THE WRECK OF THE

Star (Christchurch), Issue 7568, 28 November 1902, Page 3

THE WRECK OF THE

ELIJNGAMITE.

THE INQUIRY.

£Pjjr Press Association.]

AUCKLAND, Nov. 28. At the Elingamit© inquiry, the Crown Prosecutor said the inquiry could not be too searching, • because the judgment would not only affect the parties in this wreck, ■but possibly legislation to 'minimise such disasters in future. Counsel stated that the captain had said that he gave the order "Full speed astern," and the order was not obeyed, and' the signal had to .Be repeated. Almost simultaneously with, the delay in reversing or in giving the order to reverse the engines the vessel struck. There had been no complaint about the lifebelts, and the conduct of Captain Attwood and the officers and crew was worthy of the highest praise, but regarding the lifeboats, rafts and their provisions there was room for very serious and possibly grave charges. It appeared that the regulations had) not been complied with. It was understood that the boats were not fit and ready for use. There were very serious difficulties and delays in launching the boats, and it was alleged that they had to be washed off the vessel after the falls had been cut. Apparently there was no water, compass or lamps in the boats. The whole of the life-saving appliances were apparently devoid of the requirements of the law for the preservation of life. Captain Attwood deposed that he had been master of the steamer since July of this year. He tad previously been master of a sailing vessel for nineteen years, and an officer on various steamers. He had been about two years trading on the New Zealand coast. The vessel's compasses were correct on leaving Sydney,) and he found no fault with them. There was nothing wrong with the steering-gear. The official logbook saved was not written up, and the draft log was lost in" the wreck. On leaving Sydney he steered south 88 degrees east, and endeavoured to maintain that course throughout the voyage. At noon on Saturday the Elingamite was 262 miles from the Three Kings. The patent log *as used, but on Saturday afternoon the log fouled, showing forty miles instead of forty-eight. The mate corrected it immediately. The weather was clear at noon on Saturday, and the vessel steamed her full ' speed of twelve knots till 10 a.m. on Sunday. At noon on Saturday the Elingainite was two or three miles out of position northward. He attributed this to bad steering, rather than ocean currents. The weather was thick all Saturday. He was called at 6 a.m. on Sunday, which was earlier than Usual, because the steamer, was nearing /land. He believed the breakers were kept full of water, but there were no compasses in the boats. Each boat had a lantern. They started to provision the boats just after the vessel struck. He made a true course that should have taken the steamer six or seven males south of the Three Kings. The haze came down suddenly at 10 a.m. Within a few minutes he knew where the vessel was at ten o'clock, having worked out her posi* tion by dead reckoning. She ought to have been sis or seven, miles south of the southwest island of the Three Kings. When the fog came on lie sent for the chief engineer at three minutes to ten, to tell him to slow the engines down. He could have telegraphed that, -but was afraid if the engines suddenly slowed he would not be able., on account of the escaping steam, to hear breakers, fog signals or anything else. He xlid not expect to hear anything, but he never knew what he might hear in the fog. At ten o'clock the engines were slowed to four or four and a half knots. He then altered the course to east northeast by compass. The variation was thirteen degrees. He intended to begin to heave the lead at eleven o'clock- He did nol heave it before because he thought the steamer was on the west side of the Three Kings, and the lead would be no guide as he supposed the water was too deep. The steamer had been thre.vquarters of an hour on that course when she struck. She was then going four and a half knots. The length of sight then was two ships' lengths ahead. He saw breakers on th© port bow, and rushed to the telegraph), and rang "full speed astern," and ordered the helm hard a-port. He ramg three or four 1 times. The- telegraph, responded from below to the first ring, but th© engines did' nofc seem to move. He went to the side of the ship, and there did not seem to be any motion. He rang again', and the third engineer (Mr Scott) cam© on the bridge, and reported that the engines would not move. Witness said, "It is too late now, th© ship is broadside on the rocks." He told Mr Scott to tell the chief engineer to bring up all his men to save themselves. He had not time ttf ask why the engines would not move. He did not yet know why they would not move. Had the engines been reversed when he first gave the order the ship would have escaped. The fourth engineer was on duty at tl^e time. The rocks were about two ships' > lengths away when he saw the breakers, and the ship was heading about east when she struck. 'He ibad altered the course two points in consequence of the order hard ai-port. Four of the boats had not been swung out since he was on the ship. No. 1 boat had no provisions. He 'had never seen the rafts disturbed since on the ship, but thought there "fats water in the beakers on the raft.