Wreck Report for 'Amazonense', 1881

(No. 1013.)

"AMAZONENSE" (S.S.)

The Merchant Shipping Acts, 1854 to 1876.

IN the matter of a formal Investigation held at St. George's Hall, Liverpool, on the 11th and 12th days of May 1881, before THOS. STAMFORD RAFFLES, Esq., Stipendiary Magistrate, assisted by Captains WILSON and FRENCH, Nautical Assessors, into the circumstances attending the stranding of the British steamship "AMAZONENSE," of Liverpool, about one mile E. of St. David's Head, on the 16th April last.

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 the said steamship was stranded and subsequently lost through being steered down channel on a course too much to the southward and at too high a rate of speed in a dense fog, and the Court found the master, Mr. Henry Holgate, in default, and suspended his certificate for 3 calendar months.

Dated this 12th day of May 1881.

 

(Signed)

T. S. RAFFLES, Judge.

We concur in the above report.

 

(Signed)

R. WILSON,

Assessors.

 

 

A. P. FRENCH,

 

Annex to the Report.

The "Amazonense" was an iron screw steamer, built at Southampton in 1879, of 170 horses' power combined, and of 1864.99 tons gross and 1449.24 tons registered. She was registered at Liverpool, and was owned by Mr. Robert Singlehurst of that city, who was managing owner, and several others. She was commanded by Mr. Henry Holgate, who holds a certificate of competency as master, No. 30,608, and had a crew of 35 hands all told, and carried one passenger and a general cargo of about 1,100 tons. She had three compasses on deck, of which two were for the most part used, the vessel being navigated by the standard compass, which was on the upper bridge, the steering compass being four feet lower down. The compasses had been adjusted when the ship was built, but some alterations were made afterwards in the vessel, and the magnets had been removed and not replaced. On leaving Liverpool on the 15th of April last for Para and other Brazilian ports via Havre, the draught of water was 18 feet aft and 17 ft. 5 in. forward. She left the river Mersey about 11.30 a.m., just before high water, in charge of a pilot, who left at the Bar Lightship about 1.15 p.m. The master then set a course W. 1/2 S., on which course there were, as he said, 28° easterly deviation, which gave correct magnetic W.N.W. northerly. Immediately after leaving the Lightship the steamer got into a thick fog, which continued till she struck, and the engines were said to have been put on half speed. The master stated that about 2.10 p.m. he heard the N.W. Lightship fog horn on the port beam about 3 miles distant. About 7.15 p.m., up to which time they had been going about 8 1/2 knots over the ground, they stopped and took a cast, and got no bottom at 45 fathoms; but on taking a second cast, they got 53 fathoms, sand, shell, and black specks. After that they went on the same course, according to the master dead slow, till 8 p.m., making about 4 knots, when they got another cast at 55 fathoms, same bottom as before. The master then altered the course to S.S.W. nothing to southward, allowing 26° 30 easterly deviation, which made S.W. 1/2 W. correct magnetic. They stopped again at 10 p.m. to sound, and after three casts got no bottom at 60 fathoms. At midnight they sounded again and got 29 fathoms and then 30 fathoms, and the master stated that these casts confirmed him in the belief that he was in the right course. The master said he thought that at this time he heard the gun from the Stack, and he estimated his distance from it at 12 miles. He still went on, allowing half a point W. for the tide, knowing that if at all out of the fair way the tide would act upon his vessel to some extent. At 3.30 a.m. on the 16th, they sounded again in 51 fathoms, sand, shell, and small stones. At that time the master thought he would be in mid-channel. At 8 a.m. he took a cast again and got 44 fathoms, still going dead slow, making 3 1/2 to 4 knots, and the fog as dense as ever. The master intended to take another cast at 10.30 a.m., but at about 10.10 a.m. "breakers ahead" were reported by the look-out man; the engines were immediately stopped and reversed, but in about three minutes the ship struck, and remained fast, about a mile and a half east of St. David's Head. The water shortly found its way through the bulkheads, all available pumps were set to work, but the leak gained rapidly, and in the course of an hour the fires were put out. The boats were got into the water, and at 11.30 a.m.. the ship having filled, the crew left, and all were safely landed with the exception of John Love, the storekeeper, who dropped down dead as he was speaking to the captain on the bridge. The master remained with the wreck until the 20th April, when he gave her up to the underwriters.

On the conclusion of the evidence, Mr. Paxton, for the Board of Trade, asked the following questions:—

1. What was the cause of the stranding and subsequent loss of the vessel?

2. Were her compasses in proper condition and order when she left Liverpool, and were proper measures taken to adjust them and to ascertain their deviation ? If not, were the owners to blame for allowing the vessel to go to sea without having them properly adjusted and their deviation ascertained?

3. Were proper courses set and steered after leaving the Bar Lightship, and due allowance made for tide and currents?

4. Was the lead hove with sufficient frequency considering the state of the weather and the dangerous character of the navigation?

5. Was a good and proper look-out kept?

6. Were proper measures taken to ascertain the distance run by the vessel?

7. Was she kept going at too great a speed, considering the dense fog?

8. Generally, was the vessel navigated with proper and seamanlike care?

9. Was the stranding and subsequent loss of the vessel caused by any wrongful act or default on the part of the master, and particularly—

1. By not making sufficient allowance for the influence of the tide?

2. By not using his lead with sufficient frequency ? and stated that the Board of Trade were of opinion that the master's certificate should be dealt with. Several witnesses were called by Mr. Dickinson, who appeared for the owners, in relation to the state of the compasses, but their evidence was very imperfect, and did not assist the Court in coming to a conclusion upon the issues in the case.

In answer to the first question, the Court found that this vessel was stranded and lost through being steered down Channel on a course too much to the southward, and at too high a rate of speed in a dense fog.

In answer to the 2nd question, the Court had no reason to think that the compasses were not in good condition; but they were not compensated, and no table of deviation seemed to have been supplied before leaving port. The Court were of opinion that no iron ship should be allowed to go to sea without having had the compasses compensated.

As to the 3rd question, a proper course appeared to have been steered after leaving the Bar Lightship; but the course steered after rounding Holyhead, in point of fact, put the vessel on shore, which would not have been the case had the master's estimated deviation of 26° 30' E. been correct. The master stated that he allowed half a point W. for the tide.

In regard to the 4th question, the Court considered that it would have been better had the master used his lead more frequently, considering that he was navigating the Channel in a dense fog.

As to the 5th question, a good and proper look-out seemed to have been kept, the look-out man seeing the breakers ahead as soon as possible.

As to the 6th question, the Court could not say that proper measures were taken to ascertain the distance run by the vessel. They had no patent log on board, and the ordinary log was not used as frequently as desirable.

In answer to the 7th question, the Court were of opinion that the vessel was navigated at too high a rate of speed, considering the density of the fog, for she had ?? gone an average of about 8 1/2 knots throughout the voyage. ??

The Court, by the answers above given to some of ?? the previous questions, have already answered the 8th ?? question; and in reply to the 9th and last question the ?? Court regretted that they were compelled to find the ?? master in default, as already pointed out, and especially ?? in regard to his running his vessel at too high a rate ?? speed in a dense fog.

Under all the circumstances the Court considered that a suspension of Mr. Holgate's certificate for ?? months would meet the requirements of the case.

L 367. 783. 150.—5,81. Wt. 203. E. & S.