Kaiser - Wreck Report

IN the matter of a formal investigation held at the Municipal 'Buildings, West Hartlepool, on the 11th and 12th days of August, 1904, before JOHN SUGGITT and ROBERT LAUDER, Esquires, Justices of the Peace for the County Borough of West Hartlepool, assisted by Captains E. M. HUGHES and H. PARSELL, R.N.R., into the circumstances attending the stranding of the British steamship "KAISER," of West Hartlepool, at or near Ravenscar, Yorkshire, on or about the 25th July, 1904.

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 cause of the stranding of the ship was the master neglecting to verify his assumed position by the use of the lead, and the vessel was seriously damaged thereby.

The serious damage to the ship was caused by the default of the mater, George Moorsom, but, in consequence of his long service and good character, the Court severely censures him, but does not deal with his certificate.

Dated this 12th day of August, 1904.

J. SUGGITT,

R. LAUDER,

Justices.

We concur in the above report.

E. M. HUGHES,

H. PARSELL, R.N.R.,

Assessors.

Annex to the Report.

This was an inquiry into the circumstances attending the stranding and subsequent reported loss of the British steamship "Kaiser," of West Hartlepool, and was held at the Municipal Buildings, West Hartlepool, on the 11th and 12th days of August, 1904, before John Suggitt and Robert Lauder, Esquires, Justices of the Peace for the County Borough of West Hartlepool, assisted by Captains E. M. Hughes and H. Parsell, R.N.R., nautical assessors. Mr. P. Corder, of Newcastle-upon-Tyne, appeared for the Board of Trade; Mr. Miller, Liverpool, appeared for the master; Mr. Middleton, Sunderland, appeared for the owners; and Mr. R. Jacks, for the first mate.

The "Kaiser," of West Hartlepool, official number 81513, at the time of stranding was a British steamship, registered at the port of West Hartlepool, and built of steel (this is an error she was iron built) by Messrs. William Gray and Co., of West Hartlepool, in the year 1880. Her dimensions, as per register, were as follows, Length, 220 ft.; breadth, 28.6 ft.; and depth, from tonnage deck to ceiling at midships, 16.2 ft. She was fitted with one set of compound direct-acting surface condensing engines, 130 h.-p. combined, made by Messrs. Thomas Richardson and Sons, of West Hartlepool, in the year 1880. At the time of the casualty, which is the cause of this inquiry, she was the property of the West Hartlepool Steam Navigation Co., Ltd., Mr. Julius Ernst Guthe, of Victoria Terrace, West Hartlepool, being appointed manager by advice under his hand, dated 2nd May, 1899. She had four compasses; the standard compass, by which she was navigated, was on the bridge, one pole compass, one aft and one on the cabin skylight. Her gross tonnage was 798.82 tons, and, after deducting 302.09 tons for engine-room and crew space, was 496.73 registered tons.

She was supplied with all the necessary boats and life-saving appliances in accordance with the Act, and was in good order and well found in every respect.

The "Kaiser" left Hamburg on the 23rd July, 1904, with a cargo of fruit and 16 passengers at 5.30 p.m., and proceeded on her voyage to West Hartlepool. At 0.10 a.m. of the 24th July she passed No 1 Elbe light vessel, bearing W. by S. 3/4 S., distant about half a mile. The log was streamed and a course, N.W. by W. 3/4 W., for Tees Bay was set by standard compass, and she proceeded at full speed. At this time the weather was fine, light winds, cloudy sky, and smooth sea. All went well until 3.30 a.m. of the 25th July, when fog set in which became thicker as she proceeded. in consequence of the fog speed was reduced to half and slow, the whistle was duly sounded and look-out carefully placed forward. About 4.25 a.m. of the same day, the echo of the whistle's sound was heard, when the engines were stopped and reversed. At 4.30 a.m. the look-out reported breakers on the starboard bow and the ship struck on the rocks near Ravenscar. The engines, failing to back her off the rocks, were stopped. On sounding the holds, it was found the ship was making water, especially in the engine-room. Signals were made for assistance. At 5.30 a.m. the chief officer was landed on the rocks, when the coastguard informed him that the ship was ashore on Bleawyke Point, near Ravenscar. The coastguard wired to Robin's Hood Bay for assistance, when fishermen with cobles came and landed the passengers and luggage. They also ran out a kedge anchor. The efforts made failed to get the ship off the rocks, where she still is. No lives were lost.

At the conclusion of the evidence, Mr. Corder submitted the following questions for the opinion of the Court:

(1) What number of compasses had the vessel; were they in good order and sufficient for the safe navigation of the vessel; and when and by whom were they last adjusted?

(2) Did the master ascertain the deviation of his compasses by observation from time to time; were the errors correctly ascertained and the proper corrections to the courses applied

(3) Was the vessel supplied with proper and sufficient charts and sailing directions?

(4) Were proper measures taken to ascertain and verify the position of the vessel at or about 0.10 a.m. of the 24th July last; was a safe and proper course thereafter steered; and was due and proper allowance made for tide and currents?

(5) Were proper measures taken to ascertain and verify the position of the vessel; and did the patent log accurately record the distances run from time to time after leaving the Elbe?

(6) Having regard to the state of the weather after 3.30 a.m. of the 25th July—

(a) was the vessel navigated at too great a rate of speed?

(b) was the lead used; if not, should it have been used?

(7) Was a good and proper look-out kept?

(8) What was the cause of the stranding of the ship and was she seriously damaged thereby?

(9) Was the vessel navigated with proper and seamanlike care?

(10) Was serious damage to the s.s. "Kaiser" caused by the wrongful act or default of the master and chief officer, or of either of them?

Mr. Miller having addressed the Court on behalf of the master, Mr. R. Jacks on behalf of the chief officer, and Mr. Middleton on behalf of the owners, and Mr. Corder having replied on behalf of the Board of Trade, the Court, after carefully considering the evidence, came to the conclusion that the variation and deviation errors allowed were insufficient, and also that the failure to take proper precautions when the distance from coast to coast was nearly if not quite run, together with the neglect of using the lead, were very grave omissions meriting severe censure, but owing to the high character given to the master by the owners' representative, the Court decided to severely censure him but not to deal with his certificate. The Court replied to the questions as follows:

(1) The vessel had four compasses, viz., one pole compass, one on the bridge, by which the courses were set and steered, one aft and one in the cabin skylight. They were all in good order and sufficient for the safe navigation of the vessel, and were adjusted by Mr. A. Willings, of 73, Church Street, West Hartlepool, in April last.

(2) The master stated in his evidence that he did ascertain the deviations of his compasses by observation from time to time, and that the errors were correctly ascertained and properly applied to the courses steered, but the Court finds the corrections allowed by the master were not sufficient on this voyage.

(3) From the evidence given the vessel was properly supplied with sufficient charts and sailing directions.

(4) Proper measures were taken to ascertain and verify the position. of the vessel at or about 0.10 a.m. of the 24th July last. A safe and proper course was not thereafter steered, no allowance was made for tide or currents.

(5) No measures were taken to ascertain and verify the position of the vessel. The patent log did not accurately record the distance run from time to time after leaving the Elbe.

(6) Having regard to the state of weather after 3.30 a.m. of the 25th July-

(a) the vessel was navigated at too great a rate of speed;

(b) the lead was not used, and, in the opinion of the Court, it should have been.

(7) A good and proper look-out was kept.

(8) The cause of the stranding of the ship was the master neglecting to verify his assumed position by the use of the lead, and the vessel was seriously damaged thereby.

(9) The vessel was not navigated with proper and seamanlike care. The serious damage to the s.s. "Kaiser" was caused by the default of the master, but, in consequence of his long service and good character, the Court severely censures him but does not deal with his certificate.


J. SUGGITT,

R. LAUDER,

Justices.

We concur,

E. M. HUGHES,

H. PARSELL, R.N.R.,

Assessors.

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