MARINE ENQUIRY

Press, Volume LXVIII, Issue 20470, 13 February 1932, Page 20

MARINE ENQUIRY

♦ I STRANDING OF STORM j AND BREEZE. MISHAPS IN FOG". EVIDENCE OF NORTHERLY SET. Two coastal vessels. the Sturm, pro-; .-ceding from Tiinnru to Lyttelton, and) 'lie I'irccy.c, from Wellington to Lyttel-i 'on. tevi'd heavy fog on the ; i• ■«i:■ ni na. of December TSih. The Storm riii-k an unknown object, south of the \karoa livrhi. but was able to steam to: ■;.; i fli-tinni ion. The Breeze grounded j Port Kijl.in ull, but managed to get j . le.il- and proceed to I<yttelton, where j -he now lies, an empty hulk and with her sides liven by explosi\ f's. ! A nautical eiU|Uiry into tue cirjiimof both accidents was opeueu in ; he. .Magistrate's Court yesterday, and in the course of the evidence it was j -t.ated that the master ol the Storm fininteruianded the second mates ordei 111 alter the course after an unknown i.bjcct had been sighted by the lattei. The hearing of evidence regarding the Storm was completed, and the enquiry into the accident to the Breezewas begun. It is expected that the enquiry will conclude this nioruing. Mr 11. A. Young, S.M., presided, and with liiui as nautical assessors were t'aptains F. W. Baron and K. l.averton, both of Wellington. The proceedings opened with the hearing of evidence regarding the accident to the Storm. Foggy Weather. William Kobcrt Williams, of Wellington. "who was second mate of the! sto'rin, said that he held a master's home trade certificate. On December j 17t)i hj.? came on watch at midnight, relieving the mate. The course was N.K. : ;i'-" 110 verified it from the comI, ; iss off and on. The weather was f 0 ""v and visibility was from half a p.ne'to a mile. The whistle was kept blowing and the vessel's speed was irom Si to 9 knots. His instructions were to call the master if he sighted nothing wheu the log showed 68. He called the master at 12.45 a.m., when there was a thick fog. The masl. r did not come up but told h'.m to alter tho course to north-east by east. He .lid that and entered it the bridge book. Five minutes later he observed a cloudy patch. He put the ship out about four points and called i he master, who came up shortly at torwards and made an examination before going back to bed. The vessel was then steering east by south. The master was surprised to find them anywhere near the land. Witness pointed ..nt some kelp and the master jumped 10 the wheel aud put it hard aport. 11 was a matter of seconds before the vessel struck. No land was visible ex-,-ept some rocks about 10ft out of the water, and the first time he saw them was when the vessel swung round, i He master ordered the sounding of - lank, and the opening of the hatches to ,-vamine the hold. These instructions were carried out Irom. time to time as tbe vessel proceeded, the master talents charge. The course was made southcast. and the ship's head was steady. Question of Course. Witness had been on the Storm for four or five months, and had made several voyages from Timaru to Lyttolton. The usual eourse—north-east, a half east, should have cleared everything. Cross-examined by counsel for Captain Sheppard, master of the Storm, witness k.aid that the vessel made a particularly Lrood course from Timaru. The cargo was well trimmed. On leaving Timaru t here was nothing to upset the master a judgment in setting the course that was j followed to Lytteltou. The compass had been adjusted two or three days previ.,u«lv. The master had instructed wit::ohb to call him when the log showed <<s. if the Akaroa light was not visible When witness saw the dark Object the visibility was less than a quarter of a mile, which meant that the vessel was within that distance of land when witness called the master. Witness did r.ol make any attempt to reduce speed, ror he did not expect to see land at that spot. "It is quite on the cards that I might have imagined the dark object; you see -,omc queer things in fog," said witness. Witness had altered the vessel's course when lie reported to the master that ho had seen something ahead and was suspicious that it was land. The master said: "Good God. it can't be!'' and ordered him to put the ship back on her course.' "Gone Mad*?" Counsel: Did you think the man had <;one mad?—l did. Counsel: Have you ever had such a mad order since you have been at sea?— No. Counsel: Did you think the man was deliberately trying to cast away liis skip?—No, far from it. "The first mate told me that the master had given instructions not to put too much in the book," said witness, when asked by counsel why the order to put the ship back on its course was not entered in tho log. Counsel: Isn't there an unwritten law at sea that entries in the log should rever be altered? —Tes; they should never be altered. Questioned about an alleged alteration of the times in the log book, witness denied that it had been done by Uiin. Counsel: Were you on good temw *\ itb Captain SheppardV—Quite. Counsel: Didn't you have some words with him regarding overtime?---Nothing more than was usual on a ship. To counsel for the owners witness taid that, when he put. the ship round :o east by south she was heading away from danger. The Magistrate: Did it occur to you «<> Btop when you put the ship out four points:—No Engineer's Evidence. William Clifford Boyd Douglas, of Ihinedin. chief engineer ot' the Storm, produced tbe engine-room log. He ■.fated ihat at the time of the mishap '< He third engineer was on watch. AVitnesß was in hiH bunk aud felt the bump!*. Ho went below, saw that the ' ngiue." had been stopped, and sounded the bilge--. He heard air rushing up 'h'* pipe? from No. tank. There was r.o trouble id tin: bilges- and he e:;aciiied the ftofce hold bilges. No. 2 tank had tilled rapidly aud he knew 'bat it muf-t have been badly holed. There was no need for anxiety, but he l>tjt the main engine pump on tho bilge nnd jet the general service pump going. The engines . and boilers were working efficiently. Percy Palmer, of Wellington, third •ngineer, said that he was on watch at

the time of tho casualty. When he took over at midnight the vessel was steaming at eight knots. At 12.58 a.m. he received an order from the bridge to stop, and just about that time he felt a bump on tho port side, just forward of the engines. He then received an order for "slow ahead ' at 1.3 a.m. Another order came for "full speed ahead."' A fireman came through _ from rhe stokehold, and witness toJd him 1o .•all tho chief engineer. A Dense Tog. William Jamie, of Christchurch, able seaman ou the Storm, said that he came ou watch at midnight to relieve at the wheel, receiving the course N.K.JK. I'" held the vessel on that course, but diu not know how long. There was a dense fog, but a smooth sea with a slight easterly swell. He received the order "port vour helm, ' and the officer 0.1. the watch" said.. "For God's sake, Jamie, hard aport." He obeyed the order and steadied the ship at, JO. by S. Shortly after lie was given a second order, "hard aport." and the vessel struck almost immediately. The master gave a hand with the wheel. i To counsel for the owners witness j said that he did not get a definite order ) N'.K. by K., but was told to hoop her j off the'other quarter. j Captain's Evidence. Lionel Brent Sheppard, of Wangunui, master of the Storm, produced his log and said that he was satisfied with the vessel's equipment. He had been master of the Storm for four years aud had travelled over the trip from Timaru to Lvttelton about a hundred times. Ou many occasions, while commanding the Storm, he had followed the course he was on wheu the ship met w ! the mishap. Variations were sometimes made on account of weather. Variations were also made on account of list. On this occasion witness was i .ling to pass Akaroa about two and a half miles oft' (lie light. He was quite satisfied with the compasses. The course was N.IC.-'E. by the steering compass, which had "an easterly deviation of three degrees. This would make the course X.E. by J.K. magnetic. On leaving Timaru the weather was perfectlv clear. At 11 p.m. on December 17th tho mate called witness and reported that tho weather was thickening. Witness went on deck, but not on to the bridge. Visibility was about a mile. He had turned in between !>.30 p.m. and 10 p.m., and his instructions were that he was to be called if nothing -was seen of land or light when the log reached 6S. Alteration of Course. The mate reported that tbe leg was showing 54.7, and witness ordered a change in the course a quarter of a point. "At a quarter to oue I received another call from the second mate who came to the door of my cabiu saying that he had picked up a dark objoct. I said, 'Good God, it can't be land.' He said, 'l'm not sure, but I'll make sure.'" said witness. "I dressed immediately aud saw a dark object, through the port-hole which looked straight ahead."' The dark object was one or two points on- tho port do'sn, continued witness. He had not heard the wheel being put over or felt the vessel swing. The second mate called him twice, the time between the two occasions being a matter of minutes. When he arrived on the bridge he saw the second mate going into the wheel house, making some remark about kelp fish. Land was two or three points ou the port bow. He assisted the second mate and the seaman to put the wheel hard aport. Tho vessel was liand-steered, but could be steered by steam. Before they got the helm over the Storm struck and he was therefore unable tt) say how she answered the wheel. He rang "Stop" on the engine telegraph immediately. The mate came on to the bridge very shortly after striking and witness ordered the boats to bo <rob ready and the wells to lie sounded. Later ho ordered the engines "Slow ahead" and then "Full ahead,'' and remained on the bridge until Lyttelton was reached. They stopped several times and took soundings. The weather over this part of the journey was very thick Ferry Master's Views. I Basil Brooke Irwm, master of the Wahine. said that on the night' beforo the accident he was making a trip from Wellington to Lyttclton. There was a dead calm, but at 12.30 a.m. his ship entered a dense fog. They wero unable to see more than a quarter of a mile ahead. From Cape Campbell he made a direct course for Godley Head. There was a distinct northerly set, and it was impossible to anticipate it. Such a set was generally looked for after southerly weather, but on December 17th there was no weathor to causo it. The vessel's speed would average 16.2 knots. The Wahine would not be affected as would a smaller ship. Witness was on deck nearly all niglit. Every time there was a fog one was apt' to imagine objects that did not exist, due to the glare of the masthead lights. Continuing his evidence —Captain Irwin's evidence was taken early to permit him to return to his ship—Captain Sheppard said that he saw Williams make entries in the log book between 1.12 a.m. and 1.15 a.m. Witness told him to be careful what he wrote as they did not want any alterations or anything they could not swear to. He also told Williams that they could not be sure of the exact times as no one had looked at the clock. Williams altered 12.58 p.m. to 12.55 p.m., and entered in the book the time when the master arrived on the bridge, which was 1 unusual. Witness had no idea that there was a set running, and there was nothing whatever to indicate it. The vessel was properly trimmed. To counsel for the owners, Captain Sheppard said that he had no idea where the Storm struck. It would quite possible to get into a bay without any default' by himself or Williams. Witness would not suggest that Williams was trying to do him an iujury. He did not think twice about tho suggestion made that' he had told Williams to alter the vessel's eourse, as it sound- ! Ed so silly. ! To the Magistrate witness said that as there wafe no indication of a set he did not allow for it. The Magistrate: Why did you not go ou deck when you had logged 68, and there was a thick fog?—l was still ten miles off which I considered to be a safe distance. There was nothing to cause concern. This concluded the case for the Marine Department. Strong Northerly Set. To counsel for the master ot" the Storm, William Coffey, a fisherman, and master of the trawler, Gannet, said that he was fishing to the north of the Ninety-Mile Beach on the morning of the mishap and he experienced an unusual and unexpected northerly set. He had taken two and a half hours to go out, but only two hours ou the way home. Jauies Brassell, a fisherman, mastor of the trawler, Dolphin, said that he was fishing near the spot occupied by the previous witness, and had had the same experience. Tho effect of the tido could be seen on a buoy moored to mark the position. Further, rubbish floating on the surface of the water almost kept pace with the boat. There was no question that the set was exceptional, and it was quite unexpected under the weather conditions. Alexander Henry Fletcher, foreman of w;orkg for the Lytteltoa Harbour Board,

said that at 8.30 p.m. on December 37th, there was an exceptional tide rip up the harbour. He had never noticed it to be so strong' before, and there was nothing to account for it. Similar Evidence. The Magistrate: Is there a similar explanation in connexion •with the Breeze? Counsel -for the master of the Breeze: Yes, it is almost exactly the same. The Breeze. At this stage the Court decided w take the case of the Breeze, counsel for Captain Sheppard, who was also appearing for the master of the Breeze, stating that the evidence regarding the set would be the same. Charles Alfred Williams, of W ellinjiton, who was first mate of the Breeze, said that he was on watch from S p.m. to midnight, on December 3 7th. The vessel passed Capo Campbell, six and a half miles off, at 9.30 p.m. A light nor'-wester was blowing, there was a slight sea, and the weather was clear. The coastline was in view all the way. At Cape Campbell the course was altered to south by west, half west. TJie master gave the course, which was by the steering compass. He called the master when Cape Campbell was abeaxu, and told him the alteration. The master instructed witness to call him again when the Kaikoura light was abeam, or if there was any change in the weather. At midnight the ship was six miles off the coast. Witness came on watch again at 4 a.m. to relieve the second mate, who gave him the course, south by west, half west. There was no wind, but a wet log had set in, and visibility was from a half a mile to a mile. Weather conditions did not alter until .just before 7 a.m. The vessel stranded at 6.55 a.m. on December 18th at Point Robinson. Witness called the master six or eight minutes before the vessel stranded. Witi ness had been on the bridge two min utes before he sighted land three points on the port bow, and he put the engineroom telegraph to full' astern. Grounding of the Breeze. The master was then on the In'idg.j. The vessel grounded and heeled over, went for a length and hit again on the portsi.de. The master said, "Stop the engines," and asked witness to sound the well. An overside sounding amidships showed one and three-quarter fathom?. They put a kodge out on the port, quarter, rang the engines astern, and pulled. On getting into deep water they anchored at 8.25 a.m. The ship then proceeded to L>yttelton under her own steam. To counsel for the master, witness said that nothing could liave been done to save the vessel -from grounding. When the ferry steamer passed the Breeze, both vessels were in good positions. The course set by the master was a good course, and the one by which he always steered. There was no indication of an abnormal set. Bv the log tho vessel should have been much further on than she was, and no one was more surprised than witness wlieu the vessel's actual position was ascertained. The Magistrate: How do you account for not seeing the land before you did? The fog obscured it. The crew could hear the people on the beach talking, but could not see them. The bleating of sheep could also bo heard. At this stage the enquiry was adjourned until 9.30 this morning.