MISHAP TO “STORM”

Greymouth Evening Star, 13 February 1932, Page 5

MISHAP TO “STORM”

STRONG SET ENCOUNTERED MERRY-GO-ROUND COMPASS 1 [PEB PBESS ASSOCIATION.] CHRISTCHURCH, February 12. Tlie inquiry into the mishap to the Storm, was continued this afternoon. William Clifford Boyd Douglas, of Dunedin, chief engineer of the Storm, produced his log. He said he was not on watch when the mishap occurred. He> was in his bunk, and felt about three bumps. The engines were stopped when he arrived in the engineroom. He sounded the engine-room and all bilges. Air was rushing out of the No. 2 bilge tank, which filled quickly. From this witness gathered that the ship had bben badly holed. The engines were in good order, however, and there was no need for anxiety* To Captain Barron, witness said that the ship had two ballast tanksPercy Palmer, Wellington, third engineer of the Storm, said that he was on watch in the engine-room when the Storm struck. The ship was steaming at about eight knots. At 12.58 a-m. he received an order from the bridge to stop, and just about that time .he felt a bump. It was on the port side just forward of the engines- He then received an order “slow ahead- < At 1-3 a-m. another order came for “full speed ahead.” • William Jamie, Chffitchurch, able seaman, said that he had relieved the wheel at midnight- The course was north-east three-quarters east- Witness did not know how long the vessel was on that course- There was a smooth sea with an easterly swell. While witness was at the wheel he received an order to port the helm, and was about to do so when the officer of the watch called out, “For God’s sake, Jamie, hard aport.” Witness acted at once, and steadied the ship at east by south- He received another order, “Hard aport,” and the vessel struck almost immediately. The master gave a hand at the wheel. For sOme time after the vessel struck the compass was swinging about like a merry-go-round. To counsel for the owners, witness said that he did not hear the captain issue, an order. He did not get a definite order north-east by east, but was told to keep the ship off the other quarter.

CAPTAIN’S EVIDENCE. Lionel Brent Sheppard, of Wanganui, master of the Storm, was the next witness. He produced his log and said that he was satisfied with the Storm’s equipment. He had been master of the Storm for four years. He had’ travelled over the course from Timaru to Lyttelton about 100 times. On numbers of times while in charge of the Storm he had followed the course he was on when the ship met with the mishap. Variations ’ were sometimes made on account of weather and also made on account of list. On this occasion witness was aiming to pass Akaroa’ about two and a-half miles off the light- The course was N.E.JE. by the steering compass, which had an easterly deviation of three degrees. This would make the course N.E. by i ! E. magnetic At 11 o’clock on the night of December 17 the mate called witness and said that the weather was thickening. Witness went on deck, but. not on to the bridge. The course was altered to N.E. by E. Visibility was about a mile. Witness had turned in between 9-30 and 10 o’clock. He gave instructions to be called if the weather changed. If nothing was seen of land or light when the log showed 68 he was also to be called- At 11 o’clock the mate reported that the weather was thickening. Witness got up and ordered that the vessel be hauled out a quarter of a point. It was 12.45 when the second mate first called him, and he altered the course to N.E. by E. A few minutes later the mate returned to the cabin, reporting that he had picked up a dark object ahead, which appeared to be land. Witness replied, “Good God, it can’t be!” The second mate then said that he was not sure, but would make sure. In the meantime the vessel had been swung round to E. by S. Looking out of his porthole witness could see a dark object ahead about one to two points on the port bow. Witness dressed hurriedly and went up on to the bridge. As witness got on to the bridge he saw the second mate going into the wheelhouse. The land was two or three points on the port bow. It was very close- Witness, the second mate and the man at the wheel put the helm over to hard aport. He could not say whether the vessel answered properly to the helm, for she struck while she was being put over. Witness could not say what course the ship was on at that moment. Witness rang for the engines to stop. He issued orders for the wells to be sounded and the boats to be got ready. He also rang for “slow ahead,” and followed this up with a ring for “full ahead.” Witness regained on the bridge until the vessel reached Lyttelton. The weather over this part of the journey was very thick and several times the vessel was stopped in order that soundings could be taken. Witness’s evidence was interrupted to allow Basil Brook Irwin, master of the Wahine, to give evidence. Captain Irwin said that there was a dense fog, with visibility for only a quarter of a mile. There was a distinct northerly set, ■which it was impossible to anticipate, as there had been no southerly weather to cause it. The set would not affect the Wahine as it would a much smaller and slower vessel. Cross-examined, witness said he was on deck nearly all night. Practically every time one got into a fog he imagined he saw something ahead, and it was reasonable, therefore, that Williams did so. It was caused by the glare of-the mast headlights. Captain Sheppard, continuing his evidence, said that he had no idea that there was a set running. He had no idea where the Storm struck. This concluded the evidence called by the Marine Department. In answer to counsel for the master of the Storm, William Coffee, fisherman, master of the trawler “Gannett,” said that he was fishing off the Ninety Mile Beach that night, and he expert-

enced a strong and unexpected northerly set. Similar evidence was given by James Brassell, fisherman, master of the trawler Dolphin. BREEZE INQUIRY OPENEDThe Magistrate at this stage- decided that evidence should be taken in the case of the Breeze, as much of it would be the same.

Charles Alfred. Williams, first mate of the Breeze, said that he was on watch from 8 pan. till midnight on Decembei* 17, and from 4 aan. The vessel stranded at 6.55 a.m. at Point Gibson. Witness called the master six or eight minutes before the vessel struck. Witness, two minutes after he returned to the bridge, sighted land on the port bow. He put the engine room telegi'aph full astern. The master was then on the bridge. The ship was got off without difficulty, and she steamed to Lyttelton. To counsel for the master: The course set by the captain was a good course, and there was no indication of an abnormal set. By the log the vessel should have been much further on.

To the Magistrate: Fog completely obscured the land. After the stranding the crew could hear people on the shore, but were unable to see them- The bleating of sheep was also audible. The inquiry was adjourned till tomorrow. TO-DAY’S PROCEEDINGS. CHRISTCHURCH, February 13. The nautical inquiry into the strandting of the Breeze was continued this morning. Robert Gaston, chief engineer of the ,Breeze, said the engines were working .efficiently, and until just before the stranding, he received no signals from the bridge. At 6.55 a.m., he received a signal “Full speed astern.” He executed the order and almost immediately felt the vessel strike. A minute later he received a signal “Stop.” Other witnesses gave evidence that the weather was very foggy. John Foster Morris, able seaman, who was at the wheel, said he could not see land before the ship stranded. Captain McArthur, master of the Breeze, in reply to a question as to how he accounted for the stranding, said it must have been an unusual set. At seven a.m., the mate reported that the ship was entering a thick fog. Simultaneously, with witness’s arrival on the bridge the vessel struck. When he found there was no danger of the vessel sinking, steps were taken to reifloat her, and the vessel proceeded to Lyttelton. On the way up the coast he considered that he had set a safe course.

Mr Young (presiding): What. I cannot understand is why you did not go on the bridge when the whistle sounded. i Witness: J dd not hear the whistle.' I must have been in deep slumber, although it is hardly likely I would sleep through it. Evidence regarding the presence of a set given in the Storm inquiry was accepted by the Court. (Proceeding).