Wreck Report for 'Bear', 1885

(No. 2642.)

"BEAR" (S.S.)

The Merchant Shipping Acts, 1854 to 1876.

IN the matter of a formal Investigation held at the Justices County Court Hall, Glasgow, on the 17th and 18th days of August 1885, before THOMSON AIKMAN, Esquire, and Lieut. Col. JAMES Ross GRAY BUCHANAN, two of Her Majesty's Justices of the Peace for Lanarkshire, assisted by Captains WILSON and COMYN, Nautical Assessors, into the circumstances attending the stranding of the British steamship "BEAR," of Glasgow, near Point of Ayre, Isle of Man, on the 3rd day of July 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 stranding of this vessel was caused through an error in judgment on the part of the master in estimating his distance from the Bahama Lightvessel to be one and a half miles when he passed it at 9.25 p.m. of 3rd July last—that the vessel had two compasses on board, one on the bridge and the other aft—that the master found that his compasses were correct from the courses steered—that the errors of the compasses were correctly ascertained, and the proper correction to the courses applied—that a safe and proper course was set and steered after clearing the Bar Lightship, and due and proper allowance was made for tide and currents—that no measures were taken to ascertain and verify the position of the vessel at 8.30 p.m., the master having judged that he was to the eastward of the centre of the Channel; had he been so, the alteration made in the course would have been safe and proper—that the weather became thick a few minutes before the vessel struck, during which time orders were given to go "dead slow," which was done—that the lead was not used—that when its use became necessary, there was not sufficient time to do so, although orders were given for its use—that a good and proper look-out was kept—that but for the error in judgment above mentioned, the vessel was navigated with proper and seamanlike care—that neither the master nor the officers are in default.

The Court makes no order as to costs.

Dated at Glasgow this 18th day of August 1885.

 

(Signed)

THOMSON AIKMAN, J.P.

J. R. GRAY BUCHANAN, J.P.

We concur in the above report.

 

(Signed)

R. WILSON,

D. R. COMYN,

Nautical

Assessors.

Annex to the Report.

The "Bear," official number 63,794, is a screw steamship, built of iron by James and George Thomson, of Glasgow, in the year 1870, and is registered at Glasgow. Her length is 220 feet 6 inches, breadth 28 feet 1 1/2 inches, depth 14 feet 1 1/2 inches. Her gross tonnage is 691.14 tons, register tonnage 352.56 tons. She is schooner rigged, and has two direct acting engines of 150 horse power combined. She is owned by Messrs. John Burns and Charles McIver, of Glasgow, Mr. Burns being managing owner, and is commanded by Robert Archibald, who holds a certificate of competency as master No. 100,795, and is usually employed in trading between Liverpool and Glasgow. She left Liverpool Docks on the 3rd July last at 3.30 p.m. with a genera cargo and sixty-two passengers; her crew being 30 hands all told, and her draught of water was 13 feet 8 inches aft, and 12 feet 5 inches forward. She was fitted with two compasses, one on the upper bridge and the other aft, both of which had been adjusted in May last, and at the time of leaving she appears to have been in good condition in every respect. At 4.30 p.m. she passed the Bar Lightship, the weather being fine but a little hazy, and a course was set N. 3/4 W., engines going full speed, about 11 1/2 knots. All appears to have gone well until 8.30 p.m., when the weather becoming a little hazy, and Maughold Head in sight, about 9 miles distant. The captain, then thinking his vessel to the eastward, altered the course to N.N.W. At 9.25 p.m. the Bahama Light was seen on the starboard beam, at an estimated distance of 1 1/2 miles; the course was then altered to N. by W. for about 15 minutes, and at 9.40 altered the course again to N. 1/2 W., the weather being hazy, with light wind from westward and smooth water, with a heavy fog-bank right ahead. At 9.50 p.m. the course was again altered to north, the weather becoming thicker, and the land on the port beam was in sight. At 10 p.m. the vessel ran into a dense fog. The captain, who was on the bridge with the chief officer, ordered the engines to go "dead slow," and to have the lead ready, but in about three minutes after the vessel took the ground. The engines were immediately stopped and put full speed astern, the tide being one hour flood, and water rising; the holds were sounded, and the vessel was found to be making a considerable deal of water in the fore compartment. The steam pumps were immediately set going, and it was found that they could keep the water under. About 11 p.m. the weather became clear and the vessel came off the ground; and finding that the pumps continued to keep the holds clear of water, she proceeded to Greenock, where she arrived on the morning of the fourth of July, about one and a half hours late of her usual time. The vessel was discharged and put into graving dock, and it was found that she had received material damage in her bottom, several plates, frames, and floors having to be renewed and repaired at an expense of about four hundred pounds. The vessel is now repaired, and is running in her usual trade.

At the conclusion of the evidence Mr. Donald, on the part of the Board of Trade, submitted to the Court the following questions, which are answered in the report; and he stated that, in the opinion of the Board, the certificates of the master, chief mate, and engineer should be dealt with.

What was the cause of the stranding of the vessel?

What number of compasses had she on board, and where were they placed?

Did the master ascertain their deviation by observation from time to time?

Whether the errors of the compasses were correctly ascertained, and the proper corrections to the courses applied?

Whether a safe and proper course was set and steered after clearing the Bar Lightship, and whether due and proper allowance was made for tide and currents?

Whether proper measures were taken to ascertain and verify the position of the vessel at 8.30 p.m., and whether safe and proper alterations were then and thereafter made in the course, and whether due and proper allowance was made for tide and currents?

Whether the weather became thick, and, if so, whether the speed of the vessel was promptly and sufficiently reduced?

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

Whether a good and proper look-out was kept?

Whether the vessel was navigated with proper and seamanlike care?

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

Dated at Glasgow this 18th day of August 1885.

 

(Signed)

THOMSON AIKMAN, J.P.

J. R. GRAY BUCHANAN, J.P.

We concur

 

(Signed)

R. WILSON,

D. R. COMYN,

L 367. 2419. 180.—8/85. Wt. 408. E. & S.