FIRE IN WOOL.

Gisborne Times, Volume XXIV, Issue 1801, 6 July 1906, Page 2

FIRE IN WOOL.

THE PREMIER’S STATEMENT,

A COMMISSION TO HE APPOINTED.

(Pen Pre«« Ajsoclatlon.) Wellington, last Digh;

Questioned this evening by a New Zealand Times reporter as to wlxat the Government proposed to do regarding tires on wool ships, the Premier, Mr HallJones, pointed out that in the Shipping and Seamens Act, 1903, the Government had already made it a penal offence to ship wool, flax, tow, or skins out of New Zealand “ in such a condition from dampness or otherwise as to be liable to spontaneous combustion. - ’ The Premier said the section threw the onus on the shipper of seeing that the produce is shipped in a proper condition The difficulty was to get at the person responsible " J'or shipping the pro* duce wet or damp, whether it was the up country wool scouring works or the station, or the agent in the town who was responsible, It had been suggested that some produce might become damp while being put on board through slightly rainy weather, but as the wool was so closely pressed he bad concluded that it was in the making up of the bales that the trouble arose. They had an inquiry in 1901 when the Waimate caught fire in Napier roadstead. It was there found that the fire broke out among the flax. In 1902 the Jessie Osborne, lyiDg at the Welliogton wharf, caught fire in the vicinity of the wool and flax, and there was not sufficient evidence to prove in which part the fire originated. Laet year the Turakina -»**aht fire at Wellington wharf, again among the wool »ad again it was not dear whioh description or fire started in. No doubt both classes of produce were dangerous if shipped in a damp or wot condition. It was a strange thing that we did not hear of so many oaseß of fire in the days when the produce went home in Bailing ships. Whether this was owing to the great quantity now handled, or to the more hasty way of preparing the produce for shipment, it was diffioult to say. The first consideration was for the safety of human life; the seeond was the safety of the ship, hereargo and its quality. Either wool or flax stored in a damp condition, whether through bad handling or otherwise, was an injury to our oversea trade. Another question was how to meet the difficulty, as be met it

must. There seemed to be two ways. One was for the underwriters to arrange for inspection, as he believed they did formerly ; the other way wbb for tbs Government to appoint inspectors for the purpose. Before deciding the point he would like to have some further information as to where it iB necessary to make the most stringent inspection to assure that every preoqution is taken to prevent acoideDts. What he proposed to do was to submit to his oolleaguos his opinion that a Royal Commission should b 9 set up to thoroughly inquire into the whole matter. It might be taken for granted that this would be done. Tho section partially quoted above goes on to say that every person wbo ships such produce commits a crime unless he proves that be took all reasonable means before shipping any wool, flax, tow. or ekins to asoertain whether they were in such a condition as not to be liable to spontaneous combustion.

In reply to a question, the Premier said the Court would have to judge wbo was the shipper, whether (he shipper was tbo agent at the port who was aotually engaged in Bending the wool on to the ship, or the person to whom tho wool belonged.

11 Has a ease ever oome before the Court ?”

“ No,” answered the Premier. “My objeot in holding an inquiry is to try to sheet it home to some one, and if I oonld get sufficient evidence I should not heai~ tate to institute a proseoution against any person who oaused damp wool or flax to bo shipped The Court will have to judge as to what is ' reasonable means.’ ”