INQUIRY INTO THE WRECK OF THE SCHOONER CANTERBURY.

Westport Times, Volume V, Issue 852, 22 August 1871, Page 2

INQUIRY INTO THE WRECK OF THE SCHOONER CANTERBURY.

An enquiry into the circumstances attending the wreck of the above vessel was held before W. S. Mundy, Esq.; collector of customs, at the custom-house, yesterday. The following evidence was taken:— James Ruxton : I am master of the schooner Canterbury, and hold a certificate of competency from the Board of Trade, No. 4779. I left Lyttelton on July 3rd, with a general cargo, consigned to Westport. We had a succession of heavy gales, but without injury to cargo or vessel. Were windbound off Blind Bay twenty seven days, and arrived off the Steeples at 7 a.m. on the 9th instant. At 9 a.m. hove to off the bar, waiting for the tide. Shortly afterwards our number was run up No. 7412, by Maryatt's code. About 1.30 p.m. run up No. 1382 (" Is there any chance ?"). The answer was " yes " by the same* code, without asking our draught; of water. Shortly afterwards No 6457 appeared on the signal staff, meaning " What water do you draw ?" We were under weigh at the time. I replied with No. 9, signifying nine feet. His answering pennant signified that he understood me. About 3.30 p.m four balls tvere shown, meaning " Take the bar." Shortly after made for the bar. When on the bar the vessel stopped dead, showing that she was agrouad fore and aft, the heavy sea striking the vessel over the bar, her head canting to the westward. I had my anchors ready, but did not let them go, being afraid the vessel would be on the top of them, which would probably have lost both vessel and cargo, and perhaps life, i hauled the head sails down, to try and get her head to the eastward upchannel; the vessel still inclined to the westward. I ran up the head sails again, and lowered the peak of the mainsail, when the mainsail caught on the starboard tack, hoisted it up again. Some signals were about this time shown at the flagstaff—No. 6892; meaning stand to sea; but the vessel drawing so much water she became unmanageable, striking heavily by the heel, her head paying off in shore. I then made all sail to head her more on the beach to save both ship and cargo. The first attempt to get her off was made on the 11th inst. by putting out three anchors, two of which belonged to the ship and one to the Government. Before this it was impracticable to do anything on account of the heavy sea and fresh. The cargo had not been touched, nor was the vessel injured up to that time. 1 had one anchor out astern the previous day, but merely to steady her. Previous to this I had landed my cargo in fair order upon the beach. The contractors ran out one Government anchor with 80 fathoms of inch cable, and the ship's best bower anchor with 90 fathoms of 6-inch warp. The vessel moved slightly, but we had to stop at 8 p.m. as the tide was too far gone. Next morning's tide I made every effort to get her afloat; five labourers besides the crew being employed without success. At low water ran out a stream anchor and warp into the channel about 100 yards. At evening tide a heavy sea caused the vessel to hammer heavily on the beach, but at high water got afloat, and, swinging across the break, carried away windlass, quarter-irons, and chain plates. Had there been a good breeze she would have got off all right, but the wind dying away and there being a heavy sea the, vessel was helpless. We reshipned cable and warp, and let the vessel go on to the beach again; this time further to the eastward of the river. There was no steamer in the port at the time, but, had there been, it would not have ventured near me in the break. Up to this time the vessel was making little or no water. Up to Sunday, the 20th repeated efforts each tide were made to get her off seaward but it was useless, and the attempt had to be abandoned. A fresh contract was signed on Friday morning last to launch her overland into the Lagoon, but before they commenced they were to make fresh efforts to get her seaward, and, if'successful, were to receive £SO, and, in the event of her being launched £290. The contractors commenced to launch her overland thiß morning. She has been making a good deal of water lately. On August 10th, the day after I went ashore, my vessel was surveyed by the Harbour-Master and Capt. Daniels, of the s.s Wallabi, who recommended me to keep the cargo on board for the time as it would only be spoiled by the rain, but principally with the view of keeping the vessel from drawing too far up the beach. I produce copy of survey. Examined : I am half owner of the vessel as well as master. Have been to Westport once before, in command of the schooner Spray, about 3 years' ago. I have been accustomed to bar harbours on the east and west coasts during the last thirteen years. I know Hokitika and Greymouth well, having traded there for six years, and have sailed into both rivers. The last time I was here in Spray I was towed in; but

sailed out; she drew about seven feet at the time. I am positive that No. 9 was run up at the time, and not No. 8. I was drawing abont 8 feet 10 inches. The flag had been got out about two hours before the question was asked what water I drew. The steward was called out to pass up No. 9, which he did to the mate, I believe, wholaid.it on the locker. I myself looked at the flag at the time it was being beat on, and am positive that it was No. 9. I also saw it at the masthead. The flag might have been up an hour before I ordered it to be hauled down. I am thoroughly conversant with Maryatt's code of signals, and I have most of the sentences likely to be necessarj written out at the end of the book, to save turning over the leaves. The weather was clear, and the flag apparently blown well out. 1 produce No. 8 and No. 9 flags. There is no resemblance be. tween them other than color, both being blue and yellow. I could distinguish easily all the. flags on the flagstaff, and believe that a person at the flagstaff could as easily see mine. Had there been any doubt he should have told me to repeat my signal, or' signalled, " I cannot make out your flag." There was no hurry about the matter, as there was plenty of time. The balls were dropped as soon as we got on the bar. The vessel after striking the bar never really got into deep water, as she was striking all the time. It would not have been safe at any time to have Jet go my anchor, as the vessel would probably have been on the top of it. Both vessel and cargo were insured to " sail or tow." I only ascertained this after I was ashore by telegram from Christchurch. I am not sure about the date, but I received a telegram from Mr Turner, stating that he had compromised with the underwriters for £650, the vessel paying all expenses. The cargo wa* insured also together with freight, but to what extent Ido not know. The cargo was abandoned on the 12th and sold for the benefit of the underwriter. I had previously received instructions that I was to do the best I could for the underwriters in the way of getting her overland into the lagoon by calling for tenders. I had represented the difficulty and expense of launching her, with the risk attendant thereon, but was told that I could not abandon her if there was any possibility of getting her afloat.