Witnesses Saw Wahine In Chaffer’s Passage

Press, Volume CVIII, Issue 31727, 10 July 1968, Page 26

Witnesses Saw Wahine In Chaffer’s Passage

(New Zealand Press Association) WELLINGTON, July 9. A Wellington couple who saw the Wahine close to shore before she struck Barrett’s Reef on April 10 said today at the Court of Inquiry into the loss of the ship the vessel had been in Chaffer’s Passage.

Stuart Young, a company director, and his wife, Jennifer Young, said they saw the ship twice before she struck the reef at 6.40 ajn.

Their home at Breaker Bay, has a commanding view of the harbour entrance. The passage lies between the reef and the western shore. The main shipping channel is east of the reef. Mrs Young said the ship was definitely on the western side of Barrett’s Reef at 6.30 a.m. It was in the area of Wanganella Rock, the southernmost of the reef, she said. The rock is named after the Trans-Tasman liner Wanganella, which rammed the rock on her first post-war voyage In January, 1947. Mr Young said he first saw the Wahine at 6.20 a.m., for about half a minute. Although it was still dark and raining heavily, with poor visibility, he recognised the ship immediately. “She was in a direct line from my house through the southern end of Barrett’s Reef. She was pointing toward sea.”

Mr Young saw the ship again 10 minutes later. This time she was drifting on the western side of Barrett's Reef, fairly close to Breaker Bay, and appeared to be pointing directly at shore. She was drifting very fast down Chaffer’s Passage. Five Knots “I put her speed about five or six knots—she was moving about as fast as a fishing boat,” Mr Young said. The Wahine then disappeared and he telephoned the police to tell them she was in a bad position and drifting out of control Mr Young told Mr A. F. Macalister (for the master, Captain H. G. Robertson) that although he did not see the ship's hull in the conditions he could tell which way she was moving by her mast lights.

An assessor, Captain E. H. Hopkins, said it was extremely difficult to judge distances at sea and that Mr Young could only be assuming the Wahine's position. Deck officers from the Wahine have denied in evidence that the ship was ever in Chaffer’s passage. Earlier today the Wellington Harbourmaster, Captain Douglas W. Galloway, completed his evidence. He said passengers jumping from the ferry as soon as the “abandon ship” order was given prevented a tug from moving into the ship’s lee to pick up survivors. “If the passengers had not jumped into the water she could have been round in the lee of the vessel to pick them up.” Captain Galloway said. The tug Tapuhi was in heavy seas on the ship’s port quarter when the vessel was ordered to be abandoned.

Captain Galloway said some passengers jumped over the stern almost as soon as the order was given. “They appeared from nowhere,” he said. Mr R. C. Savage, for the Minister of Marine, asked the harbourmaster if it would have been helpful for passengers to have been told not to jump. “It may have been helpful but it was not done,” Captain Galloway replied. Captain Galloway was deputy harbourmaster when the Wahine foundered in Wellington Harbour on April 10 with the loss of 51 lives. He was appointed to his present post on June 1. Captain Galloway said that an outgoing tide after midday, acting on the starboard side of the ship, and strong winds and heavy seas on the port side had helped to overcome the Wahine’s stability. High tide on April 10 should have been at 2 p.m., but harbour board tidal indicators showed that the water level began to drop at 12.15 pjn.

He said that when the ship was abandoned off Seatoun about 1.15 pun., the tide should still have been on the “make” and, allied with a strong wind, should have carried survivors ashore at Petone, at the north-eastern head of the harbour. Most survivors, however, who were not picked up, landed several miles further south, on the eastern shore of the harbour. Earlier, after striking Barret’s Reef, the Wahine had drifted into the harbour near Steeple Rock, off Seatoun. Captain Galloway said the tides normally moved up and down the main shipping channel. Heavy Sea “But on this particular occasion the heavy sea running had built up the tide in the harbour and as it turned it had to go somewhere. It went to the eastern shore.”

Captain Galloway agreed that it was reasonable to say that between 12.10 p.m. and 1 p.m. the tide was roughly static, and then fell off. Mr Macalister asked Captain Galloway what he, as a pilot, would do in an 80-knot wind with no visibility. Would he drop anchor and maintain his position? Captain Galloway: The minute I was not sure where I was I would anchor.

The chairman (Mr R. D. Jamieson, S.M.), interjected to say he considered that the point under discussion involved nautical skill and that his assessors were able to advise him on it The line of questioning should not be pursued. Mr Macalister: When you first went aboard at between 12 and 12.30 p.m. did you have any cause for alarm for the ship’s safety?—No.

Would the decision on whether or not to slip one or both of your anchors have been made easier if you had had more powerful tugs?— Yes, much easier. Tug Power Captain Galloway said the tug Tapuhi had a 7.8-ton bollard pull and the Tiakina a 4-ton puli. The static pull in the Wahine’s bow thruster was more than six tons. To obtain the maximum pull the Wahine had to be stable. Mr Macalister: Without sufficent tug power would it have been unwise to slip both the Wahine’s anchors, because you would be uncertain about being able to pick her up later? Captain Galloway: This vessel was lying snugly at anchor. This was the best place for her until we got a wire on her, which was what we were endeavouring to do. You do not slip the anchors in a strong wind with a 7.8ton tug. Mr Macalister: Did the strong outgoing tide coupled with the southerly swell cause very steep seas in the entrance? —All day we had a breaking sea there. All day. Even when the wind died away to nothing, the seas were still breaking. Breaking Seas In your opinion would these steep breaking seas have made it dangerous for small rescue craft to operate? —At 1 p.m. it was 40 knots. They couldn’t work in that weather. At 1 p.m. would you, in any emergency, have given a call for small craft to go out in those conditions? —If we had abandoned ship at 1 p.m. we would have had to do something and we would have to have made a call for the best. But we didn’t abandon at 1 p.m. so we made the call when we had to abandon. If small craft had gone out in those conditions some inevitably would have been lost?—Yes. Questioned about the responsibility of pilots, Captain Galloway said that if there was some doubt about the visibility pilots gave such information to the master of a ship. If he had been a pilot at 8.20 on the morning of April 10 he would have recommended a master to have waited. Shore Radar Questioned by Mr C. H Arndt, for the Seamen's Union and the Cooks’ and Stewards’ Union, Captain Galloway said he was aware of a shore radar system at Liverpool. Other ports, including, he thought, Auckland, were equipped with such systems.

The chairman: Would such a system in Wellington have been of assistance on this day? Captain Galloway: If it were operated correctly, yes. One question was posed by Captain E. H. Hopkins, an assessor: I think everyone will appreciate this question. I rather gather that all rescue operations are dangerous? Captain Galloway: Yes. If you are going to save lives you must take risks?— Yes, sir. Another assessor, Captain W. J. Keene, asked Captain Galloway if he thought tidal warnings should be given to the master of a ship, as were storm warnings. Captain Galloway said that as much information as possible should be given to the master.

Questioned about the tugs in Wellington, he said: “1 am not at all happy at the condition of tug power in the port of Wellington.” Wellington was a major port. The next witness, Terence Victory, was an A.B. in the Wahine on April 10. He is now second mate in another ship, having obtained a deck officer’s certificate on June 13. He had served in the Wahine for eight months. In Lifeboat Mr Victory said he had no idea which lifeboat it was that he had helped people into and finally boarded himself. All he knew was that it was a starboard boat, not the motor boat Mr D. P. Neazor (for the Minister of Marine): Were there other people In the water about the boat?—There was one chap, and we pulled him in. What about the rafts? did you seen any?—There were none close, but 1 saw one over by the Pencarrow side. The pilot launch came past us and I thought he was going to come for us, but they just waved and kept going and I saw them going over to the liferaft. Mr O’Flynn: Did you hear any announcement that people were not to jump into the water?

Mr Victory: 1 only heard the standby announcement. When I got to the station on A deck I helped throw the liferafts over the side. Is it correct that you had never lowered rafts by crane previously —That is right

Mr O’Flynn: You noticed people still on board the Wahine when you got away from her?—Yes. Wouldn’t it have been possible to take the boat back towards the ship?—lt might i have been but 1 did not want to try to for fear of losing . those I had in the boat already. There were about 40 to 45 people. But actually, so far as the capacity was concerned the boat was only half full?— Yes. Mr C. H. Arndt (for the Seamen’s Union and the Cooks’ and Stewards’ Union): Would it be correct to understand that in your eight months in the Wahine you had never attended a liferaft drill? Mr Victory: Yes. Raymond Clement Gifford, Chief steward of the Wahine, said he was up at the usual time of 5.10 a.m. on April 10. There was no untoward movement of the ship. Ship Rolled He received no complaints from the stewards serving tea at 6 a.m., but about 6.30 a.m. several cups were lost from a table on C deck. After he returned to his room the ship seemed to roll. He did not hear or feel anything. Fifteen minutes later the bosun told him he thought the noise that could be heard was rocks. Soon afterwards the message to put on life-jackets and evacuate the cabins was received. He gave orders to the second steward and the assistant second steward to supervise the accommodation on C deck. All rooms were vacated, he had been advised. There were still a few people in their cabins on B deck. At this stage F deck forward was under water. Bewilderment Mr Gifford said he checked the state of passengers all morning. At first there was some bewilderment among them.

About midday he went to the bridge, told the master the passengers were quiet and orderly, and offered the master refreshments.

He said that up to this stage there had been announcements over the public address system to the effect the Wahine was drifting up the harbour, that passengers need have no fears for their safety, and that a tug was on the way. Mr Savage: Were these reassuring messages?

Mr Gifford: Very much so. I had no doubt at all we would make it He said blankets were distributed to passengers to keep them warm. His staff earlier had checked life-jackets, and reminded people to put them on. Mr Savage: Were you aware of life-jackets suitable for children in the ship? Mr Gifford: No, sir. Were all the passengers suitably clothed, or did your staff check this? —I would not say they all were suitably clothed. It was reported to me that passengers had been advised to take warm clothing.

Warm Clothes In the early stages, some were sent back to get warm clothes, he said. Mr Savage: Did you receive any orders from the master or chief officer to marshal passengers into groups to facilitate going to the boats if the ship had to be abandoned?— No.

Were any instructions given as to what boats they should go to if it became necessary?—No. Were any instructions issued about organising the passengers if it became necessary to abandon ship on one side only?—No. Mr Gifford said that when the list increased he reported to the passenger area on B deck. Within minutes, the order came for passengers to abandon ship on the starboard side, “this being the righthand side facing forward.” The alarm bell rang before the announcement. He said about 30 minutes elapsed between the time he noticed the list and the ringing of the alarm bell. Mr Gifford said the weekly lifeboat drill did not allow for the same person to be in charge of a lifeboat week by week.