Master Of Wahine Chosen For Ship-Handling Ability

Press, Volume CVIII, Issue 31730, 13 July 1968, Page 36

Master Of Wahine Chosen For Ship-Handling Ability

(New Zealand Press Association)

WELLINGTON, July 12.

Captain H. G. Robertson, master of the passenger ferry Wahine which foundered in Wellington Harbour, on April 10 with the loss of 51 lives, was praised today by the marine superintendent of the Union Steam Ship Company.

Captain A. C. Crosbie told the Marine Court of Inquiry today that Captain Robertson was held in very k high esteem by the company.

sengers and crew, will be called on Monday, Tuesday and Wednesday. Captain Crosbie testified that 900 children’s lifejackets of a new type, ordered and received by his company, had not been placed aboard the Wahine before she sank. They would have been put on the ship in Wellington in June or July when she was due to have been surveyed. The new jackets, manufactured in England, had been designed for persons 701 b and under, and were approved by the British Board of Trade. They were to replace the old Salvus type of jacket, also for persons 701 b and under, carried on the ferry. Other Ships The jackets were ordered on September 13, last year, and were received by February 22. He said some had been put on other ships in the company’s fleet as they were surveyed. Evidence at the inquiry has shown that the Salvus jackets were not distributed to children on the Wahine on April 10. They were stored in boxes on the open deck. Captain Crosbie told the Court that the Marine Department had approved the newstyle children’s life-jacket on September 6, 1967. “I tried to get life-jackets for children supplied in 1965 but there were none of a suitable type then.” Captain Crosbie said there was no known lifejacket that would meet every weather condition.

ors, about the Wahine’s radar, Captain Crosbie said as far as he was aware none of the company’s ships had ever relied entirely on radar to enter port. Mr O’Flynn: Did you know that the Rangatira, another ferry, came up the harbour once in a thick fog with only the tops of her mast visible from the shore? Captain Crosbie: I have never heard of that A captain would stay out at sea until conditions improved rather than rely on radar completely. Surface Water Captain Crosbie emphasised that the Wahine’s design did not increase the risk of free surface water if the vessel was damaged. Mr O’Flynn: The information that you got from the harbourmaster about 10 a.m. did not indicate any free surface water on the vessel at all.—That is quite correct. In fact you were never told of any such water on the vessel?—No, I had no indication of that. Referring to the water in the vehicle deck well being calf or knee deep when the ship rolled, and water being knee deep aft when the vessel pitched, and the fact that all this was reported to the master, Mr O’Flynn asked Captain Crosbie if he would have expected the master to have reported the matter to him. Captain Crosbie: The master is in complete charge. If he had any fears about that matter I am sure he would have reported to me. Mr O’Flynn: Do you remember the evidence of the chief engineer of attempts made to get the vehicle deck water into the engine room and pump it away fiom there? Do you also remember hearing evidence about water coming from the ventilators and of the engineer’s efforts to plug them? Captain Crosbie agreed he had. Mr O’Flynn: I put the same question. Would you have expected the master to have reported that to you? Captain Crosbie: I would not expect the master to report to me that water was

coming out of the ventilators. He can handle that himself. I could not have stopped that water coming out of the ventilators from my office chair. “Capsize Cause” Mr O’Flynn asked if the ship, in an undamaged condition, would have capsized when it did, taking into consideration its turn across the 40-knot. wind at 1 p.m. and with the tide underneath it? Captain Crosbie: If it was undamaged, the ship would not have capsized. The principal cause of the capsize was the extreme damage the vessel received on the reef. There is only a certain amount of damage that any one ship can receive. Mr O'Flynn: Would you agree that free surface water in the ship was the main factor? Captain Crosbie: That was, perhaps, a contributing factor. Questioned by Mr C. H. Arndt, for the Cooks’ and Stewards* Union and Seamen’s Union, Captain Crosbie said he was satisfied the liferafts on the Wahine were satisfactory. Asked about drills with liferafts being lowered to the water he said: “We will never do that because it is a dangerous procedure.” This is a matter on which the New Zealand Seamen’s Union had made approaches to your company?—Yes. The makers of these liferafts do not recommend inflating them during drill nor do they recommend they should be handled any more than necessary. Well Trained Captain Crosbie said that the New Zealand seaman was probably the best trained in the world on lifeboats and liferafts. Mr Arndt: You consider lowering the liferafts to the water is unsound?—Where liferafts are concerned it is an unsound practice and dangerous . . . where lives are not at stake there is no justification for risking lives. If a liferaft is lowered to the water it can be caught in a wind gust and tip 24 men into the harbour. Captain Crosbie said that liferaft drills were held weekly on the company’s vessels. ' Katea Ready Questioned by Mr Cooke, counsel for the Union Company, Captain Crosbie said that because of the possibility the Wahine might have come ashore earlier in the day he had considered getting out a company vessel, the Katea. “She had been standing by on alert since 8 a.m. and if I could have got that ship away she would have been able to assist." The Katea was unable to move from the Wellington berth because of . the gale winds. Captain Crosbie said the ship might have been able to get a line aboard the Wahine, or have helped to tow her.

“He has had very few accidents and is a ship handler of the highest calibre. He was chosen for this service for his ship-handling ability.” Captain Crosbie said the Wahine's chief officer, Rodney Luly, was very efficient and the chief engineer, Herbert Wareing, had a fine record. Captain Crosbie had been asked by Mr A. F. Macalister, for the Merchant Service Guild, to assess the capabilities of the ferry’s three senior officers.

Earlier, Captain Crosbie said there might not have been 123 (the crew complement) heroes aboard the ship on April 10. “But from the evidence I have heard in this Court I hope that when this inquiry is finished some tangible form of recognition will be given to some members of the crew who have done so much.” Captain Crosbie, the fortieth witness at the inquiry, spent the day in the witness box. The inquiry, which ended its third week today, is slightly behind the schedule set out earlier by Mr R. C. Savage, chief counsel for the Minister of Marine. Harbour board and police witnesses have not been heard this week as planned, and will be heard later next week. Survivors, and owners of small boats, who rescued pas-

Questioned by Mr F. D. O’Flynn, counsel for surviv-