O'DONNELL,

 

 

Judge.

We concur.

 

(Signed)

EDWARD HIGHT,

 

"

C. Y. WARD,

L 367. 259. 100.-2/80. Wt. 47. E. & S.