CHATHAMS CONVOY TRAGEDY Court Of Inquiry Critical Of ‘Haphazard Manning’

Press, Volume CVII, Issue 31539, 29 November 1967, Page 28

CHATHAMS CONVOY TRAGEDY Court Of Inquiry Critical Of ‘Haphazard Manning’

• (From Out Own Reporter) WELLINGTON, November 28. The organisation and manning of the three-boat convoy from Lyttelton to the Chatham Islands from which the trawler Rimu was lost in heavy seas on August 4 was “extremely haphazard, to' say the least,” according to the report of the court of inquiry into the tragedy, in which two lives were lost.

All three vessels had unauthorised passengers on board, contrary to the provisions of the Shipping and Seamen Act, and in the case of one of them, the Pendella, a five-year-old boy was able to stow away, the report says.

Released today by the Minister of Marine (Mr Scott) the report says the Court (Mr H. J. Headifen, S.M- and Captains C. M. Anderson and A. Wall) found that the Rimu sank somewhere over the Mernoo Bank after she had been completely overturned by an exceptionally heavy sea. The master of the Rimu, Captain G. T. Mouncer, and a passenger, Mr M. Champion. were lost. The court accepts evidence that the Rimu, after appearing to be coping satisfactorily with the conditions, seemed suddenly to fall off the top of an exceptionally steep sea and completely overturn to port. The captain and members of the crew of the Pendella are commended for their good seamanship and rapid action in difficult conditions, which’ resulted in the saving of the* lives of the survivors. A further finding is that j the carriage of crayfish pots I as deck cargo in no way con-! tributed to the loss of the! vessel. Recommendations Five recommendations have been made by the court: 1. That all commercial fishing vessels proceeding tn or from the Chathams . whether in convoy or not,! should have a certificate! of survey for a deep seal fishing boat. I. If the Fisheries Depart-) ment considers that the fishing industry in the Chathams is likely to continue at the present rate for some time, consideration should be given to the construction of a slipway on the islands, suitable for small boats, so that cleaning, painting and repairs can be carried out thus reducing the necessity for small fishing vessels to undertake the hazardous voyage to a New Zealand port. J. Where the manning of vessels sailing to the Chathams is not in accordance with the requirements for deep sea fish-

ing vessels, the court considers the convoy system should remain in operation. 4. In the absence of any means of accurately de- < termining the safe freeboard of a fishing vessel, the court recommends that the Marine Departi ment. through its local surveyors, draws the attention of convoy commodores and masters of , individual ships proceeding to and from the Chatham Islands of their responsibility to see that the total loading of their vessels does not exceed a safe limit. In this the court recognises that at present fishing masters can be guided only by their training and experiI ence. 15. In the absence of any definite information regarding tidal streams and their effects on seas over the Mernoo Bank, the court recommends that convoy commodores and masters of individual ships undertaking voyages to and from the Chathams should be warned before departure to keep well clear of this area if bad weather is encountered. The evidence indicated that the accident happened when the convoy was 21 hours out from Lyttelton. The Rimu held a certificate for coastal fishing only, while the Pendella and the Te Maru held survey certificates for deep sea fishing. Unauthorised The judgment comments on the fact that although the conditions laid down by the Marine Department for the convoy were generally observed, each vessel carried unauthorised passengers in contravention of the provisions of the Shipping and Seamen Act, 1952. The judgment says that on a normal voyage the convoy should have passed some 15 miles south of the Mernoo Bank. At the beginning of the voyage there had been confusion as to starting times and manning of the vessels. The Rimu had failures in her generator and mechanical bilge pump, but both faults were remedied. In strong southerly winds on the morning of August 4.

the Rimu had trouble steering and was shipping water. Bags of coal carried on deck were thrown overboard to allow the water to escape through the freeing ports. The judgment notes a conflict of evidence as to the weather conditions, and a lack of evidence as to freeboard. Captain Champion had tested initial stability by putting the wheel over both ways at full speed. “The Court holds serious reservations as to the available freeboard of the vessel at the time of her departure, there being considerable discrepancy in the evidence governing this vital factor,” the report says. Evidence was given that although the Rimu had always leaked in some way or another when working in a seaway, she was “a good little sea boat.” The judgment said the Rimu carried 15 crayfish pots in a knocked-down condition on the foredeck, and 25 pots in an assembled condition on the after deck. Each pot was estimated to weigh 601 b. The Marine Department’s chief surveyor of ships had fixed 40 pots as the maximum to be carried on deck on the voyage to the Chathams, and the local surveyor bad authority to reduce this number for small boats at his discretion. Though evidence suggested that all vessels in the convoy experienced difficulty from pots working loose, or from the stability viewpoint, the judgment says, there was no evidence to suggest that they obstructed the free passage of water across the decks of the vessels. Loading Important On the matter of total load, however, the judgment did not regard the evidence as satisfactory.

“For a journey of this nature, involving as it does a voyage of 464 miles of open and dangerous waters by small vessels, the matter of total load is one of considerable importance,” the judgment says. “The evidence as to the total load on the Rimu for this voyage was by no means satisfactory. The court appreciates the tendency for fishermen proceeding to the Chathams for a stay of six months or more to carry as much fuel and stores as possible in the spaces available in the vessel without due regard to the total weight involved. "At present, according to evidence, the weight of the load carried below decks is the sole responsibility of the master, who has no loadline or stability information to indicate to him when the vessel has on board the maximum load consistent with safety. “The direct effect of such loading is to reduce the freeboard to such an extent that the vessel becomes unsafe at a large angle of heel.” The court makes the point that as international findings are not yet available, it had no information as to what would have been a safe freeboard for the Rimu. Accordingly, no blame could be attached to Captain Mouncer. The court expresses concern at this position, and suggests that owners and masters pay more attention to total loadings of fishing boats in future convoys to the. Chathams. The judgment emphasises the hazardous nature of voyages to the Chathams because of sudden weather changes. “The evidence establishes beyond doubt that were it not for these vessels travelling in convoy, all persons aboard the Rimu would have lost their lives,” it says.