THE OFFICIAL INQUIRY.

Globe, Volume VIII, Issue 908, 23 May 1877, Page 3

THE OFFICIAL INQUIRY.

[Special Message to " The Press."] Wellington, May 22. The following is the finding of the Court of the Court of Inquiry as to the wreck of the Ocean Mail: — " We find and beg to report to the Hon. the Postmaster-General of New Zealand as follows:—1. That the official number of said ship called the Ocean Mail is 60971, of which John Watson is master, who holds a certificate of competency, and which ship belonged to John Patton the younger, 22, Leadenhall street, city of London, shipowner. 2. Thai the loss or damage herein more particularly mentioned happened on the 21st day of March, 1877, at about four o'clock in the morning on the French reef, near Matorakau, Chatham Islands, colony of New Zealand. 3. That the loss or damage appears by the evidence to have been caused by stranding. 4. That the nature of the damage done was total wreck. That the vessel was insured (not known) ; that the Ocean Mail is full rigged ; her port of register London; her registered tonnage 1039 3-100 ; that no lives were lost through the wreck ; and that the said Justices of the Peace and Resident Magistrate further state our opinion on the matter aforesaid to be as follows: —That the ship Ocean Mail was wrecked on the French reef, near Matarakau, Chatham Island, on the morning of Wednesday, the 21st of March, 1877, partly on account of an error in the compasses (which had not been corrected for deviation since last August twelve months), and also on account of gross negligence on the part of her master, John Watson, in not having used any available means for ascertaining the position of the vessel, by keeping the log going during the trip from Wellington, which precaution it has been proved by evidence to have been totally neglected. It is further proved that (in consequence of the cloudy state of the weather) sights were obtained only once, namely, on the day after her departure from Wellington. On that account her course was worked by dead reckoning only, which, by the negligence of the captain and his officers, namely, first, second, and third mates, was entirely guess work. The Court, however, takes into consideration the fact that the Chatham Islands, as laid down in Imray's chart (the one used by Captain Watson) differs from that made by Mr P. Smith, one of the New Zealand Government surveyors, by about thirteen miles in longitude, and one mile in latitude. The correctness of the position of the island, as laid down by Mr Smith, has been verified by observations made by the American Transit party in 1874, and by Mr Demiys, navigating lieutenant on board H. M. Sapphire, in February, 1877. The Court is of opinion that had the chart used by Captain Watson been correct, the ship Ocean Mail might possibly have cleared the island, but that supposition does not exonerate Captain Watson or his officers of gross negligence in never having used the reel or patent log during the voyage. As above stated, the sentence of the Court is, that the certificate of Captain Watson be suspended for the term of nine months from the present date, that the certificate of Greorge Archibald Johnson and Alexander Caiman be suspended for six months from the present date; and that the district constable be instructed to take proceedings against Alexander Caiman, William Morrison, and Edwin Tregillus. " Note. —Irnray and Smith's Charts.—On examination of the two charts by the nautical assessor, Mr Morgan, it was found that there was a variation of thirteen miles between them as to the position of the Chatham Islands, taking the northernmost portion of the island, being thirteen miles to the eastward as laid down in Imray's jchart, and one mile different in the latitude further north than Imray's. Smith's chart lias been used by all traders to the Chatham Islands for five years past. Observations were made by Mr Deimys, navigating lieutenant of 11.M.5. Sapphire, which proved that the island was about twelve miles wrong by the chart on board the Sapphire, and that Mr Smith's chart, as referred to above, was quite correct. The document now lies in the R.M. Court, Waitangi." THE EVIDENCE. John Watson—l am master of the ship Ocean Mail. I left Wellington on Friday, the 16th March, 1877, steering S.E., with the wind N.W. Saturday continued the same cloudy weather. Grot sights. Sunday the wind sliifted to the S.S.E. and S.E. to S. variable winds. On Monday tacked to the southward for about nine hours, the wind hauled more southerly ; still cloudy weather ; no sights. Tuesday the same. Wind from S. to S.E. Still cloudy and no sights. At noon, by dead reckoning on Tuesday, I was in latitude 43deg. 45min. south; long. 177 deg. 16min. west. Found I was in the vicinity of the Chatham Islands, and gave strict orders to keep a good lookout for land, and took the officers down and showed them the position on the chart by dead reckoning. During the day the wind freshened up, S.S.E. variable, Took in all small Bails arid

fore and ruizen top-gallant sails. At noon set in rain. About five in the evening thick cloudy weather, the wind freshening up to a gale. At 3 o'clock gave the officers strict orders to keep a strict look-out for land. Between eight and twelve took in everything but the three lower topsails, foresails and foretopmast staysail. We blew away the outer jib in hauling it down. At two o'clock hauled the foresail up. Nothing occurred until half-past three, when the third mate came to my stateroom, and reported land right abend. Blowing hard, heavy rain. I immediately went on deck; ,on looking at the land I thought it was a squall rising. Found myself in smooth water. I backed the foreyard, and tried to wear the ship round to the northward. Finding the ship would not go, and, seeing a reef ahead witli the sea" breaking over it, I set all sails and tried to gojto leeward of them, but immediately after that she struck. During this time I had the lead lines out. The mate and third mate took soundings round the vessel. Sounded three fathoms of water. Ordered the carpenter to attend the pump and report, and the sailmaker to see and get the boats adrift. At 10 a.m. sent the first boat ashore l.with passengers, and as much stores as she could carry. Put other two boats out, and kept them going throughout the day. At same time, 10 a.m., sounded the pump and found 15ft. water. On finding that quantity of water, I saw there was no hope of saving the ship, neither would it have been safe for anyone to remain on board. I sent boat sails with the boats for the accommodation of the crew and passengers through the surf. We struck about halfpast iixc, and I landed at 6 p.m. on Wednesday (same day), everyone being landed in safety. Thursday, 22nd, surf too heavy, could not go off to the ship. Friday, 23rd, sent a boat off, and got a few stores. Could do no good, the surf breaking oyer the ship. Saturday, 24th, called a survey on the ship, and managed to get off. The ship was pronounced by the surveyors to bo a total wreck, and was strongly advised to be sold ifor the benefit of all concerned. At the same time with my crew tried to commence stripping, but found it useless, as we could not land the sails, spars, or gear through the surf. Sunday 25th—Surf too heavy. Could not get off to ship, Monday 26th — Sold ship and cargo separately, handing crew over to the Bcsident Magistrate. By the nautical assessor: I had the lead going before the ship struck. I found three and a half fathoms. I backed the foreyard to turn the ship round to the northward to put her out to sea. In wearing off she drifted down on the reef. My chart is one of Imray and Sons, of 1875. I had no sheet chart of the island (chart produced in Court). By the Com't: The log was used every two hours ; the patent log was used when the thick weather commenced. The last observation we were enabled to take was on Saturday the 17th. By my own judgment and by the dead reckoning I supposed myself to be about twenty miles to the northward of the Chatham Islands at the time we struck.

George Archibald Johnson—l am chief mate of the ship Ocean Mail. We sailed from Wellington on Friday, the 16th March. Wind light, from N.W; fine weather. Took departure from Pencarrow Lighthouse on Saturday, 17th. Light winds that day; nearly calm at night. Sunday, 18th; wind light from N.W., averaging about five knots. At 6 a.m. a change of wind to S. by E.; at 9 a.m. it hauled round to S.S.E. From';, that time we had southerly winds till the time we struck. Tuesday, 20th, cloudy weather; wind moderate, from S.S.E., with light rain. At 7 p.m. on Tuesday, took in royals, skysail, and flying jib; wind still S.S.E. Midnight, moderate breeze, with cloudy weather. At 6 a.m. set all sail; at 10 a.m. took in royals, skysails, fore and mizen top-gallant-sails. No sight that day, weather cloudy. 21st, moderate light wind from the southward, accompanied with heavy rain; 11 p.m. caught aback by the lee wind hauling suddenly to S.E. Brought ship again on the starboard tack, and took in mizzentop-gallant sails, hauled up cross jack, wind freshening to a gale. Called all hands; furled fore and maintop-gallant sails and mainsail. Very thick weather, with heavy rain. Man on the mainyard reported, " Have seen a vessel bottom upwards." 2 a.m. —Wind S.W.; called all hands up; furled fore, main, and mizzen upper topsails, and cross-jack; hauled the foresail up in the gear, and outer jib down. Blowing a heavy gale, accompanied with heavy ruin and thick weather. At 3.30 a.m., in the second mate's watch, the man on the look-out drew the third officer's attention to what appeared to bo a squall rising, when the order was given to put the helm up. The captain, myself, and all hands were called to back the yards, finding the ship in smooth water, and close to land. The ship did not go astern, so Captain Watson ordered the headyards to be filled to try and pass between the land and the reef on her lee. Five minutes afterwards she struck heavily, and, after forging ahead, she became embedded on solid rock, the continuation of the reef between Matakaru and Tuapeka Points, Chatham Islands. Sounded pumps, and found five feet water in the hold. Lowered the life-boat. The third officer, Mr Morrison, landed passengers and some few articles of luggage and stores. Got out two more boats and commenced landing stores, effects, &0., all day, till the surf became so heavy he could not go off again. Thursday, 22nd—Surf too heavy to allow boats to go off. Tried, and the sea threw an A.B. overboard, who narrowly escaped drowning. Friday, 23rd —Got one boat on board, but saved nothing but a few stores. Captain Watson living at Ritchie's (Kangaroa). Saturday, 24th—The second officer went off to the wreck and brought some moveables on shore. 3 p.m. The captain, Mrs Akcrley, Mr Jacobs (purser), the second mate and myself, and four of the crew, reached the ship, made a survey, unbent foretopmast staysail and foresail, brought the former and about fifty fathoms 4iin. rope on shore. Sunday —Wind SW.,lheavy surf rolling on the beach. Monday 26th —Sale of wreck. Crew handed over to Mr Deighton, resident magistrate, having declared crew off payment of wages. By Nautical Assessor—Close to 4 a.m., when I was called on deck, I saw something like a white mist, which I took to be a squall rising. Went below on the night of the 21st at shortly after midnight. There was a heavy sea on at the time.

The Court then adjourned till 10 a.m. March 28th. Alexander Caiman—l am second mate ot the ship Ocean Mail. I have been second mate of the ship Ocean Mail seven months. We left Wellington on the 16th March (Friday). We had fair wind from Wellington, the wind N.W. or N. Same wind next day. Saturday, the wind then hauled round to the S.E, not very steady, varying live or six points; |Sun.daj4fhe same. Monday the wind

I still ahead. Tuesday I think we tacked. Wind S.E. She began to edge up to her course from 3 to 4 a.m. About 4 a.m. she was standing her course, E.S.E. by the wheel compass, and S.E. by the standard compass. It was my watch on dock. It was blowing hard with heavy rain. We had three lower top sails and foretopmast staysail set. I did not take particular notice whether the water was rough or not, as I was busy taking in sail. We took in the upper topsails about 2 a.m. I did not report the freshening of the wind to any of the superior officers, having pi'eviously called Mr Johnston about 2 a.m. There were eight hands in my watch, and three boys. Just before the bell struck 4 a.m., land was reported in sight by the third officer, who was in my watch. I immediately put the helm hard up, and backed the foreyard. The wind was at this time off the land. I did this with the object of wearing the ship. The ship having way on her I thought it more advisable to put the helm hard up, as I did not think we had room to go about on the other tack. Upon putting up the helm and the yard back, I told the third mate to call the captain, who came on deck directly. He immediately set sail. The ship struck directly I had backed the foreyard. She paid off after backing the foreyard and moved a little. She moved further out when the sails were set and began to draw, and finally settled on the rocks, where she now lies. We did not any break on the reef till daylight. I saw the tops of the rocks occasionally at daylight. The captain still tried to force her over the rocks by setting all the sail he could. The pumps were sounded, but. there was no water at first. About an hour after she struck the first report I heard was two or three inches. I did not hear much after this, as I was too busy working. Finding we could do nothing with the ship we cleared the boats away. We landed three —namely, two life boats and a square-sterned boat. We landed luggage for the most part, and provisions. I can only account for our being so much out of our course by having had only dead reckoning to depend upon, not having been able to take any sights since the day after we left Wellington. The captain showed me our position on the chart the night before we struck. I do not remember the latitude and longitude at the time. We had a patent log and a reel log on board. We hove the reel log every two hours. The patent log was over about six or seven p.m. the evening before we struck. We struck at four a.m. the following morning. The weather was generally cloudy during the trip from Wellington. By the Nautical Assessor—l did not notice the water getting smooth from 2 to 4 a.m., I was so busy talcing in sail. The captain was on deck frequently during my watch. When we saw the* land we hove the lead. Just before we struck we found three and a-half fathoms. I gave the order to heave the lead. It was five or six minutes after land was reported in sight that we struck. The night was very dark and thick. It is the duty of the officers of the watch to heave the log, which was done as a rule every three hours during the trip from Wellington. It is customary only during thick weather, or when the ship is supposed to be near land, to keep the patent log overboard. I have never been in a vessel wbere the patent log is continually used. When the ship is supposed to be near land it is customary to keep the patent log out as it is supposed to be more correct than the reel log. I have been in a steamboat where the log was continually kept out. The captain gave orders to launch the boats. The captain remained on board till evening on the day we struck. We struck at 4 a.m. The captain landed about 6 p.m. I was getting the provisions and tilings on shore during the day. I was in the captain's cabin during the day. He was sober as far as I knew. After lie landed I saw him. He was sober as far as I know. He was in a very excited state about the ship. I hove the log every two hours during my watch on deck during the trip from Wellington, by orders received from the captain, but I might have missed doing so occasionally. When the log was not thrown the distances were inserted from judgment. I know who held the log-reel when I hove it on Tuesday midnight watch. Tregillus, the third mate, held the glass. It was about two oi* after two a.m. that I hove the log. The log-reel was kept in its bracket on the pooprail on the port side. There was only one reel kept on the poop. I have not seen the log reel in the lazarette. Oeorgc Archibald Johnson, on his former oath, said —The reel log was not hove during the trip from Wellington in my watch. I was getting it ready to heave on one occasion but I was called away. I generally went below, consequently I do not know how often it was thrown by any other officer. I could rely upon what rate she was going at by looking over the side, which I found was pretty correct from the first sight I had. Unless we got orders to the contrary it was optional on our parts, as mates of the vessel, to heave the log or not. I do not remember seeing the patent log hove at any time. There was only one patent log on board. Only one sight was taken from Wellington to the Chatham Islands. The day after we left Wellington the captain went on board the Avalanche to arrange about dipping the flags to compare the chronometers. In my logbook the rate of the ship, as mentioned in the book, is copied from the log-slate at noon every day. As far as my own watches were concerned, the rates were entered according to my judgment as to the rate the ship was going through the water. I received no orders from the captain respecting the heaving of the log. It was left entirely to my own discretion. I could not say what the captain was doing the time between 4 a.m. and 6 p.m. on the day we struck, being busy myself at the boats to and from the ship. I saw the captain each time I went off. The captain was not sober when he landed. I could not swear that lie was sober when I saw him on board. I think I gave the orders for lowering the boats in the first instance, after having received orders from the captain. As far as I could see, the captain was sober at the time. When I was speaking about getting the log re-measured in Wellington, the second mate told me that the captain did not believe in' heaving the log. To my knowledge, the reel was never used during the trip from Wellington. I never saw the log-reel during the trip.