Ackworth Technical Specification

Cargo ship Ackworth.

"ACKWORTH" (S.S.)

IN the matter of the formal Investigation held at West Hartlepool, on the 1st day of December 1885, before H. C. ROTHERY, Esquire, Wreck Commissioner, assisted by Captains METHVEN and HYDE, as Assessors, into the circumstances attending the stranding and loss of the steamship "ACKWORTH," of West Hartlepool, on the Pearl Rock in Gibraltar Bay, on the 11th ultimo, whilst on a voyage from Sulina to Altona.

Report of Court.

The Court, having carefully inquired into the circumstances of the above-mentioned shipping casualty, finds, for the reasons annexed, that the stranding and loss of the said vessel was due to the negligent navigation thereof by William John Lake, the master, and it accordingly suspends his certificate for twelve months, but recommends that during the period of such suspension a first mate's certificate be granted to him.

The Court is not asked to make any order as to costs.

Dated this 1st day of December 1885.

Annex to the Report.

This case was heard at West Hartlepool on the 1st day of December instant, when Mr. Howard Smith appeared for the Board of Trade, Mr. Tilly for the owners, and Mr. Forster for the master of the "Ackworth." Two witnesses having been produced by the Board of Trade and examined, Mr. Howard Smith handed in a statement of the questions, upon which the Board of Trade desired the opinion of the Court. Mr. Forster having produced a witness, was heard on behalf of his party, and the Court then proceeded to give judgment on the questions, upon which its opinion had been asked. The circumstances of the case are as follow:-

The "Ackworth" was an iron screw steamship belonging to the port of West Hartlepool, of 1,886 tons gross and 1,220 tons net register, and was fitted with engines of 160 horse power. She was built at West Hartlepool in the year 1883, and at the time of her loss was the property of Mr. Joseph Benjamin Lister Merryweather, of Victoria Terrace, West Hartlepool, and others, Mr. William Merryweather being the managing owner. She left Sulina on the 1st of November last with a crew of 22 hands all told, and a cargo of 1,220 tons of wheat and rye, and with 150 to 160 tons of coal in her bunkers, bound to Altona, and on the 6th of the same month arrived at Malta, and having there replenished her coals she proceeded on her voyage, intending to pass through the Straits of Gibraltar direct to her port of destination. At 9.30 a.m. of the 11th she was off Europa Point, which was distant, according to the master's statement, from two to three miles. The weather at this time was fine, the wind East, with a moderate sea, and the vessel was proceeding at full speed, making about 9 knots an hour. She was not, we were told by the master, upon any particular course, but was steering by the land, heading at the time about W. 3/4 S. Suddenly, at about 10.15, and whilst still going at full speed, she struck forward, but almost immediately afterwards slipped off the rock into deep water, and on sounding the wells it was found that she was making water in the fore tank. The master, thinking that he would be able to get her into Gibraltar, then put her about, and steered for the anchorage; but after proceeding for some distance it was found that the water was gaining rapidly, upon which the boats were lowered, and all hands got into them. In the meantime signals for assistance had been made, and two steam tugs and three steam launches having come out to them, a rope was passed on board and made fast, and they commenced towing ahead; but in about 10 minutes, finding that the vessel was sinking, they had to let go, and she sank with everything on board in 50 fathoms of water, and became a total loss. The rock on which she had struck was the well known Pearl Rock.

These being the facts, the first question upon which the Board of Trade have asked for our opinion is, "Whether proper measures were taken to ascertain and verify the position of the vessel when Europa " Point was abeam?" It does not appear that any steps were taken to ascertain the distance of Europa Point when they were abreast of it; the master said that he supposed he was about two or three miles off it.

The second question which we are asked is, "Whether " a safe and proper course was then and thereafter set " and steered?" It is clear that a safe and proper course was not steered, otherwise the vessel would not have got on the Pearl Rock. The master told us that he knew the rock well, and that he intended to pass within one or two ship's lengths of it; but he had no right to do anything of the kind, knowing, as he admitted he did, that it was a most dangerous rock, lying some 15 feet below the surface of the water, and that there was a strong current, which would set the vessel towards it.

The third question which we are asked is, "Whether " a good and proper look-out was kept?" We have no reason to suppose that there was not a good and proper look-out. The master was on the upper bridge directing the navigation of the ship, and it was broad daylight.

The fourth question which we are asked is, Whether the vessel was navigated with proper and seamanlike care? In our opinion the vessel was navigated in a most improper and unseamanlike way.

The fifth question which we are asked is, What was the cause of the stranding. The cause of the stranding was that the master either miscalculated his distance from the land in passing Europa Point, or chose to put her on a course too near to the land, although he knew that the current would set her towards the Pearl Rock.

The last question which we are asked is, Having regard to the above questions, was the stranding of the vessel caused by any wrongful act or default on the part of her master? And it is added that, in the opinion of the Board of Trade, the master's certificate should be dealt with. The master has candidly confessed that he can offer no justification whatever for his conduct; and the only excuse which he offers is that he kept close in because he wanted to avoid the strength of the current; but I am told by the assessors that the current is just as strong near the Pearl Rock and round Carnero Point as it is further out, and that he had no business whatever to have taken the course he did. Here, then, is a vessel worth, with her cargo, we are told, something like 35,000l., which has been literally thrown away by the reckless conduct of the master, and for the loss of which he can make no compensation to the owners. We are told that he has been in the service of his late owners for the last five years, for the first year as mate, and for the last four years as master, and that during all that time, and until this unfortunate casualty occurred, he has always conducted himself to their entire satisfaction. But the case is one of such gross carelessness that we cannot do less than suspend his certificate for twelve months. As, however, there is no reason to think that the casualty was due to intoxication, but only to carelessness and to reckless navigation, we shall recommend to the Board of Trade that during the suspension of his master's he be allowed a first mate's certificate.

(Signed)

H. C. ROTHERY,

Wreck Commissioner.

We concur.

(Signed)

R. METHVEN,

GEORGE HYDE,

Assessors.

A shipping company which was formed through a long connection of family shipowners which included William, Richard, Joseph Benjamin Lister and William Scott Merryweather. William Merryweather was an auctioneer and purchased shares in his first sailing vessel soon after the Victoria Dock opened in Hartlepool in 1840. His son, Joseph Benjamin Lister Merryweather formed a partnership with Robert Coverdale & Charles Scotson Todd in 1873. On 31 August 1878 the partnership was dissolved by mutual consent and Joseph and his son, William Scott, became partners. Their first ship was the Sarah Ann named after Joseph’s wife.  

William added ships to the company after his father’s death. The last ship was sold in 1915 and he carried on a business as a shipbroker.

Family History:

Richard Merryweather was born in 1815 at Welbury, Yorkshire to parents William and Elizabeth. He became an auctioneer and in the late 1850s and early 1860s had shares in sailing vessels. Richard was married to Elizabeth Mould at Buckingham in 1841. By 1851 the couple were living at Southgate, Hartlepool and by 1861 at Cleveland, House, High Street, Hartlepool with their five children.  Richard died on 3 October 1891 aged 76 at Hartlepool leaving effects of £72.

William Merryweather was born in April 1791 at Welbury, Yorkshire to parents Richard and Margaret (nee Snaith). He married Elizabeth (nee Lister) in October 1813 at Welbury. Elizabeth died in 1854. William was remarried in February 1860 to Eleanor Forster. He died in February 1866 and is buried in St Hilda’s Churchyard alongside his first wife. On his death his effects were less than £1,500.

William and Elizabeth’s first son, also William, was born at Welbury in 1815. He became a porter merchant and then a shipowner. In June 1844 he married Margaret Ann Hauxwell at Hartlepool. William died in July 1853 at Stockton-on-Tees.

Joseph Benjamin Lister Merryweather was born to William and Elizabeth in 1836 at Hartlepool. In June 1859 he married Sarah Ann Scott at Wakefield. By 1881 the family were living at Alverthorpe, Wakefield. Joseph died on 22 December 1902 at Welbury Grange near Northallerton leaving effects of £38,173.

William Scott Merryweather was born in January 1860 at Hartlepool to Joseph and Sarah. He married Emily Elizabeth Wattley in 1885. At this time he was living at ‘Ethelbert’, Victoria Road. He was a member of the Town Council for many years and a J.P. By 1911 he was living at ‘Wrenwood’, Park Avenue, West Hartlepool. William died in July 1930 at Welbury leaving just £40 to his widow.