WRECK OF THE AWARUA.

Gisborne Times, Volume XXV, Issue 2014, 25 February 1907, Page 4

WRECK OF THE AWARUA.

NAUTICAL INQUIRY. A DUAL COMMAND: CAPTAIN AND A.B.

Tho nautical inquiry into tlio circumstances attending tlio loss of tlio Qovonport Forry Company's p.s. Awiirua, on a roof off Kauri Mountain, about live milos north of Wliangaroi Hoads, on tho Cth inst., was hold at Auckland, before Mr. O. ( Kettle, S.M., and Captains George McKenzie and Alox. Campbell, assessors, Mr. S. Mays appeared for tho Marino Dopartinont, and the Collector of Customs (Mr. John Mills) and Mr. M. G. McGregor for Captain McLean (master of the vessel). Mr. Alex. Alison was present for the Forry Company, Captain Fleming, local superintendent of mercantile marine, was also present. ■ Mr. Mays, in opening the proceedings, said' that one rather significant fact was that the master, Captain McLean, appeared to bo only nominally so, and it would seem, i fact 1 , that lie took all his orders from an A.B. With regard to tlio alleged uncharted rock, it was known among nautical men as tlio Fanny Kelly rock, A boat of that name was wrecked there 20 years ago, but the wreck chart of that year he had not boon able to find. Capt. Fleming had no knowledge of any previous wreck on the rock in question, but probably they would have some record of it in Wellington. Mr. Kettle: Well, if there was a wreck on this rock it should certainly appear in the “Pilot.” Can you account for iff not being marked in the “Pilot?”—No, I cannot. As far as I am concerned, I have to report to headquarters when a wreck occurs and where. Laughlin Alox. McLean, master of tho Awarua, produced a Now Zealand certificate of competency. Tho Awarua, ho said, after calling at Great Barrier ports, proceeded to Kauri Mountain for logs, passing Wliangarei Heads about 12 mid-day on the 6th inst. Tho vessel struck about 1 p.m. Weather was clear and sea calm, save for a little ocean swell. The. boat was drawing about 8 foot. Ho himself was forrard at tho time, am A.B. named Leaity was at the wheel. Mr. Kettle: What were tho terms of your employment?—To act as master

In writing?—lt was understood. I was to bo absolutely responsible for the navigation. Lenity was to have charge of the raft. Were you to bo subject in any way to his orders?—Certainly not. To Mr. Mays: It was undarsviod that Loaity took over the command going in and out of port. Mr. Kettle: Oh, you did surrjidor the command sometimes? IVien do you say this would occur?—Oil, peri.aps it would he only within two or three chains of the wharf. Is that all?—And when wo went to a place to pick up a tow. But why was this?—l do not know, in loss it is that he was an old hand at rafting, and knew all these j la -os al out the coast. But why should lie take her, say, know. That was the arrangement, lip to the Railway Wharf ?—I don’t Mr. Mays: How long have you been on the const?—For 28 years, as mate, quartermaster, and in various capacities. Wore the engines going slow at the time you struck?—Yes, dead slow, about three knots. Wo were just creeping along. To Mr. Macgregor: The boat was engaged almost entirely in towing logs, and had to go into all ports of the coast. He used to consult with Leaity when approaching bays, and on the day of the wreck they had both studied the chart. The rock in question was really a sloping reef and they got' on to the point of it. To Mr. Kettle: There was a rock shown on the chart, which was really the main rock of the oiie reef, which extended some distance. Where they struck could ho noticed between the wash of tiho seas at low water. Mr. Macgregor: If you had noticed Leaity steering at all in what you considered a reckless manner, you would have intervened ?—Yes, certainly. Mr. Kettle: But you wouldn’t know; you surrendered the vessel to his superior knowledge when near the shore—But I slipuld have superseded him in such a case as is inferred. Of course, I was depending upon him, as lie had been there before, I thought at the time, although I discovered afterwards that ho had not been there. I had never been there myself. Mr. Kettle: You considered he knew more about the place than yourself ?—Y es. Hoes he get more pay than you?— I don’t know what ho gets. ' I get £2 15s a week and found. Now, what was the whole arrangement?—Well, I was told by Mr. Bushell (secretary of the company) that my name was to be registered on the articles as master, but that Leaity was to use my ticket. On what occasion?—When we were going in for timber. Including going to the wharf, taking her alongside when going in tow,and taking her into bay for timber? —Yes. And ho went on to the bridge in pursuance of that arrangement on tlio day in question?—Yes. Supposing you were not towing a raft, who was boss on board when 1 you were at sea?—l was.

,VUll truic <ll/ OU«l i X iVilO. Arc you supplied with the “Now Zealand Nautical Almanac ?” —No. We used “Brett’s Almanac” for the tide. By this it was high water at 3 p.m. that day, and Aye struck about one. George William Loaity produced an extended river service certificate. He also hold one as master of sailing vessels under 26 tons, trading between the North Capo and East Cape. The river certificate was good to within four miles of the scone o.f the wreck. His nominal position oh the boat was A.B. Ho received £3 10s per week and found. The arrangement spoken of by the captain was correct. He had had a good lot of experience on the coast. This particular trip was the first to the bay thoy wero going into. Almost fivo minutes before they struck ho gave orders to go dead slow, and asked Captain McLean to heave the lead. Ho passed the order to an A.B. In answer to Mr. Macgregor, witness said that ho had not heard of any coasters calling at this bay. The' only boat he had known to call there was the Young Bungaree. which called there about a fortnight previously.

To Mr. Ivettlo: He was hugging the coast in order to keep a look-out for the timber, but had he not known of the rock he would have followed the same course again. John Whittaker, master of the tug boat Young Dungaree, said he visited the bay about three weeks ago. He only knew the rock as it was marked on the chart, and took a similar course (explaining by means of a chart and pins) to that taken by the Awarua. It was about threequarters ebb, and lie found that lie was not allowing enough, so lie drew further out. He was drawing 9ft. 6m., and would probably have struck had the tide been at high water hiding the reef, which he could distinguish by tiie break.

Mr. Kettle: Did you report) upon the ocurrence?—l told them at the office when I got hero about ten days later that' it was a dangerous place, and that I was among the rooks before I knew it. I made no entry in the log about it. Alex. Alison, manager of the Devonport Ferry Company,- said that the Awarua was not insured, except in the company’s own funds. The arrangement spoken of with regard to the command of the vessel was

substantially correct. He rvas not sure whether the position was explained to the Collector of Customs or the Harbormaster or'Marine Superintendent. He remembered Captain Whittaker's report respecting the rock.

To Mr. Macgregor: They recognised that tlio risk in this towing traffic was great—all the boats were uninsured—and they therefore put good men in charge. The company did pot hold anyone to blame in the matter. Captain McLean (re-called) said' he was not told by anyone of the dangerous approach to the bay in question. He only received orders to

go there a few minutes before leaving the wharf.

Leaity corroborated. The Court gave the following find-

“That the Awarua struck a sunken uncharted rock off Kauri Mountain (4 or 5 miles north-west of Bream Island) on the 6th February inst., at about 1 p.m. (full tide), and shortly afterwards became a total wreck. That the circumstances under which she was so wrecked are fully, and we believe truthfully, set forth herewith. That the loss of the vessel was not due to unskilful or negligent navigation on the part ot the master or seaman Lenity, who was at the wheel directing the course and the speed, etc., of the vessel when she was wrecked.” . “We desire to draw the Hon. A fillister’s special attention to the terms and conditions, stated in the evidence upon which the master of the vessel and seaman Laiety were employed by the owners, and to the admitted fact that when the vessel struck the master had, in accordance with the terms and conditions of tis

surrendered the comniiintl of his vessel to Sounian Lenity, who wns ufc the wheel oil tho bridge steering the vessel to her anchorage. &eo See. 21 s.s. 2 of ‘Tho Shipping imil Seamen Act, 1903.’ ” Tho section referred to is as follows : Every person is liable to a fine not exceeding fifty pounds who employs a person os an oflicor, in breach of this section,( without ascertaining that the porsoii so serving is duly certificated.