THE INQUIRY INTO THE WRECK OF THE STEAM TUG SAMSON.

West Coast Times, Issue 56, 12 October 1865, Page 2

THE INQUIRY INTO THE WRECK OF THE STEAM TUG SAMSON.

(CONTINUED FHOil OUtt IABT.) , George Lowrie was next sworn, and said — 1 am a publican, carrying on business in Hokitika. I recollect the 29th September last. I was then signal man at the port of Hokitika. It was high water that day some time in the afternoon, but I can't bo certain as to the hour. I saw the Samson bring in the John Bullock on that afternoon. I also | saw the Bruce steamer steaming towards the bar ; the Bruce was gaining fast on the Samson. The Bruce overtook the Samson, to tho best of my knowledge just at the back of the break ; — I mean, just outside tho bar. Before the Bruce overtook the Samson I was working the arras of the semaphore to the Samson. The Samson was following my guidance. The Bruce passed the Samson close by the break, j The Bruce was then steering about east, j Immediately after the Bruce passed the Samson the Bruce altered her course more to the southard. I did not see the Bruce yaw to the northward. After the Bruce passed the Samson the Bruce was steered by the signal arms. It was in consequence of my hoisting the south j arm that the Bruce went to the southward ; then tho Samson and the Bruce were abreast of ono another in the channel, the Samson seemed to keep to the northward. At that time the signal " Ifeep more to the south," was up. I was then steering the Samson. I did not commence steering the Bruce till she got ahead of the Samson. From where I was I did not see any necessity for the Samson to go to the north. Both vessels were just at the entrance of the channel, and were steering for mid-channel. Ido not consider there was plenty of room for both vessels to have come up abreast of each other in the channel ; if, therefore both vessels steered as they were going they must both have gone ashore. The safe entrance of both vessels depended upon one of the vessels giving way to the other ; I mean by giving way, slackening speed. Itwould be very dangerous for a steamer with a heavy tow to slacken speed at tho entrance of the Hokitika river ; they would both of them probably be lost by the sea throwing them upon the north spit. On the 29th of September when the Samson and the Bruce were coming in, the first break was about 600 yards from the entrance to the Hokitika river. There would be a risk in two steamers coming into the outer break together, but supposing that one vessel was going at twice tho speed of the other, there might be little risk. The Bruce was going a. little faster than the Samson. I should think she was going about two knots an hour faster, I believe that had the Samsjn continued her proper course and not steered to the novth, that an accident would have taken place. I believe the Samson would have struck the Bruce. The Samson was steering about K.S.E. before »he turned to go to tho northward. The Bruce was steering about li. whon she was passing the Samson. The Bruce steered that course till half of her, as it were, overlapped tho bow of the Samson. I could not B>y how far the vessels were apart at that time, but they seeuaod 1 to be very closo. As soon as the Bruco overlapped the bow of tho Samson. I commenced to signal the Bruce ; it wns at that moment that I raised the south arm. It in usual in this port for the foremost vessel to bo guiiled by the signals from the flagstaff, and for the hindermost to follow in tho

wake of the vessel being piloted. When I commenced to signal the Bruce the Samson was without signals altogether. Had tho Samson pursued her proper course she must have run into the Bruce. There would, in that case, have been loss of life. If the Samson had slackened her speed she would havo gone ashore. She nad not room ; her tow would also have gone ashore. I did not see the Bruce slacken her speed after she entered the mouth of the rivev. My opinion, as a nautical man, is, that if the Bruce had not been there, that the Samson would have gone in in safety with her tow. I don't think it was a wise and prudent thiug for the Bruco to have attempted to enter the river before the Samson as she did.

' James Kerley, sworn — I am the har-bour-master and pilot of the port of Hokitika. I hold a master's certificate of competency from tho Board of Trade. I think the number of it is 3074. I woo appointed the pilot in the Port of Hokitika by the Marine Board of Wellington. I passed my examination in Hokitika.- I recollect the day on whioh tho Samson attempted to tow in the John Bullock ; it was about the 29th of September, 1865. It might have been on that day, but lam not suie. It was high water about five o'clock in the afternoon of that day. The day was rather hazy. I took the William Miskin out about half-past three on that afternoon. Whon I got outside, Captain Hepburn lowered a boat and took me on board the Bruce, a paddle steamer. She is a very fast boat. I am thoroughly acquainted with her as I had been piloting her for about five weeks. I don't know what her tonnage is. She is a long boat in proportion to her beam. She is also a long boat for tho Port of Hokitika. She is a very good steering boat. Her draft of water is four feet. She is about 45 horse power. On the day in question she was light, she had neither cargo nor passengers on board. When I got on board the Bruce it was about a quarter to five in the afternoon. I first spoke to Captain Malcolm, tho master of the Bruce. I asked him if he was going in that evening. Ho said "No/ I told him that the high water flag was flying, aud that it was time he mado a start. He replied as soon as the steam was ready he would go. I did not take charge of the Bruce. I did not go on board in the capacity of a pilot. I went on board as is my practice when I have piloted a vessel out. I come in again in whatever boat happens to bo outside. The are no pilotage fees for the port of Hokitika. I pilot the vessels m and out for nothing — no charge is ever made. I am in receipt of a fixed salary as harbor-mo ster and pilot. According to the regulations of Canterbury I am bound to go when a vessel requires a pilot. I distinctly swear that on the occasion in question the Bruco was not in my charge. I had no agreement of any kind with the captain as to taking charge. About a quarter of an hour after I got on board the Bruce she started for the bar. At the time she commenced steaming ahead I was on the bridge. I did not issue any orders. I did not advise in any way with the captain of the Bruce rolative to the piloting of the vessel. The captain gave the order to go ahead. The first mato was steering. Captain Malcolm conned tho vessel in. He was standing on the bridge alongside of mo, he was standing on the starboard side. The wheel is on the bridge- Captain Malcolm remained on the bridge all the timo until tho vessel arrived alongside the wharf. I think Captain Malcolm was nearest the wheel. There is no specified place for the man in charge to stand on the bridge. He steamed towards the bar, and tho Samson was at the time of starting on the north side of us with the John Bullock in tow. I should think there was about half a mile between us; and I should think both the Samson and the Bruco were about tho same distance from the first break. The Samson was steaming her best, and the Bruce was steaming her best too. When the Bruce came to the first break she was about two lengths of herself from the Samson. The Samson was lying with her starboard bow two lengtils of the Bruce, off the Bruce's port-quarter. Tho beacon and the flagstaff were open to the southward, where the Bruce was. The Bruce came abreast of the Samson and passed her. When the Bruco passed the Samson she did not overlap the bows of tho Samson. From the first break to tho spit, en the day in question, would be about 150 yards. I took no notice of the movements on board the Samson, beyond seeing that the Bruce passed the Samson quite easily. The Bruce was uiore than 400 or 600 yards up the ohannel when the Samson took the ground on tho spit. All those who were on the bridge looked back to see tho Samson going on the spit. There were myself, the captain of the Bruco, and tho mate of the Bruce. Wo all looked back, and in oonsequenco the Bruce touched on the bank on tho south side. We looked back expecting to sco ♦.ho Samson go ashore, because she had not taken the channel properly. Whon the Bruco passed tho Samson I did not observe that tho Samson stecrod moro to tho northward. From my knowledge of tho port of Hokitika I do not consider there is room for two vessels to come ovor the bar abreast of ono another. On tho day in question, the break; extonded 200 or 300 yards outsido tho bar. Tho Bruco was distant from tho j .bar about twice lior length whon she passed . the Samson. Tho Bruco was going much faster than the Samson. I should think tho Bruce was going at tho rote of 9£ knots an hour. Tim Bruce was GOO or 700 yards from the point uf tho Houth npit when sho passed tho Samson. I consider there was ample

room for tho Bruce to get in without interfering with the Samson. Before the Bruce got into the channel, and after passing the Samaon, tho Bruce had not to alter her course from the time she passed the Samson until sho entered tho channel. If both vessels had continued the courso they were going, they could not have met. I consider it was a wise and prudent thing for tho Bruce to have gone in as sho did. My reason for saying so is because I think the Bruco was sufficiently far out of the way of the Samson as not to cause any obstruction to her coming in. To Mr Patten— When I am in a vessel within tho limits of the pool I do not know whether I am responsible or not. I consider that the Bruce was justified in coming in. I did not advise Captain Malcolm not to bring his vessel in at that time.

To tho Magistrate— When the Bruce took the outside break there was no necessity for the Samson to have slackened her speed, because the Bruce was suffioiently far ahead. To Captain White— The Bruce did not slacken her speed at all after she got ahead of the Samson. She did not slacken till she touched the bank. I think the Bruce touched at the point of the south spit. At the timo I fancied that the Brace had touched, the Samson did not seem to gain on the Bruce. When the Bruce passed the south spit tho Samson was 300 or 400 yards from her. The channel on the occasion in question was about 100 yards wide. My only reason for thinking that tho Bruce touched the ground is because we were so near to tho south spit. By Mr South— l went on board the Bruce for a passage in her. I did not take charge of tho vessel. The captain of the Bruco gave tho whole of the orders. In looking round at the Samson we did not anticipate any accident, but we expected that she would go stern on to tho spit. To the best of my recollection, tho Bruco was over 300 yards distant from the Samson when tho Samson touched the north spit. Ido not know that the Bruce touched. She did not slacken her speed. lam not awaro that tho Bruce intercepted the signals which the Samson had been taking from tho flagstaff. I did not see any signals lifted at all. I did not see any signal made from tho signal-staff after tho Bruce passed the Samson. I don't swear that there wore no signals. On entering between tho two spits ahead of the Samsou, we were in possession of the signals if they are required. Of two vessels entering the channel at tho ono time, the first has command of the signal-staff, the second vessel follows the movements of tho first. From the time that I entered the spit I did not take any notice of tho signals until she passed up the the lagoon. I was not looking at the signal staff. I might have been thinking of a hundred things. If I had had charge of the vessel I should have taken notice of tho signal staff. I had no conversation whatever with Captain Malcolm on the subject of tho course of the vessels, or to the propriety of passing the Samson. Capt. did not say anything to me on thesubject of tho propriety of hisgoingin before the Samson. I saw Mr. Houghton and Captain Leys on board the Bruce in the day in question. Had Captain Malcolm asked me my advice about going in, I would have told him }to adopt the course he did. I should have, told him to go in. There was a conversation between Captain Malcolm and myself on tho bridge ; the conversation was, as nearly as I oan reoollect, that he thought that he could pass tho Samson, as he was going so much faster than she. I returned no answer ; I did not consider that I had a right to answer him. lam bound to protect lives and property in my capacity as harbor master and pilot. The Bruce kept to tho southward, in order to avoid tho Samson. I will swear that the Bruce did not foul the Samson, nor take away the port helm from her. The Bruce did not stand across the Samson's course. The Bruce never eased her speed from tho time that she started to the time that she was inside. If the vessel touched on the south spit it may have checked her speed. It would havo been possible for the S :mson to have eased her speed after she was in the break without any damage to herself or her tow. It was not necessary for the Samson to slacken her speed. The bar on tho afternoon in question was rather finer than the average bar. I don't know whether the coming-in of the Bruco was finer than the average ; it was not at all critical ; I consider there was no incompeteucy, no want of skill, no neglect on tho part of the captain, and I consider that he was perfectly justified in what he did. I have had no conversation with Captain Malcolm as to the evidence which I should givo at the Court of Inquiry. At the timo that I had a conversation with Captain Maloolm I had no knowledge that I should bo required to attend the inquiry. It was not the first mistakothat Captain Kobortson made in coming into tho port before. I can toll from experience, without looking at the signal post, whether a vessel will come in or not, directly she takes tho bar. I had f rmed au opinion that tho Samson would not get iv in safety, when she had crossed the first brenk. I did not talce any precaution to assist or prevent her from goinfr, ashore. I could have dono nothing to help the Samson from tho position I was in on tho Bruco. There was ho chance of a collision botweon the Bruce and Samson. I havo had a master's cortifioaic siuco 1856. I have been to sea for nineteen years. Sinco 185G I havo had experienco in tho various ports and harbor* of Now Zealand. Iha 1 boon on hovd the Say-son before the accident. Ido not think (no Samson was suitable for tlm port as she

drew too much water. I consider the Bruce to bo a suitable boat for this port.' I do not think the Samson to have been an acquisition to Hokitika. I havo always been an intimate friend of Captain Robertson. I havo had command of tho steamer Eleanor for about eight months. I brought her into this port. I consider there was no blame to be attached to the commander of the Bruce, and I am quite sure that the coming-in of the Bruce had nothing to do with tho wreck of the Samson.

The Court here adjourned till Monday morning at 11 o'clock.

Monday, 9th October. Tho protracted investigation into the causes which led to the stranding of the s.s. Samson, was resumed about halfpast two o'clock, when James Malcolm was sworn, who said — I am a master mariner, holding a certificate of competency from the Marine Board of New Zealand. I recolleot the 29th day of September last. I was on that day on board the p.s. Bruce. I was at anchor during the fore part of the day, about a mile from the break. I am not certain about tho distance. Tho Bruce was lying in about seven fathoms of water. I weighed anchor about three o'clock in the afternoon. I do not know what time it was high water on that day. I weighed anchor because I was intending to enter the river at the three-quarter flood. I wished to be ready as soon as the red flag was hoisted. I cannot recollect whether tho red flag was up or not when I weighed anchor. The red flag is hoisted at three-quarter flood. The harbour-master came on board the Bruce on that day after I was under weigh. Ho came from the William Miskin's boat as the Bruce was steaming in towards the bar. I expected the Harbour-master would c >me from on board the William Miskin, and would want a passage in ; he had soveral times done the same thing beiore. If Captain Kerloy swore that he came on board the Bruce when sho was lying at anchor, and that he had a conversation with me before I started to come in, it would be false. I swear it would be wrong. I do not remember what the Harbourmaster said when he first came on board. Shortly after the Harbour-master came on board I altered the course of tho Bruco to enable tho William Miskin's boat to get alongside. After I altered the course of tho Bruce I headed out to sea. About a quarter of an hour afterwards I again turned ahead towards the bar. To the best of my recollection the ball and flag at the signal station were at the mast head at that time. Immediately after the William Miskin's boat left I went on the bridge. That was about a quarter of an hour after she came alongside. Mr Hough ton, Capt. Leys, and the Harbour-master, and two hands at tho wheel, were on the bridge. Ido not recollect having had any conversation with Capt. Kerley about taking charge of the vessel. We were both on the bridge at the timo of coming in. The Harbour-master usually pilots mo out and in when he is on board. It is an understood thing that the helmsman acts under the Harbourmaster's instruction. He usually conned ths vessol in. He conned the vessel in on the 29th of September. There had been no regular agreement between us that he should pilot her in. Any time that he came on board the vessel I allowed him to pilot her in. On the 29th of Sei>tember the Harbour-master acted in his usual manner when he came on board tho Bruce. I think he took as much charge on that day as upon any other. Ho may not have given verbal orders, but he waved his hand to tho helmsman. The man at tho wheel would know what the motion of the hand meant. I swear that Captain Kerley conned the vessel in on tho 29th of September. During the passage into Hokitika River on that day I saw the man at tho wheel move tho wheel in obedience to orders made by the harbor-master. I did not remonstrate with or say anything to Captain Kerley when I saw Mm making these signs, because it was his usual custom. Tho Magistrate here requested Captain Malcolm to relate tho circumstances of tho coining in of tho Bruce on tho 29th of September, but Captain Malcolm at first refused to do so, because a professional gentleman was present taking notes. Tho Magistrate — If you do not answer mo I shall commit you. Examination continued — After tho Bruce had started a second timo for the bar, the Samson with the John Bullock in tow were to the northward. Tho Samson was boforo tho Bruco's beam, and was nearly a mile from the Bruce. I cannot be positive as to the distance. When I speak of a mile I am speaking to the best of my recollection and judgment. The Samson was not at first steering the same courso as the Bruce. The Bruco waa a good way to the south/ ward of tho entrance to the Hokitika River, and I think tho Samson w.as, if anything, to the northward of tlio beacons on shore, but I would not bo sure. When the Bruce first started, tho Samson was about a mile and a half or two miles from the first break. Whon the Bruce first started, the Samson appeared to bo nearer to tho outer break than tho Bruce. The Samson was thon a littlo on tho port beam of the Bruco. Tho Bruce was going faster than tho Samson. I should think tho Bruce was stoaming about nine knots an hour. I could not bo certain about tho speed of either vessol, but I Bhould think the Bruce was going About a third faster than the Samson. When tho Bruce shaped her course to tho northward, it was to avoid tho south *jpit. Tho Bnuio. had already got intu tho light position for ontering tho river boforo sho got to tho break.

She was about half a mile ' outside the break whon she got into the right position. At that time the Bruce was closo up to the Samson. Tho Samson was then steering a course very nearly parallel with the Bruce, but about a cable's length to the north. When the Bruce was getting closo to tho Sam3on, I remarked to the harbor-master that I would sooner stop out than get into the first break at the same time a3 the Samson. At the ruto at which the Bruce hadbeon coming up, Iwas doubtful if she had sufficient steam to enable her to enter the first break before the Samson came up. I did not think there was any danger, but I preferred stopping out till the Samson and her tow had got into the ohannel. I said to tho harbor-master that if any accident occurred they would throw the blame on us. By " they," I mean the master of the Samson. The harbormaster replied " that she (the Bruce) will pass her (the Samson) long before she gets to the outer break." He also said " the Bruce is going three feet to the Samson's two." I then referred to the mate who was steering, and he said .the same as the harbor-master. I positively swear that that is tho substance of what the harbor -master said to me. I do not remember that there was anything else passed about it. Tho Bruce still steamed ahead in the direction of the .break. When the Bruce entered the first break the Samson was abaft the Bruce's port beam. The distance between the two steamers was about^ two lengths of the Bruce. At that time tho Bruce was about a quarter of a mile or more from the south spit, and steering so as to avoid the south spit, but rather on to it if anything. When the Bruce passed the Samson I did not take notice of the Samson's steering. I did not see her alter her course to the north. When the Bruce passed over the point of the south spit I cannot say whether she grounded or not. I perceived that her way was deadened as she rounded the spit and met the fresh coming down the river. As tho Bruce rounded the spit the helm was hard a-pprt. Just as the Bruce was on the point of tho south spit, the Samson was in the broken water, but I could not say how far she was from the Bruce. The nearest distance that the two steamers were from one another on that day was 200 yards or more, and then the Bruce was tho leading vessel. The course of the Bruce was not angling across the Samson's bow. The Bruce steers well. The sea could not have caused her to yaw across the Samson's bow without my knowing it. I never thought at any time during the day that there waß the least risk of a collision. By Captain White — When passing the Samson I do not know whether the arm at tho signal station was up or not. I had not been in over the bar for two days, as I had been to Bruce Bay ; the bar was altered a little to the northward sinco I last took it. I was trusting to the harbor-master. By the Magistrate — It is a rule of this port that the leading vessel takes tho signals, and the others follow in her wake. By Captain White— l always hoist the staysail as I come round the south spit, that is, when the wind is from the northward. I cannot exactly say how tho Samson bore to the Bruce; the Bruce was going round the south spit; the staysail could not obstruct the view of the signal arms from tho Samson, because the arms would be seen over the staysail as we were going round the south spit. Tho beacons and flagstaff would be opened to the northward. (To le continued.)