(No. 2786.)
"ALSTER" (S.S.)
The Merchant Shipping Acts, 1854 to 1876.
IN the matter of a formal Investigation held at the Mayor's Court, Cardiff, on the 5th day of January 1886, before JOHN McCONNOCHIE and JOHN SLOPER, Esquires, two of Her Majesty's Justices of the Peace for the Borough of Cardiff, assisted by Captain C. Y. WARD and Captain VAUX as Assessors, into the circumstances attending the stranding and loss of the steamship "ALSTER," of Cardiff, off the coast of Cornwall on the 17th December 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 the said ship struck on a rock known as the 3 Stone Ore, on the coast of Cornwall, in consequence of the courses said to have been set not having been made.
The Court finds the master, Mr. Thomas Tregurtha, in default, and suspends his certificate for three calendar months.
Dated this 6th day of January 1886.
(Signed)
JOHN McCONNOCHIE,
JOHN SLOPER,
Judges.
We concur in the above report.
(Signed)
C. Y. WARD,
C. VAUX,
Assessors.
Annex to the Report.
This case was heard at the Mayor's Court, Cardiff, on the 5th day of January 1886, when Mr. Waldron appeared for the Board of Trade, Mr. J. P. Ingledew for the master, and Mr. H. P. Ingledew for the owners.
Six witnesses were called by Mr. Waldron, and he then submitted questions for the opinion of the Court, and stated that, in the opinion of the Board of Trade, the master's certificate should be dealt with. Mr. J. P. Ingledew then addressed the Court on behalf of his client, and called a witness who gave Mr. Tregurtha a good character as careful and attentive seaman.
The "Alster" was an iron screw steamship, built at Wallsend-on-Tyne in the year 1867, of 688 tons gross, and 527 tons registered tonnage. She had engines of 80 horse power, and was registered at the Port of Cardiff, her official No. being 81,788.
She was the property of Messrs. Jackson Powley, of Cardiff, and others, Mr. Powley being the managing owner. She had two bilge pumps and one donkey pump in good condition, and one hand pump on deck. She carried three boats. The engines were right aft, the boiler being on the fore side of the engine; the cargo space was entirely forward. There were watertight bulkheads, but the exact number we could not ascertain.
These were all carried right up to the deck; they were fitted with sluice valves, all of which, immediately after the casualty, were closed by the chief engineer. The forecastle was below the deck and before the collision bulkhead. She had three compasses, viz., 1 pole compass, 1 spirit compass on the fore part of the bridge, and one in the skylight. The errors of the compasses were ascertained by observation of the Pole Star, the master informed us, while the ship was lying in the Bayonne River, a few weeks ago.
The vessel left Swansea, bound for St. Nazaire, with a cargo of 974 tons of coal, at 12.30 p.m. on the 16th December last, her draught of water being 14 ft. 6 inches forward, and 16 ft. 1 in. aft.
She had a crew of 15 hands all told, and was under the command of Mr. Thomas Tregurtha, who holds a certificate of competency as master dated 10th September 1883, and numbered 013,314.
The weather on leaving Swansea was a little hazy, with a light westerly wind. She passed the Mumbles at 1 p.m., and the patent log was then set. At 1 a.m. on the 17th Trevose Light was seen bearing S. by E. magnetic, at an estimated distance of six miles. The log was examined, and gave the distance from the Mumbles as 72 miles.
From this point a course was set of W. by S. magnetic, a course which the master considered would be an ample allowance for the tide and the haziness of the weather.
At 4 a.m. the weather was much the same, a little hazy overhead, and a thick white haze in the direction of the land.
At this time it was expected that Godrevy Light, which has a range of 15 miles, would be seen, but it was not seen.
The master supposed that this was owing to his being outside the range. He did not, however, attempt to verify his position by taking a cast of the lead, giving as his reason that it was clear on the water. At 6 a.m. he states that he saw a vessel's green light on his port side, and at 6.30 another green light and a masthead light on his starboard bow, being, he supposed, the lights of a vessel bound up channel.
From seeing these lights he concluded that he was in a safe position. No alteration whatever was made from first to last in the speed of the vessel. Full speed was kept up, but owing, we were told, to the bad coals, which prevented the usual pressure of steam from being used, this was not more than 5 miles an hour. At 6.30 a.m. the course was altered to W.S.W. magnetic. Shortly before 7 a.m. the look-out man on the forecastle reported land on the port bow. The engines were stopped and then reversed full speed astern, and the helm put hard-a-port. In a few minutes she struck on a rock, which proved to be 3 Stone Ore Rock between Garnands Head and the Brissons, about a quarter of a mile from the land.
At this time the rocks were quite visible, but although the land was only a quarter of a mile distant, the haze was so thick that it could not be seen. The sea was calm, no broken water was seen, but only a slight swell about the rock.
The vessel remained on the rock about ten minutes, and then came off. The ship was found to be making water fast, especially in the forecastle and fore peak, and water was seen in the engine room. The tanks were sounded but appeared to be free from water. The pumps were set to work.
The master, finding the water gaining rapidly, determined to put into St. Ives Bay, 8 1/2 miles distant, and the vessel was put full speed in that direction. At 8 a.m. she was down by the head, with a list to port, and the water was washing over the deck forward. At 9 the fires in the engine room were put out by the water, and the boats were got out, and half an hour later all got into them. in ten minutes the ship foundered, about a mile and a half from St. Ives Head. The crew landed in safety at St. Ives, saving part of their effects.
The master, at the time the vessel struck, supposed himself to be at least 12 miles outside of the land. He could not account for thus getting so far out of his course. He informed the Court that he belonged to St. Ives, that he had for years been engaged in fishing there, and knew the coast, with the set of the tides, well.
He had commanded this ship for more than 2 years, and had always been employed in voyages between Swansea or Cardiff, and the French coast and Bilbao. It is probable that, under these circumstances, he may have been beguiled into some carelessness in navigation. The Court, indeed, attributes this casualty to over confidence on his part. It is, however, only fair to add that, with the exception of 2 hours, from 2 to 4 a.m., he was on deck the whole time from leaving Swansea until the ship struck.
The following are the questions submitted to the Court:—
1. What was the cause of the stranding of the vessel?
2. Whether the master took proper measures to ascertain the deviation of his compasses from time to time, whether he knew the errors, and whether the proper corrections were applied to the courses?
3. Whether proper measures were taken to ascertain and verify the position of the vessel at 1 a.m. on the 17th December, and from time to time thereafter?
4. Whether safe and proper courses were set and steered after passing Trevose Head, and whether due and proper allowance was made for tides and currents?
5. Whether a safe and proper alteration was made in the course at 6.30 a.m., and whether due and proper allowance was made for tides and currents?
6. Whether the total neglect of the lead was justifiable, especially having regard to the state of the weather?
7. Whether a good and proper look-out was kept?
8. Whether the vessel was navigated with proper and seamanlike care?
And finally, whether the master and chief officer are, or either of them is, in default?
The following are the answers given by the Court:—
1. The stranding of the vessel was due to the courses said to have been set and steered not having been made good.
2. The measures which the master states he took from time to time to ascertain the deviation of the compasses were such as could not be depended upon, and he could not therefore have accurately known the errors.
3. Beyond taking a single bearing of Trevose Head, no measures were taken to verify the position of the vessel at the time named.
4 and 5. Assuming the position of the vessel off Trevose Head to have been as stated, the courses said to have been set and steered, and the alteration made at 6.30 a.m., were safe and proper, and proper allowance was made for tides.
6. The total neglect of the lead was not justifiable, having regard to the state of the weather.
7. A good and proper look-out appears to have been kept.
8. The vessel was not navigated with proper and seamanlike care.
Finally, the Court finds the master in default, and suspends his certificate for three calendar months.
The Court recommends that the master be granted a mate's certificate during such suspension.
No order was made as to costs.
(Signed)
JOHN McCONNOCHIE.
JOHN SLOPER.
C. Y. WARD,
C. VAUX,
Assessors.
L 367. 2564. 180.—1/86. Wt. 408. E. & S.
