Evidence Of Loss

Date 2003

Event ID 887338

Category Recording

Type Evidence Of Loss

Permalink http://canmore.org.uk/event/887338

(Location cited as 56.37.14N 06.02.50W [NM 5207 5475]). A survey of the forward deck area of this wreck was carried out as part of WRECKMAP 2003 between the 18th and 20th of June 2003, and to meet the requirement of the NAS Part II field survey project. A plan was drawn, at deck level, of the intact forward end of the wreck, to show the outline of the vessel and the location of the main structural members (beams, bulkheads, side-shell, hatches etc.). In addition, this report briefly describes the historical and geographical context of the wreck and suggests future work that could be carried out on the site.

The Pelican is an iron screw driven steamship and was built in 1850 by E. Pike of Cork, Ireland. The vessel is recorded as being of 651grt. Her dimensions are recorded as: length 205.6ft [62.7m], beam 28.3ft [8.6m] and depth 15.8ft [4.8m]. She was equipped with a 2 cylindered steam engine that generated 140hp and was built by J. Dickinson of Sunderland. Given the relatively low power output of this engine it was probably used as an auxiliary to sail power. When constructed the vessel was owned by the City of Cork Steam Packet Company.

Although she cannot be considered a groundbreaking ship in the same way as earlier iron vessels such as the Rainbow or the Great Britain, it should be recognised that the Pelican was built only 7 years after the launch of the Great Britain and is two thirds of the length of that vessel. Following the success of the Great Britain there was a boom in the construction of iron vessels. In 1850 10% of the new tonnage added to the British register was of iron, by 1860 this figure had risen to 30% and to 70% by 1870. Also, it was not until 1855 that rules were established by Lloyd's Register for the construction of iron vessels, so at the time the Pelican was built, the methods of construction were by no means standard. The importance of the Pelican should therefore be seen in the context of these developments.

The vessel remained in service with the City of Cork Steam Packet Company for 38 years, after which she was sold to the MacBrayne line. Initially her service with MacBrayne saw her used on the routine west of Scotland routes with occasional trips to Iceland. Eventually she was used as a coal hulk, firstly at Portree and finally at Tobermory. It was here that she was wrecked during a violent storm on the 6th December 1895. Her anchor cables parted and she was driven ashore on the Western side of Calve Island. As the tide fell the vessel listed heavily to starboard and eventually slipped off into deeper water. There is limited information available about the history of the site prior to it gaining popularity as a site for recreational divers.

The wreck lies in approximately 20m of water at the foot of and parallel to an underwater cliff. In terms of preservation, the wreck site can be divided into 3 distinct areas. The forward part of the vessel is largely intact, with the notable exception of the wooden deck planking that has mostly rotted away. In the middle section of the vessel the side shell and framing is fairly intact but most of the internal structure is broken up. The aft end of the vessel is heavily broken up.The site lies out of the main current with the result that it is heavily silted, which can cause difficulties when carrying out surveys and photography.

A baseline (20660mm long) was established from datum point A at the front of the prow to datum point B that was located at the aftermost bulkhead of the complete section, midway between the ship's sides (i.e. an assumed centre line position - see the site plan). The distance along the baseline of each beam, coaming and bulkhead was then measured, and offsets taken as appropriate. A sample measurement was also taken of the width of the deck stringer and the width of the deck beams. All of the above were taken by the author and his dive buddy (Rob Woolhouse). A further fourteen measurements of the full width of the ship, forward of the small hatch were taken by other members of the WRECKMAP team and these have been included on the site plan.

Following on from the survey work carried out as part of WRECKMAP 2003, it is suggested that the following activities be considered as part of the next phase of work on the wreck site:

A complete survey of the forward end of the wreck checking for any omissions from this survey and taking vertical heights between the edge of the deck and the seabed to enable a 3 dimensional view to be created.

A survey of the mid and aft sections of the vessel, prior to any further deterioration in these areas.

Given the special historical significance of this wreck as one of the few examples of an iron steamship of this period it would be informative to record as many of the constructional details as possible from the intact part of the wreck. This should include the detailed recording of the following: profile of frames and deck beams, type of plating system used, structural connections (e.g. knees & brackets), hawse pipes, and deck machinery & fittings.

(Illustrated with location maps and survey plan: dive logs, original records and copy of Lloyds register entry appended).

Visited by Tim Walsh and Rob Woolhouse (Nautical Archaeology Society, Scotland), 18-20 June 2003.

NMRS, MS/2337.