Wreck Report for 'Black Watch', 1888

(No. 25.)

"BLACK WATCH" (S.S.)

The Merchant Shipping Act, 1854.

IN the matter of an Investigation held before W. H. NEATE, Esq., and Captain WM. PARFITT, Inspectors appointed by the Board of Trade, to inquire into and report upon the nature and causes of the accident or damage sustained by the British steamship "BLACK WATCH."

Report.

Board of Trade Surveyor's Office, Cardiff,

7th January 1889.

SIR,

IN obedience to the instructions of the Board of Trade, dated 19th Dec., 1888, we have inquired into the nature and causes of the accident or damage sustained or caused to the s.s. "Black Watch," official number 70,266, whilst on a voyage from Nicolaieff to Hamburg, on or about the 11th day of November last, and we now have the honour to report as follows:-

The "Black Watch" was a British ship, built of iron by Messrs. Raylton, Dixon & Co., at Middlesborough, in the year 1874. Her length was 250 feet; her breadth 33 feet, and her depth 22.9 feet.

She was rigged as a schooner, and fitted with two engines of 130 horse-power combined. She was registered at the port of Cardiff, her official number being 70,266, and her tonnage, after deducting 525.79 for propelling power and crew spaces, was 942.53 tons registered, her under-deck tonnage being 1378.18 tons.

She was owned by Mr. John R. Christie, of Bute Docks, Cardiff, and others, Mr. Christie being the managing owner of the vessel.

The only mortgage registered in connection with this vessel was one upon 2-64th shares to secure payment of a sum of 600l. and interest.

Mr. Christie stated that the vessel was insured for 16,000l, and the freight, the value of which was 1,683l. 4s. 4d. was insured for 500l; premiums were also issued for 325l.

The master stated that the steering gear on the bridge consisted of a wheel, to the spindle of which was attached a small cog. This worked upon a large cog wheel, which was fitted with a sheave and studs for the chain, which passed over it. The chain passed through blocks on either side, and it was then connected with rods to a short length of chain at either side of the quadrant aft. The after gear was a combing screw with arms above the quadrant, and the relieving tackle consisted of 4 double blocks with an endless fall, the outer blocks being held to the mooring bits by a chain. The witnesses stated that the after steering gear could he shipped in 5 to 7 minutes, and that on the occasion of the wheel chain breaking it was shipped in that time.

Mr. Lowrie, engineer of Newport, stated that in September last his firm examined the chains and bars in connection with the steering gear, and repaired them where necessary, and according to the mate's directions. Where the links were found to be defective the chain was renewed. The old chains were merely cleaned in the fire and examined, but they were not tested.

The vessel left Nicolaieff on the 4th November last with a crew of 21 hands, and a cargo of 1,930 tons of barley in bulk, bound for Hamburg. She carried 4 boats, two of which were lifeboats, and they were swung in davits abreast the engine-house, and could be readily lowered.

The vessel had two decks laid, and a tier of beams. She had 5 bulkheads, viz.:-The collision bulkhead of iron, a bulkhead of wood 2 1/2-in. thick screwed to the deck, and shored with 4 1/2 in. shores between the fore and main holds, iron bulkheads on either side of the engine-room, all of which extended from the bottom of the vessel to the main deck, and an iron bulkhead aft extending from the bottom of the vessel to the 'tween decks.

Shifting boards 2 1/2 to 3 in. thick extended from the keel to the upper deck and to the hatches. They were wedged between double stanchions, and shored with timber from 5 to 7 in. square. In the holds there were 8 shores in the way of each hatchway, and in each hatchway there were 4 shores all cleated, and wherever the shifting boards did not meet, battens were nailed over the spaces to make them grain tight. She had also beam fittings throughout.

Planks were taken up the whole length of and upon each side the 'tween decks, to allow the grain to feed the lower hold, and the between deck hatches were not put on.

Each hold was filled full to the main deck, no spaces being left anywhere; and the hatchways, the coamings of which were of iron 3 ft. 6 in. high, were also filled to the top.

From the return furnished by the master to the consul at Nicolaieff, it appears that when loaded the vessel was drawing 19 ft. forward, 20 ft. 11 in. aft, and she had a freeboard of 4 ft. 10 in., equivalent to a freeboard of 5 ft. 2 in. in salt water; 550 tons of the grain was carried in the 'tween decks, 1,330 tons was in the lower hold, and 50 tons in feeders.

The vessel proceeded on her voyage, and about 4 p.m. on the 10th November she had passed Cape Matapan; the wind increased to a gale from the N.N.W., with a heavy cross sea. The vessel was on a W. 3/4 N. course, under steam, going at full speed (8 knots), and though she shipped a good deal of water, she behaved well. This continued throughout the night, and about 6.30 a.m. on the 11th November, the master stated that the vessel appeared to have a slight list to port. He determined to heave her to, and the relieving tackles were put on the steering gear,

At this time the list appears to have been very slight. The master ordered the engines to be put half speed, and this was done, when the vessel began to roll heavily. He then ordered the man at the wheel to put the helm to port to bring the vessel to gradually, but as she did not come to, he ordered the helm hard-a-port, when the helmsman reported the wheel chains had been carried away.

Coleman, A.B., who was at the wheel, stated that he was steering W. 3/4 N. when he was ordered by the master to bring the ship head to sea. This he attempted to do, but directly the helm was hard-a-port the wheel chain parted.

The master stated that to the best of his belief the breakage occurred about the sheave, or just between the sheave and the barrel, and it was not caused by the chain being jammed.

Directly the chain parted the vessel fell off in the trough of the sea, and was struck by two or three seas in succession, and rolled heavily, causing a very heavy list to port. All hands were called, the after gear connected, and the vessel was brought round with her head to wind and sea, but having such a heavy list she would not steer steady. She was got round with head to N.E., and fore and aft canvas was set on port tack with a view to get the ship upright, but without success; and as the sea was breaking over her fore and aft, it was impossible to make any effort to retrim the cargo, and in consequence of the heavy list the engineers had great difficulty in keeping sufficient steam to keep the engines at half speed.

About 2 p.m. the port bulwarks was carried away from the forecastle head to the bridge; the list to port had increased so much that she would not answer her helm, but fell off three to four points each way, and the engineers finding it impossible to keep up sufficient steam to work the engines at half speed, they were slowed.

About 2,30 p.m. a vessel, which proved to be "Ben Voirlich," hove in sight, and a consultation was held between the master, officers, and engineers, when it was decided to abandon the vessel.

About this time part of the tarpaulin was washed off No. 3 hatchway, and in consequence of the quantity of water on deck it was found impossible to secure it. Signals were made to the "Ben Voirlich" and she stood by, and the crew left in the starboard lifeboat and went on board her about 8 p.m. The "Ben Voirlich," stood by all night, the wind and sea increased, and upon the following morning the "Black Watch" was not in sight, and the master concluded that she foundered.

The vessel was abandoned in about latitude 36 deg. 10 min. N., longitude 17 deg. or 18 deg. E., and the crew were landed at Constantinople on the 15th November.

The master of the "Wynnstay" subsequently reported that he fell in with the "Black Watch" at 6.30 a.m. on the 12h November in latitude 36 deg. 4 min. N., longitude 19 deg. 4 min. E. She was on her beam ends, and about 7.15 a.m. she sunk stern first.

We come to the conclusion that the "Black Watch" left Nicolaieff in good order and condition; that she had more freeboard than that required by the rules sanctioned by the Load Line Committee; that the wheel-chains were properly overhauled at Newport, Mon., and all apparent defects remedied; that it broke at one of the stud links, which showed no sign of wear; that no undue strain was on it by putting the helm hard over, but that there might have been a sudden jerk.

That there was a slight list before the chain broke, and that the master's resolve to heave the ship to was prudent, especially as his vessel, being 33 ft. beam and 22 9 depth of hold, was a deep ship for a bulk barley cargo, and would require careful handling.

That the after steering gear was shipped promptly, and the ship under control sufficiently to steer, but not steadily.

That the heavy list, presumably due to cargo shifting, was caused by seas striking on starboard side and heavy rolling, and might have occurred even had the chain not broken.

That the engines being slowed did not affect casualty, as, had they gone faster, more serious damage might have been done by the seas on deck.

That the shifting boards, beam fittings, &c., were in accordance with Board of Trade regulations.

As to the sufficiency of the hatchways and ventilators as feeders, we have only a plan of the ship submitted by the owner, but which he stated was to scale, and which he knew to be correct. He also stated that the hatchway coamings had been carried to a height of 3 ft. 6 in. On this plan the three hatchways appear to be of the following dimensions: No. 1, 13.9 ×9.0× 3.5; No. 2, 21.5 × 11.0 × 3-5; No. 3, 19.8 × 9.9 × 3.5, which 3.5 high gives a cubic capacity of 1,952 cubic feet. The 8 ventilators, also 3.5 ft. high, 6 of which were 18 in. diam., and 2 measuring 4 ft. × 18 inches, give cubic contents of 70 to 80 cub. feet, which added to that if the hatches gives a total of 2,032 cubic feet.

Mr. Christie estimated the weight of a bushel of barley at 51 lbs.; "Stevens on Stowage," p. 262, gives it at 52 lbs. At the latter weight the hatches and ventilators would hold nearly 37 tons of barley. The total weight of the "Black Watch's" cargo was 1,930 tons, which, if 1,893 tons were below the feeders, should have been 37.9 tons.

We are, Sir,

Your obedient servants,

W. H. NEATE.

WM. PARFITT.

The Assistant Secretary,

Marine Department,

Board of Trade,

London.

54010-219. 180.-1/89. Wt. 23. E. & S.