TUG INQUIRY.

Auckland Star, Volume LXIX, Issue 224, 22 September 1938, Page 15

TUG INQUIRY.

PILOT'S EVIDENCE.

"SHE WAS TOO FAR AFT."

TE AWHINA HOLED BY ESSEX

Giving evidence at the Marine Court of Inquiry into the sinking of the Auckland Harbour Board's tug Te Awhina on August 11, after it had been holed by he propellers of the Essex, the pilot on the Essex, Captain W. G. Kelsey, said yesterday afternoon that in his opinion the tug was too far aft and in a dangerous position at the time of the accident. Mr. W . R. McKean, S.M., presided and the nautical assessors were Captain H «• Hughes, of and Captain K - J. Hamilton, of the Bluff. The engineer assessor was Mr. W. H. Parker r >f Auckland. niaJt r ;, A 'f a M' T -/ Moo<ly "PPearc-d for the mastc. of the tug, Captain D. Pmbert; I)p"JrV I ?.' re P reepntt> d the Marine epartment; Mr. H. E. Barrowclough, iiie Auckland Harbour Board; Mr. C P nniay. the harbourmaster, Captain H. "• Sergeant and the pilot, Captain W. offi y , ; iA ' r - L - P - Learv " the chief officer and captain of the Essex; Mr. <- : 1. Richmond, the New Zealand Shipping Company, and Mr. P. D. Baxter the acting chief engineer and second engineer of the tug. Captain Probert's Evidence. Captain D. R. Probert, master of the ie Awhina. said that he could not have east off Ins line earlier than" he did. The method he had used had been the best 1 Mat could be used in the circumstances. He had had a full realisation of the dangers involved in his task. He had never pointed out to the officers of the Harbour Board the risk that was run in sending the Te Awhina to take the aft tow. "The Te Awhina is not suitable for working right aft," he said. The fact that the Essex went ahead unexpectedly contributed to the difficulty. It was rarely that the fun power of the propeller was used in that position. The set of the ship towards the wharf caused it on this occasion. The tugmasters anticipated what a pilot would order under various circumstances. The tug was swung round so quickly that there was no time to cast off. Witness said that he did not think it would l>e practicable for the pilot to give any indication as to when he is going to order "Full ahead." There was nothing he could do to avert the casualty, said witness, but he agreed that something should be done to prevent a future accident. To Mr. McKean, witness said that on the Te Awhina the engineer had authority to act on his own initiative in regard to such things as the watertight doors and the pumps. "The two chief engineers, Mr. Aspland and Mr. Sanders, have given me verbal instruction that they are in charge of all the equipment on the deck." Mr. Barrowclongh: Seems as if the crew give the captain his orders. To. Mr. Parker witness said he was occupied' with getting a launch, to take * tow and it was not until the tag was away from the Essex that h* enuld speak to the engineer about the doors or pumps. It was the chief engineer, who was concerned as to whether the ship would "blow up." "Not Suitable." To Mr. Barrowclough witness admitted that he could have found shoal water alongside the Northern wharf, which was a quarter of the distance to the Hobson wharf. He anticipated that he would have the use of his engines all the way to shoal water. He might have obstructed traffic at the entrance to the Northern wharf. "The tug ki simply a tool of the pilot," i said witness, when questioned as to whether the master of a ship was fully responsible for the safety of his ship. "Why isn't the tug suitable for use in the aft position?" asked Dr. Foden. Witness: Her towing hook is too far aft. To Mr. Moody witness said lie was fully qualified; had been 40 years at sea, with experience round the New Zealand coast. He had been a pilot at Gisborne, and had fire years' experience in tugs. He had also been acting marine superintendent ait Nauru Island for * . time* "This, I understand, is your first accident," said Mr. Moody. Witness: My first serious accident. "Practically At Standstill* Captain Walter Geoffrey Kelsey, pilot in charge of berthing the Essex, said that the Essex just had headway, from previous manoeuvres in the harbour, when it was approaching Central wharf, and was gradually setting down towards the wharf. He had signalled the Daldy first and then the Te Awhina to "pull off." He did this with a wave of the hand. Both tugs were square off when the signal was given. That checked the setting slightly. He then ordered the port engine of the Essex to go full astern to check the set. He then ordered the starboard engine to go half-speed ahead. That was also to check the set. The ship was then practically at a standstill. To ease her gently on to the wharf he ordered "full ahead" on the starboard engine. He did not think that any manoeuvre he made with the Essex would put the tug in a position of difficulty.

Dr. Foden: But it did get into dif ficulty.

"He was too near the propeller," said witness. "He was in broken water and the displacement of water from the propeller caused' an intake that drew him in. In my opinion he should have been further forward. I knew he was aft, but did not know just where." The tug master was responsible for the safety of his own ship, and it was left to the tug master to choose his own position, except that he was told to go forward or aft. The tug master was in the best position to see whether his position was safe. "Position Too Dangerous." To Mr. McKean: The tug should never have been in the position where this tug was, for that position is dangerous. To Dr. Foden, witness said that an extra forward line on the, tug might have kept it out of the propellers. The tug would have been just as much use in holding the ship off bodily if it had been moored 100 ft further forward than it was. It was a question of a direct pull and not merely of a slewing manoeuvre.

There was the visual system of signals for use in the daytime, and at night a metal whistle was used by the pilot. The tugs could draw attention' by a series of short blasts on the tug whittle. Immediately be m told Jby

the second officer that the tug was under the quarter witness stopped the engines. He did not conclude from the message he received thflt tlie tug was in serious difficulties. It was not until after he left the ship that he knew what had happened.

To Mr. Moody, witness said that Captain Probert was quite a competent tug master. He would agree with Captain Probert that the strong ebb tide would have effect on the tug. The Essex was practically stationary, with the engines offsetting each other, when the accident happened. Xo report was made to him that the tug was in a dangerous position.

If he had been in charge of the Te Awhina he would have used a more forward lead. He did not know of any occasion on the Te Awhina.or the Daldy when a bridle was used. He had commanded the Te Awhina as relieving master. '

To Mr. McKean, witness said he could not tell, when looking from the bridge, how far aft the tug was made fast within 100 ft.

After further questioning the inquiry was then adjourned until this morning.