Active
2/3rd April 1799

Andrew(s?)
2/3rd April 1799

Bowes
2/3rd April 1799

Joseph & Mary
2/3rd April 1799

The Wear, Tomlinson, from Cadiz to Hull and Leith, with wine, &c. is on shore at Amble Rocks, Northumberland; part of the cargo will be saved. (Lloyd's)

Ann McKenzie
11th October 1823

Bellgowen
20/21 July 1826

Ossian
7/8th March 1827

Coaster
23rd September 1827

Ann and Sarah
2nd December 1827

Mary
1st December 1828

On the 16th inst. Captain Manby's apparatus for saving life from shipwreck, was practiced with at Bondicar by Captain Cook, of Newton, Mr John Muers, of Warkworth, two officers of the preventative service, and four of the Hauxley fishermen. The barque Mary, which was stranded there in the late gale, afforded the opportunity for the experiments. They fired two shots, one at which fell to the stern of the vessel; the second was thrown over the main stay, at a distance of 400 yards. (The Newcastle Courant etc 20th December, 1828)

(...and the wreck was finally auctioned on the 13th of January the following year:)

To be sold by Auction (For the benefit of the underwriters) At Bondicar Rocks, on Tuesday, the 13th January instant. JOHN GARRETT AUCTIONEER. THE HULL, Lower Masts, and Rigging of the Barque Mary, of Leith, 310 tons burthen; also all her STORES, consisting of Hempen Cable, one Chain ditto quite new, three Anchors, two Kedges, Warps, Towlines, Running-Rigging, Sails, Spars, Boats, Water Casks, &c. &c., which will be put into lots to suit purchasers. The sale will begin at 11 o'clock. (The Newcastle Courant etc 10 January, 1829)

(..and the cargo on the 2nd February:)

 To be sold by Public Auction (For the benefit of the underwriters) On Monday the 2nd February, 1829 at Bondicar, near Warkworth, in Northumberland. MR THOMAS RIDDLE AUCTIONEER, ABOUT 380 loads PINE TIMBER, 25 ditto HARDWOOD, 1930 STAVES, 2½ FATHOMS LATHWOOD, lately landed from the wreck of the ship Mary, from Miramachi, and will be put into convenient lots for the accommodation of purchasers. The sale will commence at ten o'clock in the forenoon precisely, and further particulars may be known on application to Messrs Robert Menzies and Son, Merchants, Leith; Mr John Muers, agent to Lloyd's, Warkworth; or MATT, PLUMMER & GRENWELL, Newcastle. N.B. Refreshments for Purchasers, will be provided at the place of Sale at one o'clock. (The Newcastle Courant etc 24th January, 1829)

Thetis
30th December 1828

We are exceedingly sorry to state the loss of the fine smack Thetis, Capt. Gilbertson. She sailed from hence on Sunday morning week for Aberdeen, and on the following night struck some rocks near Bondicar, a few miles north of Balythe, where she suddenly filled. The crew were saved, and the weather proving moderate, it was expected that part of the cargo would be got out. (The Hull Packet and Humber Mercury 6th January, 1829)

[this vessel was in fact eventually refloated]

To be sold by auction on Low Hall Sands, near Bondicar, on Tuesday July 30, 1839. MR ROBERT FENWICK AUCTIONEER, All the Wreck of the hull of the Galliot "HOOP" 170 tons Burthen, lately stranded at that place; consisting of Oak Beams, Floors, Fuddocks, and other Square Timbers, Oak, Elm and Fir plank.
Also the materials belonging to the said vessel, consisting of three Bower Anchors, one Hemp and one chain Cable, Kedges, Warps, Ropes, standing and turning Rigging, Sails, cordage, Masts, Yards, Spars, two Boats &c. &c., Sale to begin at one o'clock Warkworth July 24th 1839. (The Newcastle Courant etc 26th July, 1839)

 Beccles
18th December 1872

 Ocean
18th December 1872

 Russell
18th December 1872

Matchless
18th December 1872

Cuba
18th October 1876

Cassander
28th October 1880

Steam Tug Alice
29th June 1882.

THE WRECK OF THE ALICE- The inquest on the body of  Isabella Lazenby, a girl, one of the persons who lost her life by the sad accident off Amble, has been opened and adjourned till the 17th inst.  The following names and descriptions  of missing persons have been gathered- Isabella Lazenby, 21 years of age, Dudyard Street, North Shields,  Mr. John Surtees, Joiner, (42), Bath Street, South  Shields,  Mrs. Surtees, Wife of the above,  Mr. Bartholomew Morgan (20), 84, Livingstone Street, South Shields.  Smith, a girl, South Shields.  Mr. Anthony Headley (17), apprentice engineer, Beaconsfield Street, North Shields.  two persons named Welsh, brother and sister, South Shields.  Hugh Green (22), 62 North Street, Jarrow.  Elizabeth O'Hara (20), 18, Curry Street, Jarrow.  Mrs O'Hara, sister-in-law to the above.  Daniel Brown (22), Shakespeare Street, Jarrow.  Abraham Matthews (19), Brunswick Street, South Shields.  J, Smith, Military Road, South Shields.  Dixon M'Gregor (17), Wellington Street, South Shields.  James Mackenzie (15), Mariner's Cottage, The Bents, South Shields. (The Times 3rd July 1882)

"Lloyd’s agent at Amble telegraphed yesterday morning, Dec 7: -Strong easterly gale blowing with blinding snowstorm. The Focke Decke, German schooner, from the Tyne to Harburg, drove ashore at 2 a.m.;  vessel likely to become a total wreck. The captain when landed from the rocket apparatus was found to be dead." (Lloyd’s)

Wreck Commissioners report , published in The Times 28th November 1884:

  "Wreck Commissioners Court
(Before Mr. H.C. Rothery, the Wreck Commissioner, with Assessors)
The Regian
  Captain Parish and Captain Beasley were the Assessors. This inquiry into the stranding of the Regian, a steam ship worth about £50,000, carrying jute worth another £50,000, has occupied the court for three days. Judgment was given this morning. The Regian was a large iron steamship built at Sunderland last year at a cost of £54,000, her tonnage being 3,287 tons gross and 2,159 tons net. She was registered at Liverpool, rigged as a schooner, and had two engines of 425-horse power combined. She was the property of the Regian Steamship Company, Mr Robert Conway, of Water street, Liverpool, being the manager. She was 340.5ft, long 43.5ft broad, and 23.55ft deep. The vessel left Calcutta on the 20th September last, with a crew of 32 hands, and 3,945 tons of jute, valued at £50,000, the largest cargo of jute ever known to have been brought over to this country in one ship. She was bound for the jute metropolis, Dundee. All went well up to the 15th of October, when the vessel grounded, in the red sea, about 20 miles short of Suez. After 28 hours she was got off, apparently undamaged, and without assistance, she then proceeded and after coaling at Malta and Gibraltar, arrived in sight of the English coast, off St Catherine's Isle of Wight, on the second of the present month. At 9am., on the 4th, Flamborough head bore W., from eight to ten miles distant. The course was altered to N. by W., magnetic. At 1010 Scarborough was sighted at 1130 Whitby. At 4pm, the course was altered to N. by W. ¼W. At 5pm the captain, not having seen anything since Whitby, again altered course to N. by W.½W. At this time the second officer suggested to the captain, as it was getting very dark and they did not know their position, they should reduce speed, but the captain said there was no danger, and continued at full speed-viz., 9½ to 10 Knots. The course was again altered to N, by W. The second mate, who was on the bridge, saw a dark object on the port bow, he called the master's attention to it, who thereupon ordered the helm hard-a-port, but before the vessel could answer her helm she struck. A sounding was taken and 3½ fathoms found. The cargo was jettisoned. At 7 o'clock the Hauxley life boat came to the rescue and took 20 of the crew. The master and the rest of the crew left in their own boat the following day. The place where the vessel stranded was a quarter of a mile from the shore, and two or three miles off coquet light. There the wreck remains. The vessel was insured for £48,000, the freight was also insured, but the outfit was not.
   The Wreck Commissioner in delivering judgment said the vessel had a sufficient number of compasses, but, as to the deviation, if the master had ascertained it, he had not made proper use of his knowledge. If the master had carefully examined his chart he would not have gone ashore. The Assessors were of opinion that a crew of 32 was very scanty for a large vessel like the Regian . She ought to have had at least five able-seamen and one officer to each watch. No steps were taken to ascertain and verify the position of the vessel when off Flamborough Head on the 4th inst. Nor was any allowance made for tides and currents. A good look out was kept. Proper courses were not set and steered after passing Flamborough Head. The total neglect to use the lead was utterly unjustifiable. The master was not justified in neglecting to reduce speed. The cause of the stranding was the steering too far to the west. The vessel was navigated in the most careless and reckless manner. The whole blame rested with the master. It was said by his counsel that it was a mere error of judgment, but if that had been so the court would not have dealt with his certificate. Had it been proved that the master was the worse for liquor, the court would have cancelled his certificate. As it was, his certificate would be suspended for 12 months.
   Mr. Middleton and Mr. Mears appeared for the solicitor to the Board of Trade (Mr. W. Murton), and Mr. Rolland for the owners and master."
 

"Lloyd's agent at Amble telegraphs that the William Knox, ketch, of Blyth, from Sunderland, for Buckie, with coals, has gone ashore on Hudson Skews [sic] and will probably become a wreck. The crew were saved by the rocket apparatus." (Lloyd's)

Steam Tug Hazard
2nd December 1892

 "A Ship's boat with one dead body came ashore near Hauxley, name on boat "Eglington Glasgow" (3rd Feb, Lloyd's)

"A Berwick telegram states that fears are entertained for the safety of the steamer Eglington, of Glasgow, which left Sunderland for Inverness with coal several days ago. A boat with the steamer’s name and a dead body were found on Sunday. Another boat has been picked up near Amble Coastguard station. There is no mark on it. Yesterday a Shields trawler on arriving in the Tyne reported having passed another of her boats near the Longstone Lighthouse." (4th Feb, Lloyd's)

Ina Mactavish
17th October 1907

Judgement of the Board of Trade Inquiry, Newcastle 17th Feb 1908 (Inquiry adjourned from December 1907):

   'Judgment was given on Saturday, in the board of Trade inquiry in Newcastle-on Tyne into the stranding of the steamer Ina Mactavish, near Amble, on October 17, 1907.  There  were questions as to the action of the Amble and Alnmouth Rocket Companies, and of the Alnmouth Lifeboat.  The engineer of the Ina Mactavish (William Hodgson) and the cook (Samuel Childs) were drowned.  The Court found that the engines of the vessel stopped by reason of the propeller having been fouled by a rope that had been washed overboard.  The stranding and loss of life were not due to the wrongful act or default of the master, John Silson, but the Court reprimanded  him for not having made signals of distress after the engines had stopped.  Prompt measures were taken by the rocket companies to render assistance.  The Court answered questions with regard to the Alnmouth Lifeboat as follows:-

   Beyond the fact that the district inspector had from time to time endeavoured to instruct the Coxswain (without much success), there was no evidence that the "Instructions to Coxswains" issued by the Royal National Lifeboat Institution were conveyed to the coxswain and second coxswain of the lifeboat.  The coxswain, who could neither read nor write, was very deaf, of defective eyesight, with an impediment in his speech and weakness of voice, was described by District Inspector Eustace Stracey, in a report dated July 21,1900, as "most intensely dull and stupid", and the second coxswain (Christopher Richardson) was not of robust health or keen intelligence.  Both these men said that they never received the "Instructions to Coxswain", and did not properly understand them.  There was no evidence to show whether as a general rule, No 2 of the "instructions to Coxswains" and No.8 of the General Regulations were followed in practice.  But on the occasion in question the coxswain, who, in the absence of the committee, had sole charge of the arrangements, displayed an utter absence of initiative and sense of responsibility.

   The Court, on the evidence, and as advised by the assessors, was of opinion that the lifeboat could have been safely launched as soon as the Boulmer crew arrived at Alnmouth, and could have reached the Ina Mactavish probably in time to save the life of the engineer, and undoubtedly that of the cook.  At any rate, an attempt should have been made.  The coxswain said that the boat was not launched at Alnmouth because he considered it unsafe to do so after 9am, on account of the broken water.  Assuming that the coxswain,  as stated in his evidence, had come to the conclusion at 9 a.m. that the boat could not then be launched at Alnmouth, he should, at the same time as he summoned the crew, have taken steps to procure horses.  Had this been done, the life of the cook, Childs, would have been saved.  Having regard to fact that no, arrangements existed for the supply of horses in case of necessity, there was apparently no unnecessary delay in procuring their services after they were sent for, at 11 20. The Lifeboat left Alnmouth about 12 30 p.m. on October 17.  There was a delay of fully half an hour, owing to the insufficiency and restiveness of the horses and the breaking of the trace chain used in substitution of those left behind.  Considerable delay was also occasioned upon reaching Warkworth sands through the absence of the Tipping's plates, the boats having consequently to be launched some 500 yards to the north of the wreck.  The master and mate both stated that in their opinion Samuel Childs, the cook, died about half an hour before they were reached at 3 p.m. The Court was of opinion that, having regard to the fact that there was no absolute evidence of the death of the boy, an attempt should have been made to bring off the body.  On the day in question the crew of the Alnmouth Lifeboat were subject to, and acting under, the orders of the coxswain.  They assembled promptly and obeyed the orders given, and did their duty.

   The Court went on to say:-  The Court desires to acknowledge the great assistance rendered throughout the inquiry by Commander Nepean, the chief inspector of Lifeboats.  It fully recognizes the great humane work  carried on so long and so successfully by the National Lifeboat Institution, in conjunction with its local branches.  As a voluntary institution, it depends for its success upon the hearty co-operation of the local committees and the efficiency of the officers and crews.  Where that co-operation and efficiency are wanting, as in the present instance, failure must ensue.  The Alnmouth branch has been long been in a moribund condition.  A crew could not be raised  in Alnmouth.  The local committee performed their  duties in a perfunctory manner, their meeting were held at long and irregular intervals, and their business was conducted generally in a slack and irresponsible way.  This was undoubtedly due in a great measure to the difficulty in getting a crew and suitable in getting a crew and suitable officers, to the want of local interest, and to the opinion entertained by the committee that Alnmouth was not a suitable station.  All this was fully recognized by the district inspector, who continually reported thereon to the institution, and particularly as to the inefficiency of the coxswain.  His infirmity-mental and physical rendered him totally unfit for the post, but the Court is quite prepared to believe that he did the best he could, according to his lights, and when afloat there appears to have been no question as to his seamanship, and undoubtedly he retained the confidence of his crew.  Where the parent institution failed was, in the opinion of the Court, in not grasping the situation but pursuing a policy of drift.  What it has done, in conjunction with the local committee, since the recent unfortunate occurrence-namely, placed the crew under the command of the Boulmer coxswain- might have been done anytime during the last ten years.  Whether that experiment will be successful, whether local jealousy will be over come, and whether the Boulmer officers and crew can be speedily assembled and transferred to Alnmouth in case of emergency, the Court is not prepared to say. But for the moment it seems the right course to adopt.  What, however, the Court strongly recommends  the institution  to do so, without further delay, to consider the whole situation, with the view of establishing another station, either in substitution for, or in addition to, the existing station at Alnmouth.' (published 17th February 1908)

GV Rocket Apparatus long service medal to James Richardson
of the Amble North Company, possibly present at the Ina Mactavish incident.
 

R.A.F. Air-Sea Rescue Launch No. 1386
29th September 1969

"Air Force Department Central Chancery Of The Orders Of Knighthood St. James's Palace, London S.W.I. 26th May 1970.
The QUEEN has been graciously pleased to approve the award of the British Empire Medal for Gallantry (Military Division) to the undermentioned:
H4165934 Sergeant Robert Francis MOORE, Royal Air Force.
Sergeant Moore was Marine Fitter on board a Royal Air Force Pinnace when, without warning, the vessel capsized and foundered in mountainous seas approximately one mile off Amble Harbour, Northumberland, on the evening of the 29th September 1969. Sergeant Moore found himself trapped in the foc'sle of the upturned vessel with two Senior Aircraftmen. They were in darkness and with the normal exit totally obstructed. There had been no time for the crew to don life-jackets or take other safety measures. Sergeant Moore instantly rose to the occasion and displayed qualities of leadership and coolness which were a magnificent example to his fellow crew. He assessed that the only means of escape was to open the foc'sle upper hatch which was then underneath them, dive downwards and then upwards, surfacing alongside the upturned hull and to hold on to it until rescued. Regardless of the danger he worked under water to clear the hatch of debris and after a strenuous effort the hatch was opened. Sergeant Moore then arranged for his subordinates to escape first. One of them left the vessel and was eventually picked up by an Inshore Rescue Boat. The other was unable to swim and Sergeant Moore twice endeavoured to dive down with him, before finally escaping himself. The air pocket in the foc'sle was diminishing but the airman chose to remain in the vessel. After escaping, Sergeant Moore managed to clamber on to the upturned hull almost exhausted. Still with complete disregard for his own safety, when he saw the coxswain some 30 yards away in serious difficulties and calling for help, he tried to clear the line on a lifebuoy that was floating alongside the vessel, intending to swim with it. As he got the line free a rescue helicopter ran in to pick up Sergeant Moore but he waved it away, directing the winchman to the coxswain, who was on the point of exhaustion. When the Amble life-boat came alongside, Sergeant Moore, knowing that an airman was still inside the Pinnace, asked for an axe to cut open the hull. As it was considered that this would release the air lock, causing the vessel to sink completely, the lifeboat coxswain decided to take the upturned hull in tow to shallow water where it was grounded and the airman eventually rescued. The Pinnace then broke
up. Throughout the accident Sergeant Moore displayed outstanding courage, fortitude and unselfishness in keeping with the highest traditions of the Royal Air Force.

The QUEEN has been graciously pleased to approve the following award:
Queen's Commendation for Valuable Service in the Air
L0593549 Sergeant Alan Tom JONES, Royal Air Force.
For his skill, courage and determination as winchman of the helicopter which was sent to assist crew members of a Royal Air Force Pinnace, which had capsized in heavy seas approximately one mile from Amble Harbour, Northumberland. Sergeant Jones went to the aid of the exhausted coxswain who had been washed away from the upturned hull of the Pinnace. Because of the twenty to thirty foot waves, which engulfed them both, he could not fix the rescue strop round the drowning man, but by sheer determination and unfailing will snatched him from the sea and held on to him—although he was a heavier man than himself—while being winched up to the aircraft. "

The Royal National Lifeboat Institution recognised the bravery of their own volunteers and two RN Divers during this incident with the following awards:

Bronze Medals (4) Coxswain William Henderson; crew members James Stewart, Andrew Scott* and Robert Stewart*.

Thanks of the Institution Inscribed on Vellum (5) to Second Coxswain John Connell, Acting Bowman Ronald Falcous, Mechanic Ronald Sabiston, Assistant Mechanic Hugh Matthews and Crew Member Hugh R Matthews;

Framed Letters of Thanks to the Royal Navy divers J B Sample and E Brahma.

 *The awards to Robert Stewart and Andrew Scott were the first medals for a service carried out in an inshore lifeboat. Robert and Andrew were also awarded the Ralph Glister Award for the most meritorious service of the year carried out by the crew of an inshore lifeboat. (information courtesy RNLI)


 

Amble Lifeboat circa 1949.
[© Ken Rochester Collection ©]