THE WRECK OF THE BRUCE.

Otago Witness, Issue 1248, 30 October 1875, Page 9

THE WRECK OF THE BRUCE.

An enquiry into tbe circumstances attending the wreck of the steamer Bruce at Taiaroa Head took place at the Resident Magistrate's Court-house on the 21st, before Mr J, Batbgate, B.M>, and Captain Thomson, Nautical As' sessor. Mr Haggitt appeared for the Collector nf Customs, Mr Stout watched the proceedings on behalf of the captain, and Mr Allan Holmes for tha union Steam Snipping Company. Mr Bathgate explained that the enquiry was granted on tho application of Mr James Hack Worth, the principal officer of Customs in Duneditt.

Mr Haggitt said the enquiry was being mado in accordance with the 9th Section of the Unquiry into Wrecks Actt It might be in the course of the enquiry that blame would be attached to somebody, The loss of this vessel was an event much to be regretted, and they would ascertain the cauae of that loss as far as was possible. He asked that the officers' certificate* be handed in.

The certificates of the master, chief officer, and first engineer were produced. Frederick Jones : I was the master of the steamship Bruce, which was schooner rigged, propelled by screw, and built of iron. She was nearly a new steamer. The register (produced) gives all those particulars. The Bruce was in the Timaru and Lyttelton trade. We left Timaru at 5.30 p.m. on the 15th of October, when the weather was fine and the nea smooth. We kept regular watches on board. Under the same circumstances we have made the pwaage from Timaru to Taiaroa Head in ten of eleven hoars. The watch was set as soon as wo got the anchor on the bows outride. That vru about a quarter to six, tbe second mate's starboard watch. The watch was changed at a quarter to eleven, off Oamaru. That was the first mate's port watch, which remained till the steamer struck. I wag there myself. The weather got thick about ten o'clock, it having been hazy at eight. At eleven o'clock the fog W*3 so thick that you could not see half the length of the vessel ahead. I waa on the deck nearly all night. The weather kept the same Until the vessel struck. Nothing worth mentioning occurred before she struck, as we aaw no lights, vessels, or fog signals. It waa about * quarter to three o'clock on Saturday morning. Hie lfith, when the vessel atruck. We had stopped the Bruce altogether at about half -past two. Up to that time we had kept the same »te of ipeed (half-apeed) aa we atarted from Timaira, carrying 451b8. of steam. We topped at hal£-pMt two to cast the lead, which was dona by the first mate. We were then in matow of 18 Md if tehom On tb»t

course our position was indicated as about ten miles from Taiaroa Head. I told the mate that we were about ten miles from the Heads, to go on about three miles, and wait for daylight The steamer went slowly ahead again. The mate telegraphed the order to go slow ahead according to my instructions. After we moved on again we were going at the rate of about five miles an hour. We had not pro- 1 ceeded more than about ten minutes when I j saw the hill above us, and immediately gave the order "full speed astern." That order was I attended to before she struck. The vessel touched a little above hi^h water. Though i the order was given in sufficient time, ifc was j not sufficient to counteract the way ou the ves- 1 sel, which struck on the bow, above the waterline. _ The steamer had a straight stem without any rigging. She ran butt on to the rocks. When I found she would not get off I got a kedge out. The means we tried to get her off was by ordering " full speed astern," but we did not succeed in moving her. She only struck once, and became fast immediately. She was caught about the bow, and all the af tor-part of her was afloat. We did not feel her grating over the bottom before she struck. It was before the fore-rigging that she j was fast. There were 13 feet' of water all round her elsewhere. I immediately gave I orders to_ the mate to have the kedge out, and took the soundings myself. I gave the order to lower the boats. It took about ten minutes to get the kedge out. We could not move the steamer at aIL The tide was falling. The kedge held to a certain extent. It was a sandy i bottom. We got a big bower out, after puttin"the i-assengers in a small boat. I told the passengers they needn't alarm themselves, as the Bruce was in a pretty easy position, and I could land them at any time. We got the boats ready for any emergency, though the steamer was making no water. She settled down in the fore part. As the tide ebbed, she slided down. Then I thought it was' time to land the passengers, for fear of what might happen. She listed so, that I could not get about her decks at 7 o'clock. It was about 3 o'clock when she struck. All we actually did was to reverse the engines, and put out the kedge. She listed to starboard. There was very little cargo forward, possibly, dead weight, five tons. In the position the vessel was then, it was of no use in lightening the vesaeL The men were all very active. It was about half -past 3 when we commenced to get the bower out, and it was between 6 and 7 when we abandoned it as hopelesß. We landed the passengers on to the rocks, about 30 yards from the vessel, at Taiaroa Head. Some difficulty was experienced in getting them ashore. Had we attempted to lighten her, we would have lost the chance of getting her off by running out anchors. She was gradually listing over, till she got on her beam ends, and commenced to make water about an hour after she struck. As she listed over she filled the fore compartment. The other compartments filled through the hatches There was not much aea ou at the time— only a ground swell. This brought the fittings out of the cabin, and a portion of the cargo. We picked up the floatage. This was between 7 and 8 a.m. In the meantime a boat had come from the Pilot Station. 1 sent a message by a man to Port Chalmers that the Bruce was ashore, and on her beam ends. Any appliances I had were then useless to get her off. I waited till the Geelong came down, about 9 o'clock, and nothing further was done till then. The Geelong waited about ten minutes, returned to Port Chalmers, and again visited the Bruce about an hour afterwards. I then found that the cabin fittings about the deck were being broken up by the ground swell. Mr Mills, with the representatives of the Insurance Companies, -visited the wreck with me. A consultation was held between them, and the vessel was abandoned to the insurers. I havo not seen the vessel since that day. The passengers an-^ crew were lauded in satety, and some cargo floated ashore. Tbe other' cargo was all lost. It was not possible during the three hours after the vessel struck to save valuable portions of the cargo, as I was fully oc cupiecl in running anchors out to keep her bead on to the sea. When I left Timaru, I steered east three miles by the ship's compass. My course waa S. AE. ior 48 miles. My next course was S. by" VV,, which I steered till the time she struck. During tbe first three miles we were going about five miles an hour, and afterwards between nine and ten. Up to ten minutes of when we struck we were going at the_ same r«te. Wo carried a patent log, which was thrown overboard when we changed the course from Timaru. It was throwu overboard by the second mate, as part of his duty. I was present when it was hauled in. The second mate then reported that we had run 48 miles. The log was afterwards hauled in by the first mate when we Htruck, and he reported to me the result. We had run 85 miles from Timaru. I thought I was then about ten miles to the northward of Taiaroa Head, or(i mileato the eouthward of Shag Point. My chart showed 16 fathoms when I gave the order to go ahead for three miles, I don't know of any other Hpot where similar soundings exist on that course. If my log had Jgiven me the number of miles I subsequently found myself, it would have given 95 instead of 85 from limaru. By the pressure of steam and the log, I calculated that we were ten miles ; from the Heads. We never previously sailed with so little dead weight. My assumed rate of steaming nearly corresponded with what the ; log showed. These patent log* are not always | reliable. In a south-west wind, I have had as ! much as 110 on my log to Otago Heads. There is a current to the northward in the course T steered. In a southerly wind there would be a stronger set. The wind would make a difference in the distance logged from ten to twenty miles. In a dense fog you will not Hee the light on Taiaroa Head if you are close under it, but I have seen it to the northward of Shag Point, a distance of 18 miles, on a fine clear I morning. Our own lights were in their places. ' There was a look-out (Carpenter), but I don't | know where he was at this time. He is an able aeaman. The officer on watch is supposed i to keep the .look-out, though he is generally knocking about the decks. No special look-out was kept for the light on the Taiaroa Heads. My object in getting near the land was to pick up my course quickly after the fog cleared. I calculated that after going the three miles, I would be about eight miles from the land. I then intended to stay till daylight. [Witness here pointed out on a chart the spot where he supposed he was when he gave the order to go three miles ahead, the spot where he now supposed he then was, aud the spot where the Bruce is now lying.] I consider that my compassea were right on the occasion. I am not the eighth of a point out of my course, even where the steamer is ashore. I have lost my chart The actual distance from Timaru to Taiaroa Head is about 93 miles, according to the chart. I thought it prudent to give the order to run on three miles, considering all the circumstances. Events proved that she waa going faster than I allowed. On a foffgy night, the Otego Harbour ia difficult of access. In foggy weather, we require to go half-speed. I have been plying along the coast of New Zealand since 1860, I have been mate since 1870 mil- • i? 00 ° tha aß°»a B°» when I became master, Thw w the flret casualty th*t has happened to «>y wwl unto »y cS»b?, I hjtd » $ub oa

board the vessel. The actual result proves that I went ten miles an hour. The Bruce was the first steamer I had command of. I considered her half-speed nine miles an hour. Ihe number of my original crew was 21, including myself. The master, chief mate, and the first engineer, hold certificates of competency. There were about 12 passengers, aud general cargo. Ido not know where the second mate is.

Mr Haggitt? We have not been able to find him.

Win. Cormack: I was chief officer of the Bruce, and hold a certificate of competency. I received the course (S.W.) from the officer I relieved at a quarter to 11 on the night in question. There were Frank Duncan, Carpenter, and Morton, on my watch. They are all able seamen. Carpenter was at the wheel, and I was iook-out myself. Ido not think Morton was on deck, but he was not called. The lookout sometimes goes to sleep, in consequence of overwork. The men had been grumbling about tbe work. I was on the bridge nearly all the time. The weather was very thick. I saw the captain frequently on the bridge. He told me to call him when 80 was on the log. I f.nly looked at the log once, and then it was 85. The time was then 25 minutes past 2. Half-speed of the Bruce was about six knots. I thought she wa.s goiu^ nine knots. The telegraph showed that she was going full speed at a quarter to 11. It was only three or four minutes after I gave the order to go "full speed" that she struck I received no orders from the captain as far as I can remember, to go full speed for three miles. To the best of my judgment she was going about six knots when she struck. I gave the order to go "full speed astern" about two minutes before she struck. The headway of the vessel would not be stopped immediately after reversing the engines. Captain Jones was on the bridge, and I was near the telegraph when the vessel struck, I saw the loom of the land before I gave the order "full speed astern." The fog was then very thick, but I was so close to the land that I could not then help seeing it. I before fancied I heard the wash of the sea on the beach. I had been looking out continuously previous to this all night. I obeyedlorders in going full speed for three miles. I did not see the light or lighthouse till after daylight. I decline to give an opinion as to whether it was dangerous to go full speed under the circumstances. The shock of the vessel striking on the rocks was very slight. She made a slide and remained stationary for a time. I have been at sea 15 years, and traded for a considerable time filong the New Zealand coast. I was in the Bruce since the Ist February. At 5 p.m. tho Court adjourned till 3 o'clock next afternoon.

The following is the result of the second day's enquiry : — John M'Kenzie : I was chief engineer of the Bruce. I was on duty when we left Timaru, and went below at half-past six. I returned at twenty minutes to one. We went full speed after leaving Tiraaru. I call halfspeed about six knots. At twenty minutes to one, the telegraph showed full speed, and no report or order was then communicated to me. We continued steaming full speed till five-and-twenty minutes to three, when the indicator ordered us to stop. The engines were immediately stopped, and they remained so about 10 minutes. The next order we received was "easy ahead." It was less than 10 minutes afterward* when we were telegraphed to go full speed. That order was carried out. Our next order was " Stop." Nothing happened before we received this order, and immediately afterwards we were ordered to go "full speed astern." The vessel then struck, but not heavily We felt the shock in the engine-room. We continued "full speed astern" for sometime— the engines remaininyreversed for over 10 minutes. No further order was given. The second engineer then relieved me, and the engines were stopped for a short time. Ido not know what was being done ou deck during that time. The engines wero again reversed. I went doivn into the forehold and examined the fore bulkhead sluice. I found it was shut. I went o rer the stem to see what damage was done. I was lowered over by a rope, aud I could only see one dent m the vessel. I cqulu see the rocks. There waa no waterin thefore'eompartmentthen; Her bow was raised above the water line after she stiuck. . here was a hole right through the plates on her stem. I returned to the engme-room. There wore five watertight com partments, and I only examined one. I did not examine either of the three that had the sluices. lam able to gtate positively that all the_ sluices were down, though I had no occasion to see them for two months. It was when the vessel was in dock that I saw them. When I returned to the engineroom, I gave directions concerning the boilers in case the vessel listed on her side. When she commenced to list, we again received orders to gn astern. We attempted to do ao, but as the pipe which supplied the engine on the port aide was without water, we could not work the enginea any longer. I fcold the second engineer to stop her, and communicated to the captain that the engined were under water. I told the second engineer to pump the water in the boiler with the donkey engine to save the tube.-?. The suction pipe of the donkey engine was under water. A short time after she began to make water in the fore-compartment, ami we pumped the water thence. I had one of the fires taken out. Having ascertained from the chief mate that the steam was no longer required, I opened the safety valves, and put out the lamps in the engine-room. Then I went on deck. There waa a little water in the engine room, and It had not come over the deck. I could not form any idea as to where she waa leaking, There was a water-tight compartment on each side cf the engine room. I don't think there was any water on the deck at that time ,• but you could not walk without hold. When the tide ebbed, I think the stern rested on the bottom. The tide might have caused her to cant over. I left the vessel between 8. and 9 o'clock on Saturday morning, and I again visited her on Sunday morning. The water was then washing into her. I was standing by the mate when he hauled in the patent log. That was about five minutes before I received the order to "stop." I would have had 60 pounds of steam in going full speed. This night I had only between 45 and 50 pounds. The swiftest the vessel had gone was 11 or 114 knots.

Angus M'lnnes : I was second engineer of the Bruce, I was on duty on the night of the 15th inst. from 6.30 till twenty minutes to one o'clock, The indicator showed that the actual pressure on the boiler was 461bs of steam, as indicated by the gauge. The vessel was going between nine and ten knots. The telegraph indicated the rate as full speed. I was in bed when the vessel struck. I was not sound asleep when I felt the shock. I went to the forecastle head to ascertain what damage was done. I founi part of her stem stove in. 1 saw the rocks, which were only about a foot from the stem. _ I inquired whether she was making water in the fore-cabin, and they told me not. There was no water-tight compartment there. I then went down to the engineer and remained jn the engine-room till obout four o'clock, I concur in what the engineer naye was done In tiw •nguwroojn. btfoitve lift sJwily aft§r

four. There was no water in the engine-room when we left, the cement being quite clean. The captain asked me whether there was any water in the fore-hold, and I told him yes. There were bales of skins washing about. We tried the lead over the stem and found three fathoms of water. We found about the same depth from the stern to the poop. The stern had not then swung round. I was not there when she went over. I went over to the Pilot Station. I was endeavouring to find out where we were when I came across a Maori hut. I did not go near the lighthouse.

James Carpenter : I was a seaman on board the Bruce. I was in the first mate's watch. When the vessel struck, I was sitting in my bun]:, lighting my pipe. I had been there about an hour, half out aud half in. Mr Haggitt : Then you didn't see the light ! (Laughter). -Kdwin Donkin : I was also a seaman on board the Bruce, in the chief mate's watch. I was at the wheel on the bridge. I went on deck about half-past 12. I went to the wheel at one o'clock. I looker 1 round when I prot on the bridge, but I could see nothing at all, owing to the fog. I saw nothing away from the ship till she struck. The Captain, M'Cormack, and myself were on deck. There was a difference of working the watches in that vessel to any that I have been in. It was not my duty to be on deck till called, though I was in the chief oiate's watch. We did not keep regular watches, but one watch took half-way from one port to the other, and another watch the other half. I didn't do my half-way, because she struck before we got there.— (Laughter). I was only this trip in this vessel, and I lost all my clothes. I was at the wheel when she was stopped for about a quarter of an hour. The chief mate's watch generally consisted of himself and the man at the wheel. My course was S. by W. When she did strike, I couldn't see the land.

George Milne : I am coxswain of the pilot boat at Taiaroa Head, where there is a watchman besides the lighthouse keeper. I went on duty about a quarter past two at the Pilot Station on Friday night last, my beat was all round the Heads. The night was very foggy and dense. I frequently go near the lighthouse. I only observed the rays once on this occasion. That was about twenty minutes to three. You cannot see the light ou the land side. Frederick Jones, recalled : I know the regulations regarding fog signals. I did not observe them, but they would not have served me the least on the night in question. I have never yet had an answer from the lighthouse. We trust to no look-out, and never have done. 1 trust to my officers and myself. All the watch are supposed to be on deck, and though they seldom are, I could immediately get any hand I wanted. An officer and one man generally form the watch.

Mr Haggitt said that evidence with regard to the value and insurance of the Bruce could be obtained afterwards.

In response to the invitation of the Bench, Mr Stout said he did not wish to address them at length. AH the loss of the vessel could be termed was a mishap. Everything possible was done after she struck. A mistake was evidently made in thp )og. His Worship said the loss of a passenger steamer was always a very serious matter, and one requiring for the protection of the public searching enquiry. It was to be feared that our almost immunity from accidents on this c )ast was not owing to the owners of steamships, whose laxity was likely to be followed some clay by signal disaster. In this case it was of much satisfaction that there had beei? no loss of life. There was, however, sufficient in the existing circumstarces, looking at the complete destruction of the vessel, to justify 'the Beach thinking it one of great importance. Aud the leading question they had put to themselves was this— Was the loss of the vessel owing to some unfortunate circumstance or nmhap, as it had been termed, or could it have been averted by oversight and discretion on the part of tbe master? There were some discrepancies between the evidence of the master and some of the witnesses, which were not essential to be cleared up, in order to enable the Bench to arrive at a just conclusion in the matter. The results were these : — That in a calm night, in a dense fog, while under the charge of Frederick Joues, master, who was on the deck at the time, there were only two soundings taken to find the position of the Bruce ; that the vessel was going at the rate of ten miles an hour j that she struck on rocks at Taiaroa Head ; and that the passengers were landed in safety. He (the Magistrate) was of opinion— in which the Nautical Assessor entirely concurred— that the loss and abandonment of the Bruce had been caused by the neglect of the master, Frederick Jones, in neglectingtotakesufficientsoundinspto ascertain his position, and neglecting the regulations otherwise provided. The regulations not only required that signals should be sounded on f°o<a.y nights, but also that a moderate speed should be recognised. The vessel, after the soundings were taken, should have been wholly under the master's control, and he should have taken care that half -speed was not exceeded. Ihe Court having now come to that conclusion, the very painful alternative v. as left for them to consider whai, in their opinion, is an adequate finding in regard to the certificate of the master. There were two courses prescribed by the Act— First, cancellation of the certificate ; and second, suspension for a time. Fmtunately for the master, there had been no loss of life, and that, so far, was an element for consideration in his favour. However, there could be very little doubt, ''f there had been loss of life or injury in such a case this that the certificate would have been wholly cancelled. It was their duty to take into consideration the whole circumstances, and there fore they were inclined to take the inor& lenient course of suspending for a certain term, and they came to the conclusion of a fixed term which was just and reasonable for the master for his default. If they exceeded what was right, he (the Magistrate) was glad to say that under the 16th section of the Enquiry into Wrecks Act, the Governor might alter their decision. The suspension might be cancelled for another certificate of a lower grade. If the master thought his judgment too severe he could appeal. The Bench had come to this conclusion : that they could not suspend for a less period than twelve months. The Nautical Assessor concurred with him that the mate was not free from blame in this matter. The mate was ordered to go easy ahead. The mate in a thick fog near the knd ordered the vessel to be put on at full speed. In doing so he did not exerciae that caution necessary under the circumstances. The master should have fulfilled that duty, he being on deck at the time. The mate, therefore, having been under the control of the master, was not culpable to the same extent j but he did take upon himself to do what he should not have done. The Bench could not pass that over, and they must mark their sense of it by suspending his certificate for three months, A -word of caution to the owners, The examindtion to-day discloaed a want of discipline exceedingly reprehensible in a vessel carrying passengers. It had been admitted in the witness-box that the Eg^were so overworked and the vessel no. ijpproperly manned that the officers conicfc ho^ tr,u?st the mei \i!i x 15 11 / e ,3>«} d ensue, theownevfi tti jfelrif to hk indwfcti fa jmitowfrte,

In the case of injury or death, in the florae country, he had no' hesitation in saying that officers were held liable for serious responsibility. This remark he had addressed to the part where a company had only any feeling- -the pocket. He trusted t&e Company m this case would ensure to the travelling public the utmost amount of security winch can, oversight, and caution could possibly effect. The judgment of the Court was that the master's certificate be suspended tor twelve months, and the mate's certificate tor three months. The Bench thought the Company should pay the costs of the enquiry Mr Holmes contended that the Company was not liable for the costs. He had never heard of such a proceeding Mr Haggitt said there was no precedent v making the Company liable. Including the &urat and Easby, he had been interested in three cases during the last nine years. His orship said the dictum was withdrawn, the Government being liable for the costs.