Amcott Technical Specification

"AMCOTT" (S.S.)

IN the matter of an Investigation before Captain CHARLES P. WIISON, principal Board of Trade officer for the London District, and Commander THOMAS HOLMES, R.N., District Inspector of Lifeboats for the Royal National Lifeboat Institution, into the circumstances attending the loss of the British steamship "AMCOTT," of West Hartlepool, at or near Aldborough, Yorkshire, on or about the 20th November 1893, whereby loss of life ensued.

Report.

6th December 1893.

SIR,”In accordance with the instructions of the Board of Trade, we have to report that we held our inquiry at the Public Rooms, Hornsea, on the 4th and 5th instants. Mr. J. C. Vaux appeared for the Board of Trade, Mr. A. E. Nelson, barrister, on behalf of the owners, and Lieut. Younge, R.N., Divisional Officer of the Coastguard at Hornsea, represented the Admiralty. From the evidence given before us, it would appear that;

The "Amcott" was a British steamship built of iron at Hartlepool in the year 1872. She was rigged as a schooner, and registered at the port of West Hartlepool. She was fitted with machinery of 115 h.p., and her tonnage, after deducting 371.65 for propelling power and crew space, was 626.71 tons registered. She was owned by Mr. William Green, of 3 and 4 Lime Street Square, London, and others. Mr. William Green being the managing owner.

The vessel appears to have been in all respects well-fitted and in good seaworthy condition. She passed Lloyd's special survey on the 17th July last, and was classed in the register book of that society 90 Al. She also held Lloyd's certificate for engines and boilers, dated 25th May last. She carried two lifeboats and a jolly boat in davits on the bridge, each lifeboat being capable of carrying 24 men. She was supplied with 16 lifebelts and 12 lifebuoys. She was last inspected by the marine superintendent to the owners on the 28th and 29th September last, and pronounced to be in perfect order, both as to hull, machinery, and equipments, no complaints being brought to his notice by either master or chief engineer.

She left South Shields on the 17th November last, with a crew of 15 hands all told, and a cargo of 1,153 tons of coal, bound for Belfast. Nothing more is known of the vessel till 5.55 a.m. of the 20th November, when she was seen by the coastguard at Aldborough, Yorkshire, to be burning flares and aground abreast of the coastguard station at that place about 500 to 600 yards from the shore.

The wind at this time was blowing from the N.E., veering to E., force 7, sea rough, and tide 3/4 ebb. The coastguard at once fired the sound signal to warn the rocket company, who assembled at 6.30 a.m.; the crew of the "Amcott" could then be seen on the bridge. Several unsuccessful attempts were made to reach the vessel by means of the rocket apparatus, but finding her out of range, a mounted messenger was despatched at 7.10 a.m. to Hornsea for the lifeboat. At this time the "Amcott" was clearly visible, some of her crew were on the bridge, but none of her boats could be seen. A sailing vessel was then observed out at sea, two points N. of the "Amcott," labouring heavily, with only one mast standing, and she proved to be the Norwegian vessel "Embla." At 9.30 a.m. the coastguard left the "Amcott" to go to the assistance of the "Embla," which vessel came ashore at 10 a.m. about 2 miles S. of Aldborough. About this time, Mr. Buttimer, chief officer of coastguard, arrived from Hornsea, and at once sent back William Foster, boatman of coastguard, and four of the rocket company, with lifebuoys and lines to watch the wreck of the "Amcott." On their way back, and when within half a mile of the "Amcott," these men saw and recovered the body of one of the crew of that vessel.

Thomas Wallace and Henry Foster, both labourers of Aldborough, were watching the "Amcott," and state that at 11 a.m. she began to break up, and that by 11.40 a.m. the masts and funnel had gone, "and she was all to pieces." Wallace and Foster heard the crew shouting a quarter of an hour before the end, but they all disappeared together when the vessel broke up These two men walked backwards and forwards on the beach with many other spectators until 4 p.m., but could see nothing of the bodies of the crew.

The coastguard returned to Aldborough about 3 p.m., having with very great difficulty saved three men from the "Embla," and finding the "Amcott" had broken up, Mr. Buttimer, the chief officer, at once returned to Hornsea, where he arrived at 4.40 p.m.

We have now to relate why the "Amcott" did not receive the assistance of the Hornsea lifeboat.

The first that was known of the "Amcott" at Hornsea was at 5.55 a.m., when the watchman reported to the chief officer of the coastguard signals of distress south of the station. Mr. Buttimer went to the pier, and about ten minutes after arriving there saw a light due south. He describes the wind at this time as N.E., moderate gale, sea strong. After waiting some little time and not observing any further lights, he returned home.

When the mounted messenger arrived from Aldborough, Mr. Buttimer went to the lifeboat-house and found the doors open and the crew assembling, and at 8.50 he left for Aldborough to supervise the action of the rocket company. At about 7 a.m. several fishermen observed the "Amcott" from Hornsea. At 7.15 a.m. F. Day, one of them, met S. Usher, one of the lifeboat crew, and told him to go and call the coxswain of the lifeboat; this he did at 7.30 a.m., and was immediately directed by the coxswain to call out the crew and horse and open the doors of the lifeboat-house. The boat was not ready to leave the house until about 8.45 a.m. as the horses are supplied by four different people, and some of them are 1/2 mile distant. The boat reached the beach and proceeded to the south side of the pier without a stoppage, arriving there at about 9 a.m. It was first intended to launch from this place, but owing to the state of the tide, the coxswain after inspecting it, decided not to launch there, because he found the spot was full of clay and stones, so he gave the order to proceed further south. At the pier, the crew thinking they were going to be launched, got into the boat and remained there until she was launched. The boat proceeded for about 400 yards further south, but it took nearly an hour to go this distance, as the sand was described as being "very soft- and boggy," and the horses had to be frequently rested, no drag ropes being used to assist them. When the launch was eventually made at about 10 a.m. it failed for want of water, and although the boat left the carriage, she was beaten back broadside on to the beach. She was then hauled clear of the water and placed on her carriage, being all ready for service again at about 10.30 a.m. The boat was then taken to the north of the pier in consequence of the dangerous position of another steamer, which proved to be the "Potomac," of London. This steamer had been observed for nearly two hours drifting towards Hornsea, and at about 11 a.m. she anchored about 1 mile from the shore.

The master of this vessel appeared as a witness before us, and stated that he was bound from Odessa to Aberdeen with a cargo of wheat, and tried to make Bridlington Bay for shelter in consequence of the critical condition of his vessel. The cargo had shifted, she had a list of about 15° to port, several feet of water in the engine-room, hatches damaged and ventilators washed away. He tried to bring up in Bridlington Bay, but the cable parted, the steam failed, and the vessel drifted southwards towards Hornsea, where she anchored for the second time at 11 a.m., she brought up 1 mile from the shore in 5 or 6 fathoms of water and 100 fathoms cable. He had hoisted 3 red lights, which signify "not under command;??" these had been up all night, and were not lowered. He had also the ensign union down hoisted at the masthead, and it was kept flying until it blew away. He expected assistance from Bridlington or Hornsea and "wished for the lifeboat."

In consequence of the situation of this steamer no further attempt was made to reach the "Amcott" at Aldborough. The coxswain decided to remain at Hornsea in case the "Potomac" came on shore, which in the opinion of all the witnesses was imminent, but a messenger was sent to Aldborough to ask them if it would be of any use for the lifeboat to come by road. He returned at about 2 p.m. saying the "Amcott" had broken up.

The "Potomac" eventually got under weigh at dusk and proceeded towards Bridlington.

In reviewing the narrative of this case, we have to consider why assistance did not reach the "Amcott." We think the coastguard at Aldborough did all in their power to rescue the crew, and generally acted with much judgment throughout the day.

There appears, however, to have been a great loss of time in the movements of the lifeboat at Hornsea. To quote Mr. George Heslop, a member of the local committee of the lifeboat, "I agree they were dilatory in " getting the boat to the beach," and again, "I was " much surprised to see how little had been done when " I got to the boathouse." In our judgment the only person responsible for this delay was the coxswain, Edward White. He confirms Mr. Heslop's opinion that there was an undue delay in starting, but was unable to explain it. In moving the boat from the pier to the spot he selected for launching he not only allowed the crew to remain in the boat, thereby materially increasing her weight, but he made no use of the drag-ropes specially provided for the purpose of assisting the horses, and in this way exhausted much valuable time. White has been coxswain of the lifeboat for 9 or 10 years, and has rescued many lives. He considers the delay in launching was due to want of horse-power and the extremely soft condition of the beach. But on this occasion we think he was much wanting in resource and judgment.

In considering why the coxswain did not make a second attempt to launch to the assistance of the "Amcott," it is manifest that the critical position of the "Potomac" was largely influencing his decision, and in justice to the coxswain, it is only fair to add that several competent witnesses, who had seen service in lifeboats, declared that in the state of the tide and sea after 10.30 a.m. it was impossible to do so, one witness particularly stating that it was the worst surf he had seen for many years, and that it was impossible for the lifeboat to pull through it.

Several witnesses expressed the opinion that if earlier information of the position of the "Amcott" had been received at Hornsea, the lifeboat might have succeeded in reaching her, because the state of the tide was more favourable, and the wind and sea were less; and a very strong opinion was expressed that, in the interest of shipwrecked crews, telephonic communication should be established along this part of the coast as soon as possible.

In mentioning this expression of opinion, we think it only right to say that telegraphic communication does exist during the day between Hornsea and Bridlington, where other lifeboats were available, but was not made use of.

An opinion was also expressed by many witnesses that there was a want of horse-power, and that most of the delay was to be attributed to this cause. Evidence was given that, as a general rule, eight horses were sufficient to transport the boat; on this occasion there were nine. The local committee recognise that an improvement may be made in the supply of horses, and are taking steps to do so.

We may also mention that special appliances have been provided by the Royal National Life Boat Institution for the transport of the lifeboat through soft sands, which are in use at this station; and also that the local committee have accepted the resignation of the coxswain, and are considering the appointment of his successor.

We have the honour to be, sir,

Your obedient servants,

(Signed)

CHARLES P. WILSON,

Board of Trade,

Inspectors.

THOMAS HOLMES,

Completed May 1872; Official No. 67524; Code Letters LCBK.

Owners: 1872 J. Manners & Co. West Hartlepool; 1874 Alexander SS Co (J. Manners & Co.) West Hartlepool; 1876 E.H. Capper & Co. (Mount Stuart Square, Cardiff) West Hartlepool; 1885 Capper, Alexander & Co. West Hartlepool; 1886 Henry G. Harper & Co. West Hartlepool; May 1893 William Power Green, Holland & Sons, London.

Masters: 1872-73 Geddes; 1873-74 J Scott; 1875 G Cawley; 1875 D Davies; 1876 G Cawley; 1878-81 D Davies; 1881 William Henry Williams; 1882-93 R Henman; 1893 James Hunter Greig.

Voyages: 3 May 1881 left Newcastle-on-Tyne bound for Ellsinore with a cargo of coal & a crew of 23. At 2.30am on 6 May, during a heavy fog, she grounded on the Paternoster Rock close to the Hamnskar light, Sweden. She was refloated & taken to Gothenburg for repairs leaving on 21 May 1881 to sail for London; left Middlesbrough 2 June 1881 for Cronstadt, Russia with pig-iron & on 6 June she grounded on the Lavergrund Shoal, five miles SE of Faro Island, Sweden. She was eventually refloated & taken to Stockholm for repair.

On a voyage from South Shields to Belfast with a cargo of coal & a crew of 15 Amcott was wrecked off the coast of Aldborough on 20 November 1893. Most of the crew were married & from North & South Shields.

Shields Daily Gazette, Wednesday, November 22nd, 1893:
THE LOSS OF THE AMCOTT. HEARTRENDING SCENES. Perhaps the most heartrending story of the terrible devastation wrought by the recent hurricane is contained in the particulars attached to the wreck of the steamship Amcott, West Hartlepool, off Aldborough, a village on the north-east coast, nearly midway between Withernsea and Hornsea. When daylight set in on Monday morning several coastguardsmen who had been on the watch on Aldborough cliffs, observed the Amcott driving in a helpless condition about a third a mile from the beach. Her funnel and masts had gone, and cries for help were distinctly heard by those on shore. The wind was raging from the north and north-east, and a tremendous sea was rushing inshore, rendering all attempts at rescue by boat utterly impossible. The rocket apparatus was got out and a line fired. It took good direction, but fell short by a hundred yards. A cheer from the crew of the Amcott denoted that they had witnessed the effort, but, alas, this was the only sound audible to those onshore which they ever uttered again. Rocket after rocket was despatched, but the ship was too far off for the lines to reach, and all efforts in this direction had to be abandoned. A messenger was despatched to Hornsea on horseback for the lifeboat, this being the only chance left for the poor fellows. Stricken dumb by the deadly peril in which they were placed, they awaited heroically the doom which was too surely approaching them.
A great crowd of villagers was attracted to the beach, but all that could be done was to encourage the despairing crew by hopeful shouts. The Amcott had by this time become a complete wreck, and the crew were holding on where ever they could. One man with great courage jumped into the raging sea, and made a brave effort to swim ashore. He was knocked about like a cork, but notwithstanding made his way onward. The spectators cheered lustily as they saw him rise on the crest of wave and get a hundred yards from shore. Poor fellow, few yards farther and he would have been on the beach but his strength began to give way. William Foster, a coastguardsman, and George Anderton, a bystander, put on life-belts and rushed into the water to meet him; but thirty yards from the shore he threw up his arms, and, with a wild, despairing cry, was engulfed by the mad breakers. His body was recovered a few moments afterwards by the two men already named, and brought to shore, but life was extinct.
The crew of the Amcott grew less and less in full sight of those on shore, the survivors falling off the ship through complete exhaustion, and meeting their death in the terrible breakers round them. The scene was heartrending to those on shore, who, having no boat and no rocket line that could reach the ship, were utterly without means to attempt a rescue. Strong men wept at the terrible tragedy which was being enacted before their eyes. The last man on board had been swept off the ship and drowned, when another breaker, rising to a great height, smashed the ship to atoms, and threw up pieces of her wreckage on the beach.
The captain and crew, 15 hands all told, lost their lives; several of the bodies being subsequently recovered. The Amcott left Hull on Wednesday, in ballast for Newcastle. She has been coaling during the strike. The master of the Amcott was Captain Greig, living at Dixon Street, South Shields, and several of the crew are said to natives of South Shields.
The Amcott was a vessel of 998 tons gross register. She was built at Hartlepool in 1872. The managing owner was Henry G. Harper, of Fenchurch Street, London.

Early on Monday morning, while still dark, at Aldborough, a small village between Hornsea & Withernsea, the coastguard saw light out at sea to the north. There was a strong gale & the seas were very high. When it became light it could be seen that a vessel, with her masts & funnel gone, had come ashore about 500 yards from the beach. This was the steamer Amcott & cries for help could be heard from those aboard her. At the same time another vessel about a mile or so further north could be seen flying distress signals. The rocket apparatus was set up but although eight rockets were fired they all failed to reach the vessel. There were no boats at Aldborough so a messenger was sent to Hornsea to request the assistance of a lifeboat. Those watching called to the crew aboard the vessel telling them that a lifeboat had been sent for. Meanwhile two lines were fired to the second vessel, which was the barque Embla, but those on board did not seem to know what was required of them & no communication was made. Eventually the coastguard, who was within shouting distance, managed to make them understand that they should secure the line. One man was brought ashore by breeches buoy but then the rope broke & at the same time the vessel’s galley broke loose. Two men were clinging to it & battered & bruised were washed ashore. The other five members of the crew had drowned.

By this time Amcott was breaking up & the lifeboat had not arrived. On seeing one of the crew try to swim ashore a coastguard & an onlooker took a lifebuoy & tried to reach the swimmer but by the time they got to him he was already dead. The steamer continued to break up until all the crew were gone. All 15 lives were lost.

Crew May 1881:

Ravenburn, Charles Frederick, 1st mate

Lives lost November 1893:

Greig, James Hunter, master, 36, Dixon Street, South Shields; Kirton, 2nd engineer, East Hartlepool; Lawson, Matthew, able seaman, 33, South Shields.

J. Manners was in partnership with Prosper Veulles, vice-consul for Spain from 1874, as shipbrokers, coal exporters and general merchants at West Hartlepool under the company name of J. Manners & Co. The partnership was dissolved in March 1877 with John Manners carrying on under the same company name as shipowner, shipbroker and coal exporter.

The company owned four ships throughout its history from 1871. Two were Hartlepool built and the other two were the steamship Greta built in 1873 by J. Softley & Co. South Shields. She was sold in 1877 to Capper, Alexander & Co. West Hartlepool and was then sold on in 1885 to Henry G. Harper & Co, West Hartlepool who in turn sold her in 1893 to owners in Odessa. The other was the steamshipCeleste built in 1875 by Robert Craggs, Middlesbrough. She was sold in 1880 to Capper, Alexander & Co. of West Hartlepool who in turn sold her on in 1885 to owners in Bari.

As shipowners J. Manners & Co. went into liquidation in 1879. John carried on business as a shipbroker until his death in 1891.

Family History:

John William Sanderson Manners was born in 1841 at Norton to parents William and Marianne (nee Prissick) Manners. In 1861 he passed his examination at Sunderland for a second mate’s certificate. John married Elizabeth Mary Dent at Marske-by-the-Sea on 14^th August 1872. In 1891 the couple were living at Station Lane, Seaton Carew with their two sons, Ralph, who was born at Seaton Carew in 1877 and Kenneth, who was born near Edinburgh in 1882.

John died aged 49 on 19^th July 1891 at Hartlepool. He was interred at Holy Trinity Churchyard, Seaton Carew.