We cannot publish wrecks without mentioning the excellent charity that saves lives around the coast of Great Britain namely the Royal Lifeboat Institution or the RNLI. Founded in 1824 and given the Royal Patronage by King George IV in 1854.
The First Lifeboat.
About the year 1784 there lived in Long Acre a coach builder, Lionel Lukia, by name. This honest man, knowing very little of the sea (he was born and spent his youth at Dunmow, in Essex) but hearing such of the great number of lives lost upon it 'by the over-setting and sinking of both sail and rowing boats.' and being something of an inventor, gave up his spare time to the design of a boat which should be, as he called it 'unimmergible.' The Prince of Wales, afterwards George IV, not only encouraged his experiments, but offered to pay the expenses of them. So Lukin purchased a Norway yawl, and along the outer frame he added a projecting gunwale of cork, nine inches amidships, and tapering off at bow and stern. Inside the boat he rigged a watertight compartment reaching from the gunwale to the floor. The little vessel was found to float like a cork, so Lukin ballasted it with an iron keel to give it stability. Finally he fitted up two extra air-chambers - one in the bows and the other in the stern. The boat was now tried again and found to be indeed 'unimmergible.' Lukin took out a patent for his invention on the 2nd of November 1785 and the specifications will be found in the third volume of 'Repertory of Arts.' He now had to press it upon the attention of the Admiralty and the Trinity House. With the usual experience, of course. The red tape gentlemen would have nothing to do with it. They had never heard of a scientific attempt to save life at sea, and that was enough for them. A committee has been defined as that which has neither a body to kick nor a soul to save. In spite of the Prince of Wale's interest, only one lifeboat on Lukin's plan was used and this by a private gentleman, the Rev. Dr. Sharp of Bamborough, who sent an ordinary fishing coble to be altered on Lukin's plan. During the first year of its career this boat was the means of saving several lives. Lukin retired from business in 1824 and went to live at Hythe, in Kent where ten years after, he died. The inscription on his tomb in Hythe churchyard says that he was the first to build a lifeboat.
During the year of 1866 the life-boats of the National Lifeboat Institution have saved the crews of the following distressed ships on the coast of the British Isles:- Steamer 'Bessie', of Hayle, 9; the Barque 'Reliance' of Whitby, 9; the Barque 'Victorine' of Ostend, 1; the Brig 'Osep', of Fiume, 7; the Schooner 'Black Agnes', of South Shields, 3; the Brigantine 'Fremad', of Bergen, 7; the Schooner 'Laurel' of Goole, 3; the Brig 'Tarter' of Sunderland, saved vessel and crew, 8; the Schooner 'George', of Goole, saved vessel and crew, 6; the Ship 'Thoughtful', of Sunderland, 8; the Brig 'Jessie', of London, 8; the Brig 'Cheshire Witch' of London, 3; the Schooner 'Zephyr' of Banff, 6; the Barque 'Lymon Cann', of St. John, New Brunswick, 1; the Ship 'Iron Crown', of Liverpool, rendered assistance; the Brigantine 'Isabella', of Waterford, assisted to save vessel and crew, 5; the Brig 'Pero', of Whitby, 7; the Smack 'Lily' of Wexford, 6; the Schooner 'Sarah Ann' of Jersey, saved vessel and crew, 6; the Steamer 'Lady Beatrix, of Sunderland, saved vessel; the Brig 'Altivo' of Lisbon, 10; the Flat 'Morning Star', of Carnarvon, 3; the Galliot 'Johanna' of Soon, Norway, 7; the Ship 'Amsterdam' of Sunderland, 14; the Brig 'Mazurka' of Dundee, 10 ; the Brig 'Claudia' of Belfast, saved vessel and crew 7; the Brig 'Vesta' of Whitby, 7; the Schooner 'Leander', assited to save vessel and crew, 6; the Billy Boy 'Gipsey', of Wisbeach 4; the Barque 'Julia' of Liverpool, 9; the Schooner 'Peerless', of Aberystwith, 5; the Smack 'Elizabeth' of Cardigan 6, the Smack 'Jenny Jones' of Barmouth, 5; the Brigantine Pearl, of Montrose, saved vessel; the Schooner 'Ann', of Torquay, 3; the Ship 'Alarm' of Belfast, 11; the Brig 'Providentia' of Svelvig Drammen, 8; the Smack 'Shamrock' of Wexford, 6; the Barque 'Mary and Elizabeth' of Whitby, 11; the Schooner 'Treaty' of Goole, saved vessel and crew, 4; the Steamer 'Carbon' of Newcastle, saved vessel and crew, 12; the Cutter Yacht 'Dagmar', of Middlesborough, 2; the Ship 'Mary Roe', of Quebec, 7; the Lugger 'Betsy Ann' of Port Gordon, N.B. 5; the Brigantine 'Jeune Francois', assisted to save vessel and crew, 6; the Brigantine 'Nicholas Harvey', of Hayle, 8; the Brigantine 'Columbia' of Carnarvon, 5; the Pilot Coble of Blakeney, saved coble and crew, 3; the Fishing Smack 'Favourite' of Peel, Isle of Man, 8; the Barque 'Voluna', of Liverpool, saved vessel and crew, 5; the Barque 'Coriven', of Londonderry, rendered assistance; the Schooner 'Margaret Caldwell', of Portrush, 6; the Sloop 'Pomona', of Ipswich, 2; the Sloop 'Superior' of Goole, 2; the Sloop 'Queen', of Goole, 3; the Sloop 'Cupid', of Goole, 4; the Smack 'Cymro' of Amlwich 2; the Schooner 'Anaconda' of Lerwick, 5; the Schooner 'Swann', of Gooe, 4; the Steamer 'Buda' of Leith, assisted to save vessel and crew; the Schooner 'Coronation' of London, 4; the Barque 'Indus' of Maitland, Nova Scotia, 2; the Schooner 'Tay' of Dundee, 5; the Barque 'Salmi' assisted to save vessel and crew; the Barque 'Margaret and Jane' of Shields, 8; the Barque 'Caroline Elizabeth' of London, 13; the Lugger 'William and Mary', of Yarmouth, 1; the Norwegian Barque 'Inga', 14; the Ship 'Himalaya', of Liverpool, rendered assistance; and the Brig 'George', of Lowestoft, 6; making a total of 381 lives rescued from the above named disasters, in addition to fifteen vessels saved from destruction, by the lifeboats.
Because this web site is about the Humber we must also mention the dedicated service offered by the Spurn Lifeboat.
The first lifeboat was stationed at Spurn Point on October 29th 1810. The cost of this boat was met by subscription set-up by the Brethren of Hull Trinity House who were to manage the boat and appoint the Master and Mate. The crew would be made up from the men of Kilnsea. The lifeboat then was a ten-oared boat and carriage costing £284.4s.0p, Trinity House of Hull, Lloyds of London and the Corporation of the City of Hull paid £50 each, the rest coming from subscription.
The above is an extract from their web site. Use the link for a more in depth view.
Ravenspurne of the past stood on the banks of the Humber, within Spurn Head, at a place now covered by the Trinity Sands. The old chronicles show that it was a town of some importance, as it was called upon to send Members to Parliament, but in 1361 the inhabitants were driven away by overwhelming floods, and sought shelter in Hull and other places. At Ravenspurne in 1399 Henry Bolingbroke, Duke of Lancaster, landed afterwards Henry IV, in 1471. This event is mentioned by Shakespeare in Richard II. "Away with me in post to Ravenspurg: but if you faint, as fearing to do so, stay, and be secret,and myself will go" Act, Scene 1. and in King Henry VI :- "What then remains, we being thus arrived from Ravensburg haven, before the gates of York but that we enter, as into our dukedom" Act 4 Scene 7. Again in the same play we read, "The banish'd Bolingbroke repeals himself, and with uplifted arms is safe arriv'd at Ravenspurg."
Ravenspurn in the time of the Saxons and Danes became a flourishing port, variously called Ravenser, Ravensburg and Ravensrode, and was totally ingulfed in the ocean, on the east side of Spurn head, or in Trinity sands within the mouth of the Humber, about the close of the 14th century.In 1357 the tides of the Humber flowed higher by four feet than formerly, and the merchants of Ravenspurn removed to Hull, having lost all hope of preserving their ancient burgh from the fury or the waves. Ravenspurn sent a member to Parliament from the reign of Edward I to that of Edward III and in the former reign, it was constituted a free burgh, with a market and fairs. In 1332 Edward Baliol embarked here for Scotland, being encouraged by Edward III in his claim to the Scottish Crown. Among the merchants who left Ravenspurn for Hull, was the wealthy family of De la Pole, as has been seen in the early history of the latter port, which began to rise when Ravenspurn began to fall. The last great historical event witnessed at Ravenspurn, was the landing of Henry Bolingbroke. Duke of Lancaster, who deposed Richard II and ascended the throne as Henry IV. After Bolingbroke had disembarked with his followers from France, he found that a hermit or priest had begun to erect a chapel or oratory here, to whom he afterwards granted 'sea wrecks and waifes, and all other profits and advantages accruing upon the shore, for two leagues round the place, for ever'. A succeeding hermit, Richard Reedbarowe, erected a pharos or tower, for the preservation of the lives of persons navigating the Humber, a light being placed upon it at night.To assist the hermit in completing this laudable work, a duty of 1s was levied on every ship of 120 tons and upwards, 8d on every vessel of 100 tons, and 4d on every vessel of a less burden, coming from the sea into the Humber, which rates were to be received by the Mayor of Hull, for ten years, from the date of the patent, in 1428. In 1682, Justinian Angel Esq. obtained a patent for erecting a light house at Spurn Head.(History, Gazetteer and Directory of the East and North Ridings of Yorkshire. 1840.William White)
Ravenspurn. In 1296, Edward I in his return from his famous Scotch expedition (in which he had acted as he arbitrator between Bruce and Baliol) was so stuck with its situation, that he built the town and granted a very indulgent charter, replete with many privileges, making it a free borough under the jurisdiction of a warden, who had power of gaol delivery, with judgment of life and death, fairs, markets etc. In the latter end of the reign of Edward II the government was changed to that of a grand bailiff, as a more honourable jurisdiction.In the reign of Edward III flourished William del la Pole, head of the family of the earls and dukes of Suffolk, when the government was again changed to a mayor and four bailiffs. De la Pole was made first mayor of Hull in 1332. In 1399, when Henry IV landed at Ravenspurn he was denied entrance into the town. (The Travellers Guide or English Itenerary. W.C. Oulton. 1805.)
It was called by differrent names by various authors Ravenser, Ravensrode, Ravenspurne and Ravensburgh. (The Raven being the national emblem of the Danes.) Ravenser or Ravenspurne does not seem to have had a very long life, about 150 years but it was here that Edward, afterwards Edward VI landed with an army of 2,000 men in 1471, proceeding to York via Beverley.(Yorkshire Herald 1900)
One of the bells from Ravenspurn still hangs in the belfrey of Easington church and two others were sold to Aldborough Church. Possibly they are still there. (Hull Daily Mail 1909)
In 1390, Ravenspurn, which returned two members to parliament, had supplied ships to the King's Navy, had an annual fair of thirty days and two markets a week, is mentioned a least twice by Shakespeare, and saw passing through the streets of several kings, had become just a few ruins waiting for the next high tide to carry them away to the under sea resting place of all its former glory. The dead from its graveyards were carried away by the Abbot of Meaux for reburial at Easington, its cross was set up at Hedon, its church bells taken to Easington and Aldbrough, and its merchants, including the famous De la Pole, departed to Hull and Grimsby. Other lost villages nearby include Old Kilnsea, the church of St. Helen, which on August 3rd 1826 fell down the cliff into the sea. Further north the villages of Out Newton, Hoton, Northorp, and Turrmarr had disappeared by the 14th century. (Hull Daily Mail 1933)
Further reading 'The Lost Towns of the Yorkshire Coast' by Thomas Sheppard.
Life-Boat.
Trinity House, October 9th, 1810.
‘The Merchants, Underwriters, Ship-owners and Inhabitants in general of this town and neighbourhood, are respectfully informed, that the Life Boat intended to be stationed at the Spurn, is arrived; and for the inspection of such Gentlemen as may wish to view her, will remain some days near the Floating Gate, at the lower end of the Humber-Dock; after which she will be sent down to her station. And as the Sums already fall very short of the cost of the Boat, with its carriage, materials, &c. in order, therefore, that this necessary Work may be permanently established, and the Fund prepared to meet the consequent incidental Charges that must occur, in Repairs of the Boat and its Materials, and other matters – in Excitements to the Crew to practise the Boat at all opportunities, when the surf and sea run high – in Rewards to them for their exertions in extreme cases – and in Pensions to them, their Wives or Children, if they suffer in the service – this Corporation take leave to solicit the patronage and support of the Public in general, and for this purpose Subscription Papers are left at the Banks, also at the Custom-House, Exchange, and News-Room.
August 1862 – It is now only a very short time since efforts were first made for procuring a lifeboat for Withernsea. This portion of the coast is very dangerous in stormy weather and a lifeboat has long been needed in the interest of humanity. The storm which visited the north-east coast of Yorkshire towards the close of 1861 sufficiently attested the great need there was for a lifeboat at Withernsea. Vessels were drifted from the Bridlington Bay as far as Withernsea, where they were stranded with no help from the shore. We are therefore glad that so little time has elapsed between the movement being set on foot and its completion. In a very short time the necessary funds have been raised for establishing a station at Withernsea and Miss Lechmere, a philanthropic lady in Worcerstershire, most generously came forward at her own expense provided £300, the sum required for the purchase of a boat suitable for the wants of Withernsea. The boat house has been erected, the crew engaged and diciplined. The Yorkshire coast has now nine boats stationed upon it - Hornsea, Bridlington, Filey, Scarborough, Whitby, Saltburn, Redcar and Middlesborough. The North Eastern Railway Company laid on numerous special trains for the visitors. The lifeboat was mounted on a proper transporting carriage. It is thirty four feet long and seven foot wide and rows six oars single banked or twelve oars double banked. The crew numbers fourteen, each of who has a life belt. The boat was built by Messrs Ferrrestt, of Limehouse, and the carriage was built by Mr. J. Robinson of Kentish Town, London. The christening was performed by Miss Champney. A bottle of wine broken over the boat's stem and was witnessed by 15,000 or 16,000 persons. The lifeboat was rowed out under the direction of Captain Ward towards the 'Zebra' which was moored a few hundred yards from the shore and carried 700 passengers from Hull.
December 1865 – Launch of the Pontefract and Goole Lifeboat – 'On Wednesday a new lifeboat, destined to be placed at the mouth of the Tyne, and the funds for which have been contributed through the joint exertions of the inhabitants of Pontefract and Goole, was launched in the river Aire at Ferrybridge. The boat, manned by a crew from Knottingley, was escorted, in procession, by the Mayor and Corporation of Pontefract to Ferrybridge, where Lord and Lady Houghton, Earl and Lady Cathcart, Lord Galway, and a party of distinguished visitors were in waiting to receive it; and the boat was launched in the presence of some thousands of people, after having been christened ' the Pomfret and Goole' by Lady Houghton.’
September 1884 - A new lifeboat the 'George and Jane Walker' was launched at Barmston, where it will be stationed, the boathouse being built close to Barmston Drain. The boat was manned by twelve Bridlington fishermen, under the charge of Captain Carter, the District Inspector of the National Lifeboat Institution. It will belong to the Bridlington Quay Station and the boat will be worked by men of that place. The boat and house have cost about £1,000.
July 1901 at the annual Royal National Institution event at Gainsborough the lifeboat 'Busbie' was launched on the Trent in the presence of several thousand people.
January 1903 – ‘Messrs. Earle’s Shipbuilding Co. Hull have just completed a new lifeboat, built to the order of the Hull Trinity House for work at Spurn. She is a little larger than the old boat, which is now very much out of date and deficient in buoyancy. The dimensions of the new boat are 34ft 6in,by 9ft 10in, by 4ft 6in, and she is teak planked with oak framing, whilst the outside is sheathed with copper from the keel up to a few inches above the water line.’
November 1926 – ‘With the presence of the 'City of Bradford' at Spurn Point this renders the Easington LifeBoat superfluous. Built 1911 it is a surf boat, self righting, draws only two foot of water and is the last of its class to be built. Since it arrived in 1913 it has answered calls from 19 vessels and has taken off 28 men from vessels in danger.' ’
Light House and Ships.
Spurn Light House.
There is the record of a lighthouse at Spurn which was built by the Hermit of Ravensporne in the reign of Henry IV and a patent to levy toll for it was granted in 1428.
January 1837 Notice is hereby given, that the Master Wardens and Assistants of the Trinity House of Deptford Strond, acting under the provisions of an Act of Parliament passed in the 7th year of the Reign of his present Majesty King William the Fourth, intriuled An Act for vesting Lighthouses, Lights and Sea-marks, of the Trinity House of Deptford Strond, and for making provision respecting Lighthouses, Lights, Buoys, Beacons and Sea marks and the Tolls and duties payable in respect thereof are willing to agree with the owners of and persons interesting in or by Law capacitated to sell, the Lighthouses erected and being near the Spurn Point at the Mouth of the River Humber and the land whereon the same lighthouses respectively stand, and all and every of the buildings, lands, or occupied for the purposes of the same and fixtures, apparatus and furniture thereunto respectively belonging, and the Tolls or duties payable in respect thereof, and all rents, rent charges Annuities or payments charged.
September 1895 The long, low, sandy peninsula known as the Spurn Point, which throws a protecting arm partly across the estuary of the Humber. As far back as 1675 two leading lights, one on a tower, the other on a platform upon the ground, were shown from this point to direct navigation into the Humber and to warn vessels against approaching the point too closely. In those early days the lights consisted of coal fires maintained in buckets or cradles of iron suspended from beams and hoisted up or let down at pleasure. owing probably to the shifting nature of the foundations it became necessary in 1776 to build a new tower, the work was placed in the hands of the eminent engineer John Smeaton, whose reputation was then at its height as he had completed his tower on the Eddystone in 1759. Instead of building a lighthouse on a rock he had at Spurn to set one up on a sandy foundation. He appears to have constructed an artificial base by driving in four circles of wooden piles, ramming down the sand in the interspaces, and at the top placing a platform of stone about 12 inches deep with the object of consolidating the whole foundation. Upon this substratum Smeaton built his tower of brick, the blazing coal fire being shown there from until 1819, when the lantern was erected and an oil light substituted for the smoky flames of the open fire. With various improvements from time to time the oil light has been exhibited from this tower up to recent times, but in 1892 a committee of Elder Brethren of the Trinity House visiting the lighthouse observed some cracks in the tower and inquiry of the keepers brought out the fact that at times there was a very sensible oscillation of the structure. The Trinity House engineer, Mr. Thomas Matthews (who suceeded Sir James Douglas) made a careful examination of the building and found evidence of settlement, due probably to the decay of the wooden piles beneath. This great tongue of land appears to be practically saturated with water at flood tides, which flows out with the ebb, and as the rise of the tide at this point is 18 3/4 ft it is easy to understand that the subterranean action of the water is very considerable. The idea which seems to have influenced Mr. Matthews in preparing his designs for the new tower at the Spurn is that he should make an artificial rock upon which his lighthouse should be erected. The design consists in the sinking of 21 concrete cylinders, each 22 ft in depth and 7ft in diameter, with a circular area of 1,256.6 square feet and 40 ft diameter. The interspace between these cylinders are filled in with concrete of a slightly different texture to that of which the cylinders were made, the latter being somewhat closer and harder. The whole forms a complete mass, affording no facilities for the development of extensive cracks or weak places and practically constituting a solid rock through which no water can perculate, and resting on a subsoil of compact gravel. Upon the foudation of the concrete cylinders the new lighthouse tower has been built of blue vitrified bricks from Staffordshire, over 300,000 of which have been used, and is 26 ft higher than that of Smeaton. In the basement of the tower provision is made for storing 8,000 gallons of heavy mineral oil, the tanks are lined w2ith lead to prevent leakage, and the oil is pumped up to the service room at the top of the tower as required. The whole weight of the tower is 3,020 tons, the wall at the base is 5ft 6 in and at the top 2ft 9 3/4 inch in thickness. The opportunity has been taken greatly to improve the light to be shown from this station, also to render unnecessary the maintenance of the low lighthouse. The main light is increased in power, so that it will in thick weather exhibit a flash equal to about 180,000 candles and in clear weather about 120,000 candles. The old light at its best gave a flash of the value of 7,500 candles only. A new eight wick Trinity House burner is installed in focus of a six sided rotating lenticular apparatus, each side of which consists of a hyper-radial lens with concentric segments, subtending a vertical angle of 80 degrees and a horizontal angle of 60 deg, the actual height being 7 ft 3 in and the width 5 ft. From each of these panels the flash issues and the whole sexagon is timed to rotate by clockwork so that a white flash of two seconds duration is shown every 20 seconds, thus giving three flashes in a minute, the dark interval being 18 seconds. The range of the light in clear weather is increased two miles by additional elevation. The subsidiary lights are shown from lower windows in the tower, one white fixed light of 12,000 candle power up the Humber, one white fixed light of 8,000 candle power to show over the Chequer shoal and one red fixed light of 4,750 candle power to cover the Sand Huile Buoy. Local navigators will fully appreciate these special guides, particularly the trade into Humber, while passing navigation will effectually feel the benefit of the improved main light. The lantern and illuminating apparatus were made by Messrs. Chance Brothers of Birmingham. On Thursday night two Elder Brethren Captain Barlow and Captain Stewart R.N. in company with Mr. Thomas Matthew were present at the lighting up of the new burners and afterwards proceeded to sea in the Trinity Steamer 'Vestal' to verify the incidence of the subsidiary lights in the directions advertised and to observe the effect of the splendid new light now established.
1855 - 'Vestal' Iron Paddle Steamer, official No.26651, August 1855 registered London, 182 x 24 x 13 ft, 207 tons, 180 h.p. 1865 for Corporation of the Trinity House of Deptford Strond. 1970/1900 for Corporation of the Trinity House, Tower Hill, London. 1900 broken up.
September 1895 It is in the highest degree unfortunate that the heavy sea running to-day will prevent the ceremony of 'opening' the new lighthouse on Spurn Point this evening from being the interesting function that had been hoped. One of London Trinity House yachts, the 'Vestal', proceeded from London yesterday for Spurn; but so fierce a sea was running that Captains Stewart and Reading were compelled to go overland to the lighthouse to-day. Mr. F. B. Grotian, Chairman of the Humber Conservancy Commisioners, would have been present to-night had it been possible to make Spurn.
1901 Principle Keeper was Robert Fearman Hurob and his wife and daughter. Assistant Keeper Samuel Charles Westcott, his wife and cousin.
Kings Lynn Light Ships.
September 1878 - A large crowd watched the 'Spindrift', which had been chartered to tow the new Bar Flat Lightship into position.
October 1880 - John Hartly Maver of the sloop 'Endeavour', 40 tons, which left Lynn with a cargo of sand for the Humber, when she reached Skegness she had to put back to Lynn because of the weather. The vessel sprang a leak and the Captain and two hands took to the Sloop's boat and reached the Bar Flat lightship.
August 1884 - The Local Government Board are informed the steamer 'Alphonso' sailed from Marseilles for Lynn, having left a man behind suffering from cholera. On the vessel's arrival, on Friday, she will be boarded by the medical port inspector, and unless she passes examination satisfactory she will be moored between the Bar Flat Lightship and Whiting Beacon until the quarantine be removed.
1901 Bar Flat Lightship. Mate in charge William Peter Little, George Cresey lamplighter, John Telgate, A.B. Seaman.
For years a large chinese gong was used as a fog signal on the Bar Flat Lightship, now residing in the King's Lynn Museum.
Humber Light Ships.
1871 - Middle Lightship 100 tons registered Hull. William Mudd Master, W.W.Morton, J.W. Stanford, T. Clark A.B. Seamen.
1891 - Hessle Lightship Hull. John Lane, Master, William Lane , Mate.
1891 - Spurn Lightship 150 tons registered Hull. George Godsiff, Master and a crew of seven .
1891 - Lower Whitton Lightship. Frank Barley and James Andrew, Light Keepers.
1891 - Lynn Well Lightship 156 tons. George Rics, Master and a crew of six.
May 1896 - The Haisborough Light Vessel will shortly be transfered to the Spurn Station and the fog signal on this vessel will be a great improvement on the signal now on board the Spurn Light Vessel, while the intensity of the light will be increased from 11,000 to 20,000 candles.
1901 Spurn Lightship. Master William Wyness, two lamplighters, two fog signal drivers and two A.B. Seaman.
1901 Bull Lightship. Under repair Master Mr. Moore.
January 1903 – ‘Messrs. Earle’s Shipbuilding Co. Hull have just completed a new lifeboat, built to the order of the Hull Trinity House for work at Spurn. She is a little larger than the old boat, which is now very much out of date and deficient in buoyancy. The dimensions of the new boat are 34ft 6in,by 9ft 10in, by 4ft 6in, and she is teak planked with oak framing, whilst the outside is sheathed with copper from the keel up to a few inches above the water line.’
November 1909 - A new lightship which is to be placed at the mouth of the Humber, near Spurn, in place of the present Bull light, has been completed by Messrs Earle. It has been built for the Humber Conservancy, at a cost of £5,000 and its incandescent gas burner is one of 4,000 candle power. A crew of five will man the vessel.
April 1927 - The Humber Conservancy Board were constructing a new lightship for the station occupied by the Newsand Light and Whistle Bouy at the entrance of the Humber.
October 1927 - Built by the Goole Shipbuilding and Repairing Co. Ltd. and to the order of the Humber Conservancy Board, the Lightship Spurn left Goole on Friday for Hull. The vessel has been specially designed and is equipped with the lastest lighting apparatus, submarine signalling, and wireless equipment, 93 x 24 x 14 ft, and it is claimed that when placed at her station in a few weeks time she will be the most modern lightship on service in the British Isles.
November 1927 a new lightship is to placed at the entrance to the Humber in a position approximately four miles south east of Spurn Point. The new vessel will effectually bridge the distance between the Humber light vessel situated 8 1/2 miles from Spurn Point and the Bull light vessel, which is just inside the Humber. The lightship will be manned by a master and five men.
December 1935 (and every Chritsmas time) - The Bull Lightship was our last calling place on a 50 miles voyage from Hull down the river to deliver Christmas parcels to the lightships. on the deck of the 'Queen' a Hull Conservancy Board Steamer, we carried a small but important cargo of Christmas fare. There were plum puddings and cakes, ginger nuts and tobacco, and many other good things, delivered by the Port Chaplain of Hull, Rev Frederic Matthews. The crew of the 'Queen' regularly visit the 30 floating lights that beckon the ships coming into Hull, Grimsby and Goole. (December 1953 - Christmas hampers were presented by Mr. Frederick Franklin, the Missions to Seamen, Hull. The Hull Port Chaplain, the Rev R. J. Barnes, took Christmas fare to the three Whitton Light vessels. (December 1953 - Christmas hampers were presented by Mr. Frederick Franklin, the Missions to Seamen, Hull. The Hull Port Chaplain, the Rev R. J. Barnes, took Christmas far to the three Whitton Light vessels.)
January 1938 - The Marine Committee had discussed the desirability of providing a manned lightship in substitution for the unattended Middle Light float off Grimsby and instructed the engineer to consider the subject of building a new lightship.
Vessels Wrecked 1700/1835 associated with the Humber.
Lilly, Leeds, from Memell to Hull is ashore on the Lincolnshire coast with four feet of water in the hold. March 1759.
Betsey, of Selby from Sunderland laden with glass, tar and coal driven on shore at near Ringbrough, Holderness and cannot be got off, the cargo is landed. November 1813.
Caledonia, from Hull. to Goole wrecked Goole roads, 23rd November 1832, crew saved.
Lowther, Steamer from Yarmouth to Selby wrecked Dudgeon, 1832.
Eliza, from Colchester to Hull, Captain Conway not heard of, sailed 11th December 1833.
John & Thomas, Captain Spencer, from Hull to Emden wrecked at Borkum December 11th 1833, crew saved..
Margaret, Captain Davison, from Hull to Ostend unheard of since 1st december 1833
Tay, Captain Farrell, from London to Hull, wreaked Corton Sand, 20th February 1833, two drowned.
Huddersfield, Captain Bolton, from Hull to London, wrecked on Rose Sand 1st April 1833, crew saved.
Gratitude, Captain Dick, from Glasgow to Hull, wrecked at Islay Sound 7th July 1833, part cargo saved.
Anna Maria, Captain Leban, from Hamburgh to Hull wrecked at Tershilling, 1st September 1833.
Chance, Captain Nicholson, of Goole, wrecked near Filey 31st August 1833, crew saved.
Reaper, Captain Bryan, from Hull, wrecked near Filey 4th September.
Ingria, Captain Wilson, from Hull, wrecked Davis Straits, July 1833.
Mulgrave Castle, Captain Connor, from Pedicoddiac to Hull, wrecked Humber, 2nd October 1833, crew saved.
Oscar, Captain Jones, from Stettin to Hull, not heard of since 9th June 1833.
Petersburgh, from Hull not heard of since September 1833.
Lark, Captain Thompson from Hamburgh to Hull, not heard of since August 1833.
Vessels Wrecked 1836/1837 associated with the Humber.
Civilian, Captain R. Lawson, from St. John N.B. to Hull wrecked at sea 29th November, abandoned.
Fanny, from Hull wrecked C. Norfolk
Triune, from Goole wrecked C. Norfolk
Violet, Captain Calder, from Cadis to Hull wrecked Trepasses, 1st November, crew lost except one.
Cavalier, from Hull wrecked at sea, abandoned.
Pride, Captain Bennet, from Mirimichi to Hull, wrecked at sea December 12 lost.
Sincerity, from Hull, wrecked on hard sand 18th February, crew lost.
Susannah, Captain Ward, from Goole wrecked off Wainfleet 9th February, crew saved.
Bride, from N. America to Hull wrecked at sea 2 January 2 saved.
Clingard, from Goole to London, wrecked at Gunfleet 10th March, crew saved.
Columbus, from Quebec to Hull not heard of since 25th November.
Woodman, from Quebec to Hull not heard of since 25th November.
Zephyr, from Quebec to Hull not heard of since 25th November.
Ranger, from Waterford to Hull anti coasting considered wrecked
Vessels Wrecked 1840/1841 associated with the Humber.
Campion of Liverpool, Captain Cuppon, en route from St. John to Hull wrecked Hasbro November 14th, crew saved.
Emerald en route from Gainsborough to Bathhurst, wrecked Etaples.
Oak of Hull, Captain Tree en route from London to Hull, wrecked at Caistor November 22nd.
Perserveramce of Grimsby, Captain Wentworth, wrecked Northsound November 13th.
Rambler of Hull, Captain Parrott, en route from Hull to Lynn, wrecked Sandhall November 13th, crew saved.
Rover of Goole, Captain Sawyers, en route from Whitby, wrecked Shields.
Silva of Clay, Captain Jarvis, en route from Goole to London, wrecked Yarmouth November 23rd, crew saved.
Union of Hartlepool, Captain Oates, en route from New York to Hull, wrecked Holme S. November 14th, crew saved.
James Audas of Goole, Captain Bromhead, en route from St. Petersburg to Hull, wrecked Ystadt December 1st, crew saved.
Unity of Goole, Captain Shooter, en route from Goole to Lynn, wrecked R.M. Sand December 17th, 2 drowned.
Francis Lawson of Hull, Captain Barker en route from Nova Scotia to Liverpool abandoned November 28th crew saved.
Linnet en route from Gefle to Hull, wrecked Gothland November 26th.
W.Symington of London, Captain Huest, en route from Hull to London foundered December 29th crew saved.
George of Sunderland, Captain Ripon en route from Hull to Stockton wrecked Tees Bar January 9th, 3 drowned.
Robert of Goole, Captain Gledman en route from Goole run foul of January 22nd, crew saved.
Admiral Benbow, Captain Bruce en route from Hull to Campo B., wrecked at B. Funday May 9th, crew saved.
Hirondelle, iron steamer, Captain Wilson en route from Hull to Selby, collision March 9th crew saved.
Isabella of Hull, Captain Dickenson en route from Calcutta to Australia wrecked Kings I December.
Premier of Sunderland, Captain Mildrum en route from Petersburg to Hull wrecked I. Faro June 10th crew saved.
Romp of Hull, Captain Rounding en route from Hull to Hamburg, wrecked off Cromer September 4th crew saved.
St. Mary of Hull, Captain Gruby en route from Quebec to Hull wrecked Pentland Aug 21st, crew saved.
Vessels Wrecked 1842/1843 associated with the Humber.
Belle, of Hull, Captain Simpson, from Petersburg wrecked Faro R, October 12th crew saved.
Juno, from Hull to Stettin wrecked Northsea, December, crew saved.
Lion, Captain Walker, from Wyburg to Hull, wrecked Norway December 2nd, crew saved.
Amity, of Hull, wrecked Norway January 4th.
Carolina, from Gottenburg to Hull, wrecked Marstrand January 5th, crew saved.
H. Stewart, of Hartlepool, Captain Berry, from Liverpool to Hull, wrecked Somerset, February 4th, 3 drowned.
Wave, of Montrose, Captain Mearns, from Riga to Hull, wrecked Domesness December 14th, crew saved.
Andrew Marvel, of Hull, Captain Chambers, from Hull to St. John, abandoned October.
George, Captain Craig, from Arbroath to Hull, wrecked Filey October 28th, crew saved.
Tartar, of Hull, Captain Seaton, from Archangel, August 30th.
Loss of the 'Pegasus' Steamer (July 19th 1843)
“Another appalling steam – boat disaster has taken place, near the spot where the Forfarshire, was wrecked a few years ago, and where the late Grace Darling so heroically distinguished herself by saving five lives at the imminent risk of her own. By the present disastrous occurrence no fewer than fifty human beings have been suddenly deprived of life. The Pegasus, which has plied between Leith and Hull for several years, left Leith harbour on Wednesday afternoon. She sailed with sixteen cabin passengers booked, and possibly one or two more may have gone on board without booking, as is the case on the sailing of coasting steamers. She has also twenty steerage passengers, and a crew of a dozen, in all forty-eight or forty-nine at the lowest computation. The vessel sped on her way till midnight; just when the watch was changed, the Captain being on the bridge, taking a look about him before he turned in. She struck on a sunken rock inside the Ferne Islands, near what is called the Golden Island, (Holy Island the ancient Lindisfarne) forms a continuation of the main land of Northumberland at ebb of tide, and becomes insulated at flow.
The rock on which the Pegasus is supposed to have been wrecked, is called the Goldstone – a well known object, situated about two and half miles east, or seaward from Holy Island. It is seldom or never left uncovered by the tide; is well known to, and anxiously avoided by, our coasting navigators in working through the Fairway, or channel between the Ferne group and the main land – a channel generally preferred to the open sea by masters of vessels as a shorter cut; but never so preferred (especially at night) without incurring a risk, which infinitely counterbalances any saving of time thus acquired. Her head was turned towards the shore, but she did not proceed many hundred yards when the water rushing in, extinguished the fires, and almost immediately the vessel sunk. Finding the vessel sinking rapidly, the was a rush to the boats, which were swamped.
The Martello steamer, belonging to the same company, on her voyage from Hull, descried the wreck about five o’clock on Thursday morning. The first object which attracted the attention of Captain Blackwood was a boat with a man in it, drifting with the tide, and soon after a body floated past. This made him aware that some accident had occurred in the vicinity. On coming up to the boat, which was almost full of water, the mate of the Pegasus was found in it, nearly insensible from cold and exhaustion. A person of the name of Baillie, a passenger returning to Hull, was taken from a sort of haych, on which he was afloat; a young man of the name of Hillyard, another passenger from the neighbourhood of Hull, and one of the crew, were discovered holding on the mast – the vessel had sunk in about six fathoms water. Six persons in all were saved – namely, we believe to Leigh in the Martello. Three of these were females. One appeared a middle-aged married woman, apparently pregnant; she was attired in a dark checked gingham dress, a Leghorn bonnet, and black hard-spun woollen mantle. Another was a Miss Barton, who had in her arms, when found, a child a few years old. The third seemed considerably advanced in life and was nearly undressed. The other bodies were those of the second engineer or fireman, a very stout man, whose forehead bore the mark of of a violent contusion; a lad apparently 12 or 14 years of age, dressed in a black vest and trousers and a rough brown Petersham surtout; and a third was the child found in the arms of Miss Barton. These bodies, on arrival at Leigh, were placed in shells and conveyed to South Leigh church till claimed by the relatives. Among the victims was Mr. Elton, late of the Royal Theatres. Captain Brown had great experience in the navigation of the coast, having sailed many years as commander of one of the Leith and London smacks. He was considered an excellent seaman.
From all we can learn there must have been about sixty persons on board, including the crew, and only six of them have been saved. The vessel now lies in the Fairway between the Ferne Islands and the English coast, about six feet of her mast appearing above water at half tide. It would seem the accident occurred nearly about the perio of ebb. Mr. Pringle, a gentleman in the emp-lyment of the company, has been despatched to take charge of the bodies that may be recovered. It may be improper to state, that most of the facts have been gleaned from parties officially connected with the company, who seem desirous of affording every information upon this unfortunate subject.
The ill-fated vessel, it appears was built at Glasgow, in the year 1835, and was somewhat noble-looking steamer; she was 130 tons burthen, old measurement, and had two engines of 40-horse power, and was commanded by a most experienced man, Captain Brown, of Hull. Her crew and engineers consisted of about fifteen individuals. She was the property of the Hull and Leith Steam-packet Company, which bought her out of the Newcastle trade.”
1852
January 4th 'George' of Grimsby, Sloop with a cargo of seed sunk Newcombe Sand.
January 8th 'Rambler' of Gainsborough, Sloop en route from Ipswich to Goole bulwalks washed away, filled and sunk off Dungeon, off the Humber.
January 8th 'Spring' of Hull, with 4 men onboard en route from Middlesborough to Southwold stranded on Southwold Bar. Crew saved by Manby's mortar.
January 10th 'Humility' of Selby, Schooner of 82 tons with 4 men onboard en route from London to Selby with a general cargo was wrecked in winds S.S.E. off Yarmouth.
January 11th 'York' of Goole, Schooner of 93 tons with crew of 5 en route from Goole to London carrying coals was in collision off Harwich and wrecked, Crew saved by a smack.
January 21st 'Fanny' of Hull, Schooner of 51 tons with crew of 3 en route from Rouen to Newcastle in ballast foundered off Aldborough having struck a sunken wreck.
February 3rd 'Lady Anne' of Inverness, Schooner of 58 tons and a crew of 4, en route from Goole to Sunderland with a cargo of salt founded off Flamborough Head after collision with the Brig 'Curlew' wind force 5 North Westerly.
February 12th 'Waterloo' of Hull, a ship of 391 tons en route from Shields to New York foundered off the Start. Run into by a foreign barque; crew saved. Wind force 10 from the South.
February 14th 'Mary Ann' of Goole a Sloop of 54 tons and crew of 3 en route from Goole to London with a cargo of shoddy, took fire in the Wallet, was scuttled off Walton Nare, Essex afterwards got into Wivenhoe. wind force 9 N.N.W.
February 21st 'Coke' of Wells a Sloop of 42 tons and a crew of 4 en route from Goole to Wells with coal, stranded off Wells Harbour. Obliged to discharge, afterwards repaired.
February 23rd 'Pizzarro' of Laurvig, a Brig of 130 tons, en route Gefle to Hull with a cargo of Deals & Iron abandoned with a loss of 3 lives. Picked up off Lowestoft and towed into Harwich. Crew taken to Cuxhaven.
March 13th 'Rival' of Wisbeach, a Sloop of 58 tons en route from Gainsborough to London with a cargo of stone abandoned off the Dungeon, Humber having sprung a leak wind force 8 N.N.E.
May 1st 'Asia' of London a Brig of 250 tons and a crew of 7, en route from Hull to London with coal wrecked at North Yarmouth, Holme Sands. Winds force 8 N.E.
May 21st 'Emmanuel' of Goole a Brig of 111 tons and a crew of 6, en route from Goole to London with a cargo of stone stranded on Hasbro' Sands, Norfolk. Crew saved hazy weather. Wind force 7 N.N. E.
August 15th 'Two Johns' of Goole a Sloop of 53 tons and a crew of 3, en route from Goole to London with coal stranded on Buxey Sand, entrance of Thames. Crew saved and was got off again. Wind force 10 E.S.E.
September 16th 'Mary' of Whitby a Schooner, en route from Goole to Dover with a cargo of stone, standed on the beach at Palling, by stress of weather. Wind force 10 E by N.
September 28th 'Hannah' of Goole a Sloop of 53 tons and a crew of 3, en route from Goole to Shoreham with coal, driven ashore at Shoreham by stress of weather. Was got off with much damage. Wind force 6 Southerly.
October 3rd 'Ocean Witch' of Hull a Schooner of 136 tons and a crew of 7, en route from London to Hull with a general cargo, stranded on the Gunfleet, assisted off with damage, and ver leaky. wind force 7 W.N.W.
October 4th 'Waterhen' of Goole a Sloop of 38 tons and a crew of 2, en route from Skelton Pike to Deptford with a cargo of timber, wrecked on the Whiting Sands with a loss of life. Wind 19 S by W.
October 5th 'Catherina' of Norway a Schooner of 70 tons and a crew of 5, en route from Hull to the Forth in ballast, struck on the South Carr near Berwick and went to pieces and wrecked. Wind force 9 N.N.E.
October 10th 'Elizabeth Ann' of Hull a Billy-boy, en route West Stockwith to Lynn, stranded on the sands at the mouth of the Humber. wind force 5 Northerly.
October 27th 'Amelia' of London a Schooner of 152 tons and a crew of 6, en route from Villanova to Hull with a cargo of fruit, stranded on Hasbro' Sand and abandoned afterwards, found to be on fire, crew saved except one by own boat and fishing lugger.
October 27th 'Victoria' of Uleabourg a Barque of 250 tons and a crew of 14, en route from Uleabourg to Grimsby with a cargo of deals, wrecked near Blyth. Wind force 10 E.S.E.
October 28th 'Manly' of Berwick a Schooner of 70 tons and a crew of 5, en route from Berwick to Hull with grain, wrecked on Ross Sands near Holy Island. All lost, crew took to their own boat and she upset. Wind force 10 Easterly.
October 28th 'Stevens' of Ipswich a Sloop of 100 tons and a crew of 4, en route from Ipswich to Gainsborough with barley, wrecked near the Rose Sand, Saltfleet, Lincolnshire. Wind force 9 E.N.E.
October 28th 'John & Rebecca' of Goole a Billy-boy of 42 tons and a crew of 3, en route from London to Hull with a cargo of turpentine, stranded on the Sand Hale near Donna Nook, was got off November 9th damaged. Wind force 9 E.N.E.
1857
September 4th 1857. - The sloop ‘Maria’ of Goole was during a fresh breeze, wrecked on Longsand. Mr. WILLIAM LEWIS, master of the smack ‘Tryall’, of Harwich, and his crew of 4 men, put off, amidst considerable danger, in the smack’s boat, and rescued the sloop’s crew of 3 men. – reward, second-service clasp and £1 to Mr. LEWIS, and £4 to his crew of 4 men.
1st Oct 1857 - A Solitary Voyager – The schooner ‘Happy Return’ which left Sunderland with coals, was sometime since towed into Dundee by the Hull steamer ‘Queen’, with only one hand (a lad named William Charlton) on board. It seems that after leaving Sunderland, the schooner encountered a heavy gale and lost her main boom; had her sails split, and her bulwarks carried away. Her crew got on board a foreign vessel near the South Bell Light; but for some reason left the lad on board. After the crew left the boy in the leaky and disabled barque, in a rough and stormy sea, it appears he had pumped her and kept her before the wind until exhausted with his efforts to keep the crazy craft afloat, he went below to bed after securing the wheel, and slept soundly for several hours. He was awoke by the steamer coming alongside. When the schooner was got into Dundee, it was ascertained that she was making 3 ½ inches of water an hour.
November 8th 1857. - The schooner ‘Hope’ of Goole, was wrecked on the Longsand during squally weather. The master and crew of the smack ‘Tryall’, of Harwich, put off in the boat and rescued the crew of 5 men. – Reward, £3.
1861
1860-1861. - Sloop 'Three Brothers' of Goole.
November 10th 1861. - Schooner 'Mary Anne' of Goole wrecked on Rottingdean in a southerly gale.
1862
March 20th 1862 - The sloop ‘Emerald’ of Hull, stranded, during a E.S.E strong wind, on Blakeney Sands. Two shore-boats put off and saved the crew of 5 men. – Reward £10.
October 19th 1862 - Schooner 'Thrifty' of Goole wrecked at Long Sand, Harwich, weather S.W. gale thick saved by smack 'Paragon' of Harwich. - December 4th 1862 – Voted the Silver medal of the Institution, and £3 to Mr. Thomas King, master of the smack ‘Paragon’, of Harwich and also £3 each to his crew of 6 men, for their long and intrepid exertions, extending over two days, in rescuing, during a gale of wind and thick weather, 4 out of 6 persons from the schooner ‘Thrifty’, of Goole which on the 19th October, foundered on the Long Sand. This was one of the most daring and persevering cases of saving life on record. It appeared that on the evening in question, the ‘Thrifty’ took the ground on the south-west end of the Long Sand, it then blowing a gale from the S.W. About noon on the following day (Monday), the smack ‘Paragon’ having sighted the wreck, closed with her and tried to get the crew off, but after two attempts, in both of which the boat failed and was nearly swamped, the smack was obliged to give it up. She then tried to give assistance by running seaward of the sand, but in doing so she shipped a sea, and was obliged to run for Harwich, where she arrived about 10pm. On Tuesday, about 1am, the crew having got dry clothes and some refreshment, started again and reached the vessel about daylight, and about 9 o’clock succeeded in rescuing the shipwrecked crew. A third day was partly occupied in getting the body of the mate’s poor wife from the wreck. The exertions of the smacksmen on the occasion were most praise-worthy, and they seriously damaged their boat, the crew of which also incurred much danger in trying to reach the wreck. It is particularly worthy of notice, that in thus bravely and unselfishly persevering in their exertions through nearly three days, these men lost many chances of making good salvage, several of the smacks belonging to Harwich and Colchester having received more than £100 for salvage during that very gale.
1863
28th January 1863 - The silver medal of the Institution and a copy of its vote on parchment to Mr. Henry Maddick, master of the smack ‘Ruby’ of Hull, and to his apprentice, William Thompson, in testimony of their gallant conduct in putting off in the smack’s boat and rescuing, at great risk of life, the crew of 6 men from the brigantine ‘Ganymede,’ of Ipswich, which, during a fearful gale of wind, had sunk some distance off the coast on 28th January. Captain Maddick immediately, on observing the vessel’s signal of distress, launched his boat, but neither of his seamen would go off to the sinking vessel, and his apprentice boy requested to be allowed to accompany him. The two brave fellows then succeeded, after great difficulty, in rescuing the 6 shipwrecked men, and in getting them safely on board the smack.
17th Dec. 1863 - Schooner ‘Laurel’ of Goole wrecked Blakeney, Norfolk weather WNW heavy gale Blakeney life-boat put off to assist but services not required.
'The Newcastle v the Graff van Rechteren' This was an action brought by the owner of the screw steam ship 'Newcastle', 169 tons register, with engines of 45 h.p. belonging to the port of Kingston upon Hull, and bound from thence with goods and passengers for Newcastle, against the Dutch paddle wheel steam ship 'Graff van Rechteren', 144 tons, register from Kampen, Holland to which port she belonged for Hull, to obtain compensation for damage sustained by reason of a collision between them, about 8 p.m. on the 30th September 1863 in the vicinity of Killingholme Lights in the River Humber. The Court and Elder Brethren having both retired for consultation, upon their return, Dr. Lushington said 'The advice which I have received from the Trinity Masters, and in which I concur, is that the 'Newcastle' is solely to blame for this collision, in porting to late.' - 20th February 1864.
1864
'St. Cyran' v the 'Henry' This was a suit promoted by the three masted schooner 'St. Cyran', 220 tons, from Grimsby, with coals and machinery for Bona, against the schooner 'Henry', from Queenborough, in ballast for Hartlepool, to recover for the loss occasioned by reason of a collision between them in Yarmouth Roads, about 6 p.m. on the 9th January 1864. The Court and Elder Brethren having both retired for consultation, upon their return, Dr. Lushington said 'We are all of opinion that both vessels are to blame for this collision' - 16th June 1864.
1865
Loss of a Hull Steamer Gertrude November 1865. - ‘On Sunday last Messrs. Helmsing and Co. agents for the steamer ‘Gertrude,’ received a telegram from Riga to the effect that the steamer had on that day, whilst entering Riga harbour, got on shore. The vessels soon filled with water, but fortunately the whole of the crew were landed in safely. It was at first thought that the vessel, or at least a portion of her cargo would be saved, if the weather lasted favourably; but on Monday the pilot Commodore at Bolderas reported that the ‘Gertrude’ had parted amidships during Sunday night, and that the forepart of the ship was completely shattered. The ship is therefore a total wreck, and the hope of saving the cargo was not very great. The ‘Gertrude’ was an iron screw steamer, under the command of Captain J. Wilson, and she only left Hull for Riga on Saturday, the 4th inst. She was considered a tolerably strong vessel, and was about eleven years old. She formerly belonged to Mr. Z.C. Pearson, of Hull, and was once sent on an experimental voyage to Greenland fisheries. Her plates were rendered so brittle by the intense frosts which she encountered that the idea of sending iron steamers to those seas of frosts aqnd icebergs was abandoned.’
1866
''The Saucy Lass' v The Bolderaa' This was a cause of damage brought by the owners of the late lugger 'Saucy Lass', 28 tons from Great Yarmouth, on a fishing voyage in the North Sea, aganst the screw steam ship 'Bolderaa', 534 tons register, with engines of 70 h.p. from Cronstadt, with a general cargo for London, to recover for the total loss of the lugger (the steamer struck the lugger on her port quarter and did her so much damage that she shortly afterwards foundered and two of her crew drowned), some 20 miles from Lowestoft, on the afternoon of the 28th November 1866. The Court and Elder Brethren having both retired for consultation, upon their return, Dr. Lushington said 'We are all of opinion that both vessels are to blame for this collision' - 20th July 1867.
The Loss of the 'Ada' - The Goole Weekly Times – 26th August 1887
"The river Ouse, just above the Selby lock, was on Monday morning the scene of one of the most terrible accidents, that has occurred in the town since some thirteen or fourteen years ago, when a similar accident occurred on board a Scotch steamship alongside the railway jetty. For a year or two past for the convenience of persons visiting Selby Market on Mondays, as also Howden Market on Saturdays, a little steamboat belonging to Mrs. Fenton, carrier of Barmby-on-the-Marsh, has been used to ply between those places with passengers and marketing produce. Mr. Fenton died some few months ago, but the business of common carrier has been continued by his widow, Mrs Elizabeth Fenton, the vessel being managed by her son, Thomas Fenton. The vessel is only a small one, about 30 foot long, and the after part fitted with a small donkey boiler and engine of about six-horse power, the fore part alone being able to accommodate the passengers and produce, but the vessel invariably, during the fruit season particularly, had in tow an open boat with a goodly number of passengers and their market produce.. This was the case when the little vessel left Barmby on Monday morning last and all appeared to go well, passengers having been picked up en route, until Selby was approached. The last stopping place, it was said, was somewhere in the neighbourhood of Turnham Hall, and when approaching Selby Lock, almost directly opposite the Londesborough estate offices. Thomas Fenton who had charge of the boat, was about to turn it, and for that purpose went to his engine to turn off steam. Hardly had he touched the valve before the boiler exploded. The scene at this time was almost indescribable. The vessel was not quite in the middle of the river, and the report of the explosion, the shrieks of those in the smaller boat, who were mostly women, together with the sight of some four or five persons struggling in the water, the scene made one which will not easily be forgotten by those who witnessed it from the shore. Fortunately assistance was at hand and most valuable were the services rendered by Robert Bradley, William Eccles, Mr. George Firth and others whose names we were not able to ascertain, in rescuing those in peril of being drowned. At the time of the accident there were some eight or nine persons on the steamer and of these some were blown into the river by the force of the explosion and others jumped overboard in alarm. The engineer Thos. Fenton was blown away with the boiler and he was observed to rise only once before he sank, whilst Wm. Hudson, a young man about 30 (?) years of age, was also struck on the back with some portion of the boiler and knocked overboard, and the other three persons in the water were Wm. Cook, a small farmer, Mr. Sugden, farmer and Joseph Fenton, brother-in-law of the owner. Of these, Hudson received most terrible injuries and would undoubtedly have drowned but for the timely aid rendered by Robert Bradley, who means of a stower dragged the poor fellow to the shore just at the time that the latter felt his strength failing him. Meanwhile the others were rescued from their perilous position and Hudson and Cook were removed to some of the shipyard houses, where they received every care and attention from the residents. Information was at once conveyed to Dr. Todd and to the police, and P.C. Leeson, who was shortly afterwards followed by Mr. H. D. Todd and Mr. Johnson were speedily in attendance. From the latter gentleman the sufferers received immediate attention and the case of Hudson was considered so serious as to necessitate his removal to Leeds Infirmary. Through the kindness of Mr. Storey, the ambulance of the North Eastern Railway locomotive department was placed at Mr. Todd’s disposal, and after being comfortably placed upon this, the poor fellow was conveyed by the 11-40 train to Leeds. Mr Supt. Stott with P.C. Hill and P.C. Morley had meanwhile arrived, and Mr. Stott at once placed Hudson under the charge of P.C. Morley and P.C. Noble, who saw him safely placed under medical care in the accident ward at Leeds Infirmary. Mr. Cook was also attended to by Mr. G. Todd and Mr. Johnson, and he presented a most pitiable sight, his head and face as well as his hands and wrists being very severely scalded. He was, however, after being bandaged, able to return home. Mr. Sugden walked up into town and after resting a time at Mr. George Firth’s had his injuries dressed at Mr. Colton’s and was then able to proceed home. The injuries sustained by Mr. Joseph Fenton were not so serious, but both he and Mrs. Fenton, the owner of the vessel and indeed, all the other passengers, sustained a severe shock to the system. Hudson was also accompanied to Leeds by his mother, and on arriving at the station at that place he was by, the forethought of Mr. Todd met by the home ambulance from the infirmary, and was in a few minutes after arrival placed in the accident ward of the infirmary, where he received the immediate attention of the medical gentleman on duty. His injuries as we have above stated were found to be very severe, but not as much about the head and face as Cook , though his neck, arms and the lower part of his body and legs are terribly scalded. Hudson is a joiner by trade, but has for some considerable time only been in indifferent health. He appeared to be in good spirits on the journey to Leeds and stated that he was standing near the engine when the boiler exploded, and was struck by something in the back which knocked him overboard. He said that he kept his mouth closed during the time he was struggling in the river, but felt his strength failing him very fast at the time he was caught by a boat hook held by Robert Bradley, who pulled him ashore. So soon as the state of the river would admit the grapnels were brought into requisition in dragging for the body of Thomas Fenton, but up to Tuesday evening all efforts at recovery proved futile. On Monday evening the boiler was recovered from the river within half-a-dozen yards from where the explosion took place, and portions of the broken parts have also been got out. The force of the explosion took the engine and boiler from its fastenings, the only partical left on board the vessel being a portion of the furnace grating. The steam and smoke which followed the explosion prevented for some few seconds the amount of damage done from the view of those in the smaller boat which it is said was not in tow after leaving Turnham Hall, but when this was cleared away it was observed that the engineman had disappeared altogether, and others were seen struggling in the water as above described. The deceased man, Thomas Fenton, leaves a widow and four children.
Information received through Mrs. Fenton’s brother goes to show that the boat in tow was let adrift about a mile before it got to Selby. At the time of the explosion the boat was opposite to the steamer on the East Riding side of the river. The people were unhurt and set aboard a schooner lying in the river. Had the boat been in tow, the accident would have been more serious still. The Ada had no license to carry passengers and probably the matter will be fully inquired. ? Boats without license can it seems, carry twelve passengers, but not more.
On Monday and Tuesday evening at the scene of the accident was visited by a great number of persons, and the Ada as well as the boiler and its broken portions were the objects of much curiosity.
During Tuesday a report was current that the Board of Trade having been communicated with their representative at Hull or else where, it was thought that in all probability a Board of Trade would ensue or at any case that a department of the Government would be represented at the coroners’ inquisition when the body of the missing man should be recovered.
On Monday evening upon the representative of a contemporary making enquiries at the Leeds Infirmary as to the condition of the young man Hudson, he was informed that his injuries were of very critical nature and he was suffering also from severe shock to the system. We understand that his parents also received a letter from the medical officer on the following morning to this effect, in consequence of which they visited him on Tuesday. They, however, found him somewhat better and returned home the same evening with slightly better hopes of his ultimate recovery.
On Wednesday morning, Mr. Fielden, one of the Board of Trade Inspectors paid an official visit to Selby for the purpose of inspecting the boiler of the Ada. The inspector was accompanied by Mr Superintendent St ? , first inspected the vessel which was now lying in the canal in the same condition as left by the explosion. The explosion having taken place from the bottom of the boiler, the latter as above described forced its fastenings, the only particles left below some portion of the furnace bars. The ? of the partition dividing after from the fore part of the vessel was smashed and the tools and other things were scattered about but beyond this the vessel itself has not sustained much damage. Proceeding thence to the river ? Mr. Fielden made a very minute inspection of the boiler, which was recovered within a few yards of the place where the explosion occurred and from first appearances there was not so much evidence of the shortness of water, as there was of pressure of steam upon a thoroughly worn out boiler. Indeed the thickness of the damaged plate does not exceed that of a sixpence and the wonder is that the result was not far more serious than it is, though this is bad enough. The rent must be over two feet in extent and is just above the fire-box. Further minute inspection however led to the discovery of evidence of there being shortness of water at the time of the explosion. After inspecting the boiler, Mr. Fielden looked at portions of the ? which had been recovered from the river and some of which had become detached by the force of the explosion. Before the close of the inspection Mr. Nappy, photographer, received instruction from the inspector to take photographs of the vessel showing the wreckage and the boiler in such a position as to expose to view the rent caused by the explosion, which will be submitted to the Board of Trade. Mr. Fielden intimated he would on Saturday morning open an inquiry in the court house on behalf of the Board of Trade as to the cause of the explosion and that the Board of Trade would in the event of the body of Thomas Fenton being recovered be present at the inquest.
Up to the present the body has not been recovered, although the river is being dragged at such times as the tides admit. It was stated by William Eccles one of the men who witnessed the accident from the shore, and who was instrumental in receiving some of those who were in the water, that Thomas Fenton was at the scene of explosion in the act of turning the valve to stop the engine and had is foot resting on some of the cogwheels. The boiler was blown about three yards up in the air before it dropped into the river and Thomas Fenton was thrown with it and dropped into the river. It was the general opinion the poor fellows body would be terribly mutilated and it may be some considerable before it is recovered.
The Eastern Morning News say; There will of course be a full inquiry into the cause of the fatal boiler explosion on board the Ada at Selby. The Ada was a small vessel plying with passengers and produce between Selby and Howden. When approaching Selby Lock on Monday the boiler suddenly exploded causing the death of the man in charge and serious injury to at least one of the passengers. Several other passengers were either blown into the water or leapt in all these were rescued. Given only an ? and compulsory inspection, boiler explosions are quite preventable things. But the ? about the inspection of boilers is at present hopelessly defective. The Government have promised a bill dealing with the whole question – In fact such a bill is actually to be found among the “innocents” of the present session. We hope a few hours will be spared from the ? question to pass it next year.
The Ada was built by Messrs Scarr of Beverley some 15 years ago and after passing through the hands of various owners became the property of the late Mr. Fenton, father of the man who was killed by the explosion. She was registered to carry eight tons.
Up to last night the body of Thomas Fenton had not been recovered.
A letter received at Barmby-on-the-Marsh yesterday morning from Leeds to the effect that the young man Hudson, who is lying in the Infirmary there, was slightly better and yesterday afternoon his mother and sister who have been staying with him, returned home with better hopes of his ultimate recovery."
The Hull Times 1857-1886.
The "Halcyon " Wreck of the 'Halcyon' of Hull April 1857.
The "Eve" Loss of Lord Yarborough's yacht in North Sea May 1857.
The "Sarah and Elizabeth" loss of Hull Whaler May 1857.
The loss of 'Brunswick', in gale and snow storm near Reval whilst on outward voyage from Hull to St. Petersburg via Stettin. Pearson & Coleman Steamer October 1857, crew and passengers saved.
The "Undaunted" and 'Gypsy' whalers lost Davis Straits October 1857.
The "Gypsy" Loss of the 'Gypsy' and 'Undaunted', whalers - Davis Straits October 1857.
The "Admiral Moorsam" Loss of 'Admiral Moorsam', of Hull March 1858.
The "Ernestus " Loss of screw steamer of Grimsby April 1858.
The "Venerable" Loss of the 'Venerable' April 1859.
The "North Sea " Loss of the 'North Sea' September 1859.
The "Orient" Official inquiry into loss of the 'Orient' of Hull December 1859.
The "Wesley" Supposed loss of screw steamers 'Bothnia' and 'Wesley' of Hull belonging to Wilsons January 1861.
The "Arthur " Loss of steamer en route for Hull April 1861.
The "Colonist " Loss of screw steamer 'Colonist' bound for Hull September 1861.
The "Stentor" Loss of 'Stentor' belonging to Brown & Atkinson October 1861.
The "Neva " Loss of 'Neva' steamer belonging to C. M. Norwood October 1861.
The "Lion " Loss of the 'Lion' steamer belonging to Brownlow November 1861.
The "Hebe " Loss of the 'Hebe' belonging to T Wilson, and 'Beatrice' of Z C Pearson November 1861.
The "Enchantress " Loss screw steamer of Hull December 1861.
The "Z C Pearson" loss of 'Z C Pearson' January 1862.
The "Aberfoyle" Loss of Hull ship January 1862.
The "Queen Victoria" Loss of 'Queen Victoria' belonging to Bailey & Leetham March 1862.
The "Trent" Official loss of steamer July 1862.
The "James Gibb " Official inquiry into loss of James Gibb of Hull August 1862.
The "Two Brothers" Loss of sloop November 1862.
The "Zealand" Loss of steamer 'Zealand' belonging to Bailey & Leetham September 1863.
The "Lady Searle " Loss of 'Lady Searle' and other whalers October 1863.
The "Timor" Loss of ship 'Timor' of Hull November 1863.
The "Lebuan " Loss of Hull steamer July 1864.
The "Cossack " Board of Trade inquiry into loss of 'S S Cossack' of Hull August 1864.
The "Wave" Loss of steamer 'Wave' in Humber October 1864.
The "Gertrude " Loss of screw steamer of Hull November 1865.
The "Tarter" Loss of the 'Tarter' of Hull December 1864.
The "Vivid" Keel sunk in the Humber December 1865.
The "Excelsior " Loss of Hull screw steamer February 1866.
The "Eagle" Loss of Hull steamer laden with cattle June 1866.
The "Leo " Loss of Hull steamer June 1866.
The "Bettina " Loss of the 'Bettina', Earles built October 1866.
The "Bonny Croft" Lost at sea. Charles Knight captain of smack November 1866.
The "Water Lily" Loss of 'Water Lily' of Hull December 1866.
The "Ingomar" loss of smack January 1867.
The "Gem" loss of Hull schooner January 1867.
The "Bee" loss of schooner March 1867.
The "Dorset" Loss of Hull trading schooner June 1867.
The "Salem" Loss of ship 'Salem' of Hull June 1867.
The "Hercyna" Loss of 2 Hull barques 'Sea King' and 'Hercyna' June 1867.
The "Ouse" Loss of Hull steamer June 1867.
The "Luna" loss of Billy Boy owned by Councillor Wells, February 1869.
The "Twins" loss of smack October 1869.
The "Echo" Wilson steamer, overdue after great storm November 1869.
The "Ashford" Screw steamer 'Ashford', owned by C. M Norwood, sunk off Whitby February 1870.
The "Richard and Harriet" Loss of barque March 1871.
The "Onward" Loss of schooner rigged vessel 'Onward' of Hull May 1871.
The "Commondouros" Supposed loss of two Hull steamers 'Commondouros', owned by Briggs & Co. and 'Edward Hawkins', owners Messrs de Jersey of Manchester May 1871.
The "Herald" Loss of Hull steamer November 1872.
The "City of Rotterdam" Schooner 'City of Rotterdam' blown up after sinking opposite Albert Dock June 1873.
The "Walamo" Loss of steamer owned by Wilsons and 'Brownlow' September 1873.
The "Viceroy" Loss of 'Viceroy' owned by Bailey & Leetham October 1874.
‘The mysterious death of an iron screw steamer the ‘Viceroy’, Commanded by Captain Omand, which left Hull on Monday, October 19, and was last seen on Tuesday October 20, and has never been heard of since. The vessel was built in Sunderland in 1862 and registered in Hull, her official No. being 45027. She was schooner rigged and clinker built, 255 feet long, 29 feet broad, and 16 feet deep. Her gross tonnage was 1,138 tons and her registered tonnage 937 tons. She was propelled by two compound engines of a combined power of 95 horses and owned by Mr. William Leetham and Mr. Wilson Bailey. The Captain and crew of 23 were lost in the great gale of October'.
The "Alpha" loss of screw steamer January 1875.
The "Alder" Disaster off mouth of the Humber between 'S. S. Alder' and 'King Oscar' October 1875.
The "Stanley Main" wrecked off Ferriby August 1876.
The "Jura" Loss of steamer March 1879.
Inquiry into loss of Grimsby smack ‘S. Plimsoll’and Hull steamer ‘Orlando’ August 1879.
The "Mary Driver" Loss of Hull steamer June 1880.
The "Estepona" Loss of s.s. ‘Estepona’ owned by Massey January 1881.
The "Saucy Jack" Loss of Hull smack April 1881.
The "Apollo" Loss Wilson steamer March 1882.
The "Resington" Loss of smack ‘Resington’ near Dimlington January 1883.
Loss of Hull smacks ‘Uno’, ‘Patriot’, ‘Etheral’ and 14 men February 1883.
The "Barnsley" Board of Trade inquiry loss of steamer September 1883.
The "Iris" Loss of Hull steamer November 1883.
The "Romano" Loss of Wilson liner May 1884.
The "I Am" Loss of Hull smack June 1884.
The "Iona" Loss of Hull smack October 1885.
The "Premier" Loss of Hull smack November 1885.
The "Wakefield" Loss of Hull smack December 1885.
The "Aberdeenshire" Explosion on Hull steamer February 1886.
The "Tasso" Loss of Wilson steamship March 1886.
S.S. Dhoolia sunk 23rd December 1876.
The “Dhoola” was a screw steamship of 2,659 tons gross and 1726 net register. She was built at Sunderland in the year 1872 by Messrs. T.R. Oswald & Co., and was originally intended for the passenger trade through the Suez Canal between England and Calcutta. She had engines of 350 horse power, and seems to have been built at very considerable expense.
In September 1873, within a year after she had been launched, she ran aground in the Red Sea, and sustained very considerable damage by her bottom. Having been got off, she was purchased by her late owners, Messrs Hill and Smith of Hull, and having been brought to this country she was thoroughly and efficiently repaired by Messrs Earle’s Shipbuilding and Engineering Company at Grimsby. Captain Hill, one of the owners of the ship, who has been examined before us, stated that apart from the purchase money and the expenses of bringing the vessel to this country they spent no less than £14,000 in repairs.
After the vessel had been thus thoroughly repaired by Messrs Hill and Smith she was sent on a voyage to Calcutta and Columbo, whether with passengers or without, I do not know; but in going out she again to the ground in the Suez Canal. That was April 1875. She does not, however, appear to have sustained much damage, for she went on and completed her voyage, and on return she was again overhauled and thoroughly repaired.
The vessel left Alexandria on the 3rd of December, bound for Hull. At the time of leaving Alexandria her crew consisted of 43 hands all told. Her master, John Henry Stephens, held a certificate of competency as master, and had been in the ship since 1874. The first officer, Edward Meek, also held a certificate as master and had been in her since May 1876. The second officer, Richard Sharpe, held a certificate not of competency but of service as mate, and had been with the master for between 14 and 15 years. In addition to this she had a boatswain, a boatswain’s mate, a carpenter, a cook, a steward, 12 able seamen, two ordinary seamen, and a boy. In the engine-room she had three engineers and 15 firemen, stokers and trimmers. The first engineer, Mr. Thomas Blyth Longley, held a certificate of competency as chief engineer. The second engineer, Henry Dibb, held a second-class certificate. The third engineer, John Chapman, had no certificate at all.
On the voyage from Alexandria to Malta nothing material occurred and on her arrival at Malta took in 240 tons of coal and proceeded to Gibraltar. She left for Gibraltar on the 10th December and at 8 o’clock the following morning the second engineer was on duty the furnace tops of the port forward boiler came down upon bars. The chief engineer was called and discovered a deficiency of water in the boiler and instantly ordered the boiler shut down.
At daylight of the 17th she reached Gibraltar, and having taken in 105 tons of coals she proceeded on her voyage. On rounding Cape St. Vincent she met with a strong head sea and soon afterwards, the wind blowing strong from the north-west, and west-north-west, the foretrysail was blown away. By 7.30 on the 22nd the wind had increased considerably, and the foretopsail, which had got seam rent, was taken in, repaired, and reset. The wind continued to increase and at nine the foot of the topsail was blown away, and the sail was split to ribbons. The wind rose to a gale, blowing in squalls. At about a quarter or half-past ten a heavy sea broke over the port side just forward of the bridge. The water, after breaking on board the vessel, rushed through the alley ways aft, filled the deck between the poop and the bridge, and breaking open doors of the officers berths on the starboard side forced out the bottom of the bulkhead which separated them from the engine-room hatchway, and came down, as the chief engineer has told us, in tons into the engine-room. By 3 a.m. the starboard fires had been put out, and in about an hour afterwards the port fires were put out.
After the fires had gone out the water continued to increase rapidly in the engine-room, so that at 8.30 a.m. there was from 10 to 11 feet of water in her. At about 8 the “Malta” was observed at some distance; signals were accordingly made to her, and on her coming up preparations were made for lowering the boats. The first boat, it seems left about 9.30; other boats left at intervals, but it was not until about 2,30 that the master, who had been left alone on the ship with the donkey-man, was taken off in the “Malta’s” pinnace. At this time he has told us there were from 16 to 17 feet of water in the engine-room. The “Malta” remained as near to the vessel as she could safely do, and it would seem that she must have gone down during the night, for on the following morning she was nowhere to be found, although the “Malta” cruised about the place until 10 o’clock. She thereupon proceeded on her voyage to Corunna and ultimately brought all the crew, with the exception of one to England.
Conclusion:- The Court, having carefully inquired into the circumstances of the above mentioned shipping casualty, finds, for the reason stated in the annexed judgment, that the loss of the “Dhoolia” and her cargo was due to the giving way of the bulkhead on the starboard side of the engine-room hatchway, which was too weak for the purpose; that the master, officers and crew of the ship were justified under the circumstances in abandoning her at the time they did, but cancels the certificate of Henry Dibb, the second engineer of the “Dhoolia” for drunkenness and neglect of duty on the occasion of the loss of the said ship.”
S.S. Columbine stranded and loss on Horn Reef, Jutland. 10th August 1881.
The “Columbine,” official No. 56230, was a screw steamer, built of iron in the year 1866, and at the time of her loss was owned by John Dyson, Esq. And others, of Hull, he being the managing owner, at which port she was registered as 733 tons gross and 498 tons nett, with engines of 90 horse power nominal.
In August last this vessel loaded at Hull a cargo of 860 tons of coal and 160 tons of bunker coals, being at a draft of 14ft 3in. forward and 17ft 3in. aft, and proceeded from the dock into the river Humber, when her compasses were adjusted and the vessel swung to ascertain their error, and the deviation card of errors was duly furnished to the master. The “Columbine” was well found in every respect and in good condition.
On the 8th August, at 6 p.m. the vessel left the Humber, bound for Cronstadt, with a crew of 16 hands all told, including the master, Heiniach Ameil Ehrenfried Rothbarth, who held a certificate of competency No. 09306, and there was one passenger (the master’s wife). At 5 p.m. she passed the New Sand Lightship, when a course east by north was set by pole compass which had no deviation, the wind was westerly, and the patent log was set. At noon on the 9th the wind had increased to a gale from north-west, and the vessel proceeded on the same course with all fore and aft sails set at a speed of about nine knots. The night was dark and hazy, so that objects could not be seen at a further distance than a mile and a half, and it had not been possible to take an observation since leaving the New Sand Lightship. At 3 a.m. on the 10th, the fore trysail was blown away; the watch on deck, including the man from the look-out, was then employed in taking in the sail, and the master, who had been below since 11 p.m. on the 9th was called up, and came on deck at 3.25 a.m. The master ordered a cast of the lead to be taken; this order could not be carried out as the vessel stranded immediately. At that time the look-out man, who had been taken from his post to assist at the fore trysail had not been replaced. The engines were kept going from 10 to 15 minutes, when the master ordered them to be stopped, the boats got out, and “every man for himself”, whereupon the engine-room staff came on deck, and the jolly boat was put into the water, and the following men went into her, namely, the first and second engineers, the donkey man, one fireman, two A.B.’s, the steward and also the master’s wife. There was too much sea for the boat to remain alongside, and the master cast off the painter an gave orders for the to keep by the ship, but as there were only two oars in the boat, and there being a strong wind and a high sea running, she was driven away to leeward. Soon after one of the oars broke, leaving one only for the use of the boat.
Shortly after leaving the “Columbine they drove past a salvage steamer at anchor, but were unable to get alongside; seeing which, the captain of the steamer signalled to another salvage steamer, which was under weigh, who immediately proceeded to the assistance of the jolly boat. When the boat came alongside the steamer two lines were thrown in to assist the master’s wife in getting from the boat into the steamer, but not one of the men who formed the crew of this boat thought it his duty to make fast one of the ropes round the woman’s waist, so that she might be hauled on board the steamer; everyone took care of himself, and the two able seamen succeeded in getting on board the steamer; the woman unaided by any man, tried to do the same, but failed. When the boat capsized every effort was made to save life by the crew of the salvage steamer. There was too much sea to lower a boat, and the whole of the five persons remaining were drowned. The three men who succeeded in getting on board the steamer were subsequently landed at Esbjerg in Jutland, whence they returned to Hull.
After the jolly boat had left the ship the “Columbine” floated off, and was anchored in 6 fathoms of water, and she began to leak considerably, so that the steam pumps became requisite. There being no engineers on board, the captain went below into the engine-room to start the engines, so that the bilge pumps would work.
The vessel made more water than the steam pumps could keep under, and at about 3 p.m. it became apparent that the vessel was settling down fast by the head; whereupon the master ordered the lifeboat to be put out, and the remainder of the crew to abandon the vessel. When 7 men had got into the boat the painter broke, and she drove to leeward, leaving the captain and mate alone on board. They, however, succeeded in launching the gig, and left the ship, which shortly afterwards foundered. The gig drove away to leeward, and when near the lifeboat, capsized; the master and mate, however, were rescued by those in the life-boat. The boat with 9 hands in her, landed safely on the coast of Jutland, whence they returned to Hull.
Conclusion:- The Court, having carefully inquired into the circumstances attending the above mentioned shipping casualty, finds, … that the stranding and loss of the said steamship “Columbine” was due to the negligent manner in which she was navigated by her master, Mr H.A.E. Rothbarth, for which default the Court orders his certificate to be suspended for six calendar months from this date”
Schooner “Affigo” of Goole lost at sea 11th October 1881.
The “Affigo” which was a wooden schooner, belonging to the Port of Goole, of 86 tons register, was built at Knottingley, in the County of Yorkshire, in the year 1865, and at the time of her loss was the property of Mr. John Rhodes, junior, of Knottingley. She left Goole on Tuesday, 11th of October last, for Teignmouth, with a crew of four hands all told, and having on board a cargo of about 139 tons of coal from Glass Houghton Colliery near Pontefract, and from that time she has not been heard of, and there can, after this lapse of time, be now no doubt that she has long since gone to the bottom, with all hands.
The vessel was built in the year 1865, and from the evidence of Mr. Worfolk, the builder, she was constructed for the most part of British oak, and was a thoroughly good, strong, sound, little vessel, and being intended for the coasting trade and to take the ground the bilges were made extra strong. In the year 1879 she was run into by a barque in the river Thames and very seriously damaged, and on that occasion she was docked and thoroughly repaired at an expense of about £400.
Conclusion :- It seems, however, that two or three days after the vessel left Goole a severe storm occurred, during which a great number of vessels were lost, and amongst them another vessel had left Goole at about the same time as the “Affigo”. Under these circumstances the only conclusion to which we can come is that the “Affigo” probably foundered in that gale. There is then, in our opinion no blame attributable to anyone for this casualty.”
Wreck of Goole Steamer 'Killarney' September 1884.
The “Killarney” owned by the Goole Steam Shipping Co. Goole, left Goole for Ghent with a general cargo. Near Whitton she entered the South Channel, but refusing to answer the helm, ran ashore head foremost on the Lincolnshire shore off the Humber. Every method was made to get her off, but unsuccessfully. As the tide fell she slid into deep water, breaking into two and sinking. The 'Killarney' was one of the oldest boats running from Goole.
S.S. “Knight Templar” wrecked 18th December 1888.
The “Knight Templar”, official number 70,393, was a schooner-rigged steamship, built of iron, at Sunderland, by Messrs. Austen & Hunter, in 1874, and was owned by Mr. Henry Samman, of Hull, and others, the former, being the managing owner. Her dimensions were : length 262ft; breadth 32ft; and depth of hold 24ft; and her registered tonnage, 1023 tons. She was fitted with two compound surface condensing engines of 160 horse-power combined. North Shields was her port of registry.
The “Knight Templar” left Odessa on 28th of November last, bound for London with a cargo of 2,100 tons of wheat and barley in bulk, under the command of Mr. James Warskitt, who held a certificate of competency, number 011048, and dated February 4th 1885, with a crew of twenty-two hands all told, her draught of water being 20ft 3ins, fore and aft, and with a freeboard in salt water of about 5ft 5ins. There were five compasses on board, all of which appear to have been in good condition, the one on the bridge being used as standard by which courses were set and steered. They were last adjusted in March 1888, in Grimsby Roads, by Mr. Bee, Compass Adjuster, Hull. The vessel carried four boats, two of which were life-boats, and the remaining two, a gig and jolly boat. The vessel was built with four water-tight compartments, and was well found in all respects on leaving Odessa.
She proceeded on her voyage, and in due course Malta was reached, where she put in to coal, and the stowage of her cargo, we are told, was there examined and found in perfect order. After leaving Malta she continued her voyage, and on the 16th arrived off Cape Villano, at 1.30 a.m. There was a fresh gale at the time along the coast from the north-eastward, with a heavy cross sea, and a course was set N.E. half N. by compass. On the following morning, the 17th, about 1 a.m. the vessel was struck by an unusually heavy sea which threw her over on her port side with a jerk, submerging the bridge. The weather continuing boisterous until the morning of the 18th, when it moderated. At 8 p.m. the weather was thick and engines were put at half speed and it was very foggy indeed. About 9.20 p.m. she struck heavily forward and the master rushed on the bridge, and stopped the engines. It was then reported that the vessel was filling forward, whereupon the master ordered the anchors to be got ready and the boats swung out and provisioned and the engineer to stand by the pumps. Between 4 and 5 a.m. on the 19th the vessel was settling down forward, and the sea was breaking heavily over the bows and foredeck, when the master determined to take to the boats, three of which had been previously lowered into the water and kept alongside.
The chief officer with seven hands went in the smaller lifeboat, the second officer and eight hands in the larger lifeboat, and the master and four men in the gig. About an hour afterwards the two life boats broke adrift from the gig and the master lay until daylight, when he found himself about three miles from the land, and he subsequently landed safely with his boat’s crew on Ushant Island, and at noon of the same day the crews of the other boats were picked up by the steamship “Cyril” of Cardiff, and conveyed to Rotterdam.
After landing on Ushant the master was taken over in a boat to the mainland, and he then proceeded to Brest, where he arrived on the morning of the 20th. He was there taken by the Vice-Consul to the Admiral of the Port, who had already sent out a tug to render assistance, if possible, but she had returned the same day, telegraphing that nothing could be done, as the “Knight Templar” was full of water, and the master stated that it was afterwards reported to him she had foundered.
Conclusion:- The court finds the master alone in default and having regard to the facts, it considers it of such a serious nature as to demand of necessity the suspension for four calender months from this date. ”
Schooner “Elizabeths”, loss of mate overboard 14th September 1889.
The “Elizabeths” is a British sailing ship, built of wood at Selby, in the county of York, in the year 1865, and registered at London, her official number being 50422. She is a schooner-rigged vessel, her dimensions as per register being, length 74ft, breadth 20ft, and depth of hold 10ft, and her registered tonnage is 88tons.
She is owned by Mr. Paul Farnill and two others of Goole, Mr. Farnhill being the managing owner.
On the 7th of September 1889 this vessel sailed from Malmo, under the command of Samuel Hill, who, it appears, does not hold a certificate. Her crew consisted of four hands all told, and she had four passengers, namely, the master’s wife and three children. She had on board a cargo of battens and oak chocks, bound for Sunderland.
On the morning of the 14th of September, at 1.45. the vessel was about 120 miles west of the Skaw, being under sail and making seven knots. It was moonlight; the wind was fresh from the north. The vessel was on a starboard tack, steering west half south. The sea was heavy. It was the mate’s watch, and he was at the helm when the flying jib sheet broke, and the mate ordered the ordinary seaman to take in and stow the sail. At this time the master, hearing the sail shaking, came up on deck and went to the tiller, which he found lashed, the mate having gone forward to assist the ordinary seaman with the jib. The master saw the mate get over the bows, and immediately afterwards heard a cry for help, and he saw the mate in the water on the weather side of the ship two or three yards distant. He threw the lead line and it went over the mate, but he did not grasp it; he did not seem to make any effort to catch it.
The master then lashed the helm hard a port and brought the vessel’s head to the wind; he ran forward to ease off the jib sheets, at the same time calling the A.B. on deck, but finding the vessel would not stay, but was falling off, he shifted the helm, lowered the mainsail, and wore the ship on to the other tack and stood on towards the spot where the mate was last seen, and he remained there for about half an hour, but not seeing anything of the man he then wore ship again and stood on his course, and ultimately arrived at Sunderland without further accident. The master states that he did not launch the boat because the sea was so heavy, and it would have taken too long for a small crew to have launched it in time.
Conclusion :- The Court does not find the master, Samuel Hall, in default for such casualty. ”
Collision between ‘Kitty’ & ‘City of Manchester’ 17th December 1893.
The “Kitty”, official number 79555 was a ketch rigged fishing vessel, built of wood at Elmshorn near Hamburgh, in 1878, by Mr. D.W. Kremer, and her dimensions were Length 76 ft, breadth 20ft, depth of hold 10ft, and her tonnage 75 tons nett register.
She was owned by the Great Grimsby Ice Company Limited, and was registered at the Port of Grimsby.
The Kitty” left Grimsby on the 28th of October last on a ‘fleeting’ fishing cruise in the North sea with the Great Grimsby Ice Company’s Fleet, under the command of Mr. William Sharp, with the usual crew for this class of vessel of five hands all told, George Gooch, the second hand. Albert Edward Watkins, the third hand, Thomas Ward deck hand and a boy, John William McCormick, cook. Having joined the fleet in due course, the ‘Kitty’ fished with it until Sunday, 17th of December last, and after boarding her fish that morning as usual on the steam cutter, she proceeded to sail off in the company with her fleet towards the ground where they proposed to shoot their trawls in the evening. The fleet was then on the south-east part of the Dogger Bank, distant about 140 miles from Spurn.
The deck-hand was at the tiller, and at the hour named the third hand went below, leaving him alone in charge of the deck, and with instructions to let him know if he saw anything of the other fleet, that is to say, the Red Cross Fleet, which he was expecting to see on the lee bow. When the third hand was below the cook went on deck, and at about 1.45 pm. the third hand, who was sitting at the foot of the companion ladder, heard the cook cry out, “There’s a vessel bearing up!”
He at once called up the skipper and second hand, and they jumped on deck, and the “City of Manchester” was the observed to put her helm hard-a-port, and though she paid off somewhat she struck the “Kitty” just before the mizzen-rigging, cutting into the covering board and down below the water line…..and whilst they were engaged about this, the vessel suddenly heeled over to starboard and sank. As she was sinking, the mainsail appears to have fallen over the boat and the hands who were in it.
The third hand, who had secured a life-buoy from the boat, was subsequently picked up by the smack “Swan” but the four other hands were unfortunately all drowned. The third hand on the following morning was put on board the steam cutter “Europe,” and conveyed to London.
The “City of Manchester,” official number 88166, is a ketch rigged fishing vessel, built of wood at Hull in 1884 by Mr. J. R. Westerman, and her dimensions are :- length 78ft, breadth 21ft, depth of hold 11ft and her tonnage 79 tons nett register. She is owned by Mr. G. Bowman, of Hull, which is also her port of registry.
The “City of Manchester” left Hull on the 9th of December last, bound for a fleeting fishing trip in the North Sea with the Red Cross Fleet, under the command of Mr. Charles Emerson, who holds a certificate of competency as a skipper, and the ordinary crew of five hands all told.
Conclusion :- The collision was brought about by the “City of Manchester” having failed to comply with Article 14 (sub-sec b) of the regulations for Preventing Collinsions at Sea.
The court finds neither Master in default but it does so find the deck-hand of the “City of Manchester.”
Collision between ‘Sirius’ & ‘Vixen’ 5th April 1895.
The “Sirius,” official No. 77501, is a ketch rigged fishing vessel built of iron at Hull in 1877 by the Baltic Engine Works Co. and her respective dimensions are :- Length 76ft, breadth 20ft, and depth of hold 10ft, her tonnage being 91 tons nett register. She is owned and managed by Mr. Richard Roach, of Hull, at which port the vessel is registered.
The “Sirius” left Hull in the latter part of January last, bound for a “fleeting” fishing cruise in the North Sea, under the command of Mr. Thomas Bignall, who holds a certificate of service as skipper No. 0208 and bearing a date December 4th, 1883, with the ordinary crew of five hands all told.
At about 9.30 a.m. the boat of the “Sirius” left that vessel in change of the second and third hands with 19 boxes of fish for the “America,” which was lying about a quarter of a mile away, slightly on the weather quarter of the “Sirius”. It appears that at this time there were from 12 to 15 vessels waiting to board the cutter, but everything was said to be clear for the passage of the boat of the “Sirius” to the “America”. Shortly after the boat had left her vessel’s side the fishing smack “Vixen”, of Hull came up a position for sending off her boat and fish to the cutter. To follow the boat of the “Sirius”, when it reached about half way to the “America” the “Vixen” passed it to leeward at a distance of about two vessels’ lengths, heading towards the cutter. Very shortly afterwards the “Vixen” was observed by those in the boat to put her helm down, whereupon she at once came up in the wind, and whilst in stays ran into the port quarter of the boat, at once capsizing it.
The “Vixen,” official No. 88189, is a ketch rigged fishing vessel, built of wood at Hull in 1884 by Messrs. Hunt and Fowler, and she is registered at the same port. Her length is 79ft, breadth 21ft, and depth of hold 11ft, and her registered tonnage 87 tons. She is owned and managed by Mr. Richard Roach, of Hull.
On the morning of April last the “Vixen” was forming one of the Red Cross Fleet, which was engaged in fishing operations, at a distance of about 200 miles N.E. by E. from Spurn, under the command of Mr. George Turner, who held a certificate of service as skipper, No. 059 and dated December 4th, 1883, with the ordinary crew for this class of vessel of five hands all told.
Conclusion :- The circumstances under which the boat belonging to the “Sirius was run down and capsized by the “Vixen” were these: At about 10 a.m. on the 5th of April last the boat of the “Sirius” left the vessel in the ordinary way, under the charge of the second and third hands, to “board” her fish on the steam cutter “America”, which was lying-to for the purpose of taking fish. Whilst the boat was rowing towards the cutter the “Vixen passed to leeward, and then improperly putting down her helm, came head to wind, striking and capsizing, whilst in stays, the boat of the “Sirius”. This was the cause of the casualty.
The “Vixen” was not navigated with proper and seamanlike care. The Court finds the skipper of the “Vixen” alone in default, and suspends his certificate for three calendar months from this date.”
Steamer ‘Shark’ lost December 1899.
The Captain of the Hull Steamer 'Shark' which was given up for lost, was John Rockett, son of George Rockett, Jefferson Street, Goole. The mate is George Butcher, son of Captain Butcher, Goole and one of the hands Also a Goole man - J. Hunt, Pasture Road, Goole. Captain Rockett was shipwrecked two years ago, when captain of the Goole schooner 'Swallow' when she went down in the winter gale off Yarmouth.
Sloop “Alice and Ella” lost in the Humber 18th March 1907.
On 18th March 1907 the ‘Alice and ‘Ella’, a Barton sloop, the property of Messrs T. and B. Barraclough junior, sank off Winteringham, about three quarters of a mile west of the buoy. She was laden with seed potatoes, and was being towed up to Goole. Her crew of two, Captain Hobnan, a son-in-law of one of the owners, and the mate, Taylor, were rescued by the tug.
2nd May 1915 – ‘The Hull trawler ‘Mercury’, belonging to the Kingston Steam Trawling Co., has been sunk whilst on her outward journey to Iceland. The crew numbering 12, have been rescued and taken to Aberdeen. The ‘Mercury’ left Hull on her journey in Saturday.’
'U.41' Commander Claus Hansen, sunk 'Mercury' by gunfire 14 miles E by N of Girdleness, 14 miles EN of Aberdeen. Thanks to http://www.uboat.net/
6th May 1915 ‘Whilst on her voyage from Norway to Grimsby with wood pulp, Officers and crew of the ‘Truro’, owned by the Thomas Wilson, Sons & Co., were chased by the German submarine ‘U. 39’ for over an hour before being captured, and afterwards were for 22 hours in their boats before being rescued by the Norwegian brigantine ‘Tongen’. The ‘Truro’ was in command of Captain Howgate, and he made a gallant attempt to get away, and fourteen knots were got out of the liner, but the pursuing submarine was one of the latest type said to be over 160 ft. long, and kept up a relentless chase. The liner was fired at most of this time with shots falling near, and others whistling over the bridge. One struck her propeller, and she only capitulated when the submarine was seen to manoeuvre as if to fire a torpedo into the ‘Truro’s’ broadside. Then Captain Howgate had perforce to show the signal of surrender. The Commander of the submarine signalled for the captain of the liner to go aboard. On returning the captain held up his hands with outstretched fingers and we knew that meant we had ten minutes to leave the vessel. The rest of the crew got into the lifeboats and in responses to instructions from the submarine rowed 300 yards away from the liner. The submarine then discharged a torpedo and struck the ‘Truro’ amidships, close to the engine room. It was 3.30 when we left the liner, which took an hour to sink. Alone in the open sea, we commenced pulling, and for 20 ½ hours we were in the boats before we were picked up by the brigantine.'
'U.39' Commander Walter Forstmann, sunk 'Truro' 85 miles ENE of St. Abb's Head, 4 miles NW of Eyemouth. Thanks to http://www.uboat.net/
3rd June 1915 –‘Dogberry’ belonging to Messrs. Hellyer, Skipper Reed and crew landed at Peterhead. The crew of the Hull trawler ‘Dogberry’ were pulling for 20 hours in their boat after the submarine sank their vessel. Two shots were fired at us by the submarine, and one crashed through the top of the bridge. After we escaped in our boat, which we did in a hurry, leaving everything we had behind, a party from the submarine put bombs aboard her and blew her up. We eventually landed at Kirkwall.’
'U.19' Commander Constantin Kolbe, sunk 'Dogberry' 25 miles E of Fair Isles or 120 miles NNE of Aberdeen. Thanks to http://www.uboat.net/
5th June 1915 – ‘The thirteen crew of the trawler ‘Persimmon’, of Grimsby landed at Peterhead, rescued by the Swedish steamer ‘Lapland’ along with three other trawler crews. ‘Persimmon’ was sunk at 10.30 on Saturday morning, 60 miles north east of Buchan Ness. Captain Pigeon states that the ‘Persimmon’ left Grimsby on Thursday morning for Iceland. When off Buchan Ness the trawler was attacked by a submarine, which fired two shells, one striking the forward part of the ship, and the other aft of the bunker, the latter sinking the vessel. The crew took to their boat, and pulled towards land. Ten hours after they were picked up and landed at Peterhead at eight o’clock on Sunday morning.'
5th June 1915 –‘Bardolph’ belonging to Messrs. Hellyer, Skipper Fox and crew landed at Aberdeen. A submarine fired at them and they took to their boat. The mate waved his shirt on a pole as a signal of distress, and this fortunately was observed. The 'Bardolph’s' crew were landed by a trawler at Aberdeen.’
'U.19' Commander Constantin Kolbe, sunk 'Bardolph' 115 miles S by W of Sumburgh Head or 120 miles NNE of Aberdeen. Thanks to http://www.uboat.net/
5th June 1915 – ‘Boston trawler ‘Artic’ blown up by submarine without warning, the five survivors being brought into Grimsby yesterday.’
6th June 1915 – ‘Dromio’ belonging to Messrs. Hellyer, Skipper Snelling and crew landed at Peterhead after being sunk off Buchan Ness. The trawler was returning from Iceland with a catch of £1,500 on today’s market, when they were suddenly signalled to stop by a large submarine, which fired a shot at them. The submarine officers signalled them to leave their vessel and go aboard the submarine. Some of the trawler’s crew said they felt sure this meant capture as prisoner of war. They stated that as a small boat approached the submarine a gun on the latter was pointed at them. As they got to the submarine an officer shouted at them “Get aboard, you British bitches” After the fishermen had got on the submarine some of the crew of the latter left in the trawler’s boat and boarded the trawler. They blew the trawler up with a bomb, and on returning sent the Hull fishermen adrift in their boat. They were picked up after several hours in the boats by the steamer ‘Drumloist’ of London and the Hull crew spoke in bitter terms of the German submarine crew.’
'U.19' Commander Constantin Kolbe, sunk 'Dromio' 35 miles NE by E of Buchan Ness. Thanks to http://www.uboat.net/
7th June 1915 – The Grimsby trawler ‘Velocity’ was sunk by five shots from a German submarine. The crew were 52 hours on the water in a small boat without food or water and were terribly exhausted when picked up by the Hartlepool trawler ‘Mayfly’.
7th June 1915 – ‘The latest Hull vessel to be sunk by a German submarine is the fleeter ‘Pentland’, which was sunk yesterday morning in the North Sea. She was in charge of Skipper Marchant, and fortunately he and the crew of nine hands were all rescued by the Hull trawler ‘Emulator’, and landed at Hull today. The ‘Pentland’ belongs to the Hull Steam Fishing and Ice Company and was homeward bound when attacked by the submarine. The crew took to their boat, and fortunately were not long before they were picked up by the ‘Emulator’ which belongs to the Great Northern Steam Fishing Co.’
'U.25' Commander Otto Wunsche, sunk 'Pentland' 75 miles ENE of Hornsea. Thanks to http://www.uboat.net/
7th June 1915 - ‘This morning Tuesday, the tug ‘Galatea’ brought into Grimsby the crew, nine in number, of the Grimsby trawler, ‘Nottingham’, owned by the Consolidated Steam Fishing Company. They were brought into the Humber on Monday night by the Grimsby trawler.' "About eight o’clock on Monday morning we heard heavy firing that we took no notice of it, since we were under the impression it was gun practise on board some battleship. About 10 a.m. we had just got the gear ready for shooting when the skipper Mr. H. Hammonds, shouted out there is a submarine. It is a curious feature that from the beginning to the end not a single word was spoken from the submarine or from us. The captain of the submarine hoisted a white flag with the Iron cross upon it, and underneath he hoisted another flag with the letters; ‘A.E’. The skipper immediately referred to the code signal book and we found that ‘A.E.’ stood for ‘Do you abandon?’ The skipper immediately signalled ‘Yes' and we at once got our boat out. We thought it best not to waste time time in collecting our effects. Only those who have gone through it realise the anxiety when a submarine is close up, and you haven’t the ghost of a notion what he is going to do the next second. It was very calm sea and we had the boat out and had got into within a few minutes, and then we sheered off from the trawler. Directly we had got clear of the ‘Nottingham’ the submarine opened fire with shells. She was not more than 120 yards away and was closer before she had finished, yet it took 23 shots before the trawler went down after at least half an hour’s bombardment. We in the boat, not knowing if the submarine would next attack us, simply waited and we had the melancholy lot of seeing the submarine firing shot after shot at our ship. After the ‘Nottingham’ had disappeared the submarine scooted off and we made a course towards the land.”Onward’, which found the adrift in their small boat in the North Sea on Monday forenoon.’
'U.25' Commander Otto Wunsche, sunk 'Nottingham' 70 miles NE of Spurn. Thanks to http://www.uboat.net/
9th June 1915 – ‘The ‘Navenby’ owned by Mr. William Grant, has brought the skipper and crew, nine in number, of the Grimsby trawler ‘Tunisian’, owned by Mr. Thomas Robinson. The Grimsby trawler ‘Castor’, owned by the Grimsby and North Sea Trawling Co., is also reported to have been blown up at the same time, and the crew afterwards rescued by a Hull trawler believed to be the ‘Essex’. The attack took place on Wednesday morning. Several vessels were fishing in company when a submarine suddenly appeared. Shots were fired over the fishing vessels to indicate that they must stop, and this was at once complied with. The ‘Tunisian’ was the first to receive the submarines attention and the commander signalled that they had five minutes to allow the crew to take to their boat. They had no time for collecting any effects or provisions, and after the crew had got off, men were sent from the submarine and the ‘Tunisian’ was blown up with explosive bombs. A similar procedure took place with the ‘Castor’. The ‘Tunisian’s crew had been afloat about four hours when they picked up by a Hull trawler ‘Essex’, which afterwards transferred them to the ‘Navenby’.Amongst the group was the Grimsby trawler ‘Mercury’, also ow3ned by the Grimsby and North Sea Steam Trawling Co. and in charge of skipper M. Mercer. The latter, realising what was happening immediately gave the order for the gear to be cut away, and this was done. He made full speed for Grimsby. The submarine having blown up the ‘Tunisian’ and 'Castor', the gave chase to the 'Mercury', and some exciting moments followed. Although the ‘Mercury’ was being driven at about ten or eleven knots, the submarine was gradually overhauling her, and wasting shots, when a Government patrol boat appeared in the distance. The submarine turned tail and made off in the opposite direction, the ‘Mercury’ finally arriving at Grimsby without further incident.’
9th June 1915 – ‘Confirmation of the sinking of the Grimsby trawler ‘Castor’ by submarine has been received. The crew were saved by a Hull trawler and landed at Hull. The ‘Castor’ was sent to the bottom by several shots from the submarine’s guns. The skipper of the Grimsby vessel said that they were given little time to scramble into their small boat, and one of the submarine’s shots narrowly missed them. The submarine came close up to the trawler and manoeuvred around her, firing about a dozen shots altogether into both sides till she sank. Whilst they were in their boat before being picked up, they heard another trawler blown up. The trawler which rescued them made a dash for home.’
'U.25' Commander Otto Wunsche, sunk 'Castor' and 'Tunisian' 80 miles NE by N of Spurn. Thanks to http://www.uboat.net/
11th June 1915 – ‘The crew of the trawler ‘Waago’ (Grimsby) was landed at Hartlepool on Saturday, their vessel having been sunk by a German submarine the previous day. The Skipper (Captain Alfred East) said the ‘Waago’ was lying without steam up, when the submarine appeared on the surface about 300 yards off, and without any preliminary warning, commenced firing at the vessel. He and his men - ten in all – scrambled into their boat, and watched the destruction of the trawler. Passing and repassing the doomed vessel, the submarine fired, at ever decreasing range, ten shots into her. Finally the submarine passed only 14 or 15 yards from the trawler and a loud explosion followed. The skipper’s opinion was that a bomb had been thrown on board and almost immediately the trawler sank. The trawler ‘Ben Aden’, of Hartlepool, picked up the crew. No communication whatever was made with the ‘Waago’ s crew from the submarine. The ‘Waago’ was owned by Mr. Henry Smethurst, Grimsby and was built at North Shields in 1898.’
'U.19' Commander Constantin Kolbe, sunk 'Waago' 80 miles NE by N of Spurn. Thanks to http://www.uboat.net/
June 1915 – ‘The steam trawler ‘Saturn’, of Grimsby, has been sunk by a submarine. The crew was landed at North Shields.'
7th July 1915 – ‘The Grimsby trawler ‘Devonshire’ brought into Grimsby the sole survivor of the sister ship ‘Cheshire’, the fortunate man being Walter Dorkin, the chief engineer. Both vessels are owned by the North Lincolnshire Steam Fishing Co. (better known as the Wold Company). The disaster was at first believed to have been due to an enemy submarine, but from the particulars furnished by Dorkin, it is believed to have been due to a German floating mine. He owes his life that he happened to be on duty in the engine room at the time. Dorkin, who resides at 28, Blundell Avenue, New Cleethorpes, states that the explosion occurred about 5,30 p.m. in the North Sea on Wednesday. Part of the engine room was shattered and he rushed on deck. Directly he reached the deck the ‘Cheshire’ sunk under his feet, leaving him struggling in the sea. He could not find any signs of the remaining eight members of the crew, and is certain they were either killed by the explosion or drowned. After swimming clear of the wreckage he noyice what appeared to be a buoy and went towards it intending to cling to it for support. When he got near one of his legs became entangled in some wire, and he realised with horror that he was caught in another floating mine. It was an agonising time, but he never lost his head, and fortunately managed to free himself and swam away. The ‘Devonshire’ had been fishing in the locality and fortunately the skipper heard the noise of the explosion. He at once steamed in the diection of the sound and discovered Dorkin swimming. He was taken on board the ‘Devonshire’ in an exhausted condition, having been struggling a little under an hour.’
July 1915 – ‘At four o’clock on Sunday morning the Grimsby trawler ‘Fleetwood’ owned by the Consolidated Steam Fishing and Ice Co. Ltd was attacked by a German submarine and a member of the crew was killed and three injured. The ‘Fleetwood' had been towing her gear for some hours and the crew and it was time to haul and the crew had turned out for that purpose. They were suddenly interrupted by report of a gun and a shell passed by the ship. The skipper Mr. John Henry Wilkinson then detected from the bridge a submarine about a mile astern. She was coming up at a great pace and had her forward gun trained on the trawler. With the idea of making a dash for safety Mr. Wilkinson gave orders for the gear to be chopped away, and this was done promptly, the trawler leaping forward at top speed when freed of the tow. Whether angered by this manoeuvre, or merely through wantonness the pursuing vessel commenced to bombard the trawler. A shell struck her aft and exploding blew the small boat to pieces, unshipped the mizzen boom and reduced rigging to a confused tangle of ropes. A shrapnel shell burst above the trawler, and the hail of bullets perforated the ship’s ironwork like a colander. Then a shell ripped through the plating on the port quarter, penetrating the cabin where the skipper’s son Tom Wilkinson, a lad of sixteen, who was on a pleasure trip and the chief engineer, Clifford Clare were in the cabin at the time and how they escaped death is a mystery.Skipper Wilkinson realised there was no chance of escape so stopped engines but the submarine continued to fire upon the helpless fishermen. The skipper’s son with the chief engineer and two deck hands, had moved forward and they were standing near the deckhouse on the starboard side, when a shell hit. It smashed the heavy iron casting into fragments and tore its way through the deckhouse. The explosion which resulted had disasterous results for the group of men, everyone of whom suffered. A freagment of shell struck Horace George Gedge in the breast. It lacerated the apex of the heart and he fell to the deck dying. Another fragment struck the chief engineer upon the leg practically severing the limb, while a bullet inflicted a wound in his throat. The skipper’s son had one of his finger tips blown off, while his foot was injured, one of the bones being broken. The other deck hand, Charles Willis, a lad of 17, was comparatively lucky, escaping with a couple of scalp wounds. In all the Germans recored four direct hits on the vessel. Five or six shell passed over or burst in her vicinity. After this bombardment the Germans plucked up sufficient courage to approach the ship and they worked into a position abreast of her, and distant some 30 or 40 yards. It looked as though they were going to finish their brutal work by means of a torpedo and skipper Wilkinson called out to them that it was cowardly business to fire on unarmed men, and to leave them to drown. Some of the men forward, who were attending to their stricken comrades raised them, maimed and bleeding so that the Huns might see the havoc they had wrought, and the German commander, after callously surveying the pathetic little group shook his fist at the fishermen, put his craft about and sheered off. The wounded men were treated as well as possible, and the skipper Wilkinson made for port with all speed.
11th July 1915 – The Grimsby trawler 'Helvetia' brought into Grimsby the skipper and crew of the Grimsby trawler 'Syrian' after an attacked by a German submarine early on Sunday morning. The crew had to take to the boat under shell fire and happily got away without injury. They were picked up an hour or two later by the 'Helvetia'. Further particulars show that the 'Syrian' and the 'Fleetwood' simultaneously. The 'Syrian' was first shot at, and the crew at once got into their boats. As the 'Syrian' was not sunk with these shots, the submarine went to the 'Fleetwood' and attacked her, and then attacked and sank the 'Syrian'.'
11th July 1915 – ‘The crew of the Grimsby trawler ‘Hainton’ was landed at Grimsby this afternoon by the Hull trawler ‘Earle’. The ‘Hainton’ was sunk yesterday morning by a German submarine in the North Sea. The crew were given five minutes to leave the ship, and were afloat twelve hours before being picked up by the ‘Earle.’
1st August 1916 – ‘The crew of Grimsby trawler ‘Bracon Ash’ were landed at South Shields. The crew were ordered aboard a German submarine while the Germans stole everything they could from their boat, which they afterwards sank with bombs. While drifting in their boat, the ‘Bracon Ash’s crew saw a submarine attack the ‘Titania’. The fishing boat ‘Diadem’ picked up one crew and while going to the aid of the other was fired upon by the submarine.'
August 1916 – ‘The crew of Grimsby trawler ‘Titania’ were landed at South Shields.'
September 1916 – ‘The Grimsby trawler ‘Andromeda’ was fishing in the North Sea in very hazy weather, but with calm sea, when just before midnight a shot was fired. It was completely dark, and we could see no signs of the submarine at this time. A second shot was fired, which passed between the funnel and the ventilators, only missing the funnel by the barest fraction. In fact the whistle on the funnel was twisted and rendered useless. Directly the first shot was fired our lights were put out and we crept about on the deck afraid to speak lest our voices should betray us, for it was an unusually still night. Just after the seond shot we heard a two blasts from the siren of another trawler, indicating that they were about to haul up the gear. These blasts had of course been heard on board the submarine, which at once left off attacking us and went towards the other vessel. What happened to them I cannot say, but we heard five shots fired. After the submarine left us the skipper decided to try and get away, and we made off at full speed, and upon a zig-zag course. The submarine discovered we were escaping and began to follow us, for further shots were fired, none of which struck us. We, however, had a good start whilst the submarine had gone after the other trawler, and this saved us, for after dodging about for something like an hour and half we saw no further signs of the U boat, and we came on to Grimsby without any further incident.’
Saturday 23rd September 1916, was a black day for the Grimsby fishing trade, since 12 trawlers were sank in the North Sea. Mr. J. J. Sutton, secretary of the Grimsby Fishing Vessels Owners Exchange Co. Ltd. has officially supplied the list.‘Mercury’ (S.T.C.) ‘Viella’ (F. Barrett) ‘Beechwold’ (Northwold Co.) ‘Refino’ (Mr. G. F. Sleight J.P.) ‘Rego’ (Mr. G. F. Sleight J.P.) ‘Restlove’ (Mr. G .F. Sleight J.P.) ‘Devonshire’ (Northwold Co.) ‘Andromeda’ (S.T.C.) ‘Weelsby’ (J. Grant) ‘Cockatrice’ (Messrs. Mackrill) ‘Britannia’ (T. Baskcomb Ltd,) ‘Kestral’ (W. Ellis) With the exception of the chief engineer of the ‘Devonshire’ all the rest of the crew arrived safely at Grimsby on Sunday. In the case of the ‘Devonshire’, the chief engineer, John Moore, was taken prisoner. It is stated he had previously been a prisoner of war, and if so he was probably recognised. The crews of the ‘Athelion’ and ‘Ranee’ state their vessels were similarly sunk like the others on Sunday. A startling sequel to the raid by the U boats on Grimsby trawlers took place on Monday afternoon when Moore, chief engineer of the ‘Devonshire’, who was taken prisoner on Saturday was amongst the later crews arriving in Grimsby.'
27th September 1916 – When the Wilson Liner ‘Thurso’, of Hull was N.E. by E. 45 miles off Peterhead, Captain Stephen Woods observed a submarine two points on our starboard bow. I immediately put the helm hard a starboard and rang the telegraph for the engineers to give all they could. Shortly after the submarine began shelling us, then being right astern. I kept going until he had got our range, then, as I was totally unarmed, I decided to stop her to save the lives of the crew. After seeing all hands in the boat, I got on the starboard boat and pushed off. The submarine was then about half a mile on the port bow, and as we rowed away he came towards us and ordered my boat alongside, and 30 revolvers were pointed at us I thought it useless to argue the point. On getting alongside he ordered the chief engineer and I on board the submarine after telling me to order the boat away. The commander ordered the chief and I below, telling us we were prisoners of war.'
S. S. Calder sank 18th April 1931.
The S.S. “Calder”, official number, 161047, was a single screw steamer, built of steel at Birkenhead in 1930 by Messrs. Cammell, Laird & Co. Ltd., and was registered at the port of Goole. The owners were the London, Midland and Scottish Railway Co.
The vessel was of the following dimensions, viz :- Length 241ft, breadth 34ft, and depth 17ft. Her gross tonnage was 1108 tons and net 445 tons.The S.S. “Calder”, one of three sister ships, was built and completed in November, 1930, and prior to her last voyage had made seven return voyages from Goole and Hull to Hamburg, under the command of Captain R.H. Sherwood.
On the 11th April 1931, Captain T.W. Sutherby took over the command from Captain Sherwood and took the ship to Hamburg. This was the first occasion on which Captain Sutherby had commanded the S.S. “Calder”, but he was well acquainted with the vessel as he had superintended the construction of that vessel and her sister ships, and had commanded one of the latter.
At Hamburg the “Calder” took on a general cargo for Hull and Goole of 960 tons, of which 200 tons were stowed on deck. This cargo was well and carefully stowed and secured, and was not excessive. With the coal and water then in the vessel it would not load her below her summer marks. The amount of cargo to be carried by the vessel and the arrangement of its stowage was in the hands of Captain Sutherby and he personally supervised it on this occasion.
At 9.55p.m. on 17th April 1931 the S.S. “Calder” left Hamburg with a pilot on board for Hull and Goole. She behaved normally on her passage down the River Elbe, being quite upright and steady, save that when acting under a sharp movement of the helm there was a slight listing, but nothing unusual.
The pilot was dropped at 3.30 a.m. on the 18th April at Lightship “Elbe No. 3” and from this time the S.S. “Calder” was never reported as being sighted. The vessel did not carry a wireless transmitter.
Conclusion :-
That the vessel was overwhelmed by a heavy sea which carried away the unsecured hatches aft and partially flooded the bridge space, thus very quickly destroying her stability so that she capsized and sank in the North Sea about 8 to 10 miles to the westward of the Outer Dowsing Light Ship.
