Maritime record MWX1703 - Bournemouth

Remains of English passenger vessel which ran into Portland Bill in dense fog on 27 August 1886. She was an iron-hulled steamer, en route from Bornemouth to Torquay. 232G

Built in 1884 by Ramage and Ferguson, Leith, the BOURNEMOUTH was paddle driven by a 2 cylinder compound engine. She had an Hp of 240 and had one boiler. She was owned by the Bournemouth, Swanage Poole SS.Pkt.Co and her master was Perrin. She carried a crew of 17 and had 180 passengers aboard. (1-3)

`...on Friday evening a telegram was received that the BOURNEMOUTH had gone ashore under the higher lighthouse of Portland Bill on the West side, in dense fog. She had been on a day excursion and was on the return voyage. Her boiler room was completely stove in and she later broke her back. The tug QUEEN was sent for and Mr J S Fowler, manager of the company, arrived on site to conduct rescue operations. It had been hoped to transfer all the passengers to the VICTORIA, another excursion vessel but in the fog she failed to see the signals. The boats were therefore landed at Chesil Cove where a large bonfire was built to guide them in. The Coastguard rocket apparatus saved four lives. She lies with the forward section as far back as the paddle boxes high and dry but all hope of saving her abandoned. She was built for £15,000 but is insured for only £7,000. The ladies, of whom there were many were greatly terrified and their agonising screams rent the air... (2)(3)

Probably one of the best known shipwrecks of this period was the stranding of the 684 ton paddle steamer BOURNEMOUTH at Portland Bill in the summer of 1886. She had left Bournemouth early on the morning of the 27- AUG-1886, filled with passengers enjoying a days holiday excursion to Torquay. It was foggy along the coast when the steamer returned that evening. At 7pm the BOURNEMOUTH sited land almost immediately ran onto the rocks under Portland's higher lighthouse. Since she was travelling at 16 knots it was violent collision and her fore part was severely damaged. Bournemouth's own boats were launched and aided by boats from the shore all passengers were safely taken off. Since the paddle steamer had only lifeboats for 32 people it was fortunate that there was no swell at the time as she carrying 180 passengers and 14 crew. Work salvaging the machinery continued for several weeks, but the vessel itself was severely damaged and became a total wreck.(4)

27-AUG-1886, BOURNEMOUTH, paddle-steamer was a total loss at Portland Bill without loss of life.(5)

On the evening of the 27-AUG the paddle steamer BOURNEMOUTH bringing back 197 passengers from a day trip to Torquay ran ashore in dense fog between the Bill and the high lighthouse. All were saved by the ships and boats and others which came to the scene, some being landed at Chesil, where a boat capsized in the waves and a number of passengers got a wetting, while others were taken around the Bill to be landed at Southwell.(6) Ran aground in thick fog while taking passengers on day excursion to Torquay. Ran onto rocks near Pulpit Rock on W side of Portland Bill. Wreckage is spread from high water line to a depth of 12 metres and consists mainly of flattened plates. (1)

Additional sources cited in United Kingdom Shipwreck Index: ST 03.09.1886(R) BOT.Wk.Rtn.1886 Appx.C Table 1 p118 Poole Library and Weymouth Library, cuttings and photos.

Gross tonnage

<1> United Kingdom Hydrographic Office, 1992, Hydrographic Office wreck index (Index). SWX4837.

<2> Larn, Richard, 1992, United Kingdom shipwreck index, Extracted 09-JUN-1993 Page(s) N/a (Index). SWX5030.

<3> Larn, R, and Larn, B, 1995, Shipwreck index of the British Isles, volume 1 : Isles of Scilly, Cornwall, Devon, Dorset Section 6, Dorset (AJ) Vol 1 (Monograph). SWX4541.

<4> 1975, Dorset magazine : the county magazine 49, p27-28 (Article in serial). SWX5165.

<5> 1976, Dorset magazine : the county magazine. Dorset Shipwrecks, p21 (Article in serial). SWX5166.

<6> Farr, Grahame, 1971, Wreck and rescue on the Dorset coast, 42 (Monograph). SWX1056.

<7> Le Pard, G, 1995-2003, Dorset Coast Forum Maritime Archaeological Database, 012 (Digital archive). SWX8707.

<8> Cumming, E, The Dorset shipwreck and maritime incident directory, 15/16 (Monograph). SDO16406.

Paddle Steamer – Detail in Dive Dorset: 120 p:100: GPS; 50 31.00N; 02 27.58W. Southern Times:3/9/1886. Trim: & Larn:- West side of Pulpit Rock. Note: Name-board and dinner plates in Portland Museum. Report in Dorset County Chronical: 2/9/1886. (LePard: p:83). Portland Museum Wreck No. 7. See Times report below. Times: Saturday, September 18, 1886, Issue 31868 – The Bournemouth: “This was an enquiry into the stranding of the paddle steamship Bournemouth, 684 tons, under the Higher Lighthouse, Portland, in fog on August 27th last. Mr. W. A. Hunter opened the case on behalf of the Board of Trade. He stated that the Bournemouth was built in 1884, and belonged to the Bournemouth Swanage and Poole Steam Packet Company. She was engaged in the passenger traffic between Plymouth, Dartmouth, Weymouth and the Isle of Wight. She was surveyed on July 8 last and found to be in good condition. She carried three lifeboats and a dingy capable of carrying 45 persons altogether. On July 1 the master certified that the compasses were in all respects satisfactory. On August 27 the vessel proceeded from Torquay to Bournemouth at 10 minutes to 4 o’clock in the afternoon, with a crew of 14 hands and 180 passengers, the weather being fine and clear. She steamed about 15 knots per hour, her course being east by south half south from Torquay. Between half-past 5 and 6 the weather set in very thick, and the captain reduced the speed to three-quarters and alter course to half a point to east-south-east. A lookout shouted ‘Rocks ahead’ and before the engines could be reversed she struck. The boats were lowered, and, with the assistance of the coastguard, the passengers were all safely got off. The crew left at 9 o’clock, and about 11 o’clock she broke up. It was rumoured that the Bournemouth had been racing another vessel – the Empress – which left Torquay a quarter of an hour before, but he believe that the captain would state that was not so. The first witness called was William Perrin, certified master of the Bournemouth, who said that on coming up on deck at 5.30 there was thick fog and they could not see more that 100yards. The course was east by south half-south leaving Hope’s Nose, the speed being about 15 ½ knots on the top of the tide. He kept the ship running on coming on deck from teat the same speed and on the same course. The ship was steered from the bridge. He was on the bridge on the portside and the boatswain on the starboard side, while two seamen were in the bows looking out. At 6 o’clock he reduced the speed to from eight to ten knots, and altered course from east to south-east. He did not take and soundings before the ship struck at 6.50, when he expected to be a mile or so to the southward of Portland Bill. When the man on lookout reported land ahead, he immediately gave the order ‘Full speed astern’ and the engines were immediately reversed, but before they could have any effect the vessel struck. He immediately sent off three lifeboats with 32 passengers, and did everything he could to attract the attention of those on shore. Five or six boats which came from the shore were filled with passengers and sent ashore. The coastguard did not come until about 10. Only three passengers were sent off by the Rocket Apparatus, it being about quarter-past 10 when the last passenger left the ship. Witness and crew left the ship at half-past 11. As the tide ebbed away, the rocks being nearly under her amidships section, she parted near the forward watertight bulkhead. The vessel was insured for £7000, but her value was from £10,000 to £12,000. There was only one standard compass on board, which was last adjusted at the end of April this year. The deviation was only about one degree on the south-east course. The Steamer Empress left Torquay about half an hour before he did, but he was not racing with her. He considered the stranding was due to the error of his compass. James Henry Trodd, boatswain of the Bournemouth, who said that he did not hold any certificate, attributed the stranding to the inset of the tide. He did not know if there was anything wrong with the compasses. He thought due allowance was made for the action of the tide. John Barber, who was steering the vessel at the time of the stranding, and William Boyd, the engineer, having given evidence, Mr. Hunter said that concluded the evidence he had to offer, and the questions by the Board were handed in. Mr. Trevanion, address the Court on behalf of the captain, who had been master and mate for 22 years without a casualty, urged that he had taken a proper course, that he kept a careful lookout, and that he did all that was possible for the safety of the passengers after the vessel had struck. Mr. Hunter having replied. The Chief Commissioner, in giving judgment, said that in the question of the Court the cause of the stranding was the vessel was kept on a course too far to the northward. One of the questions put by the Board of Trade was whether a safe and proper course was set and steered after leaving Torquay, and whether due and proper allowance was made for the tide and currents. It was clear from the evidence that the course which the captain steered was not a safe and proper course. For half an hour after he became aware of the fog he continued on his original course and kept the Bournemouth going at full speed. The Court considered that the vessel had been navigated in a most improper and unseamanlike way. It was not denied that the whole blame for the casualty rested with the master, and the Court entirely concurred in the opinion of the Board of Trade that his certificate should be dealt with. They were told he had been in the employ of the Isle of Wight Steam Packet Company for 22 years, and in the last three years in the employ of the owners of the Bournemouth. So long a service as that would not justify them passing over so gross a case as this. If there had been only a little more sea and a little more wind not a soul on board the vessel would have survived. Under all the circumstances of the case, the Assessors were clearly of the opinion the this was one of the worst cases they had had recently, and they thought, notwithstanding Captain Perrin’s long service, his certificate must be suspended for 12 months. On the application of Mr. Trevanion, a mate’s certificate was allowed in the meantime.

<9> Farr, Grahame, 1971, Wreck and rescue on the Dorset coast, 42 (Monograph). SWX1056.

<10> Hinchcliffe, J and V, 1999, Dive Dorset: a diver guide (3rd Edition), Wreck 120, p100 (Monograph). SWX1.

<11> National Record of the Historic Environment, 904624 (Digital archive). SDO14739.

Record last edited

Sep 6 2024 4:37PM