Aurora Technical Specification

Hartlepool Northern Daily Mail, Monday, October 1^st, 1883:
CARRIED OUT TO SEA. PERILOUS ADVENTURE OF LOCAL PLEASURE PARTY. Throughout the latter portion of Saturday, and up to yesterday (Sunday) afternoon, a heavy gale from E.N.E. to N.E. prevailed off the Hartlepools, raising a heavy sea in the bay, and at high water on Sunday afternoon the tide was the highest of the present autumn, the sea breaking heavily over the piers, which were buried in foam. A Swedish screw steamer was the only vessel entering the port up to four p.m., and as she entered her progress was watched by hundreds.
On Saturday afternoon a new steamer, the Aurora, belonging to Messrs Ebdy, Blacklin, & Co., of West Hartlepool, went on her trial trip from the Tees with a numerous party on board. It was at the time fair weather, but a gale springing up and rapidly increasing in force during the time the vessel was out, it was found impossible to land the excursionists, and they were compelled to accompany the vessel in a race before the wind.
The Aurora has just been built by Messrs Raylton Dixon & Co., of Middlesbrough, and on Saturday afternoon, with a cargo of 2,303 tons of steel rails, she left for Ancona. It had been arranged that a party of the friends of the owners and builders, as is the custom, should accompany the vessel a few miles and then return on board a steam-tug. Accordingly a party of ladies and gentlemen, numbering something like 50 - about half from Middlesbrough and half from the Hartlepools - went aboard the Aurora and proceeded to sea at half-past one o’clock. Among others were Mr. and Mrs. Ebdy, Captain and Mrs. Blacklin, Mr. Matthew Harrison, Mrs. Barraclough, the Rev. C.E. Palmer and Misses Palmer, Mr J. Hardy, Miss Hardy, Mr. J.W. Carter, Mr. J.C. Coates, Mr. Heslehurst, manager of Messrs. Dixon’s yard, Mrs. Freake, Mr. L.E. Belk, Mr. Muir, the Misses Pape, Miss Nicholson, Miss Jackson, Mr. John Day, Mrs. Thompson (Liverpool), &c.
Shortly before reaching the bar all were requested to adjourn the cabin for lunch, which was provided by Mrs. Howcroft, Station Refreshment Rooms, Middlesbrough, with her usual good taste, and to which ample justice was done, the keen N.E. wind appearing to have sharpened the appetites of those present. About four o'clock the steam-tug Victory went out to bring the party ashore, but was unable to get alongside the steamer, which rolled heavily. There were some on board who enjoyed the prospect of a rocking in the cradle of the deep, although they managed to feign concern and sympathy with the ladies and one or two the more weakly constituted gentlemen whom they observed stealthily creeping to the bulwarks and banging their heads outside, secretly danced with delight at what they termed the fun, wicked men!
And notwithstanding the fact that their absence would occasion their friends on terra firma the greatest anxiety, there were a few who, consoling those who had turned pale at the sight of the retreating steam-tug, used words of a double meaning, which seemed as though they revelled in what they heartlessly termed a joke. Darkness began to creep on, bringing thoughts of cosy pillows at home, and troubles began multiply. The ladies took to the berths, and the gentlemen hid their heads in any corner they could find protection from the winds and waves, which had begun to break over the ship with frightful violence, many getting drenched to the skin. Some the braver ones said they liked it, inasmuch as they had been told they would not take cold after it. However, it became quite evident there was no chance of sleeping at home that night. So the steamer ploughed on, frisking away in front of the wind and proving herself a tight and handy craft. Accommodation was made for the ladies in the saloon berths, and the cabin table was adorned with the recumbent bodies of those gentlemen who were completely tired of walking the decks. One or two kept afoot all the night through, and Captain Blacklin kept his place on the pilot-bridge.
The sea rose still higher during night, and a heavy wave striking her broadside, burst open the port-holes and drenched several ladies through and through. As it became known in the town on Saturday evening that the party had not returned considerable anxiety was felt for their safety, though it must be admitted that the incident was looked upon as having humorous side. The elements had not been made aware that two churches in West Hartlepool would be temporarily maimed through their boisterousness. Christ Church was short of a vicar, a churchwarden, and a not much less important official, the organ blower. Stranton Church was deprived one of its supports —the Vicar’s churchwarden. But it may be that Neptune rejoiced at his own wicked doings and chuckled to himself that he had made a parish’s vicar turn naval chaplain, compelled wardens with their proverbial piety to worship on spray-drenched planks instead of specially upholstered seats, and forced them to attend divine service at which there was no collection. However, he failed for he had made them all too ill to think of service. Christ Church bells rang the Westminster chimes on Sunday morning, but it was late ere the service began. The Rev. F.L. Cope was secured from St. Paul’s for the morning service and the Rev. A. Banton for the evening.
But to return to the ship. The sea moderated during Sunday morning, Neptune having qualms of conscience, so she lay at anchor for some hours, and a tug was hailed. The master of this demanded an exorbitant sum for the release of the party from its situation, which Captain Blacklin declined to pay, but, a second one coming alongside, the trippers were conveyed ashore in four journeys to Grimsby during the afternoon. A number of them remained in Grimsby all night, and will return to-day. A few, however, whose business demanded it travelled northward during the night. No one, happily, is much worse for the adventure, though undoubtedly not a few have resolved, like the man in the pantomime, “We’ll not go to sea any more.” 

The "Aurora" was an iron screw steamer, built at Middlesbrough, by Messrs. Raylton, Dixon, and Co., of Middlesbrough, in 1883. She was registered as a brigantine, and classed A 1 100 at Lloyd's. At the time of her loss she was the property of Ebdy, Blacklin and Co., and others.

She had two compound direct-acting surface-condensing engines of 180-horse power combined.

Her dimensions were, 260 feet length; beam, 36 feet; depth of hold, 18.5; gross tonnage, 1,717.50; net, 1,115.16; official number, 86,969.

On the 2nd April 1885, Mr. R. J. Blacklin was appointed manager. She was commanded by J. F. Ormandy, who holds a certificate of competency as master, No. 91,037. She carried a crew of 23 hands all told, and had two stowaways. She left London on 22nd November, at 1 a.m. (high water), with a cargo of 1,500 tons of phosphate, shipped by Messrs Gibbs and Co., of London. At this time she was in good seaworthy condition, and bound to Savannah via Hartlepool, which she reached on the 23rd November, at 2 p.m., and took in 621 tons of coals for the voyage to Savannah.

On the 25th November at about 4.45 p.m. she left the dock in charge of Mr. George Davidson, pilot for Hartlepool, under her own steam with a tug ahead that had an 8-inch four strand Manilla tow rope to keep her straight in the Channel. The wind was E.S.E. blowing a gale, and a high sea was running across the flats off the entrance of the harbour. Her draught of water was 18 ft. 2 inches aft and 17 ft. 1 inch forward. She proceeded down the harbour. The pilot left her at the Middleton pier refusing t go any further in the ship on the ground that the state of the weather would prevent him from getting back in his coble. At the time of leaving it was stated that she had a free board of 3 ft. and was marked by Lloyd's rules at 2 ft. 4 inches. The pilot on leaving the ship gave various instructions relative to the pilotage out of the harbour and told the master to follow the tug, stating that the tug master knew the channel as well as he did himself. About five minutes after the pilot left, the ship appeared to have arrived at the entrance of the harbour where she met an easterly current setting across the mouth of the harbour. The master was not prepared to meet the resistance of the current with port helm. She was then proceeding at full speed with the tug a little on the starboard bow. The east current (stated in the evidence to exist) appears to have swept the "Aurora" towards the east bank. At this time the tow rope of the tug parted, her position being at right angles to the starboard bow of the "Aurora" which went on full speed ahead passing on the port side of the black buoys marking the east side of the channel. At this time the chief mate reported that the vessel had struck the ground, but the master had not perceived it; and on its being referred to the second mate, he confirmed the report of the chief mate. The master then steered for the Coatham Light, still going at full speed. The sea was flooding the upper deck. Orders were given to sound the holds, and some time appears to have been lost before they were able to do it. At about 6 p.m. the engines were eased, and on sounding 7 feet of water was found in the fore hold. All the pumps were then put on. A consultation was held by the master and principal officers, and it was decided to make for the Tyne. Ten minutes after this the vessel began to settle by the head, rolling heavily. The chief engineer reported that the water was coming into the engine-room and the fires would be out in a few minutes. The master then steered for the beach. The water in the engine-room put out the fires. Directions were given to clear away the boats. The starboard lifeboat was manned by eleven hands and ordered to remain alongside in charge of the boatswain. The port lifeboat was then put out, manned by eight hands. The second mate fell overboard and saved himself by catching hold of the log line and was hauled into the boat. The gig was then got out at about 7.45 and all that was necessary was put into her (signals, &c.). At this time it was evident that the ship was sinking, the water being level with the forecastle. The captain then considered it necessary to leave the ship, and did so in his gig with six hands. At 9 p.m. a squall, with rain, came on, obscuring the ship. When it had passed away the ship was not to be seen. Some wreckage, recognized as having been stowed on the upper deck, was seen floating near the spot.

From this time the boats were kept head to sea all night. At daylight the lifeboats were not to be seen, and the crew of the gig asked the master what he intended to do. The master advised keeping clear of the land for the better chance of being picked up.

The majority of his crew preferred making for the beach while they had strength left in them to swim.

The master gave way to the opinion of the crew, and they then made for the beach about 10.30 a.m., when a sea caught the boat, swamping her and knocking the crew out, whereby the chief engineer, the chief mate, and two seamen were drowned. (lives lost Burdon, John; Gibson, H; Johnson, George Moses, steward; Nestram, August.

The master and Edward Lawrence, A.B., were saved by two men from the beach, named George Harrison and John Chilton, who very gallantly rushed into the water and hauled them through the surf to the shore. The eleven men in the starboard lifeboat landed safely at Old Seaham.

The second boat with eight men came on shore about three miles from the same spot. A colored man, the steward, appears to have died from exhaustion after landing, although assistance was given to him by the coastguard men as soon as possible.

It appears that the tug, after the hawser parted, followed in the wake of the "Aurora," and, according to the statement of the master, he called out from the tug to the "Aurora" to starboard, and was answered by the man at the helm, "All right;" and the master also swore that he heard some person on board the "Aurora" say when his tug was at right angles with the "Aurora," that the tow rope parted.

This evidence stands by itself, for, except this statement, there is strong evidence that owing to the gale the vessels were unable to communicate with each other.

It was stated that, although there was no stern light in the tug boat, there was a flare from the engine room which could be seen from the bridge, and would in effect answer the same purpose.

The Court is not inclined to accept this.

The Board of Trade desired the opinion of Court on the following questions:

1. Whether the vessel when she left Hartlepool was in good and seaworthy condition?

2. Was the master of the "Aurora" thoroughly acquainted with the navigation of the approaches to Hartlepool Harbour?

3. Whether considering the state of the weather, and what had passed between the managing owner, the master, and the pilot on the morning of the 25th November, the owner was justified in permitting the vessel to go to sea?

4. Whether considering the state of the weather, and what had passed between the master, the managing owner, and the pilot on the morning of the 25th November, the master was justified m taking the ship to sea, specially as the pilot did not remain to see the vessel clear of all danger from the harbour and its approaches?

5. Whether the master made every possible effort to keep his vessel in the proper channel?

6. Whether the pilot was justified in leaving the vessel without seeing that she was clear of all danger from the harbour and its approaches?

7. Whether the master of the tug, under all the circumstances, specially that he thought she had touched the ground, was justified in leaving her when he did?

8. Whether safe and proper courses were set and steered after the pilot left the vessel, and whether when the tug pulled the vessel on her starboard bow the course of the latter was altered with a view of following her?

9. What was the cause of the breaking of the hawser by which the "Aurora" was being towed, and was it a fit and proper hawser for the purpose?

10. Whether every possible effort was made to ascertain what quantity of water was in the vessel immediately after she struck?

11. Whether the pumps were set going as soon as possible?

12. Whether when so much water was found in the forehold prompt and proper measures were taken to save the vessel, either by returning to Hartlepool or otherwise?

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

14. What was the cause of the loss of life and of the loss of the vessel?

15. Whether the master and the second officer are, or either of them is, in default, and whether blame attaches to the managing owner or the master of the tug or the pilot?

And the Board of Trade were of the opinion that the certificate of the master, John F. Ormandy, ought to be dealt with.

To which the Court replied as follows:

1. Yes.

2. The master admitted that he was not acquainted with the approaches to Hartlepool Harbour.

3. The responsibility of the "Aurora" going to sea rested with the managing owner, Mr. James Blacklin, who is also a master mariner of considerable experience, and was present when the pilot and captain discussed in the forenoon the state of the weather, and whether the "Aurora" should go to sea. He was also present at 4.20. p.m., of the 25th, as she was going out of the dock.

4. Having no local knowledge, as he admitted, of the pilotage of the channel, he was not justified in going to sea without a pilot.

5. The master not being acquainted with the harbour was not aware, until it was too late, that a current was taking him into danger. He did not keep the leading lights in the proper position. Had he done so, his ship would have got out clear.

6. The pilot was not justified in leaving the ship until he saw her clear of all the dangers appertaining to the channel, and within the limits of his pilotage waters, To leave the "Aurora" in her difficulties because the water was rough and boisterous, was, in our opinion, perfectly unjustifiable, and contrary to all precedent and rule in similar cases.

7. No blame can be fairly attributable to the tug master. He appears to have done all he could have done after the tow rope parted; he followed for some time in the wake of the "Aurora," and no signals being made concluded that all was right, and his services were no longer required. The master knowing that his ship had struck the ground ought to have signalled the tug to stand by. He did not do this, but proceeded on his voyage till the ship could go on no longer, and then sunk. It is said that one blue light was burnt, but no one appears to have seen it. Had the "Aurora" fired a rocket it might have arrested the attention of the tug and brought her back.

8. The ship got out of her position by reason of not making sufficient allowance for the current setting to the eastward. The tug was probably attempting to put her in the right course for the channel when the tow rope parted. Compass courses were not applicable to so narrow a channel.

9. In the opinion of the Court the tow rope was snapped by reason of the tug striking out at right angles from the "Aurora." The tow rope was but little the worse for wear, and was of the quality usually used in merchant ships.

10. Efforts were made as soon as practicable to ascertain the quantity of water in the ship. Some delay occurred in sounding at the pipes owing to the sea washing over the decks.

11. There was no reliable evidence as to the time when the pumps were actually set to work after the ship struck the ground.

12. Under the circumstances it would have been highly reprehensible for the "Aurora" to attempt to return to Hartlepool in the state and condition of the weather and tide. The only course open to her captain was to have neared the port as close as safety to his vessel would have allowed, and signalled for assistance-

13. There is no doubt but that the master was suddenly placed in great difficulty in the navigation of his vessel by the disappearance of the pilot; but when left to himself it would have been better had he taken the guidance of the ship into his own hands, and not have followed the advice the pilot had given him, viz., to follow in the wake of the tug, then he probably would not have gone wrong. We cannot say that his ship was navigated with seamanlike care.

14. The poor fellows who were drowned from the master's gig lost their lives through the upsetting of the boats in the surf in attempting to land on the coast. The steward appears to have got on shore, but died of exhaustion shortly after the coastguard men came to his assistance. The vessel was lost by striking the ground owing to the current carrying her on the edge of the bank of rocks or gravel on the east side of the channel of Hartlepool going seaward. She was so seriously damaged that she foundered soon afterwards.

15. The Court exonerates the second officer from any blame. The master is to blame for going to sea on such a stormy night without a pilot, knowing that he had no local knowledge of the port. The managing owner is greatly to be admonished for permitting the "Aurora" to go to sea under the circumstances. The pilot we think seriously to blame for having abandoned his charge at a time when his services were of the utmost value to the ship. To the master of the tug we cannot see that any blame is attachable.

The Court, after taking into consideration the whole of the facts upon which the questions submitted by the Board of Trade are founded, is not disposed to deal with the master's certificate.

The Court makes no order as to costs.

Dated this 19th day of December 1885.

(Signed)

CHARLES JAMES COLEMAN, Judge.

We concur in the above report.

(Signed)

A. P. FRENCH,

JOHN L. PATTISON,

JAMES KIDDLE,

Assessors.

Edmund Ebdy started his business at George Street, Hartlepool in 1873 as a produce merchant, dealing primarily in flour. In 1881 he went into partnership with Richard Blacklin as steamship owners under the company name of Ebdy, Blacklin & Co. Ebdy was the commercial partner and Blacklin attended to the practical and other details of the company. They contracted Raylton, Dixon & Co. to build the steamship Aurora at a cost of £27.400. At the time their company had only £1,600 capital. They secured promises of 39 shares being taken in the steamer which still left £7,633 owing. They also contracted with William Gray & Co. to purchase the Atalanta for £19,200 when the all their money was already tied up in the Aurora.  They only managed to sell 14 shares in the Atalanta leaving them responsible for the remaining shares. When the Aurora was wrecked in 1885 it was found that Ebdy had under-insured her.

After Ebdy transferred his merchant’s business and other assets to his wife in 1886 both men filed a petition for bankruptcy. After many Bankruptcy Court appearances with Ebdy accused of rash and hazardous speculation the petition was granted in 1887.

R.J. Blacklin became commodore of the Rotterdam Lloyd Line and later the Atlantic Transport Line. By 1890 he was mangaer of the Hudson Shipping Co. In 1896 and 1903 he was manager of the Leonis Shipping Co. Ltd.

Family History:

Richard James Blacklin was born in 1841 at Athlone, Westmeath, Ireland to parents Richard James and Margaret Ann (nee Anderson) Blacklin. In 1851 he was a boarder with Thomas Dickinson, a teacher, at Heighington, County Durham. Richard married Mary Ann Agnes Downey at St Hilda’s Church, Hartlepool on 24^th March 1863. In 1865, living at 115 Scarborough Street, Hartlepool he passed his master’s certificate in steam, certificate no. 24.069. On the 1871 census the family was living at Slough, Buckinghamshire with Richard’s widowed mother. Mary Ann, his wife, died in 1872. Richard’s second marriage was at Manchester on 7^th August 1873 to Ellen Marion Downey. On the 1881 census the family were living at 51 Milton Street, Hartlepool and Richard was listed as a navy captain. From 1891 the family were living at Dinsdale House, Brougham Terrace Hartlepool. Ellen died at Darlington in 1905.

Richard died aged 74 on 23^rd August 1915 at Heighington leaving effects of £2,387. He was interred in the North Cemetery, Raby Road, West Hartlepool.  

Edmund John Battensby Ebdy was born in 1849 at St. Giles, Durham to parents Edmund (roper, dealer and grocer) and Anne Battensby (nee Clarke) Ebdy. His mother died in 1860 and his father was remarried to Mary Taylor in the same year. Edmund married Mary Pape in 1872 at Darlington. On the 1881 census Edmund was staying at Hall Quay, Great Yarmouth as a boarder. His wife was living at Brougham Terrace, Hartlepool.

In 1886 a petition was filed with Edmund named as co-respondent in a divorce having committed adultery with May, the wife of Jacob K. M. Hessler. The case was proven in April of 1887 with Edmund ordered to pay costs.

Edmund and his wife sailed on the ship Austral arriving in Australia in May 1887. He travelled back again on the Arcadia arriving in London in 1897 and must have then returned to Australia. Mary, his wife, sailed back to Britain in 1913 on the ship Osterley.

Edmund died in 1919 at New South Wales, Australia