MARANUI LOADING ‘NOT ENTIRELY SATISFACTORY’

Press, Volume CVIII, Issue 31802, 5 October 1968, Page 44

MARANUI LOADING ‘NOT ENTIRELY SATISFACTORY’

(New Zealand Press Association)

AUCKLAND, October 4. A Lyttelton watersider indicated at the Court of Inquiry today into the sinking of the coaster Maranui that the system of Io ading wheat was not entirely satisfactory.

The Northern Steamship Company’s grain carrier sank off Coromandel on June 13 while carrying about 900 tons of grain from Lyttelton to Auckland. Nine officers and crew lost their lives. The inquiry, which is in its fourth day, is presided over by Mr A. A. Coates, S.M. Whenua Rehu, a watersider, of Lyttelton, said today that the wooden implement which was used to pack the grain cargo in the final stages of the loading fell short of what he would like to see. “Look at the advances made in different methods of propulsion in ships and then at an implement which was used by prehistoric man,” he said. The witness, who has two sons at sea, said he had been

working on the waterside for 23 years and was one of the trimmers engaged in the

Maranui. The Maranui was the first wheat ship he had trimmed during loading. “You trim as far as you can with a shovel to bring the wheat up as close as possible to deck level,” he said. Ran Back The witness said It was necessary to keep topping it up because it tended to run back. In the final stages he ended up on his stomach poking the wheat under the wings “with a piece of wood on a stock.” During this time he tested the grain by treading with his feet and found a number of soft spots on the port and starboard side of the hatchway. These were filled in. Asked if he was satisfied with the loading, the witness replied: “We take our instructions from the stevedore, and if it satisfies him that is all we’re concerned about.” Mr D. P. Neazor (for the Marine Department): How much do you know about the importance of having grain loaded up tight?—l know it's of prime importance because bulk wheat shifts more easily than general cargo. We know it’s got to be properly packed. Other Ships “I only followed procedures of people who had been on these jobs before, so 1 am not qualified to know how effective the loading is," he said He had unloaded a number of grain ships from Australia and the first thing he noticed when the Maranui’s hatch covers were removed was the absence of shifting boards. He told Mr Neazor that the boards on Tasman ships ran both ways and he had noticed no sign of shifting. He said he had been told by his fellow workmates of an

electric trimming machine designed to throw wheat into the wings of the hold. Mr P. M. Salmon (for the Northern Steamship Company): Were you satisfied that the job was done well?— 1 am always satisfied with the work I do, sir. As far as 1 was concerned the areas I was working on were filled up to the deckhead. Mr B. McClelland (for the Lyttelton Waterfront Workers’ Union): Would it be a good idea to have a form of nozzle on the loading funnel to fill under the coamings?— Yes, definitely. Two Cargoes Charles Francis Evitt, the former bosun, said he served in the Maranui from October, 1966, to March 1968, during which time the ship carried two grain cargoes.

Before the second voyage he recalled watching watersiders during loading operations. “They were using shovels and when it got to the stage where there was not a great deal of head room, they didn’t want to go any further back without bending their knees,” be said. “They were just throwing it back and hoping it would fill up.”

The Maranui always seemed to have a list to port. “It was enough to cause discomfort in the showers," he said. “When I joined her, I mentioned the fact, but nothing was ever done. "She was a very difficult ship to steer in a following sea,” he said. Air Lock “We had a number of troubles because of this. On the first occasion we were going down the Manukau when I heard the engines ring and saw we were heading for the rocks. This was caused by an air lock in the hydraulic system. “The next time, we were on the Manukau bar with only 6ft beneath us and captain sent a Mayday. The steering had locked again.” Witness said the only liferaft instruction he had received in a ship was when he helped give a demonstration only a few days before the inquiry began. To further questions he recalled that he was forced to clear water from the fo’c’sle on every voyage he undertook in the Maranui. In one case, during a Force 6 gale off the South Island coast, it amounted to about 60 buckets. The water had come through the watertight doors. Same Watch Frank James McHardy told the Court he was at the wheel from 11 a.m. to midday. Shortly after 11 a.m. the weather worsened. “At 11.25 a.m. we were surfing down a wave when she broached to starboard,” said Mr McHardy. “She bit into the water and rolled over. My feet flew off the deck and I felt the stern, propeller and rudder come out of the water. “She stayed over for about 10 to 20 minutes and slowly came back to the near horizontal. 1 presume the master must have pumped some ballast into the bottom tanks. “We then altered course five to 15 degrees to port to get the sea off the boat but we had such a list that it did not make any difference,” he said. After completing his watch the witness spent from 1 p.m. to 3 p.m. on the “monkey island.” While he was there the ship seemed to be getting lower in the water and the air pipes were dipping under the water regularly. “At 4 p.m. the ship gave another lurch and went over further and stayed there,” he said. The inquiry is continuing.