THE KAIPARA INQUIRY.

Auckland Star, Volume XLI, Issue 27, 1 February 1910, Page 5

THE KAIPARA INQUIRY.

PREVIOUS ACCIDENTS IN HARBOUR. ATTEMPTS TO LOCATE THE SHOAL. BOARD OFFICERS GIVE EVIDENCE. The nautical inquiry into the stranding of the s.s. Kaipara in the Rangitoto Channel on January 14 was continued yesterday aifternoon, after the "Star" went to press. Mr.- C. C. Kettle, S-M., presided, and Captains W. J. Reed and C. F. Post acted as nautical assessors.

Mr. Ridings, Collector of Customs, assisted by Captain Fleming, appeared on behalf of the Minister for Marine. Mr. T. Cotter appeared for Captain Cornwall, master of the Kaipara, and the New Zealand Shipping Company. Mr. McVeagh watched proceedings on behalf of the Harbour Board.

Continuing his evidence, the Secretary \ of the Harbour Board, J. M. Brigbam, said that in November, 1003, the Harbour Board sent the following telegram to mcnubers of both. Houses of Parliament "Many uncharted dangers are known to exist in the Gulf. The Board therefore considers it of the utmost importance that a survey should be at once proceeded with, and continued to North Cape. The Board is of the opinion that this survey it> of a more urgent nature than any other work H.M.s. Penguin could be engaged upon, taking into consideration the amount of work involved, and would connect with the East Coast survey, now completed, thus making a continuous line of completed survey from North Cape to East Cape. It is important that the Penguin, now in Auckland, should be ordered to immediately proceed with the survey."

Witness went on to say that the Board had always been a.live to the need for the re-survpyiixr of the Auckland harbour and Ranjitoto Channel, but it could only be done through the Hydrogrnohic Dooartment.

Mr. Kettle: Have you written to other Harbour Boards to ascertain whether they survey their own harbours?—No, but I know "that the Hydrographic Department refuses to accept any surveys not made by their own departmental officers. Has anything been done by th'j Board to ascertain whether such a shoal;existed? —Yes, after the Duquesne incident Captain Burgess searched for the shoal reported to exist, but failed to find it, and stated that the information as supplied by the chart was accurate.

Mr. Cotter: Did you hear anything of an injured steamer, being brought in by two other steamers, touching on Rangitoto channel?— No.

Do you know that it was reported that the Dorset struck something in the channel 12 months ago?—No, I have never heard of it.

After the Waimate struck something in

the fairway, outward bound, is it a fact

that the Board took no steps to interview the captain when next he visited Auckland? — That would be a matter within the Harbourmaster's department. I know nothing of it. So far as you are aware, was the channel ever swept?— Yes, it was after the Duquesne incident. But was the locality in the neighbourhood of where the Kaipara struck swept ? —I do not know. What was the draught of the Duquesne?—About 27ft. HARBOUR RESPONSIBILTTIES. Continuing, in reply to Mr. Cotter, witness said the luminous buoys were put down by the Harbour Board. The Harbourmaster had reported one of the buoys was now out of position. It was understood to be 300 ft. out in a westerly direction.

Mr. Kettle: Does the whole responsibility of the harbour, its conditions and surroundings, devolve on the shoulders of the Harbourmaster? —Yes, his duties are the supervision of matters affecting the harbour.

Did you report to the Hydrographic Department in regard to the Waimate incident? —No, because, according to the Harbourmaster's report there waslnothing in it. The bearings were given by the master of the Waimate to the master of an inbound vesseL and when received by us were very vague. When investigation of the spot named was made, nothing could be found. Mr. Cotter: Prior to the accident to the Kaipara, had you any intimation that the western luminous buoy was out of position?— No. Francis Marshall, second officer on the Kaipara, gave evidence in regard to the ballast tanks, and said that all were filled with the exception of the forepeak, No. 1 and No. 4. Thomas John Davis, quartermaster on the Kaipara, said he was at the wheel, and after passing Devonport was steering by a mark —the black buoy on the port bow. When he got abreast of North Head he was steering by a mark on the land. Afterwards he steered west by west, half-west, by the steering compass. He noticed a red buoy on the port bow. When the vessel struck he could not say how far he was off the red buoy. . Alfred Tyrell, carpenter on the Kaipara, stated that before the ship left the Railway wharf he did not make any soundings. After she struck he sounded No. 2 hold, and got 22ft. 6in. of water. In No. 1 hold, on the second sounding, he got 27ft. of water. By that time she had settled down.

TO-DAY'S PROCEEDINGS.

HARBOURMASTER'S EVIDENCE.

THE HIDDEN SHOAL.

When the Court resumed this morning, Mr Kettle said that a complex history of the Waimate incident, in which, that vessel was supposed, in 1904, to have struck, was required. The Court wanted struck was required The Court wanted the minutes of the Harbour Board meeting at which the matter was discussed, and all the particulars that could be supplied. Mr Ridings said the secretary of the Harbour Board had been asked to attend, with full minutes and particulars. Percy Warbrick, a resident of Devonport, said he was on Cheltenham Beach as the Kaipara steamed out of the harbour. Witness noticed, as she came round the North Head, that she had a big list to starboard. It seemed to witness that the ship was closer to the North Head than was safe for a deep- ! laden vessel. When in a line with the red buoy, she seemed to alter her course to go between the two luminous buoys. When between the first red buoy and the black luminous buoy she seemed to suddenly go under ;ber port water-line. It was like a heavy list to port. There were two distinct lurches, and witness thought she must have hit some obstacle. The Kaipara then appeared to slow iamn, and after going about two of her

own lengths her head went down fast. Her bow went down, and her stern swung round to the westward. Witness was an experienced yachtsman, and knew the harbour pretty well. In his opinion the course the Kaipara was taking would have taken her safely through the two luminous buoys had there not been an obstacle in the way. Xne Kaipara appeared to be travelling at a speed of eleven or twelve knots per hour. George Wishart, a tailor, gave evidence of watching the Kaipara from a position on the North Head. The vessel bad a very big list, in witness' opinion,, and appeared to be very close to the North Head. Witness believed that the Kaipara travelled between 200 yds and 300 yds after striking the shoal. John Percival, a packer, gave similar evidence.

CAPTAIN DUDER IN THE BOX.. Captain Albert Duder stated in the course of his evidence that he had been in the employ of the Harbour Board as harbourmaster for 15J years. It was part of his duty to allocate berths to ships coming into the port. At the Railway wharf, where the Kaipara was berthed, the bottom was of sandstone rock. In allocating this berth to the Kaipara, witness was quite convinced that she could Complete her loading there.

In October of last year soundings were taken at the Railway wharf.

Mr Kettle: Have any soundings been made since the accident?—No; we do not connect the Railway wharf -in any way with the accident.

Mr Kettle: That is not the question. It is suggested that the Kaipara was on the bottom at the Railway wharf, and received injuries which caused her to leak?—l do not think there is any foundation for that belief.

Continuing his evidence, Captain Duder said Captain Sergeant supervised the unberthing- The Kaipara was timed to sail at noon, but left it until 2 p.m. Witness thought they were cutting it a bit fine, and that they might not get over the shallows off the wharf. He noticed when the vessel unberthed that she was drawing 26ft. lOin. aft, and a good 25ft. lOin. forward. On an even keel she would have shown a greater draught. Mr. Kettle: Did she touch as she went out? —No. You noticed that she had a list? —Yes. And you saw no reason to protest against her departure? —No, none at all. Captain Fleming: Has the Harbour Board ever made a complete survey of the fairway or channel?— No.

Mr. Kettle: Why?— Well, the main reason was because we were thwarted in getting H.M.s. Penguin. We wanted the harbour to be re-surveyed then, but the Government wanted the Penguin elsewhere.

Was it the Government or the Admiralty?— The Government, I think. The Penguin was surveying under direction of the Marine Department. Captain Fleming: When did you last take soundings in the channel!— When the Marere was reported to have struck something in the Rangitoto Channel. That was in 1903. Nowhere could I find any depths but those given on the chart. It may be mentioned that Mr. Creagh, a surveyor who was employed by the Harbour Board in connection with the Auckland drainage scheme proposals, made soundings in Rangitoto channel and in the inner harbour. In almost every place the chart was shown to be accurate. Have you any later soundings? —Not in I Rangitoto channel. THE SHOAL DESCRIBED.

Captain Fleming: You admit the existence of the shoal on which the Kaipara struck? —I do.

What was the lowest water you found on it? —25ft. at low springs.

How have you fixed it? —By soundings, and we have affixed it by tae aid of two surveyors, and a theodolyte from trig stations.

Captain Fleming: Is the shoal in the vicinity of where the casualty occurred? —Yes, 1 take it that the shoal was the cause of the casualty.

Your divers have sounded the shoal? —Yes.

What do your soundings show? —They show the existence of a rock, 120 ft. long by 80ft. wide, with a pinnacle having 25ft. of water at low tide-

Mr. Kettle: It is practically in the same position as Captain Cornwall has marked? —Yes.

Mr. Kettle: It is right in the fairway? —No, I would not say that. It is on the edge of the deep water channel. It is right in the centre of the white sector line?— That is true, but that course is not intended for vessels of such deep draught. It is a patch of rock? —Yes. What depth is shown around it?—3lft all around it. What depth do you get west of the patch?—3oft. For how far in to the west?— About 300 ft or 400 ft. Z And that is according to the chart? — It is a little better than the chart. Mr. Cotter: Captain Cornwall says he found a depth of 30ft for 1200 ft to the west of the rock. Mr. Kettle: Perhaps Captain Dudei ! will prepare a chart for us? —Yes, I will I do so.

It is an isolated rock in the fairway? That depends on how you take it. It is in the fairway for vessels of certain draught. I say that it is on the edge of the deep water channel. The chart says that just over this rock there is a depth of 31ft?—That is so. Is the statement in the N.Z. Pilot of 1908 that in Rangitoto Channel there is a depth of 5i fathoms between th* luminous buoys, correct or misleading? —It is misleading in co far as this ehoal is concerned. The "Pilot" is wrong. What about the chart? —The chart is right. Why were the two luminous buoys put back beyond the five-fathom line? — Because the majority of vessels trading into this port are of 20ft to 24ft draught. Who suggested the change of position? I suggested it, and the Marine Department accepted njy suggestion. Do you admit that these buoys are out of position on the chart?— Yes. To what extent?— The white buoy U out 300 ft to the nor'-west. And what of the txioy on the other side? —That is correct. The effect of *hait white light being 100 yds out of position increases the danger of running on to the shoal?— Yes, but it is only misleading from the North Head to an extent of. 200 ft. When did you discover this?— Since the accident. How was the mistake made?—As a result of the points of land taken into consideration all being more or less out on the chart. What steps have been taken to notify shipping?—l cannot say. LUMINOUS BUOY 300 ft. OUT.

The minutes of the proceedings before the Harbour Board were at this stage read by Mr. Kettle. These showed letters were received, and reports exchanged. Capt. Duder in a report to the Harbour Board, relative to the striking of the Waimate in Rangitoto. Channel, said given were too indefin* Ue to any. thorough examination. f

Capt. Buder't; report on that occasion read: - "Re the s.s. Waknate touching bottom in Rangitoto Channel on July 14. The steamer parsed through the channel at low water of a spring tide, drawing 25ft. 9in. The report of ber touching came in a very irregular way, and the | bearings, which are unsuitable and insufficient, may - 'have been mutilated in | transmission. After the master of the Waimate cleared the channeL he hailed the captain of the sis. Maura, bound for Fiji, giving him bearings of Bean. Roc& and Rangitoto Beacon. Captain Stott, on his return from Fiji, giving the bearings as he got them. The approximate distance was 1200 feet westward of the centre of the deep water channel. . The N.Z. Admiralty Pilot gives clear and ample directions to guide steamers of heavy draught through the channel, and indicates clearly the depths obtainaMel Mt. Kettle: Nothing has been done to locate where the Waimate struck?—No, the bearings given were too indefinite. Anyway, nothing was done to find this shoal until the Kaipara struck it?— No.

Has the captain of the Waimate been here since? —Yes, several times.

Was any attempt made to get from him particulars to assist in locating where he struck? —No.

What about the Marere'3—She was reported to have struck a submerged log in the channel.

Did you not find it by sweeping?— No, you might sweep for six months and never find a log. Mr. Cotter: Have you had the berth which the Kaipara occupied at the Rail way wharf swept? —No. Have you heard anything about a punt load of rocks being emptied just at that spot some four months ago?— I heard such a rumour four days ago.

Were you informed that the Marere struck a sunken log or rock?—A log, I believe, but the papers in possession of the Court will show.

Have you heard of a disabled steamer touching bottom as she was brought by two other steamers up the channel? —No.

Nor of the touching of the Dorset? — No. Up to the time of this accident did you think the five-fathom line on the Rangitoto Channel had been correctly marked? —Yes.

Did you believe that the red luminous buoy had also been correctly shown on the chart?—Yes.

Up to that time had you any idea of any rock existing outside the fivefathom line showing less than five fathoms? —No..

Is it not understood tThat Rangitoto Channel lies between the five-fathom lines? —The channel lies between the luminous buoys. Is the deep-water channel between the five-fathom lines?— Yes.

" Why did you put the luminous buoys outside that?— Every ship does not want 30ft. of water.

Then you might have put them 200 ft. further apart on each side if you had so desired? —No; I could do nothing without sanction of the Marine Department.

In this case you suggested the spots I for these buoys, and the Marine Department approved? —Yes. Why is the red luminous buoy now 300 ft. out of position? —Because the land marks on the chart were out. of position. Mr. Kettle: Wbo put these buoys down?—l did. - -'- Is it not a fact tha« you found it almost impossible to come to the conclusion that there was a shoal outside the five-fathom line?—No; I.did not. . Did you not think the accident. took place within the five-fathom line? —No. (Continued on page 2.)