Wreck Report for 'Ben Avon', 1888

(No. 3551.)

"BEN AVON" (S.S.)

The Merchant Shipping Acts, 1854 to 1876.

IN the matter of a formal Investigation held at the Sheriff Court, Aberdeen, on the 8th and 9th days of June 1888, before Sheriff BROWN, assisted by Captains METHVEN and BAKER, into the circumstances attending the stranding of the British steamship "BEN AVON," of Aberdeen, on or about 4th May 1888.

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 stranded as above in consequence of the improper setting of her course at the commencement of the voyage, the entire failure to verify the position of the ship throughout the voyage, and the failure to keep a proper look-out; finds the master and mate in default, suspends their certificates for three months each, and makes no order as to costs.

Dated this 11th day of June 1888.

 

(Signed)

W. A. BROWN, Judge.

We concur in the above report.

 

(Signed)

R. METHVEN,

Assessors.

 

 

C. H. J. BAKER,

 

Annex to the Report.

This case was heard at the Sheriff Court House, Aberdeen, before Sheriff Brown, assisted by Captain Robert Methven, and Captain C. H. J. Baker, as Nautical Assessors, on the eighth and ninth days of June, eighteen hundred and eighty-eight years. Mr. Peterkin, solicitor, appeared for the Board of Trade; Mr. R. Smith, S.S.C., for the master; Mr. George Andrew, first officer, Mr. William Scroggie, second officer, and Mr. George McCulloch, second engineer, appearing for themselves. Six witnesses having been examined on behalf of the Board of Trade, and two on behalf of the master, the agent for the master, the mate, and the agent for the Board of Trade addressed the Court, and the Court adjourned for judgment till the 9th June current at twelve noon.

The facts of the case are. as follows:-The "Ben Avon," official No. 70,440, of gross tonnage 631.73, and of register tonnage 401.79, was built by Hall, Russell, & Co., at Aberdeen, in 1875. She was an iron screw steamer, schooner rigged, with engines of seventy-two combined horse-power. Having had a short while previous to her last voyage undergone necessary repairs, and having had a new propeller fitted, she left the Tyne about 10 a.m. of the 2nd May last for Libau with a cargo of 700 tons of coal. The draught of water was, aft 14 ft. 6 in., and 13 ft. 6 in. forward. The vessel was adequately found in boats and compasses, the latter having been recently adjusted, and was in all respects in good sea-going order. No passengers were on board, and the crew numbered, all told, thirteen, including the master.

On leaving, the weather was fine, a strong breeze and considerable sea from southward; with fore and aft sail set. A course E. by S. and nothing to the eastward was steered by steering compass, which was also the compass the master navigated by, and this course was continued unchanged until the vessel stranded on the coast of Jutland, about five miles south of Bornbierg Lighthouse. The weather had continued fine and clear, though overcast at noon of the 3rd, since leaving, and all went well, the engines working at full speed, and the rate of steaming by the revolutions and patent log being steady at 8 1/2 to 9 knots, until at about 11 p.m. of the 3rd of June the officer of the watch saw a fixed light on the port bow, at first thought by him to be that of a steamer, and almost immediately after the vessel was ashore in the midst of broken water. The master was on deck at once. The engines were manoeœuvred and sail taken in, but the vessel bumped across the bar of sand, which on this part of the coast of Jutland fronts the mainland at a distance of say 300 yards. Just afloat within the bar, with rudder gone and steerpost injured, two anchors were let go, but in the bad holding ground the anchors dragged, and the ship stranded on the main coast and was totally lost. The crew were saved by a rocket apparatus, losing, however, their effects. While at anchor within the bar of sand the master made considerable efforts to prepare a jury-rudder, having in view the possibility of getting his ship to sea through a gap in the bar which he had noticed, but through the dragging of the anchors and the final stranding these efforts became of no avail.

By an amplitude taken on the evening of the day of sailing, the master found the deviation of his steering and navigating compass to be 1/2 point west; he also estimated that under the action of the strong breeze accompanied with a considerable sea, his vessel would have a set to northward that would deflect his course by a half point, and applying these corrections to the course being steered, together with the instructions to the helmsman to be careful not to go eastward of his course, he estimated that the course made good would be east and a little southerly. This course laid off on the chart places the ship in the breakers very close to where she actually grounded. The distance shown by the patent log was also very close to the truth, as it registered a run of but 4 miles less than the run made good.

A new propeller was under trial on this passage, and the chief engineer's orders to his subordinates were to maintain the steam at full and steady pressure; and that the ship was going fully faster than usual was quite obvious according to the evidence of the officers of the watch. The master, therefore, should have been on the alert for a good run across to the opposite coast being made.

The following questions were handed in by the Board of Trade for the opinion of the Court:-

1. What was the cause of the casualty?

2. What number of compasses had the vessel on board, where were they placed, and were they in good order and sufficient for the safe navigation of the ship?

3. When and by whom were they last adjusted?

4. Did the master ascertain the deviation of his compasses by observations from time to time. Were the errors of the compasses correctly ascertained and the proper corrections to the course applied?

5. Whether a safe and proper course was set and steered after leaving North Shields, and whether due and proper allowance was made for tide and currents?

6. Whether proper measures were taken to ascertain the vessel's course and position by the use of the chart, the log, and the lead?

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

8. Whether a good and proper look-out was kept?

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

10. Whether proper measures were taken for the safety of the vessel after breakers were seen?

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

In the opinion of the Board of Trade, the certificates of the master and chief mate should be dealt with.

To which the Court replied as follows:-

1. The cause of the casualty was the improper setting of the course by the master immediately on leaving the Tyne, and his entire failure to use precautions to verify the position of the vessel throughout the voyage, and the failure to keep a proper look-out.

2. The vessel had three compasses on board. Two were placed on the bridge, one being a pole compass, and the other the steering compass by which the captain navigated and took his observations for deviation. The third compass was kept in store. The two in use were in good order, and the deviation cards being on board, they were sufficient for the navigation of the ship.

3. They were last adjusted in February last, by Ainslie, of South Shields.

4. We affirm this question.

5. A safe and proper course was not set and steered after leaving North Shields. The course steered by the master, in combination with his allowances for wind and current, places the vessel close to the point of the coast where she went ashore, the distance overrun, as shown by the patent log, being only four miles.

6. Proper measures were not taken to ascertain the vessel's course and position by the use of chart, log, and lead.

7. The master was not on deck at the time of the casualty or immediately prior thereto, but apart from his error in improperly setting his course and failing to verify the position of the vessel throughout the voyage, we are not prepared to say that any fault attaches to him for being below at the time of the casualty.

8. A good and proper look-out was not kept.

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

10. There are no grounds in evidence for challenging the management of the vessel after breakers were seen.

11. In the opinion of the Court the master and mate are both in default.

In the circumstances of the case the Court finds it necessary to deal with the certificates of the master and mate. The course of the vessel at the outset was improperly set, and in his entire failure to verify the position of the vessel the conduct of the master in the opinion of the Court was culpable. It appears by reference to the chart, that according to the course which the master set, the vessel must have been sailing for a considerable period in soundings indicating a near approach to the coast, and the failure to use the lead in these circumstances was in the opinion of the Court a palpable breach of the master's duty. But the Court, while deeming it an imperative duty to visit the master's reckless conduct with punishment, feels that his previous good conduct, and acknowledged fitness as a seaman, exercised on one occasion to the saving of life, and the energy displayed by him after the vessel stranded on the bar, make a strong appeal to leniency. In these very special circumstances the Court is of opinion that the justice of the case will be met by suspension of the master's certificate for three months.

The default of the mate in the opinion of the Court lies mainly in his failure to keep a proper look-out. In the prevailing weather the lights on the coast ought to have been seen and their character ascertained in ample time to secure the safety of the ship. The Court also suspends the mate's certificate for three months.

 

(Signed)

W. A. BROWN, Judge.

We concur in the above.

 

(Signed)

R. METHVEN,

Nautical

 

 

C. H. J. BAKER,

Assessors.

54010-44. 180.-6/88. Wt. 23. E. & S.