THE TRIUMPH ENQUIRY.

Ashburton Guardian, Volume V, Issue 1032, 22 December 1883, Page 2

THE TRIUMPH ENQUIRY.

After the midday adjournment yesterday, Captain Bruthertou was the first witness called. The following are the salient portions of his evidence: —Sailed from Auckland on the 29th November, 1883, at 8 p.m. The tide was just after high water; the weather ca'm and atmosphere clear; the wind about S.S.E., light, and sea smooth. The casualty occurred at 10 p. m. on the same day. The tide then was at third ebb; weather fine; wind still S. S. E., light, sea smooth. The vessel is totally lost, but I do not know the value of the ship or the amount of insurance on her, or freight or cargo. Part of the cirgo has been lost, but I do not know its value. The vessel was supplied with requisite charts, and bu ys on and off shore were distinctly marked. I had the Ad niialty chart and five compasses The standard compass was on the bridge The ship was last swung on 23rd September this year, in London. Her iron cargo would affect the compasses. The last land mark I saw was Tiritiri light, about ten o’clock. The lead was not hove. We were steering for the light about two points on thi port bow. There were no measures taken to avoid stranding, as wo did not know we were going to be wrecked until we were on the rocks I heard what the pilot Burgess said about the breaking of the telegraph. I did not take any steps to have it repaired at that time. Tin Engineer said he could not fix it that night, but he would turn to and do it at daylight next morning. 1 remained on the upper bridge with the pilot going down th) harbor. Then L went down into the cabin to fill up his certificate. Before leaving he told me to steam north-east by north for Colville, or steer up for Tiritiri, and then make a course for Colville north-iast half by north. 1 think I did not consult the chart at this time. The chart was spread on the table on the wheel house on the lower brilge. I saw there were no difficulties nor d ingers ; nothing on the road at all; I had informed myself of the tides and currents I was likely to get in the gulf, and ascertained that there was nothing to be dreaded at all; the pilot gave me the alternative courses, and if I kept outside of the Shear rock I would have been clear of all danger ; I knew the distance to Tiritiri, and the rate at which the vessel was travelling ; if I had altered the vessel’s course a little before she went ashore she would not have gone ashore. I brought the vessel into the Auckland harbor. Coming through that passage I consulted my chart, and then came in during the daylight, and was aware that there were no dangers in my road. In either of those courses there were no or intricacies of navigation. After the pilot left us I ordered the engines full speed ahead, and told the quarter-master to keep the light broad on the port bow. I went about half-way up the ladder, and then went down again and looked at the chart to see that there was nothing iu the way. I knew about the time it would take me to get abreast of the island. The quarer-maater at the wheel was Thomas Casement. I sent the second mate below after the pilot left us, and then employed myself walking about the bridge. The second mate had taken charge when the pilot left the bridge, and I took charge from the second mate. Wheiu the pilot went away I saw the vessel approaching the light, but I did not see the land be cause I was asleep, and there was no chair on the bridge to sit down. I was in a standing position and leaning against the rail. My last recollection that night before the ship struck was that I was speaking to Thomson, a passenger, on the bridge. I spoke to the mate about halfpast nine. Ispjke to a passenger a few. minutes after 1 spoke to the mate. I was not asleep from half-past nine till the vessel struck. I was talking to a passenger about a quarter of an hour after I spoke to the mate ; 1 left him and walked to the port side of the bridge It was usual for the passengers to be on the bridge in the Triumph. We did not carry first class passengers, and the second class passengers had the use of the bridge. 1 could not say the time when I left. I am not in the habit of going to sleep oq the bridge in that way. Ido not know if the shock woke mo, or if I woke myself, but when I woke 1 said *■ Hard a-port; ” I could not say if we were then on the reef or not, but we must have been on the reef I shouted the order “ Full speed a-sterr,” and someone carried it to the engineroom. I had no one stationed to carry the orders, and I had previously told the mate that as there was nothing in the way, there was no oocasion to keep a man there, Immediately before she struck I did not hear anyone call out “ Harda-port " fro u the after part of the ship, nor from the look-out on the forecastle. The mar* at the wheel came out with me from Home ; ho has borne a good character in the

ship. When I gave the orJer “ Hard a-port ” I did not notice if he was asleep. Be wig not asleep |The dist noe between him and myself was about sixteen or eighteen feet. It was his duty to have called me if he saw I was asleep ; I was standing with my back to the man at the wheel. Ido not reproach him for not having called me. There was no use then, after it was done. I don’t know of my own knowledge how the chief and second officers were engaged from the time the pilot left. I could not see the look-out on the bridge, but he was a reliable man, whom we had brought out with us. It might be true, as stated by two men that I was walking on the bridge ten minutes before the vessel struck. There was not necessarily the time to alter the vessel’s course. If I had altered the course a minute before we would not ha e struck. The course from Tiritiri was surer, because it was a shorter course from Tory than from Rangitoto. If the compasses are out a little bn a short course it does not make so much difference as on a long one. We would have been about a mile and a half from the island ten minutes before she struck. I do not believe I was awake ten minutes before 1 she struck. I might have been walking on the bridge and still as'eep. There have been such cases. I felt drowsy when I went on the bridge. 1 did not take the precaution of having some one on the bridge with me." The officers were all busy. 1 shipped several men here, but I don’t know whether they knew the course. It was not my intention to pass the island before I altered my course but to get abreast of it. After the ship struck, and I realised my position, I kept the engines going full speed astern, and took soundings, and ascertained at the same time how much of the ship was hanging on t' e reef. I did everything I considered best according to my own judgment and the judgment of others to get the vessel off. When I left the wha f I considered the crew were in a fit state to go on a voyage. Only two of them were a little the worse for liquor ; 1 heard about one of my original hands falling overboard ; I attribute my sleeping to over-fatigue ; I had been suffering from (neuralgia for some time, and c mid get little sleep ; besides that I had been up at four o’clock ; I had a glass of champagne about twelve in the day, some claret Jand lemonade about four, and a glass of brandy with the pilot after leaving the Shipping Office. Ido not think that had anything to do with my drowsi ness ; that would not affect me Some of the passengers (were down to see me off. They regretted they were unable to present me with a testimonial then, but have done so since, I have not been entertained at a banquet; when the testimonial was presented several bottles of champagne were drunk, but nothing on that night. I heard the pilot say one of my friends wont over the side thq worse fo.liquor. I believe that was so ; part ct that liquor, I believe, he got ou my ship. I had some immigrants for Wellington ; they were transhipped to the Manapouri because the fittings had to be pulled down to get the cargo out. The charterers were at the expense of this transhipment of immigrants, and the reason given for this transhipment is the only one I know of. After getting out the cargo we thought it would be more expensive to p it up fittings and engage fresh cooks and attendants who had only been engaged for Auckland than to pay passages by the Manapouri. I had instructions to start when the cargo was all in.

Replying to a question whether ha thought it a judicious thing to start at such an hour when himself and the crew were knocked up, the witness said he had simply to obey orders. Ho did not ask for any grace. The witness continued —I have been a master for six years. Have not hid a casualty be'ore, but have collided with ice I know a Captain Brotherton (my brother) who lost a ship (British Star) on the Maccassar reef. By Mr Button -1 know the vessel was insured, and have heard there was LIO,OOO at Lloyds, but 1 don’t know about nay other. I myself have no interest or share in the ship, either directly or indirectly, and the only explanation I can give of th a cause of this casualty is that being overtired I went to sleep on the bridge. The light was not shining on the ship’s deck wiien she struck, and when she was ashore there was uo light from the house on to the ship. We could see a light which was about 30ft above us.

[bt telegraph.] Auckland, To-day. Captain Brotherton, in reply to questiona by Mr Hesketh, aaid: I was suffering from neuralgia before and after my arrival in Auckland, and consulted the doctor of the ship, who prescribed for me. .Neuralgia affected the right side of my head and face, and I was affected the night before I went to sea, and part of the morning of that day. I had little sleep during the time I was in port—from Monday till i hursday—and I felt the want of it. I got up at half-past four on the morning of the 26th to shift the ship round under the crane to get two large boilers out, and worked at that until twelve o’clock, up to which time I was engaged running about to the shipping office and other offices until six o’clock. I had no drink when the pilot left. I was asked to take a drink when the pilot was leaving me, but 1 refused. After the pilot left 1 went on the bridge and relieved the second mate, and from that until the ship struck I never left the bridge, and lam able to tell no more than that. Some time after speaking to the mate and passengers I fell asleep. There was no jollification with my friends on board, and except when I went to look at the chart and write a corticate, I never left the bridge. The sole cause of my going to sleep was exhaustion. It never before happened to me, but I have known it occur to others. It cannot in any way, directly or indirectly benefit me to lose this ship, and cannot in any way benefit my owners as far [as I am able to tell. The ship was a vpry strong ship ; she was built at a cheap rate : s iron was cheap when she was contracted for, and rose afterwards. There was a disturbance with the builders on this account, and they wanted more money. I believe she cost L 40,000, but the owners had been offered LIO,OCO on their bargain before she was launched. I do not know what insurances are on the vessel, except the LIO,OOO in Lloyd’s. I do not believe she is insured to her full value. Later. At the enquiry to-day Captain Brotherton deposed that the second officer was not with him on the bridge. Three officers and all the men were on the deck clearing up. Robert Thompson, a passenger, testified that he was on the bridge with the captain ten minutes before the ship struck. He also dozed off on the bridge on his feet, holding by the rail. He was perfectly sober, and so was the captain.