Wreck Report for 'Leversons', 1881

(No. 1124.)

"LEVERSONS" (S.S.)

The Merchant Shipping Acts, 1854 to 1876.

IN the matter of a formal Investigation held at the Town Hall, North Shields, on the 11th and 12th days of October 1881, before Jos. BAKER and THOS. JACKSON, Esquires, assisted by Captains HARRIS and WILSON, into the circumstances attending the loss of the steamship "LEVERSONS" on the 22nd of July 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 steamship "Leversons" was stranded by default of the master in ordering a dangerous course to be steered at 2.45 a.m. of the 22nd of July, which resulted in the total loss of the ship. And the Court further considered the second mate to be in default in leaving the bridge without any look-out when in the vicinity of the three conspicuous beacons on the Finland Bank, which he admitted should have been seen, and the Court therefore suspends the certificates of Charles William Woodruff, the master, No. 01,865, and of William Lilly Langdale, the second officer, No. 03,943, respectively for a period of three calendar months from the date hereof.

Dated this 12th day of October 1881.

 

(Signed)

J. BAKER,

Justices.

 

 

THOMAS JACKSON,

 

We concur in the above report.

 

(Signed)

HY. HARRIS,

Assessors.

 

 

P. WILSON,

 

Annex to the Report.

The "Leversons" was a screw steamer, built of iron, of the port of London, official number 77,117, registered tonnage 916.51, schooner rigged, and having two direct acting compound surface condensing engines. both ship and engines being built at Sunderland in 1878. She was owned by Frederick Gordon (who held 17/64th parts), and by several other co-owners, and was lastly under the command of Charles William Woodruff, who holds a certificate of competency as master, numbered 01,865. The vessel left Cronstadt in ballast bound for Riga on the 20th of July 1881, having a crew of 19 hands all told, and two passengers, with a draught of 8 feet 6 inches forward, and 13 feet aft, in good order and well found. She had a pole compass, a steering compass, and a third compass aft, the practice being to set the courses by the pole compass, and also to steer by it, although one of the witnesses, an able seaman, stated that the steering compass was at times used to steer by, and it appears from the evidence that there was a very slight deviation between the two compasses.

It is unnecessary, for the purposes of this inquiry, to detail all the courses pursued in the ship's passage down the Gulf of Finland, suffice it to say that the vessel arrived in safety off Dagerort Lights on the Island of Dago at midnight on the 21st of July. No bearings of this important point were taken, but the distance was estimated to be about 12 miles off. From this position a course was steered S. by W. 1/2 W. or S.S.W., to clear the bank off Filsand. At 2.45 a.m. Filsand Lighthouse off the island of "Osclo" was seen bearing E.S.E. at a computed distance of 12 miles. The master then shaped the course S. 1/2 E., and went below, leaving orders to be called at 4 a.m. The weather was at this time beautifully fine and clear, in fact it was broad daylight, and the ship was running at the rate of ten knots an hour. Some little time before 4 a.m., the second mate, who held a chief mate's certificate, left the bridge without any one being on the look-out. While absent from the bridge, and about 4 a.m. of the 22nd July, the vessel took the ground within three quarters of a mile of the conspicuous beacons on the Filsand Bank, in the dangerous passage between the Filsand Bank and the lighthouse on Filsand Island. It is almost unnecessary to say that the ship going at so great a rate she stove in her bottom on the rocks. Very shortly the fires were drowned out, and although steam tugs arrived to her assistance, the following day the "Leversons" became a total wreck, and was then abandoned. No lives were lost.

At the conclusion of the evidence the solicitor for the Board of Trade handed in the following questions:—

1. What was the cause of the stranding of the steamship "Leversons" on a reef near Filsland Island in the Baltic on the 22nd of July 1881?

2. Whether safe and proper courses were set and steered after passing Ristua Light, and whether due and proper allowance was thereafter made for tide and currents?

3. Whether the vessel's position was correctly estimated when rounding Dagerort Point, at about 12 p.m. on the 21st of July, and again on sighting Filsland Light, at about 2.45 a.m. on the 22nd of July, and whether a safe and proper alteration was made in the course at 2.45 a.m?

4. Whether the neglect to keep a man on the lookout forward was justifiable?

5. Whether the total neglect of the lead was justifiable? and

6. Whether the vessel was navigated with proper and seamanlike care?

If the Court find Charles W. Woodruff, the master, and William L. Langdale, the second officer, or either of them, in default, their or his certificates or certificate should, in the opinion of the Board of Trade, be dealt with.

Dated this 11th day of October 1881.

LANCEL DE HAMEL, for the Board of Trade.

Judgment.

1. The cause of the stranding of the steamship "Leversons" on a reef near Filsland Island in the Baltic was occasioned by the master altering his course at 2.45 a.m. of the 22nd of July from S. by W. 1/2 W. to S. 1/2 E., when he ought to have continued the same course until Filsland Light bore E. 1/2 S.

2. A safe and proper course was not set from 2.45 a.m. of the 22nd of July. As regards tide and currents, there is no evidence before the Court to shew that any existed.

3. The vessel's position was not correctly estimated either off Dagerort or Filsland; as to the alteration of the course, see previous answers.

4. Taking the position of the vessel as near the land, and the character of the coast, the neglect to keep a man on the look-out forward was not justifiable.

5. As the morning was clear and the land in sight, it was not absolutely necessary to have recourse to the lead, as there were other means of ascertaining the vessel's position.

6. The vessel was not navigated with proper and seamanlike care, and the second mate was not justified in leaving the bridge without a proper look-out. Had he remained at his post the beacons on Filsland Bank would probably have been sighted, and the disaster avoided.

The Court finds Charles William Woodruff, the master, in default, and suspends his certificate, number 01,865, for a period of three calendar months from the date hereof; the Court also finds William Lilly Langdale, the second officer, in default, and suspends his certificate, number 03,943, for a period of three calendar months.

 

(Signed)

J. BAKER.

Justices.

 

 

THOMAS JACKSON,

 

 

 

HY. HARRIS,

Assessors.

 

 

P. WILSON,

 

L 367. 804. 150.—10/81. Wt. 203. E. & S.