CRASH IN FOG

Evening Post, Volume CXXII, Issue 25, 29 July 1936, Page 12

CRASH IN FOG

WAHINE MISHAP

INQUIRY OPENED

CAPTAIN'S- EVIDENCE

FOG SIGNALS ADVOCATED

The circumstances leading up to Ihe accident to the inter-island express steamer Wahine in Wellington Harbour on June 5 were investigated in the Magistrate's Court today. Mr. E. D. Mosley, S.M., presided, and with him as nautical assessors were Capiain J. Mawson and Captain J. G. Watson.

While coming up the harbour in a fog at the end of the trip from Lyttelton the Wahine, shortly before 7 a.m., crashed into the concrete Pipitea Wharf, which bit into the bow of the ship for some 20 feet. The bow of the Wahine remained fast in the decking of the wharf for several hours, but the ship, with a gaping rectangular hole in her bow above the water-line, was eventually freed with the assistance of tugs. Mr. N. A. Fode-n appeared for the ] Superintendent of Mercantile Marine; j Mr. E. K. Kirkcaldie for Captain B. !B. Irwin, master of the Wahine at the | time of the mishap; Mr. J. F. B. Stei venson for the Wellington Harbour I Board; Mr. F. P. Walsh for the Federated Seamen's Union of New Zealand; and Mr. D. W. Virtue for the Union Steam Ship Co., owners of the vessel. CAPTAIN IRWIN IN BOX. The first witness called by Mr. Foden was Capiain Irwin, who said the Wahine left Lyttelton at 8.30 p.m. on June 4 for Wellington. F*or the major part of the journey the weather was fine and clear. The "ship arrived off Pen-cari-ow Head at 6.20 a.m. on June 5 and proceeded through the entrance. The weather was then still excellent, the tide above half ebb, and the ship was maintaining a speed of 16 knots by her engines. The speed had been reduced from 17 knots. The weather conditions continued perfect up to Point Halswell and the ship was abeam of Halswell on a west-north-west course magnetic at 6.39J a.m., this time being taken by the third officer on that course. Witness himself took the lime when the ship was on a west by south course, Point Halswell then being abeam, at 6.40 a.m. He estimated his distance off Point Halswell to be about 300 yards. All hands at this time were at their stations. He directed the alteration in the course from west-north-west to west by south. From Point Halswell he could see fog ahead of the ship up towards the basin and it was also coming up from Evans Bay. ■• He had previously observed a line of fog extending from Cloudy Bay over Lyall Bay when the Wahine was out in Cook Strait. The sight of the fog in the inner harbour, therefore, was not unexpected. Point Jerningham was obliterated by the fog. The western side of Evans Bay was also obliterated but the eastern side of the bay was perfectly clear. The line of fog was fairly clearly marked. ENTERING THE FOG. The Wahine, continued Captain Irwin, entered the fog at a speed of 16 knots by engines. At the same time he reduced to slow. Mr. Mosley: What speed would that take the vessel at, Captain? Witness said it would be some time before the vessel slowed down, but when she had actually slowed down he should say six knots., When the ship entered the fog first the fog was not at all dense, continued Captain Irwin. Mr. Foden: Although you then couldn't see Pol:t Jerningham?—l could see Point Halswell but not Point Jerningham. The Wahine, owing to the ebb tide, had averaged 15 knots over the ground up to Point Halswell, said Captain Irwin. At 6.44 a.m. he reduced speed to slow and altered the course to south 62deg. west magnetic. That was the operation he had carried on for months before. He realised at this time that the fog was thickening so he kept the whistle going, and at 6.46 a.m. he gave orders for the engines to be stopped. When the engines were stopped he reckoned he could see two to three ship's lengths. Mr. Mosley: From the bridge where you were standing?— Yes. Witness said he had nothing to base his visibility on really. Two to three ship's lengths was the distance he reckoned he could see. He could see the stern of the ship clearly. Captain Irwin said that at 6.46 a.m. he estimated the Wahine would be travelling at six to seven knots. The distance from Point Halswell to Point Jerningham was one mile and that generally took the ship four minutes to cover. The Wahine carried on at slow speed in the fog for two minutes. FOG DENSITY INCREASES. To Mr. Foden, Captain Irwin said that at 6.46 a.m. when the order was given for the engines to bt stopped he could easily see five times the distance from the bridge to the stern, 105 feet, which would be 525 feet. He thought he had quite a considerable visibility. At the vicinity in which he was at 6.46 a.m.. he did not think it could be said that the fog was denser than he thought it was. In the last ship's length before the Wahine collided with the wharf the fog increased in density. Captain Irwin said he first got an indication that there was something ahead from the chief officer, who reported lights ahead. Witness immediately gave orders for both anchors to be dropped and rang "astern" on the teleg \ ph. Both anchors were immedaiteiy dropped and the engines at once commenced to go full astern. The helm was also ported. That was at 6.47 a.m. The vessel travelled for a minute with the engines astern and both anchors down. For a minute prior to that the ship had been travelling with engines stopped at a speed of 6or 7 knots. With the engines stopped and the ship travelling at seven knots he should say that the ship would probably carry on for a mile and a half before she actually pulled up. There were a number of different factors to be taken into consideration before an accurate estimate could be formed. He thought the vessel would have struck the wharf at a speed of 2 or 3 knots.

Mr. Foden pointed out to witness that previously in another place he had estimated the ship's speed before she struck at 3 or 4 knots.

Witness said that since then he had turned the matter over and desired to modify his previous estimate. An engineer's surveyor, a passenger oil the Wahine, had told him that he had been looking over the side at the discharge just prior to the collision and the ship then had very little way on.

HEASON FOR MISHAI*.

Mr. Foden: In the light ol what

actually happened are you in a position to say now with greater accuracy wliat the distance of visibility was?— I have no hesitation at all in stating that the visibility when clear o-f the environment of the wharf was quite two ships' lengths. I can only stale that my reason Xor colliding with the wharf was on account of the wharf itself being shrouded in fog. When you enter a belt of fog lying in the inner harbour the possibility o£ the wharves being shrouded in thicker fog must be present to your mind?—l had never noticed it on previous occasions. This was a different type of fog to what we generally strike. It was actually a sea fog and in the inner basin I think it was augmented by the smoke of the city. Can you give any estimate of visibility m the patch over the wharf— the fog within the fog?— Looking from the bow aft after striking I could still see an object two vessels' lengths away. That was looking from landward to seaward. The Canadian Constructor was lying at Pipitea Wharf and you saw her after the impact?—l didn't see her for half an hour after we struck. I had no idea she was there. Did you ascertain afterwards how 300f away she was? ~I should sayabout So in this little patch—the fog within the fog—over the wharf it wasn't possible to see the Canadian Constructor 300 ft away? No. Captain Irwin said he heard no sounds from Pipitea Wharf to give him warning. Sound would have carried very well that morning. In the last four minutes of the ship's course she would have covered eight cables if travelling at 15 knots. He estimated the distance actually covered as four-fifths of a mile, and the mean speed of the ship during that four minutes as 12 knots. Mr. Foden: I am going to submit later that you were going too fast in the fog. What is your opinion? Captain Irwin: I do not think I was going too fast. I had the ship well in hand, judgir/j by my estimated visibility and position. Mr. Foden: Now. captain, one or both of those estimates would appear to have been incorrect? Captain Irwin: One of them probably was incorrect, probably my estimated position. My estimated speed was 15 knots, but I am inclined to think the vessel must have reached 16 knots from Point Halswell to the time I reduced speed. That would place her nearer to the wharf than I estimated. Mr. Foden: Were you anxious to reach the wharf at schedule time? Captain Irwin: I am never anxious; I always like to do it. Mr. Foden: Your reputation is that you are a mariner who would not run risks to reach the wharf at schedule time. Captain Irwin: In this case I did not think that I was taking any risks whatever. Mr. Foden: Does the Union Steam Ship Company exercise any restraint or persuasion directly or indirectly to see the vessel reaches the wharf to time? Captain Irwin: None whatever. We are instructed at all times to run no undue risks. Mr. Foden: Does the Union Company have any bonus for good men? Captain Irwin: Yes, we are remunerated for running free of accident. Mr. Foden: Does the bonus have any reference to making the wharf 'in good time? Captain Irwin: None whatever. The company leaves that entirely to the masters. Mir. Foden: Do you receive a note, a sort of "please explain," if you are late? Captain Irwin: I have never received one. The officers of the company might be curious if we were late for a not readily explainable reason. The commercial community too, are very interested in our maintaining good schedule. Mr. Mosley: The bonus is purely a| safe-navigation one? | Witness: Yes. I hear more from out-1 side people than from the company if I am late. Mr. Mosley: The position as to whether the company has instructions, open or secret, regarding keeping to schedule has been quite cleared up. I appreciate the possibility of the psychological influence of public opinion. SOUND SIGNALS NEEDED. Captain Irwin: I have no hesitation in saying that a sound signal on the end of Pipitea Wharf would have averted the accident. Of course, I am only referring to my particular accident when I speak of Pipitea Wharf. I strongly suggest that fog signals I should be placed both at the south end of Pipitea Wharf and at Point Jerningham. He illustrated his point by telling the Court of an experience which befell him one recent night in thick weather when in command of the Rangatira. The atmosphere around the wharves was clear. He was told by a Harbour Board official to keep a look-out for the Kapiti, which was between Point Jerningham and the King's Wharf. After leaving he had to reduce speed and keep the whistle going. He could hear no reply. After passing the Point Jerningham beacon lights were picked up ahead. He ported the helm and blew two blasts of the whistle. When his ship was nearly abreast of the lights he found it was the Kapiti at anchor. She was sounding a bell. "Had there been a fog signal on Point Jerningham," said Captain Irwin, "she would have had no trouble at all in reaching her destination, as the atmosphere around the wharves was perfectly clear." PREVALENCE OF FOGS. Captain Irwin said that fogs were very common in the inner harbour. Mr. Mosley said his own observations were that they had been very common this year. Captain Irwin said that fogs were common enough in the inner harbour to warrant the installation of these warning devices. He had made representations through the Merchant Service Guild some years ago to this effect, and he understood the matter had been taken up by the guild with the Wellington Harbour Board. A bell had been installed on the moles at Lyttelton. and had proved of great benefit. He could not see why something similar could not be installed in Wellington. To Mr. Foden. witness said that casualties in the fog at Wellington had been rare. The last fog casualty at Wellington which was the subject of an inquiry happened sixteen years ago. Although fog casualties in Wellington had been rare, he still thought it was desirable to have fog signals installed. LIGHTS FOU DARKNESS. Mr. Mosley: One o£ the assessors has suggested to me that they put up lights for your guidance in the dark, and in thick weather nothing is provided for your guidance. That is the position, isn't it?— Absolutely. Reports and other data relating to the damage to the Wahine were placed before the Court. One witness estimated that roughly from £4000 to £6000 worth of damage had been done to the ship. Replying to Mr. Stevenson, Captain Irwin said he could not say offhand how long ago it was he made representations to the Merchant Service Guild concerning the installation of fog signals. He was almost certain the matter had been raised by the guild with the Harbour Board. His recommendation to the guild had been a fog signal on the Pipitea Wharf.

Mr. Stevenson: You don't know whether that representation went to

the Harbour Board?—l should not think it would require to. I should think it was too glaringly necessary. Mr. Stevenson: Would you have travelled the same speed as you did on this occasion if there had been a fog signal there—That is hard to say. I probably would not have. Mi;. Stevenson: For the first two minutes of the lour minutes in the fog you must have been going well over 12 knots'.' —Thai is surmising. I had maintained a speed of 15 knots which was the average up to Point Halswell, but looking back on it.l estimate the speed must have been 1G knots between Point Halswell and Point Jerningham. This would appreciably diminish the distance where I reduced speed up to the point of impact. That is the only reason I can give. That meant he actually entered the fog at 16 knots and reduced the speed to slow at the same time. He thought it would take about three minutes to get down to the slow speed of 6 knots. To Mr. Stevenson witness said he did not know it had been' intended to take the Canadian Constructor to sea and that the captain had decided agaist this because of the fog. Mr. Kirkcaldie asked whether the position was not that a pilot had gone aboard the Canadian Constructor and! had wanted to take her out. ' Mr. Stevenson said that the pilot had consulted with the captain and it had been decided not to take the ship out. SOUND IN FOG. After reading clause 18 of the General Harbour Regulations, Mr. Stevenson asked witness if he considered his speed did not offend against -the bylaw. Captain Irwin: No. I don't. Mr. Stevenson next read a passage from the Nautical Almanac stating that sound was carried in a very capricious \ way in fog, and ihat fog signals could not be specifically relied upon. Mr. Kirkcaldie submitted that applied to coastal fog signals. Mr. Stevenson: If there had been a j fog signal at Point Jerningham would you still have carried on at the same speed and still relied- on the estimate of your position at Point Jerningham? —Yes. You must realise I could still see Point Halswell. However, notwithstanding that, Captain, you did wrongly" estimate your position?— Apparently. Mr. Stevenson quoted from Marsden's "Collisions" dealing with the "vagaries of sound in fog." Mr. Mosley said he thought the com-mon-sense view was that it would be as well to adopt anything that would aid ships; whether it was a warning bell or a navigation signal he did not care. It was the experience of one of the assessors, said Mr. Mosley. that the fact Ihat fog signals were dotted all over the place was a great aid to navigation at Vancouver at certain times of the year. In dense fogs ships could feel their way right into the wharves when there was no visibility whatsoever. Mr. Stevenson: But they have fogs there that we don't have here and they are frequent fogs. Counsel added that at Vancouver ships also had assistance from tugs in a fog. Those were his instructions. Mr. Mosley: Sometimes. I think counsel has been wrongly instructed. Mr. Stevenson: May be, but they don't navigate at Vancouver in a fog at the speed we suggest here. Mr. Mosley: That, of course, is a horse of another colour. EXPERTS' VIEWS. Mr. Stevenson said that experts he would be calling would give evidence that it would be more dangerous to have a fog signal at Pipitea than not 1o have one there because it would draw vessels in. Captain Irwin said he did not agree with that. He added that in Auckland, for example, there .were five distinctive fos signals around the wharves. j Mr. Stevenson: That is not a basin. i Captain Irwin: It is practically a I basin. Mr. Stevenson said that the expert evidence he would be calling would be to the effect also that if there was a fog of the density which it was contended existed on June 5 last, the duty of a master of a ship was to anchor. Counsel asked Captain Irwin what he had to say to that. Captain Irwin's reply was that it all depended on circumstances. Mr. Stevenson: Without a fog signal in Wellington, captain, there has been no casualty for 16 years. Mr. Mosley (smiling): The captain contends that if there had been- a fog signal there would have been no casualty at all. In reply to Mr. Stevenson, Captain Irwin said he did not think it might I have been more dangerous if, during the past 16 years, there had been a fog signal. Mr. Stevenson referred to the Talune having been struck while she was lying at anchor and her bell was being rung. Captain Irwin said he could quite understand that. The Talune would not have had to anchor had there been a fog signal. On the night he had already mentioned the bell on the Kapiti had not been heard until they were a ship's length off. The Court adjourned for lunch. NO CROSS-EXAMINATION. In reply to Mr. Virtue, My. Mosley said -that no insinuation against the company had been proved to the effect that either the masters of their vessels had standing instructions to make port at a particular time, or that they received a bonus for punctuality. That being so Mr. Virtue said he would not cross-examine Captain Irwin. Replying to Mr. Kirkcaldie Captain Irwin said that on the course he steered coming up the harbour he expected to pick up Pipitea Wharf. He had had no doubt whatever that he was on this course on the morning of the mishap. When a ship ran into a foggy patch it usually did so gradually. i (Proceeding.)