NAUTICAL INQUIRIES.

Sun (Christchurch), Volume IV, Issue 964, 14 March 1917, Page 8

NAUTICAL INQUIRIES.

•THE MARAROA STRANDING. Press Association. WELLINGTON, March 14. A nautical inquiry into the stranding of the IJ.S.S. Company's ferry steamer Mararoa near Pencarrow on February 24 opened before Mr W. G. Riddell, S.M., and Captains Johnson and Black. Counsel for the Crown said that at 8.30 a.m., while the steamer was going slowly in the fog, a sounding taken showed 52 fathoms. The log showed 146.6 miles. The captain took the responsibility of feeling his way in, going slowly. The t d mate was just about to take anon sounding when the look-out man called "Breakers ahead." The engines were reversed, but the vessel stranded. R. Patterson, the Union Company's superintendent engineer, said that 24 plates were damaged on the starboard side of Ihe Mararoa and 12 on the port side. The cost of repairs would be from £6OO to £7OO. Captain Reid, master of the Mararoa. in the course of his evidence said that when he slowed down be took soundings, and as a further safeguard put the vessel six miles ahead of his reckoning. Replying to cross-examination, he. said he did not take the risk of trying to make the Heads. His intention was to keep on until he got into; 30 fathoms of water and then stop the ship and put out to sea if he could sec nothing. When the vessel stuck the boats were got ready but not swung out, as he thought it unnecessary, as the sea was as calm as a mill pond. There was no landing place on the beach. The ship was perfectly steady. He had been at sea 10 years, and this was the first time that his certificate was called into question. THE GISBORNE COLLISION. COURT SITS AT AUCKLAND. Press Association. AUCKLAND, March 14. The nautical inquiry into the collision between the Union Company's steamer Arahura and a Home liner at Gisborne opened before Mr G. C. Kettle, S.M., and Captains McKenzie and Reid. Captain Goddard, master of the Home liner, in his evidence, said that his vessel was at anchor until just before the collision. The third officer reported that there was a heavy strain on the chain. The witness found this, and noted that the riding light was burning brightly. All the lights were burning. The vessel commenced to heave on the anchors at 10.50 p.m., and at 10.59 the anchor was up. The vessel went slowly astern, and she bad no way on when she saw the Arahura crossing the bow of the Wimmera. He immediately gave the order to slop. He saw the port and masthead lights of the Arahura about a quarter of a mile away. His vessel, though not going ahead, may have beeu drifting with the tide, which was setting strongly to the north-east. (Proceeding). As the Arahura approached she was heading across the Wimmera's bows. He gave the order "slow ahead" one minute before he saw the Arahura. His vessel had not gained any headway before the order to stop was given. At 11.1 the order was given "full speed astern." The helm was not touched as his vessel had no steerage way. Witness thought his vessel was going astern when - the Arahura struck her. He did not notice the Arahura alter her course at all. She seemed to be culling across the Home liner's bows, and then seemed to swing to starboard and drop on to the bow of the Home liner. The vessels bumped, and the Arahura swung round, passing clear of the Home liner's stern on the port side. The Arahura did not signal or whistle while she was coming on, nor did the Home liner signal to Ihe Arahura. Witness did not know the regulation under the Harbours Act regarding the use of the whistle. He | thought that as the Arahura was the overtaking vessel, and his vessel was stationary, the former would naturally give him a clear berth. (Proceeding.)