Wrecks List
Total Records: 1
Name Nationality Location Date Lost
Ceres   British  Carnsore Point Co Wexford  1866 

Ceres : 
Owner Malcomson Bros Waterford 
Flag British  Builder Smith & Rodger, Govan 
Port Waterford  Build Date 1852 
Official No Material Iron 
    Tonnage nrt/grt 382 / 581 
Ship type Steam Ship  Dimensions 199.0 | 23.4 | 14.7
Ships Role  Cargo / Passenger  Rigging Style Schooner3 Masts  
Super Structure
Had a common bow, with a poop, bust, female figure head, sham galleries, stationary bowsprit. 
Iron Hull with a 10ft screw . 
2 Steeple Engines 40" x 30" 102 nhp, 2 Boilers. Engines by Smith & Rodger, Govan.  
Wreck Location  Carnsore Point Co Wexford 
Date Lost 13/11/1866  Captain Pascoe 
Cause Wrecked  Crew Lost
Position   Passengers Lost  29 
Google Map Location


On Wednesday the Board of Trade inquiry into the circumstances attending the wreck of the vessel on Carnsore Point off the coast of Ireland and the loss of the lives of 29 passengers and nine of the crew on the evening of the 13th ult was resumed and concluded at the Greenwich Police Court before Mr. Trail police magistrate and Captains Harris and Baker nautical assessors.

A great deal of evidence was taken and at its close after an address from Mr, Cottingham barrister on behalf of Captain Pascoe the commander of the ill - fated vessel the court retired to consider its judgment and which was delivered as follows The court, after an anxious consideration of all the circumstances attending the fatal disaster of the loss of the Ceres feels it to be its painful duty to pronounce Captain Pascoe the master of that ship guilty of a default.

The Ceres took her departure from abreast of the Longships shaping her course N N E to pass the Smalls That course was expected to carry the ship to the westward clear of the Smalls and to the eastward clear of the Tuskar. Not having sighted the Smalls he kept that course till 5.40 p.m., when he hauled out a point to the eastward upon which course he stood till the ship went aground at 6.20 p.m, on Carnsore Point a spot at a meridional distance of twenty miles from his supposed position at that time. To account for this deviation it is surmised that there was an error in the bridge compass by which the ship was steered. There is however no evidence of such error and if it had existed it would in all probability have been discovered in the previous part of the voyage when making the ports of Portsmouth, Plymouth, and Falmouth or the sighting the Longships. It is in- deed possible that the ship may have been carried westward of her course by the tide which was ebbing from 5 30 till past midday.

It is precisely to counteract the risk of accidents from defects of compasses influence of tides or currents or other such contingencies that the use of the lead is so indispensable when the weather is so thick that objects cannot be seen and therefore from whatever cause the deviation in this case arose it will not furnish an excuse for the neglect to take soundings. The Smalls Light was not sighted and the Master ought to have known that he was much to the westward inasmuch as at the time he passed that lighthouse the weather was sufficiently clear to sae a distance of some miles. It was therefore his duty to have sounded at all events before running his distance as far as the Tuskcar as in the then state of the weather he could not have expected to sight that light at any considerable distance.

There is the less excuse for this neglect as the proper channel from the smalls to the Tuskar is marked by a well defined line of deep soundings. A glance at the chart would have shown the master that, if the soundings shoaled made forty fathoms as he proceeded he was running into danger. Had therefore a cast of the lead been taken at 5.20 p.m., when the mainsail was reefed or afterwards at 5.40 when the ship was hauled up a point to the eastward or lastly when the engines were slowed to half speed ten minutes or a quarter of an hour before the ship went ashore he would have been warned of the danger in time to avoid it.

The Court therefore is compelled to come to the conclusion that the loss of the ship must be attributed to the default of Captain Pascoe in not using his lead which the circumstances of the case imperatively demanded. The judgment of the Court is that the certificate of Captain Pascoe be suspended and it is hereby suspended for the period of two years from this date. The court would have given due weight to the high testimonials and character of Captain Pascoe had this been a case that would have permitted them to do so. The proceedings then terminated.

Freeman's Journal, Friday, December 7, 1866
Record Created on  14/05/2010
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