SS Silverlip (1902)

Silverlip

Company type	Steam-powered tanker
Industry	Shipping, Oil transport
Founded	1902
Founder	Sir Marcus Samuel (commissioned by)
Headquarters	London , United Kingdom
Products	Petroleum products transport

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Silverlip was a steam-powered tanker constructed in 1902 by the firm W.G. Armstrong Whitworth and Company located in Walker, Newcastle upon Tyne. Commissioned by Sir Marcus Samuel, the owner and chairman of the Shell Transport & Trading Company based in London, the vessel was purpose-built to transport liquid cargo. Throughout its operational life, Silverlip primarily conveyed petroleum products from regions such as Borneo and Texas to destinations across the United Kingdom and Europe.

Design and construction

The ship was built at the Walker shipyard of W.G. Armstrong, Whitworth & Co., with its launch occurring on 29 November 1902 under yard number 723. The launching ceremony attracted numerous prominent figures, including the Lord Mayor of London, Sir Marcus Samuel himself, Sir Andrew Noble—the chairman of W.G. Armstrong, Whitworth & Co.—as well as sheriffs from London and Newcastle and mayors from nearby towns. Lady Samuel had the honor of performing the christening.

Sea trials took place on 19 March, during which the vessel demonstrated the ability to sustain a speed of 11.5 knots (13.2 mph; 21.3 km/h) while fully loaded and burning coal. Designed to meet broad specifications set by Shell Transport & Trading Co., Silverlip was capable of carrying not only oil and petroleum but also general cargo such as silk and tea. This versatility necessitated a specialized cleaning system that was successfully implemented. The tanker was outfitted with five distinct pumps dedicated to liquid cargo discharge; two of these pumps could unload between 200 and 250 tons per hour. Additionally, comprehensive cargo handling equipment was installed to facilitate efficient loading and unloading of general goods.

The vessel’s dimensions included a length between perpendiculars of 470 feet 0 inches (143.26 m), a beam measuring 55 feet 2 inches (16.81 m), and a mean draft of 33 feet 1 inch (10.08 m). It was rated at Template:GRT gross register tons and Template:NRT net register tons, with an approximate deadweight tonnage of 10,080. Constructed with a steel hull, Silverlip was powered by a single triple-expansion steam engine producing 579 nominal horsepower. The engine featured cylinders with diameters of 29+1⁄2 inches (75 cm), 48 inches (120 cm), and 78 inches (200 cm), along with a stroke length of 54 inches (140 cm). This engine drove one screw propeller enabling speeds up to 11.5 knots (13.2 mph; 21.3 km/h). At the time it was built, the propulsion system was designed to operate on both coal and liquid fuel.

Operational history

When Silverlip entered service, she ranked among the largest ships worldwide. However, shortly after her delivery, the vessel was laid up due to a shortage of cargo and an excess of available tonnage. Eventually reactivated, on 25 February 1904 she left her berth on the River Tyne heading to Middlesbrough for loading. The ship embarked on her inaugural voyage from Middlesbrough on 10 March, made a stop in London, and departed there on 26 March carrying general cargo destined for China and Japan. She transited the Suez Canal on 10 April, proceeding to call at ports including Aden, Colombo, and Moulmein, before reaching Singapore on 5 May. Two days later, Silverlip departed Singapore, arriving at Hong Kong on 13 May and then Kobe on 29 May. On the return leg, the vessel paused at Balikpapan to load about 9,000 tons of benzine sourced from Borneo oilfields and a local refinery. After continuing to Singapore, she set sail for Europe on 26 July. Due to regulations prohibiting tankers carrying bulk oil products from using the Suez Canal, Silverlip had to navigate around the Cape of Good Hope, arriving at Las Palmas on 8 September without additional port calls. During this voyage, she struck a rock causing damage to her hull bottom and required replacement of eight bottom plates while docked in Hamburg, arriving there on 21 September. After discharging cargo in Hamburg, she proceeded to the United Kingdom where she loaded general goods and departed London on 29 October for her second Far East journey.

Following completion of her second voyage, Silverlip sailed from Rotterdam bound for Port Arthur on 10 April 1905, arriving there on 12 May. At Port Arthur, she loaded approximately 1,457,380 gallons (5,358 tons) of lamp oil, departing for England on 22 May and reaching Liverpool by 22 June under consignment to the General Petroleum Company owned by Sir Marcus Samuel. Upon unloading in Liverpool, Silverlip returned to Port Arthur on 1 July and arrived there on 21 July. There she took on board 3,580,851 gallons of refined kerosene along with 219,678 gallons of desulphurized liquid fuel intended for delivery at Dover before departing on 2 August. Throughout the remainder of 1905 and into January 1907, the vessel regularly transported petroleum products from Port Arthur—and occasionally from Borneo—to ports in the United Kingdom and Northern Europe. This continued until restrictions governing oil tankers’ transit through the Suez Canal were eased in early 1907. On a voyage from Port Arthur to Dover dated 5 January 1906, Silverlip was compelled to call at St. Michael's due to severe damage sustained by her steering gear; additionally, decks were swept clean and other impairments occurred. Approximately 200 tons of cargo had to be jettisoned during this incident. Repairs were carried out in St. Michael’s harbour and completed by 11 January at a cost of £3,651.

Sinking

Silverlip embarked on her final voyage from Cardiff to Balikpapan on 11 January 1907. After stopping at Colombo, she departed on 8 February and arrived at her destination in early March. There, she loaded 2,576 tons of benzine into holds No. 2 and No. 3. On 10 March, the vessel left Balikpapan and proceeded to Singapore, where an additional 5,841 tons of benzine were taken aboard in the remaining holds. The ship was nearly fully laden, except for the 'tween decks. Under the command of Captain Nathaniel Hocken and with a crew of 53, Silverlip departed Singapore on 25 March.

On 30 April 1907, while navigating near Cape Finisterre, the vessel encountered a severe storm accompanied by a northwest wind and temperatures dropping to 45°F. By 1 May, roughly 240 miles northeast of Cape Finisterre and traveling at full speed through the Bay of Biscay, it was observed that the benzine in holds No. 3 and No. 4 had contracted. The captain instructed the chief engineer to pressurize these holds with salt water. The screwcap on the expansion tank of hold No. 4 was removed, and gas cocks on the starboard side were opened to release vapors. Water was then pumped into the starboard side of hold No. 4 for some time.

Around 13:50, the chief officer left his post and went to his cabin. Several crew members remained near holds No. 3 and No. 4, including two firemen positioned on the 'tween deck beneath the bridge deck beside hold No. 3. Shortly after the chief officer’s departure, an explosion erupted near hold No. 4, causing a massive fire amidships. Flames rapidly engulfed the area, reaching heights between 70 and 100 feet. Subsequent explosions ignited benzine in the other holds.

Captain Hocken, located toward the stern, hurried through the flames with help from officers and crew to launch the lifeboats. Crew members positioned forward were forced to jump into the sea and were rescued by those in lifeboats before they moved away from the burning vessel. Fortunately, another steamer, SS Westgate, spotted the fire from approximately nine miles away and promptly came to assist. Westgate rescued 48 survivors and transported them to Plymouth. Tragically, five individuals perished due to the explosion and ensuing fire, including the chief engineer.

A subsequent inquiry attributed responsibility for the disaster to a crew member—most likely one of the firemen—who ignited vapors escaping from hold No. 4 by lighting a match after it had been opened.