THE LATE WRECK AND LOSS OF LIFE AT CHARLESTON.

Westport Times, Volume III, Issue 566, 12 October 1869, Page 2

THE LATE WRECK AND LOSS OF LIFE AT CHARLESTON.

OFFICIAL INQUIRY.

On Friday the Collector of Customs at West port, W. S. Munday, Esq , commenced an inquiry into the circumstances attending the wreck of the cutter Harry Bluff at Charleston, whereby the vessel and the lives of two of the crew were lost. The inquiry commenced at 11 a.m. on Friday, was adjourned at 5 p.m. on that day, was resumed on Saturday at 10 a.m., and was concluded at five o'clock on that afternoon. There were seven witnesses examined. "We give such of their evidence as relates more immediately to the cause of the wreck and its consequences. Frederick Jackson : I was master of the cutter Harry Bluff. I have no certificate of service or competency. On Saturday fast, I went on board my vessel to ascertain if there was a chance of getting out. I mean by this to wait for the signals, and, as soon as 1 saw the four balls up, I sung out >o let go the bow-lines. I swum* the vessel round, slipped the starboard quarter line, and hove a line ashore to Oraddock to give me way to the Heads. I let go the port quarter line and proceeded on my way. "When I got to the Heads, T found out for the first time that Capt. Beveridge, the Harbormaster, was waving me to go back, and had hauled one of the balls down, leaving three up, which I knew meant " Bar unsafe." I am perfectly conversant with.the signals. It was, however, too late, and I thought it better to proceed'to sea than return. About this time Craddock let go the line. I cannot swear positively whether the line was let go before or after the signals were changed. This would be a quarter of an hour or twenty minutes from the time of getting under weigh. I was not watching the signals; it would have been of no use if I had. It is usual in a place of that kind to merely give a general look as to whether the signals show the bar as safe or not prior to starting, as the master's whole time is required to attend to his vessel. There is no semaphore or special signal at Charleston that I am aware of. As the Harry Bluff arrived at the Heads two or three heavy seas struck the vessel on the bow. The vessel at the time was pointing seaward. The heavy seas knocked what wind there was out of the sails. As she sagged over to the southward the sea became calm for a moment; the jib filled again; and I hauled in the main sheet; but, just as the vessel wa3 getting way on her, one or two he >vy seas again struck her and drove her stera on to the rocks. [The witness described subsequent proceedings on board., his own escape, and the accidents to the other men.] About the time the Harry Bluff enured over, Capt. Beveridge ordered the boat's crew not to leave the harbor. I think the order was given because he did not deem it safe for the boat to come to our assistance, and I myself thought the same, as only two of the real crew were in the boat, which is a large one and difficult for any but real practical men to manage.

By the Court: I have been trading on the West Coast for about live years. I have had charge of a vessel before, but not on this coast. I had charge of a small vessel in Hobson's Bay Prior to any Marine Board being started in the Colony, I held a written certificate from the master of the Hannah Nicholson of my competency as second mate, but all my papers were lost on this occasion. I was moored about 75 yards from the flagstaff. I was within what would he commonly called good hailing distance, but this would only be in fine weather. With any sea on I should not be able to hear, and the wind waa unfavorable to my hearing anythine that might be said from the flagstaff. When I was unmooring I heard no one hail. I did not see the Constant get under weigh, and I naturally thought that the four balls being up was meant as much for me as for auj one else, the meaning

being " Take the bar." I did not see the alteration till I was right on the bar. I am positive I did not unmoor until the signals showed " Bar safe." When I went in in the morning only three balls were up ; it would be about half-tide. It is not usual to go in in opposition to the signals, but I used my own discretion, considering it less hazardous than remaining outside, the weather being bad, and my vessel being deeply laden. By Captain Beveridge: I was in charge of the vessel myself. Craddock gave me no orders. To the best of my knowledge no one called from the rocks or elsewhere. I believe if you had attended to your duty the accident would not have happened. Had you told me that the balls were up for the Constant to come in, and not for me to go out, the accident would not have happened. I consider this should have been dote, as there is no distinction in the signals. I am aware that there is no distinguishing flag in Charleston. I have seen you piloting vessels with the flag. I saw you waring me not to come on. I believe I was then more out than in. The vessel was right between the Heads. I know the signal of " Bar dangerous " wa3 up at the time. I worked the vessel entirely on my own judgment, as I could hear no orders given. Craddock tried to pull me seaward. The surf-boat would have been safer inside the Heads than she was outside, but she would have been useless as far as saving any life went. It is customary in cases of accident to keep.to windward, but in cases of boats attempting to save life it is better to go to the leeside. Craddoek's boat was ahead of the vessel, and not to leeward. It would not have been safe for her to have gone to leeward. Charles Craddock said that, from his experience, he was almost sure the vessel would have gone out all right, but, two or three rollers having struck her, she sagged to the southward. When he saw her in danger he ran to the surf boat to man her with part of his crew, who had arrived there before him. He pushed off, and made for the Heads. When he got there Captain Beveridge ordered him not to go out, but he insisted upon doing so to try and save life. AVhen he got to the vessel he had a line thrown te him, and tried to tow her, but, finding her making water, desisted. The vessel sank, and he picked up the master. In reply to questions by the Court, the witness said he did not hear the Harbor Master call to the Harry Bluff while she was being unmoored. Before he saw the Harbor Master, the vessel was under weigh, and past the flagstaff. The Harbor Master was then waving his flag to order her back, but it was too late. Had he been the master, he would have done as the master did. He gave no order to the Harry Bluff, the master himself heing in charge. He would also have doue as the master did when entering with the danger signal up. He had seen several vessels do the same—the Mary Louisa and the Constant. He thought there was no chance of preventing the accident. Ho made sure that the vessel would go out all right. He bad done so in far worse weather. He had no idea, when he saw the four balls up, that it was only for one vessel. lie thought there was plenty of time to come from the flag-staff, and to prevent the vessel going out. He thought he could have heard anyone hail from the flag-staff, but he did not do so, his attention being fixed on the vessel. He had taken vessels out sometimes when three balls had been denoting " Wait for tide," but as the same signal had been up for days, he was ohliged to use his own judgment. He was part owner of the Harry Bluff. In reply to Captain Beveridge, he said he would swear that the Mary Louisa had taken the bar when the danger signals—the three balls—were up. John Hay, master of the Constant, said he knew of no distinction between the signals, for a vessel going out or coming in. He had seen vessels cross with three halls Up. He was not sure whether he had done so himself, but, if he had, it would only be in fine weather. lie had seen four balls up for days together, and sometimes three for the same period. Had his vessel been in the same position, and with four balls up. he would have endeavored to go out. It was customarv for vessels going out to look for guidance from the Harbor Master. In reply to Captain Beveridge, the witness said that, he had frequently been hailed from the rocks to turn back, and had done so. He always paid due attention to the signals, and had not known of any accident happening through the signals being misplaced. In reply to Jackson, he said that had he been situated as the Harry Bluff was on the morning in question, he would have tried to get out. whether the three balls were up or not. To the Court, the witness stated that he had never known the Harbor Master signal improperly to any vessel. Cipt. Beveridae, Harbor-Master : Until about the time that the ketch Constant appeared in the offing, the bar had been dangerous all day for a vessel either to come in or go out. The wind at this time appearing favorable,-! ordered the signal, viz., the four balls, to be hoisted to tell the Constant to come in. The moment this was done, I observed the master and crew of the Harry Bluff hauling on their lines. I then hailed her from the rocks not to come out. I signalled her also with the usual signal to the same effect. They took no notice of my orders, but ordered Craddock to get hold of their line, and trace it down

to the Heads. I then ordered Robert Hughes to put the danger signal mean, to drop one of the balls, wdiich was at once done. I then hailed her again, warning her to stay inside, but they still persisted in coming along with the line. . I considered that any further interference on my part would be unnecessary, as it would merely seem as if I were trying to throw impediments in the way, and an accident might have happened through contrary orders being given by Craddock or the i::aster. There was a total disregard paid to my orders. By this time the vessel was close to the North Head. She was driven in three times, being pulled backward and forward by Craddock and one of his men. John Dick, one of the spectators, cautioned Craddock, telling him he would be tried for manslaughter if anything wrong happened to the crew of the vessel. Craddock still persisted, and called out to the Harry Bluff to continue to go out, which was almost impossible for her to do. He then deliberately threw the line out of his hand, saving that she would go out. I theu said the vessel was lost. Craddock and his mate were standing by and heard me. Craddoek's mate said "No fear; she will go out all right." I then turned to Craddock, observing that he had made a job of it now, and asked him whether he had done. About this time the vessel slightly touched the rocks. I hailed her, directing them to haul on the mainsheet, aud get the vessel's head round. She was at this time heading seaward. I also ordered them to haul down the jib, which was done. A sea then struck the vessel, driving her high on to the rocks. I called out to the men to jump ashore, but they had hardly time to do so when the vessel left the rocks, as if she had been launched, right into the middle of the entrance. I then ordered them to run up the jib, when a sea struck her and drove her right on to the rocks again. [The witness described the attempts subsequently made to save the lives of the crew.] By the Court: When I first hailed the Harry Bluff the crew were in the act of unmooring. I was scarcely thirty-two yards from the vessel. I am sure that the master heard me, as he was looking me full in the face. He did not reply to me, but spoke to Craddock, calling out to clear awav the lines. I am perfectly sure that both Craddock and the master heard me. My voice can be heard from one end of the harbor to the other. There has been a semaphore erected at Charleston, but I have never used it, there being no outlying danger, and because inside my orders can be heard. I saw the Harry Bluff in the morning, and tried to keep her from attempting the bar by waving her back by a handflag and putting the danger-signal up. They did not regard my orders, but entered the port. I believe that one vessel only has entered Charleston whilst the danger-signal was up, besides the Harry Bluff, and I consider that, in both cases, it was very foolish, as the vessels were nearly lost. I swear positively that the Mary Louisa did not enter when the three balls were up ; four balls were hoisted. It was the first aud only time she has entered since I have been HarborMaster—three years ago. Sometimes tho danger-signal has been up for days together, and sometimes, in very line weather, the four balls may have remained up all day, as the harbor is not worked by the tides. By Frederick Jackson: On the morning you arrived off the bar, the small boat was outside fishing. I saw her go alongside of you. The bar was safe at the time for a puliing-boat to go out, but as there was no wind, I say that it was unsafe for a sailingvessel to enter. Your vessel was put round once or twice. I could not say whether you used sweeps or not. I believe that on some occasions it might be possible for a person to be hailed by me as you were and not hear, although on this occasion I do not think such a thing could be possible, as there was little or 1.0 noise from the surf, and what wind there was was favorable to my voice being heard. If I had had the slightest idea you intended g>ing out that afternoon, 1 should have come to you and told you not to do so, but you never mentioned the matter to me, as is the usual custom with masters leaving the port. John Hick, at present a miner, but a seaman by profession, and holding a certificate of competency from the Board of Trade 1 as ordinary master, was the next witness. . He said : I was standing on the point of the North Head, talking to the master of the schooner Ann. I saw the Constant coming in. She was standing close to the shore, and appeared as if she were tc take the bar in spite of the signals, which at that time denoted " Bar unworkable." Soon after the HarborMaster came down to his station, after hoisting the four balls, to pilot the vessel in. He called out to us to know whether the Harry Bluff was unmooring. I heard Captain Bonner, the master of the Ann, reply i' Yes." Captain Beveridge then said " I gave them no orders to unmoor." It might have been five minutes from the time I heard this remark before I heard Captain Beveridge hail tho vessel to keep back. The vessel was unmoored at the time. When the Harbor-Master saw that the order to keep back was disregarded, he directed a man standing behind me to run up and drop one of the balls. Craddock appeared to be piloting the vessel out, and had already made too attempts to get her out, when I sung out and warned bim,

telling him that, if anything happened to the crew, he would be guilty of manslaughter. At this time Craddock was about five yards from me. I should not like to say that he did hear me, but I think he must have done so, but he made no reply. Craddock had the tow line in his hand. I cannot say whether it was pulled out of his hand, or whether he let go. By Captain Beveridge: Had they heard and obeyed your orders the vessel might have been saved. I was standing about ten yards from you, and about thirty yards from the vessel. By the Court: It is about ten.years since I was last at sea. I had a pilot's exemption certificate from Victoria I had beeu thirty years at sea before 1 became a miner. My opinion was that the Harbor-Master had done all that was necessary to stop the vessel —in fact all I should have done in his place. When the Harbor-Master hailed it might have been possible for the crew not to have heard him. I consider it would have been safer to have brought the vessel back when ordered to do so, than to proceed. Had the vessel come back when ordered, I think the lives might have been saved. My belief was that Craddock was usurping the functions of the Harbor-Master, and guiding the vessel himself. I believe the accident occurred through the wilful disobedience of the Harbor-Master's orders.

Gsorge Hughes, seaman: I have had charge of two vessels on the Coast, but am at present working one of the surf-boats at Charleston. On Oct. 2nd I was at the Charleston Heads, watching the Constant coming in. I heard the Harbor-Master call out distinctly to the Harry Bluff, wheu she was being towed out by Craddock and another boatman, not to come on. He was 30 or 35 yards from the vessel, and I think it was impossible for any person with ordinary hearing not to have heard him call at that distance. The master looked up, but took no further notice. No one spoke on board of her. When first hailed, she had unmoored, and was coming towards the Heads, aud she could either have been stopped there or afterwards, when further out. About five minutes elapsed before the fourth ball was dropped. She was not in danger then. No notice was taken of the danger signal, but they persisted in trying to get her out by dragging with a line from the North Heads. She was driven back three times, and the third time the rope was let go from the shore, aud the vessel was evidently lost. It was impossible for her to have got out without a towing ahead. She might have beeu taken out in that way, and with proper attention to the signals. I consider that had Craddock stopped wheu told, there would have been a better chance of saving life. I have not the least hesitation in saying that, had the Harbor-Master's orders been taken, no accident would happened, or lives been lost. Robert Hughes, seaman, at present working in a surf-boat: I was standing close to the Harbor-Master at the Heads. I heard him sing out " Harry Bluff, ahoy ! You can't go out." But the men towing her out took no notice. When the Harbor-Master saw this, he turned round to me, and told me to haul one of the balls down, but no notice was taken of the signal; they persisted in going to sea. I did not hear anyone speak on board the Harry Bluff. When the three balls were up it would have been easy enough to have brought her back. There would have been no danger in doing so. It was, however, impossible for any vessel to have got out that day without a boat ahead to tow her, as there was no wind. It seemed as if it was determined she should go out, wind or no wind. I believe that the accident was caused by wilful disobedience of the Harbor-Master's orders, which, I am almost sure, must have beeu heard. OFFICIAL REPORT. The opinion arrived at by the Court is contained in the following report based upon the evidence, and prepared for transmission, along with the evidence, to the Postmaster-General:—

" After carefully reviewing the evidence adduced by the examination of seven witnesses, including the late master of the Harry Bluff, to wit Frederick Jackson, Charles Craddock, John Hay, Alexander Beveridge, John Dick, George Hughes, and Robert Hughes, I give my opinion as follows : " Ist. That a systematic disregard to the orders of the Harbor-Master at Charleston is apparent throughout the evidence, both on this and on previous occasions. "2nd. That, by the evidence of the master himself, he had previously on the same day shown a total disregard to the express order given by "the Harbor-Master, in attempting to enter the harbor of Charleston when he was signalled that the bar was dangerous. That he succeeded in entering without the loss of his vessel is to be attributed to chance alone. "3rd. That an attempt has been made to cast a slur upon the HarborMaster by attributing to him neglect of duty, which is not borne out by the evidence elicited by the examination of the master's own witnesses. "4th. That, although it might be possible (though extremely improbable,) as the master states, that no hail was heard by him, the disregard shown to the signals, even by the evidence of the master himself, is in itself highly culpable, as the master says that he did not observe the change in the signals until he was on the bar, -while

the evidence tends to prove that the signal for danger had been exhibited for a considerable time previously. " sth. That, had it not been that Frederick Jackson, the late master of the Harry Bluff, has distinctly stated that he was himself in charge of his own vessel, and that he received orders from no one (acting on his own discretion solely) one of the witnesses, named Charles Craddock, 'would have been considered by me as equally blameable, as i*j is evident that Charles Craddock was,- if not directing, at least assisting the master in taking out the vessel contrary to the directions of the Harbor-Master. " With these facts before me, I have no hesitation in expressing my conviction that the vessel was lost through the master's wilfully disregarding the orders and signals given by the Harbor-Master."