Northern Monarch.

Taranaki Daily News, Volume XXXXV, Issue 251, 21 November 1903, Page 3

Northern Monarch.

. NAUTICAL ENQUIRY. The emqtuiry into the wreck of the barque Northern Monarch commenced on Friday morning before Mr K. L. Stanford, S.M., and Captains Post and Allen, assessors. Mr Kerr (of Standish and Kerr) conducted tho enquiry for the Customs Department. Mr Weston appeared for Captain Nixon, and Mr Edmunds for the first mate, Mr Evans. George Nixon gave evidence that he was the captain of the British barque Northern Monarch, of the port of Liverpool, wrecked at Oanui on the 7th inst. at 6.30 am. The barque became a total wreck. Her official number was 73614. She was e sailing vessel built of iron, and her registered tonnage was 1148. She was owned in Liverpool. He thought the vessel was insured, but he could not say for how much. Her signal letters in the code were P.J.S.F. Prior to the wreck he had been 12 years and 8 months in charge of the snip. He had a crew sufficient for the working of the ship —23 all told. His daughter was on the ship, also a stowaway. At the time of the wreck all the crew were ■available, and all lives were saved. He had come from Port Newcastle, N.S.W., having left there on Oct. 24. The ship was in good condition and he got the usual clearance from the Customs. (Clearance papers were produced and put in.) Was bound .or Callao, Peru. The tship was furnished with the requisite Charts. The chart was published by the Admiralty. It was a corrected copy up to the year 1890. The chart produced was the one he had on board. Had everything* necessary for navigating the ship, with two shipped compasses and two spare ones. The ship was not swung while he had charge of her. Knew of no regulation requiring that the ship be swung periodically. Knew there was one for taking the bearings by the sun. Did not think it necessary to swing a ship when a new cargo was taken. In his opinion it was quite unnecessary to swing a ship. Last took an aaaimuth at 4 p.m. on the day previous to the wreck. Compared this observation with the standard compass. The compass was 21 degrees out, variation and deviation combined, in an easterly direction—--3 points easterly. The compass was pointing-21 degrees more to the south than it should have done The position of the vessel at noon on r°7" „ B „„ was latit «Kfc 88.3, and longitude 172.15, as marked in the chart After ascertaining position of the ship on Nov. 6. steered S.E., but inteded steering E.S.E. to make true. From Newcastle up to that flay he Had been working on a true chart «nd in going from the true to the magnetfthe did not notice he was on the magnetic chart, but notwithstanding that, the wind being N.E. kept on S.E. by E. course up to 3.15 on the morning of the 7th. That course, if continued up to the time of the wreck, would have carried the vessel clear of the land. Was on deck up till one o'clock on the morning of the 7th, and during that time the course steered was S.E. by E. The third mate was in charge, and nothing occurred to lead him (Capt. Nixon) to believe that the vessel was out of her course. Was relieved by Mr Fisher, second officer. A light breeze was then blowing from the north, and the ship was making four knots. The weather was fine. Gave the second mate the course S.E. by E. At two o'clock the second officer called him, and sard he could see the Cape Egmont Hght from the mizzen top. Told the second officer to call him when he could see the light from the deck. At 3.15 the second officer said he could see the light from the deck, and witness gave instructions to alter the course by half a point, making it S.E. by E. by JE. Also instructed him to call him (the captain) if required, and not to go too close to the land. Did not pick out the new course, but gave verbal instructions, which was usual. Thought he was working on a true chart, not on a magnetic, and this altered the course by 1J points. The courses made should have cleared Cape. Egmont by 12 or 13 miles. The preazaimuths were taken on the Krd, 4th and sth Nov. Had the mate taken an observation, witness would not have checked it. Did not go on deck when told the light was visible' from the deck. Altered tho course because he was afraid the wind was going to the eastward, and he would be so much more to windward, ami could still run through the straits instead of getting too far to Reward. Thought the second mate ttld him the light was visible to the E. by S.JS. The alteration in the course would not make the vesstl head almost for the light. Jt would have the effect of hauling the vessel a naif point nearer to the Cape Ecmont light. Had the course laid down been continued the vessel at time of wreck should have been six miles off Cape Egmont. At that point she would have the li.rht abeam. After these instructions to the second officer, the next thing he heard was the vessel grounding. The ship grounded between the Oeo-iti and the Oanui, about a mile and ahalf from the coast. Could not account for the vessel being in that position. The vessel was out of her course and had over-run her distant There was no doubt of that. ,w!Lf f , VeSScI witness immediately came on deck, and seeing the case hopeless, swung the boats out. and got the crew into them He and the mate, one apprenSTbv lt h °% AB - < H °tton) P£lyed by the wreck" as long as y could Seeing they could do nothJ,""** 1 aioas the sh ° r " to Janunga Bay. The lifeboat landed at O punakc^The wreck occurn «£ wh™ h™- There WaS a "° ht b when_ he came on the deck, with the weather fine and clear. The vessel had l"4n " ith She had 1,30 tons of coal, about onen £ r ° than her Mistered tonnage, hhe was not overladen The vessel answered her helm readilv hand no peculiarities, and was "i good sailing b„at. She was well found with rigging, anchors, etc -tne cargo was a partial loss. There was no deck load. After stranding the vessel was headed about S E The officer i„ charge of the deck at the time was Mr Evans. His home was at Gates'head-on-Tyne, and he would proceed there via Wellington to .Sydney as soon as the enquirv was over. •>

To Mr Weston : Had been 21 years a master of a ship, 19 years with thus hrm and two years with another firm on a steamer. Had never been I with ny UMe bcfo, '° in connection > with seafaring matters. His present second mate shipped at Liverpool, hft previous second oflicer with him was not up to much, and for the safety of the vessel from Liverpool to Wellington I practically kept watcli with him and did not go below until the mate relieved me ; and from Wellington to Newcastle went without a second mate. Had 1 pursued the course 1 laid down I would not at the moment of the wreck have been six miles from, shore—that is, assuming the course wa? made good from noon the day before. At 6 a.m. on the 7th the log states the course was altered at 4 a.m. to E.S.E. Had no reason to think the course laid down bad not been kept. The course was apparently altered in order to signal the Hghthouse. Hid not authorise the chief officer to stand closer in for the purpose of signalling. Hid not authorise him to signal. Had conIrdenre in the second oflicer, and under the circumstances did not think it necessary to go on deck when the Biate reported the light. After the

wreck the mate told him the sea was calm and the vessel drifted in. From the time the chief officer took charge at 4 o'clock he did not report to him (the captain) anything with regard to the weather or the position of the ship.

To Mr Edmunds : The first officer had been with him since April last, and witness had had opportunity of judging him. He was a good seaman, and a steady man—a teetotaller, and a man whose word he would trust.

To Assessor Captain Post : Was sure of his position at noon on the previous day. The first mate worked the ship's position that day. Had lost his patent log, and used a hand-log every two hours. Took no soundings. Had a "New Zealand Pilot," and officers had access to it, and to the charts. Gave no orders to signal the coast. Had every confidence in his officers. The first mate took responsibilities on himself this time, and he had done so before. Did not have a chart from Cape Egmont to Manukau. To His Worship : Had not previously seen chart No. 6 of the Admiralty chart.

His Worship : The Court wishes me to' remark that the chart sheets show very careless marking indeed. Had sheet No. 5 borne the marks which are found on No. 6 on the scene of the wreck this disaster would almost certainly have been averted. THE THIRD MATE'S EVIDENCE. Francis John Collins, the third officer, said that on the night of the 6th Nov., he was on duty with the captain. The course was S.E. by E. from Bto 12 o'clock. He was in charge of the watch for four hours. THE SECOND MATE'S EVIDENCE Frank Tasman Fisher, the second mate, said he held a second mate's certificate (handed in). At 12 o'clock on the night of the 6th he relieved the captain. The wind was northerly—a gentle breeze, increasing during his watch from 12 to 4. Up to 2 o'clock the vessel's speed was 5£ knots, and from 2 to 4 o'clock she averaged 7 to 7s. The captain gave him the course S.E. by E. and told him to call him at 2 o'clock and keep a good look-out. Held the course laid by the captain. Watched the steering from the standing compass. Called the captain at 2 o'clock and told him the state of the weather, and also told him he could see the Cape Egmont light from the mizzen-top. The captain said, "Call me when you can see the light from the deck." At 3.15 saw the light from the deck and called the captain. The captain told him to alter the course to S.E. by E by SE., and to call hank if he were heeded on deck, and not to keep too close in to the shore. The captain gave no reason for altering the course. At 3.15 the light bore E. by S.JS., and the vessel was heading off the light. Altered the couise accordingly, and steered on that course till 4 o'clock, when the first officer took charge. Gave him the same course, S.E. by E.IE. The chief officer altered the course to E.S.E. before witness left the deck a half-point alteration. Passed the remark, "Is she not close enough in lor you, Mr?" and he said, "Oh, 1 want to signal." The alteration in the course would take the vessel closer in to the land. The first mate could sec the light, but witness also pointed it out to them. The helmsmen were McDonald from 12 to 2, and Keene from 2 to 4. The wind was still northerly, and the speed from 7 to 74 knots at 4 o'clock. Took no part in taking observations. Could do so, but that v.as the first mate's business. Had been third officer for three years on this ship some time back, and was. second officer for 15 months in his last ship. Joined this vessel at Newcastle. Had the mate kept the course given the vessel would have cleared th-3 land. To Mr Weston : When he left the deck the shore was 6 or 7 miles distant. It was a clear night, and moonlight. The entries in the logbook as to the knots at 1, 2 3, and 4 o'clock on Saturday morning, the 7th, were wrong. A four-year apprentice, Batt, was present when witness gave Mr Evans the captain's orders. To Mr Edmunds : The entries of the speed were taken by the chief officer from the log-book and entered by him in the log-book. My wife. was the passenger. She is the daughter of the captain. To Mr Weston : The k.g-slate was lost with the ship.

To Mr Kerr : The officers coming off watch wrote up the log-slate. Made entries himself when he went below at 4 o'clock. Did not mak« any entry that the vessel was making three knots. At 4 o'clock he entered that the vessel was going at the rate of between- 7 and 7i knots. To Assessor Captain Post : Did not think it necessary to advise the captain that the mate had altered the course. The mate was not, to his knowledge, in the habit of doing these things. On a calm, fine morning it would hardly be necessary to call the captain for this, when the mate was competent. Witness' watch was up. The log-slate had been lost. The log-book had presumably been written up since. To Mr Kerr : Passed on the captain's instructions to the chief mate. Gave him the course, and told him it would take him plenty close enough to the land. He, however, altered the course to S.E. by E. The Court adjourned for lunch. AFTERNOON SITTING

Thomas Keene, an A.8., said ho was on duty from midnight to 4 a.m. on Saturday, Nov. 7. Went to the wheel at 2 o'clock when the wind was from the north. Tho ship was doing 6J knots, and continued thus till 4 o'clock. E. by S. -JS was the course he got from the apprentice. Soon afterwards the second mate altered the course to S. E. by E. J E., and he continued thus till 3.15 a.m., when the course was changed to E.S.E.

Thomas Randall Garnsworthy. an apprentice, who was in the second mate's watch, gave evidence that for the few minutes he was at the wheel he steered S.E. by E. half E. Passed on the instructions to Keene. The speed was six knots, the night cl;ear, alnd the loom of the laind visible.

Keene was recalled and said he had been at sea for thirty years. When he took the wheel the cours* given him was S.E. by hah' 8. Steered that course for a (jfjartor of an hour, and then the course was altered to S.E. by E. half E. Charles Mark Evans, the first officer, said he took observations on Nov. (i of the sun in the morning and the sun at noon and found the position of the vessel. Camo on duty at 4 o'clock that afternoon. Took an altitude at sunrise on the (jth, and the standard compass showed a 20 degrees easterly error, the ship's head being E.S.E. and 'before sunset there was still an error. On the 7th went on duty at 4 a.m., (relieving the second officer, Mr Fisher. Saw the light lirond oil the port bow between 5 ami 6 points. The second oflicer gave him the course S.E. by E half E. There was a brisk northerly breeze. Mr Fisher fold h; m the captain had given him instructions to alter the course a point, and thus, according to the captain's orders, the ship should have been steered E.S.E. Was under the impression from the E.S.E. course that the captain wanted to signal the light, as it was an understood thing to signal at every opportunity. The second officer had not altered the course a point, as ordered by the captain, but only half a point. Did not think the vessel 100 close in, as the chart gave <>l and <i"i fathoms of water. Held the E.S.E. course till 1.45 a.m., and then in-

structed the helmpman to keep the' ship another half point off the land. The wind was dying away then. The lighthouse was then kept abaft the beam. Signalled the lighthouse at 5.20, Nicholas being with him on the poop at the time. At six o'clock there was hardly any wind. After touching the vessel sailed about 200 yards before she finally struck. She was then heading S.S.E, after striking. Was about a mile and ahalf from the land. Had read the " New Zealand Pilot." Had been nino years at sea. Had sailed closer than this to land. Did not deem this venturesome. Did not at any Line head straight for the lighthouse. Fisher gave him the Captain's Ciders not to go foo dote to the land. He did not think it at all necessai £ to call the captain Was five or six miles from the land when he signalled the lighthouse. Was steering off the land at the time. Oould offer no explanation of the disaster. There was plenty of water marked on the chart. The reefs were not marked on the chart. Did not know the New Zealand Pilot advised mariners to keep five miles from the coast. The entries of the ship's direction during his watch on Saturday were made in the log-book on Monday, 9th inst. Also made entries for .'the previous watch at the same time. Got his information for the watch till midnight from the log-slate, and the distance from 12 to 4he judged according to the distance the ship made from 8 to 12 o'clock. Witness filled in the 12 to 4 o'clock watch particulars at Opunake on Monday. His information with regard to weather, etc., was obtained from the second mate. To Mr Weston : Had been chief officer since April, this being his first such appointment. The second officer could have used his discretion in steering by the captain's orders or not. The second mate suggested that the ship was close enough in, but witness had a different opinion. Did not think it necessary to obtain the Captain's instructions to signal. At four o'clock tho vessel was doing about five knots. Altered the course to hug the land and get a fair wind down Cook Had the S.E. by E half E. course been continued the vessel would have cleared the land ; so she would on an E.S.E. course. Mr Weston : Then if she would have been clear on an E.S.E course how did she become wrecked on that course ? Witness : That's what we want to know. The vessel was headed S.E. when she struck. When five miles from the shore was going to the , E.S.E., and altered it at fiva o'clock. Ho had no definite data for his entries of speed in the log-book. Was steadying his course when the second mate was talking to him, and did not hear all that was said. He (witness) mijg'ht have told the captain that the wind fell and the vessel drifted. Did not tell the contain that he (witness) was blameajble for the wreck. The vessel made three knots at the most during his watch.

To Mr . Edmunds :—Pulled her off the land first at 4.45 a.m., and later at 5.45. She was going off the land all the time, according to the course. The chart showed fifteen fathoms, and no marks indicating, reefs. Had he had a chart showing markings of reefs he would have called the captain. The vessel was easy to handle. Witness's age was 22 last June, and he had not had any casualxies before.

To Captain Post : Had often signalled other vessels. If he were master he would leave the signallingito his mate, if he were dependable. Had the chart been different he would not have got the ship ashore. Would not go within a dangerous distance ol a strange coast without a chart. Did not c,>iestian the second officer's instructions. To Captain Allen : The vessel struck about five miles from the lighthouse. Took no bearings at to the position of tho ship that morning. Had called the captain at times.

Captain Allen : I don't see why the captain was needed aboard that ship at all, if you took upon yourself such a responsibility. You took duties that were not called for, in steering five or six courses and then not calling tho captain. \"ou see now that it was necessary to call tho captain. To tho Court : The chart was on the from 4 o'clock until the vessel struck. Looked at it at a quarter past six and was navigating the ship by it.

Hyland, seaman, gave evidence that ho was at the wheel from 4 o'clock on the 7th. Mr Keene gave him his ■instructions to steer E.S.E. That courso he steered until about 4.30 when the chief mate kept the boat up another (joint, saying there was plenty of water and he wanted to signal the lighthouse. The new course was E. by S. Steered in that direction for about halt-an-hour. Tho vessel was doing about 7i knots an hour. About 5 o'clock the mate kept the ship off, the course being SE. by E. half E. They were then about three-qjuar-ters of a mile from the shore—not more than a mile. The Cape Egmont light was then astern and the breeze still held fresh. There was no lull in the wind. To Mr Weston : The wind increased during his watch. Told the mate he could not keep the ship off. She would not pay off, as the current had her. That was before he altered the course to S.E. by E. half E.

James Holton, seaman, said he went on duty at 4 o'clock on the morning of the 7th, and took the wheel at six. The vessel was going about six knots then and the breeze increasing. His course was S.E. by E. half E. Held that courso for about half an hour, until the ship struck. The light house was about five miles astern, and the vessel about a mile or a mile -and a-half from the land. Said nothing to the mate about the vessel being too close to the land. It was not his place, and he was not supposed to know. The vessel was going straight for the point of land.

Harold Stephen Nicholas, apprentice, was on watch between 4 o'clock and the time of the wreck. The. lighthouse was three points on her bow at 4 o'clock. Went on the poop at 4.45 a.m., and the vessel was then steering S.E. by E. half E—according to the steerage compass A point of land was straight ahead.

John F. Ericson, principal keeper at Cape Egmont lighthouse, stated the vessel was sailed dangerously near the shore.

Alfred liatt gave evidence on the lines of previous apprentices, and Captain Nixon and Mr Nixon were recalled for examination.

The Court adjourned till 10 a.m. to-day, when Counsel's addresses iwill be heard.