THE RANGATIRA

Ashburton Guardian, Volume 56, Issue 108, 18 February 1936, Page 3

THE RANGATIRA

THE MAGISTERIAL INQUIRY. EVIDENCE ON RADIO MESSAGES. (Per Press Association). WELLINGTON, February 17. Tlie inquiry into the mishap to the Itangitira on February 2j was continued this afternoon. Mr N. A. Foden, with Captain G. P. Hal], represented the Marine Department, Mr E. K. Kirkcaldie appeared for Captain Cameron, of the Rangatira, Mr C. G. White for the Union Steam Ship Company, and Mr J. F. B. Stevenson for the Wellington Harbour Board, Captain Macindoe for the Merchant Service Guild, Mr F. P. Walsh (secretary) for the Seamen’s Union. Captain Cameron, master of the vessel, continuing his evidence, said he went on to the Lyttelton run in 1915, as captain of the Mararoa. He had been on the run for 20 years. Referring to events after the /esse! struck, Captain Cameron said he gave orders for boat stations to be taken. The officers were detailed and the passengers were grouped on deck by the second and third officers. The boats were ali in good order and condition, and ready to lower, and the passengers were all supplied with lifebelts. When the ship entered the Heads, the passengers were told to go below and prepare their luggage for landing. The ship was not making more water at that time. Captain Cameron said he had ho complaint to make against any of the officers, crew or passengers. He was prepared to commend the conduct of everyone concerned, Mr Foden handed to the court a formal report, showing that the steamer carried 693 passengers, and a crew of 100, a total of 793 persons. Engineer’s Evidence. The second engiaeer of the Rangatira, Victor Tainui Standing, was the next witness. He produced the official engine-room records, and said he had been on watch in the engine-room from 4 a.m. The engines, had operated satisfactorily in every way, and were responsive to control changes. There were no defects whatever. During the voyage the engines were kept at 162 revolutions a minute, which gave a speed of 17 knots. Witness said that on one occasion the counter-cheek showed 164 revolutions, instead of 162 revolutions, which * he expected. All orders for adjustments in revolutions came from • the master, and he reduced to 162. Asked for an increase, lie made the average 162.8. The order, “Full astern” was received at 6.8 J a.m., and was immediately acted on, about 15 seconds being occupied in changing over. Before the engines developed full power the vessel struck. From the nature of the impact, witness concluded that they had struck a moving object. There was a series of heavy bumps after that, as the ship was getting off the rocks. At 6.11 i a.m. the order “Stop was rriven and then “Full astern” was given again. The ship stopped bumping about' 6.20 a.m., witness said, so he concluded the vessel was off. l ie biffies were sounded as soon as the vessel struck, and the pumps were put into operations in Holds 1 and 2, »•- cording to the captain’s orders. At 6.32 a.m. the order “Full ahead” was given. At 8.45 a m. they went astern, and at 9.28 a.m. the vessel berthed at Clyde Quay Wharf. There was nothing to indicate from the orders that the master was not in complete control of the situation. Orders to Engine-room. Mr Foden: There was a great variety of orders, and they seemed contradictory, did they not? Witness r-No. There was nothing unusual. , in Everything was done that- should have been done, continued witness. Mr Kirkcaldie (to witness): If the master asked for 162 revolutions he would expect to get 162, would he not.'' Witness: Approximately, yet. Mr Kirkcaldie: Then he would not know if the counter went up to 164 ( Witness: No. He would not know Mr Kirkcaldie: Now I understand these revolutions went up without any increased application of power. said that that increase would indicate that the ship was going with the tide, rather than against it. In reply to, Mr Foden, witness said he had "been in the engine room ot the Rangatira for two months, and during that time Captain Cameron had never shown any anxiety to get to port at a certain time. Louis Adrian Hudson, wireless opeiator, said, he agreed entirely with what Captain C'ameron had said ms instructions came from the third officer who, as far as witness could iemember, said: “We have hit something. Captain Cameron requests you to send out a distress call, and to advise them.” ‘‘Them’ ’ was understood to be the Wellington radio station, which would advise the head office, immediately. He immediately called: “CLW, CQ. SOS. Rangatira, vicinity . Baring Head, visibility bad.” In replv to Mr'Fodep witness said if there had been any ships nearby keeping a wireless watch, at that paiticular time he would have expected to get an answer. Master’s Instructions. Witness would not, say that the instructions given by the master were inadequate. Ho considered that they came within the heading of a distress message, and he interpreted them as such. ”He did not follow the procedure laid: down by the Washington convention, but after sending the distress cafl, and a general call and the master’s instructions, concentrated, on getting a message to the owners. He admitted be had not given the alarm signal, which would have sounded automatically in the wireless cabins of ships when their operators were not on dutv. Leslie H. Steele, a radio inspector

for the Post and -Telegraph Department, detailed the procedure for a distress call. This procedure he prescribed : (1) A distress signal, (2) a distress call, (3) a distress message. The distress call must be preceded, by the alarm signal. If Hudson had not sent the alarm signal, there would be no chance of an operator on another vessel hearing the distress call that would follow unless the operator happened to he on duty. Checking the Course. The next witness, Thomas Ewart Bevan, chief officer, said he came on watch at 4 a.m. When the vessel was nearing Cap© Campbell he checked the course and began soundings, which he found no difficulty in reconciling with those on the regular course. He would have felt quite confident in working from soundings alone, and at Cape Campbell had fixed, the position to his satisfaction. It had not been the practice on the ship to take advantage of the wireless direction finders. He confirmed the evidence of Captain Cameron as to the assumption that the Rangatira had been two miles off Tauraknrae Head, when the ship in fact was near Sinclair Head. His explanation of the Rangatira being a good deal off the assumed course was that instead of being to the east, under the influence of the predicted tide and the easterly course the vessel was steering, there was a strong set to the northwest. There was no external evidence that the tidal stream expected had not come, or that it was operating in a contrary direction. Coming to the period before the collision, witness said both he and the captain agreed, when the land loomed up, that it was Taurakarae. He did not ask himself whether it ecu Id he any other headland. Witness admitted it would he unusual to get as close to Taurakarae as two or three miles, but did not consider this a circumstance warranting the reduction of speed. The Court adjourned till to-morrow, when counsel’s addresses will be heard.