THE WRECK OF THE SUHAT.

Otago Witness, Issue 1155, 17 January 1874, Page 4

THE WRECK OF THE SUHAT.

OFFICIAL ENQUIRY.

The official enquiry into the circumstances attending the recent wreck of the immigrant ship Surat was commenced at the Mayor's Court on the Btb» Tbe Board of Enquiry consisted of Messrs Strode and Jas. Fulton, RM.'s, and Capt. Thomson (Harbour Master). Mr Hill, Collector of Customs, was present in Court. Mr Haggitt watched the proceedings on behalf of the Insurance Companies, and Mr Stout on behalf of Capt. Johnson, master of the Surat. Great interest appeared to be taken in the proceedings, the. Mayor's Court being crowded to an inconvenient extent throughout the day. The proceedings were opened by the reading of the formal application for an enquiry sent in by the Collector of Customs, Mr Hill. Mr Strode theii said that the first proceeding was to call upon the captain of the ship Surat to produce and deposit his certificate of competency with the Court, and also the certificates of the mates. Mr Stout said that the captain had not brought his into Court, but could send for it. He had no notice to produce the certificate. Mr Strode said no notice was required. It was a provision of the Act, and the certificates w,ere invariably produced at investigations ot this kind. Mr Stout would point out that the Act only said it shall be lawful for the Magistrates to call upon the captain to produce Lia certificate. It was not imperative. If notice had been given, the certificate would have been produced. The certificates of the first and second officers were then produced, aDd the captain's certificate was sent for. All the witnesses having been ordered out of Court, Mr Haggitt said that his learned friend and himself had arranged that if they thought it necessary to address the Court, they would dp so at the conclusion of the evidence. The first witness called was Edmund Joseph Johnson, master of the Surat. The evidence immediately following waa given in answer to a formal schedule of questions in accordance with the Statute : — The name of my ship was the Surat. The port of registry was Liverpool, and her official number was 45,879. She ship's age was nearly 11 years. She was classed at Liverpool Lloyd's for 11 years. She was ship rigged, built of iron. Her tonnage was 999 84-100 tons. Her crew numbered 37 all told, including myself. The number of available hauds was 35, two being sick. I hold one certificate of competency, the first mate held a master's certificate of competency, and the second mate held a certificate of competency. Her cargo was a general one. We had 271 souls when we left, but one death occurred. That was exclusive of the men. I sailed from London, the last place we touched being Gravesend. We were bound for Port Chalmers. We sailed from London at 9 o'clock on the morning of the 28th September, 1873, at about high water. It was pretty clear when we left, and the weather fine. On the 31st December, between a quarter and five minutes to 10 p.m., the casualty occurred. The weather was cloudy and showery, aud the land covered with haze. The wind was about N.W. — a fresh breeze. The casualty occurred on Chasland's Mistake. The vessel just touched Chasland's Point, but was a total loss at Catlin's Bay. The ve-sel alone was worth between £14,000 and £15,000. I cannot tell the amount of insurance. All lives were saved by Bhip's boats. My vessel was not supplied with the requisite charts for the coast of New Zealand. On my chart the Dog Light was distinctly marked." The rock is distinctly marked on the chart, but only on a small scale. The chart was an Admiralty chart. I had three compasses — one in the cabin, and two on deck. The standard compass was placed on a platform in the skids between the main and mizenmasts. The vessel was swung the day before Bailing. The cargo was not changed subsequently. None of the cargo affected the compasses. I don't think the vessel had enough boats to carry all the passengers on board. She had six boats. They were all useful on this occasion. The masts were in good order, and so was the rigging. The sails were in first-class order, and the ship was very well found in rigging, sails, &c. She had six anchors — three patent, a stream anchor, and two kedges. There were 300 fathoms of chain cable, and 95 fathoms of mooring cables. The draught of water on leaving London was 17ft. sin. on even keel, and she 18in. or the voyage. She was fitted up with two watertight compartments, which proved of use on this occasion, as there was no water in them •when there waa water in the hold. The cargo was a total loss. She had no deck load. She was not overladen. The weight of the cargo leaving London was about 980 tons. The second officer was in charge when the vessel Btranded, The last landmark seen was Dog Island light, W. by N. 22 miles, at 8 p.m. I saw no other landmark. We saw the land, but other landmarks were not recognised, The lead was not hove when the vessel stranded ; the bearings were N.E. byE. £ E. The direction of Bhip's head was E. by S.E. — The following is tlic ordinary examination, , conducted by Mr Haggitt : — I have been served with a document by Detective Shury. I was master of the Surat. I arrived off the coast of New Zealand on Wednesday, the 31st December. We saw Stewart's Island — the first land we sighted — between two aud three in the afternoon of that day. We were «hout 16 miles from it, but could not make

1 out any particular part of it. There was a fine breeze at that time, and tbe weather a little hazy about the land. The wind was favourable, on the port quarter, W.N.W. We were carrying all sails except royals, and were making from 8£ to 9 knots an hour. I don't remember the bearing 3of the land when I first saw it. The land was bearing nearly N.W. when we first saw it from the south of Stewart's Island. I produce my chart of the coaut of New Zea* land. The chart is not numbered. Its date is 1872 ; it purports to be published at the Hydrographic-office of the Admiralty, March 3rd, 1556, under the superintendence of Captain Washington, and bears the words, "Additions and Corrections, July 1868, October 1872, and sold by J. D. Potter, agent for Admiralty charts." The chief officer reported to me that he saw broken water on the South Trap Rocks, about half -past one p.m. on the 31st. We were then steering N.E. by the magnetic compass on the chart. The next land I sighted after seeing the Traps was Stewart's Islaiid, the whole south-east coast of which we saw. We recognised no point of Stewart's Island which we knew, but we (Jould see the shape of the island. When we got abreast of Bruce's "Reef, I found the wind hauling off to the northward, and in consequence hauled the vessel up another point northward. This was about 5 o'clock in the afternoon I still had the Fame canva3 on the vessel. Thinking that the wind was coming more to the northward, and being myself on deck, I gave instructions from time to time to the man at the wheel to luff, without noticing very particularly what alterations it made in my course. I was on deck until we sighted Ruapuke Island, carrying on the same course as I have mentioned until then. I cannot tell the time we sighted Ruapuke Island. After sighting that island, we still kept edging to the northward. We passed to the south-east of Ruapuke Island at about 12 or 14 miles from it, and continued steering a N.E. course, gradually getting up to N.N.E., until we sighted Dog Island light, at about half- past seven, bearing W. by N. £ W., distance about 20 miles. It was then dark, and the light was burning. When I saw Dog Island light I altered my course N.E. by E. $E. I still had the same canvas on the vessel. The wind was then N. W. , about a point to a point and a half abaft the beam. The breeze was a moderately fresh one. We were going from Bto 8£ knots an hour. In a squall she would make 10 knots. We were making on an average nine knots per hour. Nothing happened up to 8 p.m. At that time we were nearly losing tbe light, and I th refore took the position of the vessel, and marked it off 011 my chart. The cross in pencil off Slope Point, close on soundings 42, bhows the position of the vessel at 8 o'clock. I then made that cross on the chart. I could then see the mainland of the Middle Island, but there was a haze over it, and I could not distinguish any land mark. After ascertaining my position, we continued on the course, N.E. by E. h E., until a minute or two before the vessel struck. She struck between a quarter and five minutes to ten. I firmly believe she struck on Chasland's Mistake. The distance according to my chart, between the place where I was at 8 o clock and Chasland's Mistake is, according to my chart, 21 miles. 1 was in the saloon when the vessel struck. I left the deck for the last time about 20 niiuute3 past 9. I was sitting at the head of the cabin table when she struck. I felt the vessel give a slight bump, and I ran 01 deck. After I arrived there, I felt thra more slight bumps, and then one heavj bump when I got on the poop. Before I goi on the poop, the second officer had got the helm harcl-up, but I immediately ordereq "hard-up," and I heard the usual answer from the man at the wheel " hard-up, it is, sir." It was hard-up when I gave the order. The vessel's head payed round to the southward and eastward. The vessel's way was never stopped by the bumping. After her head payed off, sho did not touch the ground again. The reason why I gave the order to put the helm hard-up was because I knew the only danger was on the port side. I could see the laid when I came on the poop. It appeared to be close to from half a mile to a quarter of a mile away. The night was dark at the time, and immediately after a shower of rain fell. I believe there was a moon, but I do not think it would rise until later at night. The second mate was in charge at the time the vessel struck. The second mate's watch would consist of twelve besides himself. Ido not know of my own knowledge whether a watch was kept. Before I left the deck I gave the second officer orders to keep a good look-out. After I gave the order hard-up, and the vessel's head turned to the southward and eastward, I gave orders to reduce sail. Up to this time she had been carrying the canvas I have previously described. Before reducing the canvas, I sent for the carpenter and ordered him to attend to the pumps, and the third officer Btood by with his watch to see what water the ship made within a given time. She made no water for an hour and ten minutes. At the end of that time there were four inches in her. There are always about two inches of water lying in the vessel. The pumps were got ready, but had not been worked during the hour and ten minutes. They could not be worked because the pumps cannot draw unless there are over four inches. During this hour and ten minutes we had trimmed the yards and reduced the canvas. This was all done in about twenty minutes after the vessel struck. I kept the vessel's head reaching off the land, and edging to the southward and eastward. The wind was N.W. Reduced the canvas to three lower topsails. 1 kept her head reaching straight off the land for three quarters of an hour after she struck. Finding the vessel

tfas making no water, I hove the vessel to. I did so to allay the irritation existing among the passengers; The passengers were all very excited when the vessel bumped. and they all rushed aft and filled the Salo&i immediately the vessel struck. When the caf pen'tef reported there was no water being made by the vessel, I tried to allay the excitement among the passengers, and they gradually quieted down and returned to their own quarters. Before they did so, I hove the snip to. I hove the ship to for the purpose of quieting the passengers, and in order to wait for daybreak. I thought the passengers would be much quieter if 1 waited for daybreak, and allowed them to see where they were going to. I did not then know my exact position. I had never been on the coast of Hew Zealand before. I believe the chief officer has been on the coast of New Zealand before. I did not rely in any way on his knowledge of the coa3t. He had jußt gone to bed before the vessel struck. I relied upon my own knowledge derived from what I knew of nautical matters and a study of the chart. The soundings were shown for about fifty miles off the coast. I hauled the vessel into the northward, expecting to get northerly and north-easterly winds, which would have been head winds for me j whereas by keepiug along the coast, I expected to carry the W.N.W. wind with me, and make a quick passage. I consider that that reason was sufficient justification for my coming into soundings on a coast which I did noc know except by my chart. I remained hove-to about two hours and a half to three hours. Alter 11 o'clock she commenced to make water, but I still continued hove-to. From 11 to 12 was occupied in endeavouring to get the starboard pump to work. The other pump worked well, but we had to stop it every now and again in order to try and work the starboard pump. It would not work. The last time it was worked was on the passage from Hamburg to London. This was in August, just before the voyage here. There was no opportunity to work the pump on the voyage out fiom London, as there was not sufficient water in the vessel. I believe the reason why the pump did not work was because it must have been iujured when the vessel struck. I had the fireengine between decks, and I pumped with that. I then tried to use the hose of the condensing engine. I got up steam, but found it would not pump. The fire-engine worked. We had nothing but the port pump and the fire-engine. As the starboard pump would not work, we could not work the port one continuously, and we poured nearly as much water down the starboard pump in order to make it fetch as we brought up with the port pump. It was about an hour after we found, the vessel was making water that we got the port pump continuously at work. About half an hour before that we got the fire engine to work. The fire engine is worked by hand, four or I five men working it. It is a small affair ; and I have no idea what quantity of water it would throw up. It would give good help in keeping the vessel clear. The yassengers and crew worked the pumps. They continued working the pumps until the vessel was beached about 10 a.m. on the Ist January. The vessel made water faster than the pumps could clear, gradually increasing until it made at the rate of about a foot per hour more than they could clear. It was reported to me every half-hour what quantity of water the vessel was making, and I saw that it was increasing each time that the report was given. Ido not recollect to what extent the water increased each half-hour. At 5 a.m. on January Ist, the water was gaining on the pumps at the rate of over a foot per hour, and it continued to gain until the time we beached her, when she was making 15 inches more than the pumps could clear. When I i beached the vessel there was nearly ten feet in her. I can only account for the vessel making only two inches during the first hour and so much afterwards, by supposing that the rivets were loosened by the shock, and that they afterwards dropped out. There was not much motion— not more than [here always is in vessels at sea. Perhaps llso, the cement, four inches thick at the lottom of the vessel, might have kept out tie water for a time. lam sure that nearly 1) feet of water was the quantity in the vessel when I beached her. I never gave a diffWt account. I never said six feet. What laid was, " between 9 and 10 feet." I renitaed hove-to until a little after one o'clock. Tfcre was a show of daylight in the sky at thJfc time. I was not then in any better po sityn to know the shore or where I was than I hd been an hour previously, only that I woid have daylight sooner. It was nearly twdhours and a-half before this that I knew theehip was making water. About two houk before I bore away the irritation araqg the passengers had been allayed. Twohours before that I knew the land was on te port side ; that there was nothing to the taward. I had a fair wind. I cannot say I did not bear away to the port of my dstination. It was an error of judgment >n my part which I have regretted ever nee. With the wind then blowing, I was 1 out twelve hours from Otago Heads — that \ supposing the wind had kept up. I had nj personal acquaintance whatever with the coat. My chart showed me no other port aplace near Otago Harbour where I could kfely take my vessel into. If I could get rond Nugget Pcint my chart showed I wouldiave got smoother water. It was my intentii to go there. There was nothing in the mart to indicate that I could get safe aihorage except at Otago Harbour. It wadnot till midnight that I first dis« covereahe water was gaining on the pumps, and wbk we had got nil our available pumps

into full work. It was not till batwee* foaf Or five o'clock in the morning that I became 1 satisfied that the pumps would not be able 1 to keep the vessel afloat. When I discovered that, the vessel was heading for Nugget Point, aDd well in towards the land, about four mil^s off. The wind was about north-wetrt; As the" morning advanced, the wind came mote to , the' westward/ The" more to the westward 3t was,- the fairer 16 was, but not the better, as" the' ship' would! sail better with the wind on the 1/ea.tA.- Aethe wind got lighter, more sail was a&t. I made all the available sail that we had. 1 saw a passing steamer. I cannot positively Bpeak to the time. I had no watch to go by ; but it is my impression that it was between three and foul' o'clock in the morning that I saw a steamer passiflg between the vessel and the land, and at a distance of two miles at the least. It was not then broad daylight. I could have signalled, and actually did signal, the steamer. I hoisted the ensign, Union down, and sent the fourth mate (who is also purser) to attend to it. I had two guns on board, and ammunition.

Why did you not fire a gun ? At the time I did not think the case was so bad as it ultimately turned out to be.

Why adopt half measures, if you" hoisted the ensign why not fire a gun ? I found one of the passengers had hoisted the ensign. I was a little annoyed, and ordered it to be hauled down. Subsequently I told tha fourth mate to go and attend to it. It was not two minutes after I had ordered it to be hauled down that I told the fourth mate to go and attend to putting it up. The reason that I ordered the ensign to be hoisted was that I did not want the passengers to take charge of the vessel. I had it put up for fear a disturbance might be caused on board, not that I thought a steamer was necessary. I had a fine fresh breeze at the time the steamer passed, and I don't suppose that if the steamer had turned round she would catch the vessel without her heaving to. This was between three and four, and between that time and four and five, what induced me to change my saind was the carpenter's reports that the vessel was gaining water faster and faster — that she was making water naorerapidly. Thewaterwasthengainingonthepumpsabout eleven inches per hour. Excuse me, it was when we anchored in Jack's Bay that it was gaining eleven inches per hour. Between four and five it waa gaining about seven inches per hour. Between three and four it had been gaining about six.

Was it the gaining of that one inch in the tour that induced you to change your mind? Jt was also the rising of the water whiuh made the vessel so unhandy and unwieldy. The leak was then gaining on us at seven inches in the hour. The vessel made seven inches in the hour more than the pumps could throw out. The fact of her making aa inch more per hour did not induce me alone to alter my opinion. I was not asked by anyone to fire a gun to attract the attention of the steamer. To the best of my knowledge not a soul asked me. To the best of my knowledge the doctor did not ask me. I did not afterwards send after the steamer. My second officer went, but without orders. [Mr Haggitt ; I am going to take you back to start on another part of the enquiry.] I did nob know my exact position when the ship struck. I stood out to sea and hove-to till daybreak. At daybreak I could make out the opening of the Waikava harbour. I was nearly abreast of Waikava harbour, and about seven miles from land. This was about two o'clock 'n the morhing. [Mr Haggitt : I want to take you to the time after the steamer passed you when you bore up for Jack's Bay.] I did not bear up for Jack's Bay till we were abreast of Jack's Island. I saw a sandy beach, and I came to the conclusion that the best thing to do was to run in and anchor, and land the passengers.

Did this occur to yourself, was it suggested to you, or forced upon you ? I decided to do so myself ; but after I had decided, Mr Daniel Booth, a first cabin passenger, came to me and said, " Captain, dear captain, do land the vessel in here." I replied, " Such is my intention, Mr Booth." I ran into Jack's Bay, shortened sail, and cast an anchor in seven fathoms of water. Then the vessel commenced to make water rapidly. My impression is that the shaking caused by the anchor shook some more of the rivets out. I should like to know whero your anchors were previously ? They were on the forecastle head, and had been there during the voyage. The anchors could be put overboard in ten minutes. There was nothing obstiucting the getting at them, or to prevent them being got over the bow to let them go. The cable was down in the locker, and was got up a short time before going into Jact's Bay. We only wanted four or live fathoms, as it was a patent anchor. We bent the cable over the bnws. Is it not usual to get an anchor ready when making land ! It is ; but having a patent windlass I did not consider it necessary because it would be a nuisance to the single passengers who might tumble over the chain cables during the night, in going to and from their compartment, and knowing that it could be done in the course of half an hour next morning. We came to an anchor in Jack's Bay, where about 100 passengers were landed in boats. They were landed by the Bhip' company, under my directions An officer had charge of each boat, so far aa I had officers. We had six boats, but one was abandoned outside, and had five to land the paß* aengers. The officers in charge of the boats were — Mr Haselton, the second officer ; Mr Helsham, the third officer ; Mr Vincke, the fourth mate ; and some of the men had charge of the other. Wiwr« was the first officer ? Wh#a I

came to an anchor in Jack's Bay, the first officer, Abraham Forshaw, was unfortunately drunk in bed. All of the other officers I named were sober. About the boat abandoned? She was abandoned outside, as she was making a great deal of water. A man and two boys had been in her. She was the captain's gig. About the landing of the passengers again ? After we had landed about a hundred there, the vessel was making so much water that we slipped anchor and 30 fathoms of chain, and beached her. Did the vessel hold to her anchor ? I don't think there was any strain upon the chain at all. She did not drag her anchor from the time I anchored to the time I slipped. After anchoring the pumps were kept going, and till I had determined to beach the vessel, and told the passengers to stop pumping, and that it was no use pump?ng any tnore. As to beaching her : Previous to anchoring we took in all sail except the three lower topsails. When I determined to beach the vessel I first hauled in the port fore braces, slipped the cable ; and when the vessel got roiind before the wind, set the foresail, and ran her on the beach in Catlin's Bay. I had not sent a boat previously to see the best place. There was no time to send a boat or take any other steps to find the best place to beach her, and it was not till after I had passed the point that I noticed any sign of anyone on shore, and what I saw then was a flagstaff at the head of the bay. [Witness then mapped on the chart as nearly as he could the spot where he beached the vessel.] On beaching the vessel, and after the passengers had been landed, I found she was beached in about fifteen feet of water aft. I did ncrt try the depth forward. Previous to the accident she drew, I think, about sixteen feet even keel. The beach on whichl put her was a quicksand. The vessel was not like a wooden one, but ■was a sharp iron vessel, that cut her way into the sands, and made her bed as she went in. She ran up very easily; there were only two or three slight bumps. After ehe had become embeded in the sand, I proceeded with the landing of the passengers, and landed them all in safety. They ■were all on shore by 11 o'clock in the forenoon. 1 only guess the time. All the crew that had been manning the boats were on shore. I left the vessel at about 1 o'clock, leaving the chief mate and two able seamen on board in charge of the vessel. What state was the chief mate in then? He was " pretty correct " then. This was the first time that I had seen him in a drunken state. At the time I left the seas were breaking through the stern windows. The sea had come against them and broke the glass. There was nothing to protect the glass, which was of very considerable thickness, and which was never intended to be protected. After the vessel was beached there was about 10ft. 6in. of water in the hold. The cargo had never moved ;it was mostly railway plant j but the passengers' luggage was floating about. There was no water in the passengers' compartment when beached, or when I left ; water to be in that would have to be up to a depth of 13ft. The passengers' luggage was isept down in the lower hold. What effects they had with them were in bundles : no boxes were allowed to be kept where they resided. They were allowed to get out their luggage about once every three weeks ; sometimes oftener. With the exception of two chronometers, and one sextant, and, I believe, a little of the seamen's luggage, nothing was saved. After the passengers were landed, no boats came off to I attempt to save any luggage. They were landed by eleven ; the day was yet young, and the reason I believe why there was no attempt to save anything was that they were worn out, after pumping and pulling so often backwards and forwards. No attempt could be made next day in consequence of the roughness of the sea in the first part of the day. About ten o'clock, a boat waa sent off, which brought the mate ashore and the two seamen who had been left. The mate reported that there were 18 inches of waber upon the passengers' deck. I did not go off to the ship myself, I took another boat and went off to Jack's Bay for the sick vomen and children who had been left there. I did not send the second mate, as he had hurt his leg in the last boat that he had alongside of the ship. There was no one else to send, and I took the word of the mate and the two men. I did not get back to the vicinity of the wreck until next clay. The passengers were landed without any clothing, beds, or bedding, and without anything but the clothing they had on. They had all clothing on, but some were better clad than others. About 120 of them went to the sawmills that night, including all the younc women who landed near Catlin's River! They were all housed at the sawmills. Those landed on Jack's Beach were mostly married people ; they remained there all night. They had no bedding or shelter. There was only one hut, which was entirely taken up by Mr Heyward's family. They got all the provisions Heyward could give them. , , Mr Haggitt : I want to take you back to the time when the vessel struck. What was the conduct of the passengers ? At the time the vessel firat struck there was consterna tion among the passengers. After the first half- hour, when" we found the vessel was making no water, and up to the time of their landing, they behaved with remarkable coolness. They were orderly and obedient, and there was not tho slightest trouble given to mo by any one in one way or another. Mr Haggitt : Now, Captain Johnson, I have to enquire into your own individual conduct at this time. Where were you when the vessel struck ? Sitting at tho head of the saloon table,

Who had you with you, if anybody, in the saloon ? There was the Doctor and there was Mr Izett, one of the saloon passengers, in the saloon at the time.

Mr Stout : Was that all ? There was more than that, there were three of the married women passengers. Mr Haggitt : Anybody else ? No one else.

Who were the three married women ? Mrs Underwood, Mrs Adams, and Mrs Mullinger. No one else ? Unless the little boy, who was in his own room ; and the steward, who was ill in bed. In fact I was the only one with the women, the Doctor and Mrs Izett were apart. I was with the women ? What were you doing 1 Giving them a glass of wine. They asked for it; because it was New Year's Eve. That was all that was drunk. The vessel struck

Stop, stop. Had you been on deck till within 25 minutes of the time the ship struck ? I had been on the poop deck till 25 minutes, at the outside, of the time at which the vessel struck.

After you left the poop deck ? I stood talking to those females for about ten minutes. They said to me, it w»s a "dry New Year's Eve," and I replied, " Well, if you come into the cabin, I will give you a glass of wine." The women went into the cabin, and remained there with me till the time the vessel struck.

You say you were standing talking to them ? Yes.

Did you have any wine with them ? We were going to have the first glass when the vessel struck. One of them wanted a little gin, and the boy took at least ten minutes looking for it. I had some whisky in my glass to take, and was waiting for the gin to come. The ship struck before I had time to take the whisky. Am I to understand you had nothing to drink that afternoon previous to the vessel striking ? I had had a glass of whisky since dinner.

By Mr Strode : I dine at 4. Mr Haggitt : One ? One only that I remember, but I believe that after I came down off the poop I had another one. In answer to further questioning : When the vessel struck, I immediately went on deck, and remained on the poop deck for a quarter of an hour. At the expiration of that time I returned to the saloon. The saloon was full, and I endeavoured to pacify all the passengers. I really can't tell how long I remained below. I was called by the mate to pacify the young women, and how time passed for a while I cannot tell. I remained in different places below for about an hour. It is quite probable I may have been on the poop two or three times within that hour. 1 gave no orders from the poop deck during that time. After that time I was up and down on the poop deck, and below. I was principally between the pumps and the poop, until I was told that the vessel was making waber. Then I was half-an-hour at the starboard pump trying to make it work. After giving up the idea of tryiDg to make it work I think I went on the poop deck and gave orders to the engineer to cut the suction pipe and get it below. I was most of my time on the poop deck until the vessel arrived at Jack's Bay and was beached. I don't suppose I was off a quarter of an hour at any one time. At the time the vessel was hove-to the second mate was in charge, and till twelve, but was at work at , the pumps. I took charge of the poop deck after the pumps were set agoing. The officers were down about the pumps. The second mate's watch was from 8 o'clook till 12. The first mate's should have been from 12 to 4 had not I taken charge of the decks, aud the second mate remained at the pumps. I remained in charge from the striking till the beaching of the vessel, and had the full charge. The first mate was just turning into bed when the vessel struck. He had been conversing with the doctor. I had last seen him at a quarter past eight. He was then in a perfectly sober state. I saw him just after she struck ; he jumped up in his shirt sleeves. He attended to my orders at the fore end of the vessel ; and the second mate was on deck attending aft. When I first saw him. to take notice of him after the vessel struck, he was as sober as lam at this moment. When was it you first noticed anything wrong with him ? After putting the long boat out, about four in the morning, when he told me the passengers had taken the charge of the long boat out of his hands. I gave him nothing to drink. He had a bottle of gin in his own room the day previous, and I imagine he got drunk on that. When he told me the passengers had taken the charge of the long boat out of his hands, he was a little the worse of drink. He then went down to hi 3 own room. I gave him the bottle of gin the day before, and he must have got drunk on that, and have been affected with the excitement and the passengers taking the boat from him. Did you drink any more that evening after the vessel struck ? I did, sir. Do you object to state what you drank ? you need not say if you like. I will not state what I drank.

Were there any fire-arms about that evening ? I had a pistol in my pocket, but it was not loaded.

To further questions : I believe Mr Helsham, the third mate, had one, but it was not loaded. I put my pistol into my pocket immediately atter the ship was hove-to. It was out of my pocket once, but I never found it necessary to use it. I presented it at some men, but I did nob present it at any particular person. This was after the vessel was on the beach. These men were crowding down to the boats to the exclusion of the women and children. Was the pistol capped ? The pistol has a

patent cartridge and needs no caps. I did not snap it at anyone. I swear it came only once out of my pocket, and that was when the ship was on the beach. I remember when the ensign was being hoisted. I told George Manser on that occasion that I would shoot anyone who attempted to hoist the ensign without my orders. The women were waving their shawls at the time ; I did not try to prevent them doing so. I did not see the chief mate have his revolver taken from him by one of the seamen, and I was not aware of that fact till some time after.

Mr Stout : I don't appear for the mate, and it would be hardly fair to the mate to put that down. The Court then adjourned.