INQUIRY INTO THE WRECK OF THE SCHOONER CANTERBUR?.

Westport Times, Volume V, Issue 853, 24 August 1871, Page 2

INQUIRY INTO THE WRECK OF THE SCHOONER CANTERBUR?.

We resume the report of the evidence given before the Collector of Customs on Monday last, in regard to the stranding of the above vessel. Appended also is the decision of the court of inquiry : Frederick Andrews: I was mate of the Bchoonei? Canterbury on her last voyage from Lyttelton to "Westport. The vessel arrived off the Buller bar between 9 and 10 a.m., on the 9th August; we stood out to sea, the wind falling light with a heavy sea. No communication had been made with the shore. About 12, noon, we stood iu again, and, about 1-30 p.m., signalled "is there any chance?" The answer was, "Yes" ; No. 37 being hoisted. 1 knew it meant yes by referring to the book. The captain picked out the signals but I hoisted them up. The vessel was getting rather close in, and we put off shore. It was about flood tide. Shortly afterwards a signal appeared on the flagstaff which we could not at first make out, so we stood in again. "We were about four miles from the bar at the time. When close enough to read the flags,' the captain read them off with his glass, and I referred to the book and found the number to be " what water Jdo you draw?" The answer was made by hoisting No. 9(9 feet). I myself bent on No. 9, and hoisted it. lam sure that it was No. 9 ; it could not have been No. 8. I know No. 9; it is composed of 4 squares—2 blue and 2 Syellow. The flag had been lying in the cabin perhaps for an hour; it was passed up by the steward to me. It had been picked out from the signals by one of the men, named Peter Anderson, by the master's orders. Before opening the flag, I looked at the mark upon it and saw that it was No. 9. The flag is marked upon both sides in ink. The steward, when he passed it up, said that it was No. 6; the master told him to look on the other side and he would see that it was No. 9. The steward and myself looked, and found what the master had said was correct. The flag was flying about 20 minutes, and an answering pennant was shown at the flagstaff, indicating that it was understood. At the time this was done the flags were plainly visible on the flagstaff, and I should think that ours were equally plain from the flagstaff. I mean that they could easily be distinguished with the naked eye, After the pennant was seen the master told me to go forward and see the anchor and chain all clear. We were then about three miles from the bar, standing off. While doing so, the tidal signal was hoisted on the staff " take the bar." The signal was two balls on each yard-arm and three at the masthead. The master went forward to know whether I was ready. We then kept away towards the bar with all sail on her except the gaff topsail and squaresail. When on the bar the vessel grounded, rolling heavily both ways ; having grounded fore and aft. We then hauled down the head sails, to keep her head from paying off; the current catching her bow on the port side and swinging the vessel's head round. We then drifted off the bar inside into deep water ; and she again caught the ground with her heel. She stood out a little, but refused to answer her helm. The captain had been at the helm from the time the vessel was squared away for the bar. About this time the tidal signals were dropped and a signal hoisted, " stand to sea." We were at this time close in to the flagstaff. It was impossible to get to sea then, for the vessel was unmanageable, being aground with her head in-shore. The sail was kept on the vessel to steady her and to prevent her from rolling. The tide had receded considerably by this time. The pumps were sounded, and I found that the vessel was making no water. About 10 p.m., the same evening, the vessel was nearly dry. Towards high water the following morning the sea was breaking very heavily over the vessel, driving her further up the beach. She was still making no water. At low water, ebb tide, an anchor was run out ahead, by order of the Harbour Master. It was not until Saturday, the 13th. that any attempt could be made to get her off, in consequence of the heavy sea. She was that day discharged and her anchors run out, but the vessel did not float. This was about 7 p.m., and the next mormng she was again tried, but scarcely moved. The vessel floated on the evening of the same day. There was a heavy break which carried away quarter irons and chain plates on the port side, upsetting the windlass and endangering the mainmast. Finding it impossible to hold the vessel in that position, the chain was slipped, and the vessel drifted on to the beach. Renewed efforts to get her afloat were tried up to yesterday morning, the 20th August, but it was found impossible to do so, the tides taking off' too fast. The weather moderated during each day, but was generally pretty heavy at night. The wind and weather have been against us nearly all the time.

Examined: I have been trading on the West Coast for nearly six years. I was master of the Canterbury, for one trip, from Lyttelton to Wei lington. I have no certificate. I have never been to Westport before, but I have been to Hokitikaand G-reyinouth several times. I know the bar signals; they are the same here as at Hokitika and G-reymouth. The beacon and flagstaff were in one at the time we

struck. At the time the flag; was hoisted outboard everything was very quiet; there was no hurry. "I am sure No. 9 was hoisted j it is our usual flag as we generally draw about 9ft lOinches. It is always the flag hoisted by us.

Alfred Thomas: I was steward of the Canterbury on her voyage from Lyttelton to Westport. We arrived off the Buller bar about I'3o p.m. on August 9th. I was down in the cabin and the master asked me to hand up No. 9 flag, which I did. I picked out one with a peculiar mark upon it; I said that it was neither 6 nor 9. I recognise the mark on the flag now shown to me. The mate said " that is the flag, hand it up." I saw the flag hoisted. I know that it was a chequered flag. I cannot further describe it. I am unacquanted with signals generallyi I can point out a similar flag if shown to me. The mate told me when I spoke about the flag, to turn it over, but I misunderstood him and turned it round, and still could make nothing of it, I did not see the branded mark at all. This was the only flag I had anything to do with. The flag was in a bag on the table. I think that some flags were lying loo'se on the cabin table, but I cannot say positively. By the master: I recollect your ordering No. 9 to be got ready; that was some time before I was told to hand up the flag. I, as well as the crew, have been working night and day to get the vessel off but without success. By the Court: lam not a seaman. Peter Anderson: I was seaman on board the Canterbury during her voyage from Lyttelton to Westport. We sighted the Steeples about 7 a.m. on August 9th; we then steered for the bar, and got abreast it about 12 noon. The captain then signalled to the flagstaff asking whether there was any chance to come in, and I understood the answer " Yes" to be given. We were sometimes hove to and sometimes standing off and on. Afterwards the signal was hoisted asking what water we drew. The master ordered No. 9 to be hoisted. I had been told by the master to get out the flag some time previously. He told me to put all the* flags back with that one on the top which I did. I afterwards saw the steward pass the same flag up when ordered to do so by the master; I assisted the mate in bending it. I saw the flag when open ; it had four squares upon it, yellow and blue. lam not certain what flag was hoisted in reply from the flagstaff, but I; think that it was a pennant, Some time afterwards the balls were hoisted at the staff to tell us to come in. I know most of the signals by balls. We stood in, and, as the vessel got on the bar, she struck fore and aft. We afterwards washed over the bar, but the vessel would not steer having no way. The master himself was steering. A signal was shown at the flagstaff meaning "Stand to sea." The master read the meaning of the signal from a book in my hearing. The master tried to follow out the order, but coyld not, as the vessel was stuck by the stern, turning her head inshore and the sea driving her up on the beach.

By the Court: No trial was made that night to get the vessel off, the sea being too heavy. I think that it was on the Friday following that the first attempt was made ttith two anchors and chains. We have been trying every tide by shifting anchors, &c, to get the vessel off. I have never before been to Westport, but I have been once to Greymouth in the same vessel. I am 25 years of age, and have been 9 years at sea, and I believe that every effort has been made both by the crew and by men employed from the shore to get the vessel off. By the Master: I was one of the crew who wanted to go ashore on the night that the vessel struck, for fear she would go to pieces. I heard you say that, if all the others left the vessel, you would still remain, as it was your duty to be the last to leave her.

Captain Leech: I am Harbour Master at Westport. On Wednesday, the 9th instant, about 9 a.m., I saw a vessel off the bar about four miles distant. I sent over a waterman to the signalman with instructions to ask her name. Before 1 received the answer I had made her out myself to be the Canterbury. I saw signals exchanged between the vessel and the station from that time till high water. I did not know what they were. About ten minutes to four p.m. I saw the four balls up, and the vessel standing in for the bar. I was rather surprised to see the four balls up, as I had seen the vessel in Canterbury, and knew that she was long-heeled. I got into the harbour boat to board her when inside for the purpose of mooring her. When part way down the river I saw the vessel stop, and roll heavily to starboard. I still thought she would come in, and proceeded. I saw the jib sails hauled down, and eventually all the head sails, with a view to hauling the vessel to the eastward up the river. This attempt was unsuccessful, the vessel heading to westward. Her sails were placed in different positions usual in such cases, but to no purpose. Not being able to board the vessel in the boat then in use, I proceeded to tho Lagoon for the Government whale boat. Before I could do so the Canterbury was on the beach, I walked down to her, and saw the signalman and asked him what draught the captain had given him. He replied eight feet. I returned at low water, at nine p.m., and

saw the captain and signalman together. In reply to « question from me the captain said that he had given nine feet as the draught of hiß vessel. I then remarked to the signalman "that accounts for the mistake." Prom that time till last Sunday I have bees constantly in attendance at each tide to advise and assist the captain in endeavouring to float his vessel. In reply to questions, Captain Leach stated that a week before the stranding of the Canterbury he found a foot more. water on the bar than there had been for the last two years. This was at spring tides. When the vessel struck it was the. lowest neap tides. I told the signalman the state of the bar. Before, there was usually about eight feet of water at lowest neap tides. Some days before the Canterbury aarived the Mary Van Every came in at half flood, drawing seven feet, and the Murray also. The bar must have silted up a day or two previous to the arrival of the Canterbury. Had the bar been the same as when I sounded I think she would have come in even at nine feet, but not without bumping. I would not ■ have sanctioned her coming in drawing nine feet at neap tides. By the MasJ»r: It would have been dangerous and unseamanlike to have let go an anchor from the bow in the position you were in, bumping on the bar. I think you have done your utmost to get the vessel off.

Captain Leech recalled: The signalman ia furnished with a tide gauge which approximately' shows the depth of water on the bar, which he can regulate by the report of masters of steamers, or occasionally by the return given by myself as Harbour Master. Henry Jacobsen: About 2 p.m. on Wednesday, August 9th, I saw the vessel in the offing. While I wag watching her a notice was received from Captain Leech, directing me to enquire her name. I ashed by the Commercial code. I saw her number ap shortly afterwards by IMaryatt's signals, which I made out to be the Canterbury. She then asked whether there was any chance of her coming in. I should not have replied. Maryatt's code not being in use at the port, except i'n cases of emergency, only that people were very anxious to know about her. I answered " yes." About half-past three p.m. she ran close in, and I hoisted the signal, " How many feet of water do you draw?" In reply I received No. 8, meaning eight feet. A few minutes , before four I hoisted four balls, as a signal to take -the bar, and they took the bar immediately. She got over the outer bar all right, but struck on the inner one, and remained stationary about two minutes. She then slewed slightly to the westward, and went dragging on for about two or three hundred yards. She got over the bar into deeper water, and sailed on the same tack for about five hundred yards. They then tried to steer the vessel, but missed stays, and backed for another hundred yards right on to the-beach about eight of nine hundred yards from where she first touched. In this position it was impossible to get her off, as the sea was heavy, and the wind right ashore. Since then I have had nothing to do with her.

By the Court: I could clearly see the flags shown by the vessel. I could only see the reply to my question regarding the draught of water by the glass, as the vessel was too distant to distinguish it with the naked eye. I was using the glass all the time. There was sufficient wind to blow out the flags. To the best of my knowledge I did not mistake No. 9 for No. 8, as I looked at it twice. I have never made a mistake before that lam aware of. I believed there to be 9ft lOin on the bar by my tide gauge. The bar had. not been tried for about a fortnight, in consequence of the weather; but at the last trial there appeared to be a fine deep channel. I believe the bar had altered a day or two before the Canterbury arrived, in consequence of a small fresh in the river, accompanied by a very heavy sea, which, following upon a very heavy fresh, had caused the entrance to silt up. Had I read the signal to be No. 9, I should have run up the number of feet of water which I believed to be on the bar, leaving it to the master's discretion whether -he attempted to come in or not. I check my tide gauge on every opportunity. It is generally very true, and cones' I ponds with the soundings within a few inches. The tide gauge is in the Lagoon, at the back of the flagstaff. By the Master: I do not recollect j telling you that your flag did not blof j out very clearly, and that I might 1 have made a mistake. To the best oi | my kuowledge, I have never expressed a doubt to any one about a mistake having been made by me with regard to the flags.

The decision of the Court was 88 follows:

That, after carefully weighing the evidence of the six witnesses, I have arrived at the following conclusions : 1. That the schooner Canterbury was stranded on the Buller bar; partly by an error in the signals denoting her draught of water, and partly from the fact of the bar, at the entrance to the Buller river, having silted up, m consequence of the galc3 and heavoy seas which had been prevailing tor some time previous to the arrival Qi the vessel.

2. That tho vessel was insured io the extent of £SOO, which I presume would be would be about her value *' the time, and that the cargo was also

insured, but to what extent there is no evidence to show. 3, That the error of the signalman (if «uch it was—and I must suppose go—as the weight of evidence is to that effect) in mistaking two flags of such an opposite character as Nob. 8 and 9 of Marryatt's code, although undoubtedly a very grave one, as under other circumstances it might have been attended with very serious consequences, was not, in the present instance, the actual cause of the stranding, as it is more than probable that, had the signalman understood the signal of the vessel's draught of water to be 9 feet, and shown the Nos indicating the supposed depth of water upon the bar, viz ; 9ft lOin, being a foot more than the vessel was said to he drawing, the master would upon his own responsibility have attempted the bar.

4. That the master might, perhaps (but it is only* supposition on my part), had he been acquainted with the entrance to the river, have prevented the stranding of his vessel by dropping an anchor the moment he got into deep water; but taking into consideration his limited knowledge of the port, from the fact that he had only been here once before, and that his vessel, -on that occasion, was towed in by a steamer, I am of opinion that be acted to the best of his judgment. ■5. That the master, James Ruxton, has, since the stranding of his vessel, used -every ■effort, both by the aid of his crew and by employing shore labourers, to get his vessel afloat, and thatne acted judiciously in keeping the cargo en board for a time until the Weather moderated, in accordance with the recommendation of the surveyors. Taking the foregoing into consideration, and leaving out the question of any mistake in the signals, upon which I must decline to express a decided •opinion, I am under the impression that the master has acted throughout in a proper manner, that he has made every effort to secure the interests of all parties concerned, and that he is free from blame.