Wreck Report for 'Macedonia', 1881

(No. 1040.)

"MACEDONIA" (S.S.)

The Merchant Shipping Acts, 1854 to 1876.

IN the matter of a formal Investigation held at the County Buildings, Glasgow, on the 16th and 17th days of June 1881, before JOHN McLAREN and JOHN MACPHERSON, Esquires, two of Her Majesty's Justices of the Peace for Lanarkshire, assisted by Captains CURLING and MURDOCH, Nautical Assessors, into the circumstances attending the stranding of the British steamship "MACEDONIA," of Glasgow.

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 for about five hours after passing Inistrahull, during which time, as stated by the master, the vessel would run about 46 miles, safe and proper courses were set and steered, but after that period, when the course was changed, a safe and proper course was not set. and steered; that when the weather became thick with fog the speed of the vessel was reduced; that the lead was not used with sufficient frequency to ascertain and verify the position of the vessel from time to time, no cast having been taken before the fog set in, when the weather was hazy and Rathlin lights not seen, and only one cast having been taken after the fog set in; that from the evidence it does not appear whether allowance was made for tide; that when breakers were seen on the port bow prompt measures were taken to avoid them; that a good and proper look-out was kept; that the vessel was not navigated with proper and seamanlike care; and that the master only is in default for the loss of this vessel.

For this default the Court adjudges the certificate of competency as master of Thomas Martin to be suspended for three calendar months from this date.

Dated at Glasgow this 17th day of June 1881.

 

(Signed)

JOHN McLAREN,

Justices of the Peace.

 

 

JOHN MACPHERSON,

 

We concur in this report.

 

(Signed)

WILLM. CURLING,

Nautical Assessors.

 

 

ALEX. MURDOCH,

 

Annex to the Report.

The "Macedonia" was built of iron, at Waterford, in the year 1864. Her length was 315 feet, breadth 34 feet, and her depth 24 feet. She was rigged as a barque, and fitted with two engines of 486 horse power combined. She was registered at the Port of Glasgow, and her registered tonnage, after deducting 820 tons for engine and crew spaces, was 1,452 tons.

She was owned by Mr. Thomas Henderson, of Glasgow, and others. Mr. Thomas Martin was master, and Mr. Charles Woodsworth Boyle was first or chief mate.

The "Macedonia" left New York on 16th of May last, bound for Glasgow, with a crew of 68 hands all told, a general cargo consisting chiefly of American produce, and 90 head of cattle, and she carried five passengers in attendance on the cattle. At that time the vessel appears to have been in excellent condition and well found in all departments.

She proceeded safely on the voyage; and at 2 p.m. on 29th of May, Arranmore, west of Ireland, was sighted. At 6.10 p.m. Torry Island was passed at a distance of three-quarters of a mile, and at about 10 p.m. on Sunday the 29th May, Inistrahull was passed at a distance of about 2 1/2 miles, bearing S. 1/4 W.

When abreast of Inistrahull, the weather being fine and clear, a course S.E. by E. magnetic was set. This course was continued for about five hours, the vessel going at full speed, or from 9 1/2 to 9 3/4 knots per hour, the weather about midnight becoming hazy. During that time, in which the vessel had run about 46 miles, no cast of the lead was taken, although no land was seen and the lights on Rathlin Island, which have a range of 20 miles, embracing the whole channel, were not observed. After this a dense fog suddenly set in, rendering it impossible to see more than the ship's length ahead. The course was then altered to S.E. 1/2 E., and the vessel reduced to half speed and slow until about 3 a.m., when she was stopped, and a cast of the lead was taken giving 50 fathoms with rocky bottom. Two men were on the look-out, and the steam whistle was kept frequently going. About 3.10 a.m. the signal gun on Rathlin Island was heard. The master then altered the course to S.S.E. magnetic, and proceeded ahead at first slow and very shortly afterwards at half speed, intending to clear the Mull of Cantyre by 3/4ths of a mile, judging his position from the distance run and the soundings.

This course and speed were continued till about 3.30 a.m., when the look-out on the port bow reported breakers ahead.

The master immediately ordered the helm hard-a-port, and the engines full speed ahead, with the view to lift the vessel out, but almost as soon as the engines were started full speed the vessel struck heavily on the rocks and remained fast.

In a short time the vessel filled, and there being a very heavy swell breaking against her the boats were cleared away, and the crew were subsequently landed safely close to Southend. The vessel has since become a total wreck.

The Court considers that it was the master's duty to have taken a cast of the lead after the weather became hazy at 12 p.m., and especially when the distance up to Rathlin Island had been made and no lights having been seen. If this precaution had been taken the position of the vessel might have been ascertained. The Court further considers that after the dense fog set in the master should not have shaped a course which would, by his own admission, have taken him 3/4ths of a mile of the Mull of Cantyre; and that under all the circumstances the speed at which the vessel was then going was too great.

The solicitor of the Board of Trade submitted the following questions for the opinion of the Court, and stated that in the opinion of the Board of Trade the certificates of the master and chief mate should be dealt with:—

Whether safe and proper courses were set and steered after passing Inistrahull, and whether due allowance was made for tide and currents?

Whether when the weather became thick with fog the speed of the vessel was reduced, and whether proper measures were taken to ascertain and verify the position of the vessel from time to time?

Whether the lead was used with sufficient frequency?

Whether proper measures were taken to ascertain and verify the position of the vessel about 3.10 a.m. of 30 May, and whether the course then set was a safe and proper one to clear the Mull of Cantyre, and whether due and proper allowance was then made for tide and currents?

Whether when breakers were heard on the port bow, safe and proper measures were taken to avoid them?

Whether a good and proper look-out was kept?

Whether the vessel was navigated with proper and seamanlike care, and whether the master and chief mate are, or either of them is, in default?

These questions are answered in the Report.

The Court respectfully recommends that a mate's certificate be granted to the master during the suspension of his master's certificate.

L 367. 810. 150.—6/81. Wt. 203. E. & S.