THE TRIUMPH INQUIRY.

Evening Star, Issue 6480, 22 December 1883, Page 4

THE TRIUMPH INQUIRY.

Tho following are the salient portions of Captain Brothorton'B evidence :—I am master of the steamer Triumph, registered at Newcastle; official number, 80.C70 • age of the ship, three years; classed at Lloydv 100 Al. The number of the original crew, including tho master, was sixty-one. The number of hands available at the time of the casualty was about forty. The number of my certificate is 95,299; it is a certificate of competency. We originally sailed from London. We sailed from Auckland on the 29th November, 18S3, at 8 p.m. The tide there was just after high water; the weather and atmosphere clear; the wind about south-south-east, and light; the sea smooth. The casualty occurred at 10 p.m. on the same day. The tide then was third ebb; the weather fine; the wind still 5.5.8., and light; the sea smooth. The vessel is totally lost, but I do i;ot know the value of the ship or tho amount of insurance on her or on the freight or cargo. Part of the cargo has been lost, but I do not know its value. The vessel was supplied with requisite charts. I had the Admiralty chart and live compasses. The standard compass was on the bridge. The ship was last swung on September 23 this year, in London. The cargo has since been changed, iron cargo would affect the compasses. The last landmark I saw was Tiri Tiri light, about ten o'clock. The lead was not hove. We were steering for tho light about two points on the port bow. The wind was N.N.YV. The light was not then two points on the port bow, but right ahead. There were no measures taken to avoid stranding, as we did not know wo were going to be wrecked until we were on tho rocks. Tho name and address of the owner is J. M'lntyre, M'lntyrc Bros., maritime builders, Newcastle, England. I heard what Pilot Burgess said about tho breaking of the telegraph. I did not take any steps to have it repaired at that time. The engineer said he could not fix it that night, but ho would turn to and do it at daylight next morning. I remained on tho upper bridge with the pilot going down tho harbor; then I wgut down into tho cabin to fill up his cortilicato before leaving. He told me to steam N.E. by N. for Cape Colvillc, or steer up for Tiri Tiri and then make a course for Cape Golville N.E. hj by N. I think I did not consult tho chart at this time. Tho chart was spread on the table in the wheel-house on the lower bridge. I saw there wore no difficulties nor dangers, and nothing in the road at all. I had informed myself of tho tides and currents I was likely to get in the Gulf, and ascertained that there was nothing to bo dreaded at all. The pilot gave me alternative courses, and if I had kept outside of Shearer Rock I would have been clear of all danger. I knew tho distance to Tiri Tiri, and the rate at which the veeselfWas travelling. If I had altered the vessel's course a, little before sho went ashore she' would not have gone ashore. I brought tho vessel into Auckland harbor. Coining through that passage I consulted my chart; then came in during daylight, and was aware that there were no dangers in my road in cither of thco courses. There were no diliicultiea - iuti-icacie. : ~vr. .tic-- After ♦'.tie p:V: ..ft us I o lured the ;--, mil ahead, and told'tho quartermaster".- i-.- the light broad on the port bow. I went £.:„ i. half-way up the ladder, and then went down agas:. ;,nd looked at the chart to see that the! 2 was nothing in the way. I knew about the time it would take me to get abreast of the island. The quartermaster a,'fc the w.heel was Thomas Casement. [He was brought into Court at tho request or Mr Williamson.] I sent the second mate below after the pilot left us, and than employed myself walking

about tho bridge. The second mate had taken charge when the pilot left tho bridge, and I took charge from the second mate when the pilot went away. I saw the vessel approaching the liffhti but I did not bto tho land, because l was aßlcep\ There wfts no chair on the bridge on which to sit down, i was in A standing position, and leaning against the rail. My l&st recollection thAt night before tho ship struck was tliniJ speaking 1 to Mr Thomson, a passenger, on the Mdgc. I spoke to the mate aboflt half-past nine. I spfcke to tho passenger a few minutes after I spOko to the mate. 1 was not asleep fro:rt hAlhpilst nine till tho vessel struck, 1 waß talking' to a passenger about ft Quarter of an hour after I spoko to the mate. I left him and walked to the port sido of the bridge. It was usual for passengers to be on tho bridgo of the Triumph. We did not carry Statclass passengers, and tho second-class passengers had tho use of the bridge, t OoUld Mot Bay the tihle when I lost consciousness tam hot ih the habit 01 going to steep oh the bridge in that way; I dtt hot know if the shock woke or if 1 woke myself, but when I awoke 1 said " Hard a-port '* to the (jjuartermaster. I could not say it \v» were theh on the reef or not, but wo must h&vc been on the reef. I shouted the order "FWH speed astern," and someone carried it to the cligine-roora. I had no diie stationed to curry the orders, and I had previouSlV bid the tilate that as there Was nothing in thb way there *as no occasion to keep a there. Immediately beforo she struck I did not hear anyone call out "Ifard a-port" from the after .part or,, the x ,ship, .nor from the look-out on thb forecastle, Ttib mftn at the wheel ca'ino out with rta frtim Home. He has borne a good ch&rtJiier in the ship. When I gave the order K hard a-port" I did not notico if he was asleep. He was not asleep. The distance between him and myself was about 16ft or ißft.. It was his duty to have called to mo if ho Baw I was. asleep. I was standing with my bock to the man at the wheel. I did not roproach him for not having called Me. There was no use tutor it was done. I don't know of my 6\V)i knowledge how the chief and socond officers were engaged from the time the pilot left. I could not see the look-out on the bridge, but ho was a reliable man, whom we had brought out with us. It might be true, as stated by two men, that I was walking on the bridge ton minutes before the vessel struck. That was not necessarily the time to alter the vessel's course. If I had altered the course a minute before we would not havo struck. The course from Tiri Tiri was a surer one, because it was a shorter course from Tory than from Rangitoto. If the compasses are out a little on a short course it does not make bo much difference an on a long one. We would havo, been about a mile and a-half from the island ten minutes before she struck. Ido not believe I was awake ten minutes before she struck. I might have been walking on the bridge and still asleep. There havo been such cases. I felt drowsy when I went on tho bridge, but did not take the precaution of having someone on the bridge with me. The officers were all busy. I shipped several men here, but I do not know whether they knew the course. It was not my intention to pass the island before I altered the course, but to get abreast of it. After the ship struck and I realised my position I kept the engihes going full speed astern and took soundings. I ascertained at the same time how much of the ship was hanging on the reef. I did everything t considered best, according to my own judgment and the jndgment of others, to gtt the vessel off. When I left tho wharf I considered the crew'were in a fit state to go on a voyage. Only two of them were a little the Worse for liquor* I heard about ono of hiV original hands falling overboard. I attribute my sleeping to over-fatigue. I had been suffering "from neuralgia for some time, and could got little sleep. Besides that I had been up at four o'clock. I had a glass of Champagne about twelVe pi tfis day,, some claret and lemohade about four, and a giass of brandy with tho pilot after leaving the shipping office. I don't think that had anything to do with my drowsiness. That would not affect me. Somo of tho passengers were down to see mo off. They rfgrettod they were unable to present me with a testimonial, but have done so since. I have not been entertained at a banquet. When the testimonial was presented several bottles of champagne were drunk, but nothing on that night. I heard tho pilot say one of my friends went over tho side the worse for liquor. I believe that was 80. Part of that liquor, I believe, he got on my ship. I had some immigrant* for Wellington. Thoy were transhipped to the Manapouri because tho fittings had to be pulled down to get cargo out- Tho charterers were at the expense of this transhipment of immigrants, and the reason given for this transhipment is the only ono I know of. After getting out the cargo we thought it would be more expensive to put up the fittings and engage fresh cooks and attendants (who had only been engaged for Auckland) than to pay the passages by the Manapouri. Replying to the question whether he thought it a judiciouß thinor to start at such an hour, when himself and crew were knocked up, witness said he had simply to obey orders; he did not ask for any grace. lie continued: I have been a master for six years. I have not hod a casualty before, but have collided with ice. I know a Captain Brotherton (my brother), who lost a ship—the British Star—on Macassar Reef. By Mr Button: I know the vessel was insured, and have heard there was LIO.OOO at Lloyd's, but I do not know about any other. I myself have no interest or share in the ship, either directly or indirectly, and the only explanation I can give of tho cause of this casualty is that, being over-tired, I went to sleep on thobridga. The light was not shining on tho Hhip's deck when sho struck. When she was ashore wo could 6ee the light, which was about SOft above us.