THE BELTANA FIRE.

Star (Christchurch), Issue 6759, 24 January 1890, Page 4

THE BELTANA FIRE.

NAUTICAL ENQUIRY. I An enquiry into the circumstances and origin of the fire on board the barque. Beltana was held by the Collector of H.M. Customs on Tuesday. | The following evidence was taken : — Henry Bright, Maater of the Beltana : Loft Port Augusta, South Australia, on Nov. 22, bound for London, with a cargo of 4037 bales of wool. All went well till Dec. 10, -when a foul stench was noticed proceeding from the main ventilator. Presumed it was the smell of dirty wool, but felt very uneasy about it. Sighted the Antipodes Islands at 2.30 a.m., on Dec. 11 last; latitude 49deg 57min South, longitude 177deg SOmin Eaßt, waa the ship'B position. On opening the ventilator discovered smoke issuing from the hold. Tried to discover where the fire was located by boring auger holes through the deck inside the houae. Examined the hatches one at a time, but failed to find the origin of the fire. Battened down all hatches and ventilators (including chain locker pipes), also plugged the maQt heads, and bore up for the nearest New Zealand port rather than sacrifice any cargo ; it being a question whether I should risk opening the main hatch and jettison the cargo until wo discovered the fire. Before we could have closed the hatch it would have taken nearly a whole day removing about two hundred bales of scoured wool to get at the greasy, from which I judged the spontaneous combustion must have arisen. Kept the decks wet to cool the hold. As soon as the hatches were battened down the boats were got ready and provisions put in j the cabin ready to place in the boats if it j were necessary to leave the ship. On Dec. i 12 a burnt smell was found at times about different parts of the deck caused by heating of the mainmast coat and deck. The fire was supposed to be in that neighbourhood. Every preparation was made and precaution taken to quell the fire should its presence show on deck. On Dec Id- at 4 a.m. observed strong f nines of smoke escaping from tho chain looker pipe and scuttle hatch. Placed extra battens and lashings round the chain pipes, and took other precautions. On Dec. 15, 4 a-m., sighted Banks Peninsula, and ■at 3 a.m. received Pilot Galbraith onboard. Dropped anchor at Lyttelton at 11.30 a.m. At noon hove np anchor and moored to buoys in the harbour. I asked Captain Galoraith. if there was a scientific expert who could generate carbonic acid and fill tiie hold. Ho recommended me to get the chemical fire engine. This was obtained, and the services of Mr Gardiner, a scientific expert, procured. The captain then referred to tho extinguishing of the firo and discharge of .the cargo. Probably 1400 bales of the whole cargo wore unstained and undamaged. About fifty, bales had disappeared, and some two hundred and fifty were more or less burnt. It was clearly proved that the spontaneous combustion was. set up in the greasy wool, none of the scoured wool, being burnt. , John Harcourt 'Gardiner, Associate of Sing's College, London, holding a per--manent certificate as Lecturer on Science from the South Kensington Educational Department, and ten years Leotuxer on Science at the late Eoyal Polytechnic Institution, London : On Sunday, Dec 15, was called to Lyttelton to decide as to the best method of extinguishing a fire on board the barque Beltana. After studying jflans of the ship and the method in which the wool was stored, JL came to the conclusion that the only available means was to employ the Christchurch Chemical fire engine. Having bored holes in the deck, and tested by means of a thermometer the situations at which there was the greatest heat, I caused to be forced through these holes charges of water saturated with carbonic acid gas, in order to surround the supposedseatof the fire. These-chargeswere being forced through at a pressure of one hundred pounds to the square inch, from 9.30 p.m. Dec. 15 till 4 a.m. on Dec IG. The deck was then flooded with water, and allowed to remain till 2 p.m. the next day~ The water wa3 then allowed to run off, the plugß were drawn from the holes one by one, and the temperature taken. Several of the plug-holes were found to be very much hotter than others. The chemical engine was then Bet to work, and charges were forced down those holes which exhibited the greatest heat. The deok was again flooded, and left till the next day. At 7 p.m.on Dec. 18 the temperatures of the hales; were again taken. Some few of the holee were still much hotter than the ■others. laj_j^<**iißed charges from, the. to be forced down. *t4iosa

examining the condition of tho ship on Dec. 19, 1 concluded the fire wa3 subdued. I think the captain acted most properly in not opening tho hatches previous to my arrival, and until the fire had been subdued by the moans adopted. I concluded, after my examination of the vessel, that there must have been a large quantity of wool undergoing combustion in tho hold, and the probability ib that if the hatches had been removed previous to my arrival — there being a large quantity of tarry matter and various hydrocarbons set free from the wool, and being in a highly heatod condition — it would have at once burst into flame, and probably endangered tho whole cargo and tho vessel itßelf. On examining the bales of wool aa they were discharged, I found there were some bales which although comparatively iminjured upon their exterior surface, were in a state of aotive combustion inside, showing that these bales could not have been Bet afire from the exterior, but that it must havo been the result of spontaneous combustion. Merino wool is especially rich in fatty mattar and earthy salts. These salts have the power of absorbing moisture to a certain extent from the atmosphere, are, in fact, more or less deliquescent. If this wool had been exposed for some time to a damp atmosphere before packing, the absorbed moisture might cause slow combustion, which would afterwards cause actual fire and flame. This condition might also be set up by the wool having been sheared, in wet weather, or by it being exposed to a heavy dew, or other means supplying the moisture to cause combustion to set up. Scoured wool, provided ib had been properly dried after scouring, would not be so likely to set up combustion as wool in the grease. Nick Filsell, chief officer of the Beltana, corroborated Captain Bright's evidence, and said he had received the wool on board and had nob noticed any sign of damp-on the bales. W. B. Seely, Becond officer, gave similar evidence. Robert Ticehuret, Surveyor for Lloyd's and New Zealand Underwriters' Association at Lyttelton : I consider the fire to have arisen undoubtedly from spontaneous combustion. I consider that Captain Bright acted in the most prudent and judicious manner possible, and proved his nerve and seamanship. Had he acted otherwise the vessel would have been buimt. The whole cargo of wool was valued at .£61,000. The loss and damage of cargo will be about There waa no material damage to Bhip'a hulL Kepairs, including caulking, would not, exceed £125. The vessel is quite seaworthy The evidence will be forwardodto Wellingtozuby Mr Bose.