THE BURNING OF THE RESULT.

West Coast Times, Issue 343, 29 October 1866, Page 2 (Supplement)

THE BURNING OF THE RESULT.

(FROM TILE A.RUUS, OCTOBER 17.) An enquiry was commenced on the 15th instant, at the Steam-packet Hotel, Williamstown, before Dr M'Loan, the district coroner, into the origin of the fire which broke out in the ship Result, while lying alongside the Sandridge Railway 7 ?ier, on the night of the 10th instant, and completely destroyed the vessel. Mr Inspector Beaver conducted the examination on behalf of the Crown. The jury having- viewed the remains of the bivrnt ship, the following witnesses were called :—: — .William Stewart deposed. — I was captain of the result, 1456 tons, from London. The vessel arrived in the bay about three weeks ago, and up to the night of the fire was discharging and receiving cai'go at the Railway Pier, Sandridge. The cargo consisted of general merchandise. On the night of the 10th instant, as nearly as I can remember, the 1 vessel had from 100 to 150 tons of inward cargo, consisting of cases of galvanised iron, coils of wire, cases of drapery, and casks of wine and spirits, stowed in the lower hold, from the fore part of the main hatchway to the after part of the fore hatchway. Independently of this, in the after hold from the run to the after part of the main hatchway, there were 180 tons of copper ore, and about eighty tons of ground barkiu sacks, outward cargo. Iv the fore peak and orlop deck, from the bows as far as the fore part of the fore hatchway, there was also a quantity of bark, probably about fifty tons; and in the 'tween decks, stowed the best part of the way along, there were about 200 tons of the same description of bark, ready to be put in the lower hold when required. The ship had also her stores on board for the homeward-bound passage, which was to have commenced on the 251h instant. There wore stores on board sufficient for 200 souls for 140 days. It was not reported to me that any of the bark got wet before being stowed in the ship, and I am not aware that it was wet. On the night of the 10th inst. I turned in on board about nine o'clock, and slept until midnight. I awoke about tvi elve o'clock, and heard eight bells struck. Not knowing whether this meant midnight or four o'clock in the morning, I got out of bed, slipped my trousers on, and went to the fore part of the cuddy, where the clock was, and found that it was midnight. I returned to my cabin, set the barometers, and was on the point of getting into bed again, when the thought struck me that as I was standing outside I noticed a smell of smoke I put my coat on, and was in the act of returning to the deck, when I heard some one running into the fore part of the cuddy, and calling for the chief officer. I met the two quartermasters, Patterson and Fiford, in the doorway. On asking them what was the matter, they told me they were afraid the ship was on fire, as smoke was coming up from the fore hatchway and chain lockers abreast of the foremast. I immediately shouted out to the first and second officers, Mr Felgate and Mr Newcomb, who were asleep in their cabins in the cuddy, and told them to tnrn out immediately. I ordered Mr Felgate, in the first place, to get the fire engine along instantly. I then proceeded to the deck-house, where the petty officers and men sleep, give the alarm there, and roused them all out. I next went forward to the fore hatchway, found that the hatches were on with double tarpaulins, and saw a quantity of smoke forcing its way between the crevices of the hatches as well as at the chain lockers. By this time the fire-engine was rigged. I had the tarpaulins turned off the hatchway, and the hatches scuttled to make -way for the stream of water from the engine, which was directed down the fore between decks. The fire bell was then rung, and a general alarm given up and down the pier by my order. The barque alongside was also warned to clear off. I sent a midshipman for Captain Vine, the pier master, scuttled the decks over the fore hold, and got into play the fire engine belonging to the Sarah Grice and the two Van Yean hoses, with which water was sent through the holes in the deck and fore scuttle. I also lifted the after hatch off for a short time, to try if there was any possibility of going below to direct the engines, but the smoke rolled up in such volumes that it was only with great difficulty / that I could get the hatch put on again. We continued forcing the water down as we best could. After pumping into ship until she began to get a strong list — about 200 tons of water having been pumped into her — we still found the fire gaining. I considered it my duty then to order the chains and ropes to be cast off from the pier, and give the ship in tow to a tug. The anchor was accordingly slipped, and [ desired Captain Vine to have her towed into such a position that we might scuttle her. Captain Mitchell, of the Star of Peace, with three or four carpenters in the ship's life-boat, proceeded, at my request, immediately to scuttle her. There were also some carpenters in the Police or Customs boat, who set out with the like intent at the same time. Captain Mitchell's party succeeded in scuttling beneath the water under the starboard bow of the burning ship ; but the other parly, after cutting some distance into the side of the ship, were stopped by an iron knee or binder. By the time the first hole was made it was thoroughly useless, because the ship had lightened so fast that the scuttle hoLs came above water. When the steamer towed the ship into six fathoms of water she was brought up stern to the wind by a

stream anchor and haAVser. In all probability the .stream anchor was fouled in letting go, as it did not hold, and before I knew that the ship Avas driving, she touched the ground on the St. Kilda bank, and lay broadside to the Avind. Finding that I could do nothing till daylight, I got into Captain Mitchell's boat, and left her. We tried to scuttle her afresh, to save the lower part, but the carpenters lost their tools overboard, and the attempt failed. The Suffolk's boat was sent for more tools, but before the boat returned I had got into the steamer. We afterwards tried to save all Aye could. I haA r e carried New Zealand copper ore home before from Sydney, and am aware that it is sometimes a dangerous cargo. The ore I shipped at Sydney, some time ago, Avas sulphurous, and not unlike that put in the Result. On the occasion I refer to at Sydney, a fire broke out in the ship, spontaneous combustion having ensued, but as it occurred in the day time, it Avas easily got under. I have neA r er known bark ignite, but I have known it heat Avhen AA r et. Some of the bark Avas stowed on the copper ore in the after hold. Some of the copper ore had been stowed three or four days, and some of it Avas put in only the evening before. In the case at Sydney the fire broke out about a Aveek or ten days after the reception of the copper ore. The Avind, when I cast off from the pier, Avas south-Avest, and there AA^as an awkward swell on, Avhich made it extremely difficult for the carpenters to work. There has been no drunkenness on board the Result, and the creAv haA r e not made any complaint. I knoAv the ship Avas insured last year, but I do not know whether she was or not this year. I haA r e not had occasion to find fault with any of the creAv since leaA-ing- London, and-they were well fed, and in receipt of high wages— L3 10s a month.

To the Jury — I know from my own personal knowledge that the cargo was stowed as I have stoted. There were no means of communication between the cuddy and below. As near ' as I can recollect, it was about two o'clock when I cast off from the pier, and the ship took the ground about three o'clock, or a quarter past. Ido not think the copper ore was covered with the water until the lightening of the vessel brought her on a more level keel. The ship was drawing about 14ft Gin aft and 17ft Bin forward. The decks aft were perfectly cool for a long time after the fire was discovered. The bags of bark appeared to be in very good order when shipped. I am a loser to a very considerable extent by the fire. The crew could not get below without lifting the hatches. My personal property on board was not insured as far as I know ; that is, it has not been insured by niQ. Before leaving England, however, my wife asked me if she should insure it, and I answered, " Yes." An insurance may have been effected by her, but 1 do not know whether it is so or not. The bark and ore that were together were in the after part of the ship ; and from what I could see of the fire I believe that it originated in the fore end. The smoke Avas much more dense forward than aft, and the fore part of the ship Avas enveloped in flames some time before the fire extended aft. The foremast Avas burning nearly two hours before the other two masts were touched by the fire. I belieA'e the fire to have originated between decks, otherwise the quantity of water pumped in must have put it out. The only cargo between decks Avas the bark, ready for stowing- below, and it had been there from eight to ten days. Our own men Avere discharging, and Franklyn's (the stevedore's) men A^ere loading. The liquor Avas stowed in the loAver hold. Every care was taken to prevent men smoking below.

John Charles Felgate, late chief officer of the Result, said — At six o'clock on the evening of the 10th instant I saw that the hatches were secured and everything in proper order. I was down in the hold several times during that day, and the last time at three o'clock. The second and fourth officers and some of the crew were also below. I saw no 'one "smoking. It was about half-pa«t ten o'clock when I went to bed.The quartermaster, Fiford, called me up at midnight, and told me there was smoke issuing from the fore-hatch. I turned out immediately, and on goingforward saw smoke rising through the deck. Every possible exertion was made to save the ship. There had been no drunkenness on board, and none of the crew had made auy complaint. No lights were used in the hold that day. The bark was put on board dry, and in very good condition. I believe the fire originated in the fore between decks. It is usual for the Customs officer to seal the hatches when we knock off' work at six o'clock. I don't know whether this was done on the 10 th instant, or not. The bulk of the liquor was stowed in casks in the lower fore -hold. The crew could have got bolow by taking the hatches off; but the hatches were all right when the fire was discovered, and the sailors were perfectly sober. The oakum was^stored in the carpenter's locker between-decks, near the foremast, and the carpenter had been using some of it during the day, but I do not know whether he had been at the locker that day for it, as he had a stock out. There had been no police cases in connection with the. ship. No entry was made in the logbook, which is kept by me, to the effect that an officer had been below in the evening to see that every light was put out. lam now aware for the first time, that the 28th clause of the Port and Harbor Regulations says this should bs done. Lights were not txsed below. The second officer was responsible for everything below being correct when work was knocked off in the evening.

Win. Kay Mitchell, captain of the Star of Peace, now lying at the Railway Pier, remembered the Result taking fire, on the night of the 10th inst. lie was satisfied that Captain Stewart and his officers did everything that could be done to save the vessel. On going on board, about a quarter-past twelve o'clock, he saw a solid mass of fire in the 'tween decks forward, on the starboard bow. This was an uncommon place for a five to break out in on board ship. He saw the fire by looking down the fore-hatch. It was a solid mass, apparently just below the windlass beam, or a little more forward. He believed the fire originated in the 'tween decks. He had seen copper ore take fire from spontaneous combustion, and also sawdust, Avhich. resembled ground bark. John C: Ferguson, master of the ship Sarah Grice, lying at the Railway Pier, was of opinion that every exertion was made by Captain Stewart and his crew to put out the fire. The fire was right under the fore-hatch, and to the best of his belief in the 'tween decks. The second officer of the Sarah Grice tried to get below, but the smoke was too much for him. At the commencement of the fire there was no smell but thac of burning bark. The engine of the Sarah Grice was a double-acting-one, and it was in use for nearly three hours and a half. There must have been 250 tons of water in the ship when she left the pier, a little before four o'clock. The ship was at that time so much by the head that she would not answer her helm. Walter Ncwcomb, late second officer of the Result, deposed that he was in charge of the hold on the 10th instant. It was his duty to see everything received or discharged. The only cargo taken in that day consisted of copper ore. The wattle - bark was taken in eight or nine days previously. lie was down below all day on the 10th inst., and men were working in the fore-hold, stowing copper ore. Lights were not used, and there was no smoking. The hatches were not sealed at six o'clock, but the Customs officer might have come afterwards. It was not customary to lock the hatches. It was wet weather at the time the bark was taken on board, but the work was discontinued while the rain was falling, and the bark did not receive more than a few rain-drops. When witness first saw the fire it appeared to be under the combings, on the starboaid side of the fore-hatchway. The 'tween decks were quite dry.

Thomas Fiford, late quartermaster on board the Result, said he was in charge of the watch from eight o'clock until twelve o'clock on the night of the 10th inst. He did not see anyone go below during that time Several of the crew left the ship to go ashore, and returned, but no strangers came on board. As he went forward to strike eight bells at midnight, and passed the foremast on the starboard side, he smelt wood burning. He struck the bell, and went aft as far as the boatswain's berth, and then went forward again to sec that all was safe. He still smelt wood burning, and passed round to the port side, when he felt it much stronger, and in looking about for fire he discovered smoke arising out of the chain -pipe. He lifted the hatch cover, and the .smoke came right up into his face. He then called up William Patterson, the other quartermaster, and told him lie was afraid the ship was on fire. They both went forward and saw the smoke, and the alarm of fire was then given through the ship. About four minutes elapsed between the time witness fh\st saw the smoke and that at which Le called the officers.

The enquiry was then adjourned until Wednesday, at 2 o'clock, there being several more witnesses to be examined.

The adjourned enquiry into the origin of the fire which destroyed the Result, was concluded on the 17th instant. Several further witnesses were examined, but their testimony did not throw any fresh light on the affair. A. C. Franklyn, a stevedore, employed stowing cargo on board the vessel, stated that the bark was in good condition when stowed away. John Gall, foreman under the last witness, deposed that the sailors could get to the grog- by going down the fore-hatch. R. W. Ceruthy, Customs officer, said he sealed •the hatches of the Result at half- past six o'clock on the evening of the lOih instant, excepting the fore-hatches, none of which were sealed, because he considered the cargo beneath them was not of a nature requiring such protection. He used a poiier to seal the hatches. On pointing out one or two bags of bark that were wet, the second officer had them laid aside. James YVhitcher, senior-con-stable in the water police, and Thomas Campbell, assistant harbor-master, deposed to the assistance given by them on receiving the alarm of fire. The latter said it was not his custom to examine the logbooks of ships to see if entries were made every night of the lights having been duly extinguished. Captain Stewart, the master of the Result, being recalled, stated that some cases of boots discharged from the ship had been found short, and that while the vessel lay at the pier, about a fortnight before the fire, one man who had broken into a ease of brandy, was removed from the hold in a diginken state. He did not believe that the *crew could gain access to the spirits by the fore hatch. A specimen of the copper ore stowed in the Result, which had been subjected to the action of fire was shown to the jury, and it was found that it emitted a very slight sulphurous smell. The jury, after a deliberation of about twenty minutes, returned the following verdict : — "That the ship Result was discovered to be on

fire at midnight on the 10th October, and was eventually destroyed by fire ; that the fire originated in the fore part of the ship ; and that by what means the vessel took fire there is no evidence to show."