SOUTH TYNE M60

 

As ML83

John Stevenson Collection

Official No:  119901   Port Number and Year: 1st in Methil, 1907 (ML83)                                                                           11th in Milford, 1910

Description: Drifter and liner; steam screw, coal burning;  Ketch rigged: foresail, mainsail,  mizzen

Crew:  9 men, or 8 men and 1 boy

Registered at Milford: 15 Sep 1910

Built: 1904, South Shields.

Tonnage: 79.16 grt  15.33 net. 11 Jan 1914: Amended by BoT to 28.01 net.

Length / breadth / depth (feet):80 / 18.1 / 8.5

Engine: 35 nhp. 9 kts.  Engine by Shields Engineering & Dry Dock Co., North Shields; boiler by J.T. Eltringham Co., South Shields.

Owners:   1904:  Unknown owners.   As ML83 1907:  J. Cameron & A. Irvin, St.Monance.   As M60 15 Sep 1910: James Hellings, 25 Hamilton Tce., Milford   10 Jun 1912: William Charles Evans, 4 Bridge St., Hakin (16/64) Sarah Jane Hellings, 25 Hamilton Tce., Milford (48/64)   10 Dec 1914: Sarah Jane Hellings, 25 Hamilton Tce., Milford (32/64) Edward James Hellings, 5 Hamilton Tce., Milford (16/64)   22 Jan 1917: Sarah Jane Hellings, 25 Hamilton Tce., Milford (32/64) William Charles Evans, 4 Bridge St., Hakin (32/64)   Date unknown: Sarah Jane Hellings, 25 Hamilton Tce., Milford (32/64) John Brown, 'Berlyn Villa' Wellington Rd., Hakin (16/64) Francis Percival Locke, Upper Hill St., Hakin  (16/64)   Date unknown: Edward James, Docks Milford.

Landed at Milford:  17 Jan 1909 - 14 Oct 1915; 1 Apr 1919 - 15 Jun 1929

Skippers:  William Evans cert. 8739, age 24, born Hakin; residing 4 Bridge St., Hakin; signed on 15 Sep 1910; 20 Jul 1912; 21 Jan 1913

Notes: Dec 1915: Requisitioned as net layer (Admy.no.2721). 1 x 3 pdr. 1919: Returned to owners. 14 Jul 1933: Foundered in Moray Firth.

Cert. Cancelled & Milford Registry Closed: 12 Oct 1933

 Accidents and Incidents:

From an unknown source dated 14th March 1927, in the Les Jones Archive:

 

    According to the evidence of those connected with the  SOUTH TYNE, that vessel, which had been lying alongside the coaling wharf opposite the main entrance gate  to the docks, moved astern on her engines from that position preparatory to the arrival on board of her Skipper and to her departure for sea. Before moving astern she gave the prescribed whistle signal. At the end of that movement, which occupied about a minute, and in the course of which she covered a distance of about 20 yards at slow speed, the SOUTH TYNE lay stationary with her bow at about right angles to the Bull Nose near the wharf.

    Within two feet of the bow of the SOUTH TYNE was another vessel moored to the wall, and immediately astern of the SOUTH TYNE was a third vessel, a steam trawler.  The WILLIAM BRADY was first sighted by the bosun of the SOUTH TYNE when she,  the WILLIAM BRADY was about 50 yards away. The WILLIAM BRADY was then about 50 yards distant and coming astern from the Eastern end of the dock at full speed and in the direction of the SOUTH TYNE. The engines of the SOUTH TYNE  had at that time been stopped for a matter of some 2 or 3 minutes.  The WILLIAM BRADY continued to come astern without checking her speed and when she had approached to within about 10 yards of the SOUTH TYNE those on board the latter vessel shouted to her to go ahead. The WILLIAM BRADY did not, however, do so, and still coming astern, her stern gave the SOUTH TYNE a direct broadside blow.  The impact caused the stern of the SOUTH TYNE to move round and the over-hanging stern of the WILLIAM BRADY swept along the deck of the SOUTH TYNE, carrying away the latter's mizzen rigging and peak halyards, removing the starboard ventilator and doing other damage.

    One of the employees of H E Rees and Company was on board a vessel lying moored alongside the corner, and had the WILLIAM BRADY under observation for a couple of minutes prior to the collision, and during that time she came astern steadily. He heard the crew of the SOUTH TYNE shouting to the WILLIAM BRADY to go ahead, when the two vessels were about 20 feet apart, and he considers that the WILLIAM BRADY could have pulled up in that space.  According to this witness the WILLIAM BRADY was at fault.  The WILLIAM BRADY  was in the part of the dock not usually engaged in manoeovring into position for passage into the lockpits. The witnesses for the SOUTH TYNE do not agree as to whether or not the SOUTH TYNE still had a mooring rope ashore at the time of the collision but for reasons  which appear later we do not regard this point as material  

 

WILLIAM BRADY -  SKIPPER'S EVIDENCE

 

The WILLIAM BRADY went slow astern from the position where she had been moored at the Eastern end of the market. She was bound for sea.  When she had reached about level with the Western end of the market, the signal on the Bull Nose went up against outgoing vessels, and the engines of the WILLIAM BRADY were accordingly stopped. In a few minutes' time it became necessary for the WILLIAM BRADY to go astern again, in order to clear another trawler which was then leaving the market wall. The prescribed astern signal was given by the WILLIAM BRADY and as she was going slow astern the SOUTH TYNE, without any warning, backed out from a position just inside Sellick's corner, and with a good deal of way on. The engines of the WILLIAM BRADY were immediately rung full speed ahead but a collision between the two vessels was unavoidable.

 

BOATSWAIN of the WILLIAM BRADY's statement.

 

I was on duty alone in the after part of the vessel.  An order to go astern a second time was given when she was about level with the middle of the market. When the   WILLIAM BRADY had gone astern to about level with the Western end she drew up alongside another steam trawler which was lying stationary in the dock, on the starboard side of the WILLIAM BRADY.  I had a fender ready and was keeping this other vessel under observation.  I looked aft and noticed the SOUTH TYNE coming very slow astern from a bunch of vessels.  She was then about 300 feet distant and about three parts of her were visible. I shouted at once up to the Skipper to go astern and the latter reversed engines immediately. This would be about half a minute before the two vessels came into contact.  During that period the SOUTH TYNE stopped her engines, continuing however to move astern.  The WILLIAM BRADY still had stern way on her when the impact took place.  Neither the Skipper nor I heard a signal from the SOUTH TYNE before she came astern.

______________

 

We have come to the conclusion that the collision was caused by the neglect of those on board the WILLIAM BRADY  to keep a proper lookout, and we have come to the conclusion also that the collision was not contributed to by any neglect, act or omission on the part of the SOUTH TYNE, and in fact that no steps were open to her to avoid the collision.  We accordingly hold the WILLIAM BRADY alone liable for the collision.

 

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WILLIAM BRADY, Messrs Brand & Curzon Ltd., Skipper H. F. Setterfield; Boatswain James Snelling.

SOUTH TYNE, Messrs J. Hellings & Son; Mate Alfred John Parker; Deck Hand Sidney Staines.

 

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The Times, Saturday, Jul 15, 1933; pg. 17; Issue 46497; col D

CASUALTY REPORTS

FROM LLOYD'S

SOUTH TYNE - Fraserburgh - July 14th.  Steam drifter SOUTH TYNE, M60, sunk at anchor Rosehearty fairway this morning.

 

     

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