Wreck Report for 'Carbonic', 1885

(No. 2477.)

"CARBONIC" (S.S.)

The Merchant Shipping Acts, 1854 to 1876.

IN the matter of a formal Investigation held at Glasgow on the 18th day of February, current, before WILLIAM GUTHRIE, Esquire, Advocate, Sheriff - substitute of Lanarkshire, assisted by Captains WARD and FRENCH, Nautical Assessors, into the circumstances attending the stranding of the British steamship "CARBONIC," of Glasgow, about three miles south of Glenarm, county Antrim, on the 25th day of January 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 the vessel was due to her having been kept too long on her course towards the land in thick and foggy weather, and that material damage was done to the vessel. The Court further finds that the mate, John Henry Cunliffe, who was at the time in charge of the deck, was in default in respect that he did not call the master, according to instructions, and according to his duty in the circumstances, when the weather became thick, and did not take proper precautions when he knew that the ship was approaching the land, especially that he did not sufficiently reduce the speed of the vessel and use the lead in order to ascertain the distance from the shore. Therefore suspends his certificate of competency as master (No. 98,830) for six months from this date, but recommends that he should be granted a second mate's certificate during the period of suspension.

The Court makes no order as to costs.

Dated this 18th day of February 1885.

 

(Signed)

W. GUTHRIE, Judge.

We concur in the above report.

 

(Signed)

C. Y. WARD,

A. P. FRENCH,

Assessors.

Annex to the Report.

The "Carbonic" (official No. 68,005) is an iron screw steamer, built at Port Glasgow, county Renfrew, in 1872, her tonnage being 244.61 tons gross and 145.26 tons register, and she is fitted with two compound direct acting inverted surface condensing engines of 50 horse power (combined). She is owned by Mr. Peter Galbraith. of St. Rollox, Glasgow, and Mr. James Couper, in equal shares, Mr. Galbraith being the manager. On the voyage under inquiry she was commanded by Mr. John Dickson, who holds a certificate of competency as master, and had a crew consisting of two mates, three able seamen, two engineers, two firemen, and one cook and steward, or eleven all told.

The vessel left Glasgow in water ballast, drawing about three feet six inches forward and seven feet six inches aft, bound to Glenarm, in county Antrim, Ireland, at 2.30 p.m. on the 24th day of January last. It appears that she was in good order and well found. There were two compasses on board, which were adjusted by a compass adjuster in May 1883; but by observations taken from time to time by the master between that time and the July following the deviations were found to alter. After that date the deviations remained constant. She proceeded down the river all right, and at 9.45 p.m. she was off Pladda, the light then being a-beam, distant about one mile. The weather was hazy with a light breeze from S.E. From this point a course was set and steered S.W. by W. 3/4 W. magnetic; the engines were at half-speed, vessel making from 5 1/2 to 6 knots an hour, and the master was in charge of the deck, leaving he bridge occasionally in charge of the second mate. At 12.40 a.m. on the 25th the master calculated the vessel was S.S.E. of Sanda, distant five miles, but the light was not visible owing to the fog. The course was then altered to W. by S. 3/4 S. magnetic, and the engines were kept at half-speed.

At 1.30 a.m. the master went below, leaving the mate in charge, and giving him orders to call him if he saw the Maidens Lights or the land, also if the fog became thicker. The mate, however, stated that the only order he received was to call the master when he saw land, but he admitted there was a general order that the master was always to be called in the event of a change in the weather.

The same course and speed were continued, and as the vessel proceeded the fog increased in density, so that objects could not be seen beyond a quarter of a mile; the wind was light from S.E. and there was a heavy southerly swell; the tide was running flood; the lookout man was on the bridge until the fog increased, when he went to the forecastle. At 3.15 a.m. land was seen ahead, close to; the look-out man was sent to call the master, and the engines were put dead slow. Immediately afterwards breakers were seen under the bows, the engines were reversed full speed, and the helm put hard-to-starboard, but the vessel struck the ground, and water commenced to flow into the engine-room. The master, who had come on deck, observing this, ordered the engines to be turned ahead to keep the vessel on the shore. In about twenty minutes the fires were drowned out, and the vessel settled down on the rocks and filled. The tide was about three-fourths flood. The boats were got ready to be lowered if necessary. At daylight it was found that the vessel was about two miles south of Glenarm Bay. At low water the bow of the vessel was dry, and the crew landed by means of a ladder. On the 3rd February she was floated and taken to Glenarm, where she was temporarily repaired, and eventually brought to Glasgow and placed on a slip, when it was found she was materially damaged.

Mr. Donald submitted the following questions, upon which the Board of Trade desired the opinion of the Court:-

What was the cause of the stranding of the vessel and whether she was materially damaged through such stranding?

What number of compasses had she on board?

Where were they placed, and did the master ascertain their deviations by observation from time to time?

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

Whether proper measures were taken to ascertain and verify the position of the vessel when off Pladda about 9.45 p.m. of the 24th January last?

Whether a safe and proper course was set and steered therefrom, and whether due and proper allowance was made for tide and currents?

Whether a safe and proper alteration was made in the course at 12.40 a.m. of the 25th January, and whether due and proper allowance was made for tide and currents?

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

How many deck hands were there in each watch, and were they sufficient to enable the lead to be used with sufficient frequency?

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

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?

What was the cost of the vessel to her owners?

What was her value when she last left Glasgow? and, finally,

What were the insurances effected, and how were they apportioned?

That in the opinion of the Board of Trade the certificates of the master and officers should be dealt with.

The Court replied to the questions as follows:-

The cause of the stranding is given in the findings. There were two compasses on board, one placed on the bridge, by which the vessel was steered, and one on the cabin skylight, there were also two spare cards. The master ascertained their deviations from time to time by observations, and applied them properly to the courses. The position of the vessel when off Pladda was sufficiently ascertained for all practical purposes. The course set and steered from Pladda, and the alteration made at 12.40 a.m., on the 25th January, were safe and proper, and proper allowance was made for tide. The lead was not used; the neglect thereof was not justifiable. There were two seamen in the mate's watch, and one seaman and the second mate in the master's watch, which were not enough to enable the lead to be used with frequency. The weather was thick and the speed of the vessel was not sufficiently reduced on approaching the land. A good look-out was apparently kept. The vessel was not navigated with proper and seamanlike care. The mate is in default. The vessel cost her owners 7000l., and her value when she last left Glasgow was 3500l., for which sum she was insured, being 2250l. on the hull, and 1250l. on the machinery, in five separate time policies.

The Court was of opinion that this casualty is to be attributed to the neglect of the mate in not carrying out his instructions to call the master on the fog becoming dense, which it undoubtedly did, or the Maidens Lights would have been seen, and to his keeping the vessel at too great a speed in thick weather, when he must have been aware she was very near the land, and to his neglecting to use the lead.

The Court warned the master to be more specific in giving his orders when leaving his vessel in charge of others on his retiring to rest.

 

(Signed)

W. GUTHRIE.

We concur.

 

(Signed)

C. Y. WARD,

A. P. FRENCH,

Assessors.

L 367. 2252. 170.-3/85. Wt. 36. E. & S.