NAUTICAL ENQUIRY.

Globe, Volume IX, Issue 1302, 22 May 1878, Page 3

NAUTICAL ENQUIRY.

A preliminary enquiry into the damage sustained by the barque W. C. Wentworth and brigantinea Enterprise and Omaha on Thursday last, May 16th, during the S.W. gale, was held at the Custom House, Lyttelton, on Monday and yesterday, before Alexander Rose, Esq., Collector of Customs, and Captain Worster, Nautical Assessor. The harbor master was present, and Mr H. N. Nalder watched the case on behalf of the owners of the brigantino Enterprise. David Cochrane Law, sworn, states—l am master of the W. C. Wentworth, barque, 315 5-100 registered tonnage—register produced —official No. 46139, of Newcastle, N.S.W., owned by James Cole Ellis, of Newcastle, sole owner. I know he is the sole owner. I hold a Board of Trade master's certificate of competency, No. 89008. Qn Thursday morning last, the 16th inst., about 3 a.m., I was awoke by the fury of a S.W. gale. It was blowing a perfect hurricane. I stopped on deok till 5.20 a.m., until I was relieved by the steward, who takes the watch then, when in harbour. At 5.20 I went forward ; the ropes were then all right. I refer to the mooring ropes. One of the ropes was a 9-inch tow line, nearly new Europe rope, water laid. Two parts of a 6-inch coir rope were secured to the wharf, round the pile heads. My port bow anchor was out with thirty fathoms of chain ; the chain was perfectly tight. It laid at an angle with the stern of about 17 degrees. My chain is li -inch chain. The anchor is 16 cwt., excluding the shank. I went below'about 5.20 a.m. At 6 a.m., as near as I can recollect, the steward came and sung out, " We are all adrift here." I went on deck and found the hawsers had parted. I then hove off to the anchor. I had to got a doublo ship's company to do so, because it was blowing so hard. I got assistance from the Adelphoi. Before we bc?an to heave off to our anchor the schooner Omaha was fast to our windlass bitts. I told them to heave in the chain and take the strain off, or they would be cast off. I don't know whether they were cast off. I don't know how long the Omaha had been made fast to us, nor do I know when she was made fast. I only noticed her at six in the morning. I had some trouble with the Omaha the previous Sunday, owing to his hanging on to us. I cannot say when we hove off to the buoy. It was some time during the day. I do not know the time, because I was sick. I was hurt by the tiller when the stern of my vessel struck tie Breastwq k. The water had charge when the vessel roaohed the buoy. I went below, in cons quence of being hurt, between six and seven. I cannot even tell roughly when my vessel was made secure. My vessel sustained considerable damage. I suppose it will cost £l2O to repair it. The damage done to my vessel is in the stern, the whole of which -'s more or less daniiig<i3, particularly on the port aids. 1 cannot give" a more explicit account of the damage done. I

never touched any other ship or vessel to the best of iny knowledge and belief at] the time of the casualty or aftor. It was quito dark at the time. It got bright about 6.15 that morning. I wish to state that if the Omaha had not made fast to me we should not have broken adrift. At 11 p.m. the previous night there was no Bign of the gale. I had bought a new aneroid barometer the previous day. The warps forward were made fast to the windlass ends and round the bitts, and led out through the half round. The chock in the half round came away, and the sudden jerk as tho hawßer straitened broke it. When the fury of the gale awoke me, I took the extra precaution of seeing to the security of the moorings. I consider the steward was a proper person to leave in charge of the vessel, on watch, in such a gale. The steward's name is Edward Lanceley. A customs officer came off this morning with a summons for a man named Peterson, but I told him the man had been discharged at Newcastle. My vessel was moored on the east Bide of the No. 3 or Intermediate Wharf, outside the Adelphoi. The Btern of the vessel was about 20ft. from the Breastwork. I decline to say how I was injured by the tiller. Owing to the injury sustained by mc I have had to lay in bed till yeßterday morning. There was one certificated officer on board besides myself that night and six of a crew. When I was injured and went below, I left the vessel in charge of the mate. When I left the deck the vessel was properly moored for such a gale. Before I was injured by the tiller the crew of the Adelphoi came to our assistance to heave us off. The gale had broken at about 6 a.m. Earlier in the gale we could not possibly have hauled off the buoy ; tho gale did not increase afterwards. Up to the time I finally left the deck the harbormaster was not on board, but he came several times that morning before daylight, and gave me orders from the wharf, but owing to its blowing so hard it was impossible to be certain what he said.

John McLean Cameron stated—l am Only mate of the barque W. 0. Wentworth. I hold a certificate of competency as only mate, No. 150, TS.Z. I remember the gale on Thursday last, At 5.10 a.m. on that day the vessel broke adrift from her moorings at No. 3 Wharf. When the vessel broke adrift the master was in charge of the ship. I was in bed. The steward woke me by saying the ship was drifting. I went on deck, manned the windlass, and hove in the cable till we could get no more. There were about twenty fathoms out, and we got in two or three. We got men from the Adelphoi and Cicero to assist us to heave off; this was at seven or 7.30 a.m. The captain left me in charge at about 6.30 or 7 a.m. He was hurt with Bome of the steering gear, and had to go below. He had hurt himself so that he was unfit to be on deck. We got the vessel off to the buoy about 10 a.m. The harbormaster came aboard, and had a look when we were heaving off to the buoy. The W. C. Wentworth never came into contact with any other vessel at any time that day. The Omaha was fast to us all that night, her stern-moorings being to the wharf; her starboard anchor was also down. The Omaha was fast to us by a breastline from her windlass bitts to ours. On ourselves drifting we cast off the |breastlines of the Omaha, the crew of that vessel being on deck at the time. I think the moorings of the W. C. Wentworth were good and able to hold the ship in any gale. I attribute the snapping of the mooring lines to the additional strain caused by the Omaha hanging on to us. We had, on the previous Sunday, cautioned the Omaha not to make fast to us, but to put ropes ashore. Captain Hugh McLellan, harbor master, stated —I remember the gale on Thursday last. The barque W. C. Wentworth was berthed at No. 3 Wharf at noon on April 12th. Her master, Law, being exempt, he brought her in himself. Being my dinner hour from 12 to 1 I left Mr Reid, the pilot, with instructions to see that that captain, though exempt, would drop his anchor in the proper place, which instructions were carried out. On the evening of May 15th I received a weather telegram from the meteorological officer, Wellington, stating bad weather was approaching from S.W. I at once gave instructions to masters of vessels at the wharves to secure the vessels against the gale, and more especially to those then laying at the Breastwork, viz., the Omaha and Enterprise, to heave off the Breastwork and moor their vessels against the approaching S.W. gale; this was done. At 1 a.m. on the 16th, wind being then S.E., it suddenly backed to S.W., and at 4 a.m. I went round all the wharves, it then blowing hard from S.W. I found everything secure. At 5.30 I was called by the watchman, who informed me that the Omaha and Enterprise had drifted on to the Breastwork. I immediately came to the wharf, and found the W. C. Wentworth with her stern against the Breastwork, with little damage done to her at the time. This was at 6 a.m. I spoke to the master of that vessel from the wharf, he being then standing at the wheel, asking him to heave his chain tight. He told me he had done his best, with the help of the Adelphoi's crew, but would try again, which he accordingly did. Before leaving I saw that he had run a new Manilla line from the starboard bow to the wharf, from where his warp had parted. I then went to the Omaha, and found her port quarter against the Breastwork. I met the captain and asked him if he could not heave on to his chain. Ho replied he Wad been heaving all the morning and could not get her off an inch. Ho then {asked me if there was any use in applying for the steamer. I told him yes, if ho could send a hand or go himself to Mr Cameron. I believe he wont himself. I then went to the Enterprise and asked the captain if he could not heave on his chain and bring her end on. He said he could not, as heaving his vessel astern brought her in contact with the Omaha. This was at 6 30 a.m. and it was getting light. I could then see that, what both masters had said about not being able to heave out his lino was correct, as proved afterwards, as the Enterprise's anchor was foul of the Omaha's chain, and the more strain put on the chain of the Enterprise it pulled against the Omaha, stopping the Omaha from bearing end on to the sea. This was clearly proved when the tug Titan commenced to tow the Omaha, when the anchor of the Enterprise came close up to the Omaha's hawse pipe, and the Omaha's chain had to be slipped to allow her to get clear. The Titan's tow warp having fouled her paddle wheel she was unable to return to render assistance to the Enterprise. I got the crew into the pilot boat, with men from the shore assisting, procured the loan of a Manilla warp rrorn the Wave Queen, and having had the warp made fast to the buoy, and run to the Enterprise, got all hands possible to go aboard that vessel. Another line rove through a snatch block being made fast to the end of the Serewpile Jetty, all hands on the jetty pulled on this line, and got the vessel clear of the breastwork to a berth alongside the Serewpile Jetty. My own opinion as to the cause of the W. C. Wentworth's, breaking adrift is that the half-round mooring chock on the topgallant forecastle split and parted, giving such a sudden jerk to the warp fast to the windlass ends and bitts on the port side, that the extra strain on the warp carried it away. I can see no reason to attach any blame to any one connected witli either of the three vessels, as all aboard seemed to do their best to avert the consequences of the hurricane. Before the gale I merely cautioned the masters of the Omaha and Enterprise to secure their vessels against the approaching S.W. gale by moving their vessels' heads on to the S.W. Both masters are exempt from pilotage. I gave them no detailed directions. I reported to Wellington the gale was of hurrioano force. I do not interfere with exempt except in special cases, wheye one is berthed astern of another, and then only to see the anchor is properly dropped. Before the gale_ came on after the masters had been cautioned, the W. C. Wentworth was moored alongside to the eastward of the Adelphoi, head to S.W ; the Omaha laying within to the eastward of the W. C. Wentworth, head to S.W.; the Enterprise at her own moorings t? the eastward of the Omaha, i, do not know if the Omaha Wus fast to the W. C. Wentworth by breastiines, it certainly had not heen done by any order from me if it was so. My opinion as to the cause of the Enterprise and Omaha

drifting on to the breastwork is that the strength of the hurricane straightened their chains, or caused them to drag their anchors. The holding ground is good, being of stiff clay. Between the Screw Pile Jetty and the No. 3 Wharf is the moat exposed part of the harbor in a sou'-wester.

George Mundle, master of the Enterprise, brigantine, stated—l hold a certificate of competency ns master from the Board of Trade, London. On Thursday, May 16th, there was a fresh S.W. gale, with heavy squalls. My vessel was moored between the Screw-pile Jetty and No. 3 Wharf, with head to S.W., anchor down, and stern line fast to breastwork. About 5 a.m. the schooner Omaha came down upon the vessel, hooking his port anchor into my starboard rigging, his anchor at the lime being hanging to his bow. I immediately cut away the lanyards of the rigging to let him go clear. By this time he was partly dragging me broadside on to the breastwork ; he still kept dragging mo till he put my port quarter under the breastwork. I then veered out chain to let her come broadside on, so that the whole side of the vessel might lake. Immediately they saw me doing that aboard the Omaha they also paid out chain, and allowed their vessel to come down upon me, doing me considerable damage. The damage done tome is—Port covering board gone, fore and aft and main rail; also, eight stanchions, the top streak, and two other planks considerably injured, four planks in the starboard quarter, and a considerable quantity of the stern frame; also, the fastenings all along the port side damaged and sprung. All my crew and myself were on deck about 3 a.m. that morning, and I had the chain hove out at 4 a.m. The gale was heavier before the Omaha came down on us than afterwards. The place where we were lying between the two jetties is decidedly the most exposed part of Lyttelton Harbor in a S.W. gale. The harbor master cautioned me as to the approach of the gale on the previous evening, and told me to heave off to my anchor, which I did. I received the caution from the harbormaster shortly before 5 p.m. I noticed, after the Omaha had been hauled off from the breastwork alongside the W. C. Wentworth, that her chain was hardly so taut as it should have been. I was on the wharf the evening before the gale, and saw that the Omaha was made fast with breastlines to the W. 0. Wentworth, her stern lines being fast to the breastwork. I saw the Omaha's chain was not so tight as it should have been from my own vessel. It is a recognised practice for all masters holding pilotage exemption certificates to moor their own vessels, the harbormaster simply indicating what berth is to be taken. We had already ridden out the heaviest of the gale when the Omaha came down on us, and I am of opinion that we should have continued in perfect safety had not the collision occurred. The Enterprise is insured in the Victoria Insurance Co. for £BOO. lam of opinion that if the Omaha's anchor had been right ahead, and she had not depended so much on her breastlines, she would have ridden out the gale in safety, and even if the breastlines had given way she would not have come down on us. The Omaha moored as follows : —Her anchor was several points on the port bow, her stern lines right astern to the breastwork, and her breastlines fast to the W. C. Wentworth. The Omaha's chain fouled my anchor, and when they hove upon this chain after the accident it picked up my anchor. My opinion is that the Omaha had no right to slack out her chain, but, on the contrary, he should have hove it in. I consider that by so doing he caused my vessel more damage. My vessel had thirty fathoms of chain out before it slackened it. I estimate that the repairs to my vessel will cost about £3OO.

John Johnson, mate of the Enterprise, stated—l remember May 16th, when our vessel was damaged by the Omaha fouling us. About 4.30 p.m. on the 15th the harbormaster gave orders to heave out and prepare for a S.W. gale, we did so, and were finished about 6.30 p.m. On Thursday morning the Omaha fouled us, she came down on us on the starboard side, her port anchor coming in to our foretopmast backstays. The Omaha caused us to drag our anchor, and we got our bow head on to the wind. At 3 a.m. our chain was tight ahead. We drifted down on to the breastwork, our port quarter striking against it, and then the captain told me to slack out chain so as to let her come broadside on. The Omaha followed us, and her port bow struck our starboard quarter. Our vessel is much damaged. I think we should have ridden out the gale in safety had the Omaha not come down on us. The Omaha's starboard anchor was down, the chain leading across her forefoot and on her port bow. She had breast lines out'on the starboard side, but I don't know where they were made fast. She had also stern lines to the breastwork. I do not consider the Omaha was properly moored on account of the anchor not being straight ahead. Had I been in the place of the master of the Omaha, I should have taken the necessary Bteps to get my anchor in the proper direction right ahead. I do not consider the weather on Wednesday evening was such as to have rendered such a course impossible, although the wind at times was squally. Had the Omaha's anchor been right ahead I do not think she would have come down on us, though her breast lines had parted. We were lying alongside the breastwork when we received the caution on the previous evening, but had no difficulty in hauling off. The Omaha hauled off before we did.

G-eorgo Jackson Hughes, master of the brigantine Omaha, stated—On Wednesday evening, May 15th, at 5 p.m. in accordance with the harbormaster's orders, I hauled my vessel off to her anchor. She then had fortyfive fathoms of chain outside the hawse. I then passed a breastfast to the W. C. Wentworth to steady the vessel, and made fast stern lines to the breastwork. Before dark that night my chain was taut. The starboard anchor was out leading a little on the port bow. At 3 a.m. on Thursday the wind freshened from the S.W. I was on deck at the time, and remained till J a.m., the wind increasing all the time. From 4 to 5 a.m., I was in tho cabin, and at the latter hour called the mate, and immediately after called the cook and all hands and manned the windlass to try if there was any slack chain out. We could not get a link. I Bi>w tho mate of the W. C. Wentworth on his own deck about 5.30 a.m., and he sung out to me he was going to cast off our breastlines. This was before the Wentworth broke frona the wharf. I asked him not to do so, and said I would send our crew aboard to render assistance if he wanted ; it. He threw off the bight of the brcastline when he first sung out, but tho end was just aboard, i then went aboard the Went worth with one of my men. The crew of that vessel were not thon on deck. Wbilst I was aboard, thc» W<?ntworth'a lines parted. The mate then called on the crew to man the windlass, myself and my man assisting. She swung round whilst we were heaving on to 1 the Omaha's starboard bow, ac ually striking her. My man and myself then jumped aboard the Omaha. The barque drove us on to the Enterprise, when her lines parted, her port bow pressing us and causing us to drag our anchor. Our port anchor caught the backstay and topsail halyard of the Enterprise, and the captain of tho Enterprise called out to his men to cut the lanyards of the backstays, my own crew cutting away the topsail halyards. As soon as the lanyards and halyards were cut he swung clear of us on to the breastwork, dragging his anchor. His bow got clear of us before he paid out any eable, but we swung round on to hi* quarter. I then heard the master o\ the Enterprise sing out to pay out Pftbla and bring her broadside on to th.- wherf. Our port quarter was then against tho breastwork, smashing a^ a i ns t jt_ ' I then tried to heave her off with our own chain, but finding the anchor coming home, thought it best to slacken out chain and let her drop alongside the breastwork. I then hove on the stern line to try and clear us of the Enterprise, and also ran ov,t a line to the Screw Pile Jetty to hetive our bow clear of the quarter of tho Enterprise. I took another line oui to the Screw Pile Jetty to easo our quarter from thumping against the breastwork. I then asked the harbor masts? if I should try and get the steamer to tow us out. He told me to try. I got the Titan, and had the vssael eowed out about 9.30 a.m. into a place of safety. It was not owing to my vessel lying astream of her anchor when I

her breast lines were cast off that aha collided with the Enterprise. I hold a pilotage exemption, and am considered competent to moor my own vessel. The harbor master told me on "Wednesday evening to heave off to my anchor, as bad weather was approaching. lam perfectly satisfied my vessel was moored in a proper manner to ride S ro £? h J^ gale ' I attr ibute the accident to the W.O. Wentworth parting her lines at the wharf. At no time had the master or mate of the Wentworth told me not to make fast head lines to that vessel. I do not think that my being fast to the W. 0. Wentworth caused her to part her lines. No one told me before the casualty that our chain was slack and that I ought to heave it taut. We* could not put a breastline from our vessel to the wharf 5 the W. C. Wentworth and Adelphoi, that were between us and the wharf, riding so high above us. Th<s mate of the Wentworth was on deck when that vessel carried away her breastlines. I went aboard her about 5.30 a.m. on the Thursday. I took up my berth at the breastwork on the Bth May.

Q-eorge Travers, mate of the Omaha, stated —We hauled out from the breastwork to our anchor in consequence of the threatening weather on Wednesday, May 15, at 5 p.m. We had no difficulty in getting off, and when out our chain was quite taut, leading about S.S.W., the ship's head being about S.W. by S. The anchor was laying about a point or two points on the port bow. Ido not know why the chain did not lead straight ahead, as I only joined the vessel on the 10th—that was after her anchor was down. Her stern-lines were fast to the Breastwork,and there was a steadying line to the barque. It was only a three or three and a half inch line. On Thursday, between 4 and 5 a.m., it was blowing hard from the S.W. We were called by the captain about 5 a.m. to see the fenders between us and the barque were all right and the chain taut. About 530 a.m. we shifted one of the the fenders and then went forward to try the chain, and found it taut. Our vessel was then riding to her anchor. Some of our crew went aboard the barque with Captain Hughes to help to pass another line from the barque to the wharf, as the lines they had ashore were very poor. At 5.15 a.m. the mate of the Wentworth sang out he would let go our breastline and did so; that was before the Wentworth broke adrift. About 6 a.m. the Wentworth broke her warps, came broadside on to us, and drove us on to the Enterprise. Our midship struck the quarter of the Enterprise, but I cannot tell where we touched her first. The Wentworth did not damage us because we had our fenders out, but she caused us to drag our anchor. In striking the Enterprise we damaged her more or less. This concluded the evidence.