NAUTICAL ENQUIRY.

THE BARQUE MONAECH ON TEE OTAGO BAB.

An enquiry into the acc'dent to the Swedish barque Monarch at Port Chalmers bar was held by A. Bose, Esq., Collector of Customs, at Lyttelton, yesterday. The Monarch arriTed from Melbourne, March 2nd, at Port Chalmers, and loaded grain for Falmouth, finishing on "March 29fch. The loading had been conducted under the inspection oi the Otago Marine Underwriters Association's surveyor. The cargo consisted of 10,883 bags af wheat, or about 1212 tons dead weight. The draught of the vessel was 20ft on even keel. The insurance of the vessel was about £8300, effected in Swedish companies. The vessel cleared at the Customs, Dunedin, on March 30th. Pilot Kelly took the vessel out at 4 p.m. same day, the steam-tug Plucky towing her to an anchorage in the stream. The same night, Captain Wretman reported to the pilot that the ship was ready for sea. The weather was puffy, with occasional showers of rain. The tug Plucky ranged alongside the vessel at 6 a.m. on ehe following morning to take the Monarch out to sea, but Captain Wretman suggested to the pilot that the weather was very uninviting. The pilot, however, said there was no danger, as he had ordered three balls to be hoisted at the Taiaroa Head Signal Station, should the bar be doubtful. These signals not appearing he weighed anchor and proceeded down towards the bar, also insisting that he must take her across the bar if the bar was fit at all, as there would be no end of talk should he detain the ship. The captain urged him not on any account to let the vessel touch, that he would rather lie inside for weeks than run any rick. Pilot Kelly hailed a passing steamer, the Waitaki, from which he received word that there was no swell on the bar. When the Monarch was approaching bar the signals " Wait for high water," were shown from the Signal Station. Towing was therefore discontinued until a boat from shore with Pilot Paton came off. This was at a quarter to eight in the morning. Pilot Paton said the bar did not look dangerous, but it was too early to take it. After a ] further stop of a quarter of an hour, during which the two pilots consulted together, the bar was faced, and, under lower topsails, ordered by Pilot Kelly, and the jibs set, as ordered by Pilot Paton, the barque went down towards the bar, the tug still ! towing ahead. ~ On seeing the ocean swell, Pilot Paton remarked that it had increased ! since he saw it before coming on board, and there were breakers showing to the north of the fairway. At 8.15 a.m. the ! forefoot of the barque struck, not heavily, j and another bump, a very hard one, fol- j lowed, lifting the bows and violently \ shaking the foremast, also causing an ugly j creaking sound forward. The next sensa- i tion was as if the keel was being '; dragged through sand, which preceded ! bump No. 3. This was a terrific one, ' right amidships or just abaft the main- | mast. Everything shook and shivered as j though the ship was being dashed asunder. I Two heavy bumps followed quickly, after which the vessel was declared to be over it. Upon sounding the well through the port pump at 8.55 a.m., llin of water was found. A second sounding of the well made an I hour later ehowed 13in, the rate of leak ! being thus 2in per hour. Captain Wretman then inquired of the pilots whether it would be possible to take the ship back into port at next high water, but they said it was not. He then suggested anchoring in Blueskin Bay, but they thought that unsafe. He then determined to come on to Lyttelton. He shaped his course at 10.40 a.m. at which tune the pilots left. A piece of the false keel, 10ft long, floated up alongside soon after. The wind waa S.E., and increased to a gale. The ship labored heavily in a nasty cross sea, rendering it next to impossible to state exactly what water was in the well. Shortened sail to ease the ship as much as possible. Seas continued to break over her, breaking adrift one of the boats and destroying two tarpaulins. Heavy squalls came up during the night, and the sea increasing the ship was hove-to under two lower topsails and fore-trysail. The lower fore-topsail was blown to ribbons during the night. April Ist, gale moderated and bore up towards Banks' Peninsula, and at 6 a.m. the soundings at the pumps showed 25in. of water on the rod, though the pumps had been worked at intervals. When making the port of Lyttelton soundings at the pumps were taken, and those showed that the water was making at the rate of 4}in. in two hours. Subsequently the vessel was towed in and berthed, where she will probably have to land the whole of her cargo, apprehension being felt that serious damage has been done to her keel. On behalf of all parties concerned, the master wishes for a magisterial inquiry to be held in Dunedin. Since the ship has been in port the vessel's leak has been at the rate of 14in. in twelve hours. This closed the evidence of Captain Wretman, and the evidence of the chief officer, Q. Yon Schiel, and the carpenter of the ship, steward, and boatswain waa taken, which chiefly was corroborative of the foregoing, after which the inquiry closed, the Collector stating that the evidence would be sent to Wellington.

[PEESS ASSOCIATION TELEGRAM.] DUNEDIN, AprU 12. At the Harbor Board to-day, the Harbormaster reported inter alia, that the barque Edwin Fox passed in safely on the 9th ult. drawing '£21f t. Bin., on the 31st the barque Monarch, drawing 20ft., in passing out at high water touched the ground three times, but did not lose her way. Pilot Kelly, who was on board, reported that he remained by the vessel outeide the Heads for two hours, and during that time she did not appear to make any water. In the case of the Edwin Fox the sea was smooth, in the case of the Monarch there was a little swell on. PilotKelly's action in taking the Monarch to sea at the time is supported by Captain White of the s.s. Waitaki and by Pilot Paton and the Signalmaster, who were all at the heads that morning. In the absence of the danger signal he (the Harbor-Master) certainly would not have ordered the detention of the vessel; therefore, in his opinion, no blame should attach to Pilot Kelly in the matter. He would mention that vessels such as the Monarch, of short deep model, are not suitable for this port, and merchants would do well to avoid bringing them here. It is well kaown to shipbuilders that a short vessel will " scend" fully xrae-balf the pitch of the wave below her actual draught, while along vessel such as the "Wellington or Waitangi will only " scend" one-fourth. Also, instead of 1200 tons of wheat, the cargo of the Monarch, they would carry about 2000 tons on a draught not exceeding 20ft. A report was also received from the pilot. The subject was considered in committee. It was mentioned that the Board had received no notice of the enquiry being held at Lyttelton.