Holmlea Salvage Claim: Defence Case Opened

Press, Volume XCVIII, Issue 29067, 2 December 1959, Page 18

Holmlea Salvage Claim: Defence Case Opened

(New Zealand Press Association) DUNEDIN, December 1. Captain Maurice Michael McArthur, master of the Holmlea when it struck Danger reef, to the north of the Otago Heads, said in the Supreme Court today that the vessel was in no danger of sinking, and left to its own devices could have sailed, if necessary under jury sail, into Otago Harbour.

He opened the case for the defendants, the owners of the Holmlea and the cargo it was then carrying, when the hearing of the Otago Harbour Board’s claim for £25,000 salvage money continued before Mr Justice Henry.

The mishap outside the heads took place on November 10, 1957. Mr A. N. Haggitt is appearing for the defendants. The Harbour Board is represented by Mr A. G. Neill, Q.C., with him Mr A. C. Stephens, and Mr A. J. H. Jeavons is appearing for the master and crew of the tug Otago. Continuing his evidence today, Captain J. B. McGowan, a marine surveyor, told Mr Jeavons that between 20 and 60 tons of water an hour would have flowed between the engine-room and the hold of the Holmlea. The two pipes connecting these rooms were well under water/ “’Several feet?” asked Mr Jeavons. “Yes,” replied the witness. After the engines had been stopped it would be almost impossible to beach the Holmlea without assistance, he said. Mr Haggit: Your fundamental finding is that with the engineroom flooded, the ship would be down 33ft 3Jin by the stern? The witness: Yes, depending on certain circumstances. If I told you that this ship could have been only down 21ft aft and Bft forard you would disagree?—Absolutely. If you had been Captain McArthur, after getting off the reef, what would you have done? —lf I were fairly certain I was not going to sink I would obtain a tow from another ship. “Scuppers Were Open" To Mr Neill the witness said there had been mention of “embarrassment in Court” when he had examined the valves on the pipes between the engine-room and the No. 2 hold. It had been suggested to him that it could easily be said in Court that these scuppers were closed, said the witness.

“I said it would be difficult to maintain under cross-examina-tion,” he added. “The chief engineer of the Holmlea then said he would be telling only the truth.” Mr Neill: And what was the truth?

The witness: That they were open.

Clarence John Maindonald, a mechanical engineer, said he had examined the engine-room of the Holmlea. In his opinion, water entering the crankcase would lead to the destruction and failure of the engines. The engines would have stopped running, provided a lubricating failure had not already stopped them, when water entered the air intakes, which were about 4ft above the engine-room floor. It would have been possible for the pumps to keep operating after the main engines had stopped, as there was a generator to supply power. This source of power would have ceased as soon as the water level reached the main switchboard. This was only 3ftlin above the engine-room floor level. George Thomas Gray, treasurer of the Otago Harbour Board, produced a statement showing the cost to the board of the salvage of the Holmlea. Total expenditure for the board exceeded £1543. The tug was not a payin , proposition in ordinary work. In the last three years, the vessel had been working at a loss of £20,000, £19,000, and £21,000, in that order. Defendants’ Case Outlining the defendants’ case, Mr Haggitt said the Court was asked to set a reasonable sum for the services of the tug, Otago. The sum of £25,000, he said, was utterly unreal. No great measure of skill was needed with the tug. Though the operation was one of salvage, it was really in the class of a towing and pumping service. The Holmlea was never in the dire straits suggested. What would be disputed, Mr Haggitt said, was the draught of the Holmlea when pumping started in cross channel, and whether the scupper pipes were shut or open. Captain McArthur, in evidence, said that a moderate sea was running when the ship went ashore on the reef, at 3.40 a.m. The sea was breaking round it as the vessel lay grounded. His first thought was for the safety of the crew, and he asked for the pilot launch or the tug, whichever could be brought first The lifeboats were swung out ready.

A survey showed that the vessel was not making water until 4 a.m., when water appeared in the engine-room. He put the engines astern, and the ship pulled clear.

He had no record of the radio messages, but he knew almost immediately that help was coming. He manoeuvred about to clear the rocks, and went out to sea dor three miles, and then turned about half-speed towards Taiaroa Head.

He gave instructions to the chief engineer that no risk was to be taken with the engines, as the tug was coming. The engineer told him that the engines could be kept going for another hour. Ship “Jn No Danger” The vessel was in no danger whatever while it was waiting for the tug, said the witness. The tug came alongside two hours later A short time later the

tug’s pump hose was put on board. At no stage during the tow did he ask the tug for more speed. If the ship had been left to its own resources and taken the most direct route to the heads four miles would have been saved. If he had kept the engines running along this route he estimated he would be at the heads by 6.37 а. Had there been no tug, the obvious thing to do would have been to make a dash for the harbour. He felt the ship would have reached Port Chalmers. At that speed the rise of water in the engine-room would be retarded. If the engines had failed in the dash to the harbour, he would have rigged a sail. It would have been a simple matter to raise the derricks and attach tarpaulins. The wind was favourable for sailing to the heads. “Many Places’’ for Beaching The ship was at no stage in danger of sinking, and left to its own resources it would have been brought to harbour. If it could not reach Port Chalmers there were many places it could be run ashore in safety. He had no fear for the lives of those aboard after the ship came clear of the reef. The ship sailed cautiously until б. a.m., after getting off the reef. It was moving at half speed until 4.45 a.m. From then it sailed at full speed. When the engines were stopped at 6.30 a.m., the ship depended on the tug. If the tug had run ashore the ship would have tried to reach the harbour. The engines could have been kept going longer, but with risk of danger to them. He did not know the depth of water in the engineroom at that time.

The hearing will continue tomorrow.