Bempton Technical Specification

(No. 3894.) "BEMPTON" (S.S.) The Merchant Shipping Acts, 1854 to 1876. IN the matter of a formal Investigation held at the Sessions House, Westminster, on the 5th day of October 1889, before R. H. B. MARSHAM, Esquire, assisted by Captains PARISH and BROOKS, into the circumstances attending the stranding of the British steamship "BEMPTON," of London, near Guia Lighthouse, south of Cape Roca, Portugal, on the 29th of August 1889. 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 casualty was that the master, David Evans, wrongly assumed the light sighted at 1.30 a.m. of the 29th August to be the Cape Roca Light, that he made no allowance for the strong spring flood tide, and that he neglected to use the lead. The Court consequently finds the master in default, and suspends his certificate for three months, but recommends him for a mate's certificate in the meantime. Dated this 10th day of October 1889.   (Signed) R. H. B. MARSHAM, Judge. We concur in the above report. (Signed) ALFRED PARISH, Assessors. EDWARD BROOKS.

Annex to the Report. This inquiry was held at the Sessions House, West. minster, on the fifth day of October 1889, when Mr. Butler Aspinall appeared for the Board of Trade, Mr. Hugh Boyd for the master and the mate of the "Bempton," and Mr. Crump, solicitor, for the owners of the vessel. The "Bempton" was a screw steamship, built of iron at West Hartlepool in 1885, her official number being 89,685. Her gross tonnage was 1,955.61, and net tonnage was 1,267.67. Her length was 272.7 feet, breadth 36.1, and depth 20 feet. She was schooner rigged and had two compound engines of 170 H.P. combined, and she was owned by Mr. Williamson Lamplough, of London, and others, Mr. Lamplough being the managing owner. She had two compasses in use, one, a pole compass, on the upper bridge, and one in the wheelhouse. They were last adjusted at Cardiff in April last, and were in good order and condition. She had the Admiralty sailing directions and charts on board, and had four boats, two of which were lifeboats, She left Ibrail for Antwerp on the 16th of August last, in good condition in every respect, with a cargo of grain, barley and flour—about 2,600 tons—and with a crew of 24 all told; her draft on leaving Gibraltar being 20 ft. 3 in. forward, and 21 ft. 4 in. aft. She was commanded by Mr. David Evans, who holds a certificate of competency as master No. 94,473. Cape St. Vincent was rounded at a distance of one mile and a half between 2 and 3 p.m. of the 28th of August, when a course was set N. 1/2 E. magnetic. This course was continued until 9.30 p.m., when Espichel Light was sighted bearing N.N.E. 1/2 E. The course was then altered to N. 3/4 W. magnetic, and that course was kept until 12.10, when the same light was abeam, bearing E. 3/4 N. magnetic, and at a distance ascertained by four-point bearing of 8 miles. The weather was fine, but slightly hazy over the land, the wind light from the northward, and the engines were going at full speed, giving about 8 1/2 knots per hour. The course was then altered to N. 1/4 W. magnetic. At 1.30 a m. of the 29th of August the chief mate reported to the master, who was below at the time, that a revolving light was seen bearing N.E. by N. 1/4 N. or 3 points on the starboard bow. He reported it as Cape Roca Light, which the master was expecting to make about that time, and estimated the distance from it at about 15 miles. The master, after consulting the chart, came on deck; but the weather was then so hazy that the light was no longer visible; and no light was seen from that time. till after the vessel stranded. At 1.45 a.m. the master altered the course to N. 1/4 E. magnetic, and at 2 a.m. to N 3/4 E. magnetic, the weather being still very hazy and the speed the same. At 2.10 a.m. a dense fog set in, when the engines were eased to dead slow—about 3 knots per hour—the whistle was sounded and the course altered to N. 1/4 W. magnetic. After going slow for about 5 to 8 minutes, fishing boats were seen on the port bow lying at anchor or at their nets. The whistles of steamers were heard—one on the starboard bow and one astern. These steamers were probably passing in and out of the Tagus. The echo of the "Bempton's" whistle was about this time heard from the land, the helm was put hard-a-starboard to take the ship off the land, and the engines were put full speed astern. Land showed up at the same time, and at about 2.25 a.m. the vessel struck and remained fast. On sounding the wells, water was found in the collision compartment and the chain locker. The engine-room and deck pumps were set going, but the water rapidly gained upon them, and the deck pumps became choked. The chain locker cover was put on and secured to keep the water from flowing over into the holds. At 3.30 a.m. the fog lifted a little, Guia Light was seen, and it was found that the vessel was stranded about a quarter of a mile to the westward of that light. A kedge was run out, but the vessel remained fast; and at 4 a.m. a boat was sent to communicate with the shore, but the men were not then allowed to land, not having pratique. At 5 a.m. a telegram was sent to Lloyd's agent at Lisbon for lighters and pumps, and at noon the lighters came alongside, when the crew commenced to discharge cargo; altogether about 500 tons being salved before the vessel was abandoned. During the day No. 1 hold was found to be full of water, while No. 2 hold had 12 ft. of water in it. On the following day pumps arrived from Lisbon, but were found to be in bad condition, and they would not work. On the 6th of September the vessel was abandoned, being full of water, and the crew were taken to Lisbon, and ultimately returned to the United Kingdom. The master stated that he had made many vogages on that coast and knew it well, and that on this occasion he had steered the same courses as on previous voyages. Although N. 1/4 W. was a safe course from 8 miles off Espichel, while the weather continued clear and the position of the vessel could be verified from time to time by the bearings of the various lights, it was such a close one that it became unsafe to continue it in foggy weather, especially having regard to the tide. Had she passed Espichel at a distance of 12 or 14 miles, which would have been more prudent, she would not have felt the influence of the indraft of a spring flood tide so strongly; but being only 8 miles off and steering so close a course for Roca, the master should have been on his guard against the indraft and have hauled well out and used his lead when the weather became so thick. The master and the mate wished the Court to believe that the revolving light seen at 1.30 a.m. bearing N.E. by N. must have been Bugio Light; but it is clear that this could not have been so. To make Bugio Light on that bearing, after running 11 or 12 miles from 8 miles off Espichel on the course she was set on, the vessel would have been set about 9 miles to the eastward in one hour and twenty minutes, and as the flood tide continued strong until after the vessel struck, and somewhat more easterly courses were steered, it is obviously impossible that had the light been Bugio Light, she could have stranded where she did to the west of Guia. The weather was hazy over the land at the time, and the Court is of opinion that the light seen was Guia Light; and that only showing occasionally through the haze, it was mistaken by the chief mate for a revolving light. These were the facts of the case; and, on the conclusion of the evidence, Mr. Aspinall, on behalf of the Board of Trade, desired the opinion of the Court on the following questions: 1. What number of compasses had she on board, where were they placed, and were they in good order and sufficient for the safe navigation of the ship? When and by whom were they made, 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 of the compasses correctly ascertained, and the proper corrections to the courses applied? 3. Whether a safe and proper course was set between 2 and 3 p.m. of the 28th August, when Cape St. Vincent was abeam; and whether due and proper allowance was made for tide and currents? 4. Whether a safe and proper alteration was made in the course at or about 9.30 p.m. of the 28th August; and whether due and proper allowance was made for tide and currents? 5. Whether proper measures were taken at or about midnight of the 28th and 29th August to ascertain and verify the position of the vessel? 6. Whether safe and proper alterations were made in the course at or about midnight of the 28th and 29th August, and from time to time thereafter; and whether due and proper allowance was made for tide and currents? 7. What was the light seen at or about 1.30 a.m. of the 29th August, and was the master justified in taking it for Cape Roca Light? 8. Whether, having regard to the hazy state of the weather, the vessel was navigated at too great a rate of speed? 9. Whether a good and proper look-out was kept? 10. Whether the total neglect of the lead was justifiable? 11. What was the cause of the casualty? 12. Whether the vessel was navigated with proper and seamanlike care P 13. Whether the master and officers are, or either of them is, in default? And stated that in the opinion of the Board of Trade the certificate of the master should be dealt with. Mr. Boyd then addressed the Court, Mr. Aspinall replied, and judgment was given as follows:1. There were two compasses in use, one being placed on the pole, the other—the steering compass”being on the bridge. They were in good order, and sufficient for the safe navigation of the ship; and were last adjusted in April 1889, at Cardiff. 2. The master stated that he ascertained the deviation of his compasses by observation from time to time, and that the errors of the compasses were correctly ascertained and properly applied to the courses. The Court has no reason to doubt the master's statement. 3. A safe and proper course was set between 2 and 3 p.m. of the 28th August, when Cape St. Vincent was abeam, and due and proper allowance was made for tide and currents. 4. A safe and proper alteration was made in the course about 9.30 p.m. of the 28th August, and due and proper allowance was made for tide and currents. 5. Proper measures were taken at about midnight of the 28th of August to ascertain and verify the position of the vessel. 6. The course set at midnight, though a close one, was safe while the weather continued clear; but the alterations made from time to time thereafter were not safe and proper, as the weather had become thick; and due and proper allowance was not made for tides and currents. 7. The Court is satisfied that the light seen at about 1.30 a.m. of the 29th August was not the Fort Bugio Light; and is of opinion that the light was the Guia Light. The haze may have led the mate to think that the light revolved. The master was not justified in assuming it to be the Cape Roca Light. 8. The vessel was not navigated at too great a speed. 9. A good and proper look-out was kept. 10. The total neglect of the lead was unjustifiable. 11. The cause of the casualty was that the master wrongly assumed the light sighted at 130 a.m. of the 29th August to be the Cape Roca Light, that he made no allowance for the strong spring flood tide, and that he neglected to use the lead. 12. The vessel was not navigated with proper and seamanlike care after 1.30 a.m. of the 29th. The master alone is in default; and the Court suspends his certificate for 3 months, but recommends him for a mate's certificate in the meantime. (Signed) R. H. B. MARSHAM, Judge. We concur in the above report. (Signed) ALFRED PARISH, Assessors. EDWARD BROOKS.