Wreck Report for 'Palala', 1886

(No. 2936.)

"PALALA" (S.S.)

The Merchant Shipping Acts, 1854 to 1876.

IN the matter of the formal Investigation held at Westminster, on the 27th of May 1886, before H. C. ROTHERY, Esquire, Wreck Commissioner, assisted by Captains RONALDSON and BEASLEY as Assessors, into the circumstances attending the stranding of the steamship "PALALA," of London, on Kimmeridge Ledges on the 15th instant.

Report of Court.

The Court, having carefully inquired into the circumstances of the above-mentioned shipping casualty, finds, for the reasons annexed, that the stranding of the said vessel was due to the negligent navigation thereof by Richard Hodge Paynter, the master; it accordingly suspends his certificate for twelve months, but recommends that during the period of the suspension of his master's certificate, a first mate's should be granted to him.

The Court is not asked to make any order as to costs.

Dated this 27th day of May 1886.

 

(Signed)

H. C. ROTHERY,

Wreck Commissioner.

We concur in the above report.

 

(Signed)

A. RONALDSON,

 

 

 

THS. BEASLEY,

Assessors.

Annex to the Report.

This case was heard at Westminster on the 27th of May instant, when Mr. Kenelm Digby appeared for the Board of Trade, Mr. Greening for the owners, and Mr. Tatlock for the master of the "Palala." Seven witnesses having been produced by the Board of Trade and examined, Mr. Kenelm Digby handed in a statement of the questions upon which the Board of Trade desired the opinion of the Court. Mr. Tatlock then addressed the Court on behalf of the master, and Mr. Kenelm Digby having been heard in reply, the Court proceeded to give judgment on the questions upon which its opinion had been asked. The circumstances of the case are as follow:—

The "Palala" was an iron screw steamship, belong to the Port of London, of 1,759 tons gross, and 1,144 tons net register, and was fitted with engines of 200 horse-power. She was built at Sunderland in the year 1885, and at the time of the loss was the property of Mr. Daniel King, of No. 14, St. Mary Axe, in the City of London, and others, Mr. King being the managing owner. She left London on the 14th of the present month, with a crew of 28 hands all told, 7 passengers, and a general cargo, bound to Natal, but with orders to call at Portland for despatches; and at about 4.30 p.m. of the following day passed St. Alban's Head, at a distance, according to the master, of a mile and a half to two miles. At this time, we are told, the weather was fine and clear, the wind fresh from about W.N.W. to N.W., the sea smooth, and the vessel was proceeding at full speed, making from 9 to 10 knots an hour. She had been on a N.W. by W. 1/4 W. course from St. Catherine's Point, but on passing St. Alban's Head the captain, who was on the bridge directing the navigation, ordered the helm to be ported with the view of avoiding the strong flood tide which was then running; and she was then kept not on any particular course but steering by the land. In about three quarters of an hour afterwards, and whilst still going at full speed, the vessel suddenly struck, and although the engines were shortly afterwards put full speed astern, she remained fast. A boat was then despatched to the shore with a message to the owner's agent at Weymouth, to send them assistance, but meeting the coastguard boat, and being told by them that they had already sent off a message for a steam tug, and that it was dangerous to land, the boat returned to the ship, and that night the crew were set to work to jettison a portion of the cargo in anticipation of the arrival of a steam tug. At midnight the wind and sea shifted to the S.W., at first blowing light, but freshening as the morning advanced. At about 4 a.m. of the 15th the steam tug came up, and having taken hold of her endeavoured from that time till 6 to haul her off, but without any effect. At 8 a.m., the tide having begun to fall, the captain sent away the passengers with their luggage in the steam tug to Weymouth, and soon afterwards, the sea having risen, the vessel began to bump very heavily, and,#151;1finding that the foremast had been lifted some 18 inches or two feet, that the boilers had shifted, and that the vessel was fast filling with water, the master and crew, at about 11 a.m., for the safety of their lives, got into their boat and pulled ashore. Since then a portion of the cargo has been saved; but we are told that she is still aground, and is likely to become a total wreck. The place where the vessel struck was on the well-known Kimmeridge Ledges, and within half a mile of the shore.

These being the facts of the case, the first question upon which our opinion has been asked is, "Whether " proper measures were taken to ascertain and verify " the position of the vessel when off St. Alban's Head " on the afternoon of the 15th of May?" It is admitted that no measures of any kind were taken to ascertain and verify the vessel's position when they were off St. Alban's Head. The master told us that he guessed it to be from a mile and a half to two miles.

The next question which we are asked is, "Whether " proper courses were set and steered thereafter, and " whether due and proper allowance was made for tide " and currents?" After rounding St. Alban's Head the master said that he ported his helm to avoid the strong current that was running, and from that time he steered by the land until she struck on the Kimmeridge Ledges within half a mile of the shore. And assuming that he passed St. Alban's Head at a distance of a mile and a half, the course which she must have made to reach the spot where the master told us she stranded, must have been about a N. by W. 1/2 W. course, which would be a very improper course to take.

The third question which we are asked is, "Whether " after passing St. Alban's Head the master was justi- " fied in steering by the land without consulting his " chart, and in neglecting to keep Arish Mill Gap open " of Warbarrow Head?" The master told us that he had a number of Admiralty charts on board, and amongst them one of the Bay of Portland, but whether it extended to St. Alban's Head or not he could not say; what he did, was to steer by the land without troubling himself to consult his chart, or to ascertain what dangers lay in his way. Now, if he had looked at his Admiralty chart, he would have seen a note in these words: "Arish Mill Gap open of Warbarrow Head " clears Kimmeridge Ledges;" and if he had followed those directions he would have gone clear.

The fourth question which we are asked is, "Whether " a good and proper look-out was kept?" No look-out of any kind seems to have been kept except by the master. The boatswain told us that, a short time before the vessel struck, he saw the bottom, and said to the second mate that they would soon be aground. If, therefore, the master chose to keep close along the shore, he should have put a man either on the look-out or with the hand lead taken soundings, who would have warned him when he was getting into too shallow water.

The fifth question which we are asked is, "Whether " the vessel was navigated with proper and seamanlike " care?" in our opinion she was navigated in the most improper and unseamanlike manner.

The sixth question which we are asked is, "What " was the cause of the stranding of the vessel?" The cause of the stranding of the vessel was, that the master, after passing St. Alban's Head, kept her too near to the land, and thus put her on the Kimmeridge Ledges.

The seventh question which we are asked is, "Whether " proper steps were thereafter taken to save the ship " and cargo." The master did no doubt quite right to lighten the vessel by discharging a portion of the cargo, preparatory to the arrival of the steam tug; but the assessors think that he should at the same time have laid out an anchor seaward, to prevent her being driven further up on to the rocks in case she floated, more especially after the wind and sea had gone round to the S.W.

The eighth question which we are asked is, "Whether " the master is in default?" and it is added that, " in the opinion of the Board of Trade, the certificate " of the master should be dealt with." It is. not pretended that the blame for this casualty rests with any one except the master, who was at time on the bridge and in charge of the vessel; and all that his learned counsel could say for him was to appeal to the mercy of the Court, on the ground that he has held a master's certificate since 1861, that he has been in the service of the owners of the "Palala" for about 9 years, and that he has a wife and 8 children dependent upon him. He has, however, lost a valuable ship and cargo, for which he can make no compensation, and has risked the lives of all on board by his neglect in taking the vessel so close to the shore, without first satisfying himself whether there were any dangers in his way and without troubling himself to consult the chart of the locality, which it seems he had on board,. The case appears to us to be a very bad one, and under the circumstances the assessors are of opinion that his certificate should be suspended for 12 months, but at the same time they will recommend that during the suspension of his master's certificate he should be allowed a first mate's certificate.

 

(Signed)

H. C. ROTHERY,

Wreck Commissioner.

We concur.

 

(Signed)

A. RONALDSON,

 

 

 

THS. BEASLEY,

Assessors.

L 367. 2716. 200.—6/86. Wt. 12. E. & S.