ADMIRALTY INQUIRY ON THE TYNE NAVIGATION BILL
The Inspector sat this morning at ten o'clock, and the case for the promoters was proceeded with. A plan of the river from Walker Quay to Jarrow Slake, by Mr. J.T.W. Bell, from actual survey in January, was put in, for the purpose of enabling the inspectors to understand the evidence.
Charles Scott, an up river pilot, gave evidence as to the state of the river between Shields and Newcastle. Twenty-six years ago Tyne Main Shoal was the worst shoal in the river, there being then 1 ½ ft. to 2ft. Clean ebb spring tides; sixteen years ago it was removed, and Hebburn Shoal was then the sole obstruction. It is easier now to get a ship up and down than it was; the channels throughout the whole course are straighter and deeper than they were. [The witness was cross-examined at some length, and in answer to Mr. Abernethy said he considered dredging had been beneficial in removing shoals, and that it might be more extensively applied.] Mr. Lawes inquired as to the regulations of the Trinity House in licensing pilots; it appears that no certain period of service is required, and that no examination was made when “the branch” was given or since, except few questions being asked by the gentleman” at first. They generally commenced going in boats when boys, and afer being seven or eight years there, they received a license. The fee they obtained was 1s 6d per foot for every foot of water a vessel draws, and 1s for every ship is given to the Trinity House. Being a licensed pilot he was a member of the Corporation of the Trinity House: the only priveledge he had was, that in case of death his widow would have 20s per year; there was no allowance made to children. If he became disabled, he would have 20s per year. There are alms-houses attached to the Trinity House, but he was not aware that any pilot had ever obtained access to these houses. By the Town Clerk of Gateshead: Was not a freeman of Newcastle.
The Town Clerk explained that these alms-houses were only for freemen of the town, and not being a freeman, though a pilot, he was not a member of the Trinity House.
Leonard Burn, down-river pilot, stated that when he first became a pilot the principal shoal was Hebburn Quay Shoal, on which there was not 2ft.; there is now 3ft. To 3ft 9in. The passage by Wallsend is better and straighter than it was; the jetties and river works have occasioned the change. It is much easier now to navigate vessels down than it was. There is a great improvement in the Low Reach; t the Gosforth Spouts there was only 4ft. Water and is now 15ft. At Wallsend and Mr. Carr's jetty the navigable channel is better. Seven years ago there was a dry sand, and now vessels of 600 or 700 tons can load with cinders at the jetty. A vessel of larger draught of water can go down now than formerly. Cross-examined: Had come over Hebburn Shoal with a ship drawing 14 ½ ft. when the tide was not at the top, but it was a good tide. The vessel was the Thane, belonging to Mr. Henry Brown, of North Shields. It was in November, 1849 – at all events within the last twelve months. [Mr. Leitch: Oh, there has been a marked improvement lately.] Had noticed a dredger at work at Hebburn last year; had only seen it once there during the previous thirteen years. By Mr. Lawes: He received 1s per foot for every foot a vessel draws, for piloting between Bill Point and Newcastle, and gives 1s each ship to the Trinity- House. Had never been called upon to undergo any examination.
By Mr. ABERNETHY: The depth of the water at the piers at Shields has increased, and there was always sufficient water in the navigable channel there. Re-examined: Can now take down a vessel which draws 2ft. More water than he could do in 1837. The jetties erected above Hebburn Quay have tended to make the channel straighter. By Mr. LAWES: Had paid £2 for his license.
The Town Clerk stated the Deputy Master of the Trinity House was present, and would be glad to give the Inspectors any information they might require as to that institution.
Mr. John Rayne said the institution was established as one of the free bodies of this town under grants from the Crown. All the pilots from Holy Island to Whitby were appointed by the Trinity House. The pilots consisted of two classes – sea and river pilots. There was a committee of sea pilots, embracing the most experienced pilots acting under a pilot master, and this committee examined young men, and if they passed this examination as to marks, handling a ship, currents and shoals, then acting orders were given to them, and when vacancies occur, the places are filled up. There were about 140 sea-pilots, 40 down-river pilots, and 12 under acting orders; 25 up-river pilots and two or three under acting orders. The Trinity House had no power to compel masters of ships, British or foreign, to employ pilots, they must have a license, or the person employing them was liable to a penalty of £20. Young men with acting orders could not pilot a ship carrying more than twelve keels of coals. There are not more than six pilots who are freemen. A pilot being a freeman, pays 6d per ship; others pay 1s per ship; and two of the six are appointed to look after buoys and beacons, and paid by the Trinity House. Some of the river pilots have been masters of traders; but most of the sea-pilots are sons of pilots, and been brought up in the boats. Pilots being freemen, are entitled to an out-pension, which other old seamen have. The pilot-master receives his salary out of the 1s a ship, and the surplus goes to a pilot's fund, of which the Corporation are trustees. The other revenues of the Trinity House are derived from primage and property; the income is from £3,000 to £4,000 per year. About £3,300 to £3,400 is paid to out-pensioners, and the Trinity House subscribes to the Infirmaries in towns with which they are connected, and other charitable institutions. The governing body consists of elder and younger brethren, who receive no advantage from their office. The widows of pilots, free of the House, receive £9 per year, and 10s per quarter for each child under 14 years of age. The Trinity House have the control of the harbour lights, beacons and tide-gauge at South Shields, which he was sorry to say was not of much use.
By Mr. ABERNETHY: There is free competition among the pilots. The pilots are required to sound the bar at certain periods, and the soundings are sent to the Trinity House fortnightly.
By Mr. LEITCH: The widow of a younger brother is allowed £10 per year. He widow of an elder brother, in case it is certified that her husband has died in indigent circumstances, is allowed £30 a year.
By Mr. LAWES: There is no oath of secrecy administered on appointing persons to office in the Trinity House. There is a declaration made, of which I will furnish you with a copy.
By Mr. J.W. LAMB, of South Shields (in the absence of Mr. SALMON): The port of South Shields is too much crowded and there is great need of docks. There are freemen of the Trinity House residing in North and South Shields. Apprentices serving with them do not obtain the privilige of freemen as the law at present stands.
Thomas Stewart, a down-river pilot from Pelaw Main to South Shields. Had held that situation twenty years. Witness spoke to the various shoals existing during the early periods of his pilotage, and the improved state of the channel since, which he attributed to the dredging and jettying which had been effected by the Corporation, . Ships are now piloted down with less risk and more easily than formerly. There has been an additional foot of water on Hebburn Shoal within the last four or five months.
Henry Oates, on being called, stated that he was pilot of the Conside steamer in September, 1848: and his attention was being drawn to the passage in Captain Washington's report referring to the pilotage of that vessel on the occasion referred to, he stated that the passage did not give a true idea of the facts. The report of his evidence did not exactly represent the facts. Witness then entered into an explanation of the facts, and was of the opinion that they did not reflect either upon his own seamanship or Mr. Brook's engineering. The accident occurred between nine and ten o'clock at night. Only one craft was sunk.
By Mr. RICHMOND: There has been a gain of about a foot in depth by the river improvements; and I think it is gain sufficient to justify an outlay of £90,000 or £100,000. I know the Thames; and I don't think it would have been better to leave the Thames alone. I believe it is impossible to get rid of shoals altogether.
By Mr. ABERNETHY: I can take a vessel from St. Peter's to Newcastle Quay, drawing 17ft. Water, at the top of spring tides; but could not do this formerly. It would be an advantage if the bed of the river was made lower at Bill Point; but at present there is quite enough room to get very large ships round there. I should have no fear in taking the London Merchant round. The Lubeck steamers are more difficult to get round a point than the London merchant; and I can easily take them round.
The inquiry was adjourned shortly before four o'clock.
FRIDAY, FEB. 22
The inquiry resumed at the usual hour. John Banks being called a s a witness for the promoters. He is a staithman at the Gosforth and Coxlodge Staiths at Carville, opposite Hebburn Quay. The staiths were built in 1839 and 1840; there was then 3ft. Of water in front; there is now 15 to 16 ft. Had often in former days seen four or five vessels together on shore upon Hebburn Shoal; very rarely saw any now. The Low Reach has been greatly improved of late years. Part of the coals were shipped from the staiths, and part put into lighters, or keels. In 1841 the whole quantity shipped was 44,031 chs., at the spout 40,044, by keels 3,987; 1842, spout 34,404, keels 4,408, total 38,802; 1843 spout 33,473, keels 1930, total 37,387; 1848, spout 35,006, keels 964; 1849, spout 31,004, keels 648. Since 1841 the number of small coasting vessels using the staith have diminished; the vessels are of greater burden than they were. It is an advantage for a vessel to deliver her ballast at sea, and run right up to the coal staith to be laden. Some of the vessels which were loaded partially at the staith in 1841 are now loaded entirely there. [Witness gave instances.] Cross-examined: Had seen passenger steam boats ashore on Hebburn Shoal. There has been a large falling off in the number of steam boats since 1839, when the North Shields railway was opened. Mr. Brook's jetties were not put out in 1843. The coal trade has not been good of late; prices are low, owing to the prevailing competition. The freight is generally higher when the vessel takes in her cargo at the staith; the expense of taking down coal by keels for shipment in Shields Harbour is divided between the shipowner and the coal owner. Does not think the change in the mode of shipment arises from the increased necessity of removing on the part of the shipowner.
By Mr. ABERNETHY: Had 15ft. Of water in the channel. Attributed the increase of water to a rubble wall being built below and above the new staith, and to dredging. There is 7ft. Or 8ft. Water at low water in the Low Reach, and about 4ft. Over Jarrow Shord. Had seen a ship drawing 16ft. Of water at the staith last year.
Re-examined: Remembered the barque Choice, belonging to Mr. Dale, of North Shields; she was loaded in December last. Did not know what water she draws, but carried 20 keels, 3chs. Her register tonnage by Lloyds is 319. The wall built near the staith is part of Mr. Brooks' general plan, and the owners of the colliery paid the Corporation £500 towards the cost.
Wm. Jameson, staithman at the Heaton Staith, three or four ships' length below Gosforth, was next called. Was also a shipowner, and had been 19 years in his present situation. The river was some years ago more incommoded with shoals than now, and the course of the river more torturous. He tested it by the quantity of coals they were obliged to ship by keels in various years, which was as follows:-
The dredger had then been put on and the jetties above Hebburn constructed. The present staith was finished in 1844, and there is now 14ft. water at low water, with such a current that it is difficult to hold ships in their berths. Had formerly eight keels, and now only one with little employment for it. Last year the river had further improved, vessels being able to leave at an earlier period of the tide, which is a considerable advantage to large ships, as they can be on the bar when it is high water. It is a disadvantage to ship by keels – expensive, occasions delay, and the coal does not go to market in such good condition.
Richard Davison, a keelman, spoke to the channel being broader and straighter, and he thought deeper also than a few years ago; the distance from Holywell Main to the sea he considers a mile less on account of the improvements. Cross-examined: The rig of the keel is improved, but he spoke of the navigation.
Andrew Aiston, Wm. Forster, and Thomas Watson, keelmen, gave evidence to a like effect – the latter being employed at Stella.
Mr. PHILIPSON appeared on behalf of the Trinity House, and stated the Board had not authorised Mr. Rayne to give evidence yesterday; they should object to give any information not strictly relevant to the inquiry, and declined to produce the accounts which Mr. Rayne had intimated yesterday would be forthcoming.
Mr. ABERNETHY said he better communicate with the Town Clerk, and the matter could be considered at the end of the inquiry.
Charles Carr, George Stephenson, and Thomas Hebburn, steam-boat masters, were next called, and their evidence was of similar character to that already given.
In answer to Mr. Lawes, the TOWN-CLERK said he was proceeding to show the past and present state of the river, and should then give evidence as to the proposed future operations. Adjourned shortly after four. We understand a number of ship captains will be called to-morrow (Saturday), so that the engineering evidence will probably not come on before Monday or Tuesday. We shall not be surprised if the inquiry occupies a fortnight or three weeks, and the cost will be enormous.
Some modern images, Tyne Pilots and Tugs
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