Wreck Report for 'Abermaed', 1885

(No. 2772.)

"ABERMAED" (S.S.)

The Merchant Shipping Acts, 1854 to 1876.

IN the matter of a formal Investigation held at Cardiff, on the 29th and 30th days of December 1885, before ROBERT OLIVER JONES, Esquire, Stipendiary Magistrate for the Borough of Cardiff, assisted by Captains PARFITT and COMYN, as Assessors, into the circumstances attending the stranding of the steamship "ABERMAED," of Swansea, on the coast of Finland, on the 31st May 1885.

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 it was due to an error in the course caused by the defective state of the screw.

The master, Mr. John Phillips, is not found in default, but is reprimanded for not paying sufficient attention to the steering of the ship.

No order is made as to costs.

Dated this 31st day of December 1885.

 

(Signed)

R. O. JONES, Judge.

We concur in the above report.

 

(Signed)

WM. PARFITT,

D. R. COMYN,

Assessors.

Annex to the Report.

This case was heard at the Mayor's Court, Cardiff, on the 29th and 30th days of December 1885, when Mr. Waldron appeared for the Board of Trade, and Mr. Vachell for the master of the ship.

Six witnesses were called by Mr. Waldron and he also by permission of the judge, put in under Rule 12 of the General Rules, an affidavit of George Caulfield, an able seaman, who was one of the crew when the casualty occurred but was now at sea.

Questions were then submitted by Mr. Waldron for the opinion of the Court, and he intimated that in the opinion of the Board of Trade, the certificate of the master should be dealt with.

The "Abermaed" is an iron screw steamship, built at Jarrow in 1883, of 1,111 tons gross, and 709 tons registered tonnage and has engines of 98 horse power.

She is registered at the Port of Swansea, and is owned by the Abermaed Steamship Company, Limited (in which the master of the ship, it appears, had two shares), Messrs. Edmund David and Richard John Matthews, directors of the company, being managers. Her official number is 78,444.

The ship, it appears, was supplied with three compasses; one on the upper bridge, one on the lower bridge, and one aft, the ship being steered by steam and on the upper bridge.

The compasses were last adjusted at Stockton-on- Tees when the ship was new in 1883. The master states that he was perfectly satisfied with the instruments, and had on different voyages tested the correctness of the deviation card, by observation as opportunity offered, and had found them quite correct on southeasterly courses. He stated that on this last voyage, he was prevented by the cloudy state of the weather from taking any observation.

The "Abermaed" left Sundovall in the Gulf of Bothnia, with 300 tons of iron, bound for Rafso on the opposite coast of the Gulf, a distance of 115 miles at 9 a.m. on the 30th day of May 1885, with a crew of 17 hands all told, and was under the command of Mr. James Phillips, who held a certificate of competency as master. She was in good and seaworthy condition except as hereafter stated, and drew 11 feet aft and 9 feet forward.

The ship had a few days previously, been at Sundovall and had sailed thence, but having on the 25th of May broken two blades of her propeller while in the ice, the master put back into Sundovall for the purpose of then fitting two new blades which he had on board. It was his intention, first of all, to discharge the iron into lighters, and then by re-shipping it into the freehold, to raise the stern of the vessel, so as to enable the screw to be handled; but on his arrival he found that neither lighters nor men were to be obtained there for the purpose, and he determined to proceed on his voyage to Rafso with the propeller in its damaged state. They were abreast of Bremo Island, according to the master's statement, at noon of the 30th May, the island bearing S.W. and being distant about 2 miles.

A course was then set of S.E. by E. 1/2 E. magnetic for Rafso, and at the same time the patent log was set, it being the intention of the master to steer for a position about midway between the Rafso Light and Saloosker Light, which position was then about 110 miles distant. The weather on leaving Bremo was fine and clear. At 10 p.m. on the 30th the patent log was examined and gave the distance run from Bremo as 70 miles.

The course was then altered to S.E. by E. magnetic. At midnight the patent log showed 85 miles from Bremo.

The master and mate were at this time both on the look out on the upper bridge and used their glasses, but could see neither land nor light. The weather was described as fine and light as daylight, and they supposed that they failed to do so, because they had not approached sufficiently near to the coast.

The log had been previously found to be 5 per cent. short, and the master estimated that he had at midnight run about 90 miles.

At a few minutes past midnight, the ship took the ground, striking between the fore rigging and the engine room, apparently dragging over a rock. The master at once ordered the engines to be put full speed astern, and the ship came off canting her head round to port, till she headed N.W. and by W., when she was again stopped, and proceeded slow ahead, and a cast of the lead was taken in 10 fathoms. Very shortly after, she again struck heavily, and, although attempts were again made to back her off, she this-time remained fast. Soundings were taken, and 10 feet found on the port side and from 10 to 15 feet on the starboard side. The chief engineer soon afterwards reported, that water was fast coming into the engine room, and was nearly up to the fires, and the mainhold was also found full of water up to the beams.

It is alleged by all the witnesses, with the exception of two, to be presently referred to, that at this time no land nor light was visible. in his affidavit, however, George Caulfield alleges that land was visible ahead and on the port side; and Andrew Holms, A.B., made a similar statement in his evidence. But it appeared that at Rafso, these men, with others of the crew, refused to proceed further in the ship on the ground that she was not seaworthy; and on instituting proceedings, before the Court of Summary Jurisdiction at Liverpool, they failed to recover more than the wages due at the time they refused to do further duty in the ship. Upon this ground their testimony was impugned by Mr. Vachell as being influenced by ill-will and bias, and he also alleged that they had made different statements before officials at Biomeborg soon after the occurrence of the casualty. But apart from these objections, the evidence of these men appears to the Court to be not entitled to credit. It is incredible that the master and mate should against the plain evidence of their senses continue to drive their ship. towards the land if it had been visible as it was thus alleged to be. Dismissing this evidence, the Court prefers to believe the statement of the master and those who corroborate him, that the land at that time was not visible. Mr. Cuthbert, who was called by Mr. Vachell, and who is a master mariner of long experience, added his testimony that the land in this locality is extremely low, and scarcely visible from the deck of a ship at 7 miles distance.

The place where the vessel stranded was on the outer edge of Hudensilta Reef, about 20 miles to the Northward of Rafso, and 100 miles from Bremo Island. The reef was quite under water, and there was no sign of broken water.

After the vessel was ashore, a beacon was seen on the port bow. The chart which the master had used was produced in Court, and did not show any light in the neighbourhood. Two charts of the locality were also produced by the solicitor of the Board of Trade, on one of which there is a light, marked on Yrgrupa, about 7 miles N. of the Hudensilta Reef; but no evidence was given to show whether this light was in existence at the time of the casualty. If its existence had been proved, there would have been no excuse for the omission of the officers to observe it. The sailing directions which the master had on board mention, that there is in the Spring a current setting towards the South. Mr. Cuthbert stated that currents were seldom experienced, and never exceeded one knot an hour.

One of the seamen stated that whilst he was at the wheel the vessel steered very badly, and the first engineer described the motions of the engines as very irregular. If any current existed, it must have been strong enough to set the ship 10 miles ahead and 20 miles to the Northward of her reckoning; but the Court is disposed to conclude, that the error in distance is to be attributed to an incorrect patent log, and the error in the course to the ship's head having been more or less constantly checked to port, by the action of the damaged screw, whereby the course steered and actually made good, was to the Northward of that set by the master, and which error in the course was not duly noticed by the master or officers in charge of the watch. There is no reason to suppose that the compass was not correct.

When the ship was found to be filling with water three of the boats were swung out and the crew's clothes and some provisions were put into them, and about 2 a.m. two of the boats in charge of the first and second mates respectively were sent away in the direction of the land, which was then visible about 7 miles off to the eastward; the master with four of the crew remaining on board up to this time.

Up to this time the weather had been fine with a light S.E. breeze, and the water smooth. About 7 a.m. the wind freshened and there was every appearance of its coming on to blow and a pilot boat came off to the ship, which the master engaged to tow his boat with himself and remainder of the crew to land. They landed and went to a village called Sastmola, where the master found that the first mate had gone to Biomeborg. The master then returned to the ship, and subsequently went to Biomeborg, where he made certain declarations. On the 1st of June the mate, by direction of the master telegraphed from Rafso to Stockholm for assistance, and on the 3rd a salvage boat came alongside and a contract was concluded to get the ship off for a salvage of 25% on the ship's value after deduction of any expenses for repairs. 3,700l. was eventually paid for salvage on this account, and the bill for repairs amounted to 3,500l.

The vessel was taken to Rafso and temporarily repaired; she was then taken to Oskarshaum, where she arrived on the 20th June, she was there docked and repaired. it was then found that about 40 plates in her bottom had been damaged, and several frames broken, She eventually left on the 10th August, and has since been employed on various voyages, and now lies at Cardiff.

The following are the questions submitted to the Court:-

1. What was the cause of the stranding of the vessel?

2. What number of compasses had she on board, and where were they placed? When and where were they last adjusted?

3. Did the master ascertain the deviation of his compasses from time to time, and whether the proper corrections to the courses were applied?

4. Whether a safe and proper course was set and steered after leaving Bremo Island, and whether due and proper allowance was made for tide and currents?

5. Whether proper measures were taken to ascertain and verify the position of the vessel at 10 p.m. on the 30th May, and from time to time thereafter?

6. Whether a safe and proper alteration was then made in the course, and whether due and proper allowance was made for tide and currents?

7. Whether a good and proper look-out was kept?

8. Whether the lead was used, and, if not, whether its neglect was justifiable?

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

And finally,

Whether the master and officers are, or either of them is, in default?

The following are the answers returned to the foregoing questions:-

1. In consequence of the defective state of the screw the vessel did not make her course.

2. She had 3 compasses; one on the upper, one on the lower bridge, and one aft. They were last adjusted when the ship was built in 1883 at Stockton-on-Tees.

3. He did not on this voyage ascertain the deviation of the compasses.

4. A safe and proper course was set, but from the circumstances of her getting on shore where she did it is evident it was not made good. No allowance was made for tide and currents.

5. Proper measures were taken at 10 p.m., but nothing was done afterwards except hauling in the patent log at 12.

6. A proper alteration was at 10 p.m. made in the course. No allowance was made for tide and currents.

7. The master and mate were both on the upper bridge, and appear to have been keeping a proper lookout.

8. It would have been more prudent to have used it, but it was not under the supposed circumstances necessary.

9. If the vessel had been in proper condition there would be no fault to find with the navigation across the Gulf of Bothnia, but considering the state of her screw sufficient attention was not paid to the steering of the vessel.

Finally. The master is not found in default, but the Court reprimands him and cautions him to be more careful in future.

 

(Signed)

R. O. JONES, Judge.

We concur in the above report.

 

(Signed)

WM. PARFITT,

D. R. COMYN,

Assessors.

L 367. 2550. 180.-1/86. Wt. 408. E. & S.