WRECK OF THE SCHOONER DEESSE. IMPORTANT INQUIRY.

Nelson Evening Mail, Volume I, Issue 127, 1 August 1866, Page 2

WRECK OF THE SCHOONER DEESSE. IMPORTANT INQUIRY.

On Monday last an investigation was lield before the Resident Magistrate and Captain Clouston, to ascertain the cause of the loss of the schooner Deesse, on the Farewell Spit. The investigation was made in obedience to an application from Captain Rough, the principal officer of Customs in Nelson, and pursuant to the 7th section of the Inquiry into Wrecks .Act, 1863. The witnesses were examined by Captain Rough. The following is the evidence taken on the occasion: — Edward Scott, on his oath said as follows : I was master of the schooner Deesse. She belonged to the port of Jersey. I don't remember her official number, as the registry is lost. She was 96 tons measurement. The number of crew all told was six. There were no passengers on this voyage. She was bound from Newcastle, N.S.W., to Nelson with a cargo of coals. She was not particularly deeply laden. She was drawing 11 ft. G in. Her draught in ballast was S ft. G in. The vessel was fully manned and equipped. She had 156 tons of coal this voyage. I have carried with her 164 tons. The compasses and binnacle were in good ordei*. I never observed any deviation in them. The value of the ship without; cargo was £1200. That sum was offered for the ship last September in London. She met no material damage on her voyage from London. The vessel was insured at Lloyd's for £800. lam sole owner. She is insured for me. I left Newcastle on 30th June List about noon. ' I had calms and light weather for two days. Afterwards we hove to for 36 hours ; after that fine weather. The vessel did not leak, nor was in any way disabled. We made the land to westward of Cape Farewell on Thursday, 19th instant. Wind N.W. to northerly, light winds and calm, fine weather, land about 35 to 40 miles off. Afterwards, on Friday at noon, sailing along land 15 miles off, we passed Cape Farewell that evening about sunset. It was then bearing S.W. about five miles off. The wind then freshened from southward. I was close hauled, steering east, weather fine, water smooth. I took no other bearing of Cape Farewell, nor of any other land ; could not see any as it was dark. We ran on the easterly course about 22 miles up to 9"30 p.m. The wind veered to eastward and broke course off to N.N.E. She was then put about to southward and eastward as wind varied. The distance run is computed from judgment and not by log. The whole navigation of the vessel for two and a half years has been by this method. I was running on the easterly coarse. Two steamers passed inside of me. At 10'30 had increasing breeze from N.E. I took helm myself, took reef in mainsail, and steered S.E. course and concluded I was clear of the spit. After Laving continued that course three quarters of an hour, and then steered S. by E. until 11-30, when ship struck. There was a look-out kept for land, could see nothing. I did not try for soundings. 1 was not aware water shoaled : sn much at end of spit. I was not aware of strength ! of tide there. Efforts Avere then made to back ofTl i At midnight cargo was being thrown overboard. Anchor was not taken out. It could not have been done. Ship was striking heavily, with breakers all around. Wind had backed to about east. Thoughtmasts would go instantly. The vessel had settled down by the head, all hope of saving the ship being gone, pumps refusing to suck. When ship first struck pumps had been sounded and did suck. Breakers now commenced sweeping decks, and we determined to risk boats. We left in the boat about 2*30 a.m. with a little bread and water, and a few articles of clothing. We pulled about till 5 a.m. The boat stuck fast, and we ultimately reached Bush End Point. Next morning saw the vessel rolling from side to side. We saw that the vessel had become a wreck. The masts had gone. I have a certificate of competency in 1851. I have been master of a vessel about 14 years. The number of my certificate is 4574 or 4594. The Collector of Customs has it. I had a good admiralty chart of New Zealand on board. John Norriss, sworn : I was mate of the schooner .Deesse, on voyage from Newcastle. The vessel was in every way sound ■when we left and properly manned. I had nothing to do with the navigation of the ship. The coast of New Zealand was made the day before the vessel was wrecked. We were in sight of Cape Farewell, the evening she was wrecked. I toe k no beariugs. My watch was from Bto 12 that night.

I was ordered to tack the vessel at 1 1 p.m. She was heading up to E. The wind was about S.S.E. The vessel did not head up to windward of E. Saw steamer pass between us and spit as we were running along. The ship broke off about 9\30 to N.N.E. I then tacked and called the captain. She was steered then S.E. I was at ths helm part of the time. She was steered that course till about 11. A reef was then taken in mainsail and she was kept S. by B. by captain's orders. Could not see any land, it was too thick. There was no cast of the lead taken on that course. The lead and line was not on deck. There was one on board. Could see no broken water. We took in top-gallant-sail about 11-30. I went up to pull it and while up the vessel struck. I came down and we set squaresail to try and back her off. Saw it was no use and commenced throwing coals overboard. The sea was then commencing to break. Could not at any time carry anchor out to windward, after she struck. She struck very heavily, we were afraid the mast would come out of her and we agreed to get boat out. I thought it was necessary to leave the vessel to save our lives. We took to the- boat and eventually reached tlie Bush End Point. On Sunday we saw the masts out of her. Monday I saw the masts and part of stern on the beach. I considered the vessel a total wreck. I have no certificate of competency. Daniel Dwyer sworn : I am an ordinary seaman, and belonged to the schooner Deesse. I was in the mate's watch, our watcli was from S to 12 the night the vessel was wrecked. Could see Cape Farewell at 8 o'clock, it was high land, on our quarter, could not say how far off. I was not at the helm, tlie mate was until 10 o'clock. I was looking out, and think we were steering east. The wind was then free. Could not see any other land but Cape Farewell. About 10'30 vessel broke oIF to N.E. Tlie wind began to head her. The mate put her about shortly after. I think the captain was on deck, he was after the vessel was put about. The course steered was about S. by E. Could not see any land nor broken water. I was on the look-out. About 20 minutes to 12 the vessel struck. About 12 we commenced to throw cargo overboard. Before that the yards were hauled round. Don't think an anchor could be carried out, but was capable of carrying one out. About | 12'30 the sea began to break heavily and wash the decks. We then got the boat out, thinking it necessary to ieave the ship to save our lives. I saw part of her stern and spar* on the beach some days after, and considered the vessel a total wreck. John Potter, sworn, said: It was my watcli from Gto 8 p.m. I could see land, Cape Farewell, on our starboard quarter. I was at the helm. The vessel was steered E. by S. and E. Saw no other land. I went below at S, and was called at 20 minutes to 12. She was aground. We set the squaresail to try and get her off. We then went below to help to throw cargo out. No anchor could have been carried out. The breakers then commenced to come over her. We then got the boat out, the captain saying we could do no more. I would have been afraid to stay any longer. We pulled about till tlie boat grounded, and we then got ashore. About two days after I saw a piece of her deck ashore, inside the spit. I believe the vessel to be a total wreck. There was a lead on board; it was not used on the passage. I saw the lead — hand lead — on deck when I came up. The decision of thc Court was as follows : That the loss or damage appears by the evidence to havo been caused by not allowing a sufficient distance previous to steering an inward course down lhe bay, and above all no allowance having been made for the very strong set of tide which invariably occurs at tho Spit end. That the master was not justified in standing in so close to the Spit without taking an occasional cast of the lead, for the purpose of ascertaining the exact position of the vessel ; thereby showing (to say the least of it) considerable carelessness. And want of vigilance is apparent by the lead not being on deck, for if soundings had been taken at any time from the period at wliich the vessel broke off (as shown in the evidence,) the accident would, in all probability, not have taken place ; no violent or heavy weather having occurred from the time tho vessel made Cape Farewell up to the time of the loss.