Wreck Report for 'Mary' and 'Rowland', 1881

(No. 1014.)

"MARY" AND "ROWLAND" (S.S.)

The Merchant Shipping Acts, 1854 to 1876.

IN the matter of a formal Investigation held at Cardiff, on the 12th and 13th days of May 1881, before R. O. JONES, Esquire, Stipendiary Magistrate, assisted by Captain CLARKE and Captain ANDERSON, as Nautical Assessors, into the circumstances attending the loss of the British sailing ship "MARY," of Whitby, through collision with the British steamship "ROWLAND," of Newcastle, on the 19th April 1881.

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 ship was run down while at anchor in Dover Roads on the 19th April 1881 by the steamship "Rowland." That the collision is attributable to an inefficient look-out on board the steamship, for which the master of that vessel is found in default, and for which default the Court suspends his certificate for three calendar months.

Dated this 13th day of May 1881.

 

(Signed)

R. O. JONES, Judge.

We concur in the above report.

 

(Signed)

R. T. CLARKE,

Assessors.

 

 

ABSM. ANDERSON,

 

Annex to the Report.

This was a case of a collision between the brig "Mary," of Whitby, and the steamship "Rowland."

Mr. Waldron appeared at the inquiry for the Board of Trade, Mr. T. H. Stephens for the master of the "Mary," and Mr. Ingledew for the master of the "Rowland." Mr. J. Ellison, pilot of the "Rowland," was also present as a party to the inquiry, and conducted his own case.

The questions which defined the scope of the inquiry, and upon which the opinion of the Court was asked, were thus stated:—

1. Whether both vessels complied with the Regulations for Preventing Collisions at Sea?

2. Whether the "Mary" took up a safe and proper anchorage, and whether she carried and exhibited the lights required by Article 8 of the said Regulations?

3. Whether a good and proper look-out was kept on board the "Rowland," and whether, when the "Mary" was reported ahead, prompt and proper measures were taken to avoid the collision?

4. Whether the "Rowland" was navigated with pròper and seamanlike care?

5. Whether the master of the "Mary," and the master and officers of the "Rowland," are, or either of them is, in default, and whether blame attaches to the pilot of the "Rowland ?"

Mr. Waldron then asked that the master's certificate should be dealt with.

The brig "Mary" was a wooden sailing ship, built at Alloa, Clackmannan, in 1845. Her registered tonnage was 181 tons. She was owned by Mr. William Frank-land, of Whitby, at which port she was registered, her official No. being 12,974.

She left Newcastle on the 13th April 1881 with a crew of six all told, under the command of Mr. John Jameson. She carried a cargo of 310 tons of coal, and was bound for Dover. She anchored in Dover Roads in seven fathoms of water, and about half a mile from the shore, at 11 p.m. on the 18th April, with one anchor down, and 35 fathoms of chain. The night was clear, and the wind blowing hard from N.E. by N. The vessel rode with her head to the wind, with a slack tide, and carried the usual riding light on the forestay about 20 feet above the deck. The anchor watch was set at 12 o'clock midnight.

About 1 o'clock a.m. on the 19th April, the master of the "Mary" came on deck and saw a steamer approaching him from the eastward, her three lights being then visible. He then noticed a blue light shown by the steamer, which was then, he supposed, three quarters of a mile distant. After the blue light had finished burning, only the port light and masthead light were visible. He noticed no alteration of course, and, judging that a collision was inevitable, he called all hands up. He hailed the steamer, but had no reply, and in two or three minutes the steamer, which proved to be the "Rowland," struck the brig at right angles on the starboard side in the fore part of the main rigging, cutting nearly half way through her. For a short time the steamer kept easy ahead, and hove ropes over the brig, whose crew got safely on board the "Rowland." In 10 minutes the brig sank, and her riding light, it should be remarked, was noticed by the crews of both vessels to be burning at the fore stay until it was put out by the sinking of the ship.

The "Rowland" is an iron screw steamship, built on the Tyne in 1878, of 918 registered tons. She was registered at Newcastle-on-Tyne, and owned by Mr. Rowland Mawson, of that port, and others, Mr. Mawson being the managing owner. Her official No. is 76,233.

The "Rowland" at the time of the collision was bound from London, which port she left in ballast at 3.30 p.m. on the 18th of April for Penarth Roads for orders, with a crew of 22 hands all told, and under the command of Mr. Robert Henry Prout, who holds a certificate of competency as master No. 82,234. At 6 p.m. she took on board, off Gravesend, Mr. James Ellison, a Trinity pilot, who was engaged to pilot her to the Downs, an engagement which would have ended off Deal. At 11 p.m. the vessel had reached the Elbow Buoy, the North Foreland bearing W.N.W. about 2 points abaft the beam, and distant 2 1/2 miles.

The weather was clear, but there was a strong wind from the eastward, and a heavy sea, in consquence of which the ship was rolling heavily and her propeller racing. She was therefore put to half speed. She passed through the Downs at midnight. When off Deal the usual signals were made (blue lights) for a boat to take off the pilot, but no boats answering the signals, it was arranged that the pilot should be taken on to Dover in the hope of meeting with a boat there. The vessel had all her regulation lights burning. She had a look-out man stationed on the forecastle head, and the captain and the pilot and the officer of the watch were on the bridge. At 1 o'clock a.m. on the 19th, the vessel was just below the South Foreland, which was distant about half a mile. A down-channel course was being steered, with a slight variation to the westward, for the purpose of landing the pilot off Dover Pier.

After passing the South Foreland, a blue light was burnt over the starboard bow as a signal for a boat. In a few minutes later the man on the look-out sang out "Ship a-head," and first the vessel (the Mary) was seen, and then in a moment her riding light; the distance between the two vessels at this time being, in Captain Prout's estimation, about 100 yards. He instantly ordered the helm hard-a-starboard (the ship answering her port helm badly), and stopped the engines. Almost at the same time the engines were ordered full speed astern, but before the ship's headway was stopped, the collision took place. The captain then instantly ordered the engines slow a-head, for the purpose of keeping his vessel in the breach she had made in the "Mary." Ropes were thrown to the brig, and when all her crew had got on board the "Rowland," the latter was backed out, and the brig sank almost immediately.

With the statement of facts before it, the Court proceeded to answer the questions submitted to it.

1. In answer to the first question, the Court held that the Regulations for Preventing Collisions at Sea were complied with by both vessels.

2. It was strongly objected on the part of the "Rowland" that the "Mary" had not chosen a proper anchorage; but the Court found that, looking to the state of the weather, she was anchored in a proper position. It was not disputed that she carried a light, but it was said that the forestay was not a usual and roper place, and that it was liable to be obscured. The Court was of opinion that it was a customary, and, on the whole, the best place in which it could be carried.

3. There was no reason to doubt that a look-out man was properly placed on board the "Rowland" and that the officers were in their proper places on the bridge, but that was not sufficient. In passing at night through a roadstead of that character it would only have been a reasonable precaution to have doubled the look-out on the forecastle and to have seen that the men so employed on that duty were continually on the alert.

4. Subject to the above remarks as to the look-out, there seemed to be no reason to condemn the navigation of the vessel in other respects.

5. The Court considered that the master of the "Mary" was not in default. His conduct was impugned on three points. It was said that his riding light was not in a proper place, that his anchor watch was insufficient, and that he had anchored in the fairway of vessels bound down channel. Upon the first objection we have already expressed an opinion. Upon the second, it certainly was the case that the anchor watch consisted only of an apprentice 19 years of age, but the crew was small; the master, though he went below, did not go to sleep, and went on deck uncalled during the watch; and on the whole the Court is not disposed to think that the objection is a valid one. ?? to the third point, it was not made out that his ship ?? in a fair way, and even if it was so, he had ?? with the regulations applicable to his case.

With regard to the master of the "Roland," ?? reasons already stated the Court was of opinion ?? was in default.

As to the pilot, he contended that his charge ?? when off Deal. It is true that he gave some ?? to steering after passing Deal, but, as he himself ?? and the captain admitted, it was done gratuitously, ?? in the way of friendly help to the captain, and not ?? capacity of pilot. With this contention the ?? agreed, and held that his responsibility ceased ?? passing Deal.

The Court considers that running down a ship ?? at anchor in a frequented roadstead is a most offence, but the master having, with the e which has been pointed out, discharged his ?? efficiently, and having at the time of the collision ?? great presence of mind in keeping in the breach ?? that the brig could not sink until he had rescued ?? her crew, it is ordered that his certificate be susp?? for three months only.

 

(Signed)

R. O. JONES.

 

 

R. T. CLARKE,

 

 

ABSM. ANDERSON,

L 367. 784. 150.—5/81. Wt. 203. E & S.