Loss of the Ship

15. BURNED

For over three years the ongoing embarrassment was disposal of the wreck, and whose responsibility this was. The legal aspects relating to maritime jurisdiction, ownership of vessels, liabilities of H. M. ships, Insurance (or the absence of it in this instance) etc., combined to make this case a minefield for those involved. The following is taken from The Last Chapter in the History of the 'Nile' by Capt Gwyn D Pari-Huws (44-45), (former Caernarvon Harbour Trustee).

The Plas Newydd mooring lay within the jurisdiction of the Caernarvon Harbour Trust, which extended from seaward of the Bar in the west, to Britannia Bridge in the east. Thus in 1952 the Harbour Trust was advised of Conway's intended move to Bangor the following April. Some reassurances must have been sought for one of the earliest letters in the Trust's Conway file is a reply dated November 1952, in which Capt Hewitt, on behalf of Committee, confirms that the matter was raised at a recent meeting and that the MMSA accepted full responsibility for the movement of the ship.

When the ship went up on The Platters, not only was she outside Caernarvon Harbour Limits, she was also outside that section of the Strait bounded to the west by the Suspension Bridge which was recognised as being under the control of the (then) Beaumaris Borough Council.

As soon as it became apparent that the ship could not be salvaged the MMSA notified the Admiralty (and in effect terminated the loan!)^[9] and wrote to the Caernarvon Harbour Trust advising that the wreck was now a matter for the Admiralty. However the Admiralty stated that it was unable to accept responsibility for the consequences of the actions of others outside its control. One of the many letters in the file dated November 1954 states: 'My Lords' etc., ".......feel they have no legal, or even moral responsibility" regarding the wreck.

While formal jurisdiction over the area known as The Swellies was (and remains) a matter of uncertainty, there was no doubt that the wreck lay within the approaches to the Port of Caernarvon, and presented the danger that portions of the wreck might break free and obstruct the fairway, so closing the port which at that time was still regularly visited by small coastal tankers and other little vessels which occasionally called for slate or stone. So the Harbour Trust appealed to the (then) Ministry of Transport and Civil Aviation. But received the reply that: ".....the Minister had no funds which could be made available for removal of the wreck."

At one stage, understanding that the vessel had been formally abandoned, a private individual boarded the wreck and attempted to take possession. To avoid the further complication to which this situation would lead, the Caernarvon Harbour Trust exercised their formal rights (i.e. over wrecks in the approaches to their port) and themselves assumed possession in May 1954. The Trust further sought advice from Trinity House, the (then) Docks and Harbours Association, and of course Legal Counsel. Meetings were held at the Admiralty in London and also at Caernarvon with the Secretary to the Admiralty in attendance, but sill the matter went unresolved. Officialdom reiterated that responsibility was that of the Harbour Trust, but the Trust had very little funds of its own. Eventually it was indicated that financial assistance might be forthcoming, and that meanwhile the Trust should seek quotes for dismantling and removing the wreck.

The work was put out to tender and correspondence between the Admiralty and the Trust discussed the various applicants. Finally the contract was awarded to a Cardiff firm (the name is not stated - DGW) by an Agreement dated 30^th July 1956 in the sum of £47,200. (Grossed up by the Retail Price Index, in 2004 this would be the equivalent of £792,750. At the other extreme, against the House Price Index over that period it would be the 2004 equivalent of £4.2 Million! Taking the middle road, this was a sum to evoke serious temptation! - DGW). After all the fuss, the Trust was eventually only required to make a token contribution, while the public purse, in the end, made up the balance.

But not long after the contractors started work the wreck was consumed by fire. The local fire brigade attended but were unable to put out the flames and she burned furiously for over 18 hours, breaking up significantly in the process. Cadet Peter Beverage remembers that "the Menai Strait was almost impassable for days and weeks after with flotsam."^[40]

The Harbour master was so incensed that the contractors expected 'wreck removal' task had been materially reduced that he attempted to withhold part of the agreed payment. While he doubtless had the moral high ground, the legal view was that the agreed result had been achieved and that full payment must be made.

When the ship caught fire she was again newspaper headlines. The statement officially released was that she had been "set alight by a welder's torch". But when the contractors objected that this inferred them to be liable by reason of' 'neglect in their duty of care' this was changed to "set alight by vandals". Rumours abounded but none was ever substantiated.

So just who did set fire to the ship, and whether or not this was deliberate we can never know - unless of course you know different..... But the most striking feature throughout it all was that the MMSA whose actions alone, whether through lack of competence or discretion, had resulted in what for a long while appeared to be a major insurmountable calamity, had simply walked away from it and continued to remain conspicuous by their absence. After all it was central to their essential interests that many questions should remain unanswered.^[34]

Today no trace of the ship is visible from the Suspension Bridge. However many large timbers remain on private land on the steep wooded bank behind the foreshore. The foreshore itself is littered with metal debris but this is also not accessible to the general public. Beneath the waters of the Strait substantial timbers and equipment remain, including the old donkey winch spotted in 2003 by a diver. But these are murky and very dangerous waters even for the most experienced divers.

http://www.divernet.com/travel/meni1096.htm

Cadets and staff rescued many timbers and items from the ship and their whereabouts and use are recorded in our Relics and Artifacts pages:

http://www.hmsconway.org/relics_artifacts.html

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