Tragedy on the River Hull
SAFETY MEASURES: An illustration by F S Smith showing the later-built Sculcoates or Chapman Street Bridge. The chimney of what was the Kingston Cotton Mill can be seen in the billowing smoke
The Way it Was
In partnership with Hull History Centre
By Neil Chadwick, librarian and archivist
On a cold morning on December 7, 1848, at around 5.45am, the ferryboat at Wincolmlee was taking workers across the River Hull. Many, if not all were employed at the Kingston Cotton Mill.
No sooner had the ferryboat set off when disaster struck. That morning the ferryboat capsized with the loss of 14 lives. It was one of Hull’s biggest losses of life and became known as the Wincolmlee Ferryboat Disaster.
The Wincolmlee ferry commenced at around 5am each morning. Its boatman, Charles Ireland, was employed by William Wilkinson, a shipwright of 161 Church Street, Wincolmlee.
Just beside Wilkinson’s yard was the Ferry Boat Tavern, which took its name from the ferryboat that crossed the river Hull. Today the site of Wilkinson’s yard and the Ferry Boat Tavern is a series of units providing various car services. The opposite side where the ferry once landed is now the site of Bulk Liquids which merges with Lime Street and Eagle Terrace.
On that morning, at around 5.45am, Ireland began to make the crossing from Wincolmlee to the Groves on the east. Those who had yet to reach the ferry were anxious to get over, and with it six more people jumped aboard.
The ferryboat set off slightly upstream in order not to get carried beyond the landing opposite, as the current was flowing at a pace. Ireland begged the passengers to be still. As the boat reached the middle of the river it capsized. Those on board screamed. At the time, the water was deep, as it was a high tide.
AS IT WAS: An 1853 Ordnance Survey map showing William Wilkinson’s (shipwright) yard, the Ferry Boat Tavern, the ferry crossing and landing on the opposite bank
Ireland himself could not swim but managed to make it to the Grove’s side, grabbing hold of some piles driven in to the mud. Two others also made it across with him. Ireland was eventually rescued by several Irishmen who jumped into a spare boat which was brought out to aid the rescue. The same boat then went down river looking for survivors.
Both sides of the river were searched, going as far as the North Bridge. As the search continued, items of clothing such as shawls and cloaks were found in the water. Someone’s breakfast was even found wrapped up in a handkerchief. Two men and one woman were found standing in the water, close to the jetty.
Some; however, were not that lucky. A boy was heard crying close to Gibson’s Clough. By the time the rescuers had arrived the crying had stopped. The boy was feared drowned. Two women were taken from the water, but they too had drowned. Others were found, either clinging to each other or the ropes of moored vessels suggesting they were alive up to that point.
James Clark jumped into the river and was surrounded by four or five boys all trying to get to the riverbank. Clark had a 17-year-old daughter on the ferryboat and hoped that she along with others may still be clinging to the boat.
John Woodhead, a worker at the Kingston Cotton Mill, had left his home shortly before the ferryboat had set off. He recalled it was dark and misty that morning. Woodhead himself was a passenger and had found himself thrown into the water. Luckily for Woodhead, two others had hold of him and all three made it back to the bank by Gibson’s yard.
He recalled the screams but soon these went quiet. Once ashore, Woodhead ran home, changed his clothes and immediately went off to work. It was believed he had drowned, so when he turned up to work his colleagues were surprised to see him, including his sister who believed he was dead.
CRITICISM: The witness statement of boatman Charles Ireland taken at the inquest on December 8, 1848
The inquest was held the next day on December 8 at Victoria Gardens Tavern, Sutton Bank. Ireland naturally came in for some heavy criticism. Clark, who witnessed the incident and whose daughter was aboard the boat, described how the ferryboat was crammed, and that Ireland had no chance of doing his work because it was so full.
He also cited Ireland’s lack of qualities suggesting he did not have the courage or physical strength to compel people to leave the boat should it become overcrowded. This, according to Clark, was a daily occurrence. Clark himself said he never felt safe when using the ferryboat, and that due to high numbers using it, a bridge nearby was warranted.
In his witness statement, Woodhead recalled that by the time he’d arrived at the jetty, the bell was still to be rung to indicate the ferry was setting off. According to Woodhead, the ferryboat was in the process of being pushed off. However, with the ferryboat still to leave the bank, and with the bell still to be rung, more people boarded the boat than otherwise would have done so.
He estimated that around 30 people were on board. And those on board did not remain still, something that Woodhead recalled happened each morning. Ireland had, according to Woodhouse, told the passengers to be still. No sooner had he asked, the ferryboat canted to one side and began to take on water. As people scrambled to the other side, this is when the boat capsized.
Ireland recalled how he often took 30 or more across at any one time. This, and the fact the boat was new, led to him dismissing all responsibility for the incident. Ireland lay the blame firmly at the door of those who refused to stop moving whilst crossing, which he said was the cause for the capsizing and subsequent loss of life.
In defence of Ireland, John Yates of Cleveland Street recalled how Ireland requested several times that those who were boarding do not get in the boat, and according to Yates, Ireland ‘begged them not to board’, but many of them were employed at the Kingston Cotton Mill, and if late they would lose a quarter of a days pay.
IN THE PAPERS: A headline from the Hull Advertiser noting the disaster, December 8, 1848
The inquest returned a verdict of accidental death.
Of those that died on that fateful morning, all were factory workers on their way to work. Families were ripped apart, such as the Dorrs, when two sisters and a cousin perished. Some of those who died appear to have been Irish born or of Irish origin – almost all were women. Catherine and Mary Dorr along with Jane Moor were interred at a Catholic chapel, possibly St. Charles Borromeo, on Jarratt Street.
There is nothing to remember or commemorate the Wincolmlee Ferryboat Disaster. It did however bring the community together to remember those that lost their lives. A funeral sermon was preached at a packed Albion Street Chapel in which workers from the Kingston Cotton Mill attended. Other services took place in the town. Funds for the bereaved families was believed to have raised around £100.
Soon after, the necessity for a bridge was raised to prevent such a disaster reoccurring again. But it wasn’t until the last quarter of the 19th century, over 25 years later that Sculcoates Bridge (Chapman Street) was built, whilst Scott Street bridge wasn’t built until 1901-02.
Those that lost their lives on that fateful December morning included:
William Smith (aged 12), a stripper in the card-room at the Kingston Cotton Mill, who was the last person to board the ferryboat. It may have been cries of William that were heard when attempts were made to rescue him.
Sisters Mary and Catherine Dorr. Their sister Bridget Dorr was also in the boat and was the only woman that survived that morning. Maria Dorr their cousin was missing.
Mary Pye, was a throstle-spinner at Kingston Cotton Mill (where her family also worked). Her father was also in the boat but was rescued.
Ann Burke also employed at the Kingston Cotton Mill had intended to emigrate to America where several of her family resided. Her sister who also worked at the mill did not go by ferry due to her dislike of danger.
Maria Clark, daughter of witness James Clark, left home before her father. Clark thought Maria had taken an earlier crossing. She was seen by her father on the jetty but not in the boat.
Elizabeth Jackson was employed at the Kingston Cotton Mill. Her husband worked at the same mill but was unable to work that day due to illness.
Unbeknown to her parents, Sarah Wood worked at the Kingston Cotton Mill. She was running late and was among those who perished that morning.
Emma Place perished that morning. Her two brothers who were also in the boat survived.
Jane Moor, Hannah Burke, Eliza Ann Williamson were all employed at the Kingston Cotton Mill
Of those that died, six were not found.
Find out more
Hull History Centre is now open the first and third Saturday of every month, 9.30am-12.30pm.
From 19 April each Saturday at 11am there will be a free ‘Behind the Scenes’ tour.
Join us for a fascinating journey through the strongrooms and conservation areas of the History Centre, with a chance to look at some exciting historic documents along the way…
Tours will take up to 1 hour.
Places are limited, to book a place by email at HullHistoryCentre@hcandl.co.uk, by phone (01482) 317500 or in person by stopping by and speaking to a member of staff at the enquiry desk, Tuesday-Thursday, 9.30am-4.30pm.
