Wreck Report for 'Bedale', 1885

(No. 2527.)

"BEDALE" (S.S.)

The Merchant Shipping Acts, 1854 to 1876.

IN the matter of a formal Investigation held at the Lecture Hall, Greenwich, on 9th and 23rd of April 1885, before JOHN BALGUY, Esquire, assisted by Captains ROMBERT METHVEN and WILLIAM CURLING, into the circumstances attending the stranding of the "BEDALE," of Scarbro', on the east side of the Shipwash Sands, off Harwich, on the 9th day of March 1885, whereby she sustained material damage.

Report of Court.

The Court, having carefully inquired into the circumstances attending the above-mentioned shipping casualty, finds, that the stranding of the "Bedale" was due to her position not having been carefully determined when passing the Shipwash Light-vessel, and to too close a course having been shaped along the Shipwash Sands. The Court finds the captain in default for being below when he should have been on deck, and for the careless navigation arising therefrom; and suspends his certificate for three months from the 9th instant.

Dated this 23rd day of April 1885.

 

(Signed)

JOHN BALGUY, Judge.

We concur in the above report.

 

(Signed)

R. METHVEN,

WILLM. CURLING, R.N.R.,

Assessors.

Annex to the Report.

The "Bedale" was a screw steamer, built at South Shields in the year 1879. She was owned by Mr. Pantland Hick, of Scarbro', and others. Her length was 242 feet; breadth 32 feet 6 tenths, and depth 17 feet 6 tenths; gross tonnage 1266.58; net 818.14; official No. 77,352.

She left Hull on the 8th March last for Cette with a cargo of pitch, 1,400 tons, her crew consisting of 20 hands, including the master, James Henry Marwood, who holds a certificate of competency, No. 90,640, a Hull pilot, and a man named William Chapman, who acted as North Sea pilot, but held no qualification.

Her draught of water was 17 feet 8 inches aft, and 16 feet 7 inches forward, and she was stated to be in good condition and well found in all respects. The captain had not sailed with her for 3 months prior to this voyage; and he found a new compass had been put on the lower steering bridge for the use of the man at the wheel, which, it was stated by the North Sea pilot and the first and second mate, "stuck" occasionally. There were 2 other compasses on board which the captain said he himself had tested on previous voyages and found in good condition, one, however—the standard compass, by which the captain navigated—having 2 degrees deviation west, and having had its deviation card corrected by his repeated observations on previous voyages. It was unknown when the compasses were last properly adjusted, but their errors were known as before stated.

At 12.30 p.m. on the 8th March last, the Hull pilot left the ship, and at that time the course—S.E. by S. 1/2 S. magnetic—was set by the standard compass, the speed being full—8 to 8 1/2 knots. At 1/4 to 6 p.m. the same day Dudgeon Light was sighted, bearing 4 points on the starboard bow at the estimated distance of 4 miles. The course was then altered to S. by E. 1/2 E. At about 9.20 p.m., the weather being clear and the ship in mid-channel, the captain left the deck, and lay down in the chart room, dressed, after giving instructions to the North Sea pilot, whom he left in charge of the vessel, and also to the second mate to call him at once should there be any change in the weather, or anything requiring his personal supervision. On passing abreast of Hasborough shore-light, at a distance of about 4 miles, Chapman altered the course to S.E., which he again altered to S. when passing close to Newarp Light at 1/4 to 12. In about an hour a fresh course was set—S.W. by S.—and that course was steered until the Shipwash Light-vessel was sighted at a little on the starboard bow, about 11 miles off, at 3.45 a.m. The course was then again altered to S.S.W., by the standard compass, the deviation on this course being 2 degrees west. At about 1/4 past 4 a.m. she passed Orford Ness Light at a distance of about 7 miles, and at about 1/2 past 4 she passed abreast of the Shipwash Light-vessel at, according to the pilot, a distance of 2 1/2 to 3 miles on her starboard beam. This was the position in which the pilot intended the vessel to be; but no measures were taken to ascertain whether such was her exact position or not. At this time—between 4 and 5 a.m.—the weather, which had been a little rainy, was quite fine with a nice breeze from the N.E., the tide being high water slack; and both the pilot and the second mate stated that nothing had occurred to make it necessary to call the captain. The course was not again altered, and at about 1/4 to 5 the pilot left the bridge for a necessary purpose, leaving the 2nd mate in charge, and directing him to keep the vessel on the same course. This was done, the 2nd mate consulting the compass to see if she was still going S.S.W.; but in about 15 minutes, at about 5 o'clock, she went aground on the Shipwash Sands. The 2nd mate at once called the pilot, and he was immediately joined by the captain, who had just awoke, not in his opinion from anything having occurred. The weather was at this time clear with anincreasing N.E. wind. The ship's engines were turned astern, but with a falling tide, the ship did not come off.

The Caistor lifeboat and two other boats came alongside the vessel, and assistance was given to discharge the cargo. The wind and sea increased so fast that at about 12.30 p.m., after throwing overboard 40 or 50 tons of cargo, the captain thought it better to leave the ship. The hatches were put on, and everything necessary done to secure the decks, and then the crew left in the lifeboat, the crew's effects being put in the two other boats. They were held by a tug close to the ship for two hours in the hope of the weather, now a strong breeze, moderating, but the wind and sea made it impossible to go back, and they made for Harwich, which they reached a little after 4 p.m. The next day the crew returned in a tug, reaching the vessel, in which they found a little water, at about 11.30, and again discharged cargo. They threw overboard about 100 tons, and at half-past 3 p.m., a nasty sea being on, the captain ordered the tug to pull her off. The bumping of the vessel broke the main steam-pipe, disabling the engines, and she was then towed to Harwich. It was found she was making about 1/2 an inch of water an hour. From Harwich she went to London, where she was docked for repairs, as she leaked and had about 50 plates injured, and was otherwise materially damaged.

On the conclusion of the evidence, counsel on behalf of the Board of Trade, asked the Court the following questions:—

1. When were the compasses on board last adjusted?

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

3. Were the errors of the compasses correctly ascertained, and the proper corrections to the courses applied?

4. Whether a safe and proper course was set and steered after passing the Dudgeon Lightship, and whether due and proper allowance was made for tide and currents?

5. Whether the master was on deck at a time when the safety of the vessel required his personal supervision?

6. In whose charge did the master leave the vessel when he went to lie down at or about 9.30 p.m., and if he left her in charge of Mr. Chapman? Whether he was justified in giving the charge of the vessel to a person holding no certificate either of competency, service, or as pilot?

7. If the master did not give up charge of the vessel to Mr. Chapman, whether he was justified in permitting the officers, or either of them, to alter the course of the vessel without instructions?

8. Whether safe and proper courses were set and steered after the master left the deck, and whether due and proper allowance was made for tide and currents?

9. Whether proper measures were taken to ascertain and verify the position of the vessel when the Shipwash Light-vessel was seen, and thereafter; and whether the neglect to alter the course was justifiable?

10. Whether a good and proper look-out was kept, especially for shoal or discoloured water?

11. Whether the total neglect of the lead was justifiable?

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

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

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

And stated that the Board of Trade were of opinion that the certificates of the master and 2nd officer should be dealt with.

Mr. Thomas, who was instructed by the master, then addressed the Court, and judgment was given as follows:—

1. There was no evidence to shew when the compasses were last adjusted.

2. From observations taken on previous voyages the master had been able to correct his deviation card to his satisfaction.

3. The errors of the compasses appear to have been correctly ascertained, and the proper corrections to the courses applied.

4. A safe and proper course was set and steered after passing the Dudgeon Light until the Shipwash Light was sighted, and the state of the tide and currents was duly considered.

5. The master was not on deck when the safety of the vessel required his personal supervision.

6. When the master went to lie down at 9.30 p.m. he left the vessel in charge of Mr. Chapman, and we do not consider he was justified in giving the charge of his vessel to a person holding no certificate, either of competency, of service, or as a pilot.

7. The captain was not justified in permitting the officers, or either of them, to alter the courses without instructions.

8. This was answered above.

9. No measures were taken to ascertain and verify the position of the vessel when the Shipwash Lightvessel was passed on the starboard beam; and the course shaped without an accurate knowledge of the ship's position at this time was not justifiable.

10. The instructions to the look-out man were simply general, and no special instructions to look out for shoal or discoloured water were given him.

11. The neglect to verify the ship's position either by bearings or soundings while passing along the Shipwash Shoal was unjustifiable.

12. The vessel was not navigated with proper and seamanlike care.

13. The cause of the stranding was neglect of bearings or soundings, and altogether careless navigation, and cannot be attributed to any other cause.

14. We consider the master in default.

 

(Signed)

JOHN BALGUY, Judge.

We concur in this report.

 

(Signed)

R. METHVEN,

WILLM. CURLING,

Assessors.

L 367. 2302. 180.—4/85. Wt. 408. E. & S.